At present, different contractual regulations with regard to the organization of hinterland traffic exist. Each of the existing organization forms (e.g. merchant’s haulage, carrier’s haulage or terminal haulage) has its own special focus on the costs of the intended prolongation of hinterland transport. These restricted scopes – expressed within the existing tariff structures – lead to higher costs from a maritime transport chain perspective. Hence, the orange line depicted in the above figure is not achieved in practice.                    

In order to achieve the objectives of synchromodality in maritime transport chains certain prerequisites need to be fulfilled. These are derived from the different definitions for synchromodality and are as diverse as these. Putz et al. (2015) classify the prerequisites for synchromodality into seven categories. However, due to overlapping characteristics the categories can be summarized to four main categories (based on Putz et al., 2015).

Table 2 – Identified prerequisites for synchromodality

Title Description

Physical network / connections Dense and reliable network of nodes (seaports and multimodal hinterland terminals and inland ports) and transport links (roads, railways and inland waterways) (Douma et al., 2012; Tavasszy et al., 2015)

Real-time data / (partly) automated transport planning Consideration of “[…] uncertainty, traffic at terminals or en route, resource limitations and modal capacities” (SteadieSeifi et al., 2014, p. 14); Central information and communication platform for sharing up-to-date information (ECT, 2011; van Wijk et al., 2011; Pleszko, 2012; Behdani et al., 2014; Tavasszy et al., 2015).

Collaborative networks / trust Cooperativeness and willingness to share real-time information; This includes the collaboration of shippers as well as logistics service providers. (Verweij, 2011; Douma et al., 2012; Pleszko, 2012; Behdani et al., 2014; Tavasszy et al., 2015) However, the information exchange requires trust between the involved actors. Governance mechanisms within the collaborative network can support building a solid basis of trust. (Mason et al., 2007; Pleszko, 2012; Pomponi et al., 2015) Further, synchromodality requires a different initiation of business where the organization of the transport chain is not predetermined. (van Wijk et al., 2011; Douma et al., 2012; Reis, 2015; Tavasszy et al., 2015)

Legal and political framework conditions Horizontal collaborations need to be allowed under competitive law. (Tavasszy et al., 2015) Further, transportation regulations need to be harmonized, hampering rules and laws need to be eliminated and the legal framework needs to be revised concerning liability issues and the transfer of liability. (van Wijk et al., 2011; Pleszko, 2012; Tavasszy et al., 2015)

Source: Author

In order to get information on the degree of implementation of synchromodality in the Port of Hamburg interviews with port actors were carried out. The results from the interviews are shown in Figure 5.