If male baboons were subject to the same kind of cultural commentary as humans, the phrase “deadbeat dads” might be called for, such is the primate’s relatively limited involvement in raising their young.
But a study suggests that even their little effort might go a long way, with female baboons who experience a stronger relationship with their fathers when young tending to live longer as adults.
“Among primates, humans are really unusual in how much dads contribute to raising offspring,” said Prof Elizabeth Archie, co-author of the research from the University of Notre Dame in Indiana.
“Most primates’ dads really don’t contribute very much, but what the baboons are showing us is that maybe we’ve been under-appreciating dads in some species of primates.”
In the journal Proceedings of the Royal Society B, Archie and colleagues reported how they studied wild baboons in Kenya, focusing on 216 females fathered by 102 males, as confirmed by genetic data.
The team studied the frequency of grooming interactions between fathers and daughters during the first four years of the females’ lives, as well as recording the total number of days fathers and daughters lived in the same group over that period. They then tracked how long the daughters lived as adults.
Archie said the team focused on female offspring because males often moved to other social groups as adults, making it difficult to track how long they live.
The researchers found that female baboons who, during the first four years of their life, lived in the same group as their fathers for longer and spent more time grooming with them, lived two to four years longer as adults than those who experienced weaker relationships with their dads. If only one of the two occurred, an increase of about two to three years was found, Archie added.
“A typical lifespan for a female baboon, if she reaches adulthood, [is] 18 years,” she said, noting that females tended to have offspring every 18 months or so. “So living two to three years longer would allow her time potentially to have another kid.”
That, Archie added, might provide an incentive for fathers, given males were less able to fight others for mates as they get older.
“They can no longer compete for females, but what they can do is help their daughters,” said Archie. “And if their daughters live a little bit longer, then the fathers will pass on more genes and have higher fitness because their daughters are living longer and having more kids.”
The researchers found that strong relationships between young females and adult males in general, or with males who were not their fathers, was not associated with an increase in females’ survival as adults.
Archie said it was not yet clear why the strength of early-life relationships between daughters and fathers might affect females’ survival as adults, but said a number of mechanisms could be at play.
Among them, she suggested fathers were more likely to step in should their daughters get into fights, or by sheer intimidation create a “zone of safety” around them so they were less likely to have food stolen or be injured or harassed – helping them grow into healthier adults.
But, Archie noted, there was another possibility.
“Maybe it is just that healthy daughters have good relationships with their fathers, and they also live longer,” she said.
President Trump spent the first months of his term holding back Israel’s push for an assault on Iran’s nuclear program. With the war underway, he has now expressed support for Israel. Jonathan Swan, a White House reporter for The New York Times, breaks down how the president got to this point.
Both state and federal officials are pursuing murder charges against a man they say killed a state lawmaker and her husband. A federal case could lead to the death penalty.
A makeshift memorial for State Representative Melissa Hortman and her husband, Mark Hortman, began to form outside the Minnesota State Capitol in Saint Paul earlier this week.
A Capitol security official briefed senators on enhanced security precautions, and lawmakers in both parties said more funding was needed to protect themselves.
A number of French gendarmes watched the boat being boarded but declined to intervene
As the weather in the Channel clears, the French police are struggling to halt a potentially record-breaking surge of people from reaching the UK in small boats organised by a growing network of smuggling gangs. Downing Street said on Tuesday the situation was "deteriorating."
Although the French authorities claim they're now intercepting more than two thirds of those boats before they reach the sea, the smugglers are now changing tactics to launch so-called "taxi boats" from new sites, in new ways, and with ever greater speed.
Instead of inflating their boats in the dunes along the coast, close to police patrols, the gangs are launching them from better hidden locations, often dozens of kilometres from the main departure beaches.
They then cruise along the coastline, like taxis or buses, picking up their paying customers who now wait in the sea, out of reach of the police.
Marianne Baisnée/BBC
French police say the boats are too vulnerable to be stopped at sea without the risk of drownings
Just before sunrise, last Friday, we encountered a group of perhaps 80 people gathered in calm, waist-deep water, off a beach near the village of Wissant, south of Calais. There were several women and children in the group, from countries including Eritrea and Afghanistan.
We counted eighteen French gendarmes watching them from the shore, declining to intervene.
An inflatable taxi boat, operated by a smuggling gang, had just arrived by sea and now circled repeatedly. Over the course of perhaps ten minutes, one man sitting at the front of the boat appeared to usher people forwards, to clamber onboard in relatively organised, even orderly, groups.
Several children clung, occasionally crying, to their relatives' shoulders.
"Yes, to England," one Afghan man told me, patiently waiting his turn, his eyes focused firmly on the boat.
The taxi boat system appears to give the smugglers a little more control over what has often been a chaotic, and dangerous process, involving large crowds dragging boats to the water and then scrambling onboard.
After launching from hidden sites, the taxi boats cruise France's coastline picking up customers
On Friday morning, Colonel Olivier Alary stood, dry-footed, watching the taxi boat load up. He explained that the current operational rules for his forces were clear. They would intervene to rescue someone if they were about to drown. They might even attempt to stop the boat if it became trapped on a sandbank. But it was simply too risky, for all involved, for the police to try to reach the boat now it was afloat.
"The police will be able to do more… if the rules governing our actions at sea are changed," said Alary, referring to the French government's declared intention to revise those rules, possibly in the coming weeks, to give the police more leeway.
"It's essential that we don't create panic and endanger these people further. If the rules change to allow us to intervene against these taxi boats, as close as possible to the shore, then we'll be able… to be more effective," said Alary, as the fully loaded boat finally set off north-westwards, towards the English coast.
Although some officers say there is already some wiggle-room for the police in terms of how strictly they interpret the existing rules, many are fearful that they might face serious legal trouble.
"I can understand an average British person watching this on television might say, 'Damn, those police don't want to intervene.' But it's not like that. Imagine people on a boat panic and we end up with children drowning. The police officer who intervened would end up in a French court. It's a complicated business, but we can't fence off the entire coastline. It's not the Second World War," said Marc Musiol, of the police union, Unity.
"If we don't have the orders, we don't move. Even if there's one centimetre of water, we don't intervene. It's frustrating," said his union colleague, Marc Alegrè.
As a result, the French forces, now patrolling more than 120km (75 miles) of coastline in northern France, focus all their attention on trying to intercept the smugglers' boats before they launch.
And while that interception rate is rising, the smugglers are changing their own tactics fast.
Marianne Baisnée/BBC
Colonel Alary's unit uses infra-red drones to spot and track migrants gathering in groups along the coast
We'd first joined Colonel Alary and his men soon after midnight on Friday. It was the fourth full night our team had spent on the beaches in recent weeks.
Alary's unit was busy using infra-red drones, paid for by the British government, to spot and track several hundred migrants who'd gathered in smaller groups along the coast, having arrived by bus and on foot over the course of Thursday afternoon and evening.
On a monitor, we could clearly see one group, gathered around a makeshift campfire in a forest near the beach.
"But it's the smugglers we're after. If we move towards the migrants now, they'll just disperse," said Alary.
Then, at around five in the morning, to the visible frustration of the police, reports came in of a successful taxi boat launch further up the coast.
"Let's go," said Alary.
We arrived, some minutes later, at a shingle beach beside the old fishing village of Audresselles, just south of Cap Gris-Nez. A black Volvo V50, doors open, was stuck fast, up to its axles in pebbles.
The car had clearly been driven at high speed, across the main road and straight towards the sea.
Marianne Baisnée/BBC
Officers found an abandoned black car on the beach
"They're adapting, again," said Colonel Olivier Alary, inspecting the black cords that the smuggling gang had used to tie a large inflatable boat, precariously, to the Volvo's roof.
The smugglers had evidently inflated the boat in a shed or farm building close by, then driven it the short distance to the beach, untied it, dragged it the last few metres to the water, and were safely on their way within a matter of seconds, heading north to collect their paying passengers from other points along the coast much like bus or a taxi – hence the "taxi boat" nickname.
"This is the third time it's happened in this area," grumbled Alary, of an emerging new tactic used by the smugglers.
The police, armed with night-vision binoculars and drones, have become skilled at spotting the moment the smugglers start to inflate their rubber boats. This normally happens in the dunes and forests on the coast or beside rivers and canals. It is a period of maximum vulnerability for the gangs and their clients.
Using up to six electric pumps per boat, the smugglers can often finish the job in less than fifteen minutes. But the inflated boats are large, unwieldy, and hard to move by hand.
The police often have time to intercept the inflatables before they're dragged towards the water, usually by a dozen or more people. Officers, sometimes using pepper spray and stun grenades to clear a path, then slash the boats with knives to render them unusable. The BBC has seen police body-cam footage showing people hurling rocks at officers and even holding a young child in front of the police to try to stop them.
According to the French police, the gangs – which we understand are now growing in number in the Calais area as demand for crossings increases – have not only begun inflating their boats in secrecy, hidden in buildings close to the beaches, but have threatened local farmers who have objected to their presence.
While some of these taxi boat launches – designed to exploit the French police's unwillingness to intervene at sea – take place close to the main migrant departure areas around Calais and Boulogne, some boats are now setting off from much further away.
On Friday morning, Alary told us, there had just been a successful taxi boat launch from Cayeux-Sur-Mer, a village about 100 kilometres south beyond the river Somme. He anticipated that it would arrive here around noon and start trying to pick up passengers near Boulogne.
One unintended consequence of the smuggler's growing dependence on the taxi boat system is that it gives young men an advantage over women and children, who often struggle to climb onboard from the sea.
"I've tried [to cross] twelve times now," said Luna, a Somali woman from Mogadishu. She described incidents of police violence on the beaches and the experience of being left behind while men clambered onto the boats.
"Sometimes the police are very violent. I've been hit myself. They put tear gas – something in the air – you can't breathe. Sometimes the boat is very far [out to sea]. That's why women and children are left behind so many times. It's so dangerous, so risky. We cannot swim. I don't want to die," Luna said, as she waited for a meal at an informal migrant camp near Dunkirk.
She added that after one and a half months trying to complete the journey to the UK, she had no plans to quit.
Meanwhile, having failed to stop the taxi boat launch on the shingle beach at Audresselles, Colonel Alary was not yet ready to give up either.
"Let's go. The boat is going north towards Cap Griz Nez. We're going to try to intercept them," he said, as his team rushed towards their cars.
While we followed the police, we could see the boat – a thin black smudge on a milky sea – to our left. But by the time we'd got to Wissant, 15 minutes later, it was already too late. The migrants were in the water, and the taxi boat was already half full.
All in all, it had not been a good night for the French police. Alary's forces claimed four successful interceptions on land. But along the whole coast, a total of 14 boats had made it to sea, carrying 919 people to the UK.
Marianne Baisnée/BBC
The numbers of small boats crossing the Channel is soaring, despite efforts to stop them
Later that morning, on a brief trip to sea on a police patrol boat, Colonel Alary reflected on the battle to stop the smugglers.
There were so many challenges – from the heavy equipment worn by police which made it dangerous for them to enter the water safely, to the inherent instability of the inflatable boats, which made them too vulnerable to stop at sea without risk of drownings.
But Alary said the UK itself held the key to solving this crisis.
"It should be kept in mind that 30% of all the migrants entering the European Union end up here, in the Calais area. They travel from all over Europe to come here… because the United Kingdom is attracting them. England is attractive. It encourages migrants to want to join it. The solution is to make England less attractive, then people would remain [at home or in the EU]."
That belief - in the UK's magnetic pull for migrants – remains the conventional wisdom among both French officials and many of those risking their lives to cross the Channel.
On a much windier day last week, on a beach beside an old Bourbon-era fort in the village of Ambleteuse, I met a former fisherman, Stéphane Pinto, who is now the local mayor.
"For migrants, the UK is still seen as an El Dorado. The British need to address this issue more forcefully," he said. If it didn't, Pinto warned of growing violence between police, local communities, and a rising wave of migration from an increasingly troubled world.
"This is no longer just a problem linked to dictatorship or war. It is growing due to what's happening globally: climate change, the collapse of economies in some countries, and so on. We feel there is a new wave growing today, and unless we really tackle it, we will sadly only be spectators of what will happen in the coming years."
The charges first came into force to use the crossing, which connects Essex and Kent, in 2003
The standard charge for car drivers using the Dartford Crossing will rise from £2.50 to £3.50 in September.
The crossing links the M25 in Essex and Kent.
Motorists were first charged to use the bridge and tunnel in 2003 and the charge was last increased in 2014.
Transport Minister Lilian Greenwood, in a statement to Parliament, said the road was used by as many as 180,000 vehicles each day and the current charge was "no longer sufficient" to manage the demand.
Greenwood said there would be "significant" discounts for residents. Car drivers with pre-pay accounts would pay £2.80 per crossing.
People driving buses, coaches, vans and other goods vehicles with two axles would pay up to £4.20.
Vehicles with more than two axles will be charged up to £8.40.
PA Media
As of 1 September, cars will be required to pay £3.50 to use the crossing
Greenwood said the new charges were "significantly lower" than if they had increased in line with inflation since 2014.
"I am aware that these necessary changes to the charges will be unwelcome news for users of the crossing," she said.
"These traffic levels are well in excess of the crossing's design capacity, causing delays for drivers using the crossing, congestion and journey disruption to drivers on the M25, and a range of knock-on impacts for local communities."
This week, it was announced that the Treasury would give £590m to the Lower Thames Crossing - a new tunnel under the estuary - which would link Tilbury in Essex and Gravesend in Kent.
National Highways hopes the new road will reduce traffic at the Dartford Crossing by 20%.
去了一家公司 2 个月，公司关键词：AI saas 私域。公司呢还是具备比较深厚的汽车行业大客户服务经验，在这个行业有点资历。但同时呢又想拓展中小 B ，所以在重构产品，做泛行业版本，目标是大健康、智慧家居、教培等行业，这些行业确实也有几个 case 处于售前/即将签约的状态，公司期待服务好这些天使客户后就此打开新赛道。
from together import Together
# Set the API key directly in the client
client = Together(api_key="") # 设置密钥
help(client.images.generate)
response = client.images.generate(
# 设置自己的提示词
prompt="Labubu style, walking on street with a pack", #"labubu style, an astronaut",
# 基模，不用改
model="black-forest-labs/FLUX.1-dev-lora",
width=768,
height=1024,
image_loras=[
{
"path": "https://huggingface.co/spaces/yeekal/lbb_lora/resolve/main/flux_lbb_style_v1_2ksteps.safetensors?download=true",
"scale": 0.8
}
],
steps=30
)
# 生成之后会返回一个图片 url 链接，点击即可看到结果
print(response.data[0].url)
图片中的宽高可以自定义设置，但是根据 together ai 的收费说明，图片越大，费用越贵。代码里面默认设置的768x1024清晰度也够用了，可以不用改，下面的图都是这个尺寸，可以参照下面生成的图。
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对于我来说能跟高效的看到大量的图表非常重要，我希望一个个去点击。
所以我创建了这个
