The project aims to convert the current Port of Ponce into a value-added tax-free customs-free international shipping hub[5] similar to, though not as large as, the megaports located in Singapore and Rotterdam.

The port was created on 28 February 1789, through the Royal Decree of Spanish King Carlos IV de Borbón.

During this time the Port, with its adjacent massive construction of commercial buildings, stores and warehouses, "became more important to the national [Puerto Rican] economy than San Juan's.

[23][24] The port has been an important part of the island's economy, especially to the sugar cane and coffee industry during the first half of the 20th century.

In 1913 the municipality completed a covered pier of concrete and steel with ample depth of water and railroad connections.

[27] Operations at the Port of Ponce were significantly reduced during the second half of the 20th century, mainly due to the decay of the agricultural industry of the Island and the fact that the government shifted most shipping imports and exports to the San Juan Port located in the island's capital of San Juan.

Following these ownership changes, several improvements were made to the Port of Ponce, most of them under the administration of late mayor Rafael "Churumba" Cordero Santiago.

[38] Records show that at least by the mayoral administration of José Tormos (1977-1984), a group of municipal officials had visited Washington in September 1979 seeking $23 million to finance the megaport project.

[39] By then Puerto Rico's economy was highly dependent on an export manufacturing industry, which in turn relied on substantial federal and commonwealth government tax subsidies.

During the late 1990s, the megaport project obtained significant support when the US federal government decided to phase out most of the federal tax subsidies awarded to manufacturing companies in Puerto Rico, and after the neighboring countries of Jamaica and the Dominican Republic announced plans to create megaports of their own.

The government also found that Puerto Rico had several advantages over its Caribbean competitors, which included first-class infrastructure (such as highways and several airports), strong economic and political ties with the United States, and the island's close proximity to the Mona Passage (a large and deep channel between Puerto Rico and the Dominican Republic through which most ships sail when traveling between the Panama Canal and the US eastern coast).

[44] This project would allow the actual Port of Ponce to handle three post-panamax vessels at any given time[45][46] (Puerto Rico previously could not handle these types of ships due to relatively shallow depths) and increase its annual throughput to a total of 1.4 million twenty-foot equivalent units (TEU).

[55] As part of the transfer accord the commonwealth-level Autoridad del Puerto de las Americas (POTA Authority) ceased to exist.

[56] The post-panamax cranes were first put into commercial use on 21 December 2011 with the offloading of five containers destined to Campamento Santiago in Salinas, Puerto Rico.

The operation required the support of the Ponce Municipal Police Marine Unit, Fuerzas Unidas de Rapida Accion (United Forces for Fast Action, FURA), the Ponce Municipal Office for Emergency Management, the Puerto Rico Police, the Puerto Rico Fire Corps, the U.S. Coast Guard, the Puerto Rico National Guard, and POTA personnel.