Purpose: In the world today there are thousands of port facilities of different types and sizes, competing to capture some market share of freight by sea, mainly. This article aims to determine the type of port and the most common size, in order to find out which business model is applied in that segment and what is the legal status of the companies of such infrastructure. Design/methodology/approach: To achieve this goal, we develop a research on a representative sample of 800 ports worldwide, which manage 90% of the containerized port loading. Then you can find out the legal status of the companies that manage them. Findings: The results indicate a port type and a dominant size, which are mostly managed by companies subject to a concession model. Research limitations/implications: In this research, we study only those ports that handle freight (basically containerized), ignoring other activities such as fishing, military, tourism or recreational.
This investigation presents a study of the rates that generate economic flows between developers and concessionaires in the port sector based on the hypothesis that a private developer purchases the land on the waterfront and, with the approval of the state, creates a multi-activity port and concessions spaces to private operators. This thesis presents, therefore, the construction of a port and its business model through a private initiative. For the model to be successful, certain contextual conditions must arise that characterise demand, prices and legal conditions, among other aspects. Having established the regulatory parameters of these contextual conditions, the economic flows generated by the various rates are studied and their importance relative to the developer and concessionaire are assessed through the construction of a mathematical model that allows the determinants to fluctuate and to study, on the basis of these fluctuations, the profitability of each one. Moreover, within the model, a module has been created that enables the researcher to determine whether the concessionaire may be awarded discounts on their rates based on the performance in certain operational aspects. Both the mathematical model and rate correcting module are validated through their application in a practical case and, in this way, the importance of each rate and how the bonuses affect the performances of the developer and concessionaire are assessed. La presente investigación aborda el estudio de los cánones que generan los flujos económicos promotor-concesionario/s en el ámbito portuario, partiendo de la hipótesis en la que un promotor privado adquiere terrenos en primera línea de mar y, con el beneplácito del Estado, crea un puerto multiactividades y concesiona espacios a operadores también privados. Se trata, por tanto, de la construcción de un puerto y de su modelo de negocio a partir de la iniciativa privada. Para que el modelo sea exitoso, deben darse unas condiciones de contorno determinadas que caracterizan demanda, precios y condicionantes legales, entre otros aspectos. Establecidos los parámetros reguladores de estas condiciones de contorno, se estudian los flujos económicos generados por los distintos cánones y se evalúa su importancia relativa para promotor y concesionario a partir de la construcción de un modelo matemático que permite hacer fluctuar los condicionantes y estudiar, en base a estas fluctuaciones, las rentabilidades de cada uno. Adicionalmente se crea dentro del modelo una parte que permite determinar si los concesionarios pueden obtener descuentos en sus cánones, en base al desempeño en determinados aspectos de su operativa. Tanto el modelo matemático como el modulo corrector del canon se validan a partir de la aplicación en un caso práctico y, de este modo, se evalúa la importancia de cada canon y como afectan las bonificaciones a las rentabilidades de promotor y concesionario.
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