This paper examines the effects of Ikea store establishment in Kalmar and Karlstad on the trade and retail inside the two cities, and as well on the trade and retail in the close neighboring municipalities and in further peripheral municipalities in both regions. After the establishment of Ikea store, Kalmar and Karlstad have experienced significant growth in trade and retail. The question, however, is how big this growth is in both cities? And how different locations on different distances from Ikea have been affected? What impact there was on different segments of the retail? How different business branches have been affected? How large the catchment area for the emerging new large-scale retail locations is? These questions, in addition to few others, are investigated in this paper. The thesis starts with an introduction chapter containing a background of the topic, problem description, the investigated questions, the purpose, and the outline of the paper. The next chapter includes the frame of reference which consists of literature review and theoretical framework about the external shopping centers and their impact on retail and regional trade development. It includes also information gathered from previous studies technical reports and other available sources about the subject. The third chapter includes description for the methods used to collect the primary and secondary data needed for the purpose of this study. Then the empirical framework which demonstrates the results of the conducted research followed by analysis and concluded in discussion and conclusion. Mixed methods are used as research strategy in this thesis, and the method to conduct the research is based on telephone interviews for the primary (qualitative) data, and documents and desk research for the secondary (quantitative) data. The gathered data is analyzed and designed in a way that allows the usage of comparative analysis technique to present the findings and draw conclusions. The results showed that new established Ikea retail store outside the city boundaries results with many effects on the city center and on the neighboring municipalities as well. The city center seems not to be affected negatively, but on the contrary positive effects were witnessed in both regions, these positive effects are linked to the increase inflow of customers from the external retail area which is known as spillover effect. III On the other hand, the neighboring towns and municipalities are more negatively affected especially with the trade of con-convenience goods as the consumers in these towns and municipalities start to go to the area of Ikea and the large external retail center to do their purchasing, the substitution effect is then said to be occurred. Moreover, the further far municipalities do not seem to be significantly affected by the establishment of Ikea. These effects whether positive or negative could be monitored by looking to few trade parameters such as the turnover, the sales index, and the consumers’ expenditure, these parameters can be very useful to measure the developments and changes in the trade and retail in a given place.

O referencial da Teoria da Localização embasa o modelo matemático de otimização dinâmico desenvolvido a fim de se determinar os melhores locais dos frigoríficos-abatedouros exportadores no Brasil visando à minimização dos custos associados ao transporte, bem como os custos associados à instalação de novas unidades industriais de abate, resultando, assim, em aumento de competitividade para a cadeia. Este trabalho visa responder a três questões: (i) localizações das unidades industriais de abate; (ii) tamanho e número ótimos de cada unidade industrial de abate e (iii) fluxos mensais da matéria-prima necessários para atender a demanda dos frigoríficos-abatedouros exportadores, bem como os fluxos ofertados mensalmente por eles a fim de se satisfazer a demanda dos países importadores da carne bovina brasileira. Desse modo, foram simulados quatro cenários alternativos. Os dois primeiros disseram respeito sobre a determinação da localização dos frigoríficos-abatedouros exportadores e respectivos fluxos de produtos num contexto ideal, ou seja, o modelo determinou onde os mesmos deveriam ser instalados. Enquanto o primeiro cenário considerou na modelagem os dez principais estados exportadores da carne bovina desossada congelada brasileira, o segundo considerou os seis principais estados, excluindo, assim, os estados que fazem parte da Amazônia Legal. No primeiro cenário, dos dez estados considerados, em cinco deveriam ser instalados ao menos um frigoríficoabatedouro exportador, enquanto no segundo cenário dos seis estados considerados em três deveriam ser instalados ao menos um frigorífico-abatedouro exportador. Ambos os cenários indicaram São Paulo como estado candidato à instalação de maior número de frigoríficosabatedouros exportadores. Além disso, em ambos os cenários a decomposição dos custos logísticos revelou que a maior parte do custo total mínimo obtido nos processamentos dos modelos decorreu da instalação dos frigoríficos-abatedouros exportadores,76,3% do custo total mínimo obtido no cenário 1 e 79,4% do custo total mínimo obtido no cenário 2, seguidos pelo custo de transporte da carne bovina aos mercados externos (14,9% e 14,1%) e custo de transporte da carne bovina aos portos exportadores (5,7% e 3,6%). O custo de transporte da matéria-prima aos frigoríficos-abatedouros exportadores foi 1,9% e 1,2% do custo total mínimo obtido no cenário 1 e 2, respectivamente, ao passo que o custo de transporte da carne bovina aos mercados internos foi de 1,2% e 1,7% do respectivo custo total mínimo. O terceiro e quarto cenários disseram respeito sobre quais frigoríficos-abatedouros exportadores já instalados deveriam ser responsáveis pelo abastecimento dos mercados externos demandantes de carne bovina desossada congelada brasileira. Ambos consideraram na modelagem as localizações atuais dos frigoríficos abatedouros exportadores existentes nos seis principais estados exportadores do produto. No entanto, o último cenário refere-se a projeção de aumento de demanda externa futura por carne bovina. Nesses cenários, como não há custo de intalação dos frigoríficos-abatedouros exportadores a ser incorridos, a maior parcela dos custos logísticos decorreu da distribuição da carne bovina aos mercados externos. Os resultados do terceiro cenário revelaram que 12 frigoríficos-abatedouros exportadores seriam suficientes para atender plenamente os mercados externos, ao passo que o aumento da demanda externa futura exigirá 14 frigoríficos-abatedouros exportadores. / The theoretical framework of the Location Theory supports the dynamic optimization mathematical model developed in order to determine the potential sites for the installation of exporter slaughterhouses in Brazil, minimizing the costs associated with transportation and the costs associated with the installation of new slaughter industrial units, thereby increasing the competitiveness of the chain. The following three questions were addressed: (i) at what locations should slaughter industrial units be installed; (ii) what is the optimal-size and number of each slaughter industrial, and (iii) what are the flows of raw material required monthly to meet the exporter slaughterhouses demand and the monthly supplied amount by them in order to meet the importing countries demands? Thus, four alternative scenarios were simulated. The first two scenarios are related to determine the exporter slaughterhousess locations and the products flows in an ideal environment, i.e., the model determines where they should be installed. The difference between these scenarios is that the former considers in the modeling the Brazilian top ten exporter states of frozen boneless beef, while the second considers the six major states, excluding, thus, the states that belong to the Amazon region. In the first scenario, at least one exporter slaughterhouse should be installed in five out of ten states considered, while in the second scenario at least one exporter slaughterhouse should be installed in three out of six states considered. Both scenarios indicated that most of the exporter slaughterhouses should be installed in São Paulo. Moreover, in both scenarios the decomposition of logistics costs has shown that most of the minimum total cost obtained in the models processing was due to the installation of the exporter slaughterhouses, 76.3% of the minimum total cost obtained in the scenario 1 and 79, 4% of the minimum total cost obtained in the scenario 2, followed by the cost of transporting beef up to the foreign markets (14.9% and 14.1%) and by the cost of transporting beef up to the exporter ports (5.7% and 3 , 6%). The cost of transporting the raw material up to the exporter slaughterhouses was 1.9% and 1.2% of the minimum total cost obtained in scenario 1 and 2, respectively, while the cost of transporting beef up to the domestic markets was 1.2% and 1.7% of the minimum total cost, respectively. The third and fourth scenarios concerned about which exporter slaughterhouses already installed should be responsible for fulfilling the demands of the external markets for the Brazilian frozen boneless beef. Both scenarios considered in the modeling the actual locations of the existing exporter slaughterhouses in the six main exporter states of the product. However, the latter scenario considers an increase in the beef future demand of the external markets. Since there is no cost related to the installation of the exporter slaughterhouses to be incurred in these scenarios, the largest share of logistics costs was related to the distribution of beef up to the foreign markets. The results of the third scenario indicates that 12 exporter slaughterhouses would be enough to fully meet the demands of the foreign markets for frozen boneless beef, while the increase in the external demands will require 14 exporter slaughterhouses.

O referencial da Teoria da Localização embasa o modelo matemático de otimização dinâmico desenvolvido a fim de se determinar os melhores locais dos frigoríficos-abatedouros exportadores no Brasil visando à minimização dos custos associados ao transporte, bem como os custos associados à instalação de novas unidades industriais de abate, resultando, assim, em aumento de competitividade para a cadeia. Este trabalho visa responder a três questões: (i) localizações das unidades industriais de abate; (ii) tamanho e número ótimos de cada unidade industrial de abate e (iii) fluxos mensais da matéria-prima necessários para atender a demanda dos frigoríficos-abatedouros exportadores, bem como os fluxos ofertados mensalmente por eles a fim de se satisfazer a demanda dos países importadores da carne bovina brasileira. Desse modo, foram simulados quatro cenários alternativos. Os dois primeiros disseram respeito sobre a determinação da localização dos frigoríficos-abatedouros exportadores e respectivos fluxos de produtos num contexto ideal, ou seja, o modelo determinou onde os mesmos deveriam ser instalados. Enquanto o primeiro cenário considerou na modelagem os dez principais estados exportadores da carne bovina desossada congelada brasileira, o segundo considerou os seis principais estados, excluindo, assim, os estados que fazem parte da Amazônia Legal. No primeiro cenário, dos dez estados considerados, em cinco deveriam ser instalados ao menos um frigoríficoabatedouro exportador, enquanto no segundo cenário dos seis estados considerados em três deveriam ser instalados ao menos um frigorífico-abatedouro exportador. Ambos os cenários indicaram São Paulo como estado candidato à instalação de maior número de frigoríficosabatedouros exportadores. Além disso, em ambos os cenários a decomposição dos custos logísticos revelou que a maior parte do custo total mínimo obtido nos processamentos dos modelos decorreu da instalação dos frigoríficos-abatedouros exportadores,76,3% do custo total mínimo obtido no cenário 1 e 79,4% do custo total mínimo obtido no cenário 2, seguidos pelo custo de transporte da carne bovina aos mercados externos (14,9% e 14,1%) e custo de transporte da carne bovina aos portos exportadores (5,7% e 3,6%). O custo de transporte da matéria-prima aos frigoríficos-abatedouros exportadores foi 1,9% e 1,2% do custo total mínimo obtido no cenário 1 e 2, respectivamente, ao passo que o custo de transporte da carne bovina aos mercados internos foi de 1,2% e 1,7% do respectivo custo total mínimo. O terceiro e quarto cenários disseram respeito sobre quais frigoríficos-abatedouros exportadores já instalados deveriam ser responsáveis pelo abastecimento dos mercados externos demandantes de carne bovina desossada congelada brasileira. Ambos consideraram na modelagem as localizações atuais dos frigoríficos abatedouros exportadores existentes nos seis principais estados exportadores do produto. No entanto, o último cenário refere-se a projeção de aumento de demanda externa futura por carne bovina. Nesses cenários, como não há custo de intalação dos frigoríficos-abatedouros exportadores a ser incorridos, a maior parcela dos custos logísticos decorreu da distribuição da carne bovina aos mercados externos. Os resultados do terceiro cenário revelaram que 12 frigoríficos-abatedouros exportadores seriam suficientes para atender plenamente os mercados externos, ao passo que o aumento da demanda externa futura exigirá 14 frigoríficos-abatedouros exportadores. / The theoretical framework of the Location Theory supports the dynamic optimization mathematical model developed in order to determine the potential sites for the installation of exporter slaughterhouses in Brazil, minimizing the costs associated with transportation and the costs associated with the installation of new slaughter industrial units, thereby increasing the competitiveness of the chain. The following three questions were addressed: (i) at what locations should slaughter industrial units be installed; (ii) what is the optimal-size and number of each slaughter industrial, and (iii) what are the flows of raw material required monthly to meet the exporter slaughterhouses demand and the monthly supplied amount by them in order to meet the importing countries demands? Thus, four alternative scenarios were simulated. The first two scenarios are related to determine the exporter slaughterhousess locations and the products flows in an ideal environment, i.e., the model determines where they should be installed. The difference between these scenarios is that the former considers in the modeling the Brazilian top ten exporter states of frozen boneless beef, while the second considers the six major states, excluding, thus, the states that belong to the Amazon region. In the first scenario, at least one exporter slaughterhouse should be installed in five out of ten states considered, while in the second scenario at least one exporter slaughterhouse should be installed in three out of six states considered. Both scenarios indicated that most of the exporter slaughterhouses should be installed in São Paulo. Moreover, in both scenarios the decomposition of logistics costs has shown that most of the minimum total cost obtained in the models processing was due to the installation of the exporter slaughterhouses, 76.3% of the minimum total cost obtained in the scenario 1 and 79, 4% of the minimum total cost obtained in the scenario 2, followed by the cost of transporting beef up to the foreign markets (14.9% and 14.1%) and by the cost of transporting beef up to the exporter ports (5.7% and 3 , 6%). The cost of transporting the raw material up to the exporter slaughterhouses was 1.9% and 1.2% of the minimum total cost obtained in scenario 1 and 2, respectively, while the cost of transporting beef up to the domestic markets was 1.2% and 1.7% of the minimum total cost, respectively. The third and fourth scenarios concerned about which exporter slaughterhouses already installed should be responsible for fulfilling the demands of the external markets for the Brazilian frozen boneless beef. Both scenarios considered in the modeling the actual locations of the existing exporter slaughterhouses in the six main exporter states of the product. However, the latter scenario considers an increase in the beef future demand of the external markets. Since there is no cost related to the installation of the exporter slaughterhouses to be incurred in these scenarios, the largest share of logistics costs was related to the distribution of beef up to the foreign markets. The results of the third scenario indicates that 12 exporter slaughterhouses would be enough to fully meet the demands of the foreign markets for frozen boneless beef, while the increase in the external demands will require 14 exporter slaughterhouses.

Departing from the case of textile and clothing trade dispute between the EU and China in 2005, it has been noticed that the EU’s policy in textile trade to a large extent has been situated in a position of dilemma. On the one hand, the growing global impetus of liberalization in the sector forces the EU to open up its market to cheap textile imports from the developing countries; on the other hand, the fierce protectionist pressures come from the domestic producers and slow down the paces towards liberalization, or sometimes even take setback towards more conservative performances. By placing this case in a broader context, the EU’s external trade policy is confronted with the similar dilemma, swaying between the trade liberalization and trade protection. Consequently, does the EU emerge in the current multilateral trading system of the WTO as a force for trade liberalization or a force for trade protectionism? Bearing this question in mind, the general climate of global trade under the GATT/WTO and the EU’s external trade policy will firstly be examined. Then, the EU’s trade protectionism is about to be explained by strategic trade theory, the high political content of the EU’s external trade policy and the fragmentation in the EU’s policy networks; while the EU’s inclination towards trade liberalization will be explained by the implications from the conventional trade theory and new institutionalism, and as well as the impacts from the general climate of global trade. The results shows that the EU’s external trade policy under the global trade liberalization is a mixture, neither pure liberalization nor pure protectionism. With regard to the trade issues concerning to the vital interests, the Union without exception inclines to conservative protectionism; whereas concerning the issues of less importance, compromises and concessions always lead the outcomes of the policy to the inspiring liberalization.

Presented thesis is focused on the nature of Korean direct investments in European Union, especially in the new central European member states (The Czech Republic, Hungary, Poland, and Slovakia). The major task of thesis is to clarify, which Korean companies invest in central Europe and why do these companies locate their investments in new member states. Additionally, character of existing investments is analyzed. Thesis is divided into three main parts. Firstly, the explanation of development of Korean multinationals is provided. The main question of second part is why Korean multinationals invest in Europe and what the impact of European economic integration is. In the third part, distribution of Korean investments in central Europe is demonstrated. Both the nature of foreign direct investments and the effect of economic integration are analyzed from theoretical perspective first. Subsequently, theoretical concepts are applied on real data. Answer to all three main questions (which, why and how) will provide insight into future development of Korean direct investments in central Europe (middle- and long-term perspective).

Det svenska transportsystemet är i dagsläget till stor del fossilberoende och efterfrågan på transporter förväntas öka det närmaste decennierna. En ökad efterfrågan på transporter genererar i sin tur ökade utsläpp, vilket medför negativa effekter på människors hälsa men även på miljön. För att nå uppsatta klimatmål måste trenden om ständigt ökade trafikvolymer brytas. Samhällsplanering och beteendeförändringar av det mer kraftfulla slaget är nödvändigt för att kunna skapa ett hållbart transportsystem. All utbyggnad av transportinfrastrukturen innebär långsiktiga konsekvenser, dels på grund av den omfattande påverkan det har på städers och regioners struktur men också för att de leder till ett ökat bilresande och därmed större klimatpåverkan. Drivkraften för externa handelsetableringar är stark, och det finns fortfarande många förespråkare som menar att dessa etableringar behövs för att utöka kommuners konkurrenskraft. När externa handelsområden och köpcentrum etableras ökar det totala trafikarbetet med personbil, vilket har en direkt proportionell ökning av koldioxidutsläpp. I Sverige finns inga politiska krav på hur planering av externa och halvexterna handelsetableringar ska utformas, och kommunerna är inte heller skyldiga att upprätta några policys kring dessa etableringar. Detta examensarbete har genom kvalitativa intervjuer med nyckelpersoner i Gävleborgs län undersökt vilka drivkrafter och attityder som finns hos kommunerna vad gäller utveckling och planering av externa och halvexterna handelsetableringar. Ämnet har analyserats utifrån perspektiven tillgänglighet och hållbar utveckling, med stöd från det regionala hållbarhetsmålet om en fossilfri fordonsflotta år 2030, samt den svenska klimatlagen. Det som framkommit under intervjuerna är att det inte finns någon direkt drivkraft hos kommunerna att etablera nya externa handelsområden, men att det finns en vilja att fortsätta utveckla de redan existerande handelsområdena då dessa är viktiga för den lokala tillväxten. I Gävleborgs län prioriteras personbilen och är det vanligaste transportmedlet till länets externa och halvexterna handelsområden. Kommunerna arbetar med att förbättra tillgängligheten med kollektivtrafik, cykel och gång, men trots detta finns uppenbara brister och en medvetenhet om svårigheterna att få hållbara resemedel att bli de dominerande transportsätten till dessa områden. Mer kraftfulla metoder och åtgärder inom samhällsplanering och beteendeförändringar är nödvändigt för att kunna skapa ett hållbart transportsystem. Det kan uppnås genom att kombinera olika styrmedel och att förbättra samverkan inom såväl kommunerna som regionen i helhet. / The current Swedish transportation system is depending on fossil fuels and the demand for transportation is expected to increase in the coming decades. This will lead to increased emissions of greenhouse gases and other airborne pollutants, which have negative impacts both on human health and the environment. In order to achieve the national climate targets, the trend of constantly increasing traffic volumes must be slowed down. In order to create a sustainable transport system, radical changes in both community planning and behavioral changes are going to be necessary. All expansion of the transport infrastructure has long- term consequences, partly because of its extensive impact on the structure of cities and regions, but also because they can cause increased car travel and generate greater climate impacts. External trade agreements and the strive towards economic growth has a strong influence on traffic planning in the Swedish municipalities. When suburban retail districts and shopping centers are established, the total amount car traffic increases, which leads to increased carbon dioxide emissions. In Sweden, there are no political rules or guidelines on how external trade establishments should be planned, nor are the municipalities obliged to establish any such policies. Through a series of qualitative interviews with people in position of policy making in Gävleborg County, the present thesis investigated the driving forces and attitudes that exist in the municipalities regarding the development and planning of external establishments. The topic has been analyzed from the perspective of accessibility and sustainable development, supported by the regional sustainability goal of a fossil-free vehicle fleet in 2030, and the Swedish climate law. What emerged during the interviews is that there is no direct impetus for the municipalities to establish new external trade areas, but that there is a willingness to continue to develop the already existing ones, as they are deemed important for local growth. In the regional traffic planning, the passenger car is given priority, since it is the most commonly used means of transportation to and from the county’s suburban shopping districts. The municipalities are working to improve accessibility by public transport, bicycle and walking, but there is an awareness of the difficulties in making sustainable forms of travel the dominant transportation to these areas. More powerful methods and measures in community planning and behavior change are necessary to create a sustainable transport system. This can be achieved by combining different instruments and improving collaboration within both the municipalities and the region.

Denna fallstudie i Helsingborg har genomförts med en kvalitativ metod där det gjorts sex intervjuer med både fastighetsägare, samverkansorganisationen och butiksägare för att få en bild från flera perspektiv. Syftet med studien är att undersöka hur fastighetsägare arbetar med att fortsätta hålla Helsingborgs stadskärnan attraktiv med hänsyn till hotet från e-handel och externa handelsplatser. Samt vilka effekter dessa faktorer har på vakansnivåer och hyresnivåer. I studien presenterar vi teorier kring utbud, efterfrågan, platsmarknadsföring, platsutveckling och hyror. Resultatet i studien visar den huvudsakliga strategin är för att möta hotet från e-handel och externhandel och hur strategin ser ut för att utveckla värdet på en plats. Vakansgraden speglar hur attraktiv en stadskärna är, det är viktigt att platsen erbjuder något unikt som andra handelsplatser har svårt att efterlikna. För att utveckla en attraktiv stadskärna behöver alla aktörer arbeta tillsammans, vilket är Citysamverkans huvudsakliga mål. Fastighetsägare har också en stor roll i hur området utvecklas eftersom det är de som väljer vilka verksamheter som placeras i ett område. I studien kommer det fram att samverkan är en stor faktor för att behålla och utveckla värdet av en plats. / This case study in Helsingborg, Sweden is done with a qualitative method where six interviewers were made with both property owner, cooperative organization and shop owners to get the picture from several perspectives. The purpose of the study is to investigate how property owners work to keep the city centre of Helsingborg attractive in contest of the threat from e-commerce and shopping centres, as well as the effects it has on vacancy and rental levels. I this paper we present theories of supply, demand, place marketing, place development and rents. The results of the study show that the main strategy to meet the threat from e-commerce and external commerce and how the strategy is to develop the value of a location. The vacancy rate reflects how attractive the city centre is, which makes it important for the locations to possess something unique that other commercial locations have a hard time to mimic. To develop an attractive city centre, every stakeholder must work together, which is something that the cooperative organization strives for. The property owners also have a major role in how the area is being developed since they are the ones who decides what businesses is placed in an area. The result of the study is that the cooperative organization is a big factor in maintaining and developing the value of a location.

A tese trata da política econômica internacional desenvolvida pelo govêrno brasileiro, composta pela política de comércio exterior, a política cambial e tarifária, e o balanço de pagamentos, que constituem pilares fundamentais da política de estabilização do PAEG. A política econômica externa, além de contribuir para a estabilidade e o equilíbrio das contas externas, tentou criar as condições para realização de um novo modelo de crescimento, baseado na promoção de exportações e na abertura da economia aos fluxos de comércio e de investimento. A cooperação financeira internacional e a resolução do endividamento externo passaram a ser considerados questões estratégicas para o êxito deste novo modelo. Sem o aval e os recursos do FMI e dos organismos multilaterais dificilmente o plano de estabilização teria sobrevivido. / This dissertation is about the international economic policy developed by the Brazilian Government. It includes the external trade policy, the exchange rate policy and tariffs trade as well as the balance of payments, that were the basic points of the economic stabilization policy that was carried on during the PAEG – Plano de Ação Econômica do Governo. The external economic policy has helped to reach the goal of the Brazilian economy stabilization as well as has created the conditions for the launching of a new economic growth model, based upon the exports and the opening of the country to the international investment flows. The questions concerning the international finance cooperation and the solution of the external debt problem were considered to be strategic issues for achieving the success of this new economic model. The stabilization program would not be succeeded without the help from the IMF and other multilateral agencies.

Submitted by Mario Mesquita (mbarroso@fiocruz.br) on 2014-11-18T17:30:31Z No. of bitstreams: 1 Monica_Portes_EPSJV_Mestrado_2010.pdf: 829440 bytes, checksum: f07b26b8c0d6c9c1cf00137bd37ddea1 (MD5) / Approved for entry into archive by Mario Mesquita (mbarroso@fiocruz.br) on 2014-11-18T17:31:35Z (GMT) No. of bitstreams: 1 Monica_Portes_EPSJV_Mestrado_2010.pdf: 829440 bytes, checksum: f07b26b8c0d6c9c1cf00137bd37ddea1 (MD5) / Made available in DSpace on 2014-11-18T17:31:35Z (GMT). No. of bitstreams: 1 Monica_Portes_EPSJV_Mestrado_2010.pdf: 829440 bytes, checksum: f07b26b8c0d6c9c1cf00137bd37ddea1 (MD5) Previous issue date: 2010 / Fundação Oswaldo Cruz. Escola Politécnica de Saúde Joaquim Venâncio. Programa de Pós-Graduação em Educação Profissional em Saúde. / Esta pesquisa analisou a incorporação da Educação Corporativa como uma política pública situada no âmbito do Ministério do Desenvolvimento, Indústria e Comércio Exterior. Esta análise considerou o período de 2003 a 2009, momento em que Luís Inácio “Lula” da Silva ocupou a Presidência da República (2003-2010). A expansão das unidades de Educação Corporativa vem sendo considerada uma “revolução silenciosa” nas empresas brasileiras. Há muitos estudos não-críticos, com base na teoria do capital humano/ capital intelectual que defendem a implantação de unidades de educação corporativa, entretanto, poucos são os estudos que procuram analisar este fenômeno sob a luz das reformas de ajuste estrutural, especialmente aquelas advindas do cumprimento da agenda das políticas neoliberais. Este estudo investigou esta proposta numa perspectiva crítico-emancipatória, analisando seu contexto de surgimento, sua influência e impacto na formação do trabalhador. A educação profissional em saúde estando inserida neste movimento maior das políticas e propostas de formação e qualificação dos trabalhadores é fortemente influenciada pelos processos de reestruturação mais amplos com desdobramentos significativos na prática profissional. / This research examined the incorporation of Corporate Education as a public politic located in the extend of the Ministry of Development, Industry and External Trade. This analysis considered the period from 2003 to 2009, when Luiz Inacio "Lula" da Silva held the presidency (2003-2010). The expansion of the unit Corporate Education has been considered a "silent revolution" in Brazilian companies. There are many non-critical studies, based on human capital theory / intellectual capital that favor the deployment of units of corporate education, however, there are few studies to examine this phenomenon in light of structural adjustment reforms, especially those coming compliance with the agenda of neoliberal politics. This study investigated this issue in a critical-emancipatory perspective, analyzing the context of its appearance, its influence and impact on worker training. Professional education in health being placed in this larger movement of the politics and proposals for training and qualification of workers is strongly influenced by wider processes of restructuring with significant developments in professional practice.

A tese trata da política econômica internacional desenvolvida pelo govêrno brasileiro, composta pela política de comércio exterior, a política cambial e tarifária, e o balanço de pagamentos, que constituem pilares fundamentais da política de estabilização do PAEG. A política econômica externa, além de contribuir para a estabilidade e o equilíbrio das contas externas, tentou criar as condições para realização de um novo modelo de crescimento, baseado na promoção de exportações e na abertura da economia aos fluxos de comércio e de investimento. A cooperação financeira internacional e a resolução do endividamento externo passaram a ser considerados questões estratégicas para o êxito deste novo modelo. Sem o aval e os recursos do FMI e dos organismos multilaterais dificilmente o plano de estabilização teria sobrevivido. / This dissertation is about the international economic policy developed by the Brazilian Government. It includes the external trade policy, the exchange rate policy and tariffs trade as well as the balance of payments, that were the basic points of the economic stabilization policy that was carried on during the PAEG – Plano de Ação Econômica do Governo. The external economic policy has helped to reach the goal of the Brazilian economy stabilization as well as has created the conditions for the launching of a new economic growth model, based upon the exports and the opening of the country to the international investment flows. The questions concerning the international finance cooperation and the solution of the external debt problem were considered to be strategic issues for achieving the success of this new economic model. The stabilization program would not be succeeded without the help from the IMF and other multilateral agencies.