Advisor(s)
Abstract(s)
O objetivo do trabalho é estudar o recurso às Parcerias Público-Privadas (PPP)
enquanto instrumento de financiamento das infraestruturas portuárias e perceber se existe
evidência da sua influência no desempenho dos portos europeus. O trabalho recorre
essencialmente a pesquisa bibliografica para traçar as diferenças entre vários países:
Portugal, Espanha, França, Reino Unido, Países Baixos e Alemaha, tendo sido analisada no
entanto outro tipo de documentação. Em 2009 verificou-se que a quantidade de carga
movimentada, que se assume aqui como indicador de performance, posiciona o Reino
Unido em primeiro lugar, com 500,9 milhões de toneladas, seguindo-se os Países Baixos
com 468,1; a Espanha com 363,5; a França com 315,5; a Alemanha com 262,9 e Portugal
com 61,7. O tamanho da costa parece ter alguma influência nestes valores, havendo no
entanto o caso exececional dos Países Baixos, que apresentou uma performance elevada
com o comprimento de costa mais baixo dos países analisados.
Os portos estudados apresentam diferentes modelos de governo. O Reino Unido
apresenta o modelo de private port - com pouca influência estatal; a Alemanha e os Países
Baixos seguem o modelo municipal de landlord port; e Portugal, Espanha e França
adoptam o modelo de landloard port, mas neste caso com grande influência e controlo
estatal. Relativamente ao recurso às PPP, estas surgem no setor portuário na forma de
contrato de concessão ou leasing, seguindo o modelo concessivo, onde o investimento na
infraestrutura pública é paga pelo utilizador e não pelos contribuintes. Apesar de cada
contrato de PPP se tornar um caso particular, este estudo conclui que, ao nível macro, os
contratos estabelecidos entre setor público e operadores privados não apresentam diferenças
evidentes que justifiquem as diferenças de desempenho. Pelo contrário, encontram-se
diferenças evidentes nos que diz respeito ao modo de governo assumido no portos, que
poderão ter maior impacto na competitividade dos portos
The aim of this paper is to understand the use of public-private partnerships as a mean of financing port infrastructure and whether if there is evidence of its influence on the ports performance. The work relies essentially on bibliographic research to trace the differences between countries: Portugal, Spain, France, United Kingdom (UK), Netherlands and Germany, however some different documentation was analysed. In 2009, it was found that the amount of cargo handled - it is assumed as an indicator of performance - positions UK first, with 500.9 million tons, followed by the Netherlands with 468.1, Spain with 363.5, France with 315.5, Germany with 262.9 and Portugal with 61.7. The coastline length seems to have some influence on these values, however there was the outlier case of the Netherlands, which had one of the highest performance with a smaller length of coast in the studied group. The studied ports have different government models. The UK follows the private port model with a little state influence, while Germany and the Netherlands follow the landlord port model under municipal control. Portugal, Spain and France adopt the landlord port model, but in this case with great state influence. About the use of PPP, they arise in the port setor in the form of concession or leasing contracts, following the concessive model, where investment in public infrastructure is paid by the user and not by taxpayers. Although each PPP contract to become a particular case, this study concludes that, at the macro level, the contracts between the public and private operators do not have obvious differences that could explain differences in performance. Instead, differences are evident in regard to the mode of ports government, which may have a greater impact on the competitiveness of ports.
The aim of this paper is to understand the use of public-private partnerships as a mean of financing port infrastructure and whether if there is evidence of its influence on the ports performance. The work relies essentially on bibliographic research to trace the differences between countries: Portugal, Spain, France, United Kingdom (UK), Netherlands and Germany, however some different documentation was analysed. In 2009, it was found that the amount of cargo handled - it is assumed as an indicator of performance - positions UK first, with 500.9 million tons, followed by the Netherlands with 468.1, Spain with 363.5, France with 315.5, Germany with 262.9 and Portugal with 61.7. The coastline length seems to have some influence on these values, however there was the outlier case of the Netherlands, which had one of the highest performance with a smaller length of coast in the studied group. The studied ports have different government models. The UK follows the private port model with a little state influence, while Germany and the Netherlands follow the landlord port model under municipal control. Portugal, Spain and France adopt the landlord port model, but in this case with great state influence. About the use of PPP, they arise in the port setor in the form of concession or leasing contracts, following the concessive model, where investment in public infrastructure is paid by the user and not by taxpayers. Although each PPP contract to become a particular case, this study concludes that, at the macro level, the contracts between the public and private operators do not have obvious differences that could explain differences in performance. Instead, differences are evident in regard to the mode of ports government, which may have a greater impact on the competitiveness of ports.