Fundações privadas e precarização do trabalho docente na UNESP: 1995-2008

Coordenação de Aperfeiçoamento de Pessoal de Nível Superior (CAPES)

Mercado e trabalho no ensino superior

Coordenação de Aperfeiçoamento de Pessoal de Nível Superior (CAPES)

Istmo Centroamericano: la regulación de la distribución de energía eléctrica en los países con empresas privadas. Los casos de El Salvador, Guatemala, Nicaragua y Panamá

Incluye Bibliografía

Determinação da distribuição de lei de potência aos tempos de reparo de uma linha férrea

Coordenação de Aperfeiçoamento de Pessoal de Nível Superior (CAPES)

Memória e patrimônio ferroviário: estudo sobre o Museu da Companhia Paulista em Jundiaí-SP

Conselho Nacional de Desenvolvimento Científico e Tecnológico (CNPq)

Regional integration in Latin America, globalization and South-South trade

Includes bibliography

Regulation of the private provision of public water-related services

Includes bibliography

Privatização e política neoliberal: a resistência da categoria bancária no processo de privatização do Banespa (1995-2000)

Pós-graduação em Ciências Sociais - FFC

Reforma do Estado e transformação das elites econômicas e políticas de São Paulo

Coordenação de Aperfeiçoamento de Pessoal de Nível Superior (CAPES)

A precarização do trabalho docente nas escolas estaduais paulistas

Pós-graduação em Educação - FFC

Análise das transformações técnicas produtivas da avicultura de corte em Moçambique: do estado estruturante ao liberalismo econômico

Coordenação de Aperfeiçoamento de Pessoal de Nível Superior (CAPES)

Concentration in liner shipping

Containerization, telecommunication, globalization and privatization are among the most important recent trends that have affected shipping. Concentration is another trend which is expected to have a major impact. This refers to the increasing control in the hands of a small number of companies who hold an increasing market share. Although at first this process may be associated with dominant positions and abuse of monopoly power, in reality, the advantages for the economies of Latin America and the Caribbean should by far outweigh the disadvantages. This edition of the FAL Bulletin presents some of the findings of a recent study prepared by the ECLAC Transport Unit, entitled, Concentration in liner shipping - its causes and impacts for ports and shipping services in developing regions, LC/G.2027 , August 1998.

Urban transport in the era of economic liberalization

In that decade, a different solution was required, because the Latin American economies, with only a few exceptions, were already regulated, protected and supervised by the State. One notable exception was the Chilean economy, which, at the onset of the 1970s, had been among the most controlled economies in the region after Cuba. Beginning in 1976/1977, Chile's economy underwent profound restructuring with the adoption of neoliberal policies, involving a reduction in customs tariffs, a decrease in State subsidies, the first steps towards the privatization of state-owned enterprises and a loosening of controls both over prices and production processes in general. The Chilean experience initially gave good results, but in 1982 Chile fell into a deep recession, caused to some extent by the continued fixing of one of the most important prices, that of the Chilean peso on the foreign exchange market, together with inadequate regulation of the banking sector.

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.