Page 80 - 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%u062980- 80 -Figure 4: A seaport with a close dry portIn this case, shippers 1-3 and 7-10 use the dry port and the seaport generates no road trans- port or gate congestion from shippers at long or mid-range distances. Compared to the other types of dry ports, a close dry port offers larger possibilities for buffering containers and even loading them on the rail shuttle in sequence to synchronize with the loading of a ship in the port. This obviously requires a very reliable rail service not to risk increased dwell times of container vessels and then, at least at a start, the short distance with a dedicated track is a prerequisite. In the longer run, direct transshipment between trains and ships can be implemented as is done by HHLA in L%u00fcbeck (HHLA, 2004) or full container terminals can be specialized for rail-sea transshipment as proposed by Ashar (World Cargo News, 2004/b).Road hauliers lose a marginal market share in terms of road-kms but would still benefit from speedier operations. In cities not allowing long or polluting road vehicles, calling a close dry port is an alternative for splitting up road vehicles or changing to less polluting ones.The 32 km long Alameda Corridor connects the ports of Los Angeles and Long Beach to intermodal terminals near downtown Los Angeles. It can be referred to as an example of a close dry port project since the containers were previously trucked between the terminals and the ports or used degraded small railway lines. Some 200 street-crossings were eliminated by letting the tracks run in a trench. Road congestion is significantly decreased and the containers move at more than double the speed than before. The ports carry about 20% of the construction costs amounting to 2.4 billion USD and the railway operators are sup- posed to pay it by user fees (ACTA, 2004).Before improving the local road network, containers were also moved by a just 15 km rail shuttle between Schenker%u2018s general cargo terminal and the Port of Gothenburg. More- over, a close dry port is planned at Enfield some 18 km from Sydney%u2018s Port Botany (Sydney Ports, 2003). The Enfield Intermodal Terminal should facilitate more effective clearance of containers from the port and increase the productivity and capacity of existing port lands. A special dimension is that the