June is almost upon us, and in many parts of the world that means graduation ceremonies. While graduation may elicit images of black robes, flat square caps, and the flipping of tassels, in the Toledo District of Belize, this June, graduation will be all about medical kits, scales, and growth monitoring tools because … the community health workers (CHWs) are graduating!
Latin America & Caribbean
Every year, more than 1.2 million people die in traffic crashes worldwide, equivalent to nearly eight Boeing 747 plane crashes every day. As developing economies grow and private car ownership becomes more mainstream, the number of associated crashes and fatalities will continue to rise.
The challenge of traffic safety often flies under the radar in cities, where the social and economic challenges of accommodating growing populations take precedent. Without meaningful change, however, the World Health Organization (WHO) projects that traffic crashes could become the fifth leading cause of premature death worldwide by 2030. This takes a particular toll on cities, which are already home nearly half of global traffic fatalities. City leaders must prioritize traffic safety measures to ensure that their citizens have safe, healthy and economically prosperous cities to call home.
With Urban Growth Comes Traffic Safety Challenges
While there are a number of factors that contribute to traffic crashes, two of the primary challenges are rising motorization trends in cities worldwide and the issue of road equity: the most vulnerable road users, including pedestrians and cyclists, are most impacted by traffic crashes. On top of that, these users, typically lower-income, don’t always have the power or capacity to create the necessary changes.
The number of privately owned cars on the road hit the one billion mark for the first time in 2010. If we continue business-as-usual, that number will reach an estimated 2.5 billion cars by 2050. All of these new cars will lead to an increase in traffic congestion in cities worldwide, increasing the probability of traffic crashes and resulting fatalities.
Not so long ago, 15 years to be exact, I remember when people in the districts of Kandahar used animals to transport their agricultural harvest to the provincial center. There were a few, if any, motorable roads, and we had a limited number of health centers and schools in the province. Most of the infrastructure laid in ruins. But worst of all, the economic condition of the average Afghan was quite bad with little or no access to income, opportunities, and facilities.
Things have changed since 2003. While many development projects have been implemented in Kandahar Province, the National Solidarity Programme (NSP) has been one of the most popular and high impact. Running from 2003 to 2016, NSP was implemented in 16 of 17 districts and set up 1,952 Community Development Councils (CDCs), which implemented over 3,300 projects.
In Kandahar, communities are very conservative, and, overall, the province is highly traditional. When the program was launched, people in Kandahar were not interested in establishing CDCs through holding elections at the village level.
Photo © Dennis Thern
In Thailand, road accidents cause about one death every hour—but for a country of almost 70 million people, how does it fare compared to other countries?
Well, before we get to answering that; the good news for the country is that, according to Thailand Road Safety Observatory, overall road accidents, fatalities and injuries all fell roughly by a third over the past decade. But as for the bad news, the probability of crash victims becoming fatally wounded or permanently disabled is higher than ever.
However, the real bad news—despite the authorities’ efforts to prevent accidents—is that, according to the World Health Organization’s Global Status Report on Road Safety 2013, Thailand continues to have one of the highest rates in road fatalities. In fact, with 38 deaths per 100,000 inhabitants per year, it ranks third in the world, just behind the African countries of Eritrea and Libya, at 48.4 and 40.5 respectively.
Automation is heralding a renewed race between education and technology. However, the ability of workers to compete with automation is handicapped by the poor performance of education systems in most developing countries. This will prevent many from benefiting from the high returns to schooling.
Schooling quality is low
The quality of schooling is not keeping pace, essentially serving a break on the potential of “human capital” (the skills, knowledge, and innovation that people accumulate). As countries continue to struggle to equip students with basic cognitive skills- the core skills the brain uses to think, read, learn, remember, and reason- new demands are being placed.
When you combine death-by-smog with deaths related to exposure to dirty indoor air, contaminated land and unsafe water, the grand total of deaths from all pollution sources climbs to almost 9 million deaths each year worldwide. That’s more than 1 in 7 deaths and makes pollution deadlier than malnutrition.
This fact deserves to be better known, as there are ready solutions. Inaction is not an option.
In 2013, investment commitments to infrastructure projects with private participation declined by 24 percent from the previous year. It should be welcome news that the first half of 2014 (H1) data – just released from the World Bank Group’s Private Participation in Infrastructure (PPI) database, covering energy, water and sanitation and transport – shows a 23 percent increase compared to the first half of 2013, with total investments reaching US$51.2 billion.
A closer look shows, however, that this growth is largely due to commitments in Latin America and the Caribbean, and more specifically in Brazil. In fact, without Brazil, total private infrastructure investment falls to $21.9 billion – 32 percent lower than the first half of 2013. During H1, Brazil dominated the investment landscape, commanding $29.2 billion, or 57 percent of the global total.
Four out of six regions reported declining investment levels: East Asia and the Pacific, South Asia, Africa, and the Middle East. Fewer projects precipitated the decrease in many cases. Specifically, India has experienced rapidly falling investment, with only $3.6 billion in H1, compared to a peak of $23.8 billion in H1 of 2012. That amount was still enough to keep India in the top five countries for private infrastructure investment. In order of significance, those countries are: Brazil, Turkey, Mexico, India, and China.
Sector investments were paced by transport and energy, which together accounted for nearly all private infrastructure projects that were collected in this update. The energy sector captured high investment levels primarily due to renewable energy projects, which totaled 59 percent of overall energy investments, and it is poised to continue growth due to its increasing role in global energy generation.
The energy sector also had the biggest number of new projects (70), followed by transport (28), then water and sewerage (12). However, transport claimed the greatest overall investment, at $36 billion, or 71 percent of the global total.
While we need to see what the data for the second half of 2014 show, what we have to date suggests that infrastructure gaps may continue to grow as the private sector contributes less. It also suggests that, in many emerging-market economies, there is much work to be done to bring projects to the market that will attract private investment and represent a good deal for the governments concerned.