Heterogeneidad estructural de la agricultura familiar en el Brasil

La desigualdad regional y productiva puede originarse a partir del proceso de modernización agrícola, donde una parte de los agentes son capaces de incorporar y absorber el contenido tecnológico, pero otros permanecen al margen no solo del entorno organizacional innovador, sino también de los procesos de aprendizaje y difusión de las nuevas técnicas y conocimientos productivos. Aquí se analiza la agricultura familiar, comparándola en términos regionales y por grupos de productores con alto, medio y bajo contenido tecnológico. Además, se calcula el índice de desigualdad productiva (Gini del ingreso bruto) de las regiones Norte, Nordeste, Centro-Oeste, Sudeste y Sur. Se argumenta que, frente a la diferenciación regional, la envergadura de los emprendimientos y los diversos niveles de incremento tecnológico, las políticas públicas deben tender a reducir las diferencias perjudiciales para la difusión de los nuevos conocimientos y el aumento de la productividad de los agentes, proporcionando una mayor inclusión productiva.

The opportunities and risks associated with privatizing railways in Latin America

Most railways in Latin America were built by private firms, often foreign owned. Over time, owing to a combination of nationalizations and competition from road transport, virtually all railways passed into government hands; the railroad industry became more and more of a white elephant for the Government because of the ever-increasing subsidies it swallowed up, its dwindling role in national economies, and a conviction that Governments should not be involved in productive activities. Consequently, the late 1980s saw the start of a trend towards denationalization of railways, with the latter being turned over to private, often foreign, interests. In this way, the railway industry in Latin America has come full circle in the space of 150 years. So far, there has not been any assessment of the recent privatization of railways in Latin America. However, the conclusion would probably be that: (i) privatization has on the whole been successful, and (ii) the results achieved would have been more positive still, had some things been done slightly differently. One problem is that the bidding process has failed to take into account the positive externalities associated with railways, such as the contribution they make to reducing road maintenance costs and environmental damage caused by road transport. Another unresolved issue is whether to put the entire railway system up for tender, or to invite separate bids for infrastructure and services. Economies of scale operate in the railway industry, favouring the existence of a number of rail companies. In the past, the railway companies of neighbouring countries such as Argentina and Paraguay, and Bolivia and Chile, enjoyed ties at director level, but these came to an end with the nationalization of railways. Now that the era of State involvement is itself drawing to a close, we can expect to see the formation of integrated railway systems, one of which might extend from Quijarro, on the border between Bolivia and Brazil, to Puerto Montt in the south of Chile.

Determinants of ownership concentration in the Chilean stock market

Includes bibliography.