Economy of Flamaguay
|Currency||Peso Autónomo (₳) (PAF)|
|GDP||$4,800 billion (PPP, 2018)|
|GDP rank||8th (PPP)|
GDP per capita
|$55,700 (PPP, 2018)|
Population below poverty line
|50.2 million (2017 est.)|
Main export partners
| Saratovia: 15%|
Zegora and Bogatovia: 11%
Taihei Tengoku: 9%
Main import partners
| Saratovia: 11%|
Taihei Tengoku: 9%
Zegora and Bogatovia: 8%
|6.4% of GDP (2018 est.)|
The Economy of Flamaguay is the eighth-largest by purchasing power parity in the world. A high-income economy, Flamaguay ranks 4th in the world in per-capita GDP-PPP. A mixed economy, Flamaguay has historically been a center of finance and trade, a position it has retained to the present.
The Flamaguayan economy is centered on the production of high-investment, complex manufacturing and the provision of specialized services. Espousing a liberal trade policy, Flamaguay interacts majorly with other Wallasean economies, which drive a large portion of Flamaguayan trade. A considerable amount of trade is also carried out with Veridis, importing natural resources and exporting finished goods.
The economy has traditionally been dominated by conglomerates ever since the industrial revolution, although small and medium enterprise has remained relevant with the shift from de-industrialization towards a high-value service economy. Flamaguay is characterized by having a large proportion of the population as part of the active labour force, particularly because in an international context the participation rate of the female population is very high. Unemployment is relatively low, standing at 4.4% in 2017.
Government intervention is limited, with Flamaguayan fiscal policy considered to be conservative, embracing a long-term outlook. Net government debt is kept low, being counted at 6.4% of GDP in 2017. Government-provided services and goods amount to a large proportion in certain sectors, such as education, health care, child-care, security and defense.
The conclusion of the civil war in 1951 left large swathes of the country in ruin. Fiscal policy was directed to the aim of maintain a low level of inflation and stable public finances, with the sole objective of allowing Flamaguay to re-enter the worldwide credit market in order to acquire funds for reconstruction. The post-war period was capitalized upon as an opportunity to re-work the economic framework of the country as business activity was relaunched. The importation of new best practices and modernized business procedures, particularly from Senland, served both to provide the Flamaguayan economy with a new foundation, and to incorporate a more flexible approach to management practices that has remained to the present.
State-directed projects were focused on urban reconstruction, with rural development occurring on the flanks of the national railway network. Acquiring vast amounts of devastated rural land at cheap prices, railway conglomerates greatly expanded their networks, re-developing or newly-building communities intrinsically linked to railways being newly laid or upgraded. Highway construction was eagerly undertaken as being an affordable means for state investment to employ large quantities of workers and offer an indirect subsidy to the automotive industry.
Demobilization following the conflict was rapid, with the state scarcely being able to afford to maintain a large standing force. Although criticised for failing to provide a proper safety-net for former soldiers, the government persevered with the intent to depress the cost of labour as a way to indirectly re-start industrial production. Wages sank to well below pre-war levels enabling industrial activity, led by the heavy-industry and automotive sector, to begin a consistent recovery. The booming industrial sector served to mechanize the agricultural sector, further freeing large quantities of workers towards urban industrial and service sectors.
Flamaguayan industry began to lose competitiveness in the early 1980s, as newly industrialised countries, specifically from Taihei Tengoku, Questers and Veridian economies such as Zavala began to poise a threat to a considerable amount of Flamaguayan industry. Wages that had steadily risen through the 1960s and 1970s were now undercut, particularly in cheap consumer-oriented light industry sectors such as textiles, household electric appliances, and cheap plastics.
Recession in the mid 1980s
The supreme monetary authority in Flamaguay is the National Value Reserve, which functions as the country's central bank. The National Value Reser*ve, in addition to serving as the lender of last resort, counts with a notable degree of autonomy regarding the management of the money supply and the setting of interest rates. The Peso Autónomo (₳) is a floating currency issued by the National Value Reserve. Flamaguayan monetary policy is characterized as inflation-targeting, seeking to maintain predictable and low levels of inflation.
All private commercial banks in Flamaguay must be registered with a Confederation Bank accordingly to the March in which they operate. Each Confederation Bank is led by a board, the members of which are appointed in part by the local Plenary of the Levy and in part by the commercial banks of the March in accordance to the amount of stock they hold in the Confederation Bank. Board members then elect a president from the nominees put forward by the Plenary of the Levy. The National Value Reserve is also host to the National Mint Commission (Comisión Nacional de la Casa de Moneda), which sets monetary policy. It is composed by 9 members of the Board of the National Value Reserve and the 19 Board Presidents of the Confederation Banks, 10 of which have voting rights at a single time on a rotary scheme.
Agriculture has dramatically declined as an important sector of the economy since the beginning of the 20th century. The majority of farms in Flamaguay by number are small family-operated farms amounting to less than 10 hectares. There are between 505,000 - 600,000 migrant workers in the Flamaguayan agricultural sector, depending on season. The vast majority of migrant agricultural workers are Veridian in origin.
The automotive industry is represents one of the most innovative and resilient sectors of the Flamaguay economy. Unlike other manufacturing sectors, automotive production has resisted competition from emerging industrial economies such as Taihei Tengoku.
Flamaguay is often ranked as one of the world's top tourism destinations, with over 85 million visitors staying over 24 hours in 2016. The tourism industry has grown greatly over the past four decades, with the most dramatic growth occurring within the last 15 years. Flamaguay counts with multiple cities of great cultural interest (such as Funes, Éntaquera, and Alpacuerta), excellent beach and seaside resorts, a multitude of developed ski resorts, and an extensive and pleasant countryside widely well-regarded for its tranquility and good cuisine. Low rates of crime, a robust hotel industry, and an extensive and well-connected transport network make Flamaguay an attractive destination for tourism.
Cultural and seaside tourism represent the oldest and traditional areas of the sector. For centuries, rich Wallaseans of all nations have visited Flamaguay for its deep cultural heritage and relaxing coastal resorts. Religious tourism has also been a permanent fixture for Oswinist pilgrims. With tourism becoming accessible to larger segments of the population, other forms of tourism have blossomed. Flamaguay hosts various sub-sectors, such as: winter tourism, nature/eco tourism, cuisine tourism, sports tourism, among others.
A series of government reforms in the late 1990s saw barriers of entries for tourists greatly reduced, particularly in regards to those originating from Commonwealth countries. Most recently, the explosion in popularity of low-cost carriers has seen record amounts of visitors arrive in Flamaguay. Rising purchasing power in other nations has generated a more diverse makeup of visitors, with the proportion of Taiheis and Veridians visiting Flamaguay increasing.
The Flamaguayan energy sector is a robust element of the economy, hosting energy giants such as ECSRL, ENFASA, EneNuc, CONAHI, and represented by its world-leading nuclear sector. Flamaguay is an energy-exporting nation.
Nuclear power has been consistently increasing as a proportion of the country's total electricity production, accounting for 78% in 2017, up from 5% in 1964, 19% in 1979, 45% in 1995, and 64% in 2005. The management of radioactive waste, particularly high-level waste, is carried out by the publicly-owned National Entity for Radioactive Residue (Ente Nacional de Resiudos Radiactivos). As of 2016, the majority of radioactive waste is kept on-site, with a plan to move a minimum of 85% of high-level waste to the deep geological repositories of Praisera and Tosamilla by 2025. Of all advanced industrialized economies, Flamaguay is the smallest emitter of carbon dioxide due to its heavy reliance on nuclear power.
The energy sector in Flamaguay is almost wholly privately owned and operated. Electric distribution is guaranteed by the majority-public ENBADIEN, which regulates electric power transmission. The 1960s and 70s saw considerable state encouragement of the nuclear sector as a way to pursue energy independence, specifically from Prekovy. Presently, government intervention in the energy market is minimal.
In 2017 Flamaguayan electric generation was composed as follows:
- 78.2% was produced by nuclear power generation
- 9.1% by hydroelectric power
- 6.2% by solar and geothermal power
- 5.1% by fossil-fuel power
- 2.9% by natural-gas power
- 1.6% by coal power
- 0.5% by other fossil fuel generation (fuel oil and gases by-products of industry such as blast furnace gases)
- 1.4% by other types of power generation (essentially waste-to-energy and wind turbines)
The rail network of Flamaguay is one of the most dense in the world, totalizing some 82,747 km, of which 68.2% are electrified. Rail services in Flamaguay are provided by more than 100 different companies, of differing scale, type, and purpose. Railway companies may be divided into four broad categories:
- The eight companies of the United Flamaguayan Railroads Group (GFFFU, Grupo Ferrocarriles Flamaguayos Unidos), which together provide cross-country and intercity passenger service throughout the entire nation.
- The three major freight conglomerates, which have a firm hold on operations at a national level.
- Urban mass transport and commuter rail operations, with more than one company or subsidiary operating within one urban area.
- Dozens of smaller private railways, in many cases offering niche industry transport services or operating passenger service in specific conditions.
Rail companies are consistently rated among the top-preforming corporations in the economy. Rail development was often spearheaded by private corporations, with the intent of developing integrated communities along railway lines between urban centers. Rail companies operate diverse portfolios that capitalize on these railway communities, with operations extending into residential and commercial real estate, construction, retail, and other sectors. March governments often provide rail services in conjunction with private companies. The national government maintains a small fleet of rolling stock for strategic purpose, and is to be granted freedom of passage on any track in the country. Private freight traffic accounts for a large proportion of the movement of commodities and commercial goods in the country.
The Flamaguayan national-level high-speed passenger network is one of the largest in the world. The Funes-Valdontero line was the first high-speed line opened in the world when it began operations in 1965. All major Flamaguay cities count with high-speed rail service. The high-speed train fleet numbers over 230 trains at a national level, with classes entering service since the late 1990s routinely operate at speeds above 300 km/h. Flamaguayan trains are known for their high standard of punctuality, with delays of over 90 seconds are considered late in urban transport, and delays exceeding 180 seconds are considered late for inter-city travel. A rail company operating a late service is obligated by law to issue a "delayed journey note" to passengers, with many companies providing automatic discounts and rebates based on ticket price.
Alpacuerta, Àsleussa, Almigüeñete, Castellterçol, Consatapeyes, Éntaquera, Funes, Grañoto, Llorixioçes, Rubí, Valdontero, and Xiricada have subway systems of varying length and coverage. Almost all cities count with streetcar networks, and some also with monorail systems. Suburban commuter systems, popularized in the post-war reconstruction of the late 1950s, shift the majority of daily passenger traffic.
Flamaguay has counted with exclusive motor-vehicle highways since 1924, within a decade over 500km of multi- and single-lane motorways had spread to connect all major cities. Today, there are more than 1.1m kilometers of paved road in the country, unified in a single network built by the state and leased out to toll-collecting enterprises, which maintain it. Speed- and access-divided toll roads connect all major cities. Cars, both new and used, are available at inexpensive price points, with a significant part of the motor fleet being composed of electric vehicles due to the robust domestic energy market. A sliding car ownership fee is levied at the national level in order to promote energy-efficiency.
There are 119 paved airports in Flamaguay, with three international hubs in Funes, Éntaquera, and Alpacuerta. 17 airports are owned by the national government, and 102 by march governments, all airports are leased out and operated by private companies. The civilian air fleet is registered at over 450,000 units of various types and sizes.
Flamaguay has traditionally boasted a strong maritime sector, presently, 51 Flamaguayan ports are classified as "major seaports" with many ranking highly by cargo tonnage transferred. Flamaguay processes a large amount of shipping entering and exiting mainland Wallasea. Flamaguay has very lax shipping regulations, and counts with the largest non-commonwealth commercial fleet, standing over at just over 5,000 Flamaguayan-owned vessels either flying the Flamaguayan merchant standard or operating under a flag of convenience.