Abstract

En la nostra aportació reflexionem inicialment sobre els canvis profunds que s’han produït en la nostra societat, especialment en allò que fa referència al coneixement, i analitzem la naturalesa del coneixement en el context del món modern.

Els sistemes educatius, com a proveïdors i responsables, han d’evolucionar cap a models que garanteixin aprenentatges de qualitat per a la majoria de la població. En aquest àmbit té un paper nuclear la formació professional, que està fortament responsabilitzada en cobrir les necessitats de caràcter social, econòmic, laboral i personal de la societat i que per donar una resposta vàlida a tots aquests reptes requereix de canvis profunds de caràcter estructural.

A partir d’aquest plantejament inicial analitzem els indicadors globals de sistema més importants i dissenyem 5 objectius de caràcter estratègic per orientar el desenvolupament futur del model educatiu.

Abstract

Submitted by Isabele Garcia (isabele.garcia@fgv.br) on 2018-01-03T16:48:40Z No. of bitstreams: 1 CEPESP_Moreno-Moroy; Posada. The impact of public transport expansions on informality.pdf: 3096163 bytes, checksum: ab616acbd943d66a959dad54ebd1c5fb (MD5) Approved for entry into archive by Isabele Garcia (isabele.garcia@fgv.br) on 2018-01-03T16:49:55Z (GMT) No. of bitstreams: 1 CEPESP_Moreno-Moroy; Posada. The impact of public transport expansions on informality.pdf: 3096163 bytes, checksum: ab616acbd943d66a959dad54ebd1c5fb (MD5) Made available in DSpace on 2018-01-03T16:49:55Z (GMT). No. of bitstreams: 1 CEPESP_Moreno-Moroy; Posada. The impact of public transport expansions on informality.pdf: 3096163 bytes, checksum: ab616acbd943d66a959dad54ebd1c5fb (MD5) Previous issue date: 2015 The São Paulo Metropolitan Region (SPMR) displays a strong core-periphery divide. Central areas concentrate the bulk of formal jobs while peripheral areas display high incidence of informal employment. This pattern is reinforced by a large deficit in urban transport provision. Against this background, we estimate the impact of expansions of the public transport system on local informality rates for the SPMR between 2000 and 2010. We compare the average changes in informality in areas which received new public transport infrastructure with the average changes in areas which were supposed to receive infrastructure according to official plans, but did not because of delays. After controlling for endogenous selection, we find that informality decreased on average 16 percent faster in areas receiving new public transport infrastructure compared to areas that faced project delays.

Abstract

Si bien el Inca Garcilaso de la Vega no escribió tratados sino obras de historia política, las referencias económicas en La Florida del Inca (1605) y las dos partes de los Comentarios reales (1609, 1617) ofrecen un testimonio indirecto de algunos de los procesos económicos del colonialismo temprano. Este artículo sintetiza las menciones de Garcilaso al comercio, los precios y los bienes materiales, y las sitúa dentro de la evolución de su manera de escribir historia y dentro de sus opiniones sobre la historia del Nuevo Mundo (incluyendo tanto interpretaciones de procesos históricos como recuerdos personales).

Abstract

Economic theory claims that contracts renegotiation prevents from reaching the informationally constrained efficient solution that could have been obtained under full commitment. Assessing the cost of renegotiation compared to the full commitment scenario still remains an open issue from an empirical viewpoint. To address this question, we fit a structural principal-agent model with renegotiation on a set of contracts for urban transport services. The model captures two important features of the industry. First, only two types of contracts are used in practice (fixed-price and cost-plus). Second, subsidies are greater when a cost-plus contract was signed earlier on than following a fixed-price contract. We then compare a scenario with renegotiation and a hypothetical situation with full commitment. We conclude that the welfare gains from improving commitment would be significant but would accrue mostly to operators. Document type: Preprint

Abstract

The Green Paper on Urban Transport highlights the importance of promoting public transport as a means of achieving better sustainable mobility. Unfortunately, budget resources are often constrained. On the other hand, literature points out that transport infrastructure induce economic impacts in the areas where they are placed. This effect is caused by the fact that people realize the positive effects of accessibility and want to live or work close to transport stations. Regarding this fact a question arises. Is it possible to capture the value induced by the construction of a new infrastructure facility as an additional financial source? The aim of this paper is to analyze different direct and indirect mechanisms of value capture to fund transport infrastructure. Document type: Part of book or chapter of book

Abstract

Russia has a well-developed and powerful transportation system. However, the entire transpon infrastructure was designed to meet the needs of a closed and centralized economy. It has become clear that the current road network does not fillfill Russia's social and economic needs. The growth of Russia's road network has fallen far behind motorization rates and the growing demand for road transportation. This gap is a result of the low level of investment in road infrastructure, especially during the last decade. The lack of an adequate stock of roads is particularly evident in Moscow, leading to extremely high traffic congestión, with adverse consequences in terms of wasted time, air pollution, noise, climatic effects, etc. Increased investment in road infrastructure is necessary to reduce Moscow's road congestión. To this end, in addition to increasing public investment, it would be helpful to involve the prívate sector by means of public-private partnerships (PPP). This paper analyses the issues surrounding road concessions and the challenges and difficulties of using a PPP model in Russia. First, the study analyses data on the evolution of the road network and of transport demand in Russia over the last decade. These data illustrate the difficulties of maintaining the road network and of responding to the growing transport demand. Then the paper reviews the challenges of PPP projects aimed at improving the road network, focusing on two recently granted motorway concessions near Moscow. Finally, prospects for further development of public-private partnerships to relieve road congestión in the Russian capital are explored. Document type: Conference object

Abstract

The total energy demand in the transport sector represented 48.80% of the total consumption in Ecuador throughout 2016, where 89.87% corresponded to the road transport sector. Therefore, it is crucial to analyze the future behavior of this sector and assess the economic and environmental measures towards sustainable development. Consequently, this study analyzed: (1) the total energy demand for each vehicle class and fuel type (2) the GHG (greenhouse gas) emissions and air pollutants NOx and PM10 and (3) the cost attributed to the fuel demand, between 2016 and 2035. For this, four alternative demand scenarios were designed: BAU: Bussiness As Usual EOM: Energy Optimization and Mitigation AF: Alternative Fuels and SM: Sustainable Mobility using Long-range Energy Alternatives Planning system. After analysis, the EOM, AF, and SM scenarios have advantages relative to BAU, where SM particularly stands out. The results show that SM compared to BAU, contributes with a 12.14% (141,226 kBOE) decrease of the total energy demand, and the economic savings for this fuel demand is of 14.22% (26,720 MUSD). Moreover, global NOx and PM10 emissions decreased by 14.91% and 13.78%, respectively. Additionally, accumulated GHG emissions decreased by 13.49% due to the improvement of the fuel quality for the vehicles that mainly consume liquefied petroleum gas, natural gas, and electricity. Document type: Article

Abstract

A partir de los antiguos y modernos escritos que instruyen al gran terrateniente sobre cómo tratar la agricultura y la silvicultura, con sus sirvientes, vasallos y esclavos, se plantea la cuestión de la relación entre la organización de la casa grande como instalación de producción agrícola y la economía moderna. La hipótesis que debe ser confirmada es que son precisamente sus planteamientos normativos los que pueden ser correctivos de la economía actual y, así, apoyar las reivindicaciones de la ecología actual. Esta hipótesis tiene una implicación: el medio ambiente como mundo de objetos está constituido por el sujeto, es decir, por los valores del individuo, por el conocimiento con el cual interpreta el mundo y por su relación con sus semejantes, que pertenecen a su mundo y con quienes lo interpreta. Si se quiere entender el ambiente como un objeto, entonces se debe empezar por el sujeto. El sujeto, pero también su casa, es el microcosmos que se corresponde con el macrocosmos del entorno.

Abstract

Creative Commons Attribution License [EN] In this paper, we analyze the current Spanish tariff system as applied by low-temperature distribution companies on transport in part loads of perishable freight that are destined to Spain’s main European export markets. Using 2008 data that have been directly obtained from a sample of transport companies, the price structure is formulated by making a distinction between ordinary and final prices and their respective variables. Next, the price structure is compared to the mean production costs. According to our calculations, we can state that the tariffs of distribution companies depend on the mean total cost, and they are estimated by using final prices calculated expressly for every customer. Finally, this paper outlines directions for future empirical work. [ES] Este trabajo analiza el sistema de tarificación aplicado en España por los operadores logísticos de frío (OLF) en el transporte de alimentos perecederos en carga fraccionada con destino a los principales mercados europeos de exportación. A partir de datos recabados en una muestra de OLF, se formula un modelo que posibilita la identificación de los componentes que integran el precio final. El análisis econométrico distingue en qué medida son relevantes dichos componentes y constata que los OLF tarifican según el coste total medio, empleando precios finales que calculan expresamente para cada cliente, dado que hay demandas de distinta intensidad a lo largo del año y trayectos con diferencias acusadas en los costes de producción. Andrés González-Moralejo, S. (2012). Refrigeration logistics operations and perishable transport costs in groupage loads: an application for Spanish exports in Europe. Ciencia e Investigación Agraria. 39(2):265-278. http://hdl.handle.net/10251/59741 S 265 278 39 2 Document type: Article