Scoping report: current status of index-based insurance in Bangladesh

With current and anticipated increases in magnitude of extreme weather events and a declining consistency in weather patterns, particularly challenging for agriculture, there has been a growing interest in weather index-based insurance (IBI) schemes in Bangladesh. A number of weather index-based insurance products have already been tested and applied across Asia and Africa, with varying degrees of success, as a mechanism to improve livelihood security by enabling vulnerable populations to transfer risk associated with climate change, extreme weather events and other hazards. In the process, these efforts have generated important new knowledge on how these schemes can be designed and implemented for optimal results. However, the practice of index-based insurance is still limited in Bangladesh, and the experience and knowledge generated by the different stakeholders involved needs to be better communicated.

Weather index insurance: Lessons learned and best practices for Bangladesh

WorldFish and the International Centre for Climate Change and Development (ICCCAD) held a two-day workshop on the topic of Weather Index-Based Insurance: Lessons Learned and Best Practices for Bangladesh. Weather index insurance is based on a predefined weather event which when triggered ensures automatic payout to farmers who have taken out insurance. For example, the climatic trigger could be a predefined consecutive number of days where rainfall is below a set level or when the floodwater level reaches above a certain point. Index insurance has been operating for about 10 years in many countries but is still at an early stage in Bangladesh, where there are two schemes currently being piloted and three other projects being developed. The aim of the two-day workshop was twofold: to ascertain the present state of index insurance in Bangladesh and elsewhere, and to work together to identify ways forward.

Global civil aviation black carbon emissions.

Aircraft black carbon (BC) emissions contribute to climate forcing, but few estimates of BC emitted by aircraft at cruise exist. For the majority of aircraft engines the only BC-related measurement available is smoke number (SN)-a filter based optical method designed to measure near-ground plume visibility, not mass. While the first order approximation (FOA3) technique has been developed to estimate BC mass emissions normalized by fuel burn [EI(BC)] from SN, it is shown that it underestimates EI(BC) by >90% in 35% of directly measured cases (R(2) = -0.10). As there are no plans to measure BC emissions from all existing certified engines-which will be in service for several decades-it is necessary to estimate EI(BC) for existing aircraft on the ground and at cruise. An alternative method, called FOX, that is independent of the SN is developed to estimate BC emissions. Estimates of EI(BC) at ground level are significantly improved (R(2) = 0.68), whereas estimates at cruise are within 30% of measurements. Implementing this approach for global civil aviation estimated aircraft BC emissions are revised upward by a factor of ~3. Direct radiative forcing (RF) due to aviation BC emissions is estimated to be ~9.5 mW/m(2), equivalent to ~1/3 of the current RF due to aviation CO2 emissions.

Performance of supersonic model combustors with staged injections of supercritical aviation kerosene

Supersonic model combustors using two-stage injections of supercritical kerosene were experimentally investigated in both Mach 2.5 and 3.0 model combustors with stagnation temperatures of approximately 1,750 K. Supercritical kerosene of approximately 760 K was prepared and injected in the overall equivalence ratio range of 0.5-1.46. Two pairs of integrated injector/flameholder cavity modules in tandem were used to facilitate fuel-air mixing and stable combustion. For single-stage fuel injection at an upstream location, it was found that the boundary layer separation could propagate into the isolator with increasing fuel equivalence ratio due to excessive local heat release, which in turns changed the entry airflow conditions. Moving the fuel injection to a further downstream location could alleviate the problem, while it would result in a decrease in combustion efficiency due to shorter fuel residence time. With two-stage fuel injections the overall combustor performance was shown to be improved and kerosene injections at fuel rich conditions could be reached without the upstream propagation of the boundary layer separation into the isolator. Furthermore, effects of the entry Mach number and pilot hydrogen on combustion performance were also studied.