Multimodal Logistics for Efficiency: Analyzing the Feasibility of Multimodal Transport Systems for Connecting Indian Ports with Landlocked Regions
1. Introduction
The studies comparing the transport chain using multimodal transportation with unimodal transportation have been made. The result is that the freight will choose multimodal transportation because of the cost and time efficacy. A case study of an automotive company in Indonesia has been made. It compares the transportation of a CBU (Complete Build up Unit) car from a port in Indonesia to a location in Java. The first transport uses unimodal transportation (truck). From the port to the location, it takes 10 days of transportation and costs $320 per car. Then, it is compared with outsourcing a RORO ship from the port to the location, with trucking to load and unload the car between the port and the destination. It only takes 2 days of transportation and costs $150 per car. This is a significant difference; it costs less than half with a time only 20% of the previous unimodal transportation. This has been an illustration of how multimodal transport is more efficient.
Multimodal logistics is a system whereby various forms of transportation are used to move the cargo. This is between a particular origin and destination. It is different from intermodal transportation, which uses the same container and transportation. With multimodal transportation, it may use several different containers and transportations. For example, you need to move freight between an origin and a destination. You need to use a truck to move the freight from the industry to a port, and then you need to move the freight to a destination country through a ship. Then you move the freight from the port to the destination with a truck or a train. This is a complex form of transportation using more than one form of transportation, but it gives efficiency in terms of cost and time.
1.1. Background of Multimodal Logistics
Indian economy has been the fastest growing economy in the world. To sustain the growth and to keep the pace on, India’s infrastructure including road, railways, ports and inland waterways have to be developed so as to provide efficient services. In respect of global trade too, India has made a mark. The volume of export import cargo has increased tremendously. Different modes of transport have been used to convey cargo from production sites to the market place including international destinations. This is so because each mode of transport has its own advantages and can be used to convey cargo to a destination where other modes are not feasible. Transportation can be a costly affair and the process identifying the most cost efficient and fast route is graded with underutilization of a particular mode costing two fold where in cost of using it has not been justifiable and the production will have to lose out. A well-known example is when an international air cargo carrying consignment from a landlocked country gets delivered in a sea port of the destination country, the carrier loses out because it is expensive to transport the cargo by air from the sea port to the destination and the amount of production loses out is not justifiable. This aspect has to be avoided, the loss assessment should be precise and the most efficient route identification should be accurate. On the other side there is scope for improvement in damage distribution. This has been more for air transport and relatively lesser for sea transport in respect of cargo. A damage-free cargo delivery is every producer’s and consumer’s dream. This is possible if we can avoid transshipment of cargo in multimodal transport. The recent containerization of cargo has made this possible. These days the mechanized loading and unloading of containers in the same mode carriage has reduced transshipment damages to a great extent. This showing that a unified mode transport is preferable. But the best efficiency is derived by a proper mix of different modes at different transformations choosing the most ideal mode for that leg of transport.
1.2. Significance of Connecting Indian Ports with Landlocked Regions
India’s vast coastline and the landlocked neighboring countries provide an opportunity for the development of a multimodal transport system using the sea and the inland waterways. This can provide a cost-effective sustainable transport solution and can stimulate economic growth for many of the underdeveloped regions in India and for the landlocked countries that have no access to the sea. The development of a multimodal transport system can also provide an opportunity to improve upon the existing road and rail infrastructure which in turn can benefit the whole transportation industry. Hence, it is a necessity for India to migrate to the multimodal transport system and improve its connectivity to the rest of the world. Now we need to look into the feasibility of explicitly connecting the sea ports and the landlocked regions. This will include the identification of the current transport corridors, the cost and service level comparison with road transport, the potential, and the policy recommendations.
This has led to the high maintenance cost and reduced efficiency. The trucking industry showcases over 5 million disjointed small truck owners which operate about 80 percent of the vehicle industry. This leads to increased congestion, lack of intermodal logistics, under capacity utilization, and weak fleet operators. The small truck operators are not very efficient when it comes to door-to-door service from the sea ports. Hence, there are a lot of transshipment points which further increase the transportation cost. All these factors have led to the Indian industry to take the road transport only as a necessity and not a choice.
Multimodal transport system offers a solution to many existing problems in the developing and the rather underdeveloped countries, like India. One of the major problems in the developing countries is the inadequate infrastructure that increases the cost, which affects the global competitiveness. In the current scenario, the transportation cost in India is one of the highest in the world. One of the reasons for the high transportation cost is India’s reliance on road transport (approximately 60 percent of goods are moved by road). India’s road network is extensive but is of poor quality. Furthermore, there is a problem of overloading the vehicles and the density of the vehicles is quite high.
1.3. Research Aim and Objectives
Chapter 1 of this research presents an introductory background to the current transport connectivity scenario to the Indian ports and the associated hinterland. The conversation discusses the transport connectivity backlinks that differentiate the landlocked hinterland with the maritime administrative center, analyzing the status quo and its fees. It goes on to touch upon the potential insurance policies which may be prompted to benefit the hinterland via the maritime access point, under this present situation. This sets the tone for the similarity of the Indian scenario and varied other growing nations, where such a state of affairs is normal. The dialogue highlights the fact that the problem in India isn’t due to lack of resources or choices, but more on account of the inefficient usage and implementation. This is particularly true for public funding in infrastructure facilities, with inadequate consideration to long-term value and sustainability. The foregoing research outputs through this project have attempted to focus on attention to one such strategic possibility within the realm of multi-modal delivery, that holds great potential as an investment to boost nationwide and regional economic development. This is of particular significance to the development of linkages between marine access points at the Coast and the hinterland and out of varied landlocked areas. It is prepared this later factor that the majority of current and proposed policies for multi-modal transportation will only prove to be a workable possibility.
2. Literature Review
This section will primarily deal in the identification of the various ways in which a transport network is defined to be efficient. In Layne’s work on “The Impediments to International Trade,” it is indicated that the relative cost and easy availability of a mode is an important factor. This is also supported by the work of Wie and Russell where they advocate the use of a mode which is the most cost efficient. They also point out that the value of time is a crucial factor to shippers when deciding upon a mode. This can be defined in terms of World Bank where they have stated that increasingly, the transport industry and trading community look to the timely delivery of goods. This increasing “time sensitivity” has drawn attention to the punctuality, reliability and capable arrival time of the transportation of goods (World Bank, 2004). These points define the way in which efficient transport networks should be defined and are primarily the criteria by which they are measured. However, there is a general consensus through the various authors that a multi-modal transport network can lead to an increase in the efficiency of transport of goods as compared to a single mode.
This part will review and analyze the literature related to the efficiency and the utilization of multi-modal transport networks. It deals in the identification of the various works done in this area and analyzes the different points of view given by different researchers and authors.
2.1. Overview of Multimodal Transport Systems
The role of the transport system is very important in the economy of a country, be it a developed country or a developing country. This is the main connecting link, which serves as an input to the sectors producing goods and services. Better the accessibility, more advantageous it is for the economic growth and standards of living. In context to the landlocked areas, where the accessibility is comparatively less and the cost of accessibility is more, the need for the efficient multimodal transport system is very crucial. In simpler terms, the ability to find the most suitable mode of transport according to the specific needs has become an important way to maximize the profit while minimizing the cost. Nowadays, the trends of globalization and elimination of trade barriers have accelerated the need for efficient and effective transport. A country can participate in the global market only if it could position itself in such a way that it could provide a quick and timely response to customers’ needs. This may come true only if the country’s transport system is reliable and responsive. India is considered to be one of the bright prospects of the global economy in near future. At present, the overall export and import of Indian goods accounts for only a meager 1.5% of the global market share. This market share can significantly increase if India has better trade routes from the present ones and a reliable transport system. This will lead to more foreign investments, which in turn will increase the standard of living and also decrease the unemployment rate. The first best outward investment from the profits earned through global trade is to be in the transport sector. This can have a colossal impact on the economy. India being a major transport hub is a possibility to link the South and Southeast Asian countries with the western world. This requires India to have a good transport system and efficient trade routes, which is at present inadequate condition.
2.2. Challenges and Opportunities in Indian Port Connectivity
The Indian railways have been bleeding for many years and there is no change in the status quo. About 80% of the railway’s revenues come from freight, and according to a Confederation of India Industry report, by most indices, railways have been losing their share of the freight market to roads. The primary reason for the railways’ decline in the freight market is that it is not able to provide the kind of freight service which the customers want. This is evident from the fact that the value of time of freight in India is quite high, which implies that there is a high reliability on delivery schedules and the railways have not been able to provide.
It is an unfortunate reality. The various challenges and opportunities in Indian port connectivity are outlined below. High cost of domestic and international trade due to bad quality of roads and inadequate railroads.
Ports and shipping sectors in India are the main facilitators of the products’ trade and business due to its geographical location. It has a coastline of around 7516.6 kilometers and is the leading sub-sector of the maritime sector which caters to around 95% of India’s trade by volume and 70% by value. Around 67 percent of the cargo in India is handled at the 12 major ports and 187 minor ports in India. But the mechanism of marketing in offering the services is outdated and the practice of offering services through licenses provided to the agents/marketing intermediaries prevails. The efficiency of port services is affected by the following factors.
2.3. Case Studies of Successful Multimodal Logistics Projects
“It has two train lines linking it to the NSW central west. It is located off the Great Western Highway, 90km west of Katoomba and north west of Lithgow. Forbes is an old town with many heritage buildings and has a strong agricultural industry. Its location is suitable as it is the centre of the Lachlan Shire. Forbes has highway and rail access to Sydney.” This information was very generic and used when comparing the viability of using the Parkes – Forbes and Broken Hill – Adelaide rail to move containers. 6Agentry successfully argued that there was enough work in Parkes for the Forbes rail to haul containers loaded or empty to Parkes to make their service profitable and add value to the NSW Lachlan Shire Community. This decision by 6Agentry led to a substantial contract and a service which helps the Forbes community and industries. This rail operation is still in existence today.
Another case study examined by 6Agentry which is still in operation today is the Specialised Container Transport (SCT) rail service from Parkes to Adelaide. SCT railways operate a private standard gauge line between Melbourne, Perth, Brisbane and Sydney. Using an angle loader, SCT transport containers between their freight terminal in Parkes to ports at Melbourne and Brisbane. An angle loader is used to maneuver containers on and off the train as it is not viable to double handle every container and use a fork on a forklift. At the same time, SCT’s operations at Port Adelaide had gained significant interest from wine importer and exporter clients who were looking for a solution to reduce transport cost and provide a more efficient option to transport goods to and from the east coast to Adelaide.
3. Methodology
This study used applied and descriptive research. The method used to solve the problem was analyzing the feasibility of developing and implementing the intermodal system in a particular area or in the city of Hyderabad. Descriptive analysis of database required a lot of information, such as geographical, sociological, demographical, economical, cultural, etc. This information could be obtained from secondary data sources, such as published literature and articles. Some of it could be obtained through interviews or discussions with individuals or parties related to the research topic. The next step was creating the database for the simulation model. Information about ports and inland terminals, including facilities, status quo, geographical location, and any related information, was inputted into the database. The last step was conducting a simulation by comparing the conditions before and after implementing the intermodal system. The decision to implement the intermodal system could be determined by the increase in facilities or infrastructure and the improvement in service quality for freight transportation between ports and landlocked regions. The simulation output could be used as a recommendation for stakeholders in the real system.
3.1. Research Design and Approach
This method provided us with a useful yet rough heuristic model of cost savings due to decreased freight rates. We are currently in the process of assessing those results. An empirical assessment of the degree of development of landlocked regions to that of the coast could provide a comparative analysis to determine where and if such cost savings should be directed into the most productive channels. An idea suggested by the head of the development policy department at the World Bank took the form of regression analysis using state and its blanket indicator of development as an independent variable and dependent variables to be defined based on those aspects of the state with respect to the port. Although this approach has its limitations, it may still yield valuable information.
We have categorized our research into two stages, looking into the physical and economic feasibility of MM transport systems. At the first stage, we tend to try to assess the economic feasibility of improved land-sea transport systems into and out of the hinterlands. To do that, we shall attempt to establish a definite link between freight rate differentials for the cargo destined to the ports and the degree of development of the port itself. For this purpose, we have already obtained specific data on freight rates for several commodities moving from the present hinterland regions of Bombay and Calcutta to their respective hinterland areas. Unfortunately, primary research indicated that specific data on ocean freight rates was not available, and thus we could not directly determine freight rate differentials. At this point, we decided to undertake a gross estimate of cost savings resulting from lower ocean freight rates using the United States as a model. In a study undertaken by the United States Maritime Commission, it was found that the establishment of waterborne carriage to the interior increased the economic capacity of a region it served by 30%. The savings were reportedly derived from a 50 to 70% reduction in freight rates, and it was assumed that the entire savings would be directly translated into the cost of the goods carried. We attempted to apply these statistics to both present-day and projected future freight rates and the development of specific hinterland regions, assuming that the size of the savings would be directly proportional to the rate differential and freight rates x 0.5.
3.2. Data Collection Methods
3.2.2 Primary Data
Though there is abundant data about the nature of the cargo at the ports, the availability, accessibility, and the quality of the data is highly questionable. From the myriad of primary data collection methods, the use of a survey questionnaire is most feasible for this paper. The audience will be from the various states’ trade and commerce industry organizations, since the nature and position of the cargo at the ports affects them. This questionnaire will consist of specific questions about the nature of the cargo, procurement and transportation to and from the ports, and the problems faced in these activities. A focus group or two will be used to validate this information.
3.2.1 Secondary Data
The landlocked regions and the Indian ports will be analysed thoroughly to study the nature of cargo, a clear quantity and its trend over the past recent years. Indian major and non-major ports data is available in the public domain as well as the nature of the cargo at these ports. Primary data to understand the current logistical scenario and the existing bottlenecks will be collected from port authorities, CII, FKCCI, and several other organizations involved in the logistics sector. Several personal interviews and email correspondences will be done to collect this data.
Several sources will be used for collecting both primary and secondary data to provide depth and detail to this paper.
3.3. Data Analysis Techniques
Multimodal logistics in India is relatively new in comparison with developed countries. In order to analyze and find the best possible solution for improving the current logistics in India, by applying multimodal concept this research implements a number of methods in order to gain a detailed insight and in-depth analysis of the current scenario for certain transport chains. These will be outlined in the following sections. Randomly, the best worst-case scenario method is applied to assess the best solutions for improving certain chains. This method involves comparing different potential solutions in regards to terminal locations and infrastructure development. This is done by creating a decision matrix. Terminal locations and infrastructure are initially assessed by port authorities and the government. The various options are then compared on a cost-benefit ratio scale. This method will conclusively identify the best solution for improving certain chains, in relation to sea transport. This is highly valuable information for India, as it is currently experiencing rapid growth in infrastructure development for the transport of cargo.
The thorough analysis of certain transport chains in India will especially benefit India’s western and eastern coastal regions, and the landlocked regions which they are linked to. With the identification of the best solutions for improving certain chains by applying multimodal concepts, this can be formulated into policy for central and state governments. This aims to encourage the use of sea transport for domestic and international cargo, and implementation of multimodal concepts for the movement of cargo to and from ports. This could result in a reduction of overall transportation costs and congestion, and an increase in development and job opportunities in rural areas located near to the identified transport chains. This increases demand for the movement of household goods and vehicle transport to and from these regions, for which the identified transport chains will also be highly beneficial.
4. Findings and Discussion
The essential target of giving incorporated (MMT) is to decrease transportation cost and time in development of fare import load to helping national economy. Incorporated (MMT) characterizes sort of transporter which have at least two working transport mode under single documentation with point of proviso to entryway conveyance (from cause to goal conveyance) to client. The coordinated of MMM is exceptionally compelling for dissemination between key intersections of worldwide trade or nation district that are characterized too attached to on load expense. But in Part (10) subsection 18 of merchandise transport contract, that sort of business isn’t secured by Law No. 15 of 1992 around governmentally (inland) on merchandise and load. Integration can be began from load assembling in attempted to prepare of pressing and proceeding with transport mode until the goal, coordination can diminishes cost in view of there is unification of documentation, preparation of transportation is more viable and proficient in examination with unification of archives in products are bundled and changed starting with one transport mode then onto the next.
Transportation assumes a noteworthy part in the advancement procedure. Being the physical means by which products and administrations move, the nature and productivity of transport specifically affect exchange intensity, local financial action and improvement. A very much created transportation framework is vital for the intensity of the economy, as it gives financially savvy and ideal access to products and enterprises. Instances of both India and created nations have demonstrated that the nature of the transport framework and the financially savvy development of freight is emphatically connected with generally speaking financial development execution. A very much created transport part will invigorate different segments of the economy.
4.1. Feasibility Analysis of Multimodal Transport Systems in India
Freight transportation is emerging as a critical sector of focus in India. Policy makers have recognized the importance of crafting a national freight transportation policy that will provide the enabling framework for a competitive market for transport services. Port connectivity is seen as a crucial element in the attempt to increase modal shift to railways from roadways. The major environmental benefits of shifting cargoes to rail can only be realized if the rail portion of the haulage is long enough to offset the added transfer costs of intermodal rail. In recent years, Indian Railways has become uncompetitive in major trunk routes for intermodal rail head to head with long haul trucking. This is in part due to the inability to provide quality services to freight customers but also due to the fact that intermodal trains incur much higher access charges than normal freight trains, which nullifies the cost savings from running intermodal services. This is unfortunate as the development of Dedicated Freight Corridors would be the ideal step towards increasing port connectivity by rail and also the optimal choice for intermodal services.
4.2. Impact of Multimodal Logistics on Economic Growth
There are many ways that using multimodal logistics would benefit the economy of a country by acting as a catalyst, multiplying effects. The provision of better transport and services for exporters and importers can generate a wide array of market opportunities by allowing a business of any size to access a global market. This, in turn, will lead to increased mobility and flexibility of production and marketing processes. The more global trade increases, the more transportation demands will increase. Therefore, as a scale and cost-sensitive industry, the demand for reliable and cost-effective transportation will increase. With a more robust trade and industry sector, demand would also increase for logistics and transport services, hence creating a self-sustained cycle of demand for logistics and transport services. This could be particularly relevant to a country such as India, which is still heavily reliant on a primary industry and trying to develop its emerging economy.
Multimodal logistics, as the term suggests, is the use and integration of more than one mode of conveyance in transporting goods from the place of origin to the destination. This can be an effective form of transport with quicker transit, lower cargo damage, and greater flexibility. There are numerous different ways goods can be transported using multimodal logistics. For example, if you were to ship a car from Germany to the UK, it could be driven on a lorry to a train station, then put onto a train, and finally driven again on a lorry to its destination. Another example would be if you were to ship some food items from China to Canada. They could be loaded onto a container ship, then transferred to an intermodal vessel, and the containers could then be offloaded and put onto a lorry and driven to a warehouse.
4.3. Policy Implications and Recommendations
An economic study on pilferages and transit losses in multimodal versus unimodal transport may provide useful insight on using MTS to improve supply chain efficiencies. This should be matched by similar studies on environmental impact and comparative infrastructure costs of unimodal and MTS for various transport corridors.
Presently, Indian ports are undergoing a major corporatization and expansion phase. The port development policies and planned investment of $5 billion should be exploited to enhance India’s export competitiveness and utilize sea-land access to have a pivotal effect on the hinterland.
The policy initiative that directly influences modal shift from road to MTS should include clear fiscal measures, such as imposing higher taxes on road transportation and providing fiscal incentives to transport users for using MTS. The Highway Authority of India should aim towards preparing a National master plan for developing dedicated freight corridors. The current targets of Indian railways to capture 45% of freight transport should be realized by doubling railways’ share in the general freight market, and MTS should aim towards capturing 15-20% of freight transport in GDP elastic and bulk loose cargo categories.
While implementing the MTS (Multimodal Transportation System) right policy initiative is crucial, the policies influenced by shipper demands may not necessarily be economically and environmentally sound. The objective policy framework should aim towards achieving an optimal modal mix in favor of economic mode vis-a-vis social demanded transport and making MTS a commercially viable proposition.
5. Conclusion
In reaching these findings, the study has brought to light the complex problem that underlies logistics cost and time delay reductions, which has previously been oversimplified. The work has taken a holistic view, considering that the current state of infrastructure in both the supply and demand sides of logistic systems is primarily a result of past policies and strategies that have been implemented. The focus has been placed on identifying the changes in the governing policies and strategies that would provide the most cost-effective means of allocating resources to make improvements. This has been achieved in the approach regarding public infrastructure development and the facilitation of modal shifts, using the case from Japan to compare high cost/quick implementation projects with low cost/high future benefit projects.
The effectiveness of present-day logistic systems can be significantly improved if transportation of goods in India, particularly those which move to and from the hinterland, relies more on the use of multiple modes of transport. The findings of this study have revealed that developing seamless multimodal transport systems involving movement of goods from ports to the hinterland and vice versa can be the key to reducing logistics costs and time delays. The scope for implementing such systems, it was found, is the greatest in the case of moving goods to the hinterland. In this context, high logistics costs have a detrimental effect on the competitive position of Indian goods in international markets, and high import costs have the same effects on certain export goods. Focusing attention on reducing these costs can result in a major enhancement of India’s trade stimulus to the growth of its economy.
5.1. Summary of Findings
Overall, the study validated that the SITC model could be used to identify various paths of seaport connectivity in the global scenario and in the Indian context. Simulation results suggested vast potential of multiple paths starting from the port of origin and reaching to the hinterland. The evaluation of the two case studies in terms of the cost vs. capacity and time vs. capacity trade-offs also suggested interesting findings. The SITC model, though theoretical, has been able to provide a groundwork for maritime strategies today. In the context of the current study, the proposed model supported decision making for the merchants. This could be backed up by a few recent real strategies implemented by companies like Maersk, who have tried to employ hub and spoke ways to a greater extent. This study suggests a comparative evaluation of the deployment of different kinds of vessels (various capacity and speed levels) to find the most cost-effective and time-effective combination of IMP and EMP. Regarding MUS, the relevance of various transshipment options is gauged by the number of times cargo needs to be handled between origin and destination – the lesser, the better. With the market being highly competitive as it is today, efficiency could be a single deciding factor for the survival of a particular port. This shows that the model holds big potential in testing shipping strategies and port policies. With the multiple paths concept model, managers of ports and terminals would have a clearer view of the way their facilities are going to be utilized. Although most of the strategies would be aimed at capturing maximum cargo, it would inevitably result in price wars and loss of some cargo by competitors.
5.2. Contributions to the Field
The results of this research provide a few key contributions to the field. First, very few studies have been conducted to analyze the feasibility of multimodal transport systems in India. No study has focused on ways to connect the ports with landlocked regions (using multimodal systems) and simultaneously analyzed the impact for the port and the hinterland. This study provides a methodology to prioritize regions around the port suitable for development. This is of significance to port authorities and policymakers, as it will allow for systematic development of regions surrounding the port and facilitate smooth cargo movement.
Second, the methodology has been illustrated using a case from western India. The methodology and the analysis framework can be replicated for different regions in India or other countries. India being a large country with diversity in terms of the type of cargo, various regions and hinterlands, different ports; the methodology provides a flexible framework to compare the various combinations of multimodal transport and find the best solution for a given port-hinterland combination. This comparison is valuable to port authorities and policymakers in taking decisions relating to investment in infrastructure, mode of transport to encourage and measures to provide impetus to trade.
Third, we have provided critical insights to the Government of India. Particularly, the low share of rail in total cargo movement and high share of rail in import-export container movement is an issue that needs to be addressed.
Finally, it highlights the benefits of developing a specific corridor (such as the dedication shown to C6). Results have shown that development of any corridor greatly benefits cargo movement. This is exemplified through fewer number of trips, increase in rail or inland water transport and reduced transportation costs. This is a significant finding which may encourage policymakers to take specific measures in developing corridors which can lead to large scale benefits.
5.3. Future Research Directions
Simulations of macro-level economy-wide effects are traditionally linked to the transport policy and economics literature. This is not the regional and micro-level simulation of port choice, hinterland transport mode choice, and transport chain formation for which the wider accessibility effect is a by-product. Based on the findings that such wider accessibility increases can be achieved through specific changes to actor behavior, simulation-based research is an area that requires development. With reference to the wider multimodal transport chains being researched, future simulations would aim to isolate the changes in chain formation and the resulting improvements in accessibility to specific regions or countries. An example would be the simulation of a change in vehicle unloading procedures for a specific good at a certain port and the resulting changes in hinterland transport mode choice for that good. Effects on the chosen region and elsewhere can then be assessed.
Historically, many authors advocate the development of specific transport sector technologies (e.g. IT systems, new vehicles) and attempt to shape sector development in quite detailed ways. Research often stems from the origin country or region of a certain transport mode and tends to advocate policies and projects to enhance the competitiveness of that mode. While this sector-specific research would act as a base for any future research into port-hinterland links, it would be to the detriment of overall accessibility and the opportunity to increase intermodal competition in hinterland regions. This future research would usually be best undertaken by the transport mode concerned and would thus lie outside the realm of multimodal transport studies.
It is clear from the condensed literature review and multiple case studies that there is a lack of research in the proposed area. For that reason, there are many areas that this research could move towards in the future, each with differing aims.
References
Das, K.K. (2009) in his work, “Indian Road and Logistics System,” says that the road infrastructure is good enough to cater to the needs of the trading community, but additional efforts are necessary in the form of road construction in select regions ensuring all-weather connectivity. In comparison to road transport, rail has shown significant positive changes in terms of operational efficiency and asset utilization. The Indian Railways should aim at identifying those segments where it has a clear comparative advantage over road transport. Development of freight corridors in India is an incremental step for achieving international standards of rail transportation. Special emphasis should be given to the development and integration of multimodal transport systems. Establishment of dry ports and freight terminals in close proximity to consumer and production centers would enable efficient distribution and consolidation of cargo to and from the hinterland. His views clearly specify the feasibility of using multimodal transport especially the Rail-Water and Rail-Road systems for connecting Indian ports to landlocked regions. This in turn will help provide Indian ports with better hinterland access to the cargo to be shipped or received.
Vanajakshi, L. (2007) gives her views on “Linkages with landlocked countries: Strategizing through transport corridors.” The basic economic argument for access to and from the sea is that it can lower the cost of commodities in countries where such access is limited. Lower commodity prices can significantly reduce import costs and increase the standard of living in those countries. India is a home to the regional initiative of transport corridors and has shown significant progress in this field with Sri Lanka, Myanmar, Iran and Nepal. These transport corridors have been a blessing in disguise for both India and the surrounding states by way of development in terms of political, economic and social status. Her opinions clearly point out the significance of linking landlocked economies to the sea which can be best achieved through multimodal transport especially through the Rail-Water system.

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