分类: business

  • Frontier launches daily flight between Punta Cana and Puerto Rico

    Frontier launches daily flight between Punta Cana and Puerto Rico

    The ongoing wave of consolidation in the U.S. ultra-low-cost air travel sector has spurred a major strategic expansion from Frontier Airlines, which is moving to capture new market share by launching eight new routes across the Caribbean and Latin America. The move comes in direct response to scaled-back operations from rival Spirit Airlines, which recently reduced service to multiple high-demand destinations across the region, opening a gap that Frontier is now positioned to fill.

    One of the most critical additions to Frontier’s network is the new daily service connecting San Juan, Puerto Rico to Punta Cana, Dominican Republic. This route links two of the Caribbean’s most popular year-round tourist hubs, and preserves a key air connection that supports regional tourism economies that rely heavily on visitor mobility. The daily service caters to a broad range of travelers, from leisure vacationers to family visitors and business passengers, while delivering the budget-friendly fares that define Frontier’s business model.

    Beyond the San Juan-Punta Cana link, Frontier has added seven additional routes that were previously operated by Spirit Airlines. The full expanded network includes connections between San Juan and Medellín, Colombia; Fort Lauderdale, Florida and Armenia, Colombia; Barranquilla and Bucaramanga, Colombia; Orlando, Florida and Guatemala City, Guatemala; Orlando and San Pedro Sula, Honduras; and Atlanta, Georgia and San Pedro Sula, Honduras.

    In a statement accompanying the expansion announcement, Frontier emphasized that its core goal is to maintain affordable travel options for passengers in high-demand markets. To kick off the new services, the carrier has launched promotional fare offers designed to build early passenger volume and boost occupancy on the new routes. The expansion aligns with Frontier’s long-term growth strategy, which prioritizes moving into under-served routes with strong existing tourism and passenger demand.

    “We are pleased to expand our service to ensure that consumers continue to have access to affordable travel options,” said Josh Flyr, Vice President of Network Design and Operations at Frontier Airlines. Industry analysts note that the expansion solidifies Frontier’s position as a leading ultra-low-cost carrier in the Caribbean and Latin American travel market, leveraging ongoing industry restructuring to grow its footprint in high-traffic regions.

  • The PUJ is consolidating its position: it attracts 53% of the tourists who visited the Dominican Republic in June

    The PUJ is consolidating its position: it attracts 53% of the tourists who visited the Dominican Republic in June

    The Dominican Republic’s tourism sector is riding a wave of robust expansion, with rising air transport activity serving as the leading engine of its sustained growth. Fresh official data reveals that in the first six months of 2026, the Caribbean nation recorded 37,895 commercial flights — an all-time high that marks a 7.7% year-over-year increase from the same period in 2025, translating to 2,694 additional flight operations. Even more notably, current flight volumes have surged 24.5% above pre-pandemic levels seen in the first half of 2019, representing 7,448 more commercial flights than the 2019 benchmark.

    Industry analysts attribute this strong performance to two core factors: steadily growing international demand for Dominican travel experiences, and ongoing investments that have expanded the country’s global air connectivity. Both drivers have worked in tandem to push up tourist arrivals across the nation’s top leisure and resort destinations.

    When broken down by airport, Punta Cana International Airport continues to reinforce its standing as the Dominican Republic’s busiest air entry point. In June alone, the eastern airport handled 53% of all national commercial flight operations. It is followed by Las Américas International Airport (AILA) with 28% of operations, and Cibao International Airport with 12%. Puerto Plata and El Higüero each account for 3% of monthly flights, while La Romana and Samaná contribute 1% apiece, according to data compiled by areocoa.com and published by the Dominican Ministry of Tourism (Mitur).

    This geographic distribution underscores the outsized role of the Dominican Republic’s Eastern region in driving national tourism growth. The area’s popularity stems from its extensive inventory of accommodation, world-famous white-sand beaches, and extensive non-stop flight connections to the world’s largest travel source markets.

    Market breakdown by origin shows the United States retains its position as the top source of incoming flights, representing 53% of all commercial operations into the country. Next in line are Panama at 7%, Colombia at 6%, Puerto Rico at 6%, and Canada at 5% — all markets that maintain consistent, year-round air connectivity with the Dominican Republic.

    The busiest routes on the network reflect the dominance of key regional and North American markets: top connections include the routes between New York’s JFK International Airport and Santiago’s Cibao International Airport, JFK to Santo Domingo’s Las Américas International Airport, as well as inbound flights to Punta Cana from Panama City’s Tocumen International Airport, San Juan’s Luis Muñoz Marín International Airport, and Miami International Airport.

    The uptick in flight operations has directly translated to a matching rise in tourist arrivals. Between January and June 2026, the Dominican Republic welcomed 4,963,542 air arrivals, a 10% increase from the same period in 2025. This equals 449,449 additional visitors compared to last year. Compared to pre-pandemic 2019 first-half figures, air arrivals have grown a staggering 38.8%, confirming the Dominican Republic’s status as one of the fastest-recovering and fastest-expanding tourist destinations across the entire Caribbean and Latin American region.

    Tourism officials note that these strong results are the product of deliberate policy focused on expanding global air links, launching new direct routes to under-served markets, and increasing flight frequencies on popular existing routes. These strategic moves have cemented the Dominican Republic’s reputation as the Caribbean’s leading travel hub and one of the most competitive tourist destinations in Latin America.

  • Global Uncertainty Could Slow Tourism and Economic Growth, ECCB Warns

    Global Uncertainty Could Slow Tourism and Economic Growth, ECCB Warns

    Against a backdrop of shifting global dynamics, the Monetary Council of the Eastern Caribbean Central Bank (ECCB) has sounded a cautious note on the Eastern Caribbean Currency Union’s (ECCU) economic trajectory, highlighting three major external headwinds that threaten to undermine regional expansion and tourism activity in the coming months. The official alert was published in a formal communiqué released Friday, at the conclusion of the Council’s 113th quarterly gathering hosted in Dominica, where senior finance officials from across the member nations gathered to assess the bloc’s current and projected economic health.

    In the official statement, the Council emphasized that persistent global uncertainty has cast a long shadow over the region’s growth outlook. Rising geopolitical friction around the world, wild swings in global crude oil prices, and ongoing unpredictability in international trade flows have combined to create material downside risks that cannot be ignored by regional policymakers. Against this landscape, the Council revised the bloc’s growth projection bias to the downside, warning that a further deterioration of global conditions could cool demand for Caribbean getaways and pull back the pace of overall economic expansion across the ECCU.

    Even as it flagged these external vulnerabilities, the Council struck a balanced tone, pointing to bright spots in the regional economy and ongoing efforts to build long-term stability. The body explicitly welcomed the steady flow of investment into large-scale strategic development projects and cross-regional renewable energy programs, noting that these initiatives are foundational to boosting the region’s ability to withstand external shocks and advance inclusive, sustainable development. It reaffirmed that energy security and resilience remain a top priority for accelerating shared growth, and called for urgent action to speed up the launch and full operationalization of the Caribbean Resilient Renewable Energy Infrastructure Investment Facility, a dedicated financing vehicle designed to support the region’s clean energy transition.

    Council members also reached a consensus on the need to ramp up collective regional action under the ECCB’s flagship “Big Push” development strategy. Expanding the scale and speeding up the pace of coordinated initiatives under this framework, officials agreed, is critical to lifting the ECCU’s long-term global competitiveness and insulating its economies from future external disruptions.

    Notably, the Council acknowledged that the region’s core economic engine — tourism — has continued to outperform expectations despite ongoing global headwinds. Data shared during the meeting showed that total visitor arrivals across the ECCU jumped 9% year-over-year to reach 2.5 million in the first quarter of 2026, while total visitor spending increased by 4% to hit EC$2.8 billion over the same period. The solid growth trend confirms that global traveler demand for the Eastern Caribbean as a top leisure destination remains sustained, even amid broader economic uncertainty.

  • Central Bank Plans for Instant Cross-Border Payments Across Caribbean

    Central Bank Plans for Instant Cross-Border Payments Across Caribbean

    The Eastern Caribbean Central Bank (ECCB) is moving forward with transformative plans to revolutionize cross-border electronic transactions across the Caribbean region, after its top governing body received detailed progress updates on two high-priority financial infrastructure initiatives. At the 113th gathering of the ECCB Monetary Council, held Friday in Dominica, members reviewed development milestones for both the CAPSS pilot program and the regional Fast Payment System, marking these projects as central pillars of the bank’s ambitious “Big Push” strategic agenda.

    The CARICOM Payments and Settlement System (CAPSS), the first of the two flagship projects, is designed to introduce instant cross-border payment capabilities that operate directly using participating local currencies. According to an official communiqué released following the meeting, this new framework will cut down on exorbitant transaction fees that have long burdened regional trade and personal remittances, while also reducing the region’s dependence on traditional correspondent banking relationships that have proven volatile and restrictive for many Caribbean financial institutions in recent years.

    Complementing the cross-border CAPSS project is the second initiative, a dedicated Fast Payment System built for the Eastern Caribbean Currency Union (ECCU). Once fully operational, this system will enable round-the-clock real-time electronic transfers for users across the currency union, operating 24 hours a day, seven days a week to meet the growing demand for accessible, on-demand digital payments from both consumers and businesses.

    Members of the Monetary Council emphasized that both initiatives are expected to deliver far-reaching benefits beyond faster transaction speeds. By breaking down longstanding financial barriers between Caribbean nations, the projects will deepen regional financial integration, streamline payment processing efficiency, and expand access to formal financial services for under-served populations across the ECCU, advancing the bank’s goal of inclusive economic growth across the region.

  • PM Browne Backs ‘Big Push’ to Double Eastern Caribbean Economy Within Seven Years

    PM Browne Backs ‘Big Push’ to Double Eastern Caribbean Economy Within Seven Years

    At the 113th gathering of the Eastern Caribbean Central Bank (ECCB) Monetary Council held in Dominica on Thursday, regional leaders have formally backed a bold growth blueprint that aims to double the size of the Eastern Caribbean economy within the next seven years. Antigua and Barbuda Prime Minister Gaston Browne, who made the announcement, confirmed the council has adopted ECCB Governor Timothy Antoine’s “Big Push” initiative, which targets expanding the Eastern Caribbean Currency Union (ECCU)’s combined gross domestic product to roughly EC$50 billion by 2031.

    Far from being just a target for rising output, the initiative frames transformative economic expansion as a core pillar to strengthen the long-term stability of the shared currency union. Browne emphasized that the plan’s success depends on unlocking new streams of investment, nurturing homegrown entrepreneurship, and building sustained domestic wealth generation across member states. He argued that the ECCB has a critical expanded role to play in turning this vision into action: the central bank should develop creative new credit and securities tools to finance growth projects, and allocate a small share of its existing reserves to kickstart investment in renewable energy and other high-priority strategic sectors. This approach, he noted, will help member states cut heavy reliance on imported goods and foreign direct investment, building more self-reliant, resilient regional economies that reinforce the ECCU’s stability over time.

    Alongside endorsing the Big Push framework, the Monetary Council formally approved the ECCB’s 2026–2031 Strategic Plan, which lays out concrete priority areas to deliver on the growth target. The plan centers on advancing food and nutrition security, boosting regional energy resilience, improving cross-border connectivity, streamlining trade and logistics systems, deepening regional financial markets, and expanding inclusive wealth creation for local communities.

    One of the most notable potential projects being evaluated under the new strategy is the launch of OECS Air, a proposed regional carrier designed to close critical connectivity gaps across the bloc. If advanced, the airline would cut travel barriers, make cross-border commerce easier, and give a major boost to the region’s key tourism sector and incoming investment flows.

    The approval of the 7-year growth plan marks a clear shift toward coordinated, ambitious regional action to address long-standing economic vulnerabilities, and sets a concrete target for collective development across the Eastern Caribbean bloc.

  • Banks DIH Ltd hands over grand prize in “Crown the Road” promotion

    Banks DIH Ltd hands over grand prize in “Crown the Road” promotion

    Guyana’s leading beverage and consumer goods manufacturer Banks DIH Limited has formally concluded its highly anticipated ‘Crown the Road’ customer loyalty promotion, awarding the campaign’s top prize – a brand-new SWM SUV valued at $5.5 million – to Vijay Latchminarine, a resident of East Canefield, Canje, Berbice.

    Running over 10 consecutive weeks from April 10 to June 19 this year, the promotion was structured to reward regular patrons of Banks Beer at 15 participating bars scattered across Guyana. Throughout the campaign, organizers held regular draws that delivered instant $350,000 cash prizes to 15 lucky winners, bringing the total value of secondary consolation rewards to $5.25 million, before the much-awaited grand prize draw for the SUV that served as the event’s centerpiece.

    The awarding of the SUV to Latchminarine marks the successful completion of a campaign crafted specifically to celebrate and acknowledge the long-term loyalty of Banks Beer consumers across the country. Speaking on the wrap-up of the promotion, Lee Baptiste, Sales and Marketing Executive at Banks DIH, emphasized that the initiative was rooted in meeting customers where they already connect with the brand.

    “Crown the Road was about putting Banks Beer where our customers already are, at their favourite bars, enjoying time with friends and giving them a real chance to be rewarded for their loyalty,” Baptiste explained. “Seeing Mr. Latchminarine drive away in the grand prize SUV is exactly the kind of moment we hoped this promotion would create.”

    Banks Beer, the flagship product at the center of the campaign, holds a Monde Selection Gold Quality award and has maintained its position as one of the most popular beer choices among Guyanese consumers. The brand is backed by its parent company’s more than seven decades of proven manufacturing excellence in the region.

    As a cornerstone of Guyana’s consumer goods sector, Banks DIH Limited employs more than 1,600 local workers and holds a dominant position as a manufacturer and distributor of beverages, food items, and household products across the country. Beyond Banks Beer, the company’s extensive brand portfolio includes other well-known local favorites such as GT Beer, Guinness, XM Rum, Coca-Cola, Malta, Icee, and Qik Serv, alongside a wide range of other everyday consumer products. For decades, the firm has anchored its operations in three core priorities: delivering consistent high-quality products, investing in local community development, and supporting the long-term economic growth of Guyana.

  • FERRY FEARS

    FERRY FEARS

    A plan announced by Trinidad and Tobago’s Prime Minister to launch a temporary regional cargo ferry service aimed at cutting inter-island trade costs has sparked concerns from top Tobago business leaders, who warn that domestic transportation capacity for the island is already stretched dangerously thin. The proposal was brought forward by Prime Minister Kamla Persad-Bissessar in the wake of the 51st Regular Meeting of the Conference of Heads of Government of Caricom held in St Lucia, where she reaffirmed the government’s commitment to easing regional cargo expenses by offering a Trinidad and Tobago-owned vessel for cross-regional cargo movement.

    In comments following the announcement, Minister of Works and Infrastructure Jearlean John told local media on Thursday that the prime minister had extended the offer of ferry access to Caricom member states, and confirmed the government has a actionable plan to roll out the regional service. But Diane Hadad, a prominent Tobago businesswoman and former head of the Tobago Division of the Trinidad and Tobago Chamber of Industry and Commerce, is pushing for clear answers before the government moves forward with implementation. Hadad says she broadly supports efforts to strengthen regional trade, but argues that putting Tobago’s already overburdened domestic seabridge at risk is not an acceptable trade-off.

    Hadad pointed to the fragile state of Tobago’s current cargo infrastructure, noting that the island relies on just one dedicated cargo vessel, the Blue Wave Harmony, whose reliability she described as precarious. “It is only in God we trust that it performs right,” she told reporters. Hadad says her working assumption is that the government plans to reassign one of the country’s existing fast ferries to the new regional route, but she questions whether any vessel can be pulled from domestic service without crippling Tobago’s supply chains. She highlighted that Tobago already struggles with inadequate service during peak travel periods, including long weekends, summer holidays, and the Easter and Christmas seasons, when additional sailings are rarely approved by the Port Authority.

    Tobago depends entirely on the Blue Wave Harmony for consistent cargo movement, Hadad explained, with fast ferries only used to carry limited extra cargo when the dedicated vessel is out of service for maintenance or repairs. “When that cargo vessel goes down, we then rely on any one of the fast ferries that they allow us to put certain tonnage vehicles on, and that’s what brings the necessary items across. Other than that, we are crippled,” she said. Hadad says she remains unconvinced that the country’s existing ferry fleet can support both the new regional service and meet Tobago’s domestic transportation needs. “I’m not sure what capacity we have to go up the islands and make food cheaper for anybody,” she said. “I think a lot more information needs to be given so that we can make informed decisions. There has been no proper communication with the real stakeholders.”

    She also raised additional concerns about the reliability of the country’s existing ferry fleet: the Galleons Passage, while capable of carrying cargo, has drawn frequent complaints from passengers over its poor performance in rough seas compared to older vessels the Buccoo Reef and APT James. Meanwhile, the T&T Spirit remains out of service for unspecified reasons, and the operational status of the T&T Express is unclear, Hadad added.

    Curtis Williams, current chairman of the Tobago Division of the Trinidad and Tobago Chamber of Industry and Commerce, echoed Hadad’s measured approach. Williams welcomed the regional ferry proposal in principle, calling it “a positive and forward-thinking initiative” that has the potential to cut transportation costs, expand regional trade, stimulate cross-Caribbean tourism, and bring down the overall cost of living across the region. But like Hadad, he says the success of the project hinges entirely on whether Trinidad and Tobago actually has the excess maritime capacity to sustain the new service without harming domestic operations.

    Williams noted that the idea of a regional ferry service is not new – a similar plan was proposed by the previous national administration but never moved forward. He says ongoing concerns about vessel availability and reliability persist, particularly because the domestic seabridge between Trinidad and Tobago has already dealt with regular service disruptions caused by mechanical failures and a limited active fleet. “The Government must first ensure that there is sufficient maritime capacity, reliable vessels, adequate maintenance arrangements and a sustainable operational model before committing to such an undertaking,” Williams said in a written response to media inquiries.

    Williams added that long-term success for any regional ferry service depends on consistent, uninterrupted operations. “Businesses and travellers must have confidence that schedules will be maintained and that the service can operate without recurring interruptions. Without these assurances, the initiative could face the same challenges that prevented previous proposals from becoming a reality,” he said.

  • Stevedores Warn Port Stalemate Could Put Economy at Risk

    Stevedores Warn Port Stalemate Could Put Economy at Risk

    Four months have passed since the Essential Services Arbitration Tribunal brought an end to a years-long labor standoff between the Port of Belize and its stevedore workforce, yet not a single step has been taken to finalize a new collective bargaining agreement (CBA) that would resolve the core issues at the heart of the dispute. The entire arbitration process, which dragged on for more than 12 months, came to an abrupt halt in March when the Christian Workers Union rejected a revised confidentiality agreement, walking away from the negotiating table and leaving the dispute unresolved.

    Today, after the government of Belize assumed formal control of the Port of Belize, stevedores say they are still waiting for the new administration to follow through on its public promise to restart good-faith negotiations. Bruce Diaz, the chief union representative for the stevedores, says workers have maintained extraordinary patience through months of inaction, but issued a stark warning: if government and port officials do not return to negotiations imminently, the entire Belizean economy could face cascading disruption.

    “There is no tribunal left – the process abandoned us back in February,” Diaz explained in an interview. “We have been waiting to coordinate a meeting with Port of Belize leadership ever since, and we have not received any response at all. After the government took control, they confirmed they would sit down with us to finalize the CBA. To date, we have had no meetings, no productive discussions, and we need to move forward. We all know that if stevedores are forced to stop work, every Belizean will feel the impact – and we workers will feel it too. We do not want to take that step, so we have held off in good faith to see if they will meet with us to sort through the current issues.”

    Diaz emphasized that getting a new CBA signed is non-negotiable for the workforce, highlighting the grueling, uncelebrated work stevedores perform to keep the national economy moving. “Stevedores work around the clock, through rain and extreme heat, while executives and directors are at home asleep,” he said. “We work in pouring rain, dry off in the sun, and keep going to keep Belize’s economy flowing. If the Port of Belize stops functioning, basic goods from noodles to chicken sausage will not reach local communities – and prices for all goods will skyrocket. In past negotiations, we have made concessions to keep operations running even when we did not get the terms we needed, and that remains the case today. We are calling on the Port of Belize to meet with our negotiating team and finalize this CBA before the situation escalates.”

    Diaz added that stevedores initially viewed the government’s takeover of the port as a positive turning point, with workers holding out hope that the new administration would bring a more collaborative approach to labor relations. Months later, however, the workforce says it feels ignored, sidelined, and forced to issue a public warning to get the attention of port leadership. This report is a transcribed excerpt from an evening television newscast, with Kriol language statements standardized to written English for clarity.

  • The price SVG paid for saying ‘no’ to CBI

    The price SVG paid for saying ‘no’ to CBI

    For over two decades, St. Vincent and the Grenadines’ (SVG) former Unity Labour Party government stood firm in its opposition to a citizenship-by-investment (CBI) programme. Then-prime minister Ralph Gonsalves framed the policy as a threat to national sovereignty, warning it would open SVG to global reputational harm and create unmanageable governance risks. For successive election cycles, this rejection was not a evidence-based policy option up for debate—it was an unchallenged ideological doctrine, even as the economic costs of that choice mounted year after year.

    Gonsalves’ concerns were not entirely unfounded. Across the Organisation of Eastern Caribbean States (OECS), poorly run CBI initiatives have indeed drawn intense international scrutiny and created tangible governance challenges for some member states. But sound public policy requires weighing both avoided risks and forgone opportunities—and it is on this second metric that the former administration’s decision demands rigorous re-examination.

    When SVG’s neighbors embraced CBI, the small island nation stood alone as the only independent OECS member to reject the programme. St. Kitts and Nevis launched the Caribbean’s first CBI initiative as early as 1984, followed by Dominica in 1993, Antigua and Barbuda in 2012, Grenada in 2013, and Saint Lucia in 2015. Between 2013 and 2025, these five programmes collectively generated an estimated 16.5 to 22.1 billion Eastern Caribbean dollars (EC$) in non-tax revenue for their economies, while SVG opted to hold to its ideological stance rather than pursue the transformative economic opportunity.

    Economic analysis of that choice delivers a sobering conclusion: SVG is estimated to have foregone between EC$1.1 billion and EC$4.9 billion in potential revenue over that 13-year period. Even the lower end of that range marks one of the most significant missed economic opportunities in SVG’s modern history. This is far from an abstract academic debate: as of April 2026, the International Monetary Fund (IMF) pegs SVG’s public debt-to-GDP ratio at 120.1%. Even under conservative projections, the forgone CBI revenue would have nearly offset the total national debt accumulated over that 13-year period—debt that SVG was forced to build through interest-bearing borrowing, while neighboring countries banked direct cash inflows from CBI.

    The contrast between SVG and its CBI-participating neighbors is nowhere clearer than in their approach to major infrastructure. Argyle International Airport, the flagship infrastructure project of the Gonsalves era, was almost entirely financed through public borrowing, adding hundreds of millions of dollars to the national debt that SVG taxpayers will repay for decades. Just a short distance away, Dominica is constructing a billion-dollar, wide-body-capable international airport in Wesley, entirely funded through CBI revenue, with all financing risk carried by the developer rather than the Dominican public treasury. Dominican officials have explicitly confirmed that no current or future Dominican taxpayer will be on the hook for the project—an outcome that stands in stark opposition to SVG’s experience with Argyle.

    Critics often frame the CBI debate as a simple clash between principle and profit, but that framing is a misleading oversimplification. The real comparison is between the development gains neighboring countries have secured and what SVG could have achieved if its former government had chosen to manage CBI risks rather than reject the entire opportunity out of hand. While SVG leaned on heavy borrowing to fund core development, neighboring states used CBI revenues to deliver far-reaching public goods: new airports, upgraded hospitals, modernized schools, climate-resilient affordable housing, utility-scale renewable energy projects, and fully funded disaster recovery programmes.

    Dominica, in particular, offers a striking case study for comparison. Like SVG, it is a small island nation highly vulnerable to natural disasters, with limited natural resources and deep structural economic vulnerabilities. Yet CBI revenue has allowed Dominica to fund transformative projects that would have otherwise required massive public borrowing: the new international airport, thousands of climate-resilient homes for families displaced by 2017’s Hurricane Maria, dozens of new community health centers, and a raft of critical infrastructure upgrades. The gap between the two countries’ outcomes was not a product of geography or luck—it was a product of deliberate policy choice.

    For SVG, the lack of alternative non-tax revenue left successive governments with no option but to borrow for every major project. From road upgrades and coastal sea defenses to new housing, port expansions, hospitals, and post-disaster recovery, nearly all major public investment was debt-financed. While many of these investments were necessary, debt carries unavoidable long-term costs. As of the first quarter of 2026, SVG’s total disbursed outstanding public debt stands at EC$3.611 billion, with the 120.1% debt-to-GDP ratio forcing the government to divert hundreds of millions of dollars annually from core public services to debt interest payments. That is the true opportunity cost of rejecting CBI: not just the billions in unearned revenue, but the hundreds of millions in annual interest payments that could have been funding improved healthcare, higher education budgets, increased pension benefits, and higher public sector wages.

    SVG’s working population has borne the brunt of these costs. Governments burdened by high debt have little fiscal space to raise public sector wages, expand employment opportunities, hire additional frontline public servants, or improve working conditions. For years, public sector workers have been told that tight fiscal constraints prevent the government from meeting their wage demands—constraints that did not emerge by accident, but are the cumulative result of decades of policy choices that prioritized rejecting CBI over building alternative revenue streams. The opportunity cost extends far beyond public finances: nearly one in five Vincentians remains out of work, and thousands of young people leave the country annually to seek employment opportunities that do not exist at home. Every unbuilt major investment project represents jobs that were never created, local businesses that never expanded, and communities that never reaped the economic multiplier effects of construction, tourism growth, and private investment.

    The 2024 Hurricane Beryl exposed just how costly that lack of preparedness is. In July 2024, the storm hit Grenada’s Carriacou and Petite Martinique, and SVG’s Union Island, Mayreau, and Canouan with near-identical intensity, destroying homes, damaging critical healthcare facilities, and wiping out artisanal fishing fleets on both sides of the regional waterway. But Grenada held a critical advantage SVG lacked: a legally mandated disaster contingency reserve held within its CBI-funded National Transformation Fund, created specifically to respond to exactly this type of event. Grenada did not even need to draw down the full reserve—the fiscal strength built from years of CBI revenue allowed it to absorb the sharp increase in reconstruction spending without derailing its national budget or taking on massive new debt. SVG, by contrast, had no dedicated reserve to fall back on. Just as it did after the 2021 eruption of La Soufriere, SVG was forced to rely on international donor goodwill, emergency United Nations appeals, and new rounds of borrowing to fund recovery—because the reserve a CBI programme could have built was never allowed to exist.

    That gap was already painfully evident after the 2021 La Soufriere eruption, when the government’s large-scale emergency response relied almost entirely on international donors, regional partners, and borrowed funds. Imagine if successive SVG governments had launched a CBI programme in 2013 and allocated a portion of annual revenue to a dedicated national disaster and climate resilience fund: even modest annual contributions would have accumulated to between EC$400 million and EC$800 million by the time La Soufriere erupted. While that fund could not have prevented the disaster, it would have dramatically strengthened SVG’s ability to respond rapidly, rebuild faster, and avoid the need for billions in new emergency borrowing.

    Critics are correct to note that CBI programmes carry real risks. Poor governance has weakened CBI initiatives elsewhere in the Caribbean, lax due diligence has led to costly visa restrictions for entire countries, political interference has eroded public trust, and revenue volatility requires disciplined fiscal management. All of these risks are tangible—but every OECS member state that now operates CBI programmes faced these exact same challenges, and they chose to implement guardrails to manage risks rather than walk away from the opportunity entirely. The key lesson from the past decade is clear: the question was never whether risks exist, but whether those risks can be responsibly managed. Decades of regional experience confirm that they can.

    That is why the new SVG government’s proposed CBI framework deserves serious, open-minded consideration. The proposed framework includes critical guardrails to avoid the mistakes other countries have made: a legislatively protected independent investment fund, mandatory residency requirements for citizenship applicants, robust parliamentary oversight, and alignment with strengthened regional CBI regulation. If implemented effectively, SVG could launch its programme not as just another participant in the regional market, but as the best-governed CBI initiative in the Caribbean.

    There is no changing the past: the billions in potential revenue between 2013 and 2025 are gone forever. The upgraded hospitals, modernized schools, disaster-resilient homes, and reduced national debt that CBI revenue could have delivered are now part of SVG’s history of forgone opportunity. But governments should be judged not only by their active mistakes, but by the opportunities they fail to seize. Based on the available evidence, the former government’s decades-long rejection of CBI was far more than a routine policy disagreement. It was one of the most consequential economic decisions in modern SVG history, with costs measured not only in billions of lost dollars, but in opportunity denied to generations of Vincentians.

    *Disclaimer: This is an opinion piece reflecting the views of the individual author, and does not necessarily represent the editorial stance of iWitness News.*

  • Concrete actions on affordability agreed at 2nd High-Level Breakfast Dialogue

    Concrete actions on affordability agreed at 2nd High-Level Breakfast Dialogue

    On July 6, 2026, against the backdrop of the 51st Regular Meeting of the Conference of Head of Government of the Caribbean Community, the second High-Level Breakfast Dialogue brought together a diverse cross-section of regional stakeholders at Sandals Grande in St. Lucia. Hosted jointly by the OECS Business Council (OBC) and the Caricom Private Sector Organisation (CPSO), the gathering centered on the urgent theme of ‘Meeting the Affordability Challenge: Toward a Proactive Agenda for Member States and the Private Sector’, drawing more than 120 senior participants ranging from 13 Caricom Heads of Government and private sector leaders to representatives of the Caribbean Congress of Labour (CCL), major development finance institutions including the Inter-American Development Bank (IDB), Caribbean Development Bank (CDB) and Caricom Development Fund (CDF), and other key regional bodies.

    Against a backdrop of soaring cost-of-living pressures that have strained households across every Caricom member state, participants delved into targeted, actionable strategies to boost economic affordability. Discussion topics centered on removing systemic barriers to intra-regional trade, cutting bloated transportation and logistics costs, expanding import diversification, unlocking regional investment capital, strengthening interconnectedness between tourism and local sectors, and addressing the lopsided harm that the International Maritime Organisation’s Net-Zero Framework (NZF) threatens to inflict on Caricom’s Small Island Developing States (SIDS). By the close of discussions, a robust consensus emerged: regional governments, the private sector, and organized labor must transition beyond rhetorical policy dialogue to coordinated, tangible implementation, anchored by clear mandates, firm timelines, and measurable outcomes.

    The most urgent priority to emerge from morning deliberations was addressing the region’s crippling transport capacity gap, a longstanding barrier to fulfilling the Caricom Single Market and Economy (CSME) commitment to free movement of people and goods. Attendees agreed to a September 2026 deadline for finalizing a regulatory framework that enables mutual recognition of insurance, operator licenses, and road taxes — a critical precondition for launching a private-sector operated regional ferry service. To accelerate progress, Heads of Government approved an early pilot ferry initiative that will leverage a vessel the Government of Trinidad and Tobago has volunteered to deploy for the launch. The dialogue also marked a positive milestone with delegates expressing approval for the recent launch of Executive Air Cargo’s service, which now transports agri-food products between member states.

    Turning to barriers within the region’s direct control, delegates adopted a new ‘pairwise’ engagement model to resolve 57 non-tariff barriers (NTBs) that the private sector has identified as major drags on intra-regional trade. Under the model, a Lead Head of Government will oversee direct negotiations between the member state that implemented a given NTB and the member states negatively impacted by it, with active participation from the private sector and relevant regulatory and ministerial bodies. Both implementing and affected states will be bound to time-bound corrective action plans.

    A technical presentation at the dialogue laid out the enormous economic benefits of import diversification and risk reduction for the region, highlighting that diversifying just one segment of non-fuel imports could deliver an estimated $2 billion USD in annual savings. Even greater savings are projected as the region transitions to renewable energy and cuts reliance on costly imported fuel. Delegates called on the CPSO to prioritize additional analysis on the intersection of fuel imports and the renewable energy transition as an immediate next step.

    In discussions focused on short-term relief for strained households, Barbados Prime Minister Mia Mottley issued a clear call for a formal tripartite compact bringing together governments, the private sector, and organized labor to address prices for a core basket of essential goods. She also urged the private sector to accept reduced profit margins on essential products to ease cost-of-living burdens for Caricom citizens. Attendees agreed to hold further inclusive discussions to develop concrete proposals for this compact.

    Shifting focus from cost relief to capital mobilization, the dialogue endorsed the urgent need to connect surplus liquidity held by regional financial institutions to high-priority strategic investment opportunities across the region. Key target sectors include desalination, battery storage, solar, wind, and geothermal power generation, and port infrastructure upgrades. Recognizing that most Caricom citizens are unaware of these investment opportunities, delegates agreed that publishing all opportunities on a shared regional platform is a critical first step to unlock capital. Agricultural investment opportunities were singled out for prioritized listing, and delegates requested that a full compendium of Caricom-wide agricultural investment opportunities be presented at the next High-Level Breakfast Forum.

    Aligning with the goal of building robust regional value chains, delegates reaffirmed their commitment to completing the Tourism Linkages Project, first mandated at the 48th Regular Meeting of Caricom Heads of Government. The project aims to deepen ties between the region’s dominant tourism sector and local agriculture, manufacturing, and service industries, keeping more tourism revenue within regional economies.

    Closing out the substantive policy agenda, the regional private sector reaffirmed its unwavering commitment to climate action, decarbonization, and greenhouse gas emissions reduction as core pillars of sustainable development for Caricom SIDS. At the same time, delegates broadly supported a cautious, measured approach to implementing the IMO’s Net-Zero Framework, which imposes penalties on shipping lines that do not transition their fleets to net-zero carbon fuels. Participants emphasized that the framework would have disproportionate negative impacts on SIDS, consumer prices, and the regional tourism industry, particularly the cruise sector. They also approved expanding the CPSO’s ongoing import diversification work to quantify potential import savings and broader economic benefits linked to the renewable energy transition, with an update scheduled for the next Meeting of the Council for Finance and Planning (COFAP).

    To ensure commitments made at the dialogue translate into action, participants agreed to establish dedicated working groups with predefined timelines and measurable deliverables. This structure will enable consistent monitoring and accountability for all outcomes agreed at the meeting. The CPSO will collaborate closely with the CSME Prime Ministerial Sub Committee to advance this implementation framework.

    The dialogue closed with a shared, collective resolve that the region’s affordability challenge can only be solved through practical, time-bound, results-focused action, and that the longstanding partnership between governments, the private sector, and organized labor remains central to delivering tangible, improved outcomes for all Caricom citizens. In closing remarks, CPSO Chairman Gervase Warner thanked Heads of Government and private sector representatives for their open, honest engagement and collaborative contributions, noting that the gathering has laid solid groundwork for continued cross-sector collaboration. Warner committed the CPSO to leading follow-through on the full work programme agreed during the dialogue.