The cost of hunger: Social and economic impact of child undernutrition in the Plurinational State of Bolivia, Ecuador, Paraguay and Peru

The Economic Commission for Latin America and the Caribbean (ECLAC) jointly with the World Program of Food (WFP) and recognized experts of the region developed a methodology that, using secondary information, estimate the opportunity cost derived from undernutrition. This methodology has been successfully applied in Costa Rica, El Salvador, Guatemala, Honduras, Nicaragua, Panama and the Dominican Republic, where the cost of undernutrition was estimated at 6.7 billion dollars in 2004. The present study covers four countries in South America: Bolivia, Ecuador, Paraguay and Peru. The results indicate that the cost of the malnutrition in these countries reached 4.3 billion dollars in 2005, which is equivalent to 3.3 per cent of the GDP of these countries. The results strongly point out that child undernutrition is not only a problem of health or an unacceptable situation ethically, but it is a national problem, given the enormous social costs and the loss of opportunities that it imposes on the national economy.

Informe preliminar sobre los cambios en la estructura por edades de la poblacion en paises seleccionados de America Latina (Uruguay, Chile, Brasil, Paraguay y Bolivia) 1950-2025

Incluye Bibliografía

The opportunities and risks associated with privatizing railways in Latin America

Most railways in Latin America were built by private firms, often foreign owned. Over time, owing to a combination of nationalizations and competition from road transport, virtually all railways passed into government hands; the railroad industry became more and more of a white elephant for the Government because of the ever-increasing subsidies it swallowed up, its dwindling role in national economies, and a conviction that Governments should not be involved in productive activities. Consequently, the late 1980s saw the start of a trend towards denationalization of railways, with the latter being turned over to private, often foreign, interests. In this way, the railway industry in Latin America has come full circle in the space of 150 years. So far, there has not been any assessment of the recent privatization of railways in Latin America. However, the conclusion would probably be that: (i) privatization has on the whole been successful, and (ii) the results achieved would have been more positive still, had some things been done slightly differently. One problem is that the bidding process has failed to take into account the positive externalities associated with railways, such as the contribution they make to reducing road maintenance costs and environmental damage caused by road transport. Another unresolved issue is whether to put the entire railway system up for tender, or to invite separate bids for infrastructure and services. Economies of scale operate in the railway industry, favouring the existence of a number of rail companies. In the past, the railway companies of neighbouring countries such as Argentina and Paraguay, and Bolivia and Chile, enjoyed ties at director level, but these came to an end with the nationalization of railways. Now that the era of State involvement is itself drawing to a close, we can expect to see the formation of integrated railway systems, one of which might extend from Quijarro, on the border between Bolivia and Brazil, to Puerto Montt in the south of Chile.

Equilibrium real exchange rates, misalignment and competitiveness in the Southern Cone

Includes bibliography

Latin America and the Caribbean: projections 2006-2007

Includes bibliography

The economic costs associated with landlocked status

Two Latin American republics, Bolivia and Paraguay, lack sovereign access to ocean ports. Their landlocked status effectively forces them to export and import products through borders with neighbouring countries; for this purpose, they frequently use land transport modes which are intrinsically more costly than ocean transport. However, being distant from ocean ports is an attribute not only of landlocked countries; but also of states or provinces, such as Mato Grosso, in Brazil, or Tucumán, in Argentina, which belong to countries with direct access to the sea. If perfect political and economic integration were to be achieved in the region, the distances and topographic accidents between points such as La Paz, Bolivia, and Arica, Chile, or Asunción, Paraguay and Paranaguá, Brazil, would remain unchanged. What would disappear would be the delays at border crossings and their related costs. For the two landlocked countries, border expenses, although significant, are a relatively small fraction of the cost of the land segments of international transport. More important for these countries, are the dependency of infrastructure services and the institutional framework of the transit countries for the transport of their external trade.

Energy Consumption and Efficiency: Emerging Challenges from Reefer Trade in South American Container Terminals

This issue of the FAL Bulletin discusses the relevance of energy consumption as a basis for identifying energy efficiency potential and calculating the carbon footprints of ports and terminals in Latin America and the Caribbean (LAC), focusing on the Southern Cone countries of Argentina, Chile, Paraguay and Uruguay.

Proyecciones de población de cinco países sudamericanos: comparación con América Latina

Publicación bilingüe (Español e inglés)

Paraguay: a housing finance proposal for middle- to low-income groups

The construction and ownership of homes is fundamental to economic development, the generation of wealth and the formation of the middle class. Although a number of studies have been conducted and programmes implemented in recent decades, there remains a significant housing deficit in Paraguay and Latin America, indicating that such programmes have been unsuccessful. For families unable to document a steady income, the main obstacle to homeownership is often financing. This paper aims to demonstrate the economic and financial feasibility —provided there is sufficient political will and coordination between public and private entities— of a project to build 75,000 homes for 300,000 people (4.5% of the Paraguayan population) with middle to low incomes. The median household income in this segment, for which there is a significant shortage of decent housing, is US$ 396.50. A maximum of US$ 63.44 per month may be set aside for housing costs.

Protagonismo juvenil en proyectos locales: lecciones del Cono Sur

Incluye Bibliografía

La migración de mano de obra calificada dentro de América Latina. Trabajo de tesis

Incluye Bibliografía

Meeting the millennium poverty reduction targets in Latin America and the Caribbean

Includes bibliography

Trade and poverty in Paraguay: the case of an agribusiness value chain

Incluye bibliografía

Policy alternatives and strategies for the Plurinational State of Bolivia following the end of trade preferences

Include bibliography

Trade, poverty and complementary policies in Latin America

Includes bibliography