La ciudad en el aeropuerto, el aeropuerto en la ciudad

La instalación de una infraestructura aeroportuaria es siempre beneficiosa para el desarrollo social y económico de una región, pero su localización puede generar importantes impactos en el contexto, los que generalmente son evaluados desde el entorno hacia la propia infraestructura. Sin embargo, existe otro aspecto no menos importante y es el impacto de las modificaciones en el entorno de un aeropuerto que inciden compulsiva y severamente en la operatividad de las actividades aeronáuticas. Generalmente, las evaluaciones sobre la implantación o crecimiento de un aeropuerto, en términos de su impacto urbano ambiental, se realizan por separado desde la óptica urbana o desde la óptica aeroportuaria exclusivamente. Es necesario entonces comprender que la instalación o el desarrollo de un aeropuerto debe ser considerada desde las condicionantes críticas originadas, mediante un punto de vista externo y desde las relacionadas con las propias lógicas internas de la actividad del aeropuerto, mediante una metodología inclusiva, completa, entendiendo el caso como un fenómeno territorial y urbano integral. Esta visión necesita además de una mirada transdisciplinaria, es decir, de la participación de todos los actores que hoy están envueltos en el desarrollo urbano en general. Implantar hoy una infraestructura aeroportuaria implica que, a partir de ese acto, un medio semi-rural o de periferia urbana se transforme en urbano en forma acelerada y dinámica, incluyendo en sí mismo todos los conflictos de intereses inherentes a la problemática urbana. El aeropuerto debe poder tener control sobre el desarrollo urbano de su entorno, al mismo tiempo que debe diseñarse con el objetivo de protegerlo y de minimizar los impactos negativos que pueda originar la actividad aérea. En este sentido el criterio de ciudad aeropuerto, un emprendimiento urbano global puede contribuir a la mejora de la calidad de vida y de la operatividad aeronáutica. La gestión conjunta del aeropuerto con actores estatales de todos los niveles relacionados con el desarrollo urbano, con los desarrolladores inmobiliarios, con los operadores de equipamientos comerciales, con los operadores del transporte público, permite un criterio de planificación eficiente que garantice el necesario rédito social del emprendimiento.One airport infrastructure is always good for the social and economic development of one region, but its location can generate a hard impact on the context, which is evaluated from the environment to the infrastructure itself. However, there is another no less important aspect as the forces of changes in the environment of an airport that could severely affect the operation of aerial activities. Assessments on the implementation or growth of an airport, in terms of its environmental urban impact, are made separately from the urban perspective or from the exclusively airport perspective. It is necessary to understand that the airport development must be considered from the critical conditions through an external point of view, and from those related to their own internal logic airport activity, using an inclusive methodology, understanding this issue as an urban phenomenon. This vision needs a trans-disciplinary view, the participation of all actors that today are involved in the urban development. The airport should have control on the urban development of its context, while should be designed with the aim to protect and minimize the negative impacts that may result from the air activity. In this sense the approach of a city airport concept, a global urban entrepreneurship can contribute to improving the quality of life and aircraft operation.Trabajo publicado en Actas del Cuarto Congreso de la Red Iberoamericana de Investigación en Transporte Aéreo. La Plata, Universidad Nacional de La Plata, 2013.Grupo de Transporte Aéreo - Grupo de Ingeniería Aplicada a la Industri

La ciudad en el aeropuerto, el aeropuerto en la ciudad

La instalación de una infraestructura aeroportuaria es siempre beneficiosa para el desarrollo social y económico de una región, pero su localización puede generar importantes impactos en el contexto, los que generalmente son evaluados desde el entorno hacia la propia infraestructura. Sin embargo, existe otro aspecto no menos importante y es el impacto de las modificaciones en el entorno de un aeropuerto que inciden compulsiva y severamente en la operatividad de las actividades aeronáuticas. Generalmente, las evaluaciones sobre la implantación o crecimiento de un aeropuerto, en términos de su impacto urbano ambiental, se realizan por separado desde la óptica urbana o desde la óptica aeroportuaria exclusivamente. Es necesario entonces comprender que la instalación o el desarrollo de un aeropuerto debe ser considerada desde las condicionantes críticas originadas, mediante un punto de vista externo y desde las relacionadas con las propias lógicas internas de la actividad del aeropuerto, mediante una metodología inclusiva, completa, entendiendo el caso como un fenómeno territorial y urbano integral. Esta visión necesita además de una mirada transdisciplinaria, es decir, de la participación de todos los actores que hoy están envueltos en el desarrollo urbano en general. Implantar hoy una infraestructura aeroportuaria implica que, a partir de ese acto, un medio semi-rural o de periferia urbana se transforme en urbano en forma acelerada y dinámica, incluyendo en sí mismo todos los conflictos de intereses inherentes a la problemática urbana. El aeropuerto debe poder tener control sobre el desarrollo urbano de su entorno, al mismo tiempo que debe diseñarse con el objetivo de protegerlo y de minimizar los impactos negativos que pueda originar la actividad aérea. En este sentido el criterio de ciudad aeropuerto, un emprendimiento urbano global puede contribuir a la mejora de la calidad de vida y de la operatividad aeronáutica. La gestión conjunta del aeropuerto con actores estatales de todos los niveles relacionados con el desarrollo urbano, con los desarrolladores inmobiliarios, con los operadores de equipamientos comerciales, con los operadores del transporte público, permite un criterio de planificación eficiente que garantice el necesario rédito social del emprendimiento.One airport infrastructure is always good for the social and economic development of one region, but its location can generate a hard impact on the context, which is evaluated from the environment to the infrastructure itself. However, there is another no less important aspect as the forces of changes in the environment of an airport that could severely affect the operation of aerial activities. Assessments on the implementation or growth of an airport, in terms of its environmental urban impact, are made separately from the urban perspective or from the exclusively airport perspective. It is necessary to understand that the airport development must be considered from the critical conditions through an external point of view, and from those related to their own internal logic airport activity, using an inclusive methodology, understanding this issue as an urban phenomenon. This vision needs a trans-disciplinary view, the participation of all actors that today are involved in the urban development. The airport should have control on the urban development of its context, while should be designed with the aim to protect and minimize the negative impacts that may result from the air activity. In this sense the approach of a city airport concept, a global urban entrepreneurship can contribute to improving the quality of life and aircraft operation.Trabajo publicado en Actas del Cuarto Congreso de la Red Iberoamericana de Investigación en Transporte Aéreo. La Plata, Universidad Nacional de La Plata, 2013.Grupo de Transporte Aéreo - Grupo de Ingeniería Aplicada a la Industri

BOWiki: an ontology-based wiki for annotation of data and integration of knowledge in biology.

MOTIVATION: Ontology development and the annotation of biological data using ontologies are time-consuming exercises that currently require input from expert curators. Open, collaborative platforms for biological data annotation enable the wider scientific community to become involved in developing and maintaining such resources. However, this openness raises concerns regarding the quality and correctness of the information added to these knowledge bases. The combination of a collaborative web-based platform with logic-based approaches and Semantic Web technology can be used to address some of these challenges and concerns. RESULTS: We have developed the BOWiki, a web-based system that includes a biological core ontology. The core ontology provides background knowledge about biological types and relations. Against this background, an automated reasoner assesses the consistency of new information added to the knowledge base. The system provides a platform for research communities to integrate information and annotate data collaboratively. AVAILABILITY: The BOWiki and supplementary material is available at . The source code is available under the GNU GPL from

Aeropuertos. Nuevo concepto: sistema de solicitud y entrega de equipajes en llegadas (SSEEL)

Se plantea la necesidad de encontrar un mecanismo innovador capaz de modificar las variables del sistema de espera, visualización, reconocimiento y rescate de equipaje que desde la década del 60 descansa en el pasajero, particularmente en su tiempo y habilidad, para la recuperación de un bien de su propiedad previamente confiado a una compañía aérea en una instalación aeroportuaria. En ese contexto, SSEEL (Sistema de Solicitud y Entrega de Equipajes en Llegadas) se caracteriza por la pretensión de cambiar las lógicas clásicas del retiro de equipaje por las de la entrega de equipaje, introduciendo conceptos de verdadero servicio en una función que resulta esencial a la práctica cotidiana de los aeropuertos.Facultad de Ingenierí

Current drive at plasma densities required for thermonuclear reactors

Progress in thermonuclear fusion energy research based on deuterium plasmas magnetically confined in toroidal tokamak devices requires the development of efficient current drive methods. Previous experiments have shown that plasma current can be driven effectively by externally launched radio frequency power coupled to lower hybrid plasma waves. However, at the high plasma densities required for fusion power plants, the coupled radio frequency power does not penetrate into the plasma core, possibly because of strong wave interactions with the plasma edge. Here we show experiments performed on FTU (Frascati Tokamak Upgrade) based on theoretical predictions that nonlinear interactions diminish when the peripheral plasma electron temperature is high, allowing significant wave penetration at high density. The results show that the coupled radio frequency power can penetrate into high-density plasmas due to weaker plasma edge effects, thus extending the effective range of lower hybrid current drive towards the domain relevant for fusion reactors

Corrigendum: Current drive at plasma densities required for thermonuclear reactors

Nature Communications 1: Article number: 55 (2010); Published: 10 August 2010; Updated:19 September 2013. In Fig. 3 of this Article, the colours of the blue and green curves were accidentally interchanged while the manuscript was being revised. In addition, the x axis labels on Fig. 4 should have read 'Frequency (MHz)'

Antimicrobial resistance among migrants in Europe: a systematic review and meta-analysis

BACKGROUND: Rates of antimicrobial resistance (AMR) are rising globally and there is concern that increased migration is contributing to the burden of antibiotic resistance in Europe. However, the effect of migration on the burden of AMR in Europe has not yet been comprehensively examined. Therefore, we did a systematic review and meta-analysis to identify and synthesise data for AMR carriage or infection in migrants to Europe to examine differences in patterns of AMR across migrant groups and in different settings. METHODS: For this systematic review and meta-analysis, we searched MEDLINE, Embase, PubMed, and Scopus with no language restrictions from Jan 1, 2000, to Jan 18, 2017, for primary data from observational studies reporting antibacterial resistance in common bacterial pathogens among migrants to 21 European Union-15 and European Economic Area countries. To be eligible for inclusion, studies had to report data on carriage or infection with laboratory-confirmed antibiotic-resistant organisms in migrant populations. We extracted data from eligible studies and assessed quality using piloted, standardised forms. We did not examine drug resistance in tuberculosis and excluded articles solely reporting on this parameter. We also excluded articles in which migrant status was determined by ethnicity, country of birth of participants' parents, or was not defined, and articles in which data were not disaggregated by migrant status. Outcomes were carriage of or infection with antibiotic-resistant organisms. We used random-effects models to calculate the pooled prevalence of each outcome. The study protocol is registered with PROSPERO, number CRD42016043681. FINDINGS: We identified 2274 articles, of which 23 observational studies reporting on antibiotic resistance in 2319 migrants were included. The pooled prevalence of any AMR carriage or AMR infection in migrants was 25·4% (95% CI 19·1-31·8; I2 =98%), including meticillin-resistant Staphylococcus aureus (7·8%, 4·8-10·7; I2 =92%) and antibiotic-resistant Gram-negative bacteria (27·2%, 17·6-36·8; I2 =94%). The pooled prevalence of any AMR carriage or infection was higher in refugees and asylum seekers (33·0%, 18·3-47·6; I2 =98%) than in other migrant groups (6·6%, 1·8-11·3; I2 =92%). The pooled prevalence of antibiotic-resistant organisms was slightly higher in high-migrant community settings (33·1%, 11·1-55·1; I2 =96%) than in migrants in hospitals (24·3%, 16·1-32·6; I2 =98%). We did not find evidence of high rates of transmission of AMR from migrant to host populations. INTERPRETATION: Migrants are exposed to conditions favouring the emergence of drug resistance during transit and in host countries in Europe. Increased antibiotic resistance among refugees and asylum seekers and in high-migrant community settings (such as refugee camps and detention facilities) highlights the need for improved living conditions, access to health care, and initiatives to facilitate detection of and appropriate high-quality treatment for antibiotic-resistant infections during transit and in host countries. Protocols for the prevention and control of infection and for antibiotic surveillance need to be integrated in all aspects of health care, which should be accessible for all migrant groups, and should target determinants of AMR before, during, and after migration. FUNDING: UK National Institute for Health Research Imperial Biomedical Research Centre, Imperial College Healthcare Charity, the Wellcome Trust, and UK National Institute for Health Research Health Protection Research Unit in Healthcare-associated Infections and Antimictobial Resistance at Imperial College London

Friedrich Hayek and his visits to Chile

F. A. Hayek took two trips to Chile, the first in 1977, the second in 1981. The visits were controversial. On the first trip he met with General Augusto Pinochet, who had led a coup that overthrew Salvador Allende in 1973. During his 1981 visit, Hayek gave interviews that were published in the Chilean newspaper El Mercurio and in which he discussed authoritarian regimes and the problem of unlimited democracy. After each trip, he complained that the western press had painted an unfair picture of the economic situation under the Pinochet regime. Drawing on archival material, interviews, and past research, we provide a full account of this controversial episode in Hayek’s life

Identification of the top TESS objects of interest for atmospheric characterization of transiting exoplanets with JWST

Funding: Funding for the TESS mission is provided by NASA's Science Mission Directorate. This work makes use of observations from the LCOGT network. Part of the LCOGT telescope time was granted by NOIRLab through the Mid-Scale Innovations Program (MSIP). MSIP is funded by NSF. This paper is based on observations made with the MuSCAT3 instrument, developed by the Astrobiology Center and under financial support by JSPS KAKENHI (grant No. JP18H05439) and JST PRESTO (grant No. JPMJPR1775), at Faulkes Telescope North on Maui, HI, operated by the Las Cumbres Observatory. This paper makes use of data from the MEarth Project, which is a collaboration between Harvard University and the Smithsonian Astrophysical Observatory. The MEarth Project acknowledges funding from the David and Lucile Packard Fellowship for Science and Engineering, the National Science Foundation under grant Nos. AST-0807690, AST-1109468, AST-1616624 and AST-1004488 (Alan T. Waterman Award), the National Aeronautics and Space Administration under grant No. 80NSSC18K0476 issued through the XRP Program, and the John Templeton Foundation. C.M. would like to gratefully acknowledge the entire Dragonfly Telephoto Array team, and Bob Abraham in particular, for allowing their telescope bright time to be put to use observing exoplanets. B.J.H. acknowledges support from the Future Investigators in NASA Earth and Space Science and Technology (FINESST) program (grant No. 80NSSC20K1551) and support by NASA under grant No. 80GSFC21M0002. K.A.C. and C.N.W. acknowledge support from the TESS mission via subaward s3449 from MIT. D.R.C. and C.A.C. acknowledge support from NASA through the XRP grant No. 18-2XRP18_2-0007. C.A.C. acknowledges that this research was carried out at the Jet Propulsion Laboratory, California Institute of Technology, under a contract with the National Aeronautics and Space Administration (80NM0018D0004). S.Z. and A.B. acknowledge support from the Israel Ministry of Science and Technology (grant No. 3-18143). The research leading to these results has received funding from the ARC grant for Concerted Research Actions, financed by the Wallonia-Brussels Federation. TRAPPIST is funded by the Belgian Fund for Scientific Research (Fond National de la Recherche Scientifique, FNRS) under the grant No. PDR T.0120.21. The postdoctoral fellowship of K.B. is funded by F.R.S.-FNRS grant No. T.0109.20 and by the Francqui Foundation. H.P.O.'s contribution has been carried out within the framework of the NCCR PlanetS supported by the Swiss National Science Foundation under grant Nos. 51NF40_182901 and 51NF40_205606. F.J.P. acknowledges financial support from the grant No. CEX2021-001131-S funded by MCIN/AEI/ 10.13039/501100011033. A.J. acknowledges support from ANID—Millennium Science Initiative—ICN12_009 and from FONDECYT project 1210718. Z.L.D. acknowledges the MIT Presidential Fellowship and that this material is based upon work supported by the National Science Foundation Graduate Research Fellowship under grant No. 1745302. P.R. acknowledges support from the National Science Foundation grant No. 1952545. This work is partly supported by JSPS KAKENHI grant Nos. JP17H04574, JP18H05439, JP21K20376; JST CREST grant No. JPMJCR1761; and Astrobiology Center SATELLITE Research project AB022006. This publication benefits from the support of the French Community of Belgium in the context of the FRIA Doctoral Grant awarded to M.T. D.D. acknowledges support from TESS Guest Investigator Program grant Nos. 80NSSC22K1353, 80NSSC22K0185, and 80NSSC23K0769. A.B. acknowledges the support of M.V. Lomonosov Moscow State University Program of Development. T.D. was supported in part by the McDonnell Center for the Space Sciences. V.K. acknowledges support from the youth scientific laboratory project, topic FEUZ-2020-0038.JWST has ushered in an era of unprecedented ability to characterize exoplanetary atmospheres. While there are over 5000 confirmed planets, more than 4000 Transiting Exoplanet Survey Satellite (TESS) planet candidates are still unconfirmed and many of the best planets for atmospheric characterization may remain to be identified. We present a sample of TESS planets and planet candidates that we identify as “best-in-class” for transmission and emission spectroscopy with JWST. These targets are sorted into bins across equilibrium temperature Teq and planetary radius Rp and are ranked by a transmission and an emission spectroscopy metric (TSM and ESM, respectively) within each bin. We perform cuts for expected signal size and stellar brightness to remove suboptimal targets for JWST. Of the 194 targets in the resulting sample, 103 are unconfirmed TESS planet candidates, also known as TESS Objects of Interest (TOIs). We perform vetting and statistical validation analyses on these 103 targets to determine which are likely planets and which are likely false positives, incorporating ground-based follow-up from the TESS Follow-up Observation Program to aid the vetting and validation process. We statistically validate 18 TOIs, marginally validate 31 TOIs to varying levels of confidence, deem 29 TOIs likely false positives, and leave the dispositions for four TOIs as inconclusive. Twenty-one of the 103 TOIs were confirmed independently over the course of our analysis. We intend for this work to serve as a community resource and motivate formal confirmation and mass measurements of each validated planet. We encourage more detailed analysis of individual targets by the community.Peer reviewe