Climate Change Impacts on Maize and Dry Bean Yields of smallholder farmers in Honduras

The rotation maize and dry bean provides the main food supply of smallholder farmers in Honduras. Crop model assessment of climate change impacts (2070?2099 compared to a 1961?1990 baseline) on a maize?dry bean rotation for several sites across a range of climatic zones and elevations in Honduras. Low productivity systems, together with an uncertain future climate, pose a high level of risk for food security. The cropping systems simulation dynamic model CropSyst was calibrated and validated upon field trail site at Zamorano, then run with baseline and future climate scenarios based upon general circulation models (GCM) and the ClimGen synthetic daily weather generator. Results indicate large uncertainty in crop production from various GCM simulations and future emissions scenarios, but generally reduced yields at low elevations by 0 % to 22 % in suitable areas for crop production and increased yield at the cooler, on the hillsides, where farming needs to reduce soil erosion with conservation techniques. Further studies are needed to investigate strategies to reduce impacts and to explore adaptation tactics.

Incorporating small-scale farmers into sustainable supply chains: the Manobi case

Increased globalization and outsourcing to developing countries is fostering the interest in supply chain sustainability. From the academic point of view, while environmental impacts of supply chains have been largely analysed, the research on social issues has been scattered and fragmented. This paper thereby sets out to close this gap. We have identified an emerging sphere of knowledge at the interface between sustainable supply chain management, business strategy and international development literature, which seeks to propose innovative strategies for poverty alleviation. The incorporation of impoverished farmers into supply chains is presented here as one of those strategies, and illustrated through a case study on the integration of these farmers in the Senegalese horticulture supply chain.

Biokerosene from coconut, babassu, camelina and palm kernel oils: production and properties of their blends with fossil kerosene

On December 20th 2006 the European Commission approved a law proposal to include the civil aviation sector in the European market of carbon dioxide emission rights [European Union Emissions Trading System, EUETS). On July 8th 2009, the European Parliament and Conseil agreed that all flights leaving or landing in the EU airports starting from January 1st 2012 should be included in the EUETS. On November 19th 2008, the EU Directive 2008/101/CE [1] included the civil aviation activities in the EUETS, and this directive was transposed by the Spanish law 13/2010 of July 5th 2010 [2]. Thus, in 2012 the aviation sector should reduce their emissions to 97 % of the mean values registered in the period 2004-2006, and for 2013 these emission reductions should reach 95 % of the mean values for that same period. Trying to face this situation, the aviation companies are planning seriously the use of alternative jet fuels to reduce their greenhouse gas emissions and to lower their costs. However, some US airlines have issued a lawsuit before the European Court of Justice based in that this EU action violates a long standing worldwide aviation treaty, the Chicago convention of 1944, and also the Chinese aviation companies have rejected to pay any EU carbon dioxide tax [3]. Moreover, the USA Departments of Agriculture and Energy and the Navy will invest a total of up to $150 million over three years to spur production of aviation and marine biofuels for commercial and military applications [4]. However, the jet fuels should fulfill a set of extraordinarily sensitive properties to guarantee the safety of planes and passengers during all the flights.

Airplane materials compatibility with blends of fossil kerosene JET A1 with biokerosenes from babassu, palm kernel and coconut oils

The aviation companies are facing some problems that argue in favor of biofuels: Rising cost of traditional fuel: from 0.71 USD/gallon in May 2003 to 3.09 USD/gallon in January 2012. Environmental concerns: direct emissions from aviation account for about 3 % of the EU’s total greenhouse gas emissions. The International Civil Aviation Organization (ICAO) forecasts that by 2050 they could grow by a further 300-700 %. On December 20th 2006 the European Commission approved a law proposal to include the civil aviation sector in the European market of carbon dioxide emission rights (European Union Emissions Trading System, EUETS)

Blends of babassu, palm kernal and coconut mame with fossil kerosene: low carbon number methyl esters as a possible source for renewable jet fuel

Three different oils: babassu, coconut and palm kernel have been transesterified with methanol. The fatty acid methyl esters (FAME) have been subjected to vacuum fractional distillation, and the low boiling point fractions have been blended with fossil kerosene at three different proportions: 5, 10 and 20% vol.

Blends of babassu, palm kernel and coconut fame with fossil kerosene. Technical aspects of low carbon number methyl esters as a possible source for renewable jet fuel

State of the Art. Process and Distillation. Fuel Characterization. Fuel Compatibility Tests

Farmers behaviour on mitigation and adaptation to climate change: A case study in Kenya.

Farmers in Africa are facing climate change and challenging rural livelihoods while maintaining agricultural systems that are not resilient. By 2050 the mean estimates of production of key staple crops in Africa such as maize, sorghum, millet, groundnut, and cassava are expected to decrease by between 8 and 22 percent (Schlenker and Lobell 2010). In Kenya, although projections of rainfall do not show dramatic decreases, the distribution of impacts is clearly negative for most crops. As increases in temperature will lead to increases in evapotranspiration, a potential increase in rainfall in Kenya may not offset the expected increases in agricultural water needs (Herrero et al. 2010). In order to respond to these present and future challenges, potential mitigation and adaptation options have been developed. However, implementation is not evident. In addition to their benefits in either mitigating or reducing the vulnerability of climate change effects, many of these options do not have economic costs and even provide economic benefits (e.g. savings in the consumption of energy or natural resources). Nevertheless, it is demonstrated that even when there are no biophysical, technological or economic constraints and despite their potential benefits from either the economic or environmental climate change point of view, not all farmers are willing to adopt these measures. This reflects the key role that behavioural barriers can play in the uptake of mitigation and adaptation measures.

Airplane materials compatibility with blends of fossil kerosene jet a1 with biokerosenes from babassu, palm kernel and coconut oils

El desarrollo de bioqueroseno de diferentes orígenes y su uso creciente, hacen necesario el estudio de la compatibilidad estos nuevos combustibles con los materiales y recubrimientos con los que se encuentra en contacto. Por tanto, el presente proyecto estudia la compatibilidad de los bioquerosenos mezclados en diferentes proporciones con queroseno mineral, para evaluar posteriormente su compatibilidad con diferentes polímeros y composites presentes en la estructura de un avión.Currently there is a big interest to increase the sources of alternative fuels for aviation to get a reduction of their carbon footprint and the deep energetic dependence from fossil fuels of different countries. Although there are studies about how to produce this alternative fuel and how to accomplish the standards for a good performance in the aircraft turbines, there are no studies about how these fuels could affect the different materials of airplanes. In this context this work describes the compatibility of biokerosene blends of coconut, babassu and palm kernel with commercial Jet A-1 testing airplane polymeric materials, metals and composites. As a conclusion, all material samples show a good compatibility with the fuel blends tested.