Page 293 - Demo

%u062c%u0645%u064a%u0639 %u0627%u0644%u062d%u0642%u0648%u0642 %u0645%u062d%u0641%u0648%u0638%u0629 %u0640 %u0627%u0625%u0644%u0639%u062a%u062f%u0627%u0621 %u0639%u0649%u0644 %u062d%u0642 %u0627%u0645%u0644%u0624%u0644%u0641 %u0628%u0627%u0644%u0646%u0633%u062e %u0623%u0648 %u0627%u0644%u0637%u0628%u0627%u0639%u0629 %u064a%u0639%u0631%u0636 %u0641%u0627%u0639%u0644%u0647 %u0644%u0644%u0645%u0633%u0627%u0626%u0644%u0629 %u0627%u0644%u0642%u0627%u0646%u0648%u0646%u064a%u062963- 63 -As originally conceived, a %u2017dry port%u2018 was defined as an inland terminal to and from which shipping lines could issue their bills of lading, with the concept being initially envisaged as applicable to all types of cargo . In both theory and practice, however, the concept has evolved not only to be closely associated with the rapid expansion of containerization and related changes in cargo handling,but also to be applied in a variety of different contexts having the common characteristic of relating simply to %u2017a place inland that fulfils original port functions As a consequence, usage of the term %u2017dry port%u2018 has become rather vague, with numerous different definitions appearing in the literature). In contrast, there does seem to exist a common understanding that the successful implementation of the %u2017dry port%u2018 concept will have the joint effects of lessening congestion, alleviating pressure on storage space and reducing handling operations in port, as well as delivering lower transaction costs to shippers.Cullinane and Wilmsmeier (2011) have aligned port development and, specifically, the %u2017dry port%u2018 concept to the Product Life Cycle. In their exposition, where a port has evolved to attain the maturity phase, the space required for container storage and other port-related activities approaches, and eventually encounters, either a physical constraint on further expansion, or possibly a competitive constraint from other activities and land use in areas adjacent to the port.It is for this reason that much investment during the maturity stage of the port development cycle focuses on the rationalization of port services, as well as on process innovations primarily aimed at capacity effects (for example, conversionto more effective storage technologies), particularly as land becomes a scarce commodity and commands premium prices or rents. The argument continues that ports enter the decline phase of the Product Life Cycle once the point has been reached when the limits to feasible rationalization, investment and access are reached and it is then that port activity reduces. At this point, the supply of port capacity becomes fixed, since neither further expansion of the physical port area nor any other efficiency gains are possible. With an inevitable increase in the level of congestion within the port, market share is lost to competing ports with overlapping hinterlands and this soon manifests itself as declining throughput and sales volume.