How many school children can be endangered by the schools themselves? The answer was over 600,000 in metropolitan Lima alone.
In the region, fraught with frequent seismic activity, nearly two-thirds of schools were highly vulnerable to damage by earthquakes. Working with the Peruvian Ministry of Education (MINEDU), the World Bank and the Global Facility for Disaster Reduction and Recovery (GFDRR) conducted a risk assessment that ultimately helped make an estimated 2.5 million children safer and paved the way for a $3.1 billion national risk-reduction strategy.
Whether it is building safer schools or deploying early warning systems, disaster risk management is an integral part of caring for our most vulnerable, combating poverty, and protecting development gains.
Over the last 30 years, the world has lost an estimated $3.8 trillion to natural disasters. , and to undo decades of development progress overnight.
The largest Public-Private Partnership deal in Central America was recently highlighted at one of the world’s most prestigious universities during the Massachusetts Institute of Technology’s (MIT) 9th Annual Sustainability Summit. Under this year’s theme, Funding the Future, the event brought together more than 300 participants from students, startup CEOs, academia, think tanks and financial investors.
Photo credit: joyfull/Shutterstock.com
When the Manila Light Rail Transit (LRT) extension project reached financial close in March 2016 it was a landmark event for the Philippines and for Southeast Asia. It is an achievement for an enormous project worth some US$1.1 billion to go ahead in a region with not much of a track record of large-scale transport Public-Private Partnerships (PPPs). The project’s winning formula is a combination of at-times difficult ingredients: government responsiveness, a balanced risk profile, and project bankability.
Shortly after the Soviet invasion in 1979, the World Bank suspended its operations in Afghanistan. Work resumed in May 2002 to help meet the immediate needs of the poorest people and assist the government in building strong and accountable institutions to deliver services to its citizens.
As we mark the reopening of the World Bank office in Kabul 15 years ago, here are 15 highlights of our engagement in the country:
- Sustainable Communities
- Urban Development
- Social Development
- Public Sector and Governance
- Private Sector Development
- Migration and Remittances
- Law and Regulation
- Labor and Social Protection
- Information and Communication Technologies
- Global Economy
- Financial Sector
- Climate Change
- Agriculture and Rural Development
- South Asia
In eastern Iraq’s Diyala governorate, a bridge connects two cities—Baquba on one bank of the river and Muqdadya on the other. Nothing remarkable about that, you might think, until you know that this bridge had been blown-up by the Islamic State in Iraq and Syria (ISIS) cutting off the many Iraqis who commute between the two cities in quest of work or education.
In a previous blog we related how South Asia as a whole had improved the performance of its container ports since 2000 but had still struggled to catch up with other developed and developing regions. But within that picture, some ports did better than others.
For example, Colombo in Sri Lanka, the fast-expanding Mundra and Jawaharlal Nehru Port in India and Port Qasim in Pakistan all improved the use of their facilities in the first decade of this century. India’s Mumbai and Tuticorin were among those that fell behind. Colombo also improved its operational performance by almost halving the share of idle time at berth, while Chittagong (Bangladesh) and Kolkata (India) had the longest vessel turnaround times in the region.
Knowing how specific ports perform and the characteristics of ports that perform well and those of ports that perform poorly helps policymakers design interventions to support underperforming ports.
In the report “Competitiveness of South Asia’s Container Ports” we identified three interrelated policies to improve the performance of the container ports, a key element in one of the world’s fast-growing regions: increasing private participation in ports, strengthening governance of port authorities and fostering competition between and within ports:
Photo credit: Ministry of Transport, Argentina
Engineers are taught that water is the greatest enemy of transport infrastructure, and unfortunately climate change is leading to an increase in floods and storms, especially within the South-East Asia region. For example, the figure below shows the number of floods and storms for some Asian countries between 2000 and 2008. The significant increase in the number of floods is self-evident.
This blog is part of a series highlighting the work of the Afghanistan Disaster Risk Management and Resilience Program
During the almost 4 years I spent in the World Bank office in Kabul, I experienced frequent earthquake tremors and saw the results of the significant reduction in winter snow, which severely impacts the water available for agriculture during spring and summer.
While limited in scope, my first-hand experience with natural disasters adds to the long list of recurring hazards afflicting Afghanistan. This list is unfortunately long and its impact destructive.
Flooding, historically the most frequent natural hazard, has caused an average $54 million in annual damages. Earthquakes have produced the most fatalities with 12,000 people killed since 1980, and droughts have affected at least 6.5 million people since 2000.
Climate change will only increase these risks and hazards may become more frequent and natural resources more scarce. Compounded with high levels of poverty and inadequate infrastructure, the Afghan population will likely become more vulnerable to disasters.
Risk information is critical to inform development planning, public policy and investments and over time strengthen the resilience of new and existing infrastructure to help save lives and livelihoods in Afghanistan.