{"id":1289,"date":"2025-11-17T12:30:49","date_gmt":"2025-11-17T12:30:49","guid":{"rendered":"https:\/\/pricecarz.com\/blog\/?p=1289"},"modified":"2026-02-02T08:33:41","modified_gmt":"2026-02-02T08:33:41","slug":"accesibilitatea-tarifului-de-inchiriere-a-unui-autoturism-ca-alternativa-la-posesie","status":"publish","type":"post","link":"https:\/\/pricecarz.com\/blog\/accesibilitatea-tarifului-de-inchiriere-a-unui-autoturism-ca-alternativa-la-posesie\/","title":{"rendered":"Accesibilitatea tarifului de \u00eenchiriere a unui autoturism ca alternativ\u0103 la posesie"},"content":{"rendered":"

\u00cenchirierea unui autoturism versus posesia sa este un subiect de analiz\u0103 nu numai \u00een cadru economic sau de afaceri, din punctul de vedere practic al managementului unei firme de \u00eenchirieri auto<\/a> sau al consumatorului, dar este \u015fi obiect de studiu academic. Factorii care \u00eenclin\u0103 balan\u0163a de decizie \u00eentr-o parte sau alta au fost analiza\u0163i \u00een multe studii, din domeniul psihologiei consumatorului, economiei generale, teoriei afacerilor sau al marketingului serviciilor.<\/p>\n

Doi cercet\u0103tori de la Universitatea Federal\u0103 Ural<\/a> (Rusia) au evaluat costul \u00eenchirierii unui automobil \u00een mai multe tipuri de ora\u015fe, realiz\u00e2nd o analiz\u0103 comparativ\u0103 a accesibilit\u0103\u0163ii serviciilor de \u00eenchiriere auto. Concluzia studiului a fost aceea c\u0103 exist\u0103 o diferen\u0163\u0103 semnificativ\u0103 de accesibilitate a tarifului \u015fi de accesibilitate practic\u0103 a unei ma\u015fini, \u00eentre diversele servicii de \u00eenchiriere auto<\/a> \u015fi \u00eentre ora\u015fe. Aceste diferen\u0163e influen\u0163eaz\u0103 decizia consumatorului de a cump\u0103ra sau a \u00eenchiria o ma\u015fin\u0103 pentru nevoile de transport.<\/p>\n

Sisteme de transport intermodale \u015fi politica tarifar\u0103<\/strong><\/h2>\n

\u00cen secolul XX, extinderea posesiei de automobile a dus la o dependen\u0163\u0103 total\u0103 de ma\u015fini \u00een majoritatea aglomer\u0103rilor urbane. Aceast\u0103 dependen\u0163\u0103 a \u00eengreunat \u00eendeplinirea func\u0163iilor economice, sociale \u015fi recrea\u0163ionale ale marilor ora\u015fe. Pe termen lung, dependen\u0163a de automobil ar putea fi gestionat\u0103 prin dezvoltarea mai multor moduri de transport public, iar majoritatea prim\u0103riilor au \u00een\u0163eles c\u0103 este necesar\u0103 trecerea de la sistemele unimodale de transport dominate de automobile private la sisteme de tranzit multimodale, care s\u0103 utilizeze cu succes mai multe moduri de transport.<\/p>\n

Principala sarcin\u0103 pe termen lung a planific\u0103rii transportului este crearea sistemelor de transport intermodale \u00een marile ora\u015fe. Un sistem de transport intermodal este acela \u00een care integrarea mai multor moduri de transport duce la o eficacitate sporit\u0103 a fiec\u0103rui mod \u00een parte \u015fi face ca pasagerii s\u0103 fac\u0103 u\u015for transferuri \u00eentre modurile de transport.<\/p>\n

La realizarea unui sistem intermodal de transport este foarte important\u0103 stabilirea unei politici tarifare comune tuturor modurilor de transport participante la sistem. O schem\u0103 potrivit\u0103 de tarife ar trebui s\u0103 direc\u0163ioneze preferin\u0163ele consumatorului c\u0103tre utilizarea celor mai eficiente moduri de transport. \u00cen acela\u015fi timp, costul unei c\u0103l\u0103torii urbane ar trebui s\u0103 fie cu at\u00e2t mai mare cu c\u00e2t serviciul este personalizat mai mult.<\/p>\n

Regularizarea tarifelor va face posibil\u0103 echilibrarea sistemului de transport urban, iar acest echilibru este necesar func\u0163ion\u0103rii sistemelor intermodale. Un sistem de transport intermodal bine echilibrat este unul care presupune o balan\u0163\u0103 \u00eentre cererea \u015fi disponibilitatea diferitelor moduri de transport, pentru transportul unui num\u0103r maxim de pasageri c\u0103tre toate destina\u0163iile \u015fi pentru alte activit\u0103\u0163i asociate, pe unitatea de timp.<\/p>\n

\u00centr-un sistem bine echilibrat, toate modurile de transport sunt coordonate astfel \u00eenc\u00e2t diferitele c\u0103l\u0103torii intermodale au asociate costuri diferite \u00een bani \u015fi timp, dar fiecare mod de transport trebuie s\u0103 \u00ee\u015fi \u00eendeplineasc\u0103 rolul, din punct de vedere tehnic \u015fi func\u0163ional.<\/p>\n

\u00cenchirierea unui autoturism \u2013 locul \u00een sistemul de transport urban \u015fi avantaje<\/strong><\/h2>\n

Modurile de transport care au o pozi\u0163ie func\u0163ional\u0103 intermediar\u0103 \u00eentre transportul cu autoturismul personal \u015fi transportul public (de mas\u0103) joac\u0103 un rol special \u00eentr-un sistem de transport. Acestea includ taxi-urile, microbuze cu traseu neregulat sau care opereaz\u0103 pe trasee flexibile pe baz\u0103 de comand\u0103, re\u0163ele car-sharing, autoturime sau microbuze folosite de pasageri \u00een asociere, precum \u015fi autoturisme \u00eenchiriate. Aceste moduri de transport, numite \u015fi moduri de \u2018paratranzit<\/em>, trebuie s\u0103 aib\u0103 tarifele astfel alese \u00eenc\u00e2t s\u0103 fie mai mari dec\u00e2t cele din transportul public<\/a>, dar mai mici dec\u00e2t costul c\u0103l\u0103toriei cu autoturismul personal.<\/p>\n

\u00cen unele aglomer\u0103ri urbane se iau m\u0103suri organizatorice \u015fi tarifare pentru a \u00eencuraja utilizarea transportului paratranzit. Spre exemplu, aceste moduri de transport pot avea parcare gratuit\u0103 sau scutire de taxe de drum, taxi-urilor le poate fi permis\u0103 folosirea benzilor care nu au restric\u0163ii pentru autoturismele private, iar prim\u0103riile pot avea ini\u0163iative de promovare a \u00eenchirierilor auto.<\/p>\n

\u00cenchirierea unui autoturism ofer\u0103 avantaje func\u0163ionale semnificative: Clientul \u00eenchiriaz\u0103 mijlocul de transport exact c\u00e2nd are nevoie de acesta. De cele mai multe ori, ma\u015fina nu st\u0103 \u00een a\u015fteptare \u015fi nu ocup\u0103 un loc de parcare<\/a>. Studiile, dar \u015fi observa\u0163iile directe au ar\u0103tat c\u0103 \u00eenchirierea unui autoturism este o alternativ\u0103 bun\u0103 la posesie, pentru anumite categorii de consumatori care folosesc automobilul ocazional.<\/p>\n

Mul\u0163i cred c\u0103 \u00eenchirierea unui autoturism vizeaz\u0103 \u00een special turi\u015ftii care viziteaz\u0103 un ora\u015f, \u00eens\u0103 serviciile de \u00eenchiriere au luat un av\u00e2nt nou \u00een ultima decad\u0103, datorit\u0103 cre\u015fterii popularit\u0103\u0163ii unor forme variate de servicii asociate, oferite locuitorilor unui ora\u015f: \u00eenchiere auto cu \u015fofer, \u00eenchiriere pe 24 de ore, car-sharing, etc.<\/p>\n

Politicile transportului urban ar trebui s\u0103 fac\u0103 \u00eenchirierile auto mai accesibile prin dezvoltarea de servicii diferen\u0163iate \u015fi relevante. Asigurarea accesibilit\u0103\u0163ii tarifului de \u00eenchiriere auto este o parte esen\u0163ial\u0103 a acestor politici, iar accesibilitatea tarifului \u015fi a serviciului \u00een sine poate reduce rata de posesie a autoturismelor \u00een marile aglomer\u0103ri urbane.<\/p>\n

Cercet\u0103torii Yulia Leontyeva<\/a> \u015fi Igor Mayburov<\/a>, de la Universitatea Federal\u0103 Ural (Rusia), au realizat \u00een 2017 un studiu de evaluare a accesibilit\u0103\u0163ii serviciului de \u00eenchirieri auto, prin care au stabilit accesibilitatea ca fiind un element crucial al oric\u0103rei politici de transport urban care caut\u0103 s\u0103 diversifice modurile de transport.<\/p>\n

Metodele studiului<\/strong><\/h2>\n

Studiul asupra accesibilit\u0103\u0163ii serviciilor de \u00eenchirieri auto s-a f\u0103cut analiz\u00e2nd datele speicifice unor ora\u015fe mari din doisprezece \u0163\u0103ri din Europa de nord, Europa central\u0103 \u015fi de est, Europa de vest \u015fi de sud, precum \u015fi Turcia, Rusia \u015fi China. Aceste \u0163\u0103ri difer\u0103 mult ca dezvolatre economic\u0103, popula\u0163ie \u015fi densitatea sa, infrastructur\u0103 a drumurilor \u015fi a transportului. Analiza comparativ\u0103 a vizat capitalele acestor \u0163\u0103ri, \u00een condi\u0163ii urbane.<\/p>\n

Ora\u015fele au fost grupate \u00een trei mari categorii, \u00een func\u0163ie de indexul de trafic TomTom (TTIF)<\/a>. Acest index se bazeaz\u0103 pe m\u0103sur\u0103torile de vitez\u0103 din baza de date TomTom generat\u0103 de istoricul traficului. Aceste m\u0103sur\u0103tori sunt folosite pentru a calcula timpii de drum pe segmente de drum individuale \u015fi pe re\u0163ele \u00eentregi. TTIF reflect\u0103 cre\u015fterea \u00een timpii de drum relativ la o situa\u0163ie de trafic liber. De exemplu, un grad de congestie de 36% corespunde unui timp de drum cu 36% mai mare pentru orice drum, oriunde \u015fi oric\u00e2nd \u00een ora\u015f, fa\u0163\u0103 de o situa\u0163ie de trafic liber.<\/p>\n\n\n\n\n\n\n
TTIF<\/strong><\/td>\nOra\u015fe<\/strong><\/td>\n<\/tr>\n
20-30%<\/td>\nGrad moderat de congestie a traficului: Amsterdam, Praga, Budapesta, Berlin, Madrid, Bucuresti<\/a>, Sofia<\/a><\/td>\n<\/tr>\n
30-40%<\/td>\nGrad mediu de congestie a traficului: Oslo, Var\u015fovia, Paris<\/td>\n<\/tr>\n
peste 40%<\/td>\nGrad \u00eenalt de congestie a traficului: Roma, Istanbul, Moscova, Beijing<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

 <\/p>\n

Costul posesiei unui autoturism a fost determinat utiliz\u00e2nd indec\u015fii din 2016 ai Lease Plan Corporation (Olanda), care au fost converti\u0163i \u00een cost al posesiei pentru pentru o perioad\u0103 de dou\u0103 s\u0103pt\u0103m\u00e2ni.<\/p>\n

A fost calculat tariful de \u00eenchiriere auto pe dou\u0103 s\u0103pt\u0103m\u00e2ni, \u00een segmentul de pia\u0163\u0103 medie, lu\u00e2nd \u00een considerare tarifele a patru companii mari de \u00eenchirieri auto, anume Herz, Avis, Sixt \u015fi Europcar. Costul mediu al \u00eenchirierii a fost calculat ca medie aritmetic\u0103 a tarifelor celor patru companii, excluz\u00e2nd cele mai scumpe \u015fi cele mai ieftine contracte \u00een fiecare \u0163ar\u0103.<\/p>\n

Ca o m\u0103sur\u0103 integral\u0103, cei doi cercet\u0103tori au propus un index de \u00eenlocuire, care caracterizeaz\u0103 posibilitatea de substituire a \u00eenchirierii auto cu posesia unui autoturism. Acest index (IR) este calculat ca raportul dintre costul \u00eenchirierii unui autoturism (RC) \u015fi costul posesiei unui autoturism similar (CO) pe aceea\u015fi perioad\u0103 de timp:<\/p>\n

IR = RC\/CO.<\/p><\/blockquote>\n

Cu c\u00e2t indexul IR este mai mare, cu at\u00e2t mai pu\u0163in accesibile sunt serviciile de \u00eenchiriere \u00een ora\u015ful respectiv \u015fi implicit cu at\u00e2t mai greu este s\u0103 fie substituit\u0103 \u00eenchirierea cu posesia. Cu c\u00e2t indexul IR este mai mic, cu at\u00e2t sunt mai accesibile serviciile de \u00eenchiriere, care devin o alternativ\u0103 eficient\u0103 la posesia unui autoturism \u00een acel ora\u015f.<\/p>\n

Analiza a utilizat datele Eurostat referitoare la nivelurile de posesie a unui autoturism.<\/p>\n

Rezultatele studiului \u015fi analiza acestora<\/strong><\/h2>\n

Rezultatele numerice ale analizei accesibilit\u0103\u0163ii serviciilor de \u00eenchiriere auto \u00een ora\u015fele considerate sunt notate \u00een tabelul urm\u0103tor:<\/p>\n

 <\/p>\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n
Ora\u015f<\/strong><\/td>\nRata de posesie auto (num\u0103r autoturisme la 1000 persoane)<\/strong><\/td>\nTTIF (%)<\/strong><\/td>\nCostul posesiei unui autoturism (euro)<\/strong><\/td>\nTariful de \u00eenchiriere auto (euro)<\/strong><\/td>\nIR<\/strong><\/td>\n<\/tr>\n
Ora\u015fe cu grad moderat de congestie a traficului:<\/td>\n<\/tr>\n
Madrid<\/td>\n471<\/td>\n25<\/td>\n240<\/td>\n179<\/td>\n0,75<\/td>\n<\/tr>\n
Amsterdam<\/td>\n473<\/td>\n22<\/td>\n307<\/td>\n318<\/td>\n1,03<\/td>\n<\/tr>\n
Berlin<\/td>\n550<\/td>\n29<\/td>\n235<\/td>\n419<\/td>\n1,78<\/td>\n<\/tr>\n
Budapesta<\/td>\n315<\/td>\n22<\/td>\n182<\/td>\n423<\/td>\n2,32<\/td>\n<\/tr>\n
Bucuresti<\/td>\n760<\/td>\n29<\/td>\n190<\/td>\n95<\/td>\nN\/A<\/td>\n<\/tr>\n
Sofia<\/td>\n663<\/td>\n23<\/td>\n160<\/td>\n93<\/td>\nN\/A<\/td>\n<\/tr>\n
Ora\u015fe cu grad mediu de congestie a traficului:<\/td>\n<\/tr>\n
Oslo<\/td>\n500<\/td>\n30<\/td>\n354<\/td>\n655<\/td>\n1,85<\/td>\n<\/tr>\n
Paris<\/td>\n483<\/td>\n38<\/td>\n253<\/td>\n496<\/td>\n1,96<\/td>\n<\/tr>\n
Var\u015fovia<\/td>\n526<\/td>\n37<\/td>\n213<\/td>\n431<\/td>\n2,02<\/td>\n<\/tr>\n
Ora\u015fe cu grad \u00eenalt de congestie a traficului:<\/td>\n<\/tr>\n
Beijing<\/td>\n114<\/td>\n46<\/td>\n351<\/td>\n335<\/td>\n0,95<\/td>\n<\/tr>\n
Roma<\/td>\n690<\/td>\n40<\/td>\n339<\/td>\n423<\/td>\n1,25<\/td>\n<\/tr>\n
Istanbul<\/td>\n290<\/td>\n49<\/td>\n224<\/td>\n454<\/td>\n2,02<\/td>\n<\/tr>\n
Moscova<\/td>\n317<\/td>\n44<\/td>\n234<\/td>\n624<\/td>\n2,67<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

 <\/p>\n

Rezultatele ob\u0163inute arat\u0103 o corela\u0163ie invers\u0103 \u00eentre indexul de \u00eenlocuire \u015fi rata de posesie, ceea ce indic\u0103 un impact slab al accesibilit\u0103\u0163ii serviciilor de \u00eenchiriere asupra ratei de posesie. Se observ\u0103 \u015fi o corela\u0163ie direct\u0103 foarte slab\u0103 \u00eentre indexul de \u00eenlocuire \u015fi densitatea traficului.<\/p>\n

Indexul de \u00eenlocuire propus face posibil un clasament al ora\u015felor \u015fi \u0163\u0103rilor dup\u0103 accesibilitatea serviciilor de \u00eenchirieri auto, astfel:<\/p>\n

Ora\u015fe\/\u0163\u0103ri cu accesibilitate mare a serviciilor de \u00eenchirieri auto<\/em>. Acestea sunt zonele \u00een care indexul de \u00eenlocuire IR este mai mic sau egal cu 1. \u00cen aceste zone, tariful de \u00eenchiriere a unui autoturism este mai mic dec\u00e2t costul posesiei unui autoturism similar pe aceea\u015fi perioad\u0103 de timp. Dintre ora\u015fele analizate, Madrid \u015fi Beijing intr\u0103 \u00een aceast\u0103 categorie.<\/p>\n

Ora\u015fe\/\u0163\u0103ri cu accesibilitate medie a serviciilor de \u00eenchirieri auto<\/em>. Acestea sunt zonele \u00een care indexul de \u00eenlocuire IR este mai mare ca 1 \u015fi mai mic sau egal cu 2. \u00cen aceste zone, tariful de \u00eenchiriere a unui autoturism este comparabil sau u\u015for mai mare dec\u00e2t costul posesiei unui autoturism similar pe aceea\u015fi perioad\u0103 de timp. \u00cen aceast\u0103 categorie intr\u0103 ora\u015fele Amsterdam, Roma, Berlin, Oslo \u015fi Paris.<\/p>\n

Ora\u015fe\/\u0163\u0103ri cu accesibilitate mic\u0103 a serviciilor de \u00eenchirieri auto<\/em>. Acestea sunt zonele \u00een care indexul de \u00eenlocuire IR este mai mare dec\u00e2t 2. \u00cen aceste zone, tariful de \u00eenchiriere a unui autoturism este semnificativ mai mare dec\u00e2t costul posesiei unui autoturism similar pe aceea\u015fi perioad\u0103 de timp. Ora\u015fe cu accesibilitate mic\u0103 a serviciilor de \u00eenchirieri auto sunt Istanbul, Var\u015fovia, Budapesta, Praga \u015fi Moscova.<\/p>\n

Concluzie<\/strong><\/h3>\n

Accesibilitatea serviciilor de \u00eenchirieri auto este un factor important pentru adoptarea unei alternative acceptabile la posesia unui autoturism \u00een aglomer\u0103rile urbane, pentru persoane care fac drumuri ocazionale sau sezoniere.<\/p>\n

Evaluarea statistic\u0103 a nivelului de accesibilitate a serviciilor de \u00eenchirieri auto nu relev\u0103 o corela\u0163ie semnificativ\u0103 cu rata de posesie \u015fi densitatea traficului. O corela\u0163ie mai precis\u0103 poate fi g\u0103sit\u0103 prin studii ulterioare ale dinamicii rela\u0163iei dintre accesibilitatea serviciului de \u00eenchirieri auto \u015fi ratele de posesie, pe o perioad\u0103 de timp.<\/p>\n

Indexul de \u00eenlocuire poate fi aplicat \u00een clasarea ora\u015felor \u015fi \u0163\u0103rilor \u00een func\u0163ie de accesibilitatea serviciului de \u00eenchirieri auto. Un astfel de clasament ar fi util turi\u015ftilor, autorit\u0103\u0163ilor municipale, managerilor companiilor de \u00eenchirieri auto, dar \u015fi locuitorilor din acele zone.<\/p>\n

 <\/p>\n

Bibliografie<\/u>:<\/h4>\n
    \n
  • Leontyeva, Y., & Mayburov, I. (2017).<\/strong> Price availability of car rental as an alternative of car ownership. In\u00a010th Annual Conference of the EuroMed Academy of Business<\/em>.<\/li>\n
  • Pucher, J., Hirshman, I. (1993),<\/strong> Path to balanced transportation: expand public transportation services and require auto users to pay the full social, environmental costs of driving, Public Transport International<\/em>, Union Internationale des Transports Publics (UITP)<\/em>, 41<\/em>(3).<\/li>\n
  • Vuchic, V.R. (1986),<\/strong> Deregulation: a return to the primitive, City Transport<\/em>, May\/July, 18 \u2013 20.<\/li>\n<\/ul>\n","protected":false},"excerpt":{"rendered":"

    \u00cenchirierea unui autoturism versus posesia sa este un subiect de analiz\u0103 nu numai \u00een cadru economic sau de afaceri, din punctul de vedere practic al managementului unei firme de \u00eenchirieri auto sau al consumatorului, dar este \u015fi obiect de studiu academic. Factorii care \u00eenclin\u0103 balan\u0163a de decizie \u00eentr-o parte sau alta au fost analiza\u0163i \u00een 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