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This study aims to explore the relationship between tourism and women’s employment in 32 South American and Caribbean countries from 1996 to 2020.

In this paper, both static (fixed effects and random effects) and dynamic panel data models (system and differenced generalized method of moments) are used. In addition to gross domestic product, trade, education and urban population are also considered in this study.

According to the findings, a boost in tourism led to an increase in women’s engagement in the economy and service sectors. This paper also explores the efficiency of alternate methods to deal with various models of women labor force (WLF) involvement in various sectors. Women’s employment opportunities in the service sector expand as a result of tourism, but in the agricultural and industrial sectors, that employment opportunity is reduced.

This study investigated the impact of tourism on WLF participation and found that it had a significant impact. This study, on the other hand, specifically contributed to the tourism sector in some specific study areas, such as tourism and agriculture, service and industry sectors. This study also displays that female participation in South America and the Caribbean countries is increasing and women are shifting away from traditional economic sectors.

This is the pioneering study to discover tourism and female participation in employment in South American and Caribbean countries. The findings of this study have important implications for future studies and policy debates examining the consequence of the tourism industry on WLF.

Accounting for over 90% of goods traded globally, Maritime Transport is undeniably the main mode of international transport for goods throughout the world. Despite the global financial crisis in 2008, growth in international seaborne trade continued, albeit at a slower rate of 3.6% in 2008 as compared with 4.5% in 2007. The volume of global sea‐borne trade for 2008 totaled 8.17 billion tons as estimated by UNCTAD (2009). Maritime transport is more critical to the development of the small Caribbean states than for most other regions because they exist as islands in the Caribbean Sea, and consequently are heavily reliant on foreign trade. However, despite the advancement in the area of maritime transport globally, Latin America and the Caribbean (LAC) continue to be plagued with high transport costs, inadequate port and transport infrastructure and a lack of coordinated maritime transport policies among others. It can, therefore, be widely appreciated that in order for LAC to achieve sustained economic development there is need for improved maritime transport cooperation in the region. This paper seeks to use the examples of Trinidad and Tobago from the Caribbean and Venezuela from Latin America to examine the ways in which Maritime Transport Cooperation can be enhanced in order to encourage development and growth in the Greater Caribbean region

This chapter offers a brief comparative and socio-educative overview of Latin America and the Caribbean, elaborated with the purpose of guiding reflection on the diversity of contexts that constitute the region. This overview highlights economic, social, political and cultural aspects that characterize the region and that, consequently, indicate points of departure and arrival for the design and implementation of educational policies aimed at satisfying the socio-historical needs of each of the Latin American countries.

This abbreviated study includes a systematic review and contrast of basic aspects of regional education systems, focused on achieving the formation of an integral citizen, capable of applying the acquired competencies in the resolution of problems that will prepare them for insertion in the labor market once their schooling is completed. In this sense, the countries and dependencies that integrate the Latin American and Caribbean region still face complex challenges closely related to the quality that educational services have achieved, in addition to the conditions of equality and equity so necessary to integrate the broad sectors of the population located on the thresholds of poverty and marginalization, of the secular horizon that has characterized the Latin American socioeconomic reality.

Against a broader global and regional shift toward “quality education for all,” the chapter explores education policy developments and trends related to teacher education and professional development in Latin America and the Caribbean. We examine how multilateral education policy circulation and regional horizontal cooperation has guided these education policy developments. The chapter is organized into three parts. It first provides a discussion of educational multilateralism and new forms of horizontal cooperation, as it relates to educational development efforts. We argue that these new forms of multilateralism and horizontal cooperation guide the development of policies that seek to enhance both educational equity and quality education, particularly through advancing teacher education and professional development. The second section explores several recent education policy trends that relate to teacher education and professional development in Latin America and the Caribbean, and the challenges that Ministries of Education face when designing and implementing programs of teacher education and professional development. Lastly, the chapter examines the role of regional organizations in promoting new forms of regional horizontal cooperation specific to teacher education and professional development, focusing on the example of Organization of American States’ (OAS) Inter-American Teacher Education Network (ITEN).

This study provides empirical evidence on the impact of the Panama Canal expansion (PCE) on the economies of Latin American and Caribbean (LAC) countries, particularly in light of the emergence of larger container ships such as neo-Panamax and post-Panamax vessels.

This study uses the Bayesian structural time Series (BSTS) model to evaluate the economic effects of the PCE on 21 countries within the LAC region. It utilized the World Bank's gross domestic product (GDP) figures between 2000 and 2019 as the primary variable, alongside the human development index (HDI) (X1), container throughput (TEU) (X2) and unemployment rates (UNEMPL) (X3) covariates. This allowed a precise and robust approach to analyzing time series data while accounting for uncertainties and allowing the inclusion of various components and external factors.

The findings revealed that the PCE has a positive and statistically significant impact on most countries within the Caribbean Transshipment Triangle, ranging from 9.2% in Belize to 46% in Cuba. This suggests that the causal effect of the PCE on regional economies was not confined to any specific type of economy or geographical location within the LAC region. Where the growth rates were statistically insignificant, primarily in some Latin American countries, it coincided with countries that are primarily driven by exports and service industries, where bulk and oil tanker vessels are likely to be the main carriers for exports rather than container vessels.

The practical implications of this research are crucial for various stakeholders in the maritime industry and economic planning. The factors influencing economic growth resulting from investing in maritime activities are vital for decision-makers to create policies that lead to positive outcomes and sustainable development in regions and countries with flourishing maritime industries. The methodology and findings have significant implications for governments, managers, professionals, policy-makers and investors.

The objective of this chapter is to identify the key characteristics of Global Services businesses that will thrive and achieve success in the future. These factors are integrated into three main pillars, which we refer to as the Triple-Win. The first and most obvious pillar is technology as a tool. The second pillar is the design and sustainability of the business model, without which the previous factor would be merely a cost and not an investment. And last but not the least, there is the purpose which gives meaning to the proposal, focusing on the human being and their environment. The DIDPAGA business model sits at the intersection of these three elements.

During the period 1962-2001 (9/11), the author identified 25 terrorist acts in the English-speaking Caribbean. Apart from US action in Grenada in 1983, the extra-regional response to these acts was minimal. However, in the aftermath of 9/11, the US has introduced a number of counter-terrorist measures into the region from Washington through such agencies as Southcom, the FBI, the DEA, and the Department of Homeland Security, now including the Coast Guard, to forestall future acts of terrorism. Also the UN, the OAS, and the CARICOM, at the instigation of the US, have encouraged Caribbean nations to adopt resolutions and pass anti-terrorist legislation at the local level in the fight against terrorism. US policy toward the region is based on its own self-interest since it considers the Caribbean its “Third Border,” one that is difficult to close to security threats. In all of this, the Caribbean nations welcome the security, more so because of the incidental protection it offers to their fragile tourist-dependent economies that are sensitive to political and other threats. This coincidence of interest has seen the US merge drug-trafficking and terrorism into one consolidated threat. Traditionally, the Caribbean region has not allocated a large part of its budget to security concerns, but with external assistance, particularly from the US, the region's police and military forces have been called upon to adapt to the global threats of the post-9/11 era by strengthening operational capacity, mission readiness, and intensify regional cooperation. This new thrust also includes making border tightening security measures more comprehensive and robust as well as the sharing of information, including intelligence. As long as the US perceives the terrorist threat a priority, Caribbean security policy will continue apace.

Jorge Sàbato, the Latin American scientist, predicted that ‘either Latin America dominates technology or through other countries technology will dominate Latin America’ (Sagasti 1984). This prediction might serve to point toward one of the objectives to challenge our countries of the Caribbean and Latin America in the coming century. To understand how hard we will have to work to achieve that goal we might look at the barriers to information technology in Latin America and the Caribbean.