Evaluation of downscaled DEMETER multi‐model ensemble seasonal hindcasts in a northern Italy location by means of a model of wheat growth and soil water balance

In this paper we explore the new possibilities for early crop yield assessment at the local scale arising from the availability of dynamic crop growth models and of downscaled multi-model ensemble seasonal forecasts.We compare the use of the latter with other methods, based on crop growth models driven by observed climatic data only. The soil water balance model developed and used at ARPA Emilia-Romagna (CRITERIA) was integrated with crop growth routines from the model WOFOST 7.1. Some validation runs were first carried out and we verified with independent field data that the new integrated model satisfactorily simulated above-ground biomass and leaf area index. The model was then used to test the feasibility of using downscaled multi-model ensemble seasonal hindcasts, coming from the DEMETER European research project, in order to obtain early (i.e. 90, 60 and 30 d before harvest) yield assessments for winter wheat in northern Italy. For comparison, similar runs with climatology instead of hindcasts were also carried out. For the same purpose, we also produced six simple linear regression models of final crop yields on within season (end of March, April and May) storage organs and above-ground biomass values. Median yields obtained using downscaled DEMETER hindcasts always outperformed the simple regression models and were substantially equivalent to the climatology runs, with the exception of the June experiment, where the downscaled seasonal hindcasts were clearly better than all other methods in reproducing the winter wheat yields simulated with observed weather data. The crop growth model output dispersion was almost always significantly lower than the dispersion of the downscaled ensemble seasonal hindcast used as input for crop simulations

Almost perfect state transfer in quantum spin chains

The natural notion of almost perfect state transfer (APST) is examined. It is applied to the modelling of efficient quantum wires with the help of $XX$ spin chains. It is shown that APST occurs in mirror-symmetric systems, when the 1-excitation energies of the chains are linearly independent over rational numbers. This result is obtained as a corollary of the Kronecker theorem in Diophantine approximation. APST happens under much less restrictive conditions than perfect state transfer (PST) and moreover accommodates the unavoidable imperfections. Some examples are discussed.Comment: 11 page

Synaptic Vesicle Docking: Sphingosine Regulates Syntaxin1 Interaction with Munc18

Consensus exists that lipids must play key functions in synaptic activity but precise mechanistic information is limited. Acid sphingomyelinase knockout mice (ASMko) are a suitable model to address the role of sphingolipids in synaptic regulation as they recapitulate a mental retardation syndrome, Niemann Pick disease type A (NPA), and their neurons have altered levels of sphingomyelin (SM) and its derivatives. Electrophysiological recordings showed that ASMko hippocampi have increased paired-pulse facilitation and post-tetanic potentiation. Consistently, electron microscopy revealed reduced number of docked vesicles. Biochemical analysis of ASMko synaptic membranes unveiled higher amounts of SM and sphingosine (Se) and enhanced interaction of the docking molecules Munc18 and syntaxin1. In vitro reconstitution assays demonstrated that Se changes syntaxin1 conformation enhancing its interaction with Munc18. Moreover, Se reduces vesicle docking in primary neurons and increases paired-pulse facilitation when added to wt hippocampal slices. These data provide with a novel mechanism for synaptic vesicle control by sphingolipids and could explain cognitive deficits of NPA patients

Culture and low-carbon energy transitions

How does culture influence low-carbon energy transitions? How can insights about cultural influences guide energy planners and policymakers trying to stimulate transitions, particularly at a time of rapid technological change? This Review examines the influence of culture on a selection of low-carbon technologies and behavioural practices that reflect different dimensions of sustainability. Based on a typology of low-carbon technology and behaviour, we explore the cultural dimensions of four specific cases: eco-driving, ridesharing, automated vehicles and whole-house retrofits. We conclude with recommendations for those seeking to analyse, understand, develop, demonstrate and deploy low-carbon innovations for sustainable energy transitions

Paradigms of Public Intervention and Transport Policy: the Italian Case

The concept of “paradigm” was used for the first time by the historian and sociologist of science Thomas Kuhn to better understand the discontinuous evolution of scientific research. Kuhn stressed that social factors (i.e. the establishment of communities of researchers, with their universities, journals, etc.) and cultural factors (i.e. core knowledge, research goals and methodologies, etc.) play a crucial role in the conservation of the paradigm prevailing each time. With the needed adaptations, a paradigmatic approach can be used to study the evolution of public intervention in the economy: a community of economists, politicians and lobbyists develops around a core of basic assumptions – taken on trust once and for all – and shares, even for a long period, a specific approach of economic policy (i.e. a paradigm), used as valid in all fields and sectors. Only the consolidation of new theoretical foundations and the emerging of new relevant interests and values may give place to the constitution of a new paradigm, undermining the previous one. Applying this kind of approach to the evolution of Italian transport policy, this paper will be composed of three parts. In the first one, four paradigms of public intervention will be sketched: *the “Pareto” paradigm, based on Walrasian and Paretian theories; *the “Structure” paradigm, based on Keynesian, Schumpeterian and “old” Institutional theories; *the “Competition” paradigm, based on neo-Institutional and Public Choice theories; *the “Dynamics” paradigm, based on Evolutionary and neo-Austrian theories. Then, discontinuities in public intervention will appear as a consequence of exploiting a new prevailing paradigm. In the second part of the paper, six Italian transport policies – starting from those of the ‘60s up to those under discussion today * will be briefly considered: *out-of-date transport policies: “The building of infrastructures: a macro-economic policy” and “Transportation: a ‘political’ service”; *up-to-date transport policies: “Competition: a panacea” and “Reducing transport externalities: an appealing slogan”; *transport policies of tomorrow: “Integration and logistics to play a role in global competition” and “From state-aids to the promotion of innovation”. In the third part, links between the six Italian transport policies and the four paradigms of public intervention will be explicitly analyzed. Two results will be shown: 1. The today prevailing “Competition” paradigm is not adequate to promote and to make viable a necessary process of creation of radically new transport systems; 2. Therefore, “Structure” and “Dynamics” paradigms will be advocated as bases of a “new” transport policy. Finally, some issues to thoroughly examine these two results will be drawn

La politica dei trasporti come politica per l’innovazione: spunti da un approccio evolutivo

Il saggio si propone di delineare una politica europea dei trasporti impostata, non secondo i tradizionali riferimenti alla realizzazione delle infrastrutture ed alla regolazione dei mercati, ma come insieme di interventi volti a introdurre e diffondere le innovazioni – prevalentemente organizzative – necessarie per ridurre le inefficienze e le esternalità negative proprie del settore. Il saggio si compone di tre parti. Nella prima vengono esplicitati i riferimenti alle più recenti teorie economiche dell’innovazione - dalle teorie neo-schumpeteriane di Nelson, Winter, Freeman, Dosi, ecc., alle teorie neo-austriache di Amendola e Gaffard. Ne consegue il maggiore risalto assegnato ai meccanismi dello sviluppo (investimento, innovazione, ecc.), rispetto a quelli dello scambio (concorrenza, efficienza, ecc.). Nella seconda parte si evidenzia il modo radicalmente diverso in cui, con un approccio dinamico basato sulle teorie economiche dell’innovazione, possono essere tratteggiati i problemi che oggi caratterizzano il sistema dei trasporti e viene individuato il quadro all’interno del quale concepire le politiche per superarli. Nella terza parte si entra nel merito della proposta di una politica per l’innovazione nei trasporti, descrivendone gli aspetti procedurali e sostanziali - a) realizzazione di processi di radicale innovazione organizzativa come obiettivo primario; b) selettività, laicità, cooperazione e dinamicità come principi ispiratori della gestione degli interventi; c) finanziamento per programmi e creazione d’impresa come nuovi strumenti d’intervento; d) Europa come soggetto e ambito d’intervento. Il saggio si conclude esplicitando le ragioni a favore della costituzione di una “Agenzia europea per l’innovazione nei trasporti” con finalità non di regolamentazione, ma appunto di gestione di una politica per l’innovazione nei trasporti.politica dei trasporti, economia dell'innovazione, politica dell'innovazione

Crossing The Alps: Three Transport Policy Options

In recent years crossing the Alps has become a central issue in transport policy. The constant increase in global transport flow has contributed to bringing two distinct objectives to the centre of attention - making transalpine transportation of goods easier and reducing the negative impact of this on the alpine environment. The debates and disagreements on the subject are often bad-tempered, and are evidence of the lack of communication between the interested parties. This is also due to the existence of three distinct transport policy options - territiorial competition, sustainable development and de-growth. The different positions taken by the various parties are more understandable when one is aware of these options, and this awareness could assist the parties in making the necessary decisions, which all those involved recognise are important.transport policy, alps, territorial marketing, sustainibility, de-growth

Getting out of the car: an institutional/evolutionary approach to sustainable transport policies

Orthodox economics sees transport as a market which can be made more sustainable by improving its self-regulating capacity. To date this static approach has not been able to limit the growing demand for transport and its increasing environmental impact. Better results might be obtained by using evolutionary and institutional economics. Starting from these theories, a sustainable transport policy should be based on three fundamental considerations. First, transport is not a market, but a sum of systems affected by path-dependence and lock-in phenomena. Second, transport is not sustainable because it is locked in environmentally sub-optimal systems. Third, structural changes in technologies and organisations, institutions, and values are needed to establish more sustainable transport systems. We give an example of the use of an institutional/evolutionary approach to sustainable transport policies in the transition from the system of mass motorisation to the new urban mobility system.sustainable transportation, transport policy, environmental economics, institutional economics, evolutionary economics