La presente investigación se realizó para proponer una solución al problema de la Carretera Central, que conecta la región Lima con la región Junín, la cual presenta un nivel insuficiente de servicio ya que no cuenta con carriles de adelantamiento debido a la topografía ondulada y accidentada que presenta. El objetivo general, es proponer el desarrollo, en la modalidad de concesión, del proyecto de una vía alterna a la carretera central, para tal fin, se identificó el trazo más adecuado y características principales de la nueva vía alterna, además se realizó la evaluación privada para la concesión de la nueva vía y se proponen las principales características que deben considerar las bases para el concurso de selección del concesionario. Mediante criterios de rentabilidad como el VAN y TIR se analizó la posibilidad de intervención de la empresa privada para el desarrollo del proyecto, con el fin de determinar las características básicas del proyecto, de manera, que sea de interés para el sector privado. La metodología para el desarrollo del estudio es de tipo descriptivo, porque se definieron las variables que se van a medir, del tipo Correlacional, porque se halló el grado de relación de las variables, mediante hipótesis. El diseño de la investigación es Explicativa porque contiene un conjunto de definiciones y de suposiciones relacionado entre sí de manera organizada. De acuerdo al análisis realizado, se concluye, que la nueva vía, ruta Río Blanco – Huari, debe ser desarrollado en la modalidad de Concesión Cofinanciada, donde, por las características del proyecto, el estado sería el principal inversor. This research was conducted to propose a solution to the problem of the Carretera Central, which connects Lima with Junín, which has an insufficient level of service because do not have passing overtaking lanes due to the undulating topography it presents. The overall objective is to propose the development, in the form of concession, the project of an new alternate route to the Carretera Central, for this reason, we identified the most suitable stroke and main features of the new alternate route, also, private assessment for granting the new road was made and the main features that should be considered the basis for the competitive selection of the concessionaire are proposed. By criteria of profitability as the NPV and IRR analyzed the possibility of private sector participation for the development of the project, in order to determine the basic characteristics of the project so that is of interest to the private sector. The methodology for the development of the study is descriptive, because the variables to be measured, the correlation type, because the degree of relationship between the variables was found by hypotheses were defined. The design of the research is explanatory because it contains a set of definitions and assumptions related to each other in an organized way. According to the analysis, it is concluded that the new road, route Rio Blanco - Huari, must be developed in the form of Concession Co-financing, and the state would be the main investor according to the project characteristics.

The aim of this thesis is to evaluate the impact of EU developmental funds of municipalities or associations of municipalities Pečecký region. The thesis is divided into a theoretical part, which generally represents the position of the municipality, individual actor's municipal development, municipal budget complications and debt service. The practical part analyzes the impact of completed projects financed from EU funds for the development of micro-communities studied. In the analysis we selected investment projects completed over 1 million CZK co-financed. The beneficiary is given micro-region or one of its municipalities. The work discusses the practical problems of selected municipalities in the region who are in the process of project implementation. These include in particular the impact of co-financing projects, the municipal budget, the administrative complexity of the project, staffing and many more.

This paper presents the phenomenon of private co-financing of national roads. The theory section show that there is currently no statutory regulation of private co-financing. However a regulation is proposed in a supplement to existing planning and building law (2010:900). The case studies present examples of how private co-financing of national roads works in practice. In these cases, private co-financing is regulated by the development agreement. The analysis points out that problems can arise when the parties in a development agreement are not equal. / I denna uppsats presenteras fenomenet privat medfinansiering av statliga vägar. I teoriavsnittet visas att det idag inte finns någon lagreglering av privat medfinansiering. En reglering föreslås dock i ett tillägg till gällande plan- och bygglag (2010:900). I fallstudier presenteras exempel på hur privat medfinansiering av statliga vägar går till i praktiken. Där framkommer att privat medfinansiering regleras i exploateringsavtal. Analysen visar bland annat på att vissa problem kan uppstå då parter i ett exploateringsavtal inte är jämbördiga.

Det finns betydande behov av att utveckla befintlig och ny transportinfrastruktur i Sverige. Dessa projekt är ekonomiskt utmanande och begränsas ofta av offentliga budgetar. I avsikt att utöka finansieringskapaciteten har värdeåterförande metoder införts som fördelar ansvaret på fler parter. Det senaste tillskottet är medfinansieringsersättning som innebär att en kommun som medfinansierar statlig eller landstingskommunal transportinfrastruktur i sin tur får förhandla med fastighetsägare och exploatörer om att frivilligt ersätta kommunen för deras bidrag. Ersättningen kan aktualiseras förutsatt att en kommun medfinansierar, fastigheter antas öka i värde och kommunen har riktlinjer för tillämpningen.  Medfinansieringsersättning regleras sedan april 2017 i plan- och bygglagen. I lagstiftningen finns tolkningsutrymme för det praktiska utförandet, varför arbetet belyser hur kommuner tillämpar och kan tillämpa ersättningen. Studien sammanställer bl.a. nio Stockholmskommuners förhållningssätt, baserat på intervjuer och kommunala handlingar. Resultaten visar att en övervägande del av kommunerna har börjat eller ska börja använda medfinansieringsersättning. Det finns noterbara skillnader i tillämpningen som beror på skilda förutsättningar avseende exempelvis stadsbild, markägoförhållande eller politisk vilja. Inom vilka geografiska områden som avtalande om ersättning blir aktuell framgår av kommunens influensområden som definieras utifrån transportinfrastrukturens värdepåverkan. Generellt betalas ersättningen som ett belopp per kvadratmeter byggrätt vid exploatering av bostäder och kontor inom 1 000 meter från stationslägen. I influensområdena kan ersättningsnivån variera med faktorer som exempelvis avstånd till station eller tid till driftstart.  Ersättningen motsvarar ungefär 5 % av byggrättsvärdet, men nivån kan variera mellan ca 0-10 % beroende på kommunens antaganden och förhållningsätt. Flertalet kommuner bestämmer ersättningsnivån genom att fördela medfinansieringsbidraget på planerat antal byggrätter istället för att utgå från en värdering av värdeökningen. Orsaken är att kvantifiering av värdeförändringen bedöms för oklar och svårbestämd. Samtidigt är det få som ifrågasätter att transportinfrastruktur medför värdepåverkan. I varje enskilt fall där värdeökningen kan antas större än ersättningen bör därför överenskommelse vara möjlig. Medfinansieringsersättning kan inte anses vara så förhandlingsbart och frivilligt som lagstiftaren hade intentioner om. Att nå en frivillig överenskommelse begränsas av att parterna inte är jämnstarka till följd av kommunens planmonopol samt att likabehandling, transparens och förutsägbarhet ska upprätthållas. Erläggande av ersättningen kan snarare ses som en förutsättning för att få en detaljplan inom influensområdet. / There is a considerable need to develop new and existing transport infrastructure in Sweden. These projects are economically challenging and often limited by public budgets. To expand the financial resources, methods of land value capture have been introduced to allocate responsibility to more parties. The latest addition is “co-financing compensation”, which means that a municipality that co-finances transport infrastructure can negotiate with a property owner or developer to voluntarily compensate the municipality for their contribution. The compensation can be actualized provided that a municipality co-finances, the real estate is assumed to increase in value and that the municipality has guidelines for its application. Co-financing compensation was introduced in the Planning and Building Act in April 2017. The legislation is relatively vague, which creates opportunities for interpretation of the practical implementations. Therefore, the work sheds light on current and potential ways for municipalities to apply this compensation. The study compiles how nine municipalities within the Stockholm region use the compensation, based on interviews and municipal documents. The results show that a majority of the municipalities have begun or will begin to use co-financing compensation. There are notable differences in the application due to conditions such as cityscape, landownership or political intention. The catchment area, defined by the municipality, shows which areas are eligible for the compensation and depends on how the transport infrastructure impacts the monetary land value. In general, the compensation is paid as an amount per square meter of the building rights when developing buildings within 1 000 meters from train stations. Furthermore, in the catchment areas, the compensation level may vary with factors such as distance to station or time to station opening of the transport infrastructure. The co-financing compensation corresponds to approximately 5 % of the building right value, but the level may vary between 0-10 % depending on the municipality's adoptions and approaches. Most municipalities determine the level of compensation by allocating the co-financing contribution to a planned number of building rights instead of appraising the value increase. The reason is that quantification of the change in value is considered to be unclear and difficult. At the same time, not many people questions the notion of transport infrastructures impact on property values. In each case where the increase in value can be assumed to be greater than the compensation, an agreement should be reachable.

Made available in DSpace on 2016-04-29T14:17:57Z (GMT). No. of bitstreams: 1 Jose Lucas Cordeiro.pdf: 3252271 bytes, checksum: f0d64e166889ac27206c966667824bcf (MD5) Previous issue date: 2009-10-15 / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior / The central issue of this Doctorate thesis is the investment made by the three spheres of Government in Social Assistance. This study proposes to identify the possible occurrence of heterogeneity in the budget of the Social Assistance policy of the Federal, State and City Governments. Thus, this study presents the amount of investment in Social Assistance by the Union, states and cities and the way the Social Assistance resources are allocated in the budget of these three mentioned spheres of Government. Before starting the discussion about the investment, this study shows the juridical and institutional marks referring to the financing in the period post-Social Assistance Organic Law (LOAS). Also, it displays the changes that took place in the process of classification of the Social Assistance as a public investment and how the elaboration of the budget of this policy is processed. The volume of the investment in Social Assistance is worked by delimiting a specific period for each federative being. For the Union investment, the studied period goes from 1995 to 2008, the state and city data are from 2002 to 2007. For the analysis of the way the resources are allocated by the Social Assistance in the budgets, the period is from 2000 to 2008 for the Union, 2006 to 2007 for the States and 2007 to 2008 for the cities. For starters, Chapter 1 discusses the course of the administration and financing of the Social Assistance budget in Brazil. It also analyses the process of the Brazilian budget and its evolution concerning Social Assistance with emphasis on the changes in the classification of the expenses. Also, it will discuss the process of Social Assistance budget and the process of the Social Assistance Fund Management. In the discussion of the amount of investment in Chapter 2, Social Assistance is set in the bosom of the public policies investments. These investments are compared with GDP (Gross national product ) and with the investments in Social Security. Apart from that, are presented the investments allocated in the Social Assistance National Fund (FNAS). In the States and cities the investments are compared with the total expenses showing their evolution in the described period. By the end of this chapter, it is compared the participation of the three spheres of Government in the national financing of the Social Assistance. In the analyses of the way the resources are allocated in the budget, it demonstrates the dispersion/gathering of the resources in the organ in charge of managing the policy and in the Social Assistance Funds / O tema central desta tese de doutorado é o investimento em assistência social das três esferas de governo. Busca-se, neste estudo, identificar a ocorrência de possível manifestação de heterogeneidade no trato orçamentário da política de assistência social pelos governos federal, estadual e municipal. Para tanto, apresentam-se o volume de investimento em assistência social por parte da União, Estados e Municípios e o modo de alocação dos recursos de assistência social nos orçamentos dessas três esferas de governo. Antes de entrar na discussão sobre o investimento, o estudo mostra os marcos jurídicos e institucionais referentes a esse financiamento no período pós Lei Orgânica da Assistência Social (Loas). Mostra, também, as mudanças ocorridas no processo de classificação da assistência social como investimento público e como se processa a elaboração do orçamento dessa política. O volume de investimento em assistência social é trabalhado delimitando-se, para cada ente federativo, um período específico. Para o investimento da União, trabalha-se com o período de 1995 a 2008; os dados estaduais e municipais abarcam o período de 2002 a 2007. Para análise do modo de alocação dos recursos de assistência social nos orçamentos, trabalha-se com o período de 2000 a 2008 para a União; 2006 e 2007 para os Estados; e 2007 e 2008 para os Municípios Dedica-se, inicialmente (Capítulo 1), à discussão sobre a processualidade da gestão orçamentária e financeira da assistência social no Brasil. É analisado o processo orçamentário brasileiro e sua evolução para a assistência social, com ênfase nas mudanças relacionadas à classificação das despesas. Também são abordados os processos de orçamentação da assistência social e de gestão dos fundos de assistência social. Na discussão do volume de investimentos (Capítulo 2), situa-se a posição da assistência social no bojo dos investimentos em políticas sociais; comparam-se, esses investimentos, com o PIB e com os investimentos em seguridade social e apresentam-se, em separado, os investimentos alocados no Fundo Nacional de Assistência Social (FNAS). Nos âmbitos estaduais e municipais, compara-se o investimento com a despesa total, mostrando sua evolução ao longo do período. Ao final do capítulo, compara-se a participação das três esferas de governo no financiamento nacional da assistência social. Na análise do modo de alocação dos recursos da assistência social nos orçamentos (Capítulo 3), demonstra-se o grau de dispersão/nucleação dos recursos no órgão gestor da política e nos fundos de assistência social

Baggrund: D. 1. januar 2007 trådte kommunalreformen i kraft i Danmark. Regionsdannelsen er den største ændring af den offentlige sektor siden kommunalreformen i 1970. Ansvaret for sundheds-væsenet bliver regionernes hovedopgave. Formål: At beskrive, analysere og diskutere de strukturændringer, der finder sted i sundhedsvæsenet, med hovedvægt på sygehusvæsenet i Danmark. Metode: Opgaven tager afsæt i et litteraturstudie, hvor udgangspunktet er officielle kilder og udredninger samt videnskabelig litteratur. Resultater: Strukturreformen, der er en centralisering, er inspireret af New Public Management-filosofien. Finansieringssystemet på sundhedsområdet er blevet væsentligt forandret med kommunalreformen. Det er en tvivlsom antagelse, at kommunale foranstaltninger er billigere end de regionale sundhedsydelser, og at nettobesparelsen er tilstrækkelig til at drive substitutionsprocessen. En nedsættelse af behandlingsgarantien fra to til en måned må forventes at stimulere markedet for private sundhedsydelser, med en underminering af den integrerede model med offentligt ejerskab og drift af sygehusvæsenet til følge. Konklusion: Den nye finansieringsmodel påvirker aktørernes økonomiske incitamenter, idet de enkelte aktører kun belønnes for de ydelser, de selv leverer til patienten, uden sammenhæng med resten af behandlingsforløbet. Den stigende aktivitetsafhængige finansiering udgør en væsentlig styringsmæssig udfordring. Ventetidsgarantien får med nedsættelsen fra to til en måned karakter af at være et servicemål, frem for at være en garanti for behandling af høj faglig kvalitet. / Background: On 1 January 2007 the Local Government Reform came into force. The formation of regions is the biggest change of the public sector since the Local Government Reform in 1970. The regions’ main task will be the responsibility for health service. Purpose: To describe, analyse and discuss the structural changes taking place in the Danish health service, with emphasis on hospitals. Method: The starting point of the essay is official sources and explanations as well as scientific literature. Results: The structural reform is a centralisation is inspired by the New Public Management philosophy. The financial system in the health care area has been changed significantly through the Local Government Reform. It is dubious to assume that local government measures are cheaper than the regional health services, and that the net saving is sufficient to drive the substitution process. A reduction of the treatment guarantee from two to one month must be expected to stimulate the private health service market, thereby causing undermining of the integrated model with public ownership and operation of health service. Conclusion: The new financing model will affect the financial incentives in the system as the individual players are only rewarded for the services they deliver to the patient with no relation to the remaining treatment. The increasing activity depending financing presents a significant management challenge. With the reduction from two months to one the waiting time guarantee will assume the character of being a service goal instead of a guarantee of treatment of high professional quality. / <p>ISBN 978-91-85721-28-3</p>

The thesis is devoted to the problems of funding cultural heritage, cultural institutions and activities, including leisure activities in the Union of villages of the microregion Třemšín with a special focus on the city Rožmitál pod Třemšínem. It analyses funding resources and possibilities for future development in this area. The work is divided into two parts, theoretical and practical. The theoretical part defines the basic concepts related to culture and its financing. Following that it outlines the funding structure of the thematic programs in the area of culture and leisure activities. Based on the analysis of the region from a cultural point of view, the practical part offers specific proposals determining which direction the local government and other local parties should achieve more efficient development of the region. The conclusion of the work is formed by a possible proposal for a specific project, which would support the cultural and leisure attraction of the city of Rožmitál pod Třemšínem.

This thesis seeks to analyze the impact of a range of projects of Chamber of Commerce Brno on the entrepreneurs from the respective region. The thesis describes the structure and the overall operation of the Chamber of Commerce Brno as well as its several projects. In order to evaluate, there are three marketing researches that need to be taken into a consideration. Those marketing researches had been realised during the period of 2005 – 2007. Baring the results risen from the abovementioned marketing researchs in mind, the created situation has been assessed, and based on the personal experience the recommendations dedicated to the management have been created.