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Macaques dispersed out of Africa into Eurasia in the framework of a broader intercontinental faunal exchange that coincided in time with the sea level drop associated with the Messinian Salinity Crisis. They are first recorded in Europe (Italy and Spain) by the latest Miocene, being subsequently recorded all over Europe, albeit sparsely, throughout the Pliocene and Pleistocene. These fossil European macaques are attributed to several (sub)species of the extant Barbary macaque (Macaca sylvanus). In Iberia, fossil macaques are best documented by Macaca sylvanus florentina from various Early Pleistocene sites, whereas their published Pliocene record is very scarce. Here we report the oldest post-Messinian occurrence of macaques in the Iberian Peninsula, based on the description and metrical comparisons of two upper teeth (a male canine and a third molar of two different individuals) from the early Pliocene (MN14, 5.0–4.9 Ma) site of Puerto de la Cadena (Murcia, SE Spain). The male C1 is fully comparable in morphology with those of extant and fossil M. sylvanus, and larger than those of Mesopithecus. The M3, in turn, displays the typical papionin morphology that characterizes the dentally-conservative genus Macaca—thereby discounting an alternate assignment to either the extinct colobine monkey Mesopithecus or the more dentally-derived papionin Theropithecus. Dental size and proportions of the M3 further support an attribution to an extinct subspecies of M. sylvanus instead of the larger papionin Paradolichopithecus. Mostly on biochronologic grounds, the two macaque teeth from Puerto de la Cadena are here assigned to Macaca sylvanus cf. prisca, albeit tentatively, given the lack of clear-cut criteria to distinguish this subspecies from the younger Macaca sylvanus florentina. The described material represents the oldest well-dated Pliocene record of macaques in Iberia, predating the record of Paradolichopithecus by almost 1.5 million years., This work has been funded by the Generalitat de Catalunya (CERCA Program), and the Agencia Estatal de Investigación (Ministerio de Economía, Industria y Competitividad)–European Regional Development Fund of the European Union (CGL2015-68333-P, MINECO/FEDER-UE; and CGL2016-76431-P and CGL2017-82654-P, AEI/FEDER-UE). Fieldwork at Puerto de la Cadena was carried out with funding from the Fundación Séneca–Agencia de Ciencia y Tecnología de la Región de Murcia (11891/PHCS/09), and it was possible thanks to the collaboration of the Demarcación de Carreteras del Estado in Murcia (Ministerio de Fomento) and the Dirección General de Bienes Culturales of the Comunidad Autónoma de la Región de Murcia, and the Asociación Cultural Paleontológica Murciana.

This study was conducted in response to the need to integrate the existing methods for assessing urban deprivation in European cities and introduce in such analyses the fuel poverty-related factors that induce it. Poor residential building thermal quality in the least advantaged neighbourhoods is a significant vector in inhabitant vulnerability. As this cross-cutting, complex problem must be broached comprehensively and on an urban scale, a methodology is proposed that would include a multidimensional fuel poverty index for application to deprived neighbourhoods. The method is illustrated with a case study for the city of Madrid, Spain. Data published by the country’s Urban Deprivation Observatory were cross-referenced with those from earlier studies to quantify fuel poverty and determine its spatial distribution. In future the findings will be related to basic indicators to formulate the nationwide list of deprived neighbourhoods and to the results of other fuel poverty-specific methodologies, from building energy inefficiency to those addressing causes and consequences. In addition to including the specifics of fuel poverty in urban deprivation analysis, the findings suggest that data from the observatories participating in the Urban Poverty Partnership might be cross-referenced with those of the EU’s Energy Poverty Observatory (EPOV)., The present study was funded under Spanish Ministry of Economy and Competitiveness (MINECO) project BIA 2017-83231-C2-1-R. HABITA-RES Nueva herramienta integrada de evaluación para áreas urbanas vulnerables. Hacia la autosuficiencia energética y a favor de un modelo de habitabilidad biosaludable. To Spanish Ministry of Public Works (Ministerio de Fomento) for the different agreements signed with Universidad Politécnica de Madrid for the “analysis of urban deprivation in Spain” (2015-2017) and the “observatories of urban vulnerability and their link with the urban policies for the regeneration of neighbourhoods in Europe and Spain” (2019).

Access to and use of the built environment is a basic human right, recognised globally in the United Nations Convention on the Rights of Persons with Disabilities and a fundamental objective in an increasingly ageing society. Spanish legislation, acknowledging that challenge, has mandated built environment accessibility ‘subject to reasonable adjustment’. This paper formulates a methodology to assist policy makers and urban planning authorities to clarify what, in the context of small establishments, is meant by reasonable adjustment which, further to international policy recommendations, is a strategy implemented by public authorities to enforce accessibility requirements as opposed to privately instituted litigation. Unlike other contributions, the new methodology proposes characterising statutory reasonable adjustment on the grounds of an analysis of municipal records (120 dossiers for Madrid and metropolitan area) and the variables associated with the term. The results included flexibility requirements, accessibility adjustments, economic viability by activity involved and factors affecting overall accessibility. Research has confirmed that regulatory development, urban planning and enforcement by public authorities favour improvements in accessibility. The difficulties involved in complying with requirements revolve around wheelchair users, even today. In the present case study, investments in accessibility comprised about 0.5% of property values., This research was supported by the Ministry of Public Works' Directorate General for Architecture, Housing and Land (Ministerio de Fomento, Spain).

Recent studies on intraplate volcanic islands reveal that magma ascends sub-vertically through these volcanic edifices, following well-defined zones in the lithospheric mantle and oceanic crust, and occasionally suffering lateral propagation along rift zones when it reaches very shallow depths. Visualizing the internal structure of the shallowest part of such magma plumbing systems is crucial to understanding magma transport and the location of basaltic volcanism in these volcanic environments. Tenerife (Canary Islands) is a very good example of an intraplate volcanic island, in which the distribution of basaltic volcanism includes well-defined rift systems, and wider monogenetic fields where cinder cones form clusters along different tectonic alignments. In order to characterize the structure of the uppermost part of the basaltic plumbing system of Tenerife, we conducted a detailed gravimetric study of the north-western, central, and southern sectors of the island. We developed a 3D density contrast model of the subsoil based on the application of a genetic algorithm for the inversion of gravity data. The results of our inverse modelling suggest that the observed gravimetric anomalies below the northwestern rift zone are shallow and aligned parallel to this structure. This is consistent with a shallow character for the rift system and a lateral migration of magma along it that comes from a deeper zone located towards the east of this rift zone. Conversely, the anomalies located in the south are also shallow but are distributed along more than one alignment and are connected to much deeper sub-vertical similar density anomalies. These results support the existence of several main channels at the north and south of the island that allow the ascent of deep basaltic magma to shallower zones of Tenerife. There, magma may be either caught by the rifts systems, being distributed laterally and occasionally erupting, or may continue its ascent to the surface using a secondary system of shallow fractures that dominates the southern part of Tenerife. The results of our inverse model also offer new insights on others aspects of the internal structure of Tenerife, such as the distribution of the basaltic shield or that of Las Cañadas caldera. © 2019 Elsevier B.V., Joan Martí was funded by the MECD ( PRX16/00056 ) grant. This work was partially supported by the Instituto Geográfico Nacional of the Spanish Ministerio de Fomento and through projects CGL2014-53044-R and CGL2015-63799-P of the Spanish Ministry of Economy and Competitiveness .

[ES] Objetivos: Identificar los recursos y actividades preventivas más prevalentes en el sector del transporte de mercancías por carretera y los hechos diferenciales con el resto de la población trabajadora española. Metodología: Estudio descriptivo de los datos de la Encuesta de Salud y Condiciones de Trabajo del sector del transporte y estudio comparativo con el resto de la población trabajadora a través de la V-Encuesta Nacional de Condiciones de Trabajo. Para el análisis estadístico se ha aplicado el ji cuadrado y la t-student. Resultados: El 77% de las empresas de este sector tienen menos de 50 trabajadores. El 41% de los conductores señala que en su empresa no existe Delegado de Prevención y un 25% no dispone de ningún Recurso Preventivo. Destaca el alto desconocimiento existente entre los conductores de los recursos preventivos en su empresa (34,3%). La modalidad preventiva más frecuentemente instaurada en el sector es la asunción de la prevención por parte del empresario (13,6%) a diferencia del resto de sectores donde predomina el SP. Ajeno (43%). Conclusiones: Predominio de la pequeña empresa en el Sector del transporte asociado a un escaso desarrollo del tejido prevenGoals: To identify the most prevalent resources and preventive activities in professional long-haul drivers and their peculiarities related to the other Spanish production branches. Methodology: We develop a descriptive analysis of data from the Survey of Health and Working Conditions in professional truck drivers and we compare these results with the other Spanish production branches through the VNational Survey on Working Conditions. The statistical analysis applied T-Student test and the Ji square. Results: In this branch 77% of companies have less than 50 employees. 41% of drivers referred that it does not exist the «Delegado de Prevención» (workers representative) in their companies and 25% that there is not any Preventive Action. It is specially relevant the unknowledge among drivers about preventive resources in their companies (34.3%). The most frequently introduced preventive modality in the sector is the employer taking prevention by himself (13.6%) whilst other sectors are mainly covered by External Preventive Services (43%). Conclusions: If Transport branch is compared with the general - reference population it shows an image in which undersized companies linked to a weak development of preventive network could be determinant to their lowest preventive activities. Also we find a better self perceived health related to a better access to preventive activities.tivo en comparación con la población de referencia. Ambas características pueden ser determinantes de la menor actividad preventiva, más baja que la observada en la población de referencia. El acceso a actividades preventivas entre los conductores se relaciona con una mejor salud percibida. Goals: To identify the most prevalent resources and preventive activities in professional long-haul drivers and their peculiarities related to the other Spanish production branches. Methodology: We develop a descriptive analysis of data from the Survey of Health and Working Conditions in professional truck drivers and we compare these results with the other Spanish production branches through the VNational Survey on Working Conditions. The statistical analysis applied T-Student test and the Ji square. Results: In this branch 77% of companies have less than 50 employees. 41% of drivers referred that it does not exist the «Delegado de Prevención» (workers representative) in their companies and 25% that there is not any Preventive Action. It is specially relevant the unknowledge among drivers about preventive resources in their companies (34.3%). The most frequently introduced preventive modality in the sector is the employer taking prevention by himself (13.6%) whilst other sectors are mainly covered by External Preventive Services (43%). Conclusions: If Transport branch is compared with the general - reference population it shows an image in which undersized companies linked to a weak development of preventive network could be determinant to their lowest preventive activities. Also we find a better self perceived health related to a better access to preventive activities.[EN] Goals: To identify the most prevalent resources and preventive activities in professional long-haul drivers andtheir peculiarities related to the other Spanish production branches.Methodology: We develop a descriptive analysis ofdata from the Survey of Health and Working Conditions inprofessional truck drivers and we compare these resultswith the other Spanish production branches through the VNational Survey on Working Conditions. The statistical analysis applied T-Student test and the Ji square. Results: In this branch 77% of companies have less than 50 employees. 41% of drivers referred that it does not exist the "Delegado de Prevención" (workers representative) in their companies and 25% that there is not any Preventive Action. It is specially relevant the unknowledge among drivers about preventive resources in their companies (34.3%). The most frequently introduced preventivemodality in the sector is the employer taking prevention by himself (13.6%) whilst other sectors are mainly covered by External Preventive Services (43%). Conclusions: If Transport branch is compared with the general - reference population it shows an image in which undersized companies linked to a weak development of preventive network could be determinant to their lowest preventive activities. Also we find a better self perceived health related to a better access to preventive activities Sí

Los límites de velocidad son el instrumento fundamental en la Política de Gestión de la Velocidad, importante causa de muertes en la carretera en todo el mundo. Mediante la aplicación de Modelos de series temporales de Componentes no Observables, el presente estudio investiga los efectos de la reducción coyuntural de los límites de velocidad máximos, implementada en España durante la primavera de 2011 (dentro del Plan Nacional de Ahorro y Eficiencia Energética). Nuestro análisis demuestra que dicha medida causó un limitado efecto positivo, próximo al 1,5%, aunque de escasa significatividad estadística, sobre la principal variable en la que se pretendía incidir, el consumo de gasolina. Además provocó una reducción del 8%, en la siniestralidad en carreteras (que se reduce al 6,5% si se tiene en cuenta la siniestralidad total tanto en carretera como en vías urbanas). Estos resultados, en primer lugar, discrepan con las previsiones mucho más optimistas tanto del Gobierno Español como de otros organismos internacionales, como la IRTAD. Ministerio de Fomento 1671/0085

A conditioning procedure is proposed allowing to install into the concrete specimens any selected value of water saturation degree with homogeneous moisture distribution. This is achieved within the least time and the minimum alteration of the concrete specimens. The protocol has the following steps: obtaining basic drying data at 50 C (water absorption capacity and drying curves); unidirectional drying of the specimens at 50 C until reaching the target saturation degree values; redistribution phase in closed containers at 50 C (with measurement of the quasi-equilibrium relative humidities); storage into controlled environment chambers until and during mass transport tests, if necessary. A water transport model is used to derive transport parameters of the tested materials from the drying data, i.e., relative permeabilities and apparent water diffusion coefficients. The model also allows calculating moisture profiles during isothermal drying and redistribution phases, thus allowing optimization of the redistribution times for obtaining homogeneous moisture distributions. © 2012 RILEM., We thank the funding received for this research from the Ministerio de Ciencia e Innovación and Ministerio de Economía y Competitividad of Spain and Fondo Europeo de Desarrollo Regional (FEDER) through project BIA2010-20548, and from the Ministerio de Fomento of Spain through project C34/2006. Authors would like to thank Holcim España, S.A. for providing the cement and aggregates, and Sika S.A.U. España for the superplasticizer, needed for this research.

This paper analyzes changes of maximum temperatures in Europe, which are evaluated using two state-of-the-art regional climate models from the EU ENSEMBLES project. Extremes are expressed in terms of return values using a time-dependent generalized extreme value (GEV) model fitted to monthly maxima. Unlike the standard GEV method, this approach allows analyzing return periods at different time scales (monthly, seasonal, annual, etc). The study focuses on the end of the 20th century (1961-2000), used as a calibration/validation period, and assesses the changes projected for the period 2061-2100 considering the A1B emission scenario. The performance of the regional models is evaluated for each season of the calibration period against the high-resolution gridded E-OBS dataset, showing a similar South-North gradient with larger values over the Mediterranean basin. The inter-RCM changes in the bias pattern with respect to the E-OBS are larger than the bias resulting from a change in the boundary conditions from ERA-40 to ECHAM5 20c3m. The maximum temperature response to increased green house gases, as projected by the A1B scenario, is consistent for both RCMs. Under that scenario, results indicate that the increments for extremes (e. g. 40-year return values) will be two or three times higher than those for the mean seasonal temperatures, particularly during Spring and Summer in Southern Europe. © 2011 Springer Science+Business Media B.V., The ENSEMBLES data used in this work was funded by the EU FP6 Integrated Project ENSEMBLES (Contract number 505539) whose support is gratefully acknowledged. We acknowledge the E-OBS data set and the data providers in the ECA&D project (http://eca.knmi.nl). R. Mínguez is indebted to the Spanish Ministry MICINN for the funding provided within the “Ramón y Cajal” program. This work was partly funded by projects “GRACCIE” (CSD2007-00067, Programa Consolider-Ingenio 2010), “AMVAR” (CTM2010-15009) and EXTREMBLES (CGL2010-21869) from Spanish Ministry MICINN, by project C3E (200800050084091) and ESCENA (200800050084265) from the Spanish Ministry MARM, and by project MARUCA (E17/08) from the Spanish Ministry MF.

This article presents a cooperative manoeuvre among three dual mode cars - vehicles equipped with sensors and actuators, and that can be driven either manually or autonomously. One vehicle is driven autonomously and the other two are driven manually. The main objective is to test two decision algorithms for priority conflict resolution at intersections so that a vehicle autonomously driven can take their own decision about crossing an intersection mingling with manually driven cars without the need for infrastructure modifications. To do this, the system needs the position, speeds, and turning intentions of the rest of the cars involved in the manoeuvre. This information is acquired via communications, but other methods are also viable, such as artificial vision. The idea of the experiments was to adjust the speed of the manually driven vehicles to force a situation where all three vehicles arrive at an intersection at the same time., The authors express their gratitude to the TRANSITO (TRA2008-06602- C03-01) Project of the Plan Nacional, GUIADE (P9/08) Project of the Ministerio de Fomento, and to the MARTA Project (CENIT-20072006).

The aim of this paper is to propose a model for the design of a robust rapid transit network. In this paper, a network is said to be robust when the effect of disruption on total trip coverage is minimized. The proposed model is constrained by three different kinds of flow conditions. These constraints will yield a network that provides several alternative routes for given origin–destination pairs, therefore increasing robustness. The paper includes computational experiments which show how the introduction of robustness influences network design. Unión Europea FP6-021235-2 Ministerio de Fomento PT2007-003-08CCPP Ministerio de Educación y Ciencia TRA2005-09068-C03-01 MTM2006-15054 Ministerio de Ciencia e Innovación TRA2008-06782-C02-01 Natural Sciences and Engineering Research Council of Canada 39682-05

This article presents a cartographic system to facilitate cooperative manoeuvres among autonomous vehicles in a well-known environment. The main objective is to design an extended cartographic system to help in the navigation of autonomous vehicles. This system has to allow the vehicles not only to access the reference points needed for navigation, but also noticeable information such as the location and type of traffic signals, the proximity to a crossing, the streets en route, etc. To do this, a hierarchical representation of the information has been chosen, where the information has been stored in two levels. The lower level contains the archives with the Universal Traverse Mercator (UTM) coordinates of the points that define the reference segments to follow. The upper level contains a directed graph with the relational database in which streets, crossings, roundabouts and other points of interest are represented. Using this new system it is possible to know when the vehicle approaches a crossing, what other paths arrive at that crossing, and, should there be other vehicles circulating on those paths and arriving at the crossing, which one has the highest priority. The data obtained from the cartographic system is used by the autonomous vehicles for cooperative manoeuvres., The authors express their gratitude to TRANSITO (TRA2008-06602-C03-01) and City-Elec (PS-370000-2009-4) projects from Plan Nacional, GUIADE (P 9/08) project from Ministerio de Fomento and MARTA project (CENIT-20072006).

XXII Reunión Nacional de Espectroscopía. VI Congreso Iberico de Espectroscopía, Porto 8th to 10th September 2010

Container loading problems consist of finding an appropriate way to load objects into a container. A few alternative algorithms have been defined based on different optimization approaches. Different algorithms also depend on the types of objects considered. In most of the cases, however, the shape of the objects is restricted to be orthogonal (i. e., standard boxes). In this paper, we consider the case where the shape of the objects can be any polyhedron. We propose an algorithm using local search and simulated annealing, and we show that for standard boxes, it has a similar performance than previously established methods. © 2009 Springer-Verlag., This work is partially supported by the Spanish Ministerio de Fomento (project PON, T27/2006) and MEC (projects CONSOLIDER INGENIO 2010 CSD2007-00004, and TSI2007-65406-C03-02) and by the Generalitat de Catalunya (AGAUR, 2006BE-2 00338)

Trabajo presentado en el Seminario Anual de Automática, Electrónica Industrial e Instrumentación (SAAEI), celebrado en Bilbao (España), del 7 al 9 de julio de 2010, El paso del tiempo y la creciente evolución de la tecnología ha provocado que cada vez más proyectos y grupos de investigación centren sus esfuerzos en transformar la conducción autónoma de vehículos en una idea menos utópica. Muchas de estas investigaciones conducen a la integración de sensores de posicionamiento en los vehículos, siendo el GPS el más utilizado debido a que existen en la actualidad diversos sistemas de corrección que permiten mejorar la precisión de este sensor hasta el orden de los 50 centímetros. Sin embargo, es posible mejorar aun más esta precisión si se cuenta con una referencia de corrección cercana a los receptores. En este artículo se describe la instalación y validación de una estación de referencia dentro de las instalaciones del CAR en Madrid para la localización de los vehículos autónomos del grupo AUTOPIA. Las pruebas experimentales con vehículos reales muestra el buen comportamiento del sistema diseñado., Este trabajo fue desarrollado gracias al apoyo del Plan Nacional, España, bajo el proyecto Tránsito (TRA2008-06602- C03-01); por la Comisión Interministerial de Ciencia y tecnología, España, bajo el Proyecto GUIADE (Ministerio de Fomento T9/08); por el Consorcio Estratégico Nacional en Investigación Técnica, bajo el proyecto Marta (CENIT-20072006) y el Ministerio de Ciencia e Innovación, bajo el Proyecto CityElec (PS-370000-2009-4).

Trabajo presentado en la CPE 2009 - 6th International Conference-Workshop - Compatability and Power Electronics, celebrada en Badajoz (España), del 20 al 22 de mayo de 2009, Driverless driving is one of the most interesting topics in the field of the intelligent transportation systems. Among these topics, the automation of the actuators involved in the management of a car, and out of them the control of the steering wheel constitute one of the most complex. In this paper, automatic power steering architecture to manage the steering wheel via Ethernet controller is developed. An on-board PC is connected to the controller to permit handling by computer generated signals. An electric car has been equipped with the system designed and tests to prove the behavior of the system in actual situations in the private driving circuit at the IAI facilities are included., This work was carried out with the support of TRANSITO (TRA2008-06602-C03-01) project from Plan Nacional, GUIADE (P 9/08) project from Ministerio de Fomento and MARTA project (CENIT-20072006).

Datos de publicación tomados de la Base de datos de libros editados en España http://www.mcu.es/webISBN/tituloDetalle.do?sidTitul=1682070&action=busquedaInicial&noValidating=true&POS=0&MAX=50&TOTAL=0&prev_layout=busquedaisbn&layout=busquedaisbn&language=es CEDEX PT-2007-042-15CCSM Ministerio de Fomento (España) PT-2007-042-15CCSM

Trabajo presentado en el IEEE International Conference on Fuzzy Systems, celebrado en Jeju, Korea (South), del 20 al 24 de agosto de 2009, The techniques of soft computing are recognized as having a strong learning and cognition capability as well as good tolerance to uncertainty and imprecision. These properties allow them to be applied successfully to intelligent transportation systems (ITS), a broad range of diverse technologies that designed to answer many transportation problems. The unmanned control of the steering wheel is one of the most important challenges faced by researchers in this area. This paper presents a method of automatically adjusting a fuzzy controller to manage the steering wheel of a mass-produced vehicle. Information about the state of the car while a human driver is handling it is captured and used to search, via genetic algorithms, for the best fit of an appropriate fuzzy controller. Evaluation of the fuzzy controller will take into account its adjustment to the human driver's actions and the absence of abrupt changes in its control surface, so that not only is the route tracking good, but the drive is smooth and comfortable for the vehicle's occupants., This work was supported by the Ministerio de Fomento project GUIADE (P9/08), the CENIT project MARTA 2007/06, and the TRANSITO project TRA2008-06602-C03- 01.

When constructing a metro alignment under a historical city centre, it is important to generate a cost-effective path while maintaining a minimum distance between the alignment and historical buildings. This paper describes a simple methodology for generating a set of good alternative solutions. It is based on the use of Voronoi diagrams. The method was applied to data from the city of Sevilla. Canadian Natural Sciences and Engineering Research Council 39682-10 European Comission FP6-021235-2 Ministerio de Fomento 70029/T05

A system including Global Positioning Systems (GPS) and digital cartography is a good solution to carry out vehicle's guidance. However, it has inconveniences like high sensibility to multipath and interference when the GPS signal is blocked by external agents. Another system is mandatory to avoid this error. This paper presents a cooperative system based on GPS and Inertial Navigation Systems (INS) for automated vehicle position. The control system includes a decision unit to choose which value is the correct. In case GPS is working at top precision, it takes the control. On the other part, GPS signal can be lost and inertial control system guides the car in this occasion. A third possibility is contemplated: we receive the signal from GPS but the accuracy is over one meter. Now, position value is obtained by means of both systems. Experimental results analyze two situations: guidance in an urban area where GPS signal can be occluded by buildings or trees during short time intervals and the possibility of loss of the signal in long time to simulate the circulation in tunnels. Good results have been observed in tests and it demonstrates how a cooperative system improves the automated vehicle guidance., This work was carried out with the support of projects ISAAC2-SARA (CICYTDPI2005-0798-C03-C01), ENVITE (Ministerio de Fomento T7/06) and CSIC 13P program, co funded by the European Social Fund

El Objetivo principal de la "Encuesta de Salud y Condiciones de Trabajo en el Transporte de Mercancías por Carretera" es obtener información sobre las condiciones de trabajo, problemática, riesgos y daños para la salud de los trabajadores del sector de transporte de mercancías por carretera con el objeto de identificar las oportunidades de mejora y progreso del sector en materia de salud y condiciones de trabajo.