| Abstract [eng] |
In final master thesis project, it is analyzed possibilities to use public private partnership agreements for development and construction of new maritime infrastructure. Project have three main parts. The first part gives an overview of the scientific and political development of seaports in the European Union. The main legal documents regulating the concession and operation of seaports in Lithuania and the European Union are presented. The main advantages and disadvantages of public-private partnerships are identified. A search has been made for other researchers who have analyzed the use of these contracts to develop seaports and improve operational efficiency. Following the research analysis, the aim of the final project was to carry out the analysis of the concession projects of the European seaports and to provide a recommendation for the use of a specific concession model for the development of new maritime infrastructure in the Klaipeda Seaport. The second part of the project presents the methodology of practical research. An overview of the prevailing seaport business models and their organizational structures. The main performance indicators of seaports and terminals and their calculation are presented. The practical study is carried out using a cost-benefit analysis methodology developed by the Central Project Management Agency. It consists of 3 parts financial analysis, economic analysis and risk assessment. The third part deals with the analysis of alternatives for the implementation of Klaipeda Seaport development project (construction of a new external port). The first alternative is when the external port project is implemented through a concession contract. Allowing the concessionaire to develop, operate and profit on new infrastructure on state land for a specified period. The second alternative would be to implement the development project using the existing port infrastructure management model, where the project would be implemented with the help of Klaipeda State Seaport Authority from the state budget and the new infrastructure would be leased to private companies. By modeling the financial flows of the project and obtaining the main financial indicators of the alternatives - financial net present value A1 328,819> A2 -106,194, financial internal rate of return A1 7,79 %> A2 2,51 % and financial benefit-cost ratio A1 1,24> 0,79 found that the first alternative is more financially viable. A risk assessment has been carried out to select the optimal alternative. The breakthrough values estimate that the FNPV and FIRR of the project will be zero for 270% of the investment. If the residual value of the investments is reduced by 807%, the project will become financially unprofitable. The values of the breakthrough points are high, so the project cannot be considered particularly risky and is worth initiating. Information from 65 references was used in the final master's project. There are 25 tables and 25 pictures. |
