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While Erratic Distribution of Monsoon is the main cause of abnormal monsoon, the consequences of Early Withdrawal of Monsoon are generally quite serious and can create disastrous situations for the drought-prone areas of the country. It is this intrinsic variability of the rainfall over India, in both time and space that makes India, especially the drier regions thereof, vulnerable to droughts. Although no part of India is immune to the adverse impacts of drought, the arid and ,semi-arid regions in the western, northern and peninsular parts of the country experience more frequent droughts, at times leading to a crippling impact on the national economy. The Indian economy, thus, has been described as a “gamble of monsoon” (Venkateswarlu, 2010). A look at the rainfall departure¹ and the corresponding food-grain production (Table 1) in India from 2000 to 2009 reveals that in the drought years of 2002 and 2009 the All India rainfall departure was −19.2% and −21.8%, respectively, leading to a drastic fall in food-grain production by 13.4 and 6.9%, respectively, as compared to the previous years, which received good monsoon rains.

This research aims to assess the energy use and CO2 contribution and depict the international visitors’ environmental impacts of flight transportation in Taiwan. Two elements entailing the energy consumption and CO2 contribution of flight transportation of international travelers of Taiwan revealed the environmental impact caused by international travelers in 2004. The number of outbound visitors of Taiwan was over twice the number of inbound visitors of Taiwan in 2004. The total energy use of international visitors of Taiwan for one-way trip is 74.44PJ. The total CO2 contribution of international visitors for one-way trip is 5136.54kilotons. The results show that distance is the key determinant of energy consumption and CO2 contribution by international tourists.

In 2001, the Intergovernmental Panel on Climate Change's Third Assessment Report revealed an important increase in the level of consensus concerning the reality of human-caused climate warming. The scientific basis for global warming has thus been sufficiently established to enable meaningful planning of appropriate policy responses to address global warming. As a result, the world's policy makers, governments, industries, energy producers/planners, and individuals from many other walks of life have increased their attention toward finding acceptable solutions to the challenge of global warming. This laudable increase in worldwide attention to this global-scale challenge has not, however, led to a heightened optimism that the required substantial reductions in carbon dioxide (CO2) emissions deemed necessary to stabilize the global climate can be achieved anytime soon. This fact is due in large part to several fundamental aspects of the climate system that interact to ensure that climate change is a phenomenon that will emerge over extensive timescales.

Although most of the warming observed during the 20th century is attributed to increased greenhouse gas concentrations, because of the high heat capacity of the world's oceans, further warming will lag added greenhouse gas concentrations by decades to centuries. Thus, today's enhanced atmospheric CO2 concentrations have already “wired in” a certain amount of future warming in the climate system, independent of human actions. Furthermore, as atmospheric CO2 concentrations increase, the world's natural CO2 “sinks” will begin to saturate, diminishing their ability to remove CO2 from the atmosphere. Future warming will also eventually cause melting of the Greenland and Antarctic ice sheets, which will contribute substantially to sea level rise, but only over hundreds to thousands of years. As a result, current generations have, in effect, decided to make future generations pay most of the direct and indirect costs of this major global problem. The longer the delay in reducing CO2 and other greenhouse gas emissions, the greater the burden of climate change will be for future life on earth.

Collectively, these phenomena comprise a “global warming dilemma.” On the one hand, the current level of global warming to date appears to be comparatively benign, about 0.6°C. This seemingly small warming to date has thus hardly been sufficient to spur the world to pursue aggressive CO2 emissions reduction policies. On the other hand, the decision to delay global emissions reductions in the absence of a current crisis is essentially a commitment to accept large levels of climate warming and sea level rise for many centuries. This dilemma is a difficult obstacle for policy makers to overcome, although better education of policy makers regarding the long-term consequences of climate change may assist in policy development.

The policy challenge is further exacerbated by factors that lie outside the realm of science. There are a host of values conflicts that conspire to prevent meaningful preventative actions on the global scale. These values conflicts are deeply rooted in our very globally diverse lifestyles and our national, cultural, religious, political, economic, environmental, and personal belief systems. This vast diversity of values and priorities inevitably leads to equally diverse opinions on who or what should pay for preventing or experiencing climate change, how much they should pay, when, and in what form. Ultimately, the challenge to all is to determine the extent to which we will be able to contribute to limiting the magnitude of this problem so as to preserve the quality of life for many future generations of life on earth.

Peer review has been with humans for a long time. Its effective inception dates back to World War II resulting information overload, which imposed a quantitative and qualitative screening of publications. Peer review was beset by a number of accusations and critics largely from the biases and subjective aspects of the process including the secrecy in which the processes became standard. Advent of the Internet in the early 1990s provided a manner to open peer review up to make it more transparent, less iniquitous, and more objective. This chapter investigates whether this openness led to a more objective manner of judging scientific publications. Three sites are examined: Electronic Transactions on Artificial Intelligence (ETAI), Atmospheric Chemistry and Physics (ACP), and Faculty of 1000 (F1000). These sites practice open peer review wherein reviewers and authors and their reviews and rebuttals are available for all to see. The chapter examines the different steps taken to allow reviewers and authors to interact and how this allows for the entire community to participate. This new prepublication reviewing of papers has to some extent, alleviated the biases that were previously preponderant and, furthermore, seems to give positive results and feedback. Although recent, experiences seem to have elicited scientists’ acceptance because openness allows for a more objective and fair judgment of research and scholarship. Yet, it will undoubtedly lead to new questions which are examined in this chapter.

Electric cars represent the most energy efficient technical option available for passenger cars, compared to conventional combustion engine cars and vehicles based on fuel cells. However, this requires an efficient charging infrastructure and low carbon electricity production as well. Combustion engine cars which were converted to electric cars decreased lifecycle CO₂-equivalent emissions per passenger-km travelled down to one third of before, when powered by green electricity. However, through an analysis of 78 scientific reports published since 2010 for life cycle impacts from 18 aggregated impact categories, this chapter finds that the results are mixed. Taken together, however, the reduced environmental impacts of electric cars appear advantageous over combustion engine cars, with further room for improvement as impacts generated during the production phase are addressed. When it comes to battery components, Cobalt (Co) stands out as critical. Assessing the impact of electric cars on the local air quality, they are not ‘zero emission vehicles’. They emit fine dust due to tyre and brake abrasion and to dust resuspension from the street. These remaining emissions could be easily removed by adding an active filtration system to the undercarriage of electric vehicles. If electric cars are operated with electricity from fossil power plants nearby, the emissions of these plants need to be modelled with respect to possibly worsening the local air quality.