Intermodal transport Intermodal transport is a particular type of multimodal transport, wherein the goods are moved in one and

the same loading unit, for example: containers. 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 importers warehouse. Heavy and over-dimensional cargo is also suitable for Ro-Ro transport.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.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 socalled "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 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 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. For domestic transport, changes in Cabotage laws, octroi levies, privatization of railways and such moves. 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.

Regulatory Reforms Multimodal Transport Act, 1993 The Indian government recognised the benefits of multimodal transport way back in the early 1990s and came up with the Multimodal Transportation of Goods Act in 1993 with the objective of encouraging growth of exports from India. Through the Act the government aimed at developing international multimodal transport which would reduce logistics costs and thus make Indian products more competitive in the global market. The Act established licensing requirements, contractual terms (through the Multimodal Transport Document) and liability regime. The Act was again amended in year 2000 to give more protection to shippers. Private Freight Terminals Policy The policy aims to stimulate development of privately owned freight terminals on private land for dealing with break bulk goods, parcel traffic and containers. Indian Railways goods sheds are not in a very good condition, which is why they have gone for PPP mode of development. Under this policy, PFTs are expected to provide goods handling, warehousing and other associated logistics services to rail users and facilitate expansion of the 3PL sector.After the lukewarm response to its original policy the IR revamped it recently. CWC, CONCOR and several private players are looking to build and operate PFTs. If this is a success, it is bound to increase the share of rail freight transport. Draft Coastal Shipping Policy The proposed coastal shipping policy is aimed at boosting coastal trade and various support services with special focus on coastal ships, River Sea Vessels (RSVs), Inland Vessels (IVs) and Cross trade compatible vessels.A draft policy has been released which gives recommendations, indicating the level at which it would be advisable to implement them: Infrastructure: Setting up more minor ports along the coast, dedicated berths for coastal ships, promotion of RoRo jetties, ship repair facilities and dry-docks, LNG supply facilities, dedicated warehouses for coastal cargo, rail and road connectivity and deepening of sea channels at minor ports. Financial incentives including subsidies: Implementing an aggressive ship-building subsidy policy, exemption from certain taxes, lower tariffs than foreign ships, subsidies for Ro-Ro and repair jetties, fiscal incentives for small ports and establishing a Coastal Development Fund for coastal ships. Resolving manpower issues: Solving problems with regard to manpower and manning scales to organise for availability of adequate and good quality manpowerPromoting modal shift from road and rail to coastal shipping: Improve competitive ability of coastal ships and promoting the Carbon credit scheme.

DATA AND FIGURES

Table 1

Table 2

Pictures And Illustration

SUMMARY

In order to meet the market demand for new, commercial transport and logistics solutions, which at the same time can meet the increasing political demands to the transport and the logistics sector, e.g. concerning environment and utilization of capacity it is important to focus more on the concept of transport and logistics centres. There should therefore be more focus on Logistics Centres facilities to support supply chain development and efficiency. The performance of supply chains / transport corridors can be improved through co-operation and communication between Logistics Centres. The more open structure the Logistics Centre has, the better opportunity there is of increasing the use of Transport and Logistics Centres in the supply chains, because more companies have the opportunities of utilising the facilities of the different Logistics Centres.

Intermodal transport reflects the combination of at least two modes of transport in a single transport chain, without a change of container for the goods, with most of the route traveled by rail, inland waterways or ocean-going vessel, and with the shortest possible initial and final journeys by road. Operational Research has focused mostly on transport problems of uni-modal transport modes. We argue that intermodal freight transportation research is emerging as a new transportation research application field, that it still is in a pre-paradigmatic phase, and that it needs a different type of model than those applicated to uni-modal transport. In this paper a review is given of the operational research models that are currently used in this emerging field and the modeling problems, which need to be addressed.

Conclusions

A small sample size and narrow geographic and industry context limited the exploratory research presented in support of the questions posed in this article. It was intended to serve as the basis for propositions to guide future research. It is not advisable, therefore, to generalize the conclusions drawn from the results to a broader context. Some implications revealed in the results, however, are worthy of mention for future research consideration. The exploratory results suggest that in the specific case under investigation initial investment in a full-service intermodal transportation and logistics facility would not be well received and would be difficult to justify from a short-term financial and economic return standpoint. Rather, an approach focused on initial provision of specific transportation services seems to make more sense. Provision of intermodal services that link motor carriage, rail, and air transportation would present a focused marketing strategy centering on services that could more readily be sold to a broader market. Additionally, freight terminal facilities that provide opportunities for consolidating inbound and outbound freight and interlining with local cartage and drayage and shortline rail service also seem to fit the profile of a measured approach to service roll-out. Warehousing and information services that facilitate international shipping may also find a profitable market niche. Public and private investors and service providers pursuing regional market entry should identify the firms that comprise the "favorable" segment. Based upon the interviews conducted for this study, one or more high image finns in the target area that would be receptive to using a handful of focused services available at a regional facility may provide the volume for economies of scale in the early going. As the facility proves its value to well-known customers, it might then be feasible to expand capabilities to include more of the integrated service offerings. Growth could come from expanding revenues from existing customers as well as by attracting new customers encouraged by the successes of established relationships. The respondents indicated, however, that optimism must be accompanied by a pragmatic realization that changes in shipping and supply chain patterns are slow in coming. Success ultimately depends upon service providers' ability to implement quality service offerings that provide real value: improving customer service levels at competitive cost.

REACTION
Discussing about the issues and concerns of the logistic, intermodal and transport cost The personnel will do there job very well so that the goods that they deliver will come in time and the service will be good so that the company will be happy.

RECOMMENDATION
The lack of reliability, Because of its reliance on more than one mode of transit, intermodal transportation is also subject to lower overall reliability; as the chain of different modes grows, the possibility of any link in the chain breaking down also increases. This is particularly problematic when one of the modes of transport is rail; railroads are more susceptible to delays introduced by bad weather or equipment failure. For this reason, as well as concerns over speed, shippers that require reliable, high-speed transportation are less likely to consider intermodal systems.

BIBLIOGRAPHY
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