The recent, precipitous decline in oil prices (35 percent so far this year) has revived the question of how oil-exporting countries should manage their budgets. These countries’ governments rely on oil revenues for 60-90 percent of their spending. In light of the price drop, should governments cut expenditures, including growth-promoting investment expenditures? Or should they dip into the money they saved when oil prices were high, and keep expenditures on an even keel? Since oil prices fluctuate up and down, governments are looking for rules that guide expenditure decisions, rather than leaving it to the politicians in power at the time to decide whenever there is a price shock. The successful experience of Norway and Chile, which used strict fiscal rules to make sure that resource windfalls are saved and not subject to the irresistible temptation to spend, is often contrasted with countries such as Nigeria and Cameroon, which didn’t.
Latin America has a long, fractured, and ultimately failed history of public media. So-called “public media” typically functioned as government-controlled institutions for spurious goals - propaganda and clientelism - rather than quality content in the service of multiple public interests.
A branded metro station in Madrid
Unfortunately, the underfunding of transit systems can become chronic as public budgets are under growing pressure and the most direct solutions for increasing revenues are hard to implement: increasing fares, for instance, has proved to be politically difficult and disproportionately affects the poor, who use public transport the most; and charging a price that fully covers the social cost of private vehicle usage (i.e., congestion charges) as a way to fund transit is also politically sensitive.
In that context, transit operators are increasingly looking at new ways to tap additional sources of commercial revenue and make up for funding shortfalls, often through agreements with the private sector. Although most examples are concentrated in developed countries, some metro systems in Latin America and the developing world are looking at ways to increase non-tariff revenues:
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By now, developing countries are exporting parts and components used in some of the most sophisticated products on the planet. With the rise of global value chains (GVCs), workers in these countries are no longer just assembling imported parts for local sale, as has been done for decades. They are now participants in international production networks – in factories that cross borders.
This change is significant for economic development, as we argue in our forthcoming book, “Making Global Value Chains Work for Development.” GVCs will also be the subject of a discussion by World Bank Group President Dr. Jim Yong Kim, World Trade Organization Director-General Roberto Azevêdo, General Electric Vice Chairman John G. Rice, and Colombia Minister of Finance and Public Credit Mauricio Cárdenas -- and moderated by World Bank Trade and Competitiveness Senior Director Anabel González -- on Friday at “Transforming World Trade: Global Value Chains and Development,” a flagship event of the World Bank-IMF Annual Meetings.
Economic development theorists and practitioners are increasingly using the term “middle-income trap” to describe the situation where developing economies’ convergence to the development frontier comes to a halt once their income per capita reaches a middle-income level. The term is ambiguous: is it a halt in convergence or slowdown in growth, and what exactly is the definition of middle-income? Nevertheless, the concept has been successfully used to create a scare that developing countries are more likely to run out of breath or even give up the race in the middle of the track than to continue catching up with the leading economies. Eichengreen et al. and several IMF economists are among those who provide empirical evidence that the “middle-income trap” is real and that developing countries do get stuck at some low-level equilibrium.
Last month, it was time for the project's third phase: a competition to surface new ideas for mass transit options, road safety and mobility information. This event, called the MueveTT Innovation Challenge, brought together 14 teams of people to brainstorm ways for the government, companies, universities, organizations, citizens, and others to work together toward the vision of smart cities.
A few years ago, authors Peter Menzel and Faith D’Aluisio published “Hungry Planet,” a fascinating book with pictures of what families eat around the world. The picture from Mexico was revealing. If you take a brief look, it seems a quite healthy diet, varied and containing lots of fruits and vegetables. But if you look more closely, you will notice a dozen 2-liter bottles of soft drinks and about two dozen beer bottles at the back of the picture. In addition, in front of two children, there’s a table with sweet breads and other high-calorie snacks.
While driving around rural areas of Puno in Peru, Caaguazú in Paraguay or Granada in Nicaragua, do not be surprised to see women lifting rocks from the roads and using shovels and picks alongside men. In fact, in the past 15 years, the number of women that have joined organizations in charge of routine road maintenance in Latin America has increased significantly and with this their life conditions have improved dramatically.
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On a Friday evening last November, twelve mayors from nearby districts gathered at the municipal office building in Tarapoto, Peru. Even though the rainy season was just ramping-up in this lush tropical area of the country, local roads were already being washed away. These mayors were eagerly planning for the local Provincial Road Institute to use their tractors to protect their roads to counter the negative effects of the rain.
One of them cried out, “How will my people bring grapes and coffee to local markets without good roads? Our products are going to rot and my people are going to suffer.”
A five hours’ drive south of Lima lays the coastal provinces of Chincha. If one heads inland into the deserted mountains that are typical of costal Peru, one would be surprised to find agriculture blanketing the valley floor. For centuries local communities in these rugged terrains have been using water from small meandering streams to grow maize, and eke out a living by selling surpluses at nearby markets. However, in recent years the growth of industrial agriculture has squeezed these communities, making it hard for them to survive in these ancestral lands, forcing many of them to move to nearby cities such as Chincha Alta.