船只穿越海港的花费占货物批发成本中的很大一部分,代价高昂。对价格敏感的运货商很看重港口的价值,速度以及可靠性,将会物色主要港口。而港口效率与所有权结构则息息相关。
In general, private-sector involvement improves things. Typical benefits include shorterqueuing times, cheaper container unloading, longer opening hours and higher capacityutilisation. Until 1984, Portugal s ports sat at the state-controlled end of the ownershipspectrum . Since then, they havegradually moved to an intermediate public-private landlord model. This can work well: thegovernment owns the land and water access, while private firms finance, build and operatetugboats, cranes and warehouses.
一般而言,私人部门参与进来会起到改善作用。典型的好处包括能缩短排队等候时间,降低集装箱卸货价格,延长港口开放时间以及增加设备使用率。直到1984年,葡萄牙的港口的所有权结构还位于所有权谱1的国有控制一端。后来,这种结构逐渐演化为位于中间位置的公-私共同所有 模型。这一结构能够较好地起作用:政府拥有土地和水路,私有公司则负责购买,修建并经营拖船,起重机和仓库。
This liberalisation process has made Portuguese ports betterinvestment has increasedcapacity and productivity has improved. But further improvements are needed, accordingto Rui Marquez and Carlos Cruz of the Technical University of Lisbon, if Portugal is tocompete effectively for container ship business.
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