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• WHAT DRIVES FEMALE FARMERS’ PARTICIPATION IN OFF-FARM ACTIVITIES? THE CASE OF RURAL NIGERIA

  Abbas Shehu

  Jadeera Mahmood

  Sulaiman Umar

  Views:

  223

  Women often lack access to productive resources such as land and capital in most developing countries. This forces them to take part in off-farm activities to augment their little farm income. This study investigated factors that affect the involvement of women farmers in different types of off-farm entrepreneurial livelihood activities in rural Bauchi state, Nigeria. A purposive sampling method was used in selecting three local government areas in the western agricultural zone of the state and a random sampling method was used in selecting ten wards. 5% registered women farmers in each selected ward, making 134 respondents. Semi-structured questionnaires were administered to women farmers in 2017. The results revealed that food processing, farm product sales, trading and tailoring are the major off-farm livelihood activities engaged in by rural female farmers. Logit regression results revealed, as expected, that different factors affect their involvement in various types of off-farm activities. Food processing and tailoring required relatively high start-up capital and access to electricity as an investment and the use of machines was needed. Thus, access to credit or remittances and to electricity increases the probability of being involved in these activities. The requirements of trading being lower and access to market increases the probability of being involved. Provision of extension services, rural credit facilitation programmes, rural electrification, road and market structure development are instruments that are appropriate to support women farmers' involvement in off-farm activities. 

• Low-carbon innovation policy with the use of biorenewables in the transport sector until 2030

  45-52

  Csaba Fogarassy

  Bálint Horváth

  Linda Szőke

  Attila Kovács

  Views:

  327

  The topic of the present study deals with the changes and future trends of the European Union’s climate policy. In addition, it studies the manner in which Hungary’s transport sector contributes to the success of the above. The general opinion of Hungarian climate policy is that the country has no need of any substantial climate policy measures, since it will be able to reach its emission reduction targets anyway. This is mostly true, because the basis year for the long term goals is around the middle/end of the 1980’s, when Hungary’s pollution indices were entirely different than today due to former large-scale industrial production. With the termination of these inefficient energy systems, Hungary has basically been “performing well” since the change in political system without taking any specific steps in the interest of doing so. The analysis of the commitments for the 2020-2030 climate policy planning period, which defined emissions commitments compared to 2005 GHG emissions levels, has also garnered similar political reactions in recent years. Thus, it is not the issue of decreasing GHG emissions but the degree to which possible emissions can be increased stemming from the conditions and characteristics of economic growth that is important from the aspect of economic policy. In 2005, the Hungarian transport sector’s emissions amounted to 11 million tons, which is equal to 1.2% of total EU emissions, meaning it does not significantly influence total transport emissions. However, the stakes are still high for developing a low GHG emission transport system, since that will decide whether Hungary can avoid those negative development tendencies that have plagued the majority of Western European transport systems. Can Budapest avoid the scourge of perpetual smog and traffic jams? Can it avert the immeasurable accumulation of externalities on the capital city’s public bypass roads caused by having road transport conduct goods shipping?

  JEL classification: Q58