When the beachhopper looks at the moon: The moon compass hypothesis

The function of moon position for shoreline orientation by talitrids is investigated. Three major results were found: (1) Observed cases of compensation for changes in the direction of the moon are based on physiological rhythm with a period of about 25 hours which can persist for at least several days under constant conditions. (2) The zeitgeber for physiological rhythm may be either moonlight or some other factor associated with the tides. (3) If talitrids are long removed from environmental entrainment, either artifically or naturally, the internal rhythm no longer exerts an appreciable influence on the angle of lunar orientation; in such cases the system deteriorates into constant angle orientation, with an angle which is determined by the beach orgin, but may be modified by lighting conditions

Paradoxical monocular stereopsis and perspective vergence

The question of how to most effectively convey depth in a picture is a multifaceted problem, both because of potential limitations of the chosen medium (stereopsis, image motion), and because effectiveness can be defined in various ways. Practical applications usually focus on information transfer, i.e., effective techniques for evoking recognition of implied depth relationships, but this issue depends on subjective judgements which are difficult to scale when stimuli are above threshold. Two new approaches to this question are proposed here which are based on alternative criteria for effectiveness. Paradoxical monocular stereopsis is a remarkably compelling impression of depth which is evoked during one-eyed viewing of only certain illustrations; it can be unequivocally recognized because the feeling of depth collapses when one shifts to binocular viewing. An exploration of the stimulus properties which are effective for this phenomenon may contribute useful answers for the more general perceptual problem. Positive vergence is an eye-movement response associated with changes of fixation point within a picture which implies depth; it also arises only during monocular viewing. The response is directionally appropriate (i.e., apparently nearer objects evoke convergence, and vice versa), but the magnitude of the response can be altered consistently by making relatively minor changes in the illustration. The cross-subject agreement in changes of response magnitude would permit systematic exploration to determine which stimulus configurations are most effective in evoking perspective vergence, with quantitative answers based upon this involuntary reflex. It may well be that most effective pictures in this context will embody features which would increase effectiveness of pictures in a more general sense

To succeed in China, focus on interests rather than rules

Interests, not rules have driven China’s approach toward inward FDI. As President Xi Jinping consolidates power, China becomes more assertive on the world stage, and Chinese companies become more capable, foreign companies will increasingly have to demonstrate the specific value they generate for China to access China opportunities

Management Strategies for Special Permit Vehicles for Bridge Loading

An examination of weigh-in-motion data collected recently at sites in five European countries has shown that vehicles with weights well in excess of the normal legal limits are found on a daily basis. These vehicles would be expected to have permits issued by the responsible authorities. It can be seen from the measurements that most of them are travelling at normal speeds. Photographic evidence indicates that, while many are accompanied by an escort vehicle, normal traffic is flowing alongside in other lanes. As European freight volume grows, the frequency of these special vehicles can be expected to increase. Hence, the probability of them meeting a heavy truck on a bridge also increases. Gross vehicle weights in excess of 100 t have been observed at all sites, and are a daily occurrence in the Netherlands. Most of these extremely heavy vehicles are either mobile cranes or low loaders carrying construction equipment. Both types have multiple axles at very close spacing, and the gross weight and axle layout have implications for bridge loading. This paper presents findings based on a simulation model which incorporates the load effects for all observed truck types on short to medium span bridges. It is evident that special vehicles govern the lifetime maximum bridge loading, and the occurrence of extremely heavy trucks is sufficiently frequent that meeting events can be expected during the design lives of the bridges. The effects of different management strategies for special permit vehicles are modelled and the results are presented

Site Specific Modelling of Traffic Loading on Highway Bridges

Accurate traffic loading models based on measured weigh-in-motion (WIM) data are essential for the accurate assessment of existing bridges. Much work has been published on the Monte Carlo simulation of single lanes of heavy vehicle traffic, and this can easily be extended to model the loading on bridges with two streams of traffic in opposing directions. However, a typical highway bridge will have multiple lanes in the same direction, and various types of correlation are evident in measured traffic, such as groups of very heavy vehicles travelling together and heavy vehicles being overtaken by lighter ones. These traffic patterns affect the probability and magnitude of “multiple presence” loading events on bridges, and are significant for maximum lifetime. This paper analyses traffic patterns using multi-lane WIM data collected at four European sites. It describes an approach to the Monte Carlo simulation of this traffic which seeks to replicate the observed patterns of vehicle weights, vehicle gaps and speeds by applying variable bandwidth kernel density estimators to empirical traffic patterns. This allows the observed correlation structure to be accurately simulated but also allows for unobserved patterns to be simulated. The process has been optimised so as to make it possible to simulate traffic loading on bridges over periods of 1,000 years or more, and this removes much of the variability associated with estimating characteristic maximum load effects. The results show that the patterns of correlation in the observed traffic have a small but significant effect on bridge loading