Page 71 - 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%u062971- 71 -National Level- The agreement will provide useful guideline and enable countries to understandminimum requirement of dry ports-Able to make relevant policies to promote the strategically importance dry portDry port and distance from maritime ports1the steeply rising container flows have resulted in crowded terminals, con- gestion and prolonged dwell times for containers. An option for relieving the main ports from such congestion on the land side is to shift from routes where the trans-ocean vessels call a few ports at each continent to call a single hub port while feeder vessels connect to many smaller ports. The individual main ports, however, try to attract as much flows as is economically feasible and, as elaborated by van Klink and van den Berg, the size and shape of a port%u2018s hinterland is not statically or legally determined but varies dynamically due to developments in technology, economy and society.Among others, Heaver et al., 2000, Notteboom (2000 and 2002) and Notteboom and Winkelmans (2001), state that many seaports as well as shipping lines integrate vertically to control also hinterland transport. In Europe, for instance, deregulation in the rail sector has made it legal for Maersk-Sealand and P&O Nedlloyd to start European Rail Shuttle and for Hamburger Hafen- und Lagerhaus (HHLA) to buy half of the German intermodal operator Transfracht (Woxenius and B%u00e4rthel, 2002). The vertical integration must be done cautiously and respect anti-trust legislation since slot-sharing alliances and conferences are allowed at sea but have been disputed by competition authorities (Slack et al., 2002), even in court by the European Commission. With new port networks emerging (Notteboom,2002 and Woxenius, 2003) and different actors integrating vertically, the competitive situation needs continuous attention by port operators (Heaver et al., 2001 and Notteboom and Winkelmans, 2001). 1 JOHAN WOXENIUS, VIOLETA ROSO, KENTH LUMSDEN, The Dry Port Concept %u2013 Connecting Seaports with their Hinterland by Rail, Dalian, 22-26 September 2004.