Page 305 - 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%u062975- 75 -Figure2: A seaport with a distant dry port.Compared to conventional rail shuttles to and from ports, the difference is mainly referred to the functions offered at the distant dry port and the moved interface towards shippers. The more structured approach increases the competitiveness ofrail against road and the shippers 3, 6 and 7 are now served by the dry port. Parts of the benefits of distant dry ports relate to the modal shift from road to rail that results in reduced congestion at the seaport gates and its surroundings, one train can substitute some 40 lorries in Europe and more than 100 in the US, and reduced external effects along the route. The main reason for the seaport to engage in a distant dry port, however, is that a wider hinterland can be secured by offering shippers low cost and high-quality services.Hence, the main benefit is attributed to seaports and the shippers using it. van Klink (2000, p. 127) states that the pressures for good inland accessibility come from various, interrelated, directions like the growth of containerized transport, resulting in congestion in the ports themselves and on the routes to the hinterland. In addition, shippers and carriers increasingly rate ports on their accessibility, for example the frequency of inland transport services and transit times, or because of society%u2018s demand for more environmentally friendly transport. To benefit from the opening up of new markets, ports need to improve their access to areas outside their traditional hinterland. Mour%u00e3o et al. (2002) agree and argue that ports compete not only in terms of transshipment efficiency and tariffs, but also in terms of speed and reliability of shipments to destinations on the continent. That competition