Intermodal Transportation and Logistics Management Strategies: A Case Study of Pakistan Intermodal Limited

This essay analyzes intermodal transportation and logistics management strategies using Pakistan Intermodal Limited as a case study. It identifies problems with the current logistic system in Pakistan and suggests solutions. The essay also discusses the features of an intermodal and the benefits of intermodal transportation. Logistic management strategies are also identified. Subject: Logistics and Supply Chain Management. Course Code: N/A. Course Name: N/A. College/University: N/A.

Student’s Last Name 1
Logistics and supply Chain Management
By (Name): Abbas Muhammad Ahsan
Course
Professor
University
Date

Student’s Last Name 2
Introduction
History, as well as rivalry between modes, has resulted to the production of segmented
and un-integrated transportation systems. Every mode, particularly the carriers that used to
operate them, has aimed at exploiting intermodal transportation relating to its cost, safety,
service, as well as reliability. These carriers have sought to retain the business while maximizing
their revenue through maximization of the haul-line under their control. All the modes consider
the other modes to be rivals. Additionally, there is a certain level of mistrust as well as suspicion
as a result of the different rivalry rules and regulatory regime. Public policy as well accentuated
to the lack of integration between modes, thus preventing organizations from owning companies
in other modes or has led to the placement of the modes under the state’s direct monopoly
control. Modalism has been favored by the technical challenges that arise when transferring
goods from a particular mode to the other, hence leading to incurring additional costs as well as
delays, the primary reason being that there was a need to change the load unit that is necessary
for bulk transportation. Initially, this started with the aim of enhancing the productivity of
shipping goods and later evolved into an integrated supply chain management system across
different modes. This has involved the use of more than one different mode in shipping through
the use of an intermodal transport chain. This has permitted integration of many transportation
networks. Thus intermodal aims at improving transport’s chain economic performance. This
essay aims at addressing the Pakistan Intermodal Limited PIL, analyzing intermodal’s features,
and identifying strategic management strategies. Also, crucial problems related to logistics
network in Pakistan are identified, as well as how they can be solved. The sustainability of the
various activities is based on the several qualitative studies conducted.

Student’s Last Name 3
Pakistan Intermodal Limited is the latest Marine Group companies’ initiative located in
Pakistan aimed at developing intermodal service within the nation through the use of freight train
operations that meet international standards both at the local and regional level. The company
avails road-rail connectivity, having ports trough inland ports with the primary goal of providing
efficient logistics solutions as well as assist to develop a cost-effective transportation across both
the local and the international corridors (Abbasi and Hassan, 2013, pp.61). According to the
company, some of the benefits associated with intermodal transportation include: there are
reduced costs in using intermodal transportation. Firms have the capability of reducing
transportation costs by moving their freights in intermodal containers. For instance, the use of
rail and trucks avails major saving on fuel. The trains consume less diesel compared to the
trucks. For long-haul trucking, fuel can be considered to be a huge expense. However, trains
assist in easing the impact (Assadipour, Ke and Verma, 2015, pp.53). Nonetheless, trains help in
reducing a company’s carbon footprint. Shipping in containers also reduces costs since no
individual handling is required. Second, with intermodal transportation, there is consistency in
capacity. For instance, rail and truck provide reliable capacity. Less rivalry in securing freight in
intermodal transport not only lowers costs but also offers capacity when it is needed.
Nonetheless, intermodal transportation offers quality services. Compared to the other modes,
intermodal is more resourceful (Bergqvist and Monios, 2014, pp.26). This is because it is safer
and secure for cargo transportation. It is obvious that trains are on fixed a track hence they are
less likely to be involved in an accident as they carry hazardous or very combustible freight.
Important Features of an Intermodal
Mohmand and Wang,(2013) elaborates on the primary features of an intermodal logistic
system. The most essential feature of intermodal transportation is the drayage. Drayage refers to

Student’s Last Name 4
a containers’ movement on trucks between an intermodal station such as marine or road and the
client’s warehouse. In intermodal transportation, drayage movements are specifically applicable
from a freight modeling viewbecause they are supplementary truck cruisesthat require being
constituted to correctly determine the total truck cruises on a given highway network(Bouchery
and Fransoo, 2015, pp.391). Nonetheless, there is importance to have an understanding and
developing a time-of-day drayage cruises’ distribution as well as the manner in which the two
interact with auto traffic, which is established on the intermodal terminals’ activities (Bozorgi-
Amiri, Jabalameli and Al-e-Hashem, 2013, pp.918). The second feature is the equipment’s type
that is used, which has a great influence on the modal intermodal freight flows’ magnitude and
distribution in a particular region. The equipment’s types that play a crucial part in goods’
movement using the intermodal transportation include containers, the intermodal terminal,
transportation equipment such as track-tractors, and intermodal chassis. The freight flows are
affected by the possession and the lease problems that relate to the intermodal equipment.
The third feature is the logistics and the intermodal terminals’ operations. Issues related
to logistics and intermodal operations have an impact on a region’s intermodal freight traffic. An
example of an operational issue that is related to intermodal terminals basically in a modeling
view is the time-of-day terminals’ activities which impacts directly on the time-of-day drayage
truck trips’ activities (García, et al, 2013, pp.222). For instance, the rush-hour drayage trucking
operations may correspond with the peak-hour auto traffic on the main freight corridors as well
as the access routes, hence causing congestion and adverse environmental and safety issues. The
last feature is the cargo handling at the intermediate facilities. In intermodal freight movements’
instance where cargo control, as well as storage, are involved between the modal exchanges, the
location, as well as the intermediate cargo handling and storage facilities’ locations and

Student’s Last Name 5
operations, affect a region’s magnitude as well as the distribution of the freight flows
(Ghias,Pervaiz, Thornley and Marshall, 2012, pp.249). The operations among the different
intermediate facilities and their impacts include: one is the bulk transfer facilities which involve
liquid or even bulk commodities’ trans-loading, for example, petroleum between transport modes
such as rail and road. In a modeling perspective, the number of truck cruises made between a
receiver’s warehouse and the bulk movementwarehouse should be considered. Second is the
LTL cross-docking station. This involves the immediate truck-to-truck cargo’s transfer with
minimal or no warehousing. In the case of the long-haul LTL shipment, typically, several short-
haul transportation truck cruises necessary for pickup and the transportation between cross-
docking terminals of an LTL and the LTL receiver. Last is the trans-loading docks located at the
warehouses and the distribution centers (Giannikas and McFarlane, 2013, pp.63). A warehouse
and a distribution center is an essential freight facility that contains important intermediate cargo
handling as well as holding between modal interchange. A normal storage facility may have its
trans-loading activities being affiliated to a truck-to-truck or truck-to-rail cargo exchange.
Logistic Management Strategies
Uddin,(2013) notes that when an organization creates a logistics strategy, the aim is to
define the company’s service levels at which its logistics are at the most cost-effective. Due to
the constant change in the supply chain, an organization can develop several logistic strategies
based on specific products, customers, or country (Hussain, et al, 2014, pp.351). The primary
goal of a logistic management strategy is to ensure delivery of customer’s needs as well as
spending little money as possible. A logistic strategy is important to every company as it is to
Pakistan Intermodal Limited to facilitate in adopting a supply chain’s flexibility. Faced with
challenges such as global operations, expanding the market, as well as stricter regulations and

Student’s Last Name 6
quality standards, the company is getting overwhelmed by the amount of information that is
coming from the suppliers and the clients in various geographic location (Kanafani, Wang and
Griffin, 2012, pp.700). Thus, there is need to develop strategies that will facilitate proper
management of the data. This is inclusive of data at every supply chain’s stage which includes
pricing of both the direct and the indirect materials, tax documents, compliance certificate, labor
agreements, as well as rental contracts among others. Adopting a data management and
integration strategy is important in solving the operational issues relating to Pakistan Intermodal
Limited. This can be achieved by connecting the company’s supply chain system with those of
their partners and shippers (Kannan, et al, 2012, pp.77). The data management and integration
strategy would give the company the necessary visibility as well as control over their logistics
system. In addition, raw information that originates from the customers, partners, and the
suppliers compose of both structured and unstructured data that makes it hard for enterprises to
take in, analyze, as well as generate insights from the disjointed information’s pieces(Leppänen,
2012, pp.94). Having a proper management and integration strategy assists in transforming the
raw information into formats that are compatible which are required by the various supply chain
management systems to ensure a seamless flow.
According to Giannikas and McFarlane,(2013), a company needs to build an agile and
adaptive supply chain that has rapid planning and an integrated execution. Better understanding
and shaping demand and risk by the executives requires adaption of the company’ supply chain
to the changing market opportunities (Masood, Farooq and Hussain, 2016, pp.269). Pakistan
Intermodal Limited should deploy dynamic planning capabilities and fine-tune the operations on
a continuous basis to make sure that there is responsive agility in meeting the varying demand.
This means that the company has to continuously adjust its dynamic supply chain if it is to

Student’s Last Name 7
respond to changes in the market. This is beneficial since it eliminates shocks across the
company’s supply chain. This may include enhancing visibility and enhancing collaboration
along the value chain.
Problems with the Current Logistic System in Pakistan
Bergqvist and Monios, (2014) notes that the performance of Pakistan compared to other
Asian nations in almost all logistical indictors comprising of the trade’s quality as well as the
transport infrastructure is poor. The current transport system fails to avail the necessary desirable
services which are an indicator of the current logistics which include the intermodal
transportation which combines strengths of various transport modes into an integrated
transportation system (Mohmand and Wang, 2013, pp.341). Current Pakistan’s logistic system is
faced with several problems as discussed:
Bouchery and Fransoo,(2015) argue that lack of planning and corruption in the public and
private sector is a problem facing the logistic system. Corruption combined with inadequate
planning are among the factors that are responsible for the development of an efficient logistics
system in Pakistan. Private sector’s role, negligence in developing a high-capacity logistic
system, as well as failure to make use of the existing land patterns in developing reliable and
efficient logistics system are identified as the main factors that are required to develop an
efficient logistic system in the country (Notteboom, 2012, pp.243). Second, is faced with the
challenge of lack of infrastructure. The country has insufficient intermodal connections between
other modes such as railroads, maritime ports, as well as the inland distribution centers.
Nonetheless, the ports lack the necessary infrastructure to effectively connect with the rail and
the truck transportation system (Ranjan, 2015, pp.325). Despite that the transport sector is

Student’s Last Name 8
functional, it experiences challenges to do with low quality, poor reliability as well as prolonged
traveling times, specifically the rail transport.
Leppänen, (2012) argues that increased motorization and poor planning have contributed
to the high levels of pollution as well as traffic congestion particularly in the urban areas. This
has led to the decline in exports competitiveness, increased the costs of conducting business, and
limits the capability of the country to integrate into the global supply chain. Regardless that
geography endows Pakistan to have the potential of reaping economic gains as a result of
becoming a hub for regional trade in Central Asia, Iran, China, and India, the government
policies are critical in determining whether Pakistan will capitalize on this opportunity (Sahin, et
al, 2014, pp.612). In the country, there has been a controversy among the policymakers and the
professionals regarding the intermodal logistic system. The various types of modes, their role,
and suitability form the basis for the national transport system. Hauls railway in Pakistan is
considered uneconomical and inefficient (Samad and Ahmed, 2014, pp.157). Due to the political
pressures, railways in the past have been forced to maintain some uneconomical rail station
while opening new ones. Thus, maintenance of this transport systems has become an issue.
Pakistan also faces a challenge in its logistic system whereby there is lack of consistency in
customs inspections. Thus, this has resulted in the average time the containers stay at the ports is
double that of the international average. This has been observed to be the result of pot-customs
delays and deficit in the rail services as well as the logistical facilities that facilitate the
transportation of these containers outside the port.
Solving Pakistan’s Logistic Network Problems and Government’s Involvement

Student’s Last Name 9
According to Kanafani,Wang and Griffin, (2012), an efficient and cost-effective logistics
network is essential for any organization to be competitive. Additionally, a good logistics
network has a direct on a country’ growth in its economy. To attain this vision, there is need to
develop Pakistan’s infrastructure. Improving the country’s basic infrastructure means that supply
chain and logistics will be efficient and cost-effective. Essentially, the main reason why
companies exist is to serve its customers by ensuring that products are delivered at the right time.
With developed infrastructure, logistics improves thus resulting to increase in the country’s
competitiveness and its ability to attract investors. Improving Pakistan’s infrastructure and the
logistics network will help in reshaping the nation’s physical and economic configuration
(Shaikh and Fan, 2016, pp.253). As a result, the country would grow to become a hub for
regional trade, where goods and people move and trade effectively and swiftly.
According to Abbasi and Hassan, (2013),the current interest rates in Pakistan has resulted
in inefficient financing facilities has become a problem in developing logistics networks as well
as the freight forwarding industry. Additionally, there is a challenge in growing the working
capital requirements (Uddin, 2013, pp.75). As a result, the government can be helpful in coming
up with a mechanism of lowering the interest rates as well as looking for finances to develop the
country’s logistics network. Nonetheless, there is a need for the government to develop a
comprehensive future transportation policy that is based on actualable short and long-run plans.
The government can do this by integrating mode approach and modern technology as well as
engaging private investors both local and external.

Student’s Last Name 10
Conclusion
Pakistan’s large population of over 160 million generates a lot of opportunities for
intermodal companies such as Pakistan Intermodal Limited to meet the demand and the supply in
local markets. However, the underserved logistics infrastructure is the primary problem which
hinders investment opportunities as well as enhancing the capabilities of capitalizing the existing
gaps. For Pakistan’s port to become a regional hub, the government should declare and provide
the necessary infrastructure. Additionally, the required logistics regulations should be well-
developed to ensure that problems associated with Pakistan’s logistic network are addressed. It is
clear that the logistics network is a vital necessity for any country’s development among all its
aspects which is facilitated through economic linkages. It makes sure that safety is assured, there
is timely travel and delivery of product to the market as well as cutting down on the
transportation costs, while at the same time giving the producers the possibility to access the
markets for their goods.

Student’s Last Name 11
Bibliography
Abbasi, M.N. and Hassan, N.M., 2013. Sustainable Logistic Operations-Study of Leading MNC
from FMCG Sector of Pakistan. Pakistan Journal of Social Sciences (PJSS), 33(2).
Assadipour, G., Ke, G.Y. and Verma, M., 2015. Planning and managing intermodal
transportation of hazardous materials with capacity selection and congestion. Transportation
Research Part E: Logistics and Transportation Review, 76, pp.45-57.
Bergqvist, R. and Monios, J., 2014. The role of contracts in achieving effective governance of
intermodal terminals. World Review of Intermodal Transportation Research, 5(1), pp.18-38.
Bouchery, Y. and Fransoo, J., 2015. Cost, carbon emissions and modal shift in intermodal
network design decisions. International Journal of Production Economics, 164, pp.388-399.
Bozorgi-Amiri, A., Jabalameli, M.S. and Al-e-Hashem, S.M., 2013. A multi-objective robust
stochastic programming model for disaster relief logistics under uncertainty. OR spectrum, 35(4),
pp.905-933.
García, J., Florez, J.E., Torralba, Á., Borrajo, D., López, C.L., García-Olaya, Á. and Sáenz, J.,
2013. Combining linear programming and automated planning to solve intermodal transportation
problems. European Journal of Operational Research, 227(1), pp.216-226.
Ghias, M., Pervaiz, M.K., Thornley, S. and Marshall, R., 2012. Statistical Modelling and
Analysis of Risk Factors for Hepatitis C Infection In Punjab, Pakistan. World Applied Sciences
Journal, 20(2), pp.241-252.
Giannikas, V. and McFarlane, D., 2013. Product intelligence in intermodal transportation: The
dynamic routing problem. In Dynamics in Logistics (pp. 59-69). Springer, Berlin, Heidelberg.

Student’s Last Name 12
Hussain, W., Hussain, J., Akbar, S., Sulehri, N.A. and Maqbool, Z., 2014. The Effects of Supply
Chain Management Practices (Strategic Suppliers Partnership, Information Sharing, and
Postponement) On Organizational Performance in Consumer Goods Manufacturing Industry of
Pakistan. International Journal of Management Sciences, 2(8), pp.351-352.
Kanafani, A., Wang, R. and Griffin, A., 2012. The economics of speed–assessing the
performance of high speed rail in intermodal transportation. Procedia-Social and Behavioral
Sciences, 43, pp.692-708.
Kannan, D., Diabat, A., Alrefaei, M., Govindan, K. and Yong, G., 2012. A carbon footprint
based reverse logistics network design model. Resources, conservation and recycling, 67, pp.75-
79.
Leppänen, M., 2012. Emergency response logistics in action: case: Finnish Red Cross ERU
mission in Pakistan 2010.
Masood, M.T., Farooq, M. and Hussain, S.B., 2016. Pakistan’s potential as a transit trade
corridor and transportation challenges. Pakistan Business Review, 18(1), pp.267-289.
Mohmand, Y.T. and Wang, A., 2013. Weighted complex network analysis of Pakistan
highways. Discrete Dynamics in Nature and Society, 2013.
Notteboom, T., 2012. Container shipping (pp. 230-261). Chichester: Wiley-Blackwell.
Ranjan, A., 2015. The China-Pakistan economic corridor: India’s options. New Delhi.
Sahin, B., Yilmaz, H., Ust, Y., Guneri, A.F., Gulsun, B. and Turan, E., 2014. An approach for
economic analysis of intermodal transportation. The Scientific World Journal, 2014.

Student’s Last Name 13
Samad, G. and Ahmed, V., 2014. Trade facilitation through economic corridors in South Asia:
The Pakistan perspective. ECONOMIC CORRIDORS IN SOUTH ASIA, p.157.
Shaikh, F., Ji, Q. and Fan, Y., 2016. Prospects of Pakistan–China energy and economic
corridor. Renewable and Sustainable Energy Reviews, 59, pp.253-263.
Uddin, W., 2013. Value engineering applications for managing sustainable intermodal
transportation infrastructure assets. Management and Production Engineering Review, 4(1),
pp.74-84.