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Cover -- Half Title -- Title Page -- Copyright Page -- Table of Contents -- List of Figures -- List of Tables -- List of Focus Boxes -- Acknowledgments -- Acronyms -- Preface -- Chapter 1: The Remaking of Mexico: The State, Economic Elite, and US Capital 1982-92 -- The Framework: A Prefatory Synopsis -- The Crisis of 1982-3 and the Rise of Structural Adjustment -- Transforming the Production System: De-territorialization/Re-territorialization -- Export Promotion -- A New Growth Pole: A Theoretical Formulation of Mexico's Transnational Turn -- Partially Resolving the US Dilemma -- The Paradigmatic Case of RCA -- Capital Mobility and US Deindustrialization -- Resisting the Juggernaut -- Capital's Voice and Access: Structural and Instrumental Power -- Ruination of the National Industrial Base -- The Pacto de Solidaridad (1987): The Linchpin of Structural Change -- 1989: Toward the Consolidation of Transnational Power -- Neoliberalism: Foreign Ideology or Domestic Policy? -- ITAM Forms the Neoliberal Economic Cadre -- The Reprieve: 1989-92 -- Notes -- Chapter 2: From NAFTA to the PAN's Implosion: Mexico Remade for US TNCs 1992-2012 -- Getting to NAFTA: South of the Border -- Large Capital's Perspective -- Getting to NAFTA: North of the Border -- Back and Forth with Mr. Clinton -- USA*NAFTA Takes Charge -- Mexico's Role: Participating in Forming US Policy -- Chrysler at the Wheel -- The Missing Theory of the Transformed Mexican State -- Legitimating Strategies and Illusions -- The 1994 "Informe " and the Crash -- Political Economy of the PAN Governments 2000-12 -- The Absent National Project -- President Fox: Investment Stagnation and China's New Role -- President Calderón's State Policies (2006-12) -- Mexico's Nonresponse to the Crisis of 2008-9 -- Mexico's Special Status: US Power Supports the New Transnational Production System.

With all the recent talk about economic recovery, it is easy to overlook the fact that auto retailers, who have weathered the worst downturn in auto sales in history, now face an even more ominous financial challenge with the repeal of last-in, first-out (LIFO) inventory accounting. For many dealers on the cusp, this may be the final deathblow after having survived drastically lower sales, tightening credit, greater capital requirements from the auto manufacturers, and the elimination of recognized brands such as Oldsmobile, Plymouth, Pontiac, Saturn, Hummer, and now Mercury. While a paring down of the auto retail industry, particularly the domestic dealer networks, may be necessary and even welcomed by surviving dealers and the manufacturers they represent, the impact of this sector of the economy cannot be understated. Despite its importance, it has been often overlooked, as the government and public have focused their attention on large individual corporations, such as banks and the auto manufacturers themselves. While even the largest private dealerships in the nation, and even the large publicly-traded dealers such as Auto Nation and J.D. Buyrider, are relatively small in comparison with the likes of General Motors, Chrysler, AIG, Bank of America, etc., collectively they make up the single largest portion of the retail sector of the economy at 17%, accounting for $789B in annual sales in 2008[i] and 1,114,500 jobs with an annual payroll of $54B in 2007[ii]. Moreover, many dealers represent the backbone of small business, especially in small and rural communities throughout the country, paying some $20B in annual sales taxes to state and local municipalities.[iii]

PurposeThe purpose of this paper is to determine if the US Treasury's at‐the‐market sales of 5.27 billion Citigroup shares in 2010 drove down the banks' share price. It attempts to use the evidence of Citigroup's stock returns to accept or reject competing hypotheses of larger stock sales.Design/methodology/approachThe paper uses a geometric Brownian motion model to test if there were abnormal returns at various points in the US Treasury's highly publicized stock sale that lasted from 26 April to 6 December 2010.FindingsThere was a weakly significant drop in the stock price at the announcement of the sale and a weakly significant rise in the stock price just after it ended. This is evidence that the demand curve for the stock had a negative slope.Practical implicationsThe evidence from this study will influence policy makers and investors in the upcoming privatizations of large bailed‐out firms such as American International Group, Ally Financial, Chrysler, and General Motors. The evidence indicates that slow at‐the‐market sales may temporarily depress stock prices more than quicker, underwritten secondary offerings. Patient investors may experience modest abnormal returns from providing liquidity to the US Treasury as it privatizes its holdings.Originality/valueThis is the only paper to study the stock price impacts of the US Treasury's liquidation of its 27 percent stake in Citigroup in 2010. Because the stock sales were delegated to a third party and highly publicized, unlike most other large stock sales, the Citigroup privatization is an unprecedented opportunity to test if the demand curve for common stocks is perfectly elastic.

RESUMO As inovações tecnológicas providas pela Internet estão transformando o modo de conduzir os negócios: canais de distribuição são eliminados, novos serviços e produtos estão sendo criados e empresas que operavam no mundo físico, diante desses desafios, estão respondendo com a adoção de atividades de comércio eletrônico. O aparato conceitual para a tomada de decisão sobre a estrutura organizacional mais adequada para implementar as atividades de comércio eletrônico da empresa mostra-se pouco sistematizado até então. Diante desse problema, esse trabalho tratou da seguinte questão de pesquisa: como as empresas que operavam no mundo físico responderam ao desafio de realizar negócios utilizando o meio eletrônico, mais especificamente, a Internet? A partir dessa indagação, a presente pesquisa teve por objetivos esclarecer que tipo de estrutura organizacional foi utilizada pelas montadoras de veículos brasileiras para implementar suas atividades de comércio eletrônico, além de investigar alguns resultados obtidos com essa adoção. Justifica-se o tema pelo fato de a implantação de atividades de comércio eletrônico numa empresa que operava no mundo físico envolver muitos aspectos organizacionais, dependendo seu sucesso da adoção de mecanismos de gestão apropriados. Para elucidar essas questões, foi realizado um estudo de natureza exploratória utilizando-se uma metodologia de pesquisa qualitativa, por meio do método de estudos de caso. Os dados foram cole-tados em três montadoras no Brasil: Ford, GM e Daimler-Chrysler, nas quais foram estudados seus arranjos organizacionais para comércio eletrônico, além dos resultados obtidos com essas estruturas.Também foi estudada a definição das atribuições e mudanças no organograma das empresas, como resultado das estruturas organizacionais utilizadas.

Organizational research has entered into a network paradigm (Borgatti & Foster, 2003). Despite the proliferation of literature on networks, very little emphasis has been placed upon elucidating the ways in which networks are governed. This thesis moves to understand network governance within the context of the North American automotive industry. Within this industry, lead firms, specifically General Motors, Ford and Daimler-Chrysler, have outsourced a substantial portion of parts production. This thesis argues that in an aim to govern their supplier relations, North American lead firms' imposition of QS 9000 and now ISO/TS 16949 quality assurance standards upon their suppliers, is a governmental programme of network standardization. Constitutive of this programme is failure. Nodes situated in the network are called upon to pre-emptively manage failures. Drawing upon the governmentality literature, particular attention is given to the centrality of probabilizing failure and the techniques used to manage failure. Utilizing the quality assurance standards themselves, and 15 in-depth interviews with quality assurance managers by the author at different Tier 1 part supplier plants, this article explores the moral rationalities and technologies of performance used to manage failures. This thesis focuses on the creation of part narratives, and particularly, on the quality audit and its role in governing the conduct of part suppliers at-a-distance. Lastly, this thesis focuses on the network prudential subject, who is called upon to pre-emptively manage failures on behalf of the network. Paper copy at Leddy Library: Theses & Major Papers - Basement, West Bldg. / Call Number: Thesis2005 .S667. Source: Masters Abstracts International, Volume: 44-03, page: 1247. Thesis (M.A.)--University of Windsor (Canada), 2005.

On September 29, 1993, President Clinton and the chief executive officers of Ford, Chrysler, and General Motors (the "Big Three") announced the creation of what was to become known as the Partnership for a Generation of Vehicles (PNGV). The primary goal of the partnership was to develop a vehicle that achieves up to three times the fuel economy of today's cars – about 80 miles per gallon (mpg) – with no sacrifice in performance, size, cost, emissions, or safety. The project would cost a billion dollars or more, split fifty-fifty between government and industry over a 10-year period. Engineers were to select the most promising technologies by 1997, create a concept prototype by 2000, and build a production prototype by 2004. As the first deadline approaches, PNGV shows signs of falling short of its ambitious goals. Little new funding has been devoted to the project. More important, the organization structure that seemed appropriate in 1993 – its design goals, deadlines, and funding strategies – may prove to be counterproductive. The program designed to accelerate the commercialization of revolutionary new technologies has focused instead on incremental refinement of technologies that are relatively familiar and not particularly beneficial for the environment. Major adjustments are needed in order to realize the full potential of this partnership. A reformed PNGV would be capable of efficiently directing funds toward the most promising technologies, the most aggressive companies, and the most innovative research centers. Now is the time to update the program by incorporating the lessons learned during its first few years.

The inside story of the epic turnaround of Ford Motor Company under the leadership of CEO Alan Mulally. At the end of 2008, Ford Motor Company was just months away from running out of cash. With the auto industry careening toward ruin, Congress offered all three Detroit automakers a bailout. General Motors and Chrysler grabbed the taxpayer lifeline, but Ford decided to save itself. Under the leadership of charismatic CEO Alan Mulally, Ford had already put together a bold plan to unify its divided global operations, transform its lackluster product lineup, and overcome a dys­functional culture of infighting, backstabbing, and excuses. It was an extraordinary risk, but it was the only way the Ford family-America's last great industrial dynasty-could hold on to their company. Mulally and his team pulled off one of the great­est comebacks in business history. As the rest of Detroit collapsed, Ford went from the brink of bankruptcy to being the most profitable automaker in the world. American Icon is the compelling, behind-the-scenes account of that epic turnaround.In one of the great management narratives of our time, Hoffman puts the reader inside the boardroom as Mulally uses his celebrated Business Plan Review meet­ings to drive change and force Ford to deal with the painful realities of the American auto industry. Hoffman was granted unprecedented access to Ford's top executives and top-secret company documents. He spent countless hours with Alan Mulally, Bill Ford, the Ford family, former executives, labor leaders, and company directors. In the bestselling tradition of Too Big to Fail and The Big Short, American Icon is narrative nonfiction at its vivid and colorful best.

THE UNITED STATES MAY EXERCISE JURISDICTION OVER PERSONSON A "STATELESS" VESSEL WITHOUT SHOWING A NEXUS BETWEEN THE VESSEL AND THE UNITED STATES--United States v. Pinto-Mejia, 720 F.2d 248 (2d Cir. 1983). ============================ ALIEN RETAINS RIGHT TO DEPORTATION PROCEEDING AFTER RETURNING FROM AUTHORIZED DEPARTURE NOTWITHSTANDING THAT IMMIGRATION AND NATURALIZATION SERVICE PERMISSION TO DEPART WAS STYLED AS AN "ADVANCE PAROLE"--Joshi v. District Director, Immigration and Naturalization Serv., 720 F.2d 799 (1983). ========================== NO VIOLATION OF INTERNATIONAL LAW WHEN EQUIPMENT LOCATED IN UNITED STATES RECORDS TRANSNATIONAL TELECOMMUNICATIONS--United States v. Romano, 706 F.2d 370 (2d Cir. 1983). ========================== UNITED STATES MANUFACTURERS HAVE A CAUSE OF ACTION UNDER SECTION 4 OF THE CLAYTON ACT FOR INJURIES RESULTING FROM A CONSPIRACY OF FOREIGN MANUFACTURERS TO SELL COMPARABLE PRODUCTS AT ARTIFICIALLY HIGH PRICES IN THEIR HOME MARKET AND AT PREDATORY PRICES IN THE UNITED STATES--In Re: Japanese Electronic Products Antitrust Litigation, 723 F.2d 319 (3d Cir. 1983). ========================== ANTITRUST CLAIMS ARISING OUT OF INTERNATIONAL CONTRACTS ARE NOT ARBITRABLE UNDER THE CONVENTION ON THE RECOGNITION AND ENFORCEMENT ON FOREIGN ARBITRAL AWARDS--Mitsubishi Motors Corp. v. Soler Chrysler-Plymouth, Inc., 723 F.2d 155 (1st Cir.1983). =========================== A FOREIGN STATE AS DEBTOR CANNOT ASSERT THE ACT OF STATE DOCTRINE AS A DEFENSE, NOR CAN THE LOAN AGREEMENT BE CONSIDERED AN EXCHANGE CONTRACT WITHIN ARTICLE VIII, SECTION2(B) OF THE BRETTON WOODS AGREEMENT--Libra Bank Ltd. v. Banco Nacional de Costa Rica, 570 F. Supp. 870 (S.D.N.Y. 1983). =========================== CONGRESSIONAL CHALLENGES TO THE UNDECLARED WAR IN NICARA-GUA AND NICARAGUAN CITIZENS' TORT CLAIMS AGAINST THE UNITED[Vol. 17.155 CASE DIGESTSTATES GOVERNMENT ARE NONJUSTICIABLE POLITICAL QUESTIONS--Sanchez-Espinoza v. Reagan, 568 F. Supp. 596 (D.D.C.1983). =========================== THE AGE DISCRIMINATION IN ...