For three decades we’’ve heard endlessly about the virtues of aerobic (increasing oxygen consumption) exercise. Medical authorities have praised running and jumping as the key to good health, and millions of Americans have taken to the treadmill(踏车) to reap the rewards. But the story is changing. Everyone from the American Heart Association to the surgeon general’’s office has recently embraced strength training as a complement to aerobics. And as weight lifting has gone mainstream, so has the once obscure practice known as "Super Slow" training. Enthusiasts claim that by pumping iron at a snail’’s pace-making each "rep"(repeat) last 14 seconds instead of the usual seven-you can safely place extraordinary demands on your muscles, and call forth an extraordinary response. Slow lifting may not be the only exercise you need, as some advocates believe, but the benefits are often dramatic. Almost anyone can handle this routine. The only requirements are complete focus and a tolerance for deep muscular burn. Fox each exercise-leg press, bench press, shoulder press and so on-you set the machine to provide only moderate resistance. But as you draw out each rep, depriving yourself of impetus, the weight soon feels unbearable. Defying the impulse to stop, you keep going until you can’’t complete a rep. Then you sustain your vain effort for 10 more seconds while the weight sinks gradually toward its cradle. Intense Uncomfortable Totally. But once you embrace muscle failure as the goal of the workout, it can become almost pleasure. The goal is not to burn calories while you’’re exercising but to make your body burn them all the time. Running a few miles many make you sweat, but it expends only 100 calories per mile, and it doesn’’t stimulate much bone or muscle development. Strength training doesn’’t burn many calories, either. But when you push a muscle to failure, you set off a pour of physiological changes. As the muscle recovers over several days, it will thicken-and the new muscle tissue will demand sustenance. By the time you add three pounds of muscle, your body requires an extra 9,000 calories a month just to break even. Hold your diet steady and, very quickly, you are vaporizing body fat. One might have benefited from any strength-training program. But advocates insist the slow technique is safer and more effective than traditional methods. Slow weight lifters are required to make each rep
A. without using any driving force.
B. without movement of their body
C. with unbearable iron weights.
D. with the feeling of muscle failure.
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根据以下资料,回答下列问题。 2011年全国农民工总量达到25278万人,比上年增加1055万人,增长4.4%。农民工从业仍以制造业、建筑业和服务业为主,从事建筑业的比重明显提高。从农民工的就业地区来看,2011年在东部地区务工的农民工16537万人,比上年增加324万人;在中部地区务工的农民工4438万人,比上年增加334万人,增长8.1%;在西部地区务工的农民工4215万人,比上年增加370万人,增长9.6%。 2008~2011年农民工从事的主要行业分布 单位:% 2008年 2009年 2010年 2011年 制造业 37.2 36.1 36.7 36.0 建筑业 13.8 15.2 16.1 17.7 交通运输、仓储和邮政业 6.4 6.8 6.9 6.6 批发零售业 9.0 10.0 10.0 10.1 住宿餐饮业 5.5 6.0 6.0 5.3 居民服务和其他服务业 12.2 12.7 12.7 12.2 2011年农民工在不同地区从事的主要行业分布 单位:% 全国 东部地区 中部地区 西部地区 制造业 36.0 44.8 23.0 15.4 建筑业 17.7 13.4 24.7 27.4 交通运输、仓储和邮政业 6.6 15.5 8.1 9.3 批发零售业 10.1 8.7 13.1 12.5 住宿餐饮业 5.3 4.5 15.9 7.3 居民服务和其他服务业 12.2 12.3 11.4 12.2 能够从上述资料中推出的是( )。
A. 2008~2011年我国从事住宿餐饮业的农民工比重持续上升
B. 2010年在东部地区务工的农民工人数超过西部和中部总和的两倍
C. 2008年农民工从事交通运输、仓储和邮政业的人数多于批发零售业
D. 2011年农民工在中部地区从事建筑业、批发零售业、居民服务和其他服务业的比重均超过全国平均水平
二、根据以下公文,回答下列问题: 关于我校周边道路停放汽车的函 市十中(函)字〔××07〕第078号8大队: 9月10目是我校100周年校庆日,届时将会有大批校友开车来校参加校庆活动。由于我校内不能停放大量汽车。因此,我们要求贵大队准许参加我校校庆活动的校友在学校周边道路临时停放一下汽车。 特此函告 致敬礼 十中 2007年9月7日 受文单位存在的问题是( )。
A. “8”应大写
B. “8”应写成汉字
C. 受文单位应当用全称
D. 受文单位可以用规范化的简称
In recent years, railroads have been combining with each other, merging into supersystems, causing heightened concerns about monopoly. As recently as 1995, the top four railroads accounted for under 70 percent of the total ton-miles moved by rails. Next year, after a series of mergers is completed, just four railroads will control well over 90 percent of all the freight moved by major rail carriers. Supporters of the new supersystems argue that these mergers will allow for substantial cost reductions and better coordinated service. Any threat of monopoly, they argue, is removed by fierce competition from trucks. But many shippers complain that for heavy bulk commodities traveling long distances, such as coal, chemicals, and grain, trucking is too costly and the railroads therefore have them by the throat. The vast consolidation within the rail industry means that most shippers are served by only one rail company. Railroads typically charge such" captive" shippers 20 to 30 percent more than they do when another railroad is competing for the business. Shippers who feel they are being overcharged have the right to appeal to the federal government’’ s Surface Transportation Board for rate relief, but the process is expensive, time consuming, and will work only in truly extreme cases. Railroads justify rate discrimination against captive shippers on the grounds that in the long run it reduces everyone’’s cost. If railroads charged all customers the same average rate, they argue, shippers who have the option of switching to trucks or other forms of transportation would do so, leaving remaining customers to shoulder the cost of keeping up the line. It’’ s a theory to which many economists subscribe, but in practice it often leaves railroads in the position of determining which companies will flourish and which will fail. "Do we really want railroads to be the arbiters of who wins and who loses in the marketplace" asks Martin Bercovici, a Washington lawyer who frequently represents shippers. Many captive shippers also worry they will soon be hit with a round of huge rate increases. The railroad industry as a whole, despite its brightening fortunes, still does not earn enough to cover the cost of the capital it must invest to keep up with its surging traffic. Yet railroads continue to borrow billions to acquire one another, with Wall Street cheering them on. Consider the $10.2 billion bid by Norfolk Southern and CSX to acquire Conrail this year. Conrail’’ s net railway operating income in 1996 was just $427 million, less than half of the carrying costs of the transaction. Who’’ s going to pay for the rest of the bill Many captive shippers fear that they will, as Norfolk Southern and CSX increase their grip on the market. . According to those who support mergers, railway monopoly is unlikely because
A. cost reduction is based on competition.
B. services call for cross-trade coordination.
C. outside competitors will continue to exist.
D. shippers will have the railway by the throat.
某汽车制造厂(一般纳税人)2009年9月经营情况如下:(1)购进业务:购进生产用原材料取得增值税专用发票上注明的增值税为3623800元;购进纪念品一批发给职工作为“十一”的节日礼物,取得增值税专用发票上注明的增值税为8900元,从小规模纳税人购进低值易耗品一批,普通发票上注明的价款为7890元,货物均已验收入库;(2)销售业务:销售自产轿车58辆,销售自产载重汽车56辆;(3)其他业务:将自产车身长度为10米的豪华大巴车5辆向世博会捐赠,该车辆市场价格不含税80万元/辆;将自产轿车3辆作为本企业固定资产;将自产轿车4辆作为专车配给对企业发展有突出贡献的专家作为职务用车。该企业生产的上述轿车不含税售价为180000元/辆,国家税务总局对同类型轿车核定的最低计税价格为180000元;载重汽车不含税售价为58000元/辆,成本利润率为8%。消费税税率为9%,自产轿车排量为1.6升。 该企业上述业务税务处理正确的有( )。
A. 应纳增值税141360元,应纳消费税945000元
B. 应纳增值税-402640元,应纳消费税1053000元
C. 应纳车辆购置税18000元
D. 应纳车辆购置税126000元
E. 向世博会捐赠的车辆,不征收消费税