Patrón de especialización productiva y Valor Añadido en el Sistema Portuario Español

Resumen:Este trabajo estudia la relación entre el patrón de especialización productiva de 27 Autoridades Portuarias (AAPP) españolas y el valor añadido generado durante el periodo 2008-2013. Siguiendo un enfoque multiproductivo, se calcula, en primer lugar, un índice de especialización productiva por puerto y servicio de carga y pasajero. En segundo lugar, se mide el valor añadido bruto a coste de los. Finalmente, se analiza la relación entre el valor añadido bruto y el patrón de especialización de cada AP estimando la contribución a la economía de la región realizada por cada uno de los servicios prestados.Abstract:In addition to being a strategic link in the global transport chain, ports have become important poles of economic activity that contribute significantly to economic development and well-being. The main objective of this paper is to analyze the relationship between the pattern of productive specialization and the generation of added value of the 27 Port Authorities (AAPP) that are members of the Spanish system during the period 2008-2013. In the first place, the study of the productive specialization is carried out calculating a statistical index of specialization by port and cargo (IEPC), distinguishing the services offered according to the type of merchandise and / or passengers that pass through the port. Thus, and adopting a multiproductive approach to port activity, this paper consider several port service related with the cargo measured in tons: petroleum products, other liquids, solid bulk, general containeraized cargo, general merchandise not containerized and bunkering services. Along with these merchandise traffics, this work includes transit services in passengers with regular transport (PR) and cruise (PC), this being the main novelty in relation to the study of the port specialization pattern. The main results obtained show that, in general, Spanish ports have focused on the traffic of non-containerized general merchandise, solid bulks and passenger traffic on cruises. In terms of the specialization pattern, we can identify two types of ports: those that have focused on meeting the demands for transport services of goods and passengers made by the production and consumption system of the region where the port is located and those other ports that have adopted and promoted a strategy of specialization in services demanded outside the region, becoming a stopover in the passage of goods and passengers. Among the latter are the cases of the large ports of the SPE that have been integrated into the large container and / or cruise ship routes, orienting their specialization strategy to attract merchandise and passenger traffic that does not have that port as a destination. final. Secondly, the gross value added to factor costs of the 27 Public Administrations analyzed during the 2008-2013 period is calculated using the information obtained from the Annual Management Reports published by Puertos del Estado. Next, we analyze the relationship between the different productive services offered and the gross added value at the cost of the factors in order to identify the contribution of each of the port services considered. For this, an econometric model is estimated that relates the level of gross added value with respect to each of the goods and passenger traffics considered. Thus, the traffic of non-containerized general merchandise, solid bulk and passenger traffic in cruise ships is identified as the main generators of added value, the latter being an activity that contributes to compensate for the reduction in the added value of passenger traffic under the regime of regular transportation. The analysis of the results allows to identify the effect on the gross added value of each of the port traffics. Thus, it is observed that an additional tonne of non-containerized general merchandise causes an increase in added value equal to 3.8 euros. Considering that a standard container usually has an average load of approximately 15 tons, it is calculated that an additional movement of a container produces an increase in added value of 7.2 euros. This result is consistent with the idea that the traffic of containerized general merchandise generates greater added value than that of general non-containerized merchandise. Another interesting result is the role played by the provisioning service to ships. This business has recently acquired a very important role, which is related to the result found in this study and according to which the increase of one ton of goods in the victualling service generates an increase in added value of 4.86 euros Finally, we must highlight the results related to passenger traffic. In this sense, it is noticed that while the traffic of passengers in regular transport regime does not contribute to improve the added value of the Public Administrations, the opposite occurs with the transit of passengers in cruise regimes. This leads us to reflect on the role of public service that obliges public administrations to provide service to regular passengers regardless of the added value generated by this service. Given that the port infrastructures used in this regular passenger traffic are the same as for the transit of cruise passengers, it is observed that the Public Administrations have reacted to this situation by encouraging the transit service of passengers on cruises, with the purpose of taking advantage of common costs and improve the result relative to the joint transit of passengers. Thus, the results obtained show that although each regular passenger reduces the added value by 4.8 euros, one cruise passenger contributes up to 18.13 euros, which has helped the Public Administrations compensate for the effects associated with the transit of passengers on a regular basis. . This notable difference between the added value generated by each type of passenger may be related to the lower elasticity of the demand for the services requested by cruise passengers, which has allowed the Public Administrations to set higher tariffs than those established for the case of passengers on board. of regular transportation. With all this, the cruise business is contributing to offset the negative results related to the regular public service. Finally, it has been analyzed to what extent the pattern of productive specialization of the port authorities has been transformed into added value. In this sense, a wide variety of cases has been found depending on the port in question and the type of merchandise or passenger traffic considered. This highlights the fact that the specialization of some port authorities, in terms of traffic volumes, has not been reflected, with the same intensity, in the generation of added value.