Bibliographic citations
Asto, L., (2021). Evolución y oportunidades de mejora de los contratos de concesión autosostenibles en materia de inversiones, desde Matarani hasta Salaverry [Trabajo de suficiencia profesional, Universidad Nacional de Ingeniería]. http://hdl.handle.net/20.500.14076/22083
Asto, L., Evolución y oportunidades de mejora de los contratos de concesión autosostenibles en materia de inversiones, desde Matarani hasta Salaverry [Trabajo de suficiencia profesional]. PE: Universidad Nacional de Ingeniería; 2021. http://hdl.handle.net/20.500.14076/22083
@misc{renati/267164,
title = "Evolución y oportunidades de mejora de los contratos de concesión autosostenibles en materia de inversiones, desde Matarani hasta Salaverry",
author = "Asto Montes, Lisandro Cliserio",
publisher = "Universidad Nacional de Ingeniería",
year = "2021"
}
In 1999, the Peruvian government began the process of modernizing the port terminals, due to the need to develop the National Port Infrastructure, with the subscription of the Concession Contract of the Matarani Port Terminal. In the following years, the main port of the country located in Callao was granted a concession, signing the contracts for the south pier (2006), mineral pier (2011) and north pier (2011). Continuing with this process, in the north of the country the port of Paita was concessioned (2009) and in the south of the country, in the Ica region, the General San Martín Port Terminal (2014). Based on the experience of all the above-mentioned contracts, in 2018 the text of the Concession Contract for the Salaverry Port Terminal was designed. Currently, the concessions granted are being questioned for having been linked to some cases of corruption, including the termination of an airport concession contract, and this is a bad precedent for the Peruvian government, which wishes to modernize the transportation infrastructure. Many studies have concluded that the State is not very efficient in public spending, so the most viable alternative would be to have the participation of private companies to finance projects in the long term. It should be noted that, due to the importance of ports for world maritime trade, these can have self-sustaining contracts, although these require a high level of investment to modernize infrastructure, equipment and information technology systems. This investment should be covered by the collection of tariffs for port services. In addition, a percentage of the revenues must be delivered to the State as part of the remuneration agreed in the concession contract. On the other hand, the economic growth of a country is based on keeping the economic activity operational. This is achieved through the activity of important sectors such as mining, energy and construction. Also bearing in mind that there are other industries, such as tourism and gastronomy, that generate jobs and expenses / consumption. However, currently macroeconomic indicators such as gross domestic product (GDP) are not encouraging. Therefore, our authorities must make decisions to change the economic course of the country. Some aspects have been identified that delay the commissioning of new infrastructure required by the maritime market. With the development of this work, we offer our contribution for the design of future concession contracts based on the experience obtained in their administration, focused on the development of port infrastructure within the framework of concession contracts. This will improve expectations in the construction sector with the generation of high impact investments.
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