Test1
Passage1The Dover Bronze-Age Boat（2）
Passage2The Changing Role of Airports（4）
Passage3Is Photography Art?（6）
Test2
Passage1The Flavor of Pleasure（8）
Passage2Dawn of the robots（10）
南楚ds精神Passage3It’s your choice!---Or is it really?（12）
Test3
Passage1Secrets of the swarm（14）
Passage2High Speed,High Rise（15）
Passage3When conversations flow（17）
Test4
共产主义原理Passage1South Pole Adventurer（19）
Passage2The rise of the agribots（21）
Passage3Homer’s literary legacy（23）
Test5
Passage1Trees in trouble（25）
Passage2Whale Strandings（26）
Passage3Science in Space（28）
Test6
directx 3dPassage1Why are Finland’s Schools Successful?（30）Passage2Australia’s Lost Giants（32）
Passage3The Swiffer（34）
Test7
Passage1The Hidden Histories of Exploration Exhibition（36）Passage2Fatal Attraction（39）
Passage3Want to be friends?（41）
Test8
Passage1The Phoenicians:an almost forgotten people（43）Passage2The Hollywood Film Industry（45）
Passage3Left or Right（46）
Test1
Passage1The Dover Bronze-Age Boat
A beautifully preserved boat,made around3,000years ago and discovered by chance in a muddy hole,has had a profound impact on archaeological research.
It was1992.In England,workmen were building a new road through the heart of Dover,to connect the ancient port and the Channel Tunnel,which,when it opened just two years later,was to be the first land link between Britain and Europe for over 10,000years.A small team from the Canterbury Archaeological Trust(CAT)worked alongside the workmen,recording new discoveries brought to light by the machines. At the base of a deep shaft six meters below the modern streets a wooden structure was revealed.Cleaning away the waterlogged site overlying the timbers, archaeologists realized its true nature.They had found a prehistoric boat,preserved by the type of sediment in which it was buried.It was then named the Dover Bronze-Age Boat.
About nine meters of the boat’s length was recovered;one end lay beyond the excavation and had to be left.What survived consisted essentially of four intricately carved oak planks:two on the bottom,jointed along a central seam by a complicated system of wedges and timbers,and two at the side,curved and stitched to the others. The seams had been made watertight by pads of moss,fixed by wedges and yew stitches.
The timbers that closed the recovered end of the boat had been removed in antiquity when it was abandoned,but much about its original shape could be deduced.There was also evidence for missing upper side planks.The boat was not a wreck,but had been deliberately discarded,dismantled
and broken.Perhaps it had been“ritually killed”at the end of its life,like other Bronze-Age objects.
With hindsight,it was significant that the boat was found and studied by mainstream archaeologists who naturally focused on this cultural context.At the time,ancient boats were often considered only from a narrower technological perspective,but news about the Dover boat reached a broad audience.In2002,on the tenth anniversary of the discovery,the Dover Bronze-Age Boat Trust hosted a conference,where this meeting of different traditions became apparent.Alongside technical papers about the boat,other speakers explored its social and economic contexts,and the religious perceptions of boats in Bronze-Age societies.Many speakers came from overseas,and debate about cultural connections was renewed.
Within seven years of excavation,the Dover boat had been conserved and displayed,
but it was apparent that there were issues that could not be resolved simply by studying the old wood.Experimental archaeology seemed to be the solution:a boat reconstruction,half-scale or full-sized,would permit assessment of the different hypotheses regarding its build and the missing end.The possibility of returning to Dover to search for the boat’s unexcavated northern end was explored,but practical and financial difficulties were insurmountable---and there was no guarantee that the timbers had survived the previous decade in the changed environment.
Detailed proposals to reconstruct the boat were drawn up in2004.Archaeological evidence was beginning to suggest a Bronze-Age community straddling the Channel, brought together by the sea,rather than separated by it.In a region today divided by languages and borders,archaeologists had a duty to inform the general public about their common cultural heritage.
The boat project began in England but it was conceived from the start as a European collaboration.Reconstruction was only part of a scheme that would include a major exhibition and an extensive educational and outreach programme.Discussions began early in2005with archaeological bodies,universities and heritage organizations either side of the Channel.There was much enthusiasm and support,and an official launch of the project was held at an international seminar in France in2007. Financial support was confirmed in2008and the project then named BOAT1550BC got under way in June2011.
A small team began to make the boat at the start of2012on the Roman Lawn outside Dover museum.A full-scale reconstruction of a mid-section had been made in1996, primarily to see how Bronze-Age replica tools performed.In2012,however,the hull shape was at the center of the work,so modern power tools were used to carve the oak planks,before turning to prehistoric tools for finishing.It was decide to make the replica half-scale for reasons of cost and time,and synthetic mate
rials were used for the stitching,owing to doubts about the scaling and tight timetable. Meanwhile,the exhibition was being prepared ready for opening in July2012at the Castle Museum in Boulogne-sur-Mer.Entitled“Beyond the Horizon:Societies of the Channel&North Sea3,500years ago”,it brought together for the first time a remarkable collection of Bronze-Age objects,including many new discoveries for commercial archaeology and some of the great treasure of the past.The reconstructed boat,as a symbol of the maritime connections that bound together the communities either side of the Channel,was the centerpiece.
Passage2The Changing Role of Airports
Airports continue to diversity their role in an effort to generate income.Are business meeting facilities the next step?Nigel Halpern,Anne Graham and Rob Davidson investigate.
上海
互联星空A
In recent times developing commercial revenues has become more challenging for airports due to a combination of factors,such as increase competition from Internet shopping,restrictions on certain sales,such as tobacco,and new security procedures that have had an impact on the dwell time of passengers.Moreover,the global economic downturn has caused a reduction in passenger numbers
while those that are traveling generally have less money to spend.This has meant that the share of revenue from non-aeronautical revenues actually peaked at54%at the turn of the century and has subsequently declined slightly.Meanwhile,the pressures to control the level of aeronautical revenues are as strong as ever due to the poor financial health of many airlines and the rapid rise of the low-cost carrier sector.
B
Some of the more obvious solutions to growing commercial revenues,such as extending the merchandising space or expanding the variety of shopping opportunities,have already been tried to their limit at many airports.A more radical solution is to find new sources of commercial revenue within the terminal,and this has been explored by many airports over the last decade or so.As a result,many terminals are now much more than just shopping malls and offer an array of entertainment,leisure,and beauty and wellness facilities.At this final destination rather than merely a facilitator of access.
C
At the same time,airports have been developing and expanding the range of services that they provi
de specifically for the business traveler in the terminal.This includes offering business centers that supply support services,meeting or conference rooms and other space for special events.Within this context,Jarach(2011)discusses how dedicated meetings facilities located within the terminal and managed directly by the airport operator may be regarded as an expansion of the concept of airline lounges or as a way to reconvert abandoned or underused areas of terminal buildings. Previously it was primarily airport hotels and other facilities offered in the surrounding area of the airport that had the potential to take on this role and become active as a business space(McNeill,2009).
D
When an airport location can be promoted as a business venue,this may increase the overall appeal of the airport and help it become more competitive in both attracting
板锤and retaining airlines and their passengers.In particular,the presence of meeting facilities could become one of the determining factors taken into consideration when business people are choosing airlines and where they change their planes.This enhanced attractiveness itself may help to improve the airport operator’s financial position and future prospects,but clearly this will be dependent on the competitive advantage that the airport is able to achieve in comparison with other venues.
E
In2011,an online airport survey was conducted and some of the areas investigated included the provision and use of meeting facilities at airports and the perceived role and importance of these facilities in generating income and raising passenger numbers.In total,there were responses from staff at154airports and68%of these answered“yes”to the question:Does your airport own and have meetings facilities available for hire?The existence of meeting facilities therefore seems high at airports. In addition,28%of respondents that did not have meeting facilities stated that they were likely to invest in them during the next five years.The survey also asked to what extent respondents agreed or disagreed with a number of statements about the meeting facilities at their airport.49%of respondents agreed that they have put more investment into them during recent years;41%agreed that they would invest more in the immediate future.These are fairly high proportions considering the recent economic climate.
F
The survey also asked airports with meeting facilities to estimate what proportion of users are from the local Within a90-minute drive from the airport,or from abroad.Their findings show that me
eting facilities provided by the majority of respondents tend to serve local versus non-local or foreign needs.63%of respondents estimated that over60%of users are from the local area.Only3%estimated that over 80%of users are from abroad.It is therefore not surprising that the facilities are of limited importance when it comes to increasing use of flights at the airport:16%of respondents estimated that none of the users of their meeting facilities use flights when traveling to or from them,while56%estimated that20%or fewer of the users of their facilities use flights.
G
The survey asked respondents with meeting facilities to estimate how much revenue their airport earned from its meeting facilities during the last financial year.Average revenue per airport was just$12,959.Meeting facilities are effectively a non-aeronautical source of airport revenue.Only1%of respondents generated more than20%non-aeronautical revenue from their meetings facilities;none generated more than40%.Given the focus on local demand,it is not surprising that less than a third of respondents agreed that their meeting facilities support business and tourism development in their home region or country.
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