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Benchmarking has been deemed useful for the study of regional competitiveness and innovation and is quickly expanding. The aim of this work is the formulation and validation of a method to select the right regions to compare. The proposed method is of general application and can therefore be used by any region across the world wishing to benchmark against others in the field of competitiveness and innovation. This method is carried out in two successive stages. In the first stage, regions with higher innovation and competitiveness than the region under study are identified. In the second, a subset of regions with a resource base similar to the one under study is selected, which makes them suitable for the comparison. The method is validated by applying it to a European region. The results show the validity and robustness of the proposed method.

El crecimiento acelerado de los vehículos aéreos no tripulados, también conocidos como drones, y su aplicación en varios campos de actuación ofrece una oportunidad para su uso en la gestión de emergencia debido a un desastre. Las diversas tecnologías que pueden incorporar los vehículos aéreos no tripulados dotan a los mismos de aplicaciones que pueden ser de gran utilidad en una gestión de desastre, por ejemplo, podrían analizar en detalle (vía mapeo) la región afectada, ayudarían a construir una red de comunicación entre los sobrevivientes de la catástrofe y los equipos de rescate y las redes móviles más cercanas, y podrían recoger todo tipo de información y datos que se transmitiría de forma inmediata al centro de gestión de la emergencia para la toma de decisiones. Entonces, el presente trabajo de revisión analiza las potenciales funcionalidades y prestaciones de los vehículos aéreos no tripulados, como soporte tecnológico en la gestión de emergencias, considerando tanto la tipología de desastre como su actuación en las diferentes fases de desarrollo del desastre y su gestión.

Se cumple el 75 aniversario (1949-2024) del lanzamiento del primer volumen de la revista Munibe por parte de los fundadores de la Sociedad de Ciencias Aranzadi. Aprovechando la celebración de esta efeméride, en este trabajo se hace un breve repaso histórico de los acontecimientos más relevantes acaecidos durante este periodo, y las circunstancias que dieron lugar a la fundación en 1984 de la revista filial de Munibe donde se publican estas páginas: Munibe Ciencias Naturales. Durante los pasados 40 años, Munibe Ciencias Naturales ha publicado 484 artículos en 37 volúmenes, y aquí se analizan algunos datos bibliométricos generales de dichos trabajos. Este análisis revela la gran diversidad de contenidos que la revista ha acogido, aunque se observa que los trabajos zoológicos se están haciendo progresivamente más frecuentes en detrimento de los trabajos botánicos y, sobre todo, de los geológicos. Finalmente, se hacen algunas reflexiones sobre el alcance y propósitos de la revista, así como de las perspectivas de cara a su futuro. ABSTRACT: This year marks the 75th anniversary (1949-2024) of the publication of the first volume of the journal Munibe by the founders of the Aranzadi Scientific Society. On the occasion of this anniversary, this article offers a brief summary of the most relevant events that have occured during this period and the circumstances that led to the founding in 1984 of the sister publication in which this article is published: Munibe Natural Sciences. Over the last 40 years, Munibe Natural Sciences has published 484 papers in 37 volumes and this article analyses some of their general bibliometric data. It highlights the great diversity of the subject matter covered in this journal, although it may be observed that zoological papers are gradually becoming more frequent to the detriment of articles on botany and, especially, geology. Finally, this article concludes with a number of thoughts on the aims and scope of the journal, as well as some predictions about its future.

El objeto del presente trabajo es analizar el régimen de las modificaciones a los Contratos de Participación Público Privada según dado por la Ley de Participación Público Privada N° 18.786. A estos efectos, se desarrolla sobre los supuestos modificación unilateral, las consecuencias de que dicha imposición se haga de una manera ilegítima y la posibilidad de que unilateralmente se imponga una reducción del objeto del contrato. Adicionalmente, se analizarán las modificaciones bilaterales a los Contratos de Participación Público Privada y las eventuales limitaciones aplicables al objeto sobre las cuales pueden versar. Respecto de estos dos escenarios, se desarrollará sobre las posibles consecuencias que el incumplimiento de las formalidades establecidas en la ley aplicable puede significar respecto de la vigencia y validez de la modificación en cuestión. Por último, se analizan las causales de renegociación y, especialmente, el supuesto de la modificación unilateral ilegítima como una causal adicional no prevista a texto expreso.

Los aeropuertos de todo el mundo están aumentando sus esfuerzos para reducir los impactos que generan en el medioambiente mediante la aplicación de sistemas de gestión ambiental. Esta línea de actuación de la industria aeroportuaria, que no lleva más de quince años, tiene el objetivo de transformar el aeropuerto en lo que se denomina ‘aeropuerto verde’. Este se entiende como aquel aeropuerto que tanto su diseño como operación y administración se llevan a cabo de tal manera que su impacto ambiental es el mínimo posible, haciendo su gestión de carácter sostenible. Entonces, en el presente artículo se presenta un marco general de desarrollo del concepto, junto con un análisis de los procesos operativos de los aeropuertos que afectan negativamente al medio ambiente. A partir de lo anterior se sugieren políticas, estrategias y procesos de gestión que permitan minimizar o anular dichos efectos negativos en el entorno aeroportuario con el propósito de acercarlo hacia el concepto de ‘aeropuerto verde’.

The aim of this study is to carry out a taxonomic revision of the groups Calamistratum and Geraniodorum of the genus Inosperma sect. Inosperma in Europe. For this purpose, a multigenic phylogenetic analysis was carried out using the ITS, LSU, RPB1 and RPB2 markers, covering a total of 111 sequences, including those generated from the existing type-material collections. This analysis led to the recognition of nine clades or terminal groups for the European continent, correlating with nine morphological species. Three of them, I. calamistratum, I. neohirsutum sp. nov. and I. turietoense sp. nov., are distributed in humid and temperate forests, whereas I. geminum sp. nov., I. geraniodorum, I. gracilentum sp. nov., I. praetermissum comb. nov., I. subhirsutum and I. veliferum seem to be restricted to the colder altimontane, boreal and alpine climates. It is concluded that the study of morphological and ecological characteristics allows the recognition of species without the need for an often-subjective interpretation of organoleptic characteristics. Inocybe hirsuta is considered a synonym of Inosperma calamistratum, Inosperma praetermissum as a different species from I. calamistratum, and Inocybe geraniodora var. gracilenta f. salicis-herbaceae as a synonym of I. praetermissum. Four new species and one new combination are proposed. A key for the recognition of the European species is provided. Illustrations and photographs of macro- and micromorphological characters and SEM spores of all species are presented.

Benchmarking has been deemed useful for the study of regional competitiveness and innovation and is quickly expanding. The aim of this work is the formulation and validation of a method to select the right regions to compare. The proposed method is of general application and can therefore be used by any region across the world wishing to benchmark against others in the field of competitiveness and innovation. This method is carried out in two successive stages. In the first stage, regions with higher innovation and competitiveness than the region under study are identified. In the second, a subset of regions with a resource base similar to the one under study is selected, which makes them suitable for the comparison. The method is validated by applying it to a European region. The results show the validity and robustness of the proposed method. [ABSTRACT FROM AUTHOR]

Nomenclatural type definitions are one of the most important concepts in biological nomenclature. Being physical objects that can be re-studied by other researchers, types permanently link taxonomy (an artificial agreement to classify biological diversity) with nomenclature (an artificial agreement to name biological diversity). Two proposals to amend the International Code of Nomenclature for algae, fungi, and plants (ICN), allowing DNA sequences alone (of any region and extent) to serve as types of taxon names for voucherless fungi (mainly putative taxa from environmental DNA sequences), have been submitted to be voted on at the 11th International Mycological Congress (Puerto Rico, July 2018). We consider various genetic processes affecting the distribution of alleles among taxa and find that alleles may not consistently and uniquely represent the species within which they are contained. Should the proposals be accepted, the meaning of nomenclatural types would change in a fundamental way from physical objects as sources of data to the data themselves. Such changes are conducive to irreproducible science, the potential typification on artefactual data, and massive creation of names with low information content, ultimately causing nomenclatural instability and unnecessary work for future researchers that would stall future explorations of fungal diversity. We conclude that the acceptance of DNA sequences alone as types of names of taxa, under the terms used in the current proposals, is unnecessary and would not solve the problem of naming putative taxa known only from DNA sequences in a scientifically defensible way. As an alternative, we highlight the use of formulas for naming putative taxa (candidate taxa) that do not require any modification of the ICN.

The systematics of the genus Hydnum have undergone important advances, and many new species have been described with the aid of molecular data. A revision of old names that refer to Hydnum s. str., considering the knowledge now available, might reveal prioritary names of recently described species. This study focuses on the study of names that refer to white Hydnum in Europe, among which earlier synonyms of Hydnum reginae (=Hydnum albidum s. auct. pl. eur.) are potentially found, a species characterized by producing white basidiomata and smaller spores than any other European species. Our revision revealed the existence of three earlier names based on European material, namely H. pallidum Raddi, H. album Fr. and H. heimii Maas Geest. The earliest of those, Hydnum pallidum, is epitypified using material from Tuscany (Italy), from where it was originally described, and hence, it becomes the correct name for H. albidum s. auct. pl. eur. A full description and photographs of H. pallidum are provided, and further comments on other names that refer to white Hydnum based on European material are made.

Emissions of aircraft support vehicles (called Ground Support Equipment or GSE) are produced by a series of factors depending mostly on the following: aircraft arrivals and departures and time spent in parking stands, aircraft type, operation type (traditional, with scale or low cost), geometrical arrangement of the apron and fleet charactistics, including power and years of use, among others. The aim of this work is to develop an integrated model identifying the required GSEs and the gaseous emissions produced by them due to apron traffic and aircraft service. In order to do this, in the case of service, the model proposes considering loading and unloading and dividing them into the following stages: wait, connection, service and disconnection. The advantage of the proposed model over other proposals is that this model aims at copying the real movements of support vehicles in service according to the aircraft and its corresponding operation (Full-Service, Low-Cost or scale). In order to do that, the program discretizes GSE movements into loading and unloading processes through different stages and for circulation where the tool itself sets the parameters of the apron.

The taxonomy of Inocybe similis and closely allied species is addressed using morphological and molecular data (nrITS and nrLSU DNA). The holotypes of I. chondrospora and I. vulpinella and the isotype of I. immigrans were studied and sequenced. Our results suggest the synonymy between I. similis and I. vulpinella as well as that between I. chondrospora and I. immigrans.

Resumen Siguiendo la tendencia mundial y regional, Colombia liberalizó el sector o industria del transporte aéreo, a principios de década de 1990, y con ello dio inicio a una ininterrumpida (hasta el presente) batería de políticas públicas para dicho sector, paralelamente acompañadas de varias reformas a nivel institucional, todas ellas basadas en la concepción de que el estado colombiano considera el transporte aéreo un servicio público esencial, y que contribuye al desarrollo económico nacional. Por lo tanto, este trabajo, cuyo carácter es de análisis de un estudio de caso, presenta y analiza el impacto de las políticas públicas en el desarrollo y evolución de la industria del transporte aéreo en Colombia. Para ello el análisis se centra, por un lado, en el enfoque y planteamiento de las autoridades colombianas en el diseño e implementación de dichas políticas públicas, y por otro, en la evaluación del desarrollo y crecimiento del sector del transporte aéreo y su directa influencia en otras industrias relacionadas e indicadores socioeconómicos. El principal resultado de las políticas implementadas es: el alto y continuo crecimiento del tráfico aéreo, principalmente a nivel doméstico, lo que consolidó y fortaleció la conectividad y cohesión territorial; aportación a la riqueza nacional; generación de empleo; y apoyo a industrias muy relacionadas entre sí.

Background: Our main objective was to provide estimates of the prevalence rates of psychiatric disorders and comorbidities among youths in a juvenile detention center in Geneva, Switzerland. We also aimed to investigate potential positive effects of intensive psychotherapeutic and educational services this center provides. Finally, we examined psychiatric care prior to and after custody as well as the evolution of the youths' mental health during detention.Methods: We conducted a longitudinal study including a group of incarcerated (n = 86) and a group of non-incarcerated (n = 169) youths (12–18 years old). Measures included diagnoses of psychiatric disorders, cognitive functions, trauma, psychopathic traits and the Youth Self-Report (aggressive behavior, attentional disorders, criminal behavior, social withdrawal, anxiety, depression and somatic complaints) collected at baseline and at discharge for the incarcerated group. Data were analyzed using mixed-effect models.Results: Psychiatric disorders were prevalent in the incarcerated group (82.6, 95% CI: 71.6–90.7%), but young people also often suffered from several disorders simultaneously. Two-thirds of the incarcerated participants had a diagnosis of two or more psychiatric disorders. Regarding health care, most incarcerated participants (79.1%) had psychiatric care prior to detention. The planned care after detention was associated with psychiatric comorbidities, care being more likely planned for those with comorbidities (p = 0.030). Compared to the non-incarcerated group, the incarcerated group had lower scores on cognitive functioning (p < 0.001) and higher scores on trauma (p < 0.021) and psychopathic traits (p < 0.034). The youths' stay in the detention center was associated with a positive change of mental health, with externalized problems being significantly reduced at the end of their stay (p = 0.017).Conclusion: Our findings showed that youths in conflict with the law are characterized by (1) their internal vulnerabilities: a high prevalence of psychiatric disorders and psychiatric comorbidities, lower cognitive functions, externalized problems and psychopathic traits; (2) environmental factors: victims of violence and sexual abuse; and (3) their psychiatric history. Besides, the evolution of the most prevalent issues was favorable over time, which puts into question the usual perspective about the deleterious effect of detention.

This article analyzes the behavior of the demand of domestic and international air passengers in a context of liberalized air transport market and with a total deregulation of airfares (using as case study the Colombian air transport market), and where it is also contemplated the influence, on this demand, of several factors of diverse origin (economic, market / competition and geographic). And due to the complexity of the air transport system, the use of System Dynamics is considered appropriate as an analysis tool. The main results indicate a convergence (in the study period) to a stabilization status of the load factor, which suggests that the air operators were able to better understand the behavior of the demand and thereby better adjust their supply.

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El presente artículo, de revisión, analiza la influencia e impacto de las políticas públicas del transporte aéreo en la dinámica del flujo turístico vía aérea en Colombia. Siguiendo la tendencia mundial, en materia de liberalización de la industria de la aviación, Colombia ha diseñado e implementando, de forma ininterrumpida desde hace dos décadas y media (y aún en curso), una extensa batería de políticas públicas especialmente estructuradas para el sector aéreo. Como resultado de estas políticas, el tráfico de pasajeros aéreos y muy especialmente de aquellos que viajan por turismo, tanto entrantes (extranjeros) como salientes (colombianos), se ha disparado en la última década mostrando indicadores de muy alto crecimiento.

La conectividad aérea es un elemento esencial de la competitividad y un elemento integral para el crecimiento económico de un país. Por ello, existe un interés económico y geográfico significativo en analizar las redes de transporte aéreo en términos de las conexiones que los aeropuertos ofrecen a los usuarios potenciales de sus regiones circundantes y/o remotas. En esta línea, y en los últimos años, los investigadores han evaluado las redes de transporte aéreo y sus conexiones con diferentes ópticas, por un lado algunos se enfocan en el análisis de la estructura de la red y el desempeño general de la misma, mientras que otros analizan la conectividad y la centralidad de la red, definiendo la conectividad como el grado de conexión entre los nodos (aeropuertos) en una red y la centralidad como la importancia de los puntos de transferencia en la formación de conexiones indirectas. Este enfoque de geografía del transporte es el que motivó el desarrollo de la presente investigación y aplicado al caso particular de Colombia. El crecimiento del tráfico aéreo en Colombia ha venido reforzado desde principios de la década de 1990 por una política pública de liberalización del espacio aéreo en los mercados interno y externo, y por el redireccionamiento de la inversión pública hacia la modernización y actualización de las infraestructuras aeroportuarias, concesionando los aeropuertos de mayor tráfico del país. Los 19 aeropuertos concesionados al sector privado están distribuidos a lo largo de 14 departamentos administrativos (o regiones) más la del distrito capital (Bogotá). Esta gran cobertura geográfica del sistema aeroportuario colombiano ha potenciado el movimiento de pasajeros domésticos de una forma relevante a lo largo y ancho del país, sobre todo en las últimas dos décadas, dando una solución de movilidad debido a la deficiencia (en cobertura y capacidad) de los sistemas de comunicación vial y ferroviario existentes en Colombia. Y, por otro lado, la ampliación y modernización de los principales aeropuertos del país (la mayoría de los mismos internacionales) generó un aumento significativo de destinos internacionales directos y de sus frecuencias, potenciando con ello la conectividad geográfica directa desde Colombia al mundo y viceversa, y el volumen de pasajeros y carga internacionales. En definitiva, este artículo realiza una caracterización geográfica del transporte aéreo de pasajeros y de la conectividad de la red aeroportuaria colombiana, explicando además su transformación, desarrollo y dinámica.

Lichens, as well as other organisms, should be considered important biodiversity components for the establishment of priorities in conservation biology. In this study, we report six new recent localities of the highly endangered, epiphytic macrolichen Pseudocyphellaria aurata in Spain: two in Navarra and four in A Coruña. Previous Spanish reports based on literature and herbarium specimens suggest a reduction of the distribution area of P. aurata and local extinction. Pseudocyphellaria aurata is known to be extinct in six localities, where it has not been observed since the middle of the 19th century (Cádiz, Pontevedra, Málaga). Four records reported for central Spain (Zaragoza, Salamanca, Teruel) are considered unplausible. The newly discovered populations are located in well-preserved patches of atlantic deciduous forest with strong oceanic influence, whose long-term ecological stability seems evident because of the presence of ancient trees. Nevertheless, these populations are small, fragmentary, and are threatened by habitat degradation, forestry and maybe fungal pathogens. Two populations, Intzola and Beba (Navarra and A Coruña, respectively), account for 75.7% of thalli. The localities with the highest number of trees colonized by P. aurata are Santa Leocadia and Beba in A Coruña. We reassessed the conservation status of this species concluding that conservation initiatives must be implemented to avoid its extinction in mainland Spain.

Since the mid-1990s, Colombia’s main airports (including those with the highest traffic) have been privatized, transferring governance to private operators. The remaining airports in the network (the smallest ones) continue with public governance. Based on this, the objective of this research article is to know, analyse and even measure the airport efficiency in a context of structural reform and at the same time compare this with the measure in airports with public governance. The methodology used to carry out the study is the Data Envelopment Analysis, and this methodology uses only “technical variables” (that is, only those related to infrastructure). The main results of the research reveal higher efficiency indices in the major (or more important) airports, almost all of them under private governance, although there is also a group of them (usually very small airports) with very low efficiency levels.

The process of air transport liberalization in Colombia began in 1991. Liberalization entailed the entry of private capital into the airport sector which subsequently led, in several temporary phases, to the privatization of the country’s main airports. Simultaneously, new air operators entered the market. This new market situation, supported by the complete deregulation of airfares, generated a dynamic and sustained growth of air transport in Colombia for two decades. Within the context of post-liberalization, this article presents a forecast (medium-term – 5 years period) of air traffic in the country’s main airport using DLMs (Dynamic Linear Models). It has the following advantages vs. the usual forecast calculation methodologies: it detects stochastic tendencies that are hidden in the time series. It also detects structural changes that allow estimating the variable effect of exogenous shocks over time without increasing the number of parameters. From the results obtained, it should be noted that the application of DLMs presents MAPE (Mean Absolute Percentage Error) values below 1%, which guarantees predictions of higher accuracy and thus introduces a new alternative model to develop reliable forecasts in air transport, at least in the medium-term.