The issue of global warming may continue to dominate the headlines, but a new survey by Nielsen suggests that it’s no longer our number one environmental concern.

According to the 2011 Global Online Environment and Sustainability Survey of more than 25,000 respondents in 51 countries, environmental issues such as air and water pollution, packaging waste and the use of pesticides are raising more concern.

The findings show that 69 per cent of global online consumers are concerned about climate change and global warming (up from 66 per cent in 2009, but down from 72 per cent in 2007). However, air pollution was a major concern for 77 per cent of respondents; and water pollution for 75 per cent. The area where concern is growing at its fastest rate is over the use of pesticides, packaging waste and water shortages, which increased by 16, 14 and 13 percentage points, respectively.

There were differences in the levels of concern among continents too. For example, the top environmental concerns among Asia Pacific consumers included water shortages and air pollution; while water pollution was the main area for worries among Latin Americans, Europeans, Middle Eastern/Africans and North Americans.

The USA in particular, reported a steep decline in concern about climate change and global warming with a 14 per cent drop from 2007 to 2011. Indeed less than half of Americans (48 per cent) are worried about climate change – a sharp contrast to other areas of the world, such as: Latin America (90 per cent), Middle East/Africa (80 per cent), Asia Pacific (72 per cent) and Europe (68 per cent). In China, concern also fell by 17 per cent in the last two years from 77 per cent in 2009 to 64 per cent in 2011.

However, globally, Latin Americans appear to be the most concerned about climate change, with Arturo Garcia, the president of Nielsen Latin America, reporting that the area had experienced “a number of distressing and impactful environmental events over the last several years” which are being increasingly attributed to broad climate change.

Energy and Climate Change Secretary Chris Huhne has revealed the UK Government’s Fourth Carbon Budget – a limit on the total amount of greenhouse gases that can be emitted from 2023-2027.

Taking advice from the independent Committee on Climate Change, the budget is 1950 MtCO2e for the period – a 50 per cent reduction compared to 1990 levels. It also puts forward a target of 310MtCO2e from today’s level of 574 MtCO2e for 2030. This means there would be a 46 per cent reduction over the next 20 years with a subsequent reduction of 62 per cent between 2030 and 2050.

The Budget follows on from the Climate Change Act 2008, which outlined a target to reduce greenhouse gas emissions in the UK by at least 80 per cent from 1990 levels by 2050. It requires the Government to set carbon budgets including limits on greenhouse gas emissions over five year periods. Under the terms of the Act, the target for the five-year period from 2023-2027 must be set by June 30, 2011.

In addition, the fourth report recommends that Parliament legislate to adjust the first three budgets to reflect non-traded sector emissions. It also proposes that the UK should argue for a tightening of the EU ETS cap. Furthermore, it incorporates measures to minimise the cost of the low carbon transition to industries that are exposed to international competition. The Government will continue to argue that the EU moves to a 30 per cent target for 2020.

The UK will also review EU climate negotiations in early 2014 and before the end of the year the Government will announce a number of measures to reduce the impact of policy on the cost of electricity for energy intensive industries and help them adjust to a low carbon society.

The issue of global warming is certainly contentious in the United States, but now it has taken a new twist with a US National Research Council committee reiterating the need for action to limit climate change.

In its report, America’s Climate Choices, the report reaffirms that human activities are the most likely cause for most of the global warming that has occurred over the last several decades; and it believes that America’s response to climate change is ultimately about making choices in the face of risk.

According to the report, some essential responses include: enacting policies and programs to reduce risk by limiting the causes of climate change; investing in research and development efforts to increase knowledge; developing institutions and processes that ensure pertinent information is collected; and evaluating how response efforts are progressing periodically.

It is believed that substantial reductions of greenhouse gas emissions should be among the highest priorities for the nation and waiting for impacts to occur before taking action would be too late for meaningful mitigation.

In addition, it is reiterated that because emission reductions in the US alone will not be adequate to avert climate change, the country also needs to remain active in international climate change. However, it is down to the US to pursue strong emission reduction efforts so it can influence other countries to do the same.

It’s not just CO2 vehicle emissions that should be targeted in the effort to mitigate long term climate change – its also non-CO2 pollutants.

A new analysis conducted by a team of scientists, led by Drew Shindell of NASA’s Goddard Institute for Space Studies, used global composition climate modelling to examine the impact of adopting stringent European on-road vehicle emissions standards for non-CO2 pollutants in 2015 in developing countries. It found that the tight standards would avoid 120,000-280,000 air pollution related deaths; 6.1-19.7 million metric tons of ozone-related yield losses of food crops; and mitigation of 0.20 degrees Celsius of warming from 2040-2070.

The team used a comprehensive computer model and climate simulator that shows vehicle exhaust exacts an enormous toll in all countries, and particularly in the developing world.

They compared a baseline scenario with existing emission standards remaining unchanged, with a second scenario with most countries adopting stringent standards. The aggressive scenario finds that if China, India and Brazil adopt Euro 6 standards in 2015, particulate matter would be reduced by about 85 per cent; with nitrogen oxides falling by 65 per cent; and carbon monoxide by about 70 per cent.

In addition, the scenario looked at major emission reductions in Latin America, Africa and the Middle East, while North American rules are slightly more stringent than European standards already so its baseline and aggressive scenarios were identical.

Reductions in particulate matter produce local health benefits as well as agricultural benefits.

It is well established that the carbon dioxide released by vehicles contributes to global warming, but it also appears that other emissions too have a significant effect. Some of these aerosols reflect sunlight and produce a cooling effect while others absorb light and warm the atmosphere.

It appears that the US is gradually winning its battle against greenhouse gas emissions after the US Energy Information Administration reported that there were 6,576million metric tons carbon dioxide equivalent in 2009 – that’s a 5.8 per cent fall compared to the 2008 level.

The fall is a significant breakthrough after US greenhouse gas emissions grew at an average annual rate of 0.4 per cent since 1990.

During 2009, total greenhouse gas emissions consisted of 5,446.8million metric tons of carbon dioxide, which made up 82.8 per cent of the total emissions. Other emissions included: methane, 11.1 per cent of the total; nitrous oxide, 3.3 per cent; and hydroflurocarbons, perfluorocarbons and sulphur hexafluoride, 2.7 per cent of the total.

Emissions of energy related carbon dioxide actually decreased by 7.1 per cent during 2009 – that’s despite increasing at an average annual rate of 0.8 per cent from 1990 to 2008.

The transportation sector was the second largest source of CO2 emissions at 34 per cent; behind the electric power sector at 40 per cent. Petrol combustion is the largest source of CO2 in the sector but increases in ethanol fuel in recent years have mitigated the growth in transport sector emissions.

Much of the world’s focus is on reducing carbon dioxide emissions – but have we overlooked the emissions of sulphur dioxide (SO2) in the process?

According to a new analysis appearing in the journal Atmospheric Chemistry and Physics, emissions peaked in the 1970s and then decreased until 2000 – only to increase again in recent years due to emissions in China, international shipping and developing countries.

The authors suggest that anthropogenic emissions have resulted in vast increases in sulphur deposition near more industrialised areas. These emissions can be detrimental to ecosystems and harm aquatic animals and plants. They can also form sulphate aerosols that can have a significant effect on global and regional climates.

In order to determine how much sulphur has been emitted the team collected data sets from more than 140 countries and went back as far as the 1800s. The factors determining total emissions include fuel consumed, its sulphur content and any pollution controls that are employed.

Since 1980 the fraction of sulphur from petrol and coal has remained constant at 50 per cent and 30 per cent respectively. However, particularly noteworthy is the phenomenal growth of China whose share of emissions came in at 28 per cent in 2005 – up from just two per cent in 1950.

What will it take to slash transport emissions by as much as 65 per cent by 2050? A new study published by the Pew Center on Global Climate Change believes it has the answer.

The study outlines that a three pronged approach is needed across the areas of technology, policy and consumer behaviour.

At the moment, greenhouse gas emissions from the US transportation sector represent 27 per cent of the greenhouse gas emissions for the entire US economy and 30 per cent of the world’s transportation emissions – an amount that could grow by about 10 per cent by 2035 without significant shifts in behaviour.

The scenarios put forward by the study include technology progress and policy ambition.

The low mitigation case would require reductions of around two per cent per year and includes an energy efficiency indexed highway user fee, as well as improvements in energy efficiency in non-highway modes and little additional alternative fuel use.

The mid-mitigation case involves a greater public commitment to reducing greenhouse gas emissions with more rapid technological progress. Emissions standards would be more stringent and there would be greater reductions from energy efficient driving, an acceptance of feebates, land use strategies and minimum liability pay-at-the-pump vehicle insurance.

Finally, the high mitigation case involves rapid technological progress and aggressive emission standards. In this instance there would be greater focus on eco-driving and land use policies as well as the acceptance of congestion pricing and pay-at-the-pump vehicle insurance.

In the case of low mitigation, emissions are predicted to fall by 17 per cent; whereas mid-mitigation would result in a 39 per cent fall; and high mitigation in a 65 per cent fall below 2010 levels.

The Massachusetts Energy and Environmental Affairs Secretary Ian Bowles has outlined an ambitious state wide greenhouse gas emissions limit for 2020.

According to the Global Warming Solutions Act, emissions must be 25 per cent below 1990 levels by 2020. Though it seems a difficult goal to achieve, Secretary Bowles believes the state already has the necessary plans in place.

Among them is pay as you drive car insurance which is intended to reduce the number of vehicle miles travelled. 

Within the 136page Clean Energy and Climate Plan for 2020 is several measures aimed at reducing waste, saving money and stimulating the adoption of clean energy technologies.

Among the areas targeted are transportation, with the state aiming for a 7.6 per cent reduction below 1990 levels; clean car consumer incentives with varying rates on new car sales taxes, annual auto excise and registration fees based on high-MPG vehicles; pay as you drive car insurance that converts an annual premium into a variable cost based on miles travelled; GreenDOT, a sustainability initiative with goals such as promoting healthy transportation methods; and a smart growth policy package that will make it easier for households and businesses to decrease the number and distance of vehicle trips.

In addition, there are several policies outside the transport sector including the Green Communities Act which requires a cost-effective energy efficiency investment.

According to a report in business daily Nikkei, Japan’s government will postpone the creation of a greenhouse gas emissions trading system until after the fiscal year 2013.

Instead the government will continue with an environment tax in the form of higher rates on fossil fuels depending on the degree of carbon dioxide associated in fiscal year 2011.

It states that the Democratic Party has submitted an anti-global warming bill that includes an environment tax and fixed price purchases of power generated by renewable energy. However, there is no focus on an emissions trading system with the environment tax appearing to be the only change on existing taxes for oil and coal products.

The report also suggests there is scepticism about whether Prime Minister Naoto Kan will take effective measures in the future as there has not yet been a tough stance on global warming.

The California Air Resources Board has amended its diesel particulate emission regulations for businesses with the aim of reducing today’s levels by 50 per cent by 2014; and by 70 per cent by 2020.

Amendments to the Truck and Bus regulation and Off-Road regulation have been formed with the aim of targeting fleets adversely affected by the economy to take into account the fact that emissions are now lower than previously predicted. Requirements for trucks of less than 26,001lbs have been scrapped with an easing of the compliance schedule for heavier trucks.

During the past year, there have been 20 public workshops held throughout the state to assess stakeholder input and discuss options for revising diesel control measures with ARB Chairman Mary D Nichols commenting that no other state has such an extensive set of rules to slash pollution and over the next 12 years they should help prevent 3,900 premature deaths by improving the quality of air in California.

The regulation was initially approved in 2008, but now the key amendments will reduce overall compliance costs by around 60 per cent while the state recovers from the recession; mean than 150,000 lighter trucks will be exempt from retro-fitting particulate filters; and that there is a delay in the initial compliance date for the retrofitting of heavier trucks so that they can operate for another eight years before being required to use a truck that meets 2010 emission standards.