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Writing Experimental Reports
I. Content of an experimental report, e. g.

— study subject/area
— study purpose
(1) (1) ______
II. Presentation of an experimental report
— providing details
— regarding readers as (2) (2) ______
III. Structure of an experimental report
— feature:highly structured and (3) (3)______
— sections and their content:
INTRODUCTION (4) ; why you did it (4) ______
METHOD how you did it
RESULTS what you found out
(5) what you think it shows (5)______
IV. Sense of readership
(6) ; reader is the marker (6) ______
(7) ; reader is an idealized, hypothetical, intelligent (7) ______
person with little knowledge of your study
— tasks to fulfill in an experimental report:
— introduction to relevant area
— necessary background information
— development of clear arguments
— definition of technical terms
— precise description of data (8) (8)______
V. Demands and expectations in report writing
— early stage:
— understanding of study subject/area and its implications
— basic grasp of the report’s format
— later stage:
(9) on research significance (9)______
— things to avoid in writing INTRODUCTION:
— inadequate material
(10) of research justification for the study (10)______

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单项选择题The assembly line reduced the time to make a magneto by ______ within a year. [A] 20% [B] 38% [C] 65% [D] 75%

A revolutionary manufacturing process made it possible for anyone to own a car. Henry Ford is the man who put the world on wheels.
When it comes to singling out those who have made a difference in all our lives, you cannot overlook Henry Ford. A historian a century from now might well conclude that it was Henry Ford who most influenced all manufacturing everywhere, even to this day, by introducing a new way to make cars—one, strange to say, that originated in slaughter houses.
Back in the early 1900s, slaughter houses used what could have been called a "disassembly line." That is, the carcass of a slain steer or a pig was moved past various meat-cutters, each of whom cut off only a certain portion. Ford reversed this process to see if it would speed up production of a part of an automobile engine called a magneto. Rather than have each worker completely assemble a magneto, one of its elements was placed on a conveyer, and each worker, as it passed, added another component to it, the same one each time. Professor David Hounshell, of The University of Delaware, an expert on industrial development tells what happened: "The previous day, workers carrying out the entire process had averaged one magneto every 20 minutes. But on that day, on the line, the assembly team averaged one every 13 minutes and 10 seconds per person."
Within a year, the time had been reduced to five minutes. In 1913, Ford went all the way. Hooked together by ropes, partially assembled vehicles were towed past workers who completed them one piece at a time. It wasn’t long before Ford was turning out several hundred thousand cars a year, a remarkable achievement then. And so efficient and economical was this new system that he cut the price of his cars in half, to $260, putting them within reach of all those who, up until that time, could not afford them. Soon, auto makers over the world copied him. In fact, he encouraged them to do so by writing a book about all of his innovations, entitled Today and Tomorrow. The Age of the Automobile had arrived. Today, aided by robots and other forms of automation, everything from toasters to perfumes is made on assembly lines.
Edsel Ford, Henry’s great-grandson, and a Ford vice president: “I think that my great-grandfather would just be amazed at how far technology has come."
Many of today’s innovations come from Japan. Norman Bodek, who publishes books about manufacturing processes, finds this ironic. On a recent trip to Japan he talked to two of the top officials of Toyota. "When I asked them where these secrets came from, where their ideas came from to manufacture in a totally different way, they laughed, and they said. ’Well. We just read it in Henry Ford’s book from 1926: Today and Tomorrow.’\