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In the United States, the first day nursery, was opened in 1854. Nurseries were established in various areas during the 1 half of the 19th century; most of 2 were charitable. Both in Europe and in the U.S., the day nursery movement received great 3 during the First World War, when 4 of manpower caused the industrial employment of unprecedented (前所未有) numbers of women. In some European countries nurseries were established 5 in munitions (军火) plants, under direct government sponsorship. 6 the number of nurseries in the U.S. also rose 7 , this rise was accomplished without government aid of any kind. During the years following the First World War, 8 , federal, State, and local governments gradually began to exercise a measure of control 9 the day nurseries, chiefly by 10 them.The 11 of the Second World War was quickly followed by an increase in the number of day nurseries in almost all countries, as women were 12 called up on to replace men in the factories. On this 13 the U.S. government immediately came to the support of the nursery schools, 14 $6,000,000 in July, 1942, for a nursery school program for the children of working mothers. Many States and local communities 15 this Federal aid. By the end of the war, in August, 1945, more than 100, 000 children were being cared 16 in daycare centers receiving Federal 17 . Soon afterward, the Federal government 18 cut down its expenditures for this purpose and later 19 them, causing a sharp drop in the number of nursery schools in operation. However, the expectation that most employed mothers would leave their 20 at the end of the war was only partly fulfilled.
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What might driving on an automated highway be like The answer depends on what kind of system is ultimately adopted. Two distinct types are on the drawing board. The first is a special purpose lane system, in which certain lanes are reserved for automated vehicles. The second is a mixed traffic system: fully automated vehicles would share the road with partially automated or manual driven cars. A special purpose lane system would require more extensive physical modifications to existing highways, but it promises the greatest gains in freeway (高速公路) capacity.Under either scheme, the driver would specify the desired destination, furnishing this information to a computer in the car at the beginning of the trip or perhaps just before reaching the automated highway. If a mixed traffic system way was in place, automated driving could begin whenever the driver was on suitably equipped roads. If special purpose lanes were available, the car could enter them and join existing traffic in two different ways. One method would use a special onramp (入口引道). As the driver approached the point of entry for the highway, devices installed on the roadside would electronically check the vehicle to determine its destination and to ascertain that it had the proper automation equipment in good working order. Assuming it passed such tests, the driver would then be guided through a gate and toward an automated lane. In this case, the transition from manual to automated control would take place on the entrance ramp. An alternative technique could employ conventional lanes, which would be shared by automated and regular vehicles. The driver would steer onto the highway and move in normal fashion to a "transition" lane. The vehicle would then shift under computer control onto a lane reserved for automated traffic. (The limitation of these lanes to automated traffic would, presumably, be well respected, because all trespassers (非法进入者) could be swiftly identified by authorities. )Either approach to joining a lane of automated traffic would harmonize the movement of newly entering vehicles with those already traveling. Automatic control here should allow for smooth merging without the usual uncertainties and potential for accidents. And once a vehicle had settled into automated travel, the driver would be free to release the wheel, open the morning paper or just relax. When driving in an automated lane, the driver ______.
In the United States, the first day nursery, was opened in 1854. Nurseries were established in various areas during the 1 half of the 19th century; most of 2 were charitable. Both in Europe and in the U.S., the day nursery movement received great 3 during the First World War, when 4 of manpower caused the industrial employment of unprecedented (前所未有) numbers of women. In some European countries nurseries were established 5 in munitions (军火) plants, under direct government sponsorship. 6 the number of nurseries in the U.S. also rose 7 , this rise was accomplished without government aid of any kind. During the years following the First World War, 8 , federal, State, and local governments gradually began to exercise a measure of control 9 the day nurseries, chiefly by 10 them.The 11 of the Second World War was quickly followed by an increase in the number of day nurseries in almost all countries, as women were 12 called up on to replace men in the factories. On this 13 the U.S. government immediately came to the support of the nursery schools, 14 $6,000,000 in July, 1942, for a nursery school program for the children of working mothers. Many States and local communities 15 this Federal aid. By the end of the war, in August, 1945, more than 100, 000 children were being cared 16 in daycare centers receiving Federal 17 . Soon afterward, the Federal government 18 cut down its expenditures for this purpose and later 19 them, causing a sharp drop in the number of nursery schools in operation. However, the expectation that most employed mothers would leave their 20 at the end of the war was only partly fulfilled.
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. The word "arbiters" in Paragraph 4 most probably refers to those ______.
What might driving on an automated highway be like The answer depends on what kind of system is ultimately adopted. Two distinct types are on the drawing board. The first is a special purpose lane system, in which certain lanes are reserved for automated vehicles. The second is a mixed traffic system: fully automated vehicles would share the road with partially automated or manual driven cars. A special purpose lane system would require more extensive physical modifications to existing highways, but it promises the greatest gains in freeway (高速公路) capacity.Under either scheme, the driver would specify the desired destination, furnishing this information to a computer in the car at the beginning of the trip or perhaps just before reaching the automated highway. If a mixed traffic system way was in place, automated driving could begin whenever the driver was on suitably equipped roads. If special purpose lanes were available, the car could enter them and join existing traffic in two different ways. One method would use a special onramp (入口引道). As the driver approached the point of entry for the highway, devices installed on the roadside would electronically check the vehicle to determine its destination and to ascertain that it had the proper automation equipment in good working order. Assuming it passed such tests, the driver would then be guided through a gate and toward an automated lane. In this case, the transition from manual to automated control would take place on the entrance ramp. An alternative technique could employ conventional lanes, which would be shared by automated and regular vehicles. The driver would steer onto the highway and move in normal fashion to a "transition" lane. The vehicle would then shift under computer control onto a lane reserved for automated traffic. (The limitation of these lanes to automated traffic would, presumably, be well respected, because all trespassers (非法进入者) could be swiftly identified by authorities. )Either approach to joining a lane of automated traffic would harmonize the movement of newly entering vehicles with those already traveling. Automatic control here should allow for smooth merging without the usual uncertainties and potential for accidents. And once a vehicle had settled into automated travel, the driver would be free to release the wheel, open the morning paper or just relax. We know from the passage that a car can enter a special purpose lane ______.
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