Control over the Self-Assembly Modes of PtII Complexes by Alkyl Chain Variation: From Slipped to Parallel π-Stacks

We report the self-assembly of a new family of hydrophobic,bis(pyridyl) PtII complexes featuring an extendedoligophenyleneethynylene-derived π-surface appended withsix long (dodecyloxy (2)) or short (methoxy (3)) side groups.Complex 2, containing dodecyloxy chains, forms fibrous assemblies with a slipped arrangement of the monomer units (dPt···Pt… =14 Å) in both nonpolar solvents and the solid state.Dispersion-corrected PM6 calculations suggest that this organizationis driven by cooperative π–π, C-H···Cl and π–Pt interactions, which is supported by EXAFS and 2D NMR spectroscopic analysis. In contrast, nearly parallel π-stacks (dPt···Pt… = 4.4 Å) stabilized by multiple π–π and C-H···Cl contact sare obtained in the crystalline state for 3 lacking longside chains, as shown by X-ray analysis and PM6 calculations.Our results reveal not only the key role of alkyl chain lengthin controlling self-assembly modes but also show the relevanceof Pt-bound chlorine ligands as new supramolecular synthons.

The concept of transport capacity and its use in different geomorphic process domains

The notion of sediment-transport capacity has been engrained in geomorphological and related literature for over 50 years, although its earliest roots date back explicitly to Gilbert in fluvial geomorphology in the 1870s and implicitly to eighteenth to nineteenth century developments in engineering. Despite cross fertilization between different process domains, there seem to have been independent inventions of the idea in aeolian geomorphology by Bagnold in the 1930s and in hillslope studies by Ellison in the 1940s. Here we review the invention and development of the idea of transport capacity in the fluvial, aeolian, coastal, hillslope, débris flow, and glacial process domains. As these various developments have occurred, different definitions have been used, which makes it both a difficult concept to test, and one that may lead to poor communications between those working in different domains of geomorphology. We argue that the original relation between the power of a flow and its ability to transport sediment can be challenged for three reasons. First, as sediment becomes entrained in a flow, the nature of the flow changes and so it is unreasonable to link the capacity of the water or wind only to the ability of the fluid to move sediment. Secondly, environmental sediment transport is complicated, and the range of processes involved in most movements means that simple relationships are unlikely to hold, not least because the movement of sediment often changes the substrate, which in turn affects the flow conditions. Thirdly, the inherently stochastic nature of sediment transport means that any capacity relationships do not scale either in time or in space. Consequently, new theories of sediment transport are needed to improve understanding and prediction and to guide measurement and management of all geomorphic systems.

Implementation of a drive-by monitoring system for transport infrastructure utilising GNSS

Ageing and deterioration of infrastructure is a challenge facing transport authorities. In particular, there is a need for increased bridge monitoring in order to provide adequate maintenance, prioritise allocation of funds and guarantee acceptable levels of transport safety. Existing bridge structural health monitoring (SHM) techniques typically involve direct instrumentation of the bridge with sensors and equipment for the measurement of properties such as frequencies of vibration. These techniques are important as they can indicate the deterioration of the bridge condition. However, they can be labour intensive and expensive due to the requirement for on-site installations. In recent years, alternative low-cost indirect vibrationbased SHM approaches have been proposed which utilise the dynamic response of a vehicle to carry out “drive-by” pavement and/or bridge monitoring. The vehicle is fitted with sensors on its axles thus reducing the need for on-site installations. This paper investigates the use of low-cost sensors incorporating global navigation satellite systems (GNSS) for implementation of the drive-by system in practice, via field trials with an instrumented vehicle. The potential of smartphone technology to be harnessed for drive by monitoring is established, while smartphone GNSS tracking applications are found to compare favourably in terms of accuracy, cost and ease of use to professional GNSS devices.