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Predation exerts a profound influence on the evolution of camouflage and detection abilities in both predators and prey. For instance, flower‐visiting spiders need to ensure their concealment when ambushing on flowers, which compels pollinators to check any spider cues cautiously before landing. Although numerous studies have examined the visual camouflage of spiders deceiving bees, little is known regarding whether spiders also employ olfactory camouflage. Additionally, the detection of spiders by dipteran insects is often overlooked, despite them being major non‐bee pollinators. Here, we explored the detection ability of dipteran pollinators and the crypsis skill of spiders from both olfactory and vision perspectives using the housefly Musca domestica L. (Diptera: Muscidae) as prey, the crab spider Ebrechtella tricuspidata (Fabricius) (Araneae: Thomisidae) as predators and chamomile Matricaria recutita L. (Asteraceae) as substrates. Our olfactory experiments revealed that experienced houseflies could respond to and avoid spider odour. However, this response did not appear to be innate, as naive individuals showed no aversion. Moreover, experienced houseflies did not have any avoidance behaviours to the mixed odours of spider and flower, indicating that spiders achieved olfactory crypsis utilizing floral scent. Our vision experiments and visual modelling demonstrated that houseflies could detect spiders positioned on flower. Surprisingly, instead of avoiding them, houseflies exhibited a preference for flowers occupied by female spiders, suggesting the attractive nature of female spider colouration. This paper provides evidence for the first time that crab spiders use floral scent to achieve olfactory crypsis and proposes a potential yellow‐signalling mechanism for crab spiders to attract insects. [ABSTRACT FROM AUTHOR]

Bonded concrete overlays of asphalt pavements (BCOAs) are becoming a common rehabilitation technique used for distressed hot mix asphalt (HMA) roadways. The original design procedures were based primarily on data from instrumented pavements and finite element modelling. They were governed by the assumption that the failure mechanism was a function of the overlay thickness. However, field observations have indicated that the actual failure modes are dictated by slab size. The newly developed Bonded Concrete Overlay of Asphalt Mechanistic-Empirical design procedure (BCOA-ME) presented here is valid for overlays that are between 2.5 and 6.5 in (64–154 mm), and includes five primary enhancements to the Portland Cement Association and Colorado Department of Transportation procedures that have been traditionally used: 1.) the failure mode is dictated by the joint spacing; 2.) a new structural model for longitudinal cracking for 6-ft × 6-ft (1.8 m × 1.8 m) concrete overlays has been developed to better predict the critical stresses; 3.) the stress adjustment factors have been calibrated with performance data; 4.) the equivalent temperature gradients used as design input are defined based on the pavement structure and geographical location of the project; and 5.) the effect of temperature change on underlying HMA stiffness is considered. Finally, validation studies were completed on the new procedure and comparisons made between the revised procedure and actual performance data for five separate projects showed reasonable results. A sensitivity analysis also revealed that the predicted thickness obtained using the revised procedure was sensitive to HMA thickness, the modulus of rupture of the Portland cement concrete, and the level of traffic, as would be expected. [ABSTRACT FROM PUBLISHER]