Augustin Kroell & Aurélien Pinchard
Johannes Gruber, Alexander Kihm (2015) Reject or embrace? Messengers and electric cargo bikes, Institute of Transport Research, Berlin, Germany Transportation Research Procedia 12 (2016) 900 – 910
Mots clés : parties prenantes, processus de prise de décision de la flotte, messagers, motivations du rejet
Cet article traite du plébiscite ou du rejet du vélo cargo par les différentes parties prenantes en temps qu’alternative écologique sur le dernier kilomètre de la livraison. L’article dépeint en premier lieu l’état du marché du transport sur courtes distances dans les grandes capitales européennes (Londres, Paris, Bruxelles et Berlin) afin d’évaluer le futur potentiel du vélo cargo. Dans un second temps il étudie le processus de décision en termes de choix du parc de véhicules pour les sociétés de livraisons.
Enfin les auteurs se penchent sur les motivations poussant les messagers à rejeter ou accepter le vélo-cargo.
- En premier lieu, nous analyserons la définition que donnent les auteurs du terme le processus de prise de décision de la flotte
- Dans un second temps nous nous intéresseront aux motivations du rejet de l’utilisation du vélo cargo.
Développement :
Parties prenantes : Une partie prenante est un groupe d’individus qui peut influencer ou qui peut être influencé par la réalisation des objectifs d’une entreprise. Les parties prenantes sont en relation directe ou indirecte avec l’entreprise. Dans le cadre de cet article, les parties prenantes sont les chauffeurs, les gestionnaires de quarts et/ou répartiteurs et les clients.
Processus de prise de décision de la flotte : Le processus de décision comprend dans cet article deux dimensions : la formalisation et la centralisation. La formalisation fait référence au niveau des règles et procédures guidé le processus de décision. La centralisation fait référence au nombre et à l’indépendance des décideurs impliqués.
Sur la base de ces dimensions, les auteurs dérivent quatre structures principales de prise de décision de la flotte: Hiérarchique (haute formalisation et centralisation), bureaucratique (formalisation élevée, centralisation faible), autocratique (formalisation faible, centralisation élevée) et démocratique (formalisation et centralisation faibles). Dans le cadre des vélos cargo, le processus de prise de décision de la flotte le plus adapté est démocratique car selon
Nesbitt et Sperling (2014) c’est le type le moins courant mais considéré comme un cas intéressant pour les véhicules à carburant alternatif.
Messagers : Les messagers sont des travailleurs indépendant ou rattaché à une entreprise délivrant des colis aux clients.
Motivations du rejet : Probabilité de rejet augmente avec l’âge et le revenu, tandis que l’enseignement supérieur et le sexe masculin entraînent apparemment une ouverture vers des véhicules innovants. Les messagers possédant une voiture sont moins susceptibles d’adopter l’utilisation du fret électrique. D’un autre côté, le groupage des envois, stratégie typique des livraisons par messagerie, joue un rôle important. Enfin, l’intérêt pour la technologie des véhicules est le facteur le plus important influençant le choix entre le rejet et étreinte.
Conclusion :
Les facteurs de rejets ou de plébiscite :
Ces facteurs comprennent des attributs socio démographiques tels que l’âge, le sexe, le revenu et l’éducation, ainsi que la perception individuelle de l’innovation technologique et de son impact. D’autres facteurs importants incluent les spécificités du métier de messager comme la possession d’une voiture et la stratégie de livraison.
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Ajzen, I., (1991). The theory of planned behavior. Organizational Behavior and Human Decision Processes 50, 179–211.
Ben-Akiva, M., Lerman, S.R. (1985). Discrete Choice Analysis: Theory and Application to Travel Demand. Cambridge, MA, MIT Press.
Browne, M., Allen, J., Leonardi, J. (2011). Evaluating the use of an urban consolidation centre and electric vehicles in central London. IATSS
Research, 35 (1), 1-6.
Cheng, Y., Yeh, Y. (2011). Exploring radio frequency identification technology’s application in international distribution centers and adoption rate
forecasting. Technological Forecasting and Social Change, 78 (4), 661-673.
Dablanc, L. (2011). Transferability of Urban Logistics Concepts and Practices from a Worldwide Perspective – Deliverable 3.1 – Urban Logistics
Practices – Paris Case Study.
http://89.152.245.33/DotNetNuke/Portals/Turblog/DocumentosPublicos/CaseStudies/TURBLOG_D3.1ParisFV.pdf Accessed on 12 Dec
2014.
Davis, F.D. (1993). User acceptance of information technology: system characteristics, user perceptions and behavioral impacts. International
Journal of Man-Machine Studies, 38, 475-487.
Ehrler, V., Hebes, P. (2012). Electromobility for City Logistics–The Solution to Urban Transport Collapse? An Analysis Beyond Theory. Procedia
Social and Behavioral Sciences 48, 786–795.
European Commission (2011). White Paper. Roadmap to a Single European Transport Area – Towards a competitive and resource efficient
transport system. http://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:52011DC0144&from=EN Accessed on 20 Jan 2015.
Globisch, J., Schneider, U., Dütschke, E. (2013). Acceptance of electric vehicles by commercial users in the electric mobility pilot regions in
Germany. eceee Summer Study proceedings, 12, 973–983.
Gruber, J., Kihm, A., Lenz, B. (2014). A new vehicle for urban freight? An ex-ante evaluation of electric cargo bikes in courier services. Research
in Transportation Business & Management, 11, 53–62.
Hjorthol, R. (2013). Attitudes, ownership and use of Electric Vehicles – a review of literature. TØI report 1261/2013
http://www.compett.org/documents/wp_2_report_attetitudes_ownership_and_use_of_electric_vehicles_a_review_of_literature.pdf Accessed
on 12 Dec 2014.
Holguín-Veras, J. et al. (Eds.) (2014). Improving Freight System Performance in Metropolitan Areas. Initiative 46: Mode Shift Program. National
Cooperative Freight Research Program (NCFRP) 38. https://coe-sufs.org/wordpress/ncfrp38/psi/demand_land_use/msp/ Accessed on 10 Sep
2014.
Holguín-Veras, J., Wang, Q. (2011). Behavioral investigation on the factors that determine adoption of an electronic toll collection system:
Freight carriers. Transportation Research Part C: Emerging Technologies, 19 (4), 593-605.
Jongeneel, R.A., Polman, N.B.P, Slangen, L.H.G. (2008). Why are Dutch farmers going multifunctional?”, Land Use Policy, 25 (1), 81-94.
Koning, M., Conway, A. (2014). Biking for goods is good: An Assessment of CO2 savings in Paris. Conference proceedings, Transportation
Research Board 94th Annual Meeting 2015.
Laugesen, M.S. (2013). E-Mobility NSR. Comparative Analysis of European Examples of Schemes for Freight Electric Vehicles. Compilation
Report. http://e-mobility-nsr.eu/fileadmin/user_upload/downloads/info-pool/E-Mobility_-_Final_report_7.3.pdf Accessed 26 Jan 2015.
Lenz, B., Riehle, E. (2012). Bikes for Urban freight? — Experience for the European case. Conference proceedings, Transportation Research
Board 92th Annual Meeting 2013.
Leonardi, J., Browne, M. and Allen, J. (2012). Before-after assessment of a logistics trial with clean urban freight vehicles: A case study in
London. Procedia – Social and Behavioral Sciences (39), 146-157.
Liu, W., Wang, C., Mol, A.P.J. (2013). Rural public acceptance of renewable energy deployment: The case of Shandong in China. Applied
Energy, 102, 1187-1196.
Lüthje, C. (2007). Die Verbreitung von Innovationen. In N. Birbaumer & L.v. Rosenstiel (Eds.), Marktpsychologie (pp. 291–341). Göttingen:
Hogrefe.
Maes, J., (2015). Welfare Economic Evaluation of Urban Freight Distribution Concept with Cargo Cycles. Conference proceedings,
Transportation Research Board 94th Annual Meeting 2015.
Mariano, M.J., Villano, R., Fleming, E. (2012). Factors influencing farmers’ adoption of modern rice technologies and good management
practices in the Philippines. Agricultural Systems, 110, 41-53.
Nesbitt, K., Sperling, D. (2001). Fleet purchase behavior: decision processes and implications for new vehicle technologies and fuels.
Transportation Research Part C: Emerging Technologies, 9(5), 297-318.
Plötz, P., Schneider, U., Globisch, J., Dütschke, E. (2014). Who will buy electric vehicles? Identifying early adopters in Germany. Transportation
Research Part A: Policy and Practice, 67 (2014) 96-109
Rogers, E.M. (2003). Diffusion of innovations. 5th edition, Free Press, New York.
Roumboutsos, A., Kapros, S., Vanelslander, T. (2014). Green city logistics: Systems of Innovation to assess the potential of E-vehicles. Research
in Transportation Business & Management, 11, 43-52.
Sierzchula, W., 2014. Factors influencing fleet manager adoption of electric vehicles. Transportation Research Part D: Transport and
Environment, 31, 126–134.
Transport for London TfL (Eds.) (2009): Cycle freight in London: A scoping study. London.
http://www.tfl.gov.uk/assets/downloads/businessandpartners/cycle-as-freight-may-2009.pdf Accessed 17 Jul, 2012.
Van Duin, J.H.R., Tavasszy, L., Quak, H.J. (2013). Towards E(lectric)-urban freight. Firstpromising steps in the electric vehicle revolution.
European Transport (54).