IDB lending to budget oversight institutions

Includes bibliography

Economic Survey of Latin America and the Caribbean 2009-2010: The distributive impact of public policies

Includes bibliography

Nominal anchors and macroeconomic coordination options in MERCOSUR

Includes bibliography

Equity in education in El Salvador

Includes bibliography

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.

Is financial literacy an economic good?

Financial literacy (fl) is generally regarded as an economic good which individuals choose whether or not to consume depending on how much of a contribution they expect it to make to the quality of their financial decision-making. This construct has not, however, been tested empirically. In this study we analyse variations in fl on the part of individuals who experience major life-cycle events that show up in the data and that can be assumed to have repercussions on their personal finances. The analysis of a panel made up of approximately 12,000 people indicates that there is a correlation between 13 of the 17 selected life events and financial decisions, but only one of those events (job training) is associated with a change in fl. This evidence casts doubt upon the conceptualization of fl as an economic good and is in line with a series of other studies that, for one reason or another, have questioned the soundness of the current conceptual approach to FL.

The low predictive power of simple Phillips curves in Chile

This study uses some backward-looking versions of Phillips curves, estimated from both revised and real-time data, to explore the existence, robustness and size of the contribution that a variety of activity measures may make to the task of predicting inflation in Chile. The main results confirm the findings of the recent international literature: the predictive power of the activity measures considered here is episodic, unstable and of moderate size. This weak predictive contribution is robust to the use of final and real-time data.