Sokolov Vadim K.,
Higher School of Economics in Saint Petersburg. National research university
Associate professor, the department of logistics and supply chain
management
MULTIMODAL AND INTERMODAL DELIVERIES: BASIC MODELS
AND CONCEPTS
The intermodal transport is a particular type of multimodal transport,
wherein the goods are moved in one and the same loading unit, for example:
containers. The intermodal transport uses more than one mode of transport,
however, since the loading unit remains the same, the goods being transported, are
themselves not handled each time there is a change of mode. Development of
intermodal transport specifically requires growth of loading units which are usable
across multiple modes.
Containers are the most commonly known examples. Lately, more
innovative methods are being used.
Roll-on/Roll-off: This mode combines different means of transportation (sea
and road), and is used most often with new automobiles, which are shipped by sea
and them simply driven off the vessel to the importer‟s warehouse. Heavy and
over-dimensional cargo is also suitable for Ro-Ro transport.
Modern Ro-Ro vessels (horizontal loading ) provide effective transportation and
transfer of all types of general freights and give the chance to accept for shipment
different types of the integrated packages (trailers, roll - trailer, flats, packages),
and also containers for transportation on the deck and in holds, having a form of
cells. They also allow to transport the wide nomenclature of large-size freights
separate places. Thus, the consignor and the shipowner are free in a choice of a
way of transportation of this or that freight and can choose this or that option of
integration depending on character of freight, adjacent means of transport which
are available in this region, or the caused delivery periods of freights.
The vessels with horizontal loading are universal and regarding possibility of
their processing practically in any port. It doesn’t demand use of expensive
specialized transshipment facilities and terminals, moreover the limited length of
the mooring - to 50 m is sufficient for processing of the vessel, and loading
unloading can be carried out by the ship auto-loaders entering regular supply of
courts.
Lighter Aboard Ship: LASH transport is the combination of deep sea and
inland waterway transportation. Barges operating on inland waterways can be
loaded onto a LASH and carried across sea to the destination port. Subsequently,
the unloaded barge can carry cargo further to the hinterland.
It must be noted that LASH vessels are expensive. Furthermore, it is necessary to
check on the availability of the special handling facilities necessary in the ports of
origin and destination.
Two types of lighter systems are generally used now in ocean
communication: LASH and SeeBee.
LASH systems use for the mixed transportations the river - the sea, and also
for work on the directions on which freght traffic is dispersed on a large number of
the shallow poorly equipped ports.
LASH system provides transportation of lighters with a lump of 450 tons
and tonnage of 560 cubic meters. On the constructive type LASH light carriers
represent further development of a design of container carriers.
The sizes of cells get out of conditions of arrangement and fastenings of lighters
which are established in each cell across the vessel in 2-4 circles on height. In total
light carrier admits 49 lighters to holds and 24 lighters on a main deck.
The procedures of loading and unloading of lighters are carried out afloat,
through a stern by means of the ship mobile portal crane.
SeeBee vessels are intended for transportation of sea lighters with a lump of
1000 tons and with a loading capacity of 1130 cubic meters. On the design these
vessels represent further development of Ro-Ro vessels. SeeBee vessel has threedeck contracture, without cross partitions within cargo sectors. The height of each
of cargo sectors is about 5,9 m.
Piggyback / Trailer train: This is a system of unitised multimodal land
transportation, a combination of transport by road and rail. It combines the speed
and reliability of rail on long hauls with the door-to-door flexibility of road
transport for collection and delivery. The goods are packed in trailers and hauled
by tractors to the railway station. At the station, the trailers are moved onto railway
flat cars and the transport tractors, which stay behind, are then disconnected. At
destination, tractors again haul the trailers to the warehouses of the consignee.
The system has undergone refinements and sophistication
by the
introduction of the so-called "trailer train" which uses the same trailer as a vehicle
on the road and a rail vehicle on the rail. In other words, the trailer moves on its
wheels as a truck on the road but the wheels can be retracted by an air suspension
system and connected to a rail bogie for movement by rail. At the end of the rail
journey, the conversion back to being road vehicle is effected for delivery of the
goods to the customers.
Sea train: This is another innovation in the multimodal transport system
involving the use of rail and ocean transport. It is similar to the Ro-Ro system
except that in the place of the Ro-Ro vehicle a rail car is used so that
geographically separated rail systems can be connected by the use of an ocean
carrier. Typically these vessels are long and thin and consist of one main deck
running the length of the ship. They are quicker at loading trains than general cargo
vessels since the trains carriages do not need to be detached from one another.
The International Multimodal Transport Association defines multimodal
transport as “the chain that interconnects different links or modes of transport – air,
sea, and land into one complete process that ensures an efficient and cost-effective
door-to-door movement of goods under the responsibility of a single transport
operator, known as a Multimodal Transport Operator (MTO), on one transport
document”.
Thus transportation of oil or coal cannot be intermodal, but only multimodal
because they will have to be “handled” at the time of changing modes. On the
other hand, transportation of containerized goods like fertilizers or grains is mostly
intermodal.
A multimodal transport contract is a single contract for carriage of goods by at
least two different modes of transport.
A multimodal transport operator is a person who concludes a multimodal
transport contract and assumes responsibility for the performance thereof as a
carrier.
Multimodal transport is beneficial to the shippers in terms of increasing
flexibility and reducing cost of logistics.
More specifically, the benefits are:
 Single point of contact: Shipper has to deal with and entirely rely on a single
counterparty i.e. the multimodal operator.
 Reduces burden of documentation and formalities: A single contract can be
negotiated with the MTO. There is a single responsibility and uniform
liability regime.
 Saves time and cuts pilferage at the points of transhipment: The MTO
maintains necessary communication links and coordinates with each party
throughout the logistics chain, reducing risks of loss of time, pilferage and
damage to cargo at transhipment points.
 Reduces cost: The MTO, being an intermediary, can manage to get attractive
freight rates. This brings down the overall logistics cost for the shipper and
in the long term, increases demand. Indirectly, it also brings down cost of
exports making them more attractive.
 Makes the best of each mode: It is possible to combine the specific
advantages of each mode in the trip such as flexibility of road haulage,
larger capacity of railways and the lower costs of water transport in the best
possible fashion.
 Frees up working capital: An indirect benefit to the shippers is that faster
transit times allows companies to keep less inventory on hand which in turn
frees up precious working capital.
 Better distribution of wealth: Multimodal transport brings down the virtual
distance between the origin and destination of cargo. This helps in shifting
industrial growth from the traditionally developed coastal regions to the
landlocked interiors of the country.
The main stakeholders involved in the multimodal system of transportation are
regulatory authorities, customs, shippers, multimodal transport operators, logistics
intermediaries like ocean carriers, freight forwarders, terminal operators, ancillary
service providers, etc.
The Multimodal transport operator acts as an agent for the shipper. Their
relationship is governed by a single multimodal transport contract. The MTO, in
turn, enters into separate contracts with transporters, cargo consolidators, ports,
airports etc., coordinates customs procedures and thus manages end-to-end freight
movement.
A multimodal transport system usually enables the shipper to enjoy certain
additional value added services. One or more of the following services may be
provided by MTOs –
 Consignee billing
 Logistical support (inventory control, distribution and reporting) for time
sensitive products
 Pickup-on-call for air freight
 Electronic tracking of shipments
 Delivery confirmation service
The multimodal transport sector is still nascent. With growth comes
competition. The key differentiator among the MTOs would then be quality of
service as indicated by factors like speed, door-to-door capability , reliability,
security, safety, flexibility and availability
The principal Issues:
For developing an efficient intermodal/multimodal transport system, the need of
the hour is to look into the three principal issues – infrastructure development,
regulatory / policy reforms and investment in technology.
1. Infrastructure development: Intermodal/Multimodal transport builds on
the operational efficiencies of the transport system. Without adequate
infrastructure, the incremental (возрастающий) benefits of intermodal transport
will be negligible. Necessary infrastructure development to provide for
compatibility between modes, less friction costs low dwell times, less pilferage and
increase in containerization is basic to growth of intermodal transport.
2. Regulatory reforms: Intermodal/Multimodal transport operations need to
be appropriately regulated with an objective of controlled development of the
sector, driving growth while mitigating possible risks.
Generally, controls may be placed on licensing, pricing, contracting and service
standards.
For the growth of international intermodal transport, necessary changes may
be required in the customs procedures and export-import procedures among others.
3. Investment in technology: An Intermodal/Multimodal operator enters into
a single contract with the shipper, but multiple contracts with transporters, customs
agents, ports / airports, railways, warehouse operators and other related
entities/The voluminous documentation requirements and need to coordinate with a
number of parties creates a need for appropriate information technology support.
Additionally, the transport and warehousing technology must itself be up-to-date
to facilitate accurate tracking of shipments and reduce logistics cost and time.
1.
References
Intermodal and multimodal logistics. Knowledge paper: Deloitte UBM
report, India, 2012