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Results of railway privatization in Australia and New Zealand (Inglês)

This paper has been prepared for the World Bank as one of a series of research papers focusing on rail privatization experience throughout the world. The scope of this paper covers rail privatization experience in Australia and New Zealand, much of which occurred over the ten year period from 1993 to 2003. Overall the rail freight privatization experience in Australia and New Zealand, taken in concert with other market and structural reforms, has been positive, although not uniformly so: In Australia, the largely privatized rail freight industry is markedly stronger today than at any time over the last few decades and is competing aggressively for a greater role in the national transport and logistics market; and In New Zealand, the initial success of privatization with increased rail traffic and increased profits has not been sustained: the government has been obliged to take back the network and to commit significant public funds to address deficiencies in the network assets.


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    Greig, David Wallis, Ian Williams, Robert

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    Results of railway privatization in Australia and New Zealand

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    improvements in service quality;long term lease;third party access;public private partnership;public-private partnership;toll revenue;rail privatization;rail network;construction and operation;rail freight operator;government business enterprise;international good practice;development of railway;rail freight market;return on investment;barrier to entry;national rail network;private sector management;maintenance of infrastructure;operation of infrastructure;improvements in efficiency;light rail system;on time performance;private sector involvement;private sector funding;rail passenger service;freight transport market;public sector monopoly;rate of growth;lack of competitiveness;means of transportation;initial public offering;benefits of competition;competition from road;rail freight service;degree of compliance;road transport industry;allocative efficiency;rolling stock;railway system;rail market;open access;government ownership;productive efficiency;freight business;freight railway;trade sale;long-distance passenger;road freight;track gauge;rail operator;public ownership;heavy rail;agricultural product;track owner;privatization transaction;rail transport;ferry service;urban transport;commercial term;private owner;railway privatization;railway sector;market liberalization;passenger rail;road train;sea transport;market reform;financial loss;track maintenance;financial distress;freight car;bulk commodity;urban rail;productivity gap;train operation;regional councils;financial pressure;efficiency improvement;operational problems;business corporation;bus service;iron ore;limited information;railway industry;underground station;private consortium;asset utilization;public fund;domestic freight;financial failure;urban network;private operator;train control;operational efficiency;concession period;safety standard;financial responsibility;private-public partnership;airline competition;air travel;passenger operator;carry passenger;road system;bus transport;cost sharing;accounting principle;access agreement;motive power;increase productivity;road cost;private company;informed judgment;rail business;regional market;policy position;dynamic efficiency;national market;management criterion;crossing border;passenger train;minimum subsidy;coastal towns;patronage growth;revenue allocation;improved service;rail share;efficient road;transaction cost;infrastructure asset;freight movement;national railway;freight traffic;economic recession;sale transaction;high wage;financial group;net cost;coastal shipping;competitive neutrality;national network;interstate transport;essential facility;work practice;productivity performance;profit increase;government control;radio control;staff housing;cultural change;freight rate;real rate;interstate trade;labor productivity;competitive market;financial risk;commercial business;sale price;effective monopoly;federal government;suburban railway;rail connection;traffic level;privatization experience;railway business;increased competition;public source;government subsidy;public policy;quantitative measure;freight revenue;freight industry;railway track;land distribution;olympic games;rail operation;inadequate infrastructure;demand forecast;vertical integration;rural passenger;rail concession;transport company;private railway;railway concession;market characteristic;political context;privatization process;train use;passenger operation;rail companies;financial growth;integrated logistic;productive labor;Capital Investments;comparative analysis;industry consolidation;railway terminal;national transport;total tonnage;traffic density;domestic competition;inland waterway;international standard;comparative advantage;route length;government operation;limited competition;road vehicle;road haulage;delivery time;rail service;productivity level;competitive position;rail infrastructure;transition period;industry structure;freight operation;railway transport;public railway;infrastructure maintenance;radical reform;container freight



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