Effects of Standard Labor-Wear on Swimming and Treading Water

We tested the hypothesis that occupational clothing would impair performance during swimming. The sub questions included: (1) Will the standard work wear of a railway worker or laborer impede swimming ability? (2) Will this clothing impact the individual’s ability to tread water? We addressed the research questions with three hypotheses. Analysis showed statistically significant p-values and all three null hypotheses were rejected in favor of the three research hypotheses, showing strong evidence that standard labor wear had adverse effects on 11.43 meter/12.5 yard swim time, water treading time and rate of perceived exertion (RPE) during water treading. The mean swim time more than doubled when the subjects wore standard labor-wear and their average rate of perceived exertion increased from 11.6 in standard swim wear to 17.1 in standard laborwear. It may be beneficial for those workers who work near water to be exposed to educational programs that allow in-water experiences so they develop an understanding of their abilities in, and respect for, the water.

Cleverer than we thought: the change in discourse of the Georgian Orthodox Church

This paper will focus on three episodes of contemporary church-state relations in Georgia, in particular, the conflicting interaction between law and religion in the public space. The first episode will be an open confrontation between the church and the state over the law on Registration of Religious Minority organizations (2011) which allowed the religious minorities to freely register; second: the Law on Self-governance (2013) which Georgian Orthodox Church considered “a threat to territorial integrity of Georgia”; and lastly: the Law on Anti-discrimination (2014) which was deemed “legitimization of Sodomic sin”. By reflecting on the three examples where for the first time after the collapse of Soviet Union, the Georgian state openly confronted the church and made a decision notwithstanding its position, I will attempt to argue that the role of the Orthodox Church in influencing the law making process is in gradual decline. However, on the other hand, by presenting the results of an ethnographic study conducted in 23 eparchies and perishes in 7 regions of Georgia in 2014, I will also show that church has adapted to its declining role over policy making, and to regain its political influence it gradually started to employ a civic rather than ethno nationalist discourse on matters of religious freedom while engaging with government. The paper will suggest that both unilateral decision-making of the state and civic shift in the discourse of the church constitute an important change in understanding church-state dynamics in the post-communist Orthodox Christianity dominated society.

Efecto del régimen de riego en el rendimiento de alfalfa para corte en el Valle Central de Catamarca, Argentina

En la provincia de Catamarca existe una gran superficie cultivada con alfalfa bajo riego. La falta de conocimiento de los requerimientos hídricos del cultivo en esta zona es un grave inconveniente. Con el objeto de subsanar este problema, se realizó en el Valle Central un ensayo de riego con un diseño en bloques completamente al azar, con cuatro tratamientos y cuatro repeticiones. Los tratamientos consistieron en la reposición de humedad al suelo a distintos umbrales: 75, 50, 25 y 0% de la capacidad de almacenamiento total de agua del suelo. Se evaluó la producción de materia seca en cada tratamiento durante siete cortes. Los resultados mostraron que al regar con un umbral del 75 o del 50% se obtienen rendimientos promedio similares de materia seca: 25.674,4 kg.ha-1.año-1 y 24.215,4 kg.ha-1.año-1 respectivamente. El trabajo muestra que hay diferencias significativas (p < 0,0001) entre las medias de estos tratamientos con respecto a los otros dos, que tienen rendimientos inferiores: 16.366,7 kg.ha-1.año-1 para el umbral de riego del 25% y de 9.970,9 kg.ha-1.año-1 para un umbral del 0%. Se concluyó que la producción del cultivo disminuye considerablemente con intervalos de riego muy prolongados.

Genetic diversity among alfalfa genotypes (Medicago sativa L.) of non-dormant cultivars using SSR markers and agronomic traits

The aim of this study was to assess genetic diversity among 40 alfalfa (Medicago sativa L.) genotypes of different non-dormant (FD=8) cultivars. Biomass yield, regrowth speed and reaction to spring black stem, lepto leaf spot, and rust were evaluated. Analyses of variances were performed using a mixed model to examine the agronomic variation among individuals. A principal component analysis on standardized agronomic data was performed. Agronomic data were also used to calculate Gower's distance and UPGMA algorithm. For the molecular analysis, six SSR markers were evaluated and 84 alleles were identified. The genetic distance was estimated using standard Nei's distance. Average standard genetic diversity was 0.843, indicating a high degree of variability among genotypes. Finally, a generalized procrustes analysis was performed to calculate the correlation between molecular and agronomic distance, indicating a 65.4% of consensus. This value is likely related to the low number of individuals included in the study, which might have underestimated the real phenotypic variability among genotypes. Despite the low number of individuals and SSR markers analyzed, this study provides a baseline for future diversity studies to identify genetically distant alfalfa individuals or cultivars.

Occurrence of Selenopemphix undulata sp. nov in late Quaternary sediments of the Pacific Ocean

Detailed palynological studies in the northeast (NE) Pacific, Strait of Georgia (BC, Canada), southeast (SE) Pacific and northwest Pacific (Dongdo Bay, South Korea) resulted in the recognition of the new dinoflagellate cyst species Selenopemphix undulata sp. nov. This species is restricted to cool temperate to sub-polar climate zones, where it is found in highest relative abundances in highly productive non- to reduced upwelling regions with an annual mean sea-surface temperature (aSST) below 16 °C and an annual mean sea-surface salinity (aSSS) between 20 and 35 psu. Those observations are in agreement with the late Quaternary fossil records from Santa Barbara Basin (ODP 893; 34°N) and offshore Chile (ODP 1233; 41°S), where this species thrived during the last glacial. This period was characterised by high nutrient availability and the absence of species favouring upwelling conditions. The indirect dependence of S. undulata sp. nov. abundances on nutrient availability during reduced or non-upwelling periods is expressed by the synchronous fluctuations with diatom abundances, since the distribution and growth rates of the latter are directly related with the availability of macronutrients in the surface waters.

Illustrations of manganese nodules dredged from the Upper Jarvis Inlet

Manganese-iron oxide concretions are presently forming on Patrick Sill in upper Jervis Inlet. The marine geology of Patrick Sill and the adjoining basins (Queen's Reach and Princess Royal Reach) was studied to define the environment in which the concretions form. The river at the inlet head is the principal source of sediment to the upper basin. The average grain size of surficial bottom sediments within this basin decreases uniformly with distance from the source. Patrick Sill separates the upper from the lower basin. The sediment distribution pattern within the lower basin differs markedly from the upper basin as there is no dominant source of material but rather many localized sources. Abundant shallow marine faunal remains recovered in deep water sediment samples indicate that sediments deposited as deltas off river and stream mouths periodically slump to the basin floors. Geologic and optical turbidity information for the upper basin can best be explained by slumping from the delta at the inlet head with the initiation of turbidity or density currents. Patrick Sill appears to create a downstream barrier to this flow. The mineralogy of the bottom sediments indicates derivation from a granitic terrain. If this is so, the sediments presently being deposited in both basins are reworked glacial materials initially derived by glacial action outside the present watershed. Upper Jervis Inlet is mapped as lying within a roof pendant of pre-batholithic rocks, principally slates. Patrick Sill is thought to be a bedrock feature mantled with Pleistocene glacial material. The accumulation rate of recent sediments on the sill is low especially in the V-notch or medial depression. The manganese-iron oxide concretions are forming within the depression and apparently nowhere else in the study area. Also forming within the depression are crusts of iron oxide and what are tentatively identified as glauconite-montmorillonoid pellets. The concretions are thought to form by precipitation of manganese-iron oxides on pebbles and cobbles lying at the sediment water interface. The oxide materials are mobile in the reducing environment of the underlying clayey-sand sediment but precipitate on contact with the oxygenating environment of the surficial sediments. The iron crusts are thought to be forming on extensive rocky surfaces above the sediment water interface. The overall appearance and evidence of rapid formation of the crusts suggests they formed from a gel in sea water. Reserves of manganese-iron concretions on Patrick Sill were estimated to be 117 metric tons. Other deposits of concretions have recently been found in other inlets and in the Strait of Georgia but, to date, the extent of these has not been determined.

Application of virtual certification techniques to vehicle design and track maintenance

Virtual certification partially substitutes by computer simulations the experimental techniques required for rail vehicle certification. In this paper, several works were these techniques were used in the vehicle design and track maintenance processes are presented. Dynamic simulation of multibody systems was used to virtually apply the EN14363 standard to certify the dynamic behaviour of vehicles. The works described are: assessment of a freight bogie design adapted to meter-gauge, assessment of a railway track layout for a subway network, freight bogie design with higher speed and axle load, and processing of the data acquired by a track recording vehicle for track maintenance.

Models for Lateral Dynamic Interaction of High-Speed Trains and Bridges

In this work a methodology for analysing the lateral coupled behavior of large viaducts and high-speed trains is proposed. The finite element method is used for the structure, multibody techniques are applied for vehicles and the interaction between them is established introducing wheel-rail nonlinear contact forces. This methodology is applied for the analysis of the railway viaduct of the R´ıo Barbantino, which is a very long and tall bridge in the north-west spanish high-speed line.

Metodología de diseño, observación y cálculo de redes geodésicas exteriores para túneles de gran longitud = Methedology for designing, observing and computing external geodetic networks of long lengths tunnels

RESUMEN: La realización de túneles de gran longitud para ferrocarriles ha adquirido un gran auge en los últimos años. En España se han abordado proyectos de estas características, no existiendo para su ejecución una metodología completa y contrastada de actuación. Las características geométricas, de observación y de trabajo en túneles hace que las metodologías que se aplican en otros proyectos de ingeniería no sean aplicables por las siguientes causas: separación de las redes exteriores e interiores de los túneles debido a la diferente naturaleza de los observables, geometría en el interior siempre desfavorable a los requerimientos de observación clásica, mala visibilidad dentro del túnel, aumento de errores conforme avanza la perforación, y movimientos propios del túnel durante su ejecución por la propia geodinámica activa. Los patrones de observación geodésica usados deben revisarse cuando se ejecutan túneles de gran longitud. Este trabajo establece una metodología para el diseño de redes exteriores. ABSTRACT: The realization of long railway tunnels has acquired a great interest in recent years. In Spain it is necessary to address projects of this nature, but ther is no corresponding methodological framework supporting them. The tunnel observational and working geometrical properties, make that former methodologies used may be unuseful in this case: the observation of the exterior and interior geodetical networks of the tunnel is different in nature. Conditions of visibility in the interior of the tunnels, regardless of the geometry, are not the most advantageous for observation due to the production system and the natural conditions of the tunnels. Errors increase as the drilling of the tunnel progresses, as it becomes problematical to perform continuous verifications along the itinerary itself. Moreover, inherent tunnel movements due to active geodynamics must also be considered. Therefore patterns for geodetic and topographic observations have to be reviewed when very long tunnels are constructed.

Methedology for designing, observing and computing external geodetic networks of long lengths tunnels

RESUMEN La realización de túneles de gran longitud para ferrocarriles ha adquirido un gran auge en los últimos años. En España se han abordado proyectos de estas características, no existiendo para su ejecución una metodología completa y contrastada de actuación. Las características geométricas, de observación y de trabajo en túneles hace que las metodologías que se aplican en otros proyectos de ingeniería no sean aplicables por las siguientes causas: separación de las redes exteriores e interiores de los túneles debido a la diferente naturaleza de los observables, geometría en el interior siempre desfavorable a los requerimientos de observación clásica, mala visibilidad dentro del túnel, aumento de errores conforme avanza la perforación, y movimientos propios del túnel durante su ejecución por la propia geodinámica activa. Los patrones de observación geodésica usados deben revisarse cuando se ejecutan túneles de gran longitud. Este trabajo establece una metodología para el diseño de redes exteriores. ABSTRACT: The realization of long railway tunnels has acquired a great interest in recent years. In Spain it is necessary to address projects of this nature, but ther is no corresponding methodological framework supporting them. The tunnel observational and working geometrical properties, make that former methodologies used may be unuseful in this case: the observation of the exterior and interior geodetical networks of the tunnel is different in nature. Conditions of visibility in the interior of the tunnels, regardless of the geometry, are not the most advantageous for observation due to the production system and the natural conditions of the tunnels. Errors increase as the drilling of the tunnel progresses, as it becomes problematical to perform continuous verifications along the itinerary itself. Moreover, inherent tunnel movements due to active geodynamics must also be considered. Therefore patterns for geodetic and topographic observations have to be reviewed when very long tunnels are constructed.

Natural regeneration in mediterranean mixed forests: effect of environmental conditions on the physiological optimum niche of the species = Regeneración natural en masas mixtas mediterráneas: efecto de las condiciones ambientales en el nicho óptimo fisiológico de las especies

Los montes Mediterráneos han experimentado múltiples cambios en las últimas décadas (tanto en clima como en usos), lo que ha conducido a variaciones en la distribución de especies. El aumento previsto de las temperaturas medias junto con la mayor variabilidad intra e inter anual en cuanto a la ocurrencia de eventos extremos o disturbios naturales (como periodos prolongados de sequía, olas de frío o calor, incendios forestales o vendavales) pueden dañar significativamente al regenerado, llevándolo hasta la muerte, y jugando un papel decisivo en la composición de especies y en la dinámica del monte. La amplitud ecológica de muchas especies forestales puede verse afectada, de forma que se esperan cambios en sus nichos actuales de regeneración. Sin embargo, la migración latitudinal de las especies en busca de mejores condiciones, podría ser una explicación demasiado simplista de un proceso mucho más complejo de interacción entre la temperatura y la precipitación, que afectaría a cada especie de un modo distinto. En este sentido tanto la capacidad de adaptación al estrés ambiental de una determinada especie, así como su habilidad para competir por los recursos limitados, podría significar variaciones dentro de una comunidad. Las características fisiológicas y morfológicas propias de cada especie se encuentran fuertemente relacionadas con el lugar donde cada una puede surgir, qué especies pueden convivir y como éstas responden a las condiciones ambientales. En este sentido, el conocimiento sobre las distintas respuestas ecofisiológicas observadas ante cambios ambientales puede ser fundamentales para la predicción de variaciones en la distribución de especies, composición de la comunidad y productividad del monte ante el cambio global. En esta tesis investigamos el grado de tolerancia y sensibilidad que cada una de las tres especies de estudio, coexistentes en el interior peninsular ibérico (Pinus pinea, Quercus ilex y Juniperus oxycedrus), muestra ante los factores abióticos de estrés típicos de la región Mediterránea. Nuestro trabajo se ha basado en la definición del nicho óptimo fisiológico para el regenerado de cada especie a través de la investigación en profundidad del efecto de la sequía, la temperatura y el ambiente lumínico. Para ello, hemos desarrollado un modelo de predicción de la tasa de asimilación de carbono que nos ha permitido identificar las condiciones óptimas ambientales donde el regenerado de cada especie podría establecerse con mayor facilidad. En apoyo a este trabajo y con la idea de estudiar el efecto de la sequía a nivel de toda la planta hemos desarrollado un experimento paralelo en invernadero. Aquí se han aplicado dos regímenes hídricos para estudiar las características fisiológicas y morfológicas de cada especie, sobre todo a nivel de raíz y crecimiento del tallo, y relacionarlas con las diferentes estrategias en el uso del agua de las especies. Por último, hemos estudiado los patrones de aclimatación y desaclimatación al frio de cada especie, identificando los periodos de sensibilidad a heladas, así como cuellos de botella donde la competencia entre especies podría surgir. A pesar de que el pino piñonero ha sido la especie objeto de la gestión de estas masas durante siglos, actualmente se encuentra en la posición más desfavorable para combatir el cambio global, presentado el nicho fisiológico más estrecho de las tres especies. La encina sin embargo, ha resultado ser la especie mejor cualificada para afrontar este cambio, seguida muy de cerca por el enebro. Nuestros resultados sugieren una posible expansión en el rango de distribución de la encina, un aumento en la presencia del enebro y una disminución progresiva del pino piñonero a medio plazo en estas masas. ABSTRACT Mediterranean forests have undergone multiple changes over the last decades (in both climate and land use), which have lead to variations in the distribution of species. The expected increase in mean annual temperature together with the greater inter and intra-annual variability in extreme events and disturbances occurrence (such as prolonged drought periods, cold or heat waves, wildfires or strong winds) can significantly damage natural regeneration, up to causing death, playing a decisive role on species composition and forest dynamics. The ecological amplitude for adaptation of many species can be affected in such a way that changes in the current regeneration niches of many species are expected. However, the forecasted poleward migration of species seeking better conditions could be an oversimplification of what is a more complex phenomenon of interactions among temperature and precipitation, that would affect different species in different ways. In this regard, either the ability to adapt to environmental stresses or to compete for limited resources of a single species in a mixed forest could lead to variations within a community. The ecophysiological and morphological traits specific to each species are strongly related to the place where each species can emerge, which species can coexist, and how they respond to environmental conditions. In this regard, the understanding of the ecophysiological responses observed against changes in environmental conditions can be essential for predicting variations in species distribution, community composition, and forest productivity in the context of global change. In this thesis we investigated the degree of tolerance and sensitivity that each of the three studied species, co-occurring in central of the Iberian Peninsula (Pinus pinea, Quercus ilex and Juniperus oxycedrus), show against the typical abiotic stress factors in the Mediterranean region. Our work is based on the optimal physiological niche for regeneration of each species through in-depth research on the effect of drought, temperature and light environment. For this purpose, we developed a model to predict the carbon assimilation rate which allows us to identify the optimal environmental conditions where regeneration from each species could establish itself more easily. To obtain a better understanding about the effect of low temperature on regeneration, we studied the acclimation and deacclimation patterns to cold of each species, identifying period of frost sensitivity, as well as bottlenecks where competition between species can arise. Finally, to support our results about the effect of water availabilty, we conducted a greenhouse experiment with a view of studying the drought effect at the whole plant level. Here, two watering regimes were applied in order to study the physiological and morphological traits of each species, mainly at the level of the root system and stem growth, and so relate them to the different water use strategies of the species. Despite the fact that stone pine has been the target species for centuries, nowadays this species is in the most unfavorable position to cope with climate change. Holm oak, however, resulted the species that is best adapted to tolerate the predicted changes, followed closely by prickly juniper. Our results suggest a feasible expansion of the distribution range in holm oak, an increase in the prickly juniper presence and a progressive decreasing of stone pine presence in the medium term in these stone pine-holm oak-prickly juniper mixed forests.

La transformación de las grandes estaciones europeas con la llegada de la Alta Velocidad. El caso de Atocha

La aparición del tren de alta velocidad en Europa en las últimas décadas del siglo XX supuso el resurgir de un medio de transporte en progresivo declive desde la popularización del automóvil y del avión. La decadencia del ferrocarril había supuesto en muchos casos el abandono, o incluso la demolición, de estaciones históricas y el deterioro de su entorno urbano. Como reacción a esa desatención surgió, también en el último cuarto de siglo, una mayor conciencia social preocupada por la conservación del patrimonio construido del ferrocarril. La necesidad de adaptación de las grandes estaciones de ferrocarril para dar servicio al nuevo sistema de transporte, junto con el interés por poner en valor sus construcciones históricas y su céntrico entorno, ha dado como resultado la realización de importantes transformaciones. El objeto de la presente investigación es el estudio de las transformaciones que han sufrido las grandes estaciones europeas del siglo XIX con la llegada del tren de alta velocidad, profundizando de manera especial en el caso más significativo que tenemos en nuestro país: la estación de Atocha. En el ámbito europeo es donde se localizan los ejemplos más relevantes de estaciones que tuvieron gran trascendencia en el siglo XIX y que ahora, con la llegada de la Alta Velocidad, vuelven a recuperar su grandeza. En España, el crecimiento de la Alta Velocidad en los últimos años ha sido extraordinario, hasta situarse como el segundo país del mundo con más kilómetros de líneas de alta velocidad en operación y, en consecuencia, se ha construido un gran número de estaciones adaptadas a este servicio. El caso más notable es el de la estación de Atocha, que desde la llegada del AVE en 1992 hasta el día de hoy, se ha convertido en uno de los complejos ferroviarios más importantes del mundo. El trabajo parte del estudio de otros referentes europeos, como las Gares de París, la estación de St Pancras en Londres y de otras cinco estaciones del centro de Europa –Amsterdam Centraal, Antwerpen Centraal, Köln Hauptbahnhof, Frankfurt (Main) Hauptbahnhof y la Gare de Strasbourg–, para establecer el marco analítico sobre el que se profundiza con la estación de Atocha. El proceso de transformación de la estación de Atocha se ha gestado a través de una serie de proyectos que han ido configurando la estación hasta el momento actual y planteando la previsión de futuro: el proyecto del Plan General de Madrid, el concurso de ideas para el diseño de la estación, la estación de Cercanías, la estación de Alta Velocidad y Largo Recorrido, la ampliación de esta para separar los flujos por niveles, los Estudios Informativos del Nuevo Complejo Ferroviario de la Estación de Atocha y su primera fase de construcción. Estos siete proyectos son objeto de un análisis en tres niveles: análisis cronológico, análisis funcional y análisis formal. La estación de Atocha fue la primera estación histórica europea en sufrir una gran transformación vinculada a la llegada de la Alta Velocidad. Aporta el entendimiento de la estación como un todo y la intermodalidad como sus principales valores, además de la gran mejora urbana que supuso la «operación Atocha», y adolece de ciertas carencias en su desarrollo comercial, vinculadas en parte a la presencia del jardín tropical, y de un pobre espacio en las salas de embarque para los pasajeros de salidas. La estación de Atocha completa su transformación a partir de su renovación funcional, manteniendo la carga simbólica de su historia. De la confrontación del caso de Atocha con otras importantes estaciones europeas resulta la definición de las principales consecuencias de la llegada de la Alta Velocidad a las grandes terminales europeas y la identificación de los elementos clave en su transformación. Las consecuencias principales son: la potenciación de la intermodalidad con otros medios de transporte, el desarrollo comercial no necesariamente destinado a los usuarios de los servicios ferroviarios, y la puesta en valor de la antigua estación y de su entorno urbano. Por su parte, los elementos clave en la transformación de las grandes estaciones tienen que ver directamente con la separación de flujos, el entendimiento de la estación por niveles, la dotación de nuevos accesos laterales y la construcción de una nueva gran cubierta para los nuevos andenes. La preeminencia de unos elementos sobre otros depende del carácter propio de cada estación y de cada país, de la magnitud de la intervención y, también, de la estructura y composición de los equipos encargados del diseño de la nueva estación. En la actualidad, nos encontramos en un momento interesante respecto a las estaciones de Alta Velocidad. Tras el reciente atentado frustrado en el Thalys que viajaba de Ámsterdam a París, se ha acordado establecer controles de identidad y equipajes en todas las estaciones de la red europea de alta velocidad, lo que implicará modificaciones importantes en las grandes estaciones que, probablemente, tomarán el modelo de la estación de Atocha como referencia. ABSTRACT The emergence of the high speed train in Europe in the last few decades of the 20th century represented the resurgence of a means of transport in progressive decline since the popularization of the car and the airplane. The railway decay brought in many cases the abandonment, or even the demolition, of historical stations and the deterioration of its urban environment. In response to that neglect, a greater social awareness towards the preservation of the railway built heritage raised up, also in the last quarter-century. The need for adaptation of the great railway stations to serve the new transport system, along with the interest in enhancing the historical buildings and its central locations, had resulted in important transformations. The subject of current investigation is the study of the transformations that the great 19th century European stations have experienced with the arrival of the high speed rail, deepening in particular in the most significant case we have in Spain: Atocha railway station. At European level is where the most relevant examples of stations which have had a great significance in the 19th century and now, with the arrival of the high speed train, have regain their greatness, are located. In Spain, the growth of the high speed rail over the past few years has been outstanding. Today is the second country in the world with the longest high speed rail network in operation and, therefore, with a great number of new stations adapted to this service. The most remarkable case is Atocha station. Since the arrival of the AVE in 1992, the station has become one of the world's most important railway hub. The research starts with the study of other European reference points, as the Gares of Paris, St Pancras station in London and five other stations of Central Europe –Amsterdam Centraal, Antwerpen Centraal, Köln Hauptbahnhof, Frankfurt (Main) Hauptbahnhof y la Gare de Strasbourg–, to establish the analytical framework that will be deepen with Atocha station. The transformation process of Atocha station has been created through a number of projects that have forged the station to date and have raised the sights in the future: the project of the General Urban Development Plan, the ideas competition for the station design, the Suburban train station, the High Speed and Long Distance station, its enlargement in order to separate passenger flows in different levels, the 'Masterplans' for the new Atocha transport hub and its first phase of construction. These seven projects are under scrutiny at three levels: chronological analysis, functional analysis and formal analysis. Atocha station was the first European historical station to undergo a great transformation tied to the arrival of the high speed rail. It brings the understanding of the station as a whole and the intermodality as its greatest values, besides the great urban improvement of the 'Atocha operation', and suffers from certain shortcomings in its commercial development, partly linked to the presence of the tropical garden, and from a poor space in the departure lounges. Atocha station completes its transformation on the basis of its functional renewal, keeping the symbolic charge of its history. The confrontation of Atocha case with the great European stations results in the definition of the principal consequences of the high speed rail arrival to the great European terminals and the identification of the key elements in its transformation. The principal consequences are: the empowering of the intermodality with other means of transport, of the commercial development, not necessarily intended for railway services users, and the enhancement of the old station and its urban environment. On the other hand, the key elements in the transformation of the great stations are directly related with the separation of passenger flows, the understanding of the station in different levels, the placement of new lateral accesses and the construction of a new deck over the new platforms. The pre-eminence of some elements over the others depends on the particular nature of each station and each country, on the scale of the intervention and also in the structure and composition of the teams in charge of the new station design. Nowadays, this is an interesting time concerning the high speed rail stations. After the recent foiled terrorist attempt in the Thalys train travelling from Amsterdam to Paris, it was agreed to establish passenger and luggage controls in every European high speed rail station. This will mean important changes in these great stations, which probably will take Atocha station's model as a reference.