En torno al proceso de caracterización barroca del retablo toledano del siglo XVII

With this work is to put the time in which the toledan altarpiece of mediated of the XVIIth century adopts the typological features and formal of the baroque altarpiece of Madrid, a change than customs the architect Juan Gómez Lobo constituting a well-defined art of which is exponent the altarpiece of Ntra. Sra. de la Esperanza in the church of San Lucas, an example the baroque standardization of the altarpiece in Toledo in the sixties.Con este trabajo se trata de situar el momento en el que el retablo toledano de mediados del siglo XVII adopta las características tipológicas y formales del retablo barroco madrileño, cambio que personaliza el arquitecto Juan Gómez Lobo constituyendo un arte bien definido del que es exponente el retablo de Ntra. Sra. de la Esperanza de la iglesia de San Lucas, ejemplo de la normalización barroca del retablo en Toledo en la década de los sesenta

The supply of transports in the European atlantic arc: a strength of infrastructures transeuropeas for the development of the regional economies

Transport and communication infrastructures constitute one of the mainstays of regional development. The practice of this service attributed to transport and communication networks results in the genesis of a free flux of goods, capital, work and information throughout those regions which are enjoying the best territorial structuring. This way, investment in connectivity tends to encourage the creation of territorial access patterns which give rise, in their turn, to comparative advantages with regard to tertiary regional economies. This investment effort operates within the regional economies as a sort of drive motor. Firstly, it triggers the arrival of foreign capital, considered in terms of Direct Foreign Inversion (DFI). Secondly, the modernization of the transport network tends to have an effect on the industrial re-localization processes as well as on the steadily increasing diversification of the regional productive system. And thirdly, fixed social capital investment in transport tends to boost the action of two factors which are of the utmost importance. On the one hand, we can appreciate the increase of equal opportunity as well as of public property (general interest). On the other, we can see the territorial expansion of inter-territorial solidarity. This all would have a direct effect on regional economies, which would ultimately meet a steadily increase in social an economical cohesion rates. Keywords: Crowding-in, crowding-out, trade-off, fixed social capital, territorial connectivity, territorial accessibility, hinterland, public capital stock, inter-modality, modal chain, multimodality, operativity, Trans-European Transport Network (TEN), spillover effects, potential mobility demand

The supply of transports in the european atlantic arc: a strength of infrastructures transeuropeas for the development of the regional economies.

Transport and communication infrastructures constitute one of the mainstays of regional development. The practice of this service attributed to transport and communication networks results in the genesis of a free flux of goods, capital, work and information throughout those regions which are enjoying the best territorial structuring. This way, investment in connectivity tends to encourage the creation of territorial access patterns which give rise, in their turn, to comparative advantages with regard to tertiary regional economies. This investment effort operates within the regional economies as a sort of drive motor. Firstly, it triggers the arrival of foreign capital, considered in terms of Direct Foreign Inversion (DFI). Secondly, the modernization of the transport network tends to have an effect on the industrial re-localization processes as well as on the steadily increasing diversification of the regional productive system. And thirdly, fixed social capital investment in transport tends to boost the action of two factors which are of the utmost importance. On the one hand, we can appreciate the increase of equal opportunity as well as of public property (general interest). On the other, we can see the territorial expansion of inter-territorial solidarity. This all would have a direct effect on regional economies, which would ultimately meet a steadily increase in social an economical cohesion rates. Keywords: Crowding-in, crowding-out, trade-off, fixed social capital, territorial connectivity, territorial accessibility, hinterland, public capital stock, inter-modality, modal chain, multimodality, operativity, Trans-European Transport Network (TEN), spillover effects, potential mobility demand.

NO3- selective mini-electrodes as a tool to investigate the NO3- traffic in Chlamydomonas reinhardtii D.

Ion selective NO3- mini-electrodes were used to measure the external NO3- concentration in C. reinhardtii liquid cultures. Electrodes were prepared using glass capillaries (1.5 mm external diameter). Capillaries were cut in 10 cm long pieces, dehydrated for 45 minutes in an oven and silanized by addition of dimethyldichlorosilane in bencene 0.1% (V/V). Once silanized, the capillaries were baked again for 30 minutes. Once cold the capillaries were backfilled with the NO3- ionophore (Fluka: 72549), which contains PVC (5.75% w/w) dissolved in tetrahydrofurane. Then, the NO3- mini-electrodes were stored in dark in a desiccator until tetrahydrofurane gets evaporated. Before use, NO3- selective mini-electrodes were backfilled with 0.1 M NaNO3 and 0.1 M KCl and connected to a high-impedance differential amplifier (WPI FD223). Mini-electrodes were calibrated in N-free Beijerinck medium, which contains 0.1 mM Cl-. In those conditions, electrodes calibration slope was 54 mV/p NO3- in the range 1 - 1000 µM NO3-. The mini-electrodes were used to continuous monitoring of the external NO3- concentration in liquid culture of different C. reinhardtii strains, incubated in N-free Beijerinck medium supplemented with 100 µM NO3Na. Previous to the assays, strains were N starved for 6 days. In the light, wild type strain uptakes NO3- at a rate of 15 nmol NO3-·106 cells-1·h-1, in the dark this rate was one third of this figure. After 5 h, the external NO3- levelled off at 10 µM in the light and around 30 µM in the dark. C. reinhardtii cells cultured in the presence of 2 mM NO3NH4 do not show significant NO3- uptake nor a mutant strain, defective in nitrate transport and having an active nitrate reductase. However, a mutant strain lacking the nitrate reductase shows an enhanced NO3- uptake rate, compared with the value obtained for the wild type in the light.Universidad de Málaga. Campus de Excelencia Internacional Andalucía Tech

Preliminary results of a catastrophic model of extreme wind gust situations in peninsular Spain

Póster presentado en: 10th EUMETNET Data Management Workshop celebrado en St. Gallen, Suiza, del 28 al 30 de octubre de 2015.The CCS (Spanish Insurance Compensation Consortium) is the Spanish Agency that provides insurance coverage against weather events that involve an extraordinary risk. One of the extraordinary risks covered by the CCS refers to extraordinary wind, defined as those with wind gusts exceeding 120 km/h. The accurate delimitation of the areas in which this condition is met shows considerable difficulties in our country because of the lack of wind observations and the complexity of the terrain. The operational procedure performed at AEMET (Spanish Meteorological Agency) for estimating the areas with maximum wind gusts applies a geostatistical technique, the universal kriging, based on the observational data of maximum wind gust and drawing also on external variables: terrain elevation, distance from the shore, and the HIRLAM (High Resolution Limited Area Model) forecasting model output of maximum wind gust field. Extreme meteorological events sometimes go unnoticed but frequently become apparent due their impact on society with its corresponding consequences. Moreover, the catastrophic nature of a phenomenon depends not only on the extreme value that the climate element takes on, but also on other factors, such as population distribution or geomorphological features, among many others. In this work we present some preliminary steps in the development of a catastrophic model of extreme wind gust situations in peninsular Spain. The main aim of this model is to provide significant information for covering risk against future extreme wind situations, as well as assessing the liability owing to this risk on a year time-frame. The first steps in the development of this model are: a) the generation of climatology of the areas under extraordinary wind going back to 2010 and, b) the estimation of incurred covered loss in these years based on data from the insurer. The following step will be the estimation of a local (at municipality level at best) expected loss function from extraordinary winds depending on the intensity of the event.This project is being sponsored by CCS

Transport and communication infrastructures by rail in Galicia: an opportunity for the regional economic development 1941-2011

El estudio del esfuerzo inversor en ferrocarril en España nos revela que unos territorios han tenido mucho antes que otros sus caminos de hierro. La primera línea ferroviaria española en ser construida y abierta al tráfico comercial no se encontraba en la Península, sino en la caribeña isla de Cuba. El itinerario La Habana-Bejucal-Güines fue el primer itinerario abierto al transporte. Esta traza del camino de hierro no se había ejecutado para impulsar los flujos de pasajeros. La construcción de este ferrocarril se había producido por la importancia de las mercancías que estaba produciendo la isla de Cuba y su alto valor añadido: tabaco, azúcar, melaza, ron, maderas nobles. La construcción de los caminos de hierro en la Península presenta también no pocas particularidades. La primera, como es bien conocida, es que la traza ferroviaria se comenzó a ejecutar desde el interior peninsular hacia la periferia, cuando lo más racional habría sido desde los puertos, por los que llegaban las mercancías y materias primas para el camino de hierro, hacia el interior peninsular. En segundo lugar, territorios regionales tales como Galicia, Asturias, Cantabria, etc., acusaron un retraso en la ejecución de capitales destinados a construir el ferrocarril de acceso a estas regiones. Las obras de ejecución de los caminos de hierro en Galicia se prolongaron por un espacio superior a más de un siglo. El estudio de la modernización y la operatividad del ferrocarril nos muestra como incluso en la segunda década del siglo XXI Galicia tiene a bastantes comarcas enclavadas geográficamente en materia ferroviaria por cuanto no se logró aún modernizar el camino de hierro ni el material rodante. En esta situación anómala se encuentra, por un lado, Ferrol y su comarca. En segundo lugar, Lugo. En tercer lugar, debemos hacer mención a la traza ferroviaria de titularidad de FEVE. En cuarto lugar, las conexiones de Vigo-Ourense están acusando una baja accesibilidad territorial por transitar por una vía convencional que no se encuentra en condiciones adecuadas para incorporar un material rodante dotado de óptimas prestaciones. Aún más, la modernización del camino de hierro a Vigo con conexión en Ourense se está programando en base a una variante fijada en Maside-Cerdedo-Portela. El índice de rodeo penaliza a este tráfico. Lo más propio sería un desdoblamiento de la red ferroviaria por el itinerario: Ourense-Mondariz-Porriño-Vigo. Por tanto, mientras unas líneas disponen, desde el año 2011, momento en el que se abre al tráfico comercial la línea La Coruña-Santiago-Ourense cubierta por los trenes AVANT, de una oferta de servicio dotado de una buena accesibilidad por ferrocarril, otras, por el contrario, no han logrado mejorar sus condiciones de operatividad que se estaban comercializando en los 1980 y 1990. En esta realidad se encuentra la conexión La Coruña-Betanzos-Ferrol; La Coruña-Lugo-salida hacia la meseta; y la operatividad del tren de ancho métrico de FEVE Ferrol-Ribadeo-Gijón-Valmaseda. Por otro lado, la modernización de la línea de La Coruña-Ourense posibilita un flujo diario de viajeros por sentido del tráfico en unos niveles de accesibilidad atractivos. Ahora bien, las poblaciones que se encuentran intercaladas y que desean cubrir estos itinerarios con un material rodante de trenes regionales siguen padeciendo el pesado lastre de superar en más de tres horas este trayecto. En pocas palabras, existen dos servicios muy contrastados y de unas calidades desiguales que se están ofertando para dotar de servicio de proximidad/cercanías a las poblaciones comarcales intersticiales: Ordenes; Lalín; O Carballiño. Por esta causa, debemos aún afirmar que esta modernización no es un hecho.The study of the investment effort in railways in Spain reveals that some territories have had their iron roads long before others. The first Spanish railway line to be built and opened to commercial traffic was not on the Peninsula, but on the Caribbean island of Cuba. The Havana-Bejucal-Güines itinerary was the first itinerary open to transportation. This trace of the iron road had not been executed to boost passenger flows. The construction of this railway had taken place due to the importance of the merchandise that the island of Cuba was producing and its high added value: tobacco, sugar, molasses, rum, hardwoods. The construction of the iron roads in the Peninsula also presents many peculiarities. The first, as is well known, is that the railway line began to be executed from the interior of the peninsula towards the periphery, when the most rational thing would have been from the ports, through which the merchandise and raw materials for the iron road arrived, towards the interior of the peninsula. Secondly, regional territories such as Galicia, Asturias, Cantabria, etc., suffered a delay in the execution of capital destined to build the access railway to these regions. The execution works of the iron roads in Galicia lasted for more than a century. The study of the modernization and operability of the railway shows us how, even in the second decade of the 21st century, Galicia has quite a few counties located geographically in terms of railways, since it has not yet been possible to modernize the iron road or the rolling stock. In this anomalous situation is, on the one hand, Ferrol and its region. Second, Lugo. Thirdly, we must mention the railway track owned by FEVE. Fourthly, the Vigo-Ourense connections are showing low territorial accessibility due to traveling on a conventional road that is not in adequate conditions to incorporate rolling stock with optimal features. Even more, the modernization of the iron road to Vigo with a connection in Ourense is being programmed based on a variant established in MasideCerdedo-Portela. The detour index penalizes this traffic. The most appropriate would be a splitting of the railway network along the itinerary: Ourense-Mondariz-Porriño-Vigo. Therefore, while some lines have, since 2011, when the La Coruña-Santiago-Ourense line covered by AVANT trains was opened to commercial traffic, a service offer with good accessibility by rail, others On the contrary, they have not been able to improve their operating conditions, which were being marketed in the 1980s and 1990s. In this reality is the La Coruña-Betanzos-Ferrol connection; La CoruñaLugo-departure towards the plateau; and the operation of the FEVE Ferrol-Ribadeo-GijónValmaseda metric gauge train. On the other hand, the modernization of the La Coruña-Ourense line enables a daily flow of passengers by traffic direction at attractive accessibility levels. However, the populations that are intercalated and that wish to cover these itineraries with rolling stock of regional trains continue to suffer the heavy burden of exceeding this journey in more than three hours. In a few words, there are two highly contrasted services of unequal quality that are being offered to provide a proximity service to the interstitial district populations: Orders; Lalin; Or Carballino. For this reason, we must still affirm that this modernization is not a fact

Estudio hemodinámico de diferentes técnicas de tratamiento de bifurcaciones coronarias: modelo experimental y matemático

Tesis doctoral inédita leída en la Universidad Autónoma de Madrid,Facultad de Medicina, Departamento de Medicina. Fecha de lectura: 12-01-201

Transport infrastructure policy in Galicia: the investor experience 40 years after its Autonomy Statute

La política de infraestructuras del transporte en Galicia ha experimentado un importante avance gracias al desarrollo de la legislación básica y a la transferencia de competencias a las CC.AA. La aprobación de la Constitución Española de 1978 posibilitó la Organización Territorial del Estado, en base a lo establecido en el Título VIII de nuestra Norma Normarum: se disponían las competencias exclusivas de la Administración Central, al igual que las competencias a transferir a los futuros órganos territoriales de las CC.AA. En esta línea la aprobación del Estatuto de Autonomía de Galicia abría “una puerta” al ordenamiento de la política de infraestructuras en Galicia, en razón a la asunción de competencias exclusivas sobre las infraestructuras del transporte que contribuyesen a desarrollar el intrarregionalmente el territorio gallego. El ordenamiento de la política de infraestructuras del transporte y las comunicaciones experimentó un importante avance una vez que se produjo la promulgación del Decreto de Transferencias 156/1982. En el mismo, se hacía efectivo el traspaso competencial de numerosas infraestructuras del transporte. La andadura de la política de la a Autónoma de Galicia dio lugar a que se sentasen las bases de la ordenación y articulación del territorio. No obstante, las propuestas de planificación en Galicia han dado lugar a muchos puntos de sombras, los cuales supusieron un proceso de ralentización al desarrollo infraestructural en el territorio regional.The transport infrastructure policy in Galicia has undergone significant progress thanks to the development of basic legislation and the transfer of powers to the Autonomous Com-munities. The approval of the Spanish Cons-titution of 1978 made possible the Territorial Organization of the State, based on the esta-blished in Title VIII of our Normarum Standard: the exclusive powers of the Central Adminis-tration were provided, as well as the powers to be transferred to the future territorial bodies of the Autonomous Communities. In this line, the approval of the Statute of Autonomy of Galicia opened “A door” to the ordering of the infrastructure policy in Galicia, due to the as-sumption of exclusive powers over transport infrastructures that contribute to the intra-regional development of the Galician territory. The regulation of the transport and communi-cations infrastructure policy experienced an important advance once the Transfers Decree 156/1982 was enacted. In it, the transfer of competence of numerous transport infras-tructures was made effective. The progress of the policy of the Autonomous Region of Galicia gave rise to the laying of the founda-tions for the organization and articulation of the territory. However, the planning propo-sals in Galicia have given rise to many shadow points, which led to a process of slowing down infrastructural development in the regional territory

El retablo mayor de la parroquial de Vallecas (Madrid) : una arquitectura desaparecida de Pedro y Francisco de la Torre (1672)

Como obra inédita dentro del catálogo de realizaciones del arquitecto y ensamblador de retablos Pedro de la Torre (1596-1677), uno de los principales artistas conformadores del arte barroco en el Madrid del siglo XVII, se ha de datar en 1672 el desaparecido retablo mayor de la iglesia parroquial de S. Pedro de Vallecas (Madrid), conocido hoy por fotografía, en el que intervienen otros artistas relevantes que aquí se documentan.As an unknown work belonging to the catalogue of performances of the architect and joiner of «retablos» Pedro de la Torre (1596-1677), one of the main creators of the baroque art at the Madrid of the XVIIth century, it’s possible to date in 1672 the missing main altarpiece of the S. Pedro’s church of Vallecas (Madrid), just known by photograph nowadays, where other important artists worked and are documented here.</p