Changements institutionnels et efficience de l’affrètement au voyage dans le transport fluvial de marchandises*

Fischman, Marianne; Lendjel, Emeric

doi:10.1007/s13547-012-0035-7

Cited by 6 publications

(14 citation statements)

References 19 publications

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“…In simplistic terms, container barge transport is to transfer a service of transport, so that a container can be moved from one port to another during a given time. Yet, this apparent simplicity implies many sub-transactions, slightly different from those in bulk transportation (Fischman and Lendjel 2011) yet involving nearly the same actors.…”

Section: Definition and Perimeter Of The Container Barge Transport Trmentioning

confidence: 99%

“…and downstream (related to transport service itself). Without referring here to the high level of specificity of boatmen (Fischman and Lendjel 2011), it is necessary to highlight the high level of specificity in maritime port handling. The frequent use of maritime dock workers to load/unload containers on barges in maritime ports has significant implications on human asset specificity.…”

Section: Human Assetsmentioning

confidence: 99%

“…For barge operators, this dissociation has the advantage of avoiding waiting time for loading and unloading goods as barges only stay at quays7. It could also help the operators 7 These waiting times always have a random dimension since a third party can always influence the transaction (externality) and affect then the possible frequency of the transaction (Fischman and Lendjel 2011). of a waterway basin to optimise the number of barges needed for the volume of transactions (Zurbach 2005, p. 17).…”

Section: Frequency and Uncertaintymentioning

confidence: 99%

“…As said in Section 2, transaction needs to coordinate flows through a governance structure. But (1) voyage charter contract usually used in container barge transport involves agents only in a very limited part of the transactional chain (Fischman and Lendjel 2011) ; (2) externalities (dues to third parties to the contract) affect barge operators.…”

Section: Remaining Coordination Issuesmentioning

confidence: 99%

“…It just shows the diverse factors affecting the transaction of container barge transport in France. In continuation of previous seminal works (Panayides 2002 ;De Langen et al 2006 ;Van der Horst and De Langen 2008 ;Franc and Van der Horst 2010;Fischman and Lendjel 2011), we propose to adopt a neo-institutional approach (Williamson 1985;1996) of container barge transport to understand how these factors are managed. Transaction cost economics is a useful tool to tackle with coordination problems and to explain actual governance structures (market, hybrid, hierarchy) and strategies of firms to control this transaction chain.…”

Section: Introductionmentioning

confidence: 97%

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Maritime Ports and Inland Interconnections: A Transactional Analysis of Container Barge Transport in France

Lendjel

Fischman

2014

Non-Technological Innovations for Sustainable Transport

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Recent research on maritime ports hinterlands points out the relevance of mass ground transport modes such as barge transport for enormous flows of containers to and from harbours, especially when a maritime port is located at the mouth of a river. Though, the modal share of container barge transport in French maritime ports (9% of TEU in Le Havre and 5% in Marseille in 2007) is significantly lower than elsewhere (32% in Rotterdam and 33% in Antwerp). Some reports and studies explain the viscosity of container barge transport flows as a result of several factors, generally concentrated around the seaport community. In continuation of previous seminal works, this paper adopts a neo-institutional approach (Williamson, 1985;1996) of container barge transport to understand how the factors generating this viscosity are managed. Section 2 describes the characteristics of the transaction of container barge transport. Section 3 is devoted to its attributes (asset specificity, frequency, uncertainty). According to Williamson's (1996) remediableness criterion, the observed governance structure of a given transaction is presumed efficient and aligned to its attributes. Thus, Section 4 deals with observed governance structures of container barge transport chains with a focus on Le Havre, main French container seaport and shows how agents try to limit opportunism in expost haggling over quasi-rents or under-investments. Implementation of a new institutional environment to modify governance structures is analysed, and a comparison with currently implemented governance structures observed in Rhine is made. Finally, Section 5 suggests ways of dealing with the remaining coordination problems impeding the development of container barge transport in France.Keywords: container barge transport, transactional chain, transaction cost economics, interface seaport, governance structure France FISCHMAN Marianne, LENDJEL, Emeric Maritime ports and inland interconnections: a transactional analysis of container barge transport in

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Section: Definition and Perimeter Of The Container Barge Transport Trmentioning

confidence: 99%

Section: Human Assetsmentioning

confidence: 99%

Section: Frequency and Uncertaintymentioning

confidence: 99%

Section: Remaining Coordination Issuesmentioning

confidence: 99%