To stay or grow? Migration patterns and child growth in rural Bihar, India

While the dominant patterns of migration for livelihood among the poor in India are rural-to-rural and circular, literature on the health implications of child migration has largely focused on rural-to-urban, permanent movement. We compared child growth across three migration typologies rural Bihar: circular migrant families that repeatedly migrate to rural destination sites with accompanying young children, rural households with male migrants, and rural households that do not engage in migration. We integrated network theory based on caste and tribe geography to inform our analytical approach. Our results demonstrate complex associations between nutrition status and repeated movement of children between home and destination spaces. In addition to the policy imperative of multilocational strategies for migrant families, households that do not engage in migration yet are located in high outmigration regions also require targeted livelihood and health interventions.

An Economic Requiem for the Biden Administration

Had Joe Biden withdrawn from the US presidential race earlier, there might have been a good chance that his successor would maintain many of his economic-policy initiatives. Now we will see how many of those policies – if any at all – survive another four years of Donald Trump.

The New York Times famously prepares obituaries for notable individuals well in advance of their death. Now that President Joe Biden’s administration is about to expire, an elegy is in order for its economic achievements, failures, and missed opportunities.

The administration’s achievements are self-evident, at least to the clear-eyed analyst – if not, as it appears, to the average voter. In Biden’s four years, the US outperformed virtually every other advanced economy in terms of output, employment, and productivity growth. Despite inheriting an unemployment rate of 6.3% in January 2021 and an elevated level of pandemic-related uncertainty, the administration drove unemployment down to just 4% in its first 12 months, where it essentially remained throughout Biden’s term.

Job growth among Black workers was especially impressive. Unemployment among African-Americans fell below 6%, down sharply from an average of 10% in the first two decades of the twenty-first century.

Admittedly, Biden’s inheritance also included a pandemic-stricken economy, creating ample scope for output and employment to bounce back. But the aftermath of the global financial crisis and recession of 2007-10 showed that the mere presence of economic slack is no guarantee of a macroeconomic bounce-back and sustained recovery. Biden administration officials took this lesson to heart. By boosting demand, the massive macroeconomic stimulus applied through the American Rescue Plan, the Infrastructure Investment and Jobs Act, the Inflation Reduction Act (IRA), and the CHIPS and Science Act made all the difference.

With the benefit of hindsight, it will now be popular to argue that these measures made too much of a difference. They delivered a burst of inflation, which was a major factor in the electoral defeat of Biden’s anointed successor, Vice President Kamala Harris. Although the Fed succeeded in bringing this post-pandemic inflation under control relatively quickly, the rise in prices at the pump and the supermarket created angst among consumers and provided an effective talking point for Donald Trump.

If pandemic-era deficit spending had been curtailed more quickly, inflation would have been lower, but the recovery of output and employment would have been slower. It is not clear on balance that sentiment among consumers and workers would have improved or that the Democrats’ electoral prospects would have been any better.

Another cost of the Biden stimulus was the increase in federal government debt. But it is important not to exaggerate the severity of the problem. Debt in the hands of the public as a share of GDP rose from 94% in 2021 to 100% of GDP in 2024. Some will view this increase as modest, others will be alarmed. Either way, it does not signal an imminent debt crisis. Conventional economic models suggest that a debt increase of this magnitude will raise the real (inflation-adjusted) interest rate by at most a quarter of a percentage point – hardly Armageddon for debt-servicing costs.

It is, of course, regrettable that neither the Democrats nor the Republicans have an appetite for meeting the problem of chronic deficits head-on. And Trump’s promise of massive tax cuts implies even larger deficits and higher debt. But the United States still has some years to run before this problem becomes acute. US Treasury securities are still regarded as safe assets. There may come a point in the not-too-distant future when securities currently regarded as safe are re-rated as unsafe. But financial markets are not going to force the issue in 2025.

Then there are Biden’s industrial policies. The US Department of Commerce is on track to allocate $53 billion by the end of 2024 to proposed CHIPS private-sector investments spanning 23 projects. Taking advantage of other incentives, companies have committed to nearly $400 billion in new US semiconductor investments. The outgoing administration anticipates 115,000 new construction and manufacturing jobs as a result of these investments.

Yet whether troubled companies like Intel can compete with powerhouses like the Taiwan Semiconductor Manufacturing Company (TSMC) and Samsung, even with help of these subsidies, is unclear. Foreign semiconductor firms seeking to set up in the US complain about high construction costs and inadequately trained and poorly disciplined workers. Moreover, the federal bureaucracy has a very mixed record of picking winners. Can you say “Solyndra,” the failed solar-panel company supported by Barack Obama’s administration? (In fairness, the Obama administration also backed Elon Musk’s Tesla early on, though Tesla’s market share in the US declining.)

In fact, boosting productivity and creating good jobs were not the fundamental motives for the CHIPS Act. The central motive was geopolitical: to reduce US dependence on China – and on Taiwan, over which China looms – for high-tech inputs, and more generally to ensure that the US is self-sufficient in the development and manufacture of essential high-tech products. If the CHIPS Act’s subsidies don’t produce the desired result, then more subsidies will follow. The ultimate objective is not higher productivity and employment, but rather national security, even if achieving it comes at a significant economic cost.

On the environment, Biden’s record is mixed. He has used executive orders and regulations to protect parkland, strengthen the enforcement of environmental laws, and assist communities suffering from pollution and related harms. Unable to get Congress to agree on the Green New Deal, his administration turned to consumer tax credits for electric vehicles (EVs) and energy-efficient appliances. The IRA also provides funding for investments in clean-energy technologies. But this spending is spread over ten years, and its magnitude pales in comparison with both the clean-energy investments by European governments and the scale of the global problem. Moreover, the consumer subsidies of the IRA are discriminatory. They are not extended to imported EVs and heat pumps.

This brings us to the administration’s record on trade and protection. Biden did not retain the worst of Trump’s tariffs, but he maintained the tariffs on imports from China, and in 2024 his administration announced tariff hikes on an additional $18 billion of Chinese goods, including EVs, solar cells, batteries, steel, aluminum, and face masks. More than promoting national self-sufficiency, these measures sought to advance the specific objective of decoupling from China, reflecting the administration’s view of the People’s Republic as an economic and geopolitical rival.

Meanwhile, Biden did nothing to advance reform of the World Trade Organization. He continued to obstruct the appointment of judges to the WTO’s Appellate Body, no doubt because those judges would have had the IRA’s discriminatory subsidies squarely in their sights. For those who believe that globalization needs all the help it can get, this record was disappointing. It was not the worst record on trade of any recent administration, but neither was it the best.

A final economic policy issue is immigration, where Biden swung from liberal to restrictive, in line with the prevailing political mood. His policies ended up pleasing neither advocates nor opponents of immigration. Biden clamped down on illegal border crossings while opening legal pathways for immigrants from distressed countries like Haiti and Ukraine. But the legal status of many immigrants remains uncertain, limiting their incentive to invest in education and take other steps to contribute to the economy.

One can dispute who is responsible for this failure to reform the immigration system: an administration that swung from one position to the other, or a Republican Congress that saw chaos at the border as working to its political advantage. (Personally, I opt for the latter.) But there is no disputing that the result was a signal failure.

Such is Biden’s economic legacy. His political legacy can be summarized more briefly: he leaves behind a hot mess. Had he withdrawn from the presidential race earlier, there might have been a good chance that his successor would maintain many of his economic-policy initiatives. Now we will see how many of those policies – if any at all – survive four years of Trump and J.D. Vance.

Barry Eichengreen, Professor of Economics and Political Science at the University of California, Berkeley, is a former senior policy adviser at the International Monetary Fund. He is the author of many books, including In Defense of Public Debt (Oxford University Press, 2021).

Trump’s US-first policy & India’s strategic latitude

Donald Trump’s recent tariff threats – ranging from a 25% levy on imports from Canada and Mexico to a staggering 100% tariff on BRICS countries if they pursue creating new currency – have sparked global economic unease. For India, these developments pose a vital question: could these protectionist moves by the US inadvertently open doors for India to expand its trade footprint, particularly in sectors where it already enjoys comparative advantages?

The global economic landscape has seen increasing volatility with the resurgence of protectionist policies. Trump’s plan to impose tariffs of 25% on Canadian and Mexican imports would impact an ecosystem accounting for over $1.5 trillion in annual trade with the US. This move follows a familiar pattern. During Trump’s earlier term, tariffs targeting China led to a 24% decline in US imports in categories with a 7.5% tariff and a dramatic 47% drop in those with 25% tariffs. While these policies aim to bolster American manufacturing, they also create market vacuums. As India has demonstrated in recent years, such shifts in global trade dynamics can be opportunities for agile economies.

India’s merchandise exports to the US are already significant, with a 13.6% share in sectors such as gems and jewellery, pharmaceuticals, and textiles. In 2023, gems and jewellery alone accounted for a substantial portion of Indian exports, valued at $8 billion. However, this pales in comparison to Canada and Mexico’s combined 21% share of US imports in similar categories. With Trump’s proposed tariffs potentially reshaping supply chains, India stands poised to expand its presence in these and other high-growth sectors like processed foods, where it already commands a 9% share of US imports.

Recent data from Money control reveals that 43% of the categories Canada and Mexico supply to the US are witnessing a decline. This erosion presents India with a chance to fill the gap. For instance, while Canada and Mexico dominate with a 28.7% share of US imports in the top 25 commodity categories, India’s share remains a modest 2.9%. This disparity underscores the potential for growth if India can align its trade policies and production capacities to meet US demand.

Furthermore, Trump’s renewed threats against China, including a 10% tariff on Chinese goods, echo his first term, when a similar policy catalysed India’s export growth in non-traditional sectors like smartphones. Between FY19 and FY24, India added $25 billion in additional exports to the US, of which only 20% came from established categories like medicines and jewellery. This demonstrates India’s ability to pivot and capture emerging opportunities in the global supply chain.

While trade in goods may offer opportunities, Trump’s protectionist stance could challenge Indian IT firms, which generate over one-third of their revenues from the US market. During Trump’s first term, visa restrictions and regulatory hurdles significantly impacted the sector. Firms like Wipro and Infosys responded by ramping up local hiring, with Infosys employing over 25,000 Americans. Despite these adjustments, concerns about new tariffs, heightened scrutiny, and potential cuts to U.S. corporate budgets loom large.

Proposed 20% tariffs on all imports could send ripples through India’s IT sector, jeopardizing revenue streams from crucial clients in retail and healthcare. This uncertainty, compounded by potential changes in US. Federal Reserve policy that could restrict corporate spending, risks dampening demand for Indian IT services. To counter these challenges, Indian firms should diversify their client bases beyond the U.S., invest in local talent and operations abroad, and explore emerging markets with stable regulatory environments.

While tariff policies may pose risks, they can also create growth opportunities for India’s manufacturing, especially in textiles and pharmaceuticals. However, challenges such as inadequate infrastructure and regulatory hurdles must be addressed for India to become a viable alternative to North American and Chinese supply chains. Strategic investments in capacity building and sustainable practices will be essential.

India can also leverage its push for green manufacturing to meet the sustainability criteria that global companies seek amidst shifting supply chains. This strategic pivot could help India emerge as a reliable partner.

Trump’s tariff threats signal a deeper shift away from the rules-based global trade order. The World Trade Organization (WTO), already under strain, faces further challenges as major economies bypass established norms. For India, this erosion of multilateralism is both a risk and an opportunity. While the lack of a robust dispute resolution mechanism adds uncertainty, it also provides India with a chance to assert itself as a leader in advocating fair trade practices.

The recent proposal for a 100% tariff on BRICS countries pursuing a common currency underscores the geopolitical underpinnings of Trump’s economic nationalism. India, as a key BRICS member, must navigate this delicate terrain carefully. Balancing its strategic partnerships with the U.S. while fostering regional cooperation will be crucial.

Trump’s proposed tariffs encapsulate a blend of domestic politics and global power shifts, presenting India with both opportunities and challenges. Sectors like processed foods, textiles, and pharmaceuticals hold potential for growth, but success hinges on strategic policymaking, infrastructure investment, and sustainability. Yet, rising protectionism and regulatory uncertainties threaten India’s IT sector and broader U.S. engagement. As global trade dynamics evolve, India faces a pivotal moment: can it adapt and thrive amidst disruption, or risk being sidelined in a fragmented world? The decisions made now will define India’s trade role and its economic trajectory in an increasingly interconnected future.

Authors are associated with National Council of Applied Economic Research, New Delhi. Views are personal.

Kolkata needs trams, not battery-run buses

Trams, with their speed averaging 20 to 30 kilometers per hour, match the pace of most public transport in the city, including buses.

When the West Bengal government decided to drastically scale back Kolkata’s 150-year-old tram service, leaving just a short heritage stretch from Maidan to Esplanade, i t igni ted a wave of protests from environmentalists and tram enthusiasts alike. The official reasoning low speed and road congestion – fails to hold up under academic scrutiny. Trams, with their speed averaging 20 to 30 kilometers per hour, match the pace of most public transport in the city, including buses. On busy roads, where traffic flow is already slow, why single out trams as the root cause for congestion?

A closer look reveals that the real bottlenecks are caused by smaller vehicles such as auto-rickshaws and private cars, which clog lanes designated for trams, slowing their operations. About autos, the less said the better. They are a law unto themselves, following minimal traffic rules and the traffic police has little power to discipline them. No doubt, the autos, charging higher fares for shorter distances and accommodating only three to five passengers at a time, are less efficient and more expensive than trams, which can carry 200-300 passengers per trip at far lower costs. Rational commuters, if given a choice, would likely opt for trams – more spacious, economical, and practical for urban mobility. Worldwide, trams are witnessing a big comeback given the multiple advantages of the same vis-à-vis other modes of public transport.

Beyond addressing these misconceptions, the debate over trams opens a broader conversation about sustainability in urban transportation. Trams, with an impressive lifespan of up to 80 years, consume less energy (0.017 kWh per place kilometer.) compared with traditional diesel and natural gas buses (about 0.080 kWh per place kilometer). Incidentally, battery- operated buses (BEBs) consume energy to the tune of 0.67 kWh/km, about 40 times more than a tram.

Thinking of the net-zero carbon emission target, BEBs have been adopted in many states of India and in Kolkata as well, requiring frequent and costly battery replacements, where trams offer unmatched durability, are equally environment friendly and have lower lifecycle costs. With transportation contributing significantly to urban air pollution and greenhouse gas emissions, reviving and expanding the tram network could be a game-changer for Kolkata. Yet, instead of harnessing their potential, the city’s transport policy appears to prioritize costlier and less efficient alternatives, raising a critical question: are we making short-term trade offs at the expense of long-term sustainability?

Typically, a tram or bus unit runs approximately 1,500 kilometers in a month. Let us assume that Single Carriage Trams operate with average passenger occupancy of 100 per trip, considering that in a day the number of passengers will vary, and 20 trams run daily across the city. Each tram and bus operates from 6 AM to 10 PM, totaling 16 operational hours or 960 minutes. By contrast, BEBs require charge on-route with 6–8 minutes of charging at 450 kW for every hour of operation. So, on a approximate basis, let’s consider 800 operational minutes (approximately 12-13 hours). On average, each vehicle completes three round trips daily between points A and B, requiring two hours per round trip, resulting in six single trips per unit.

To maintain service intervals of every 15 minutes in zones like north Kolkata, where four trams operate per hour, buses (BEBs) would need to almost double the number of vehicles to match tram capacity, along with additional fleet to cope up with the battery charging time and given their smaller passenger capacity of 40-50. Thus, if 20 trams are operational, 40 buses with 10 more buses would be required considering the charging time. Both trams and BEBs charge fares between Rs10 and Rs20, so we are assuming Rs20 for both making ticket revenue comparable.

In terms of lifespan, a tram lasts eight times more than BEBs. On the other hand, BEBs incur battery replacement costs of Rs2.5 lakh every five years. Leaving aside the inflation part which will be applicable for both trams and BEBs, let us examine the hard facts from life cycle analysis of trams/BEBs. In the analysis, we have considered both the fixed cost and operating cost of carrying the same level of passengers in either modes to understand the long-run implication and also sustainability keeping environment as top priority.

Now, imagine this: over 80 years, trams operate seamlessly with costs that are around 70 per cent lower than BEBs. Why? Trams are built to last, with minimal maintenance and no need for any major replacements during their lifespan. In contrast, BEBs require sixteen replacements of batteries over the same period. Doesn’t that sound like a significant financial burden?

Now, think about revenue. At aRs20 fare, BEBs generate nearly a loss of 214.11 per cent which is almost double the percentage relative to the tram’s profit margin over 80 years. Also, no matter over 80 years, even in its single life span it runs at a loss of Rs. 51crore, which is a reason to rethink our decisions.

More surprisingly when there is a need for an additional fleet to fill the time for charging, it will be running in huge loss. Trams outperform BEBs more efficiently, proving their efficiency in lower-revenue scenarios. In addition to these, the total cost which includes the fixed and operating costs is almost 3.2 times lower for trams than BEBs accounting for 70 per cent savings if we invest in trams over BEBs.

So, what’s the best way forward for Kolkata? Modernizing the city’s historic tram network could be the game changer. Trams are not only cost-efficient but also environmentally friendly, offering a sustainable solution for high-density zones. So, it’s time to rethink what to adopt now, because that will decide whether a metro like Kolkata will have an affordable, efficient urban transport system or Kolkatans will be at the mercy of autos.

The writers are, respectively, a Research Associate and Professor at National Council of Applied Economic Research (NCAER), New Delhi. Views are personal.

The Crisis that Germany Needs

There is a profound mismatch between Germany’s current economy and its institutional inheritance from the postwar period. If the current crisis prompts a wholesale rethink of that inheritance, the logjam blocking necessary reforms could finally be broken.

Germany is the poster child for everything that is wrong with the European economy. GDP is on track to fall for a second straight year. Energy-intensive industries like chemicals and metalwork are in the tank. National champions such as Volkswagen and ThyssenKrupp have announced unprecedented job cuts and factory closures.

I have long argued that the best way to understand these problems is as a negative consequence of Germany’s own prior economic success and of the institutional underpinnings of those earlier achievements. The German economy’s current malaise is further evidence of this.

In the aftermath of World War II – a period of upheaval and crisis but also of renovation and opportunity – what was then West Germany developed a set of economic and political institutions ideally suited to the conditions of the time. To capitalize on its existing prowess in quality manufacturing, policymakers put in place successful vocational training and apprenticeship programs that expanded the supply of skilled mechanics and technicians. To exploit rapidly growing world trade and penetrate global export markets, German industry doubled down on the production of motor vehicles and capital goods, fields where it had developed a pronounced comparative advantage.

At the same time, West Germany built a bank-based financial system to channel funds to dominant firms in these sectors. To ensure harmony in its large companies and limit workplace disruptions, it developed a system of management codetermination that gave workers’ representatives input into C-suite decisions.

Finally, to limit disruptive politics, and specifically to check the kind of political extremism and parliamentary fragmentation that had haunted Germany in the past, a proportional electoral system was put in place so that all mainstream parties had a voice, subject to a 5% minimum threshold for parliamentary representation (to limit the influence of fringe parties).

The happy result of this alignment of institutions and opportunities was the Wirtschaftswunder, the growth miracle of the third quarter of the twentieth century, when West Germany outperformed its major advanced-economy rivals (with the sole exception of Japan).

Unfortunately, these same institutions and arrangements proved exceedingly difficult to modify when circumstances changed. Focusing on quality manufacturing became problematic with the rise of new competitors, including China, yet German firms remained heavily invested in the strategy.

Attempts to alter workplace organization, much less close down uneconomical plants, were stymied by codetermination. Funding startups in new sectors was not the natural inclination of fusty banks accustomed to dealing with long-established customers engaged in familiar lines of business. And a proportional electoral system with a 5% threshold yielded unsatisfactory results and unstable coalitions when voters moved to the extremes, positioning the Alternative for Germany on the right and the Sahra Wagenknecht Alliance on the left to earn parliamentary representation, while leaving the more moderate Free Democrats at risk of being shut out.

The solutions, it would seem, are obvious: Invest more in higher education and less in old-fashioned apprenticeships and vocational training so that Germany can become a leader in automation and artificial intelligence. Develop a venture capital industry to take risks that banks are unwilling to shoulder. Use macroeconomic policies to stimulate spending instead of relying on tariff-ridden export markets. Rethink codetermination and a mixed-member proportional electoral system that has outlived its usefulness.

Not least, release the “debt brake,” another inheritance from the past, which limits public spending. Doing so will permit the government to invest more in research and development and in infrastructure, two critical determinants of economic success in the twenty-first century.

Imagining such changes may be easy, but implementing them is not. Change is always hard, of course. But it is especially hard when one seeks to modify a set of institutions and arrangements whose successful operation, in each case, depends on the operation of the others. Attempting to do so is akin to replacing a Volkswagen’s transmission while the engine is running.

To take one example, German banks, which rely on their existing customer relationships, are most comfortable when lending to long-established firms doing business in long-established ways. In turn, those firms perform best when they have long-standing relationships with banks on which they can rely for finance.

Replace those established firms with startups, and the banks, lacking the expertise of venture funds, will be at sea. If they lend nonetheless, they are at risk of going under. Replace banks with venture capital funds, which have little interest in stodgy metal-bending firms, and those firms will lose access to the external finance on which they depend. Such is the nature of Germany’s institutional gridlock.

The bad news, then, is that there is a serious mismatch between Germany’s current economic situation and its institutional inheritance, and that there are major obstacles to altering the latter to realign it with the former. The good news is that a crisis that prompts a wholesale rethink of that institutional inheritance could conceivably break the logjam. Maybe this is just the crisis that Germany needs.

Barry Eichengreen, Professor of Economics and Political Science at the University of California, Berkeley, is a former senior policy adviser at the International Monetary Fund. He is the author of many books, including In Defense of Public Debt (Oxford University Press, 2021).

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