ABSTRACT
This study examines the effect of multi-modal connectivity on logistics performance for trade in Uganda. Specifically, it seeks to assess the influence of road transport, railway transport, and inland waterways on logistics performance. Despite ongoing infrastructure developments such as the Kampala–Entebbe Expressway and rehabilitation of the Northern Corridor, Uganda continues to face significant challenges, particularly due to inadequate maintenance of secondary and feeder roads. Road transport remains a major bottleneck, with logistics costs accounting for approximately 25–35% of export value—substantially higher than in comparable landlocked countries. Poor road conditions contribute to high accident rates, vehicle breakdowns, inefficient tracking systems, and unreliable delivery schedules. Although efforts toward digitalization have yielded some improvements, progress remains limited due to fragmented systems and weak enforcement mechanisms. The study targets a population of 469 respondents drawn from Uganda Railways Corporation (URC), the Ministry of Works and Transport, and freight and logistics companies.
BACKGROUND TO THE STUDY
Multi-modal transport refers to the use of two or more modes of transportation—such as road, rail, air, or water—within a single journey from origin to destination. This approach enhances efficiency by utilizing each mode where it performs best, thereby improving speed, flexibility, and sustainability within the supply chain. A key subset of this system is intermodal transport, where goods remain in the same container throughout transit, eliminating the need for repeated loading and unloading.
Globally, multi-modal connectivity has become essential for efficient logistics and trade. Seamless integration of transport modes reduces transit time, lowers operational costs, and strengthens supply chain resilience. Modern logistics systems increasingly rely on standardized containers, advanced tracking technologies, and specialized infrastructure to ensure smooth cargo movement across different transport networks.
Countries with well-developed multi-modal systems consistently perform better in global logistics indicators, including infrastructure quality, shipment reliability, and timeliness. Initiatives such as China’s Belt and Road Initiative and the European Union’s Trans-European Transport Network demonstrate the economic benefits of integrated transport systems. However, many developing countries still face fragmented transport systems, leading to high logistics costs—often between 15% and 30% of the value of traded goods.
In Africa, multi-modal connectivity remains underdeveloped despite its potential to boost intra-African trade. The continent’s average Logistics Performance Index (LPI) score remains below the global average, largely due to heavy dependence on road transport and poor integration with rail and port systems. Studies indicate that effective multi-modal systems can reduce transport time by 30–50% and logistics costs by 20–25%. Nevertheless, many transport corridors remain dominated by single modes, resulting in congestion and inefficiencies.
Uganda, as a landlocked country, depends heavily on the Northern and Central Corridors through Kenya and Tanzania. Over-reliance on road transport and limited integration with rail and inland waterways contribute to logistics costs exceeding 30% of export value. This reduces competitiveness, particularly for agricultural products, and affects small-scale farmers. It is within this context that this study investigates the role of multi-modal connectivity in improving logistics performance in Uganda.
STATEMENT OF THE PROBLEM
Uganda’s status as a landlocked country necessitates an efficient and integrated multi-modal transport system to facilitate access to international markets. However, despite ongoing investments in infrastructure such as the Standard Gauge Railway and improvements in inland water transport, logistics performance remains poor. Transport costs in Uganda are among the highest in East Africa, accounting for 25–35% of the value of imports and exports. This significantly increases the cost of goods, reduces competitiveness, and limits the participation of small and medium enterprises in regional and global trade.
Existing research has largely focused on single transport modes or broad trade facilitation issues, with limited attention given to integrated multi-modal systems. This study therefore seeks to bridge this gap by examining how multi-modal connectivity influences logistics performance for trade in Uganda.
OBJECTIVES OF THE STUDY
- To examine the influence of road transport on logistics performance.
- To assess the impact of railway transport on logistics performance.
- To evaluate the role of inland waterways on logistics performance.
LITERATURE REVIEW (SUMMARY)
Road Transport and Logistics Performance
Road transport dominates Uganda’s logistics system but remains inefficient due to poor infrastructure, limited maintenance, and high operational costs. Only a small proportion of roads are paved, leading to delays, high accident rates, and unreliable delivery systems. These challenges significantly undermine trade competitiveness.
Railway Transport and Logistics Performance
Rail transport is critical for bulk and long-distance cargo due to its cost efficiency and environmental benefits. However, integration challenges, outdated infrastructure, and limited technological adoption hinder its effectiveness in Uganda. Globally, railway systems contribute significantly to improved logistics performance when properly integrated.
Inland Waterways and Logistics Performance
Inland waterways offer a cost-effective and environmentally sustainable transport alternative, especially for bulk goods. Despite their advantages, they remain underutilized in Uganda and much of Africa. Countries with developed inland water systems benefit from lower logistics costs and improved efficiency.
RESEARCH METHODOLOGY (SUMMARY)
The study adopts a pragmatic research paradigm, allowing the use of mixed methods to address the research problem effectively. A concurrent parallel design combining qualitative and quantitative approaches will be used. Data will be collected through surveys, interviews, and document reviews from key stakeholders, including URC, the Ministry of Works and Transport, NEMA, and logistics firms.
A sample size of 221 respondents will be selected using stratified, random, and purposive sampling techniques. Data analysis will involve both statistical tools (SPSS) for quantitative data and thematic analysis (NVIVO) for qualitative data.
ETHICAL CONSIDERATIONS
The study will adhere to established ethical standards, including obtaining informed consent, ensuring confidentiality, and protecting participants from harm. Approval will be sought from relevant institutional authorities, and all data will be used strictly for academic purposes.
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