Laws Ports II

This time it seemed of interest to revisit several themes that have some
today, taking into account the new port law that is being prepared.
A law of ports should have some impact on the competitiveness port to fully
take advantage of the opportunity.
The issue of port competitiveness, while comparing the concept of ports,
and as a variable that impacts on business competitiveness and in the
regions that are served when compared with other ports served by other,
invariably leads us to cost components, value-added prices and productivity:

Port costs are largely related to the amortization of the investment that is
needed in equipment and major projects of infrastructure and accessibility,
which represent a heavy burden and increased risk, at least early in life and
in starting the operation of new terminals and new dredging depth.
This component is inevitable in most European countries, co-financed by the
state and cities, which in turn require their reflection in the reduction of
rents collected in grants and prices to the end customer, to maximize the
benefits gained in businesses and the economy, usually much higher than
the costs of public funds.
This question was important to properly define the criteria for action by the
EU and national budgets in ports, in order to create a solid foundation of
competitiveness in the main cost of the service port, the hardware, as do
the Belgians, the French, the Spanish, the Dutch and the Germans.
Another key component of port costs is the labor force. A hand-labor cost, in
relation productivity / cost is a "dead weight" that we all have to bear and
drag when we go to the supermarket and buy more expensive imported
products, or when we can not use for children or are dismissed because
domestic firms can not compete with companies in exports of other
countries that have ports more competitive, finding themselves restricted in
their markets closer to the territory.
Workers of the ports remains, as indeed happens in some other sectors of
the economy, rather privileged and may, if willing, to stop the international
economic flows and hurt very much if they do not give compensatory pay
and benefits than those of other workers in most sectors of the economy.
Moreover, this service does not have any real competition and is a closed
world apart, with internal control of access. Not any temporary employment
agency that can give labor force for the ports, but only the special. The
stevedoring services can only be made by special workers, with special
wages and are forbidden to other free access and not being allowed free
subcontracting to third parties.
A careful opening this part could add greater productivity and
competitiveness of ports and domestic companies, benefiting the entire
economy.
Another important aspect is the cost of the staff of the various entities with
authority in the ports. The number of staff, the services are performed and
their productivity should move increasingly to the "standards" international,
so that the ports are competitive.
It makes no sense Portugal continue to have one of the highest number of
employees per tonne and then pay the entities per tonne busy ports. These
tables should stop growing, they are valued and start downloading the
number and levels of competitiveness internationally acceptable.
In terms of competitiveness, you can not force ships and cargoes to pay
costs and services "useless" do not exist in Spanish ports, as seems to
happen with some entities.
You have to study what each port authority in Spain, he charges for the
vessel, which charges per tonne for the service, which pays the wages per
ton and require upgrading and cost reduction, and as soon as possible the
reduction of prices.
A key issue to try to reduce these tables, is the question of employee
productivity entities with authority at ports, which are still deeply rooted
mentality of "servants" - can not be fired and with only minimal duties, but
have inalienable right to the monthly salary, in perpetuity and automatic
advancement in careers.
It seems very important to have some flexibility in hiring and firing, bringing
the private system, creating a link remuneration to the achievement of
objectives and to allow the awards for productivity, since the ports are
managed largely by several entities, and should be managed as businesses.

Finally, it seems important to talk about the price port and its regulation,
which will be concerned when there is already an organization whose job
description includes responsibilities and, in general, regulation of tariffs of
the ports.
First, the basic principle must be understood to ensure the lowest possible
prices to the final customer of the ports, requiring that there is real
competition in all segments, ports and port services, avoiding any strategy
or policy to create more undue losses related to the control of artificial
prices or services offered, and avoiding the creation of monopolies and
monopolistic dealers.
When you can not ensure free competition, must be taken special measures
to follow to ensure control of prices, the limits of acceptable yields and cost
efficiency.
Moreover, the regular price should be understood as the port total price paid
by the end customer and thus, for all services rendered at ports.
Regular part does not fit. Or if you regulate the price and consider all or not
is regular. Regular rates one or two of no use when prices are a collection of
many fees add up, affecting the final customer. It is this question of the tree
and the forest.
I believe the port law may be the way to reverse some trends, paving the
way for the competitiveness of ports, with the aim in mind: the
competitiveness of Portuguese companies.