Page 302 - 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%u062972- 72 -Conventional hinterland transport is based upon numerous links by road and a few by rail as shown in Figure1 with an example of ten shippers outside the seaport city. Rail transport is generally limited to serving major conurbations at rather far distances from the port and the interface towards containers arriving by rail is comparable to that of those arriving by road. Figure 1: A seaport with connections to its hinterland.The intermodal transport market in Europe is often divided between maritime and continental services (see, e.g., Rutten, 1998), of which the former relates to seaport traffic and the latter to the road-rail-road combination. Operators such as CNC, ICF and Transfracht distinguish operations, or at least market offers, and report their flows correspondingly.The traditional division of labor in the industry together with monopolies or other regulation is now loosened. In addition to rail shuttles, ports have also shown interest in starting inland terminals in order to control and optimize a larger part of the intermodal transport chain. The importance of well functioned inland terminals is stated by van Klink (2000, p. 134):