El reverso de la lengua : ¿Borges populista?

En la década de 1920, el joven Borges cree en la refundación de la literatura argentina. Las vanguardias en boga le proveen la mirada irruptiva con la lengua literaria. Se puede escribir desde la negación de la diferencia que planteaban los epígonos del modernismo. La lengua de la literatura no es diferente del habla popular. Escribir como se habla, registrar la fonética “nacional", recurrir a la transparencia de la oralidad, seducir las ideas con la cultura cotidiana de la ciudad moderna, se configuran en las claves de sus iniciativas criollistas. Sin embargo, en la experimentación con las voces “nacionales" el flaneur porteño huye de las multitudes modernas, y se aboca a individualizar sus agentes y situarlos por fuera de la historia. ¿Borges populista? Ni su insípido yrigoyenismo le alcanzó para interpretar el colectivo “pueblo" que articulaba la “chusma" radical con los postulados “criollos" que ensayó en sus observaciones sobre las orillas-suburbios.Fil: Heredia, Pablo. Universidad Nacional de Córdob

Ressenyes

Obra ressenyada: Antonio ESPINO LÓPEZ, Guerra y cultura en la Época Moderna. La tratadística militar hispánica de los siglos XVI y XVII. Autores, libros y lectores. Madrid: Ministerio de Defensa, 2001

Environmental Costs Account: a base for measuring sustainability in transport plans.

Each city need to develop sustainable transport plans according to its fu-ture developments. This means identifying the best policy package of transport measures that could produce more sustainable future scenarios: lowest environmental impact, but also better social standards and at mini-mum cost. To that end, it is necessary to measure the environmental and social costs of each alternative transport mode. This paper proposes a me-thodology to calculate those costs in different city contexts: city centre and metropolitan suburbs. It provides a measure of the following environmen-tal costs: pollution, noise, green house gasses and land taken. Then the so-cial costs as congestion and accident costs. These two cost categories are calculated for each mean of transport: metro, bus, private car and taxi. The methodology has been applied to Madrid Region through modeling its mobility demand in 2004. The outputs are costs per passenger-km in each mode and Area: city centre and metropolitan ring. Therefore it is possible to assign monetary costs to environmental and social costs of each trans-port option; for example, car environmental costs are four times higher than buses on average, but it differs a lot from city centre to outskirt areas. Finally, some guidelines can be extracted to develop a more sustainable transport policy for Madrid Region

Beyond the diffusion of neoliberalism: Embedded reasoning and policy innovation in the origins of the Argentinian currency board

Suffering from high rates of inflation since the 1940’s and having experienced two hyperinflations at the end of the 1980s, Argentina faced in 2019 an increase of prices of more than 50%. But in the 1990s, Argentina achieved at once prices stability and growth. Which were the sources of such an immediate change? Which lessons can be drawn from this experience? As in the 1990s Argentina adopted deep market reforms, stability could be considered an achievement of neoliberal diffusion. Not only international forces were driving forces for the change; the International Monetary Found (IMF) celebrated the success and invited other emerging nations to imitate it. Nevertheless, this perspective underestimates the importance of local context in the history of neoliberal reforms and overestimates the coherence of external forces. Through the analyses of testimonies of Argentine and foreign officials and the study of declassified documents from the IMF, this paper argues that stability was only archived after the adoption of a currency board, which was against the recommendation of most foreign officials. Instead of a simple top-down transposition of ideas, the Argentinian case reveals the importance of technocrats’ agency. Their local innovation not only made the diffusion of neoliberalism possible, it also turned currency board into one of the global anti-inflationist recipes recommended to other countries, despise its heavy consequences.Suffering from high rates of inflation since the 1940s and having experienced two hyperinflations at the end of the 1980s, in 2019 Argentina faced an increase of prices of more than 50%. But in the 1990s Argentina achieved price stability and growth at once. What were the sources of such an immediate change? What lessons can be drawn from this experience? As in the 1990s Argentina adopted profound market reforms, stability could be considered an achievement of neoliberal diffusion. Not only international forces were propelling change; the International Monetary Found (IMF) celebrated the success and invited other emerging nations to imitate it. Nevertheless, this perspective underestimates the importance of the local context in the history of neoliberal reforms and overestimates the coherence of external forces. Through the analysis of testimonies of Argentine and foreign officials and the study of declassified documents from the IMF, this paper argues that stability was only achieved after the adoption of a currency board, which was against the recommendation of most foreign officials. Instead of a simple top-down transposition of ideas, the Argentinian case reveals the importance of the agency of technocrats. Their local innovation not only made the diffusion of neoliberalism possible, but it also turned the currency board into one of the global anti-inflationist recipes recommended to other countries, despite its heavy consequences

Morphological variations in bipedal dinosaur tracks from the Aguada de Tuco tracksite, Candeleros Formation (Cenomanian, Upper Cretaceous) of northwestern Patagonia, Argentina

New bipedal dinosaur tracks from the Aguada de Tuco tracksite of the Cenomanian Candeleros Formation (Neuquén Group, Neuquén Basin, Argentina) are reported here. These tracks are preserved in medium grain-sized sandstones from fluvial deposits in three different stratigraphic levels (Level 1-3). The Level 1 comprises deep tridactyl tracks with apparent metatarsal impressions (average length of 31 cm) preserved as true tracks and undertracks, perhaps generated due to simply sinking of the pes into a soft substrate. The Level 2 includes large tridactyl tracks (average length of 58 cm) found a few meters close to a previously studied sauropod trackway. These bipedal and quadrupedal large tracks differ in several preservational features probably due to differences in the pedal shape and substrate interaction between these trackmakers. Level 3 comprises small to large tridactyl tracks (length from 6 to 34 cm) with a broad variety of morphologies including intra-trackway variation, suggesting changes in the substrate properties, mainly moisture content, along the tracking surface. Considering that the footprints studied here are poorly preserved, they were not assigned to any particular ichnotaxon. The large tridactyl tracks were attributed to theropod trackmakers while medium and small tracks to undetermined bipedal dinosaurs. This tracksite exemplifies inter- and intra-trackways morphological variability of dinosaur tridactyl tracks controlled mainly by the substrate properties.Fil: Heredia, Arturo Miguel. Consejo Nacional de Investigaciones Científicas y Técnicas. Oficina de Coordinación Administrativa Ciudad Universitaria. Instituto de Estudios Andinos "Don Pablo Groeber". Universidad de Buenos Aires. Facultad de Ciencias Exactas y Naturales. Instituto de Estudios Andinos "Don Pablo Groeber"; ArgentinaFil: Pazos, Pablo Jose. Consejo Nacional de Investigaciones Científicas y Técnicas. Oficina de Coordinación Administrativa Ciudad Universitaria. Instituto de Estudios Andinos "Don Pablo Groeber". Universidad de Buenos Aires. Facultad de Ciencias Exactas y Naturales. Instituto de Estudios Andinos "Don Pablo Groeber"; ArgentinaFil: Díaz Martínez, Ignacio. Consejo Nacional de Investigaciones Científicas y Técnicas. Centro Científico Tecnológico Conicet - Patagonia Norte. Instituto de Investigación en Paleobiología y Geología; Argentina1° Reunión Virtual de Comunicaciones de la Asociación Paleontológica ArgentinaBuenos AiresArgentinaAsociación Paleontológica Argentin

Analysis of substrate variations related to dinosaur track preservation from the Aguada de Tuco area, Candeleros Formation (Cenomanian), Neuquén Basin, Argentina

Fossil tracks provide direct information of the activity of a trackmaker during the interaction with the substrate. Track morphology can exhibit differences as a response to changes in substrate physical parameters like humidity, grain-size and sediment composition, as well as response to the limb dynamics and foot anatomy of the trackmaker. Recently, several dinosaur tracks with different preservational variants were found in a tracksite under study of the Candeleros Formation (Aguada de Tuco). An unusual narrow-gauge sauropod trackway preserved in fine-grained sandstones from floodplain deposits was documented. Each left track shows bulky and high (vertical) rims, significantly larger than the right ones. Thus a different substrate property between them is envisaged. These bulky rims also show well-preserved and non-deformed ripples on the top, suggesting a moist underlying substrate but with a dried or stabilised top that was only displaced upward during the track formation. The same stratigraphic surface contains a set of three extended tridactyl trackways, deeply impressed with no variation in the morphology of each track. In consequence no changes in substrate properties are interpreted between them. However, some discontinuous and shallow sauropod tracks were produced before the tridactyl trackways as they are overimprinted. Interestingly, 10 m apart a cluster of theropod trackways exhibit larger and shallower tracks than the previous one, which indicate a more consistent substrate, considering that they correspond to larger producers in the last case. In conclusion, the general track morphology is mainly conditioned by changes in substrate consistency over time in the same area.Fil: Heredia, Arturo Miguel. Consejo Nacional de Investigaciones Científicas y Técnicas. Oficina de Coordinación Administrativa Ciudad Universitaria. Instituto de Estudios Andinos "Don Pablo Groeber". Universidad de Buenos Aires. Facultad de Ciencias Exactas y Naturales. Instituto de Estudios Andinos "Don Pablo Groeber"; ArgentinaFil: Pazos, Pablo Jose. Consejo Nacional de Investigaciones Científicas y Técnicas. Oficina de Coordinación Administrativa Ciudad Universitaria. Instituto de Estudios Andinos "Don Pablo Groeber". Universidad de Buenos Aires. Facultad de Ciencias Exactas y Naturales. Instituto de Estudios Andinos "Don Pablo Groeber"; ArgentinaFil: Díaz Martínez, Ignacio. Consejo Nacional de Investigaciones Científicas y Técnicas. Centro Científico Tecnológico Conicet - Patagonia Norte. Instituto de Investigación en Paleobiología y Geología; ArgentinaReunión de Comunicaciones de la Asociación Paleontológica ArgentinaPuerto MadrynArgentinaAsociación Paleontológica Argentin

Environmental costs account a base for measuring sustainability in transport plans

Each city need to develop sustainable transport plans according to its future developments. This means identifying the best policy package of transport measures that could produce more sustainable future scenarios: lowest environmental impact, but also better social standards and at minimum cost. To that end, it is necessary to measure the environmental and social costs of each alternative transport mode. This paper proposes a methodology to calculate those costs in different city contexts: city centre and metropolitan suburbs. It provides a measure of the following environmental costs: pollution, noise, green house gasses and land taken. Then the social costs as congestion and accident costs. These two cost categories are calculated for each mean of transport: metro, bus, private car and taxi. The methodology has been applied to Madrid Region through modeling its mobility demand in 2004. The outputs are costs per passenger-km in each mode and Area: city centre and metropolitan ring. Therefore it is possible to assign monetary costs to environmental and social costs of each transport option; for example, car environmental costs are four times higher than buses on average, but it differs a lot from city centre to outskirt areas. Finally, some guidelines can be extracted to develop a more sustainable transport policy for Madrid Region. No data (2010) UEM Document type: Part of book or chapter of boo

LaPazBUS : el transporte masivo como un vehículo de cambio del comportamiento y cultura ciudadana

1 archivo PDF (Tipo: Presentación) : principalmente ilustraciones en color ; 33 diapositivas. SUITREDECIMEn el marco de la planificación a largo plazo del Municipio de la Paz con el Plan 2040, se desarrollará la temática de movilidad urbana. Bolivia debe tener uno de los servicios de transporte público menos regulados y de peor calidad en Latinoamérica y probablemente está entre los peores del Mundo. La implementación del Primer Sistema de Transporte Masivo en Bolivia, LaPazBus, no solo ha conseguido regular y mejorar la calidad en el Servicio de Transporte Público, en las zonas donde se ha implementado. Sino también un cambio de comportamiento individual y colectivo dentro del servicio. La inversión pública en transporte enfocada como un derecho ciudadano tiene también un efecto multiplicador en la cultura ciudadana y convierte a los sistemas de transporte en agente de cambio del comportamiento ciudadano