Responses of grape berry anthocyanin and tritratable acidity to the projected climate change across the Western Australian wine regions

More than a century of observations has established that climate influences grape berry composition. Accordingly, the projected global climate change is expected to impact on grape berry composition although the magnitude and direction of impact at regional and subregional scales are not fully known. The aim of this study was to assess potential impacts of climate change on levels of berry anthocyanin and titratable acidity (TA) of the major grapevine varieties grown across all of the Western Australian (WA) wine regions. Grape berry anthocyanin and TA responses across all WA wine regions were projected for 2030, 2050 and 2070 by utilising empirical models that link these berry attributes and climate data downscaled (to ∼5 km resolution) from the csiro_mk3_5 and miroc3_2_medres global climate model outputs under IPCC SRES A2 emissions scenario. Due to the dependence of berry composition on maturity, climate impacts on anthocyanin and TA levels were assessed at a common maturity of 22 °Brix total soluble solids (TSS), which necessitated the determination of when this maturity will be reached for each variety, region and warming scenario, and future period.The results indicate that both anthocyanin and TA levels will be affected negatively by a warming climate, but the magnitude of the impacts will differ between varieties and wine regions. Compared to 1990 levels, median anthocyanins concentrations are projected to decrease, depending on global climate model, by up to 3–12 % and 9–33 % for the northern wine regions by 2030 and 2070, respectively while 2–18 % reductions are projected in the southern wine regions for the same time periods. Patterns of reductions in the median Shiraz berry anthocyanin concentrations are similar to that of Cabernet Sauvignon; however, the magnitude is lower (up to 9–18 % in southern and northern wine regions respectively by 2070). Similarly, uneven declines in TA levels are projected across the study regions. The largest reductions in median TA are likely to occur in the present day warmer wine regions, up to 40 % for Chardonnay followed by 15 % and 12 % for Shiraz and Cabernet Sauvignon, respectively, by 2070 under the high warming projection (csiro_mk3_5). It is concluded that, under existing management practices, some of the key grape attributes that are integral to premium wine production will be affected negatively by a warming climate, but the magnitudes of the impacts vary across the established wine regions, varieties, the magnitude of warming and future periods considered

Climate-induced changes in grapevine yield and must sugar content in Franconia (Germany) between 1805 and 2010

When attempting to estimate the impacts of future climate change it is important to reflect on information gathered during the past. Understanding historical trends may also aid in the assessment of likely future agricultural and horticultural changes. The timing of agricultural activities, such as grape harvest dates, is known to be influenced by climate and weather. However, fewer studies have been carried out on grapevine yield and quality. In this paper an analysis is undertaken of long-term data from the period 1805-2010 on grapevine yield (hl/ha) and must sugar content (°Oe) and their relation to temperature. Monthly mean temperatures were obtained for the same time period. Multiple regression was used to relate the viticulture variables to temperature, and long-term trends were calculated. Overall, the observed trends over time are compatible with results from other long term studies. The findings confirm a relationship between yield, must sugar content and temperature data; increased temperatures were associated with higher yields and higher must sugar content. However, the potential increase in yield is currently limited by legislation, while must sugar content is likely to further increase with rising temperatures

THE IMPACT OF FUEL TAXES ON PUBLIC TRANSPORT--AN EMPIRICAL ASSESSMENT FOR GERMANY

This study is based on an econometric model for public transport in Germany which explains and quantifies the complex relationship between prices, passenger transport, modal split, production costs, and deficits. After a short description of the model and its key concept and an evaluation of the impact of a fuel tax increase on modal split and tax revenues, a detailed review of the impacts of a tax increase on transit ridership, costs, and revenues of public transport is provided. A brief description of the cost structure precedes an explanation and quantification of the most important implications of fuel price increases. The paper concludes with a summary of the results

The impact of fuel taxes on public transport -- an empirical assessment for Germany

An increase in fuel taxes is often connected with the hypothesis of a triple dividend: Apart from the modal-shift-effect, which relieves the environment as well as the infrastructure, and the fiscal effect, which should increase the public revenue, the movement of passengers to public transport systems should decrease its deficit. However, this calculation fails because higher fuel prices increase peak-hour transit use but not leisure or off-peak transit. But the typical attribute of peak traffic is above-average marginal costs and below average revenues. Therefore, higher fuel taxes will increase public transport's deficit rather than decrease it. The fiscal lucrativeness of higher fuel taxes will be significantly lower than is often expected.

Fuel demand and car ownership modelling in India

Motorisation in Asia is soaring with rapid growth in incomes non-lin-early. Even though car ownership per 1,000 population is still low in countries like China, India or Indonesia, escalating number of cars is affected by GDP growth among other infrastructural factors in a non-linear manner. This quick growth in car ownership may represent a significant implication on road transport fuel demand. This paper forecasts the demand for road transport fuel in India. For this purpose, econometric models, based on time series data, are constructed as for a major factor affecting fuel demand in road transportation i.e. car ownership. Copyright 2007 Organization of the Petroleum Exporting Countries.

Gesamtwirtschaftliche Beurteilung von CO_2 Minderungsstrategien

In Germany, a comprehensive pogramme was launched in the past years for the purpose of achieving a 25 percent reduction in carbon dioxide emissions by 2005 as compared to the reference year 1990. The catalogue of measures ranges from legal regulations to economic incentives and to information and consulting. This investigation investigates the reduction effects to be expected from these measures as well as the sectoral and general economic cost effects. The interdependences between clean air policy on the one hand and sectoral and general economic goals like acceptable economic growth, stable prices and a level foreign trade balance are to be defined. (orig./RHM)In Deutschland wurde in den letzten Jahren ein umfassendes Minderungsprogramm auf den Weg gebracht, mit dem eine Verringerung der CO_2-Emissionen bis zum Jahr 2005 gegenueber 1990 um 25 vH erreicht werden soll; das Massnahmenbuendel reicht von ordnungsrechtlichen Ge- und Verboten ueber oekonomische Anreize bis hin zu Information und Aufklaerung. Die vorliegende Untersuchung stellt die mit diesem Massnahmenkatalog verbundenen Reduktionswirkungen wie auch die sektoralen und gesamtwirtschaftlichen Kostenimpulse im Detail dar. Ziel ist es, den Zusammenhang zwischen Klimaschutzpolitik einerseits, sektoralen und gesamtwirtschaftlichen Zielen wie angemessenes Wirtschaftswachstum, stabiles Preisniveau oder aussenwirtschaftliches Gleichgewicht andererseits sichtbar zu machen. (orig./RHM)Available from TIB Hannover: RR 2401(19) / FIZ - Fachinformationszzentrum Karlsruhe / TIB - Technische InformationsbibliothekSIGLEDEGerman