We use regression analysis to study what motivates car pool managers to campaign for BEV procurement using primary data from 229 car pool managers including adopters and non-adopters of EVs. Key findings are that a personal interest in EVs due to technophilia increases the intention to start procurement initiatives for BEVs. These findings underpin the fact that the attitudes of single individuals can influence internal organizational decision processes and therefore play an important role in explaining BEV adoption in commercial fleets. Other factors that foster initiatives for BEV procurement are organizational innovativeness, and the expectation of environmental benefits and positive effects on employee motivation. The fear of mobility constraints and doubts about the reliability of BEVs counteract the intention to campaign for their procurement.

This thesis examines the marginal cost of congested travel to a variety of businesses by observing time spent in congestion and estimating excess labor costs based upon the relevant value of time. The fleets in the scoping study represented commercial deliveries of goods and services, government agencies, and transit systems. Observations on limited-access expressways within the 13-county Atlanta metropolitan region were used in the analysis. Vehicles were monitored by using a passive GPS assembly that transmitted speed and location data in real-time to an off-site location. Installation and operation during the observation period required no interaction from the driver. Over 217 hours of good freeway movement during 354 vehicle-days was recorded. Rates of delay, expressed as a unit of lost minutes per mile traveled, were calculated by taking the difference in speeds observed during congestion from an optimal free-flow speed of 45 mph and dividing that by the distance traveled per segment. The difference between the 50th and 95th percentile delay rates was used as the measure for travel unreliability. Daily average values of extra time needed per fleet vehicle to ensure on-time arrivals were derived, and the median buffer across all fleets was 1.65 hours of added time per vehicle. Weekly marginal costs per fleet vehicle were estimated by factoring in the corresponding driver wages or hourly operation costs (for transit fleets). Equivalent toll rates were calculated by multiplying the 95th percentile delay rate by the hourly costs. The equivalent toll per mile traveled was representative of an equal relationship between the marginal costs of congestion experienced and a hypothetical state of free-flow travel (under first-best rules of marginal cost pricing). The median equivalent toll rates across all fleets was $0.43 per mile for weekday mornings, $0.13 per mile for midday weekdays, $0.53 per mile for afternoon weekdays and $0.01 per mile for weekday nights and weekends.