题目内容
Tomorrow evening about 20 million Americans will be shown, on their television screens, how easy it is to steal plutonium (钚) and produce "the most terrifying blackmail weapon ever devised" -- a homemade atomic bomb.
They will be told that no commercial nuclear plant in the United States -- and probably in the world -- is adequately protected against a well planned armed attack by terrorists, and that there is enough information on public record to guide a nuclear thief not only to the underground rooms of nuclear plants where plutonium is stored, but also to tell him how the doors of those underground rooms are designed.
The hour-long television programme, "The Plutonium Connection", makes its point by showing how a 20-year,old student of the Massachusetts Institute of Technology in five weeks designed an atomic bomb composed of plutonium and parts from a hardware atom.
The young man, whose identity is Being kept secret for fear he may be kidnapped by terrorists, is quoted as saying: "I was pretty surprised about how easy it is to design a bomb. When I Was working on my design, I kept thinking them’s got to be mom to it than this, but actually there isn’t. It’s simple."
The student worked alone, using information he obtained from science libraries open to the public. The television programme, produced for non-commercial stations across the country by a Boston educational station, shows how quantities of other "secret" information are available to anyone.
The Atomic Energy Commission’s public reading room in Washington is described by the narrator as "the first place a bomb-designer would visit when he was planning his plutonium theft. On file there and freely available are the plans of erery civilian nuclear installation in the country."
The programme seems certain to create enormous controversy -- not only over the lack of nuclear safeguards, but also over the morality of appointing the student to design a bomb and the wisdom of drawing attention to the ways that a nuclear thief can work.
Even an official of Public Broadcasting System, which is distributing the TV programme, confessed to uneasiness: "It’s a terribly important subject, and people should know about the dangers, but I can’t help wondering if the programme won’t give someone ideas."
"The Plutonium Connection" explains, for example, that the security systems of nuclear plants were all designed to prevent sabotage by perhaps one or agents of some foreign power. But now this appears less of a hazard than the possibility of an attack by an armed band of terrorists with dedicated disregard for their own lives.
The programme discusses two major plutonium reprocessing plants in the US -- one already operating in Oklahoma, one being completed in South Carolina -- neither of which has more than a handful of armed guards to supplement the alarms, fences and gun-detectors that Government security requires. Both are in such remote areas that it would take at least 45 minutes for a sizeable force to be assembled, if there were an attack.
An official of the South Carolina plant -- a joint operation of Allied Chemical, Gulf Oil and Royal Dutch Shen -- admits to television viewers that the "system we' ye designed would probably not prevent" a band of about 12 armed terrorists from entering.
Stealing plutonium is even easier, the programme suggests. Despite constant survey of all materials on the list, there are inevitably particles of plutonium unaccounted for -- about I lb a month at the Oklahoma plant, owned by the KerrMcGee oil company, which in a year adds up to enough to make an atomic bomb. It is suggested that stealing would be even easier if instrument technicians were unscrupulous enough to alter their measuring devices.
The television film also shows radioactive fuel being transported to nuclear processing plants in commercial armoured cars. As safet
查看答案
搜索结果不匹配？点我反馈
更多问题
It looks as if it came straight from the set of Star Wars. It has four-wheel drive and rises above rocky surfaces. It lowers and raises its nose when going up and down hills. And when it comes to a river, it turns amphibious; two hydro jets power it along by blasting water under its body. There is room for two passengers and a driver, who sit inside a glass bubble operating electronic, aircraft-type controls. A vehicle so daring on land and water needs windscreen wipers --- but it doesn't have any. Water molecules are disintegrated on the screen’s surface by ultrasonic sensors.
This unusual vehicle is the Racoon. It is an invention not of Hollywood but of Renault, a rather conservative French state-owned carmaker, better known for its family hatchbacks. Renault built the Racoon to explore new freedoms for designers and engineers created by advances in materials and manufacturing processes. Renault is thinking about startlingly different cars; other producers have radical new ideas for trains, boats and aeroplanes.
The first of the new freedoms is in design. Powerful computer-aided design (CAD) systems can replace with a click of a computer mouse hours of laborious work done on thousands of drawing boards. So new products, no matter how
complicated, can be developed much faster. For the first time, Boeing will not have to build a giant replica of its new airliner, the 777, to make sure all the bits fit together. Its CAD system will take care of that.
But Renault is taking CAD further. It claims the Racoon is the world’s first vehicle to be designed within the digitised world of virtual reality. Complex programs were used to simulate the vehicle and the terrain that it was expected to cross. This allowed a team led by Patrick Le Quement, Renault’s industrial-design director, to "drive" it long before a prototype existed.
Renault is not alone in thinking that virtual reality will transform. automotive design. In Detroit, Ford is also investigating its potential. Jack Telnac, the firm’s head of design, would like designers in different parts of the world to work more closely together, linked by computers. They would do more than style. cars. Virtual reality will allow engineers to peer in side the working parts of a vehicle. Designers will watch bearings move. oil flow, gears mesh and hydraulics pump. As these techniques catch on, even stranger vehicles are likely to come along.
Transforming these creations from virtual reality to actual reality will also become easier, especially with advances in materials. Firms that once bashed everything out of steel now find that new alloys or composite materials (which can be made from mixtures of plastic, resin, ceramics and metals, reinforced with fibers such as glass or carbon) are changing the rules of manufacturing. At the same time, old materials keep getting better, as their producers try to secure their place in the factory of the future. This competition is increasing the pace of development of all materials.
One company in this field sealed composites. I't was started in 1982 by Burt Rutan, an aviator who has devised many unusual aircraft. His company develops and tests prototypes that have ranged from business aircraft to air racers. It has also worked on composite sails for the America’s Cup yacht race and on General Motors' Ultralite, a 100-miles-per-gallon experimental family car built from carbon fiber.
Again, the Racoon reflects this race between the old and the new. It uses conventional steel and what Renault de scribes as a new "high-limit elastic steel" in its chassis. This steel is 30% lighter than the usual kind. The Racoon also has parts made from composites. Renault plans to replace the petrol engine with a small gas turbine, which could be made from heat-resisting ceramics, and use it to run a generator that would provide power for electric motors at each wheel.
With composites it is possible
So far the Pontiff ______ to the demand.
Which of the following can be inferred from the passage about the Irish building and loan
Scholar and students have always been great travelers. The official case for "academic mobility" is now often stated in impressive terms as a fundamental necessity for economic and social progress in the world, and debated in corridors of Europe, but it is certainly nothing new. Serious students were always ready to go aboard in search of the most stimulating teachers and the most famous academies; in search of the purest philosophy, the most effective medicine, the likeliest road to gold.
Mobility of this kind meant also mobility of ideas, their transference across frontier, their simultaneous impact upon many groups of people. The point of learning is to share it, whether with a startling discovery, or a new technique. It must also have been reassuring to know that other people in other parts of the world were about to make the same discovery or were thinking along the same lines, and that one was not quite alone, confronted by inquisition, ridicule or neglect.
In the twentieth century, and particularly in the last 20 years, the old footpaths of the wandering scholars have become vast highways. The vehicle which has made this possible has of course been the aeroplane, making contact between scholars even in the most distant places immediately feasible, and providing for the very rapid transmission of knowledge.
Apart from the vehicle itself, it is fairly easy to identify the main factors which have brought about the recent explosion in academic movement. Some of these are purely quantitative and require no further mention; there are far more centres of learning, a far greater number of scholars and students.
In addition one must recognize the very considerable multiplication of disciplines, particularly in the sciences, which by widening the total area of advanced study has produced an enormous number of specialists whose particular interests are precisely defined. These people would work in some isolation if they were not able to keep in touch with similar isolated groups in other countries.
Frequently these specialisations lie in areas where very rapid developments are taking place, and also where the re- search needed for developments is extremely costly and takes a long time. It is precisely in these areas that the advantages of collaboration and sharing of expertise appear most evident. Associated with this is the growth of specialist periodicals, which enable scholars to become aware of what is happening in different centres of research and to meet each other in con- ferences and symposia. Form. these meetings come the personal relationships which are at the bottom of almost all formalised schemes of cooperation, and provide them with their most satisfactory stimulus.
But as the specialisations have increased in number and narrowed in range, there has been an opposite movement to- wards interdisciplinary studies. These owe much to the belief that one cannot properly investigate the incredibly complex problems thrown up by the modern world, and by recent advances in our knowledge along the narrow front of a single discipline. This trend has led to a great deal of academic contact between disciplines, and a far greater emphasis on the pooling of specialist knowledge, reflected in the broad subjects chosen in many international conferences.
What, in the writer's opinion, happens to a scholar who shares his ideas with his colleagues？
微信支付 
支付宝支付