AMAT-DATI Long Term

高中介绍那达慕节的英语作文段落一：In the vast expanse of Inner Mongolia, nestled among rolling grasslands and boundless horizons, a grand celebration unfolds every year that encapsulates the essence of Mongolian culture: the Naadam Festival. This extraordinary event, known in Chinese as 那达慕大会 (Nàdámù Dàhuì), is an exhilarating spectacle that showcases the region's rich heritage, traditional sports, and deep-rooted community spirit.段落二：Naadam, which translates to "games" or "amusements" in English, has its roots deeply entrenched in the ancient nomadic lifestyle of the Mongols. It originated as a way for tribes to gather, strengthen unity, and display their prowess in horsemanship, archery, and wrestling – skills crucial for survival on the unforgiving steppes. Today, it serves as a time-honored platform for preserving these customs and passing them down to future generations, thus maintaining the unique identity of the Mongolian people. The festival is typically held during the height of summer,from July 11th to 13th, corresponding with the Chinese lunar calendar's 白月 (Báiyuè) or "White Month."段落三：At the heart of the Naadam Festival lies its three core events: horse racing, archery, and Mongolian wrestling, collectively referred to as the "Three Manly Sports" or 男儿三艺 (Nánér Sānyì). The horse race, a testament to the bond between Mongolians and their cherished equine companions, spans distances up to 30 kilometers across the open steppe. Archery, a skill once vital for hunting and warfare, is demonstrated with both modern recurve bows and traditional composite bows. Lastly, Mongolian wrestling, a form of grappling devoid of weight classes or time limits, is characterized by its emphasis on strength, technique, and sportsmanship. These competitions not only entertain but also serve as a means of honoring the historical legacy and physical prowess of the Mongolian people.段落四：Beyond the thrilling athletic displays, Naadam is a vibrant tapestry of cultural activities and traditions. Colorful parades featuring participants dressed in resplendent traditional attire, such as the iconic del(deel), set the stage for the festivities. Folk songs, dances, and theatrical performances, like the epic narrative dance known as 草原长调 (Cǎoyuán Chángdiào), offer spectators a glimpse into Mongolia's rich artistic heritage. Additionally, the festival serves as a bustling marketplace where artisans showcase and sell their crafts, including intricate silver jewelry, hand-woven textiles, and exquisite leather goods, allowing visitors to take home a piece of this enchanting culture.段落五：The Naadam Festival is not merely a local celebration; it is a national event recognized by UNESCO as an intangible cultural heritage of humanity. Its appeal transcends borders, drawing tourists from around the world eager to immerse themselves in the lively atmosphere and experience firsthand the warmth and hospitality of the Mongolian people. By attending Naadam, visitors gain a profound understanding of the resilience, strength, and unity that define the Mongolian spirit, while simultaneously contributing to the preservation and promotion of this remarkable cultural treasure.In conclusion, the Naadam Festival stands as a radiantbeacon of Mongolian culture, a living testament to the enduring spirit and rich traditions of the region's nomadic past. Through its exhilarating sports, vibrant artistry, and deep-seated communal bonds, this annual extravaganza invites the world to bear witness to the indomitable spirit of the Mongolian people, fostering international understanding and appreciation for this unique and captivating culture.总字数：约1197字总单词数：约196单词。

第47卷第3期2021年3月北京工业大学学报JOURNAL OF BEIJING UNIVERSITY OF TECHNOLOGYVol.47No.3Mar.2021基于压缩感知理论的二维DOA估计窦慧晶，梁霄，张文倩(北京工业大学信息学部，北京100124)摘要：二维波达方向(direction of arrival,DOA)估计在雷达探测、电子对抗、医学成像等领域有着广泛的应用.针对现有算法估计精度不足、计算量巨大的问题，在基于压缩感知理论的背景下提出一种二维均匀L型阵列信号的DOA估计算法.该算法首先对阵列信号的俯仰角和方位角构建空间合成角，并对空间合成角构建过完备冗余字典;再利用正交化高斯随机矩阵构造观测矩阵;最后通过改进RM-FOCUSS算法和求解三角函数的方法还原出方位角和俯仰角.理论研究表明，该方法在高信噪比、多快拍条件下比传统算法具有更高的估计精度和分辨力,且通过压缩采样降低了运算量.仿真实验验证了上述结论.关键词：DOA估计；压缩感知；过完备冗余字典；稀疏表示；压缩采样；测量矩阵中图分类号：TN911文献标志码：A文章编号：0254-0037(2021)03-0231-08doi：10.11936/bjutxb2019100002Two-dimensional DOA Estimation Based onCompressed Sensing TheoryDOU Huijing,LIANG Xiao,ZHANG Wenqian(Faculty of Information Technology，Beijing University of Technology，Beijing100124，China)Abstract：Two-dimensional direction of arrival(DOA)estimation has been widely used in radar detection，electronic reconnaissance，medical imaging and other fields.Aiming at the problems of inadequate estimation accuracy and enormous computational load of existing algorithms，a DOA estimation algorithm for two-dimensional uniform L-shaped array signals was presented in this paper based on compressed sensing theory.First，an over-complete redundant dictionary was established by using the space frequency of the azimuth angle and pitch angle.Then the orthogonal Gaussian random matrix was used to construct the measurement matrix.Finally,azimuth and elevation were restored by improving RM -FOCUSS algorithm and solving trigonometric function.The theoretical research shows that the proposed method has higher estimation accuracy and resolution than the traditional algorithm under the conditions of high SNR and multi-snapshot，and it reduces the computational complexity by compressing sampling.The simulation results verify the effectiveness and correctness.Key words：direction of arrival(DOA)estimation；compressed sensing(CS)；over-complete redundant dictionary；spare representation；compressed sampling；measurement matrix二维波达方向(direction of arrival,DOA)估计在阵列信号处理领域有着重要的研究意义，与一维收稿日期：2019-10-11基金项目：国家自然科学基金资助项目(61171137)；北京市教育委员会科研发展计划资助项目(KM201210005001)作者简介：窦慧晶(1969—),女，副教授，主要从事数字信号处理、信号参量估计阵列信号处理、语音信号处理方面的研究, E-mail:dhuijing@232北京工业大学学报2021年DOA估计相比,该估计算法能够更精确描述目标的空间特性，因此DOA估计在二维信号领域更具实际应用价值［1-2］.二维多重信号分类(two-dimensional multiple signal classification,2-D MUSIC)算法是目前已有的二维阵列信号DOA估计算法中最为经典的估计算法之一，该算法核心思想是将传统的一维MUSIC估计算法在二维空间进行直接推广，由于该算法需要二维谱峰搜索因而导致计算量巨大,且需要各信源的中心频率已知，因此很难满足实际应用⑶.为了解决上述缺陷，有学者提出一种无须谱峰搜索的二维旋转不变子空间(two-dimensional estimating signal parameter via rotational invariance techniques,2-D ESPRIT)算法以及二维传播算子(two-dimensional propagation method,2-D PM)算法⑷.这些算法的相继问世使阵列信号的处理性能得到一定的提高,但因其在小快拍数及低信噪比情况下估计性能严重下降而无法推广到实际应用中.在众多阵列结构中，由于L型阵列具有结构简单、实施容易、估计性能佳等优点而被广泛用于工程领域.为解决二维信号角度匹配精度不高且计算复杂的问题，文献［5］提出一种基于L型阵列的无须手动配对的二维DOA估计算法，通过引入新的合成角度计算出新的导向矢量，进而获得原信号的俯仰角和方位角.尽管该方法能够自动完成角度配对,但需要多次谱峰搜索及特征值分解导致计算复杂度过高.文献［6］提出一种新的二维DOA估计方法,该算法首先将方位角和俯仰角分别估计出来，再通过阵列输出的互相关和信号功率对2个角度进行匹配，由于需要大量的采样信号使得该方法不可有效避免大量的数值计算.为降低运算量有学者提出利用阵列数据的协方差矩阵进行二维角度估计的算法［7-8］.文献［9］提出一种利用多相干信号对方位角和俯仰角进行配对的方法,通过利用协方差矩阵最小化构造的代价函数从而实现角度配对,该算法存在的最大弊端是在构造协方差矩阵的过程中可能会引入外界噪声,从而影响其估计性能.压缩感知(comprehensive sensing,CS)理论的出现为现代信号处理带来一种更高效、更精确的方法,文献［10］提出基于该理论的£-SVD算法，该算法通过对接收信号进行奇异值分解(singular value decomposition,SVD)来降低算法复杂度和对噪声的敏感性，然后利用二阶锥规划的方法求解相应的优化问题，该算法在小快拍数和低信噪比时有很好的性能,并且可以直接用于相干信号［11］.该方法摆脱了传统奈奎斯特采样定理带来超大计算量的束缚.基于此，众多学者将压缩感知理论引入到DOA估计中来，从而达到降低计算量的目的.文献［12］提出一种基于协方差矩阵联合稀疏重构的降维波达方向估计算法，该算法充分利用阵列孔径,无须预先估计目标数目，参数估计性能在低信噪比及小快拍数据长度下优势明显，但在其他方面尚有改进余地.本文在基于压缩感知理论的背景下提出一种二维L 型阵列信号的DOA估计算法.该方法在高信噪比、多快拍条件下相较于传统算法具有更高的估计精度和分辨力，且具有较低的运算量.1信号模型本文试验采用L型均匀阵列，该模型中2个子阵互相垂直，成90。

Pitfalls of Activity Based Management ABM Implementation Pitfalls DiagnosticPurpose:The purpose of this diagnostic is to help consultants identify areas ofweakness in an ABM implementation.The following diagnostic is comprised of 30 common pitfalls encountered in an ABM implementation.Each pitfall includes examples of the problem and space fordocumenting specific issues relative to the engagement.Treatments for each pitfall are also included.The summary page serves as a checklist an d also contains a “ Project Health Continuum, ” which helps the consultant identify when the project is introuble. Please note that there are 5 Pitfalls that by themselves can kill the project.Pitfalls of Activity Based Management I. Getting Off to the Right StartPitfall #1: Lack of Top Management Buy-InExamples include the following:Lack of enthusiasm or encouragement fromtop management.Difficulty in getting approval for necessaryresources such as full-time team members,funding for equipment, or outside resources.Failure of management to spend timeunderstanding the initiative or failure toattend briefings.Comments:_______________________________________________________ _______________________________________________________ _______________________________________________________ _______________________________________________________ _______________________________________________________TreatmentLink the initiative to key business objectives. Clearlyarticulate how you will deliver improvement in that area.Find an executive who owns the initiative, who will hold an umbrella over it, help it to develop, and showcase the benefits of using ABM. Then use the benefits to convince more people to buy in and own the approach. Ifsuccessful, this creates a groundswell of support thatoverwhelms ABM opponents.Expose top management to potential benefits ofABM through visits to other successful companiesand via benchmarking reports and anecdotes.Find competitors who are using or experimenting withthe approaches; competition often spurs managementinto action.Pitfall #2: Lack of Clear Objectives Examples include the following:Confusion among project teammembers or management as to the benefitsexpected from ABM.Belief that ABM will simultaneouslyprovide strategic product costing operationaland cost reduction output.Inability to articulate what will be achieved.Confusion over how ABM links to keystrategic goals.Comments:_______________________________________________________ _______________________________________________________ _______________________________________________________ _______________________________________________________ _______________________________________________________ _______________________________________________________ _______________________________________________________TreatmentAsk management and project teams the “ five whys ” to focus on the project objectivePut the project objectives on paper, circulate them, andreview them until consensus us reached. Include how theinitiative will deliver on key objectives. State thequantifiable benefits that will be achieved.Explicitly state how the project objectives relate toand support key strategic goals.Identify any inherent conflicts in objectives (e.g., thedesign of an ABM system for strategic product costingwill create dysfunctional behavior if also used foroperational cost reductions).Pitfall #3: Failure to Understand the Three Views of CostsExamples include the following:Belief by management that one costsystem is meeting everyone's needs.Belief that the monthly financial statements arewhat everyone needs to manage the business.Lack of understanding of the role of nonfinancial (physical) performance measures.Desire to have an ABM system that efficientlydoes both product costing and processimprovement simultaneously (they seldom do, nomatter what the consultant said).Belief that traditional variance explanations arestill the most efficient way to explain operations.Comments:_______________________________________________________ _______________________________________________________ _______________________________________________________ _______________________________________________________ _______________________________________________________ _______________________________________________________TreatmentSearch out and identify the other cost systems currentlybeing operated. Identify who uses them, why they exist,and the benefits they provide.Track the amount of time spent on special projectsbecause the financial statements did not provide adequate information.Educate managers on the use of both physicaland financial performance measures.Conduct this exercise: Give management financialstatements for the last four quarters. Ask them to describe what has happened to customer satisfaction, quality, and on-time delivery over that period. Require them to showtheir supporting analysis.Document the mental steps necessary to explain traditional variances then show all the steps eliminated if physicalmeasures are used.Pitfall #4: Financial Person Heading the ProjectExamples include the following:A finance person is chosen to lead the initiative.Sales, marketing, and operations personnelexhibit no interest.Plan fails to address operational orstrategic issues.Team struggles with understanding horizontallinkages of processes.Comments:_______________________________________________________ _______________________________________________________ _______________________________________________________ _______________________________________________________ _______________________________________________________ _______________________________________________________TreatmentSelect a project leader from operations, engineering,marketing, or some other functional area.Nonfinancial people should comprise the majority ofthe team.Survey personnel in operations, engineering, andmarketing as to what they need. Record their responses, incorporate them, and get their concurrence on the plan.Ensure that the initiative links with and supportskey business initiatives.Use financial people to explain how the tools work. Useoperations people to apply the tools to business problems.Pitfall #5: Lack of Employee InvolvementExamples include the following:Employees are unaware of pilotdevelopment efforts.Employees are aware of but don't supportthe effort.Survey and data requests go unanswered.Review meetings are poorly attended.Employees resist using the pilot systems.Team is criticized for not understanding thebusiness.Comments:_______________________________________________________ _______________________________________________________ _______________________________________________________ _______________________________________________________ _______________________________________________________ _______________________________________________________TreatmentExplicitly link the objectives to achievement ofkey business goalsSelect employees for the project team who will operatethe system.Use “ rifle group ” meetings instead of surveys to gather data.This involves bringing the people to be interviewed together at the same time.Set specific measurable targets for deadlines andhold people accountable for delivery.Projects should have focused time frames. Some key goalsshould be reached in three months or less.Pitfall #6: Lack of Monetary Support Examples include the following:Top management is reluctant to fundthe project.Manpower, space, and equipment are difficultto acquire.Expansion efforts receive lukewarm support.Company attempts to use only part-timeresources, thus dramatically lengtheningthe timeframe.Comments:_______________________________________________________ _______________________________________________________ _______________________________________________________ _______________________________________________________ _______________________________________________________ _______________________________________________________TreatmentLink initiatives to key business objectives.Articulate a written cost/benefit statement thatcalculates the cost of permanently lost earnings fromnot moving forward (savings opportunities forgone).If payback is positive, outsource parts of the projector other duties to free up project resources.Seek to determine why management is lukewarm andwhether their concerns can be addressed.Be creative in finding quick hits, low-cost ways to improve (e.g., use off-the-shelf software, cram session pilots, and sample cases).Identify a self-funding approach whereby projectsavings fund further development.。

《大学生信息检索概论》模拟试题一、填空题1、文献的级次分为零次文献、一次文献、二次文献、三次文献2、《中图法》有五个基本部类，分别是马克思主义、列宁主义、毛泽东思想_、哲学；社会科学；自然科学和综合性图书，在此基础上又划分为_22_个大类。

3、按内容可将计算机检索系统的数据库类型分为：文献书目型数据库、事实型数据库、数值型数据库和全文型数据库。

4、我国标准可分为国家标准、部标准和企业标准三大类。

5、在实际检索中，文献的检索方法主要有：直查法、追溯法、工具法和综合法。

6、国际标准化组织简称：ISO 、本标准每5 年修订一次二、选择题1、如果需要检索某位作者的文献被引用的情况，应该使用（C ）检索。

A．分类索引B．作者索引C．引文索引D．主题索引2、利用图书馆的据库检索期刊论文时，可供选择的中文数据库是（D ）。

A．超星数字图书馆B．万方学位论文C．国研网D．维普科技期刊 E.高校财经库3、如果检索有关多媒体网络传播方面的文献，检索式为（A D）。

A．多媒体and 网络传播B．多媒体＋网络传播C．多媒体or 网络传播D．多媒体*网络传播4、如果对某个课题进行主题检索时，可选择的检索字段有（ A D E ）。

A．关键词B．作者C．刊名D．题名E．文摘5、二次文献又称检索工具，包括：（A CD ）。

A．书目B．百科C．索引D．文摘E．统计数据三、名词解释题1、文献用文字、图形、符号、声频、视频等技术手段记录人类知识的一种载体，或理解为固化在一定物质载体上的知识。

也可以理解为古今一切社会史料的总称。

2、体系分类语言体系语言是以科学分类为基础，运用概念的划分与概括的逻辑方法，形成一个概念等级体系，按知识门类的逻辑次序，按照从总到分，从一般到具体，从低级到高级，从简单到复杂的原则进行概念的综分，层层划分，累累隶属，逐步展开而形成的一个等级体系。

3、引文语言引文语言是根据文献所附参考或引用文献的特征进行检索的语言。

引用格式：李健玲，秦　波，黄　欣，等. 海菜花转录组测序及生物信息学分析[J]. 湖南农业科学，2023（12）：13-17，23.　DOI:DOI:10.16498/ki.hnnykx.2023.012.003海菜花（Ottelia acuminata）属水鳖科水车前属多年生沉水植物，为中国特有种，国家二级保护植物。

该植物对水质要求较高，是一种环境指示性植物，主要分布区域为广东、海南、广西、四川、贵州、云南等地[1]。

海菜花是一种典型的高钾低钠型蔬菜，含有钙、铁、蛋白质、抗坏血酸、酚类等丰富的营养物质，具有较高的食用价值；其中酚类物质是天然的抗氧化剂，对DNA损伤有良好的修复作用。

另一方面，海菜花还能富集重金属元素铅，具有一定的生态修复价值[2-3]。

目前，关于海菜花的研究多集中在栽培[4-5]、进化和遗传学分析[6-7]、化学成分分析[3]等方面，其分子水平的研究仅有叶绿体基因组的报道[8]。

分子生物学技术在植物领域尤其是农作物方面应用的较早且深入，但是在水生植物及药用植物上的研究报道仍然有限。

高通量转录组作为初步掌握代谢通路和生物合成基因信息的一个手段，在许多物种中已经得到了广泛的应用。

为了弥补海菜花转录组上的空白，研究对海菜花叶片进行转录组测序，挖掘其重要基因和调控信息，以期为海菜花功能基海菜花转录组测序及生物信息学分析李健玲1，秦　波1，黄　欣1，蒋日红1，孙　苗2，梁圣华1，黄耀恒1，韦广绥3（1.广西壮族自治区林业科学研究院，广西特色经济林培育与利用重点实验室，广西南宁530002；2.北京林业大学，国家花卉工程技术研究中心，北京 100083；3.广西国有高峰林场，广西南宁 530025）摘　要：海菜花是我国的特有种质，利用高通量转录组测序技术对海菜花叶片进行测序，共获得clean data reads 26 497 174条，Q30%达96.19%，GC含量占比50.57%，获得了较高质量的转录组数据。

中国泌尿外科疾病诊断治疗指南2006版第一卷主编中华医学会泌尿外科学分会主任委员那彦群副主编中华医学会泌尿外科学分会副主任委员孙则禹中华医学会泌尿外科学分会副主任委员叶章群中华医学会泌尿外科学分会副主任委员孙颖浩中国泌尿外科疾病诊断治疗指南编辑委员会主编那彦群北京大学泌尿外科研究所副主编孙则禹南京大学医学院附属鼓楼医院叶章群华中科技大学同济医学院附属同济医院孙颖浩第二军医大学第一附属医院（长海医院）编辑委员陈山首都医科大学附属北京同仁医院高居忠北京西山医院贺大林西安交通大学医学院第一附属医院黄翼然上海第二医科大学附属仁济医院孔垂泽中国医科大学附属第一医院李虹四川大学华西医院米振国山西省肿瘤医院那彦群北京大学泌尿外科研究所宋波第三军医大学附属西南医院孙光天津医科大学第二医院孙颖浩第二军医大学第一附属医院（长海医院）孙则禹南京大学医学院附属鼓楼医院王建业卫生部北京医院王晓峰北京大学人民医院王行环广东省人民医院叶章群华中科技大学同济医学院附属同济医院（按姓氏拼音排序，排名不分先后）目录序前言膀胱过度活动症临床诊治指南良性前列腺增生诊断治疗指南肾细胞癌诊断治疗指南前列腺癌诊断治疗指南致谢前言随着医学科学的发展，我国泌尿外科领域各项疾病临床诊断与治疗水平的不断提高给患者带来了众多的利益。

与此同时，我们也清醒地认识到我国泌尿外科大部分疾病的诊断、治疗方法还没有得到相应的规范和统一。

为了不断规范我们的医疗工作，中华医学会泌尿外科学分会组织全国泌尿外科各个领域的专家组成中国泌尿外科疾病诊断治疗指南编辑委员会。

经过前期准备，反复研讨及以循证医学原理为基础的国内外相关资料的分析与评价，指南编辑委员会分别制定了膀胱过度活动症、良性前列腺增生、肾癌和前列腺癌的诊断治疗指南，在征求国内知名老专家的意见后，经中华医学会泌尿外科学分会常务委员会讨论通过。

今后还将陆续推出泌尿外科其它疾病的诊断治疗指南。

这些指南是由泌尿外科学会制定的临床诊疗指南，希望尽快在全国泌尿外科学界得到推广和应用，并在临床应用过程中不断完善之。

Network impacts of a road capacity reduction:Empirical analysisand model predictionsDavid Watling a ,⇑,David Milne a ,Stephen Clark baInstitute for Transport Studies,University of Leeds,Woodhouse Lane,Leeds LS29JT,UK b Leeds City Council,Leonardo Building,2Rossington Street,Leeds LS28HD,UKa r t i c l e i n f o Article history:Received 24May 2010Received in revised form 15July 2011Accepted 7September 2011Keywords:Traffic assignment Network models Equilibrium Route choice Day-to-day variabilitya b s t r a c tIn spite of their widespread use in policy design and evaluation,relatively little evidencehas been reported on how well traffic equilibrium models predict real network impacts.Here we present what we believe to be the first paper that together analyses the explicitimpacts on observed route choice of an actual network intervention and compares thiswith the before-and-after predictions of a network equilibrium model.The analysis isbased on the findings of an empirical study of the travel time and route choice impactsof a road capacity reduction.Time-stamped,partial licence plates were recorded across aseries of locations,over a period of days both with and without the capacity reduction,and the data were ‘matched’between locations using special-purpose statistical methods.Hypothesis tests were used to identify statistically significant changes in travel times androute choice,between the periods of days with and without the capacity reduction.A trafficnetwork equilibrium model was then independently applied to the same scenarios,and itspredictions compared with the empirical findings.From a comparison of route choice pat-terns,a particularly influential spatial effect was revealed of the parameter specifying therelative values of distance and travel time assumed in the generalised cost equations.When this parameter was ‘fitted’to the data without the capacity reduction,the networkmodel broadly predicted the route choice impacts of the capacity reduction,but with othervalues it was seen to perform poorly.The paper concludes by discussing the wider practicaland research implications of the study’s findings.Ó2011Elsevier Ltd.All rights reserved.1.IntroductionIt is well known that altering the localised characteristics of a road network,such as a planned change in road capacity,will tend to have both direct and indirect effects.The direct effects are imparted on the road itself,in terms of how it can deal with a given demand flow entering the link,with an impact on travel times to traverse the link at a given demand flow level.The indirect effects arise due to drivers changing their travel decisions,such as choice of route,in response to the altered travel times.There are many practical circumstances in which it is desirable to forecast these direct and indirect impacts in the context of a systematic change in road capacity.For example,in the case of proposed road widening or junction improvements,there is typically a need to justify econom-ically the required investment in terms of the benefits that will likely accrue.There are also several examples in which it is relevant to examine the impacts of road capacity reduction .For example,if one proposes to reallocate road space between alternative modes,such as increased bus and cycle lane provision or a pedestrianisation scheme,then typically a range of alternative designs exist which may differ in their ability to accommodate efficiently the new traffic and routing patterns.0965-8564/$-see front matter Ó2011Elsevier Ltd.All rights reserved.doi:10.1016/j.tra.2011.09.010⇑Corresponding author.Tel.:+441133436612;fax:+441133435334.E-mail address:d.p.watling@ (D.Watling).168 D.Watling et al./Transportation Research Part A46(2012)167–189Through mathematical modelling,the alternative designs may be tested in a simulated environment and the most efficient selected for implementation.Even after a particular design is selected,mathematical models may be used to adjust signal timings to optimise the use of the transport system.Road capacity may also be affected periodically by maintenance to essential services(e.g.water,electricity)or to the road itself,and often this can lead to restricted access over a period of days and weeks.In such cases,planning authorities may use modelling to devise suitable diversionary advice for drivers,and to plan any temporary changes to traffic signals or priorities.Berdica(2002)and Taylor et al.(2006)suggest more of a pro-ac-tive approach,proposing that models should be used to test networks for potential vulnerability,before any reduction mate-rialises,identifying links which if reduced in capacity over an extended period1would have a substantial impact on system performance.There are therefore practical requirements for a suitable network model of travel time and route choice impacts of capac-ity changes.The dominant method that has emerged for this purpose over the last decades is clearly the network equilibrium approach,as proposed by Beckmann et al.(1956)and developed in several directions since.The basis of using this approach is the proposition of what are believed to be‘rational’models of behaviour and other system components(e.g.link perfor-mance functions),with site-specific data used to tailor such models to particular case studies.Cross-sectional forecasts of network performance at specific road capacity states may then be made,such that at the time of any‘snapshot’forecast, drivers’route choices are in some kind of individually-optimum state.In this state,drivers cannot improve their route selec-tion by a unilateral change of route,at the snapshot travel time levels.The accepted practice is to‘validate’such models on a case-by-case basis,by ensuring that the model—when supplied with a particular set of parameters,input network data and input origin–destination demand data—reproduces current mea-sured mean link trafficflows and mean journey times,on a sample of links,to some degree of accuracy(see for example,the practical guidelines in TMIP(1997)and Highways Agency(2002)).This kind of aggregate level,cross-sectional validation to existing conditions persists across a range of network modelling paradigms,ranging from static and dynamic equilibrium (Florian and Nguyen,1976;Leonard and Tough,1979;Stephenson and Teply,1984;Matzoros et al.,1987;Janson et al., 1986;Janson,1991)to micro-simulation approaches(Laird et al.,1999;Ben-Akiva et al.,2000;Keenan,2005).While such an approach is plausible,it leaves many questions unanswered,and we would particularly highlight two: 1.The process of calibration and validation of a network equilibrium model may typically occur in a cycle.That is to say,having initially calibrated a model using the base data sources,if the subsequent validation reveals substantial discrep-ancies in some part of the network,it is then natural to adjust the model parameters(including perhaps even the OD matrix elements)until the model outputs better reflect the validation data.2In this process,then,we allow the adjustment of potentially a large number of network parameters and input data in order to replicate the validation data,yet these data themselves are highly aggregate,existing only at the link level.To be clear here,we are talking about a level of coarseness even greater than that in aggregate choice models,since we cannot even infer from link-level data the aggregate shares on alternative routes or OD movements.The question that arises is then:how many different combinations of parameters and input data values might lead to a similar link-level validation,and even if we knew the answer to this question,how might we choose between these alternative combinations?In practice,this issue is typically neglected,meaning that the‘valida-tion’is a rather weak test of the model.2.Since the data are cross-sectional in time(i.e.the aim is to reproduce current base conditions in equilibrium),then in spiteof the large efforts required in data collection,no empirical evidence is routinely collected regarding the model’s main purpose,namely its ability to predict changes in behaviour and network performance under changes to the network/ demand.This issue is exacerbated by the aggregation concerns in point1:the‘ambiguity’in choosing appropriate param-eter values to satisfy the aggregate,link-level,base validation strengthens the need to independently verify that,with the selected parameter values,the model responds reliably to changes.Although such problems–offitting equilibrium models to cross-sectional data–have long been recognised by practitioners and academics(see,e.g.,Goodwin,1998), the approach described above remains the state-of-practice.Having identified these two problems,how might we go about addressing them?One approach to thefirst problem would be to return to the underlying formulation of the network model,and instead require a model definition that permits analysis by statistical inference techniques(see for example,Nakayama et al.,2009).In this way,we may potentially exploit more information in the variability of the link-level data,with well-defined notions(such as maximum likelihood)allowing a systematic basis for selection between alternative parameter value combinations.However,this approach is still using rather limited data and it is natural not just to question the model but also the data that we use to calibrate and validate it.Yet this is not altogether straightforward to resolve.As Mahmassani and Jou(2000) remarked:‘A major difficulty...is obtaining observations of actual trip-maker behaviour,at the desired level of richness, simultaneously with measurements of prevailing conditions’.For this reason,several authors have turned to simulated gaming environments and/or stated preference techniques to elicit information on drivers’route choice behaviour(e.g. 1Clearly,more sporadic and less predictable reductions in capacity may also occur,such as in the case of breakdowns and accidents,and environmental factors such as severe weather,floods or landslides(see for example,Iida,1999),but the responses to such cases are outside the scope of the present paper. 2Some authors have suggested more systematic,bi-level type optimization processes for thisfitting process(e.g.Xu et al.,2004),but this has no material effect on the essential points above.D.Watling et al./Transportation Research Part A46(2012)167–189169 Mahmassani and Herman,1990;Iida et al.,1992;Khattak et al.,1993;Vaughn et al.,1995;Wardman et al.,1997;Jou,2001; Chen et al.,2001).This provides potentially rich information for calibrating complex behavioural models,but has the obvious limitation that it is based on imagined rather than real route choice situations.Aside from its common focus on hypothetical decision situations,this latter body of work also signifies a subtle change of emphasis in the treatment of the overall network calibration problem.Rather than viewing the network equilibrium calibra-tion process as a whole,the focus is on particular components of the model;in the cases above,the focus is on that compo-nent concerned with how drivers make route decisions.If we are prepared to make such a component-wise analysis,then certainly there exists abundant empirical evidence in the literature,with a history across a number of decades of research into issues such as the factors affecting drivers’route choice(e.g.Wachs,1967;Huchingson et al.,1977;Abu-Eisheh and Mannering,1987;Duffell and Kalombaris,1988;Antonisse et al.,1989;Bekhor et al.,2002;Liu et al.,2004),the nature of travel time variability(e.g.Smeed and Jeffcoate,1971;Montgomery and May,1987;May et al.,1989;McLeod et al., 1993),and the factors affecting trafficflow variability(Bonsall et al.,1984;Huff and Hanson,1986;Ribeiro,1994;Rakha and Van Aerde,1995;Fox et al.,1998).While these works provide useful evidence for the network equilibrium calibration problem,they do not provide a frame-work in which we can judge the overall‘fit’of a particular network model in the light of uncertainty,ambient variation and systematic changes in network attributes,be they related to the OD demand,the route choice process,travel times or the network data.Moreover,such data does nothing to address the second point made above,namely the question of how to validate the model forecasts under systematic changes to its inputs.The studies of Mannering et al.(1994)and Emmerink et al.(1996)are distinctive in this context in that they address some of the empirical concerns expressed in the context of travel information impacts,but their work stops at the stage of the empirical analysis,without a link being made to net-work prediction models.The focus of the present paper therefore is both to present thefindings of an empirical study and to link this empirical evidence to network forecasting models.More recently,Zhu et al.(2010)analysed several sources of data for evidence of the traffic and behavioural impacts of the I-35W bridge collapse in Minneapolis.Most pertinent to the present paper is their location-specific analysis of linkflows at 24locations;by computing the root mean square difference inflows between successive weeks,and comparing the trend for 2006with that for2007(the latter with the bridge collapse),they observed an apparent transient impact of the bridge col-lapse.They also showed there was no statistically-significant evidence of a difference in the pattern offlows in the period September–November2007(a period starting6weeks after the bridge collapse),when compared with the corresponding period in2006.They suggested that this was indicative of the length of a‘re-equilibration process’in a conceptual sense, though did not explicitly compare their empiricalfindings with those of a network equilibrium model.The structure of the remainder of the paper is as follows.In Section2we describe the process of selecting the real-life problem to analyse,together with the details and rationale behind the survey design.Following this,Section3describes the statistical techniques used to extract information on travel times and routing patterns from the survey data.Statistical inference is then considered in Section4,with the aim of detecting statistically significant explanatory factors.In Section5 comparisons are made between the observed network data and those predicted by a network equilibrium model.Finally,in Section6the conclusions of the study are highlighted,and recommendations made for both practice and future research.2.Experimental designThe ultimate objective of the study was to compare actual data with the output of a traffic network equilibrium model, specifically in terms of how well the equilibrium model was able to correctly forecast the impact of a systematic change ap-plied to the network.While a wealth of surveillance data on linkflows and travel times is routinely collected by many local and national agencies,we did not believe that such data would be sufficiently informative for our purposes.The reason is that while such data can often be disaggregated down to small time step resolutions,the data remains aggregate in terms of what it informs about driver response,since it does not provide the opportunity to explicitly trace vehicles(even in aggre-gate form)across more than one location.This has the effect that observed differences in linkflows might be attributed to many potential causes:it is especially difficult to separate out,say,ambient daily variation in the trip demand matrix from systematic changes in route choice,since both may give rise to similar impacts on observed linkflow patterns across re-corded sites.While methods do exist for reconstructing OD and network route patterns from observed link data(e.g.Yang et al.,1994),these are typically based on the premise of a valid network equilibrium model:in this case then,the data would not be able to give independent information on the validity of the network equilibrium approach.For these reasons it was decided to design and implement a purpose-built survey.However,it would not be efficient to extensively monitor a network in order to wait for something to happen,and therefore we required advance notification of some planned intervention.For this reason we chose to study the impact of urban maintenance work affecting the roads,which UK local government authorities organise on an annual basis as part of their‘Local Transport Plan’.The city council of York,a historic city in the north of England,agreed to inform us of their plans and to assist in the subsequent data collection exercise.Based on the interventions planned by York CC,the list of candidate studies was narrowed by considering factors such as its propensity to induce significant re-routing and its impact on the peak periods.Effectively the motivation here was to identify interventions that were likely to have a large impact on delays,since route choice impacts would then likely be more significant and more easily distinguished from ambient variability.This was notably at odds with the objectives of York CC,170 D.Watling et al./Transportation Research Part A46(2012)167–189in that they wished to minimise disruption,and so where possible York CC planned interventions to take place at times of day and of the year where impacts were minimised;therefore our own requirement greatly reduced the candidate set of studies to monitor.A further consideration in study selection was its timing in the year for scheduling before/after surveys so to avoid confounding effects of known significant‘seasonal’demand changes,e.g.the impact of the change between school semesters and holidays.A further consideration was York’s role as a major tourist attraction,which is also known to have a seasonal trend.However,the impact on car traffic is relatively small due to the strong promotion of public trans-port and restrictions on car travel and parking in the historic centre.We felt that we further mitigated such impacts by sub-sequently choosing to survey in the morning peak,at a time before most tourist attractions are open.Aside from the question of which intervention to survey was the issue of what data to collect.Within the resources of the project,we considered several options.We rejected stated preference survey methods as,although they provide a link to personal/socio-economic drivers,we wanted to compare actual behaviour with a network model;if the stated preference data conflicted with the network model,it would not be clear which we should question most.For revealed preference data, options considered included(i)self-completion diaries(Mahmassani and Jou,2000),(ii)automatic tracking through GPS(Jan et al.,2000;Quiroga et al.,2000;Taylor et al.,2000),and(iii)licence plate surveys(Schaefer,1988).Regarding self-comple-tion surveys,from our own interview experiments with self-completion questionnaires it was evident that travellersfind it relatively difficult to recall and describe complex choice options such as a route through an urban network,giving the po-tential for significant errors to be introduced.The automatic tracking option was believed to be the most attractive in this respect,in its potential to accurately map a given individual’s journey,but the negative side would be the potential sample size,as we would need to purchase/hire and distribute the devices;even with a large budget,it is not straightforward to identify in advance the target users,nor to guarantee their cooperation.Licence plate surveys,it was believed,offered the potential for compromise between sample size and data resolution: while we could not track routes to the same resolution as GPS,by judicious location of surveyors we had the opportunity to track vehicles across more than one location,thus providing route-like information.With time-stamped licence plates, the matched data would also provide journey time information.The negative side of this approach is the well-known poten-tial for significant recording errors if large sample rates are required.Our aim was to avoid this by recording only partial licence plates,and employing statistical methods to remove the impact of‘spurious matches’,i.e.where two different vehi-cles with the same partial licence plate occur at different locations.Moreover,extensive simulation experiments(Watling,1994)had previously shown that these latter statistical methods were effective in recovering the underlying movements and travel times,even if only a relatively small part of the licence plate were recorded,in spite of giving a large potential for spurious matching.We believed that such an approach reduced the opportunity for recorder error to such a level to suggest that a100%sample rate of vehicles passing may be feasible.This was tested in a pilot study conducted by the project team,with dictaphones used to record a100%sample of time-stamped, partial licence plates.Independent,duplicate observers were employed at the same location to compare error rates;the same study was also conducted with full licence plates.The study indicated that100%surveys with dictaphones would be feasible in moderate trafficflow,but only if partial licence plate data were used in order to control observation errors; for higherflow rates or to obtain full number plate data,video surveys should be considered.Other important practical les-sons learned from the pilot included the need for clarity in terms of vehicle types to survey(e.g.whether to include motor-cycles and taxis),and of the phonetic alphabet used by surveyors to avoid transcription ambiguities.Based on the twin considerations above of planned interventions and survey approach,several candidate studies were identified.For a candidate study,detailed design issues involved identifying:likely affected movements and alternative routes(using local knowledge of York CC,together with an existing network model of the city),in order to determine the number and location of survey sites;feasible viewpoints,based on site visits;the timing of surveys,e.g.visibility issues in the dark,winter evening peak period;the peak duration from automatic trafficflow data;and specific survey days,in view of public/school holidays.Our budget led us to survey the majority of licence plate sites manually(partial plates by audio-tape or,in lowflows,pen and paper),with video surveys limited to a small number of high-flow sites.From this combination of techniques,100%sampling rate was feasible at each site.Surveys took place in the morning peak due both to visibility considerations and to minimise conflicts with tourist/special event traffic.From automatic traffic count data it was decided to survey the period7:45–9:15as the main morning peak period.This design process led to the identification of two studies:2.1.Lendal Bridge study(Fig.1)Lendal Bridge,a critical part of York’s inner ring road,was scheduled to be closed for maintenance from September2000 for a duration of several weeks.To avoid school holidays,the‘before’surveys were scheduled for June and early September.It was decided to focus on investigating a significant southwest-to-northeast movement of traffic,the river providing a natural barrier which suggested surveying the six river crossing points(C,J,H,K,L,M in Fig.1).In total,13locations were identified for survey,in an attempt to capture traffic on both sides of the river as well as a crossing.2.2.Fishergate study(Fig.2)The partial closure(capacity reduction)of the street known as Fishergate,again part of York’s inner ring road,was scheduled for July2001to allow repairs to a collapsed sewer.Survey locations were chosen in order to intercept clockwiseFig.1.Intervention and survey locations for Lendal Bridge study.around the inner ring road,this being the direction of the partial closure.A particular aim wasFulford Road(site E in Fig.2),the main radial affected,with F and K monitoring local diversion I,J to capture wider-area diversion.studies,the plan was to survey the selected locations in the morning peak over a period of approximately covering the three periods before,during and after the intervention,with the days selected so holidays or special events.Fig.2.Intervention and survey locations for Fishergate study.In the Lendal Bridge study,while the‘before’surveys proceeded as planned,the bridge’s actualfirst day of closure on Sep-tember11th2000also marked the beginning of the UK fuel protests(BBC,2000a;Lyons and Chaterjee,2002).Trafficflows were considerably affected by the scarcity of fuel,with congestion extremely low in thefirst week of closure,to the extent that any changes could not be attributed to the bridge closure;neither had our design anticipated how to survey the impacts of the fuel shortages.We thus re-arranged our surveys to monitor more closely the planned re-opening of the bridge.Unfor-tunately these surveys were hampered by a second unanticipated event,namely the wettest autumn in the UK for270years and the highest level offlooding in York since records began(BBC,2000b).Theflooding closed much of the centre of York to road traffic,including our study area,as the roads were impassable,and therefore we abandoned the planned‘after’surveys. As a result of these events,the useable data we had(not affected by the fuel protests orflooding)consisted offive‘before’days and one‘during’day.In the Fishergate study,fortunately no extreme events occurred,allowing six‘before’and seven‘during’days to be sur-veyed,together with one additional day in the‘during’period when the works were temporarily removed.However,the works over-ran into the long summer school holidays,when it is well-known that there is a substantial seasonal effect of much lowerflows and congestion levels.We did not believe it possible to meaningfully isolate the impact of the link fully re-opening while controlling for such an effect,and so our plans for‘after re-opening’surveys were abandoned.3.Estimation of vehicle movements and travel timesThe data resulting from the surveys described in Section2is in the form of(for each day and each study)a set of time-stamped,partial licence plates,observed at a number of locations across the network.Since the data include only partial plates,they cannot simply be matched across observation points to yield reliable estimates of vehicle movements,since there is ambiguity in whether the same partial plate observed at different locations was truly caused by the same vehicle. Indeed,since the observed system is‘open’—in the sense that not all points of entry,exit,generation and attraction are mon-itored—the question is not just which of several potential matches to accept,but also whether there is any match at all.That is to say,an apparent match between data at two observation points could be caused by two separate vehicles that passed no other observation point.Thefirst stage of analysis therefore applied a series of specially-designed statistical techniques to reconstruct the vehicle movements and point-to-point travel time distributions from the observed data,allowing for all such ambiguities in the data.Although the detailed derivations of each method are not given here,since they may be found in the references provided,it is necessary to understand some of the characteristics of each method in order to interpret the results subsequently provided.Furthermore,since some of the basic techniques required modification relative to the published descriptions,then in order to explain these adaptations it is necessary to understand some of the theoretical basis.3.1.Graphical method for estimating point-to-point travel time distributionsThe preliminary technique applied to each data set was the graphical method described in Watling and Maher(1988).This method is derived for analysing partial registration plate data for unidirectional movement between a pair of observation stations(referred to as an‘origin’and a‘destination’).Thus in the data study here,it must be independently applied to given pairs of observation stations,without regard for the interdependencies between observation station pairs.On the other hand, it makes no assumption that the system is‘closed’;there may be vehicles that pass the origin that do not pass the destina-tion,and vice versa.While limited in considering only two-point surveys,the attraction of the graphical technique is that it is a non-parametric method,with no assumptions made about the arrival time distributions at the observation points(they may be non-uniform in particular),and no assumptions made about the journey time probability density.It is therefore very suitable as afirst means of investigative analysis for such data.The method begins by forming all pairs of possible matches in the data,of which some will be genuine matches(the pair of observations were due to a single vehicle)and the remainder spurious matches.Thus, for example,if there are three origin observations and two destination observations of a particular partial registration num-ber,then six possible matches may be formed,of which clearly no more than two can be genuine(and possibly only one or zero are genuine).A scatter plot may then be drawn for each possible match of the observation time at the origin versus that at the destination.The characteristic pattern of such a plot is as that shown in Fig.4a,with a dense‘line’of points(which will primarily be the genuine matches)superimposed upon a scatter of points over the whole region(which will primarily be the spurious matches).If we were to assume uniform arrival rates at the observation stations,then the spurious matches would be uniformly distributed over this plot;however,we shall avoid making such a restrictive assumption.The method begins by making a coarse estimate of the total number of genuine matches across the whole of this plot.As part of this analysis we then assume knowledge of,for any randomly selected vehicle,the probabilities:h k¼Prðvehicle is of the k th type of partial registration plateÞðk¼1;2;...;mÞwhereX m k¼1h k¼1172 D.Watling et al./Transportation Research Part A46(2012)167–189。

高一英语阅读理解强化训练附解析Day 73Passage 1Marie, an 85-year-old woman who had been bedridden (卧床不起的) for 10 years, was granted her biggest wish to look at the sea again with help from East Coast Radio and Netcare 911.About 10 years ago, Marie had an unsuccessful back operation which left her bedridden. She then had to stay in an old age home and needed constant care. “The only time she could go outside was when she was taken to hospital over the years,” said Lucy, Marie’s daughter.Lucy wrote an e-mail to East Coast Radio in April asking them to help her take her mother to the beach because it was her biggest wish. She told them that her mother just wanted to go and look at the sea and go back again to the home, that’s all. East Coast Radio did an interview with the family and agreed to make her wish come true.Two weeks later, a team of Netcare 911 paramedics (医护人员) fetched Marie from the old age home and took her in a stretcher to Amanzimtoti Beach. One of the paramedics found a bucket and collected some sea water for her to put her hands in. She also got a chance to touch the sand.Marie said, “Thanks to these kind people, I could get to the beach again, which may be the last time for me.”1. Why did Marie become bedridden?A. Because of her old age.B. Because of a failed operation.C. Because of a traffic accident.D. Because of little medical care.2. Who took Marie to see the sea?A. Her family.B. People from Amanzimtoti Beach.C. East Coast Radio.D. A team of Netcare 911 paramedics.3. How did Marie probably feel when saying the words in the last paragraph?A. Hopeful.B. Embarrassed.C. Thankful.D. Disappointed.4. What is the text mainly about?A. An old woman became bedridden because of bad luck.B. Kind people helped a bedridden woman realize her wish.C. East Coast Radio and Netcare 911 always help poor people.D. Amanzimtoti Beach is a beautiful place people wish to visit.Passage 2The four theme parks below offer the most thrilling (刺激的) rides and attractions in the world.Busch Gardens WilliamsburgLocated (位于) in Virginia, USA, this theme park has some of the highest-rated thrill rides in the world. The park’s famous roller coasters include Apollo’s Chariot, Alpengeist, Griffon, the Loch Ness Monster and Verbolten. The park also has thrilling water rides, rides for kids, other rides, shows, tours, animal exhibits and more. Divided into nine areas representing European countries, the park has won an award for the quality of its food.EverlandOne of the world’s most popular theme parks, Everland is located in Yongin, Gyeonggi-do Province, Korea. The park has 40 thrill rides, including a world- famous wooden roller coaster, and many other attractions such as a hunting ride, a zoo, indoor and outdoor water parks, shows and more.Blackpool Pleasure BeachThis Lancashire amusement park is one of the most visited theme parks in the United Kingdom. Among the park’s 125 rides and attractions are the tallest and fastest roller coaster in the UK, a classic wooden roller coaster, a steel tower ride, the biggest indoor dark ride in the world, a host of rides for kids and more.PortAventura WorldLocated on Spain’s Costa Daurada, this park is divided into six themed areas. Five areas represent different locations including Polynesia, Mexico, Far West, China and the Mediterranean. The sixth and newest area has a Sesame Street theme. The park has many rides and attractions suitable for visitors of all ages.1. What did Busch Gardens Williamsburg win an award for?A. The highest thrill rides.B. Good quality of its food.C. A Sesame Street theme area.D. A host of thrilling water rides.2. What will a visitor loving thrill and hunting rides probably choose?A. Busch Gardens Williamsburg.B. Everland.C. Blackpool Pleasure Beach.D. PortAventura World.3. What is unique to Blackpool Pleasure Beach?A. It has a classic wooden roller coaster.B. It has the fastest roller coaster in the world.C. It has the biggest indoor dark ride in the world.D. It has attractions suitable for visitors of all ages.4. Where is the theme park including a China area located?A. In Virginia.B. In Yongin.C. In Lancashire.D. On the Costa Daurada.Passage 3A new study suggests that the more teenagers watch television, the more likely are to develop depression(抑郁) as young adults. But the extent to which TV may be to blame is a question that the study leaves unanswered.The researchers used a national long-term survey of adolescent health to investigate the relationship between media use and depression. They based their findings on more than 4, 000 adolescents who were not depressed when the survey began in 1995.As part of the survey, the young people were asked how many hours of television or videos they watched daily. They were also asked how often they played computer games and listened to the radio. Media use totaled an average of 5 and one half hours a day. More than 2 hours of that was spent watching TV. Seven years later, in 2002, more than seven percent of the young people had signs of depression. The average age at that time was twenty-one.Brian Primack at the University of Pittsburgh Medical School was the lead author of the new study. He says every extra hour of television meant an 8 percent increase in the chances of developing signs of depression.The researchers say they did not find any such relationship with the use of other media such as movies, video games or radio. But the study did find that young men were more likely than young women to develop depression given the same amount of media use.Doctor Primack says the study did not explore why watching TV causes depression. But one possibility, he says, is that it may take time away from activities that could help prevent depression, like sports and socializing. It might also interfere with sleep, he says, and that could have an influence.The study was just published in the Archives of General Psychiatry.In December, the journal Social Indicators Research published a study of activities that help lead to happy lives. Sociologists from the University of Maryland found that people who describe themselves as happy spend less time watching television than unhappy people. The study found that happy people are more likely to be socially active, to read, to attend religious services and to vote.1. What is the result of the study? ________ .A. Watching TV won't lead to depressionB. TV itself results in adolescent depressionC. The level of depression depend on the time spent watching TVD. Other media use can increase the chance of developing depression2. Who were the subjects of the study? ________A. Teenagers who were happyB. Young adults who were not happyC. Adolescents who were depressedD. Young men who were depressed3. The underlined expression "interfere with" probably means "________ ".A. improveB. disturbC. helpD. reducePassage 4In a moment of personal crisis, how much help can you expect from a New York taxi driver? I began studying this question and found the answers interesting.One morning, I got into three different taxis and announced: "Well, it's my first day back in New York in seven years. I've been in prison. " Not a single driver replied, so I tried again. "Yeah, I shot a man in Reno. " I explained, hoping the driver would ask me why, but nobody asked. The only response came from a Ghanaian driver, "Reno? That is in Nevada? "New York Taxi drivers were uniform(一致地) sympathetic when I said I'd just been fired. "This is America, " a Haitian driver said. "One door is closed. Another is open. "He argued against my plan to burn down my boss's house: "If you do something silly and they put you away, you cannot look for another job. " A Pakistani driver even turned down a chance to profit from my loss of hope: he refused to take me to the middle of the George Washington Bridge, a 20 trip. "Why do you want to go there? Go home and relax. Don't worry. Take a new job. "One very hot weekday in July, while wearing a red ski mask and holding a stuffed pillowcase with the word "BANK" on it, I tried calling a taxi five times outside different banks. The driver picked me up every time. My ride with a Haitian driver was typical of the superb assistance I received."Is anyone following us? ""No, " said the driver, looking in his rearview mirror at traffic and me."Let's go across the park, " I said. "I just robbed the bank there. I got 25, 000. "" 25, 000? " he asked."Yeah, you think it was wrong to take it? ""No, man, I work 8 hours and I don't make almost 70. If I can do that, I will do it too. "As we approached 86th and Lexington, I pointed to the Chemical Bank."Hey, there is another bank, " I said, "Could you wait here a minute while I go inside? ""No, I can't wait. Pay me now. " His unwillingness may have had something to do with money—taxi drivers think the rate for waiting time is too low—but I think he wanted me to learn that even a bank robber can't expect unconditional support.1. From the Ghanaian driver's response, we can infer that ________ .A. he showed no concern to the killingB. he was afraid of the authorC. he looked down upon the authorD. he thought the author was crazy2. Why did the Pakistani driver refuse to take the author to the middle of the George Washington Bridge? ________A. Because he didn't want to help the author get over his career crisis.B. Because he wanted to go home and relax.C. Because it was far away from his home.D. Because he thought that the author was going to commit suicide (自杀).3. What is author's understanding of the driver's unwillingness to wait outside the Chemical Bank? ________A. The driver thought that the rate for waiting time was too low.B. The driver thought it wrong to support a taxi rider unconditionally.C. The driver was frightened and wanted to leave him as soon as possible.D. The driver did not want to help a suspect (嫌疑犯) to escape from a bank robbery.4. Which of the following statements is TRUE about New York taxi drivers? ________A. They are ready to help you do whatever you want to.B. They refuse to pick up those who would kill themselves.C. They are uniformly sympathetic with those who are out of work.D. They work only for money.Passage 569-year-old grandmother with no teeth of her own has eventually won a long legal battle to stop a Scottish regional council(政务委员会) adding fluoride(氟化物) chemical to the public water supply.In a case which has already cost the taxpayer ￡1, 000, 000, the judge ruled that it was beyond the powers of the local authority to add the chemical to the water in order to reduce tooth decay.At her home last night Mrs. Catherine fluoride to public drinking water made it into some kind of dirty soup. "Where would it stop? " she asked. "They might come up with the idea of putting drugs into the water to keep the unemployed quiet. " It was a horrible poison, she said, that could have caused all kinds of diseases, including cancer.The judge, however, concluded that there was no evidence to suggest that the inclusion of fluoride in the water supply would have had a negative effect on pulpier health. Although the chemical might serve as an efficient and convenient means of achieving a beneficial effect on the dental health of consumers generally, he said, and its use was greatly favored by the dental profession, he could also understand why some members of the public, Mrs. McColl in particular, might be passionately opposed to the action of the Water Authority in assuming the right to improve public well-being without consulting the public in the first case. The Authority's legal duty to provide "wholesome" water for public consumption which was both safe and pleasant to drink, did not, he said, extend to their right to safeguard public health by chemical means.1. Mrs. McColll felt so strongly about the fluoride issue that she eventually________ .A. took the local council to courtB. had a physical fight with the judgeC. urged the authority to apologizeD. spent much money removing the chemical2. According to what the judge said in the passage, adding fluoride to the water________ .A. wasn't proved to be harmfulB. was the duty of the local authorityC. was strongly poised by dentistsD. was surely beneficial to the public3. The word "wholesome" in the last paragraph can be best replaced by the word "________".A. clearB. poisonousC. healthyD. recycled4. Form the passage we learn that people like Mrs. McColl are more concerned about ________ .A. the improvement of their personal healthB. the problem of unemployment in their communityC. the chemicals to be used for the improvement of water qualityD. their right to be informed of the authorities' decisions参考答案Passage 11. B细节理解题。

《信息检索》期末复习一、单项选择题1、文摘、题录、目录等属于（B ）。

A、一次文献B、二次文献C、零次文献D、三次文献2、从文献的（B ）角度区分，可将文献分为印刷型、电子型文献。

A、内容公开次数 B 载体类型 C 出版类型 D 公开程度3、按照出版时间的先后，应将各个级别的文献排列成（C ）。

A、三次文献、二次文献、一次文献B、一次文献、三次文献、二次文献C、一次文献、二次文献、三次文献D、二次文献、三次文献、一次文献4、手稿、私人笔记等属于（C ）文献，辞典、手册等属于（C ）文献。

A、一次，三次 B 零次、二次C、零次、三次 D 一次、二次5、逻辑“与”算符是用来组配（C）。

A、不同检索概念，用于扩大检索范围。

B、相近检索概念，扩大检索范围。

C、不同检索概念，用于缩小检索范围。

D.相近检索概念，缩小检索范围。

6、利用文献后面所附的参考文献进行检索的方法称为（A）A、追溯法B、直接法C、抽查法D 综合法7、如果检索结果过少，查全率很低，需要调整检索范围，此时调整检索策略的方法有（B ）等。

A、用逻辑“与”或者逻辑“非”增加限制概念。

B.用逻辑”或“或截词增加同族概念。

C、用字段算符或年份增加辅助限制。

D、用”在结果中检索“增加限制条件。

8、根据国家相关标准，文献的定义是指“记录有关（C）的一切载体。

A、情报 B 、信息C、知识D、数据9、以作者本人取得的成果为依据而创作的论文、报告等，并经公开发表或出版的各种文献，称为（B ）A、零次文献B、一次文献C、二次文献D、三次文献10、哪一种布尔逻辑运算符用于交叉概念或限定关系的组配？（A ）A、逻辑与（AND）B、逻辑或（OR)C、逻辑非(NOT)D、逻辑与和逻辑非11、逻辑算符包括（D）算符。

A、逻辑“与”B、逻辑“或”C、逻辑“非”D、A、B和C12、事实检索包含检索课题（A ）等内容。

A、背景知识、事件过程、人物机构B、相关文献、人物机构、统治数据C、事件过程、国外文献、国内文献D、国内文献、国外文献、统计数据13、区别于一般期刊论文或者教科书，参考工具书的突出特点是（C ）。

Tsagantegia The Central Asian RiddleTsagantegia is a dinosaur species that roamed the earth around 80 million years ago in what is now Central Asia. The name Tsagantegia means \"riddle\" in Mongolian, and it is an appropriate name for this species as it presents a mystery to scientists. The discovery of Tsagantegia in Mongolia in 1993 has raised questions about the evolution of ankylosaurids, a group of armored dinosaurs.Ankylosaurids were herbivorous dinosaurs that lived during the Late Cretaceous period. They were known for their thick armor plating, which protected them from predators. Tsagantegia, like other ankylosaurids, had a heavily armored body, a clubbed tail, and a beak-like snout. However, it had unique features that set it apart from other ankylosaurids.One of the most distinctive features of Tsagantegia is its skull. The skull of Tsagantegia is longer and narrower than that of other ankylosaurids. It also has a more pointed snout and larger eye sockets. These features suggest that Tsagantegia may have had a different diet than other ankylosaurids. While other ankylosaurids had broad, flat teeth for grinding tough vegetation, Tsagantegia had more pointed teeth that may have been used for eating softer plants or even insects.Another unique feature of Tsagantegia is its tail club. The tail club of Tsagantegia is wider and flatter than that of other ankylosaurids. This suggests that Tsagantegia may have used its tail club differently than other ankylosaurids. While other ankylosaurids may have used their tail clubs to defend against predators, Tsagantegia may have used its tail club for display or communication.The discovery of Tsagantegia has also raised questions about the evolution of ankylosaurids. Ankylosaurids are thought to have originated in Asia and then spread to other parts of the world. However, the discovery of Tsagantegia in Mongolia, which is in the center of Asia, suggests that ankylosaurids may have originated in Central Asia and then spread to other parts of the world.Despite the unique features of Tsagantegia, there is still much that scientists do not know about this species. The fossil record of Tsagantegia is incomplete, and there are still many unanswered questions about its behavior, diet, and evolutionary history. However, the discovery of Tsagantegia has provided valuable insights into the diversity of ankylosaurids and the evolution of dinosaurs in Central Asia.In conclusion, Tsagantegia is a fascinating dinosaur species that presents a mystery to scientists. Its unique features, including its long, narrow skull and wide, flat tail club, suggest that it had a different diet and may have used its tail club differently than other ankylosaurids. The discovery of Tsagantegia in Mongolia has also raised questions about the evolution of ankylosaurids and the origin of dinosaurs in Central Asia. While there is still much that scientists do not know about Tsagantegia, its discovery has provided valuable insights into the diversity of ankylosaurids and the evolution of dinosaurs.。