Japan car navigation industry case-Group 6

合集下载

ACF不良原因

Note PC, Cellular Phone
LCD
PWB
Driver IC
ACF COF
Excellent flexibility Fine Pitch Capability
ACF
Confidential
ANISOLM ANISOLM
Connection Connection mechanism mechanism by by ACF ACF
High temp. and pressure
Spring Back现象发生导致De-lamination发生，并且导电粒子被完全压碎从而使压接信赖性变差 Heat and pressure Too much heat and pressure Repulsion force
TCP Substrate
Storage term Before opened (6)month after manufacturing(when stored at the temperature lower than 5 degrees C) After opened one month after manufacturing(when stored at <25 degrees C/<70%RH)
H’
+
1+
40 400+2+0.255(18+40)/2=42
ANISOLM ANISOLM
Conductive Particle in Interconnection between PWB and TCP
Electrode on TCP Ni Particle
Electrode on PWB SEM Image SEM Image

汽车发展历史的有关介绍英语作文

汽车发展历史的有关介绍英语作文The Amazing History of CarsHave you ever wondered how cars were invented and how they have changed over time? Cars are such an important part of our lives today, but there was a time when they didn't exist at all! The history of cars is a fascinating story of human creativity, problem-solving, and technological progress. Let me take you on a journey through the amazing history of these fantastic machines!In the Beginning: The First CarsA long, long time ago, people had to travel by walking, riding horses or horse-drawn carriages. It was slow and difficult to go long distances. In the late 1700s, some clever inventors started experimenting with steam-powered vehicles, but these early "cars" were big, heavy, and impractical.Then, in the 1880s, a German inventor named Gottlieb Daimler and a French inventor named René Panhard separately created the first modern gasoline-powered automobiles. These early cars looked like horse carriages without the horses! They had a gasoline engine, wheels, and a steering wheel. Eventhough they were small and slow, they marked the beginning of the automobile age.The Rise of the Automobile IndustryAs cars became more popular in the early 1900s, clever businessmen saw an opportunity. Henry Ford, an American inventor, realized that cars could be made more affordable if they were mass-produced in factories. In 1908, he introduced the famous Model T, which was simple, reliable, and relatively cheap.Ford's assembly line production methods made cars accessible to ordinary people for the first time. More and more companies started manufacturing cars, and by the 1920s, the automobile industry was booming!Cars Get Bigger, Faster, and More StylishIn the early days, cars were basic and utilitarian. But as technology advanced and people's tastes changed, cars became bigger, faster, and more stylish. In the 1930s and 1940s, companies like General Motors, Chrysler, and Ford started designing cars with sleek, aerodynamic bodies and powerful engines.The 1950s saw the rise of iconic American cars like the Chevrolet Bel Air, Ford Thunderbird, and Cadillac Eldorado.These cars were big, flashy, and packed with features like power steering, automatic transmissions, and air conditioning. The 1960s brought even more exciting designs, like the Ford Mustang and Chevrolet Camaro, which appealed to younger drivers.The Global Automobile IndustryWhile American companies dominated the early years of the automobile industry, other countries soon caught up. In the 1970s and 1980s, Japanese companies like Toyota, Honda, and Nissan became major players, offering reliable and fuel-efficient cars.Today, the automobile industry is truly global, with major companies from the United States, Europe, Japan, South Korea, and even China. Cars have become smaller, more fuel-efficient, and packed with advanced technology like navigation systems, backup cameras, and even self-driving features!The Future of CarsThe history of cars is an incredible story of human ingenuity and progress. But what does the future hold? Many experts believe that electric cars and self-driving vehicles will become increasingly common in the years to come. Some even envision aworld where personal car ownership is no longer necessary, and we'll summon self-driving cars on demand using our smartphones!No matter what the future brings, one thing is certain: the automobile has forever changed the way we live, work, and travel. From those early horseless carriages to the high-tech marvels of today, cars have taken us on an amazing journey over the past century. Who knows what exciting innovations await us in the next chapter of this remarkable story?。

三十六计-抛砖引玉

17th： throw a sprat to catch a whale
4. Using & Case-War
Listen to the scout report has twisted Hou Porter into the mountain, asked the woodman had no army protection. And they said, by twos and threes import, no soldiers to follow. Hank immediately decorate people, to be "woodcutter" carrying firewood out machine, surprise attack, did well, caught more than 30 "lumberjack", won a lot of firewood. For several days, and no small harvest. See have good prospects of gain, more and more Chinese soldiers out of the city to plunder firewood cutter. When the king saw the enemy has swallowed the bait, they decided to quickly catch the big fish. The sixth day, as the soldiers twisted country out looting as a few days ago, "he" saw cutter forces and to plunder, frighten dead to escape, a Chinese soldiers chasing, ambush imperceptibly into the Chu army. I saw four ambush, kill loudly, ground troops where resist live, hurriedly retreat, another attack off the road, numerous casualties. The king at this time to lay siege, Hou know Zhongji, has been unable to resist, had to surrender.

FURUNO NBDP TERMINAL DP-6 安装说明书

RINSTALLATION MANUAL NBDP TERMINAL DP-6SAFETY INSTRUCTIONS (i)1. System Configuration (1)2. Equipment Lists (2)3. Mounting (7)4. Wiring (9)5. Initial Settings (10)Outline Drawing....................................................D-1 Interconnection Diagram.....................................S-1 Schematic Diagram..............................................S-2NISHINOMIYA, JAPAND : M A Y 31, 19999-52, A s h i h a r a -c h o ,N i s h i n o m i y a , J a p a n T e l e p h o n e : 0798-65-2111T e l e f a x : 0798-65-4200A l l r i g h t s r e s e r v e d.Printed in JapanP U B. N o. I M E -56100-DD P -6(T E N I )c"WARNING" and "CAUTION" notices appear throughout this manual. It is the responsibil-ity of the installer of the equipment to read, understand and follow these notices. If you have any questions regarding these safety instructions, please contact a FURUNO agent or dealer.The level of risk appearing in the notices is defined as follows:iii1. System Configuration12. Equipment ListsStandard SetemaN e p yT y t Q)g k(s s aM s k r ameR1t i nUn i aM6-PD15.42t i nUl a n i mr e T185-B I10.6s l a i r e t am.t s n I/we e S(05110-61PC4e g a p a).3n o i t a l l a t s n Is l a i r e t aM00470-50PC1.3e g a pe e SOptional EquipmentemaN e p yT)g k(s s aM s k r ameR1r e t n i r P015-PP6.3n o i t a l l a t s n I/we g a pe e S(s l a i r e t amb4s e i r o s s e c cAd n a).e e S(00100-61PFe g a p5).2r e i f i t c eR26-RP0.3s n i amCAr o F234564b3. MountingMounting GuidelinesThe main unit and terminal unit are designed for tabletop mounting.They may be installed almost anywhere provided the location satis-fies the following conditions:¡The ambient temperature range is -15 to +55;.¡For the terminal unit, select a place where the keyboard can beeasily operated while viewing the display screen.¡Locate the units a sufficient distance from air conditioners, heatsources and ventilation fans.¡Water splash will most assuredly harm the sensitive componentsinside the units. Keep the units away from areas subject to watersplash or water spray.¡Select a place where vibration is minimal.¡Leave enough space around the sides and rear of the units to per-mit checking and maintenance and to allow for circulation of cool-ing air.¡Keep the units out of direct sunlight.¡Keep the units away from magnetic fields (telephone, refrigerator,compass, etc.)Main UnitFix the unit with four tapping screws, referring to the outline drawingon page D-1.Leave at least 100 mm at the sides and at least 150 mm at the rear topermit easy checking and maintenance.Terminal Unit1. Fix the hanger to the table with four tapping screws, referring to outline drawing on page D-2.2. Attach connectors to bottom panel. (See next page)3. Set the terminal unit to the hanger with two knobs.4. Adjust the display screen so it can be easily viewed and tighten knobs.Leave at least 80 mm at the sides and rear to permit the checking and maintenance.Keyboard1. Attach the four “hook loop fasteners 3” (small ones) to the bottom of the keyboard.2. Attach the four “hook loop fasteners 4” (large ones) to the “hook loop fasteners 3” attached to the keyboard bottom.3. Remove seals from the “hook loop fasteners 4”.4. Set the keyboard on the mounting location and press down firmly.PrinterFix the printer to mounting location with two printer fixtures (sup-plied).380204-φ 6.5Fixing holesMounting Fixture(2)CP16-00502(96)37628020042.5405425Mounting Fixture(1)CP16-005014. WiringSSB Radiotelephone DSC TerminalNavigation device *1*1Main UnitCopper strapfor grounging24VDC*2*1 : Attach connectors in field.*2 : Attach connectors before fixing the terminal unit to the hanger.5. Initial SettingAnswerback Code & ID CodeEnter vessel’s answerback code and ID code as follows.Answerback CodeProcedure1. Press function key F5 and then the [5] key. The display shouldlook something like below.Answerback Code Entry Screen2. Enter vessel’s answerback code (max. 20 characters, includingspaces). Press the ENTER key. The prompt OK/CANCEL asksfor verification of data. If correct, press the ENTER key again.ExampleMessage for confirmation of code entered3. For final verification of the data, the above CAUTION appears. If correct, press the ENTER key again.NOTE: Form of answerback depends on coast statiton. Some re-quest ship name and/or callsingn.ID CodeProcedure1. Press function key F5 and then the [6], [7], [8] or [9] key to enter the Group ID Code (4 or 5 digits), Group ID Code (9 digits), Se-lect ID Code (4/5 digits) or Select ID Code (9 digits), respectively.ID Code Screen2. Enter group ID or select ID. Then, press the ENTER key. A prompt asks for verification of data. If correct, press the ENTER key. ExampleMessage for confirmation of code entered3. For final verification of the data, the above CAUTION appears. If correct, press the ENTER key again.Note: Application software of DP-6 is already installed in the unit. The floppy disk programed in the accessores is for backup.System SettingsPress function key F6 to display the System screen.ProcedureTo change settings, press the [] key to display change (on the Setup line) in inverse video. Press the [] key to select item, then press the[] or [] key to select option.(“Default” on the Setup line is for factory use.)Menu DescriptionSetupLock/unlocks settings.Slave DelaySets the length of the slave delay timing in the ARQ mode, between 0 - 50 msec.BK Timing Pre ToneSets the timing for the leading edge of the BK signal in the ARQ mode. Post Tone Sets the timing for the trailing edge of theBK signal.Mute Timing Pre BK Sets the timing for the leading edge of themute signal in the ARQ mode.Post BK Sets the timing for the trailing edge of themute signal.NOTE: For further details about BK timing and mute timing, see page 14.Modem Output Level Adjusts output signal from the modem, be-tween -30 and +10 dBm. Refer to operation’smanual of radiotelephone connected. WithFURUNO radiotelephone, the default set-ting is available.MIF CommandTune*With FURUNO transmitter connected, ONsends antenna coupler tuning command. Freeze*With FURUNO radio equipment connected,ON sends “freeze” command to disable con-trols of radio equipment.AGC*Turn on for radio equipment which supportsAGC command in the MIF format, so thatthe gain is automatically controlled in thetelex mode.Emission*ON sends EM (emission) command to ra-diotelephone.TX/RX MSG Save An outgoing or incoming message can besaved automatically to a floppy disk.Edit before Sending OFF: Transmits keying operation one byone.ON:Transmits message only when theENTER key is pressed.*: These commands are available according to a model connected.INFORMATION RECEIVING STATION TMINGRX MUTE Signal to Transceiver TX KEY Signal to Transceiver Signal SequenceMUTE ONBK OFFBK OFF MUTE OFF BK ONMUTE OFF 5:SLAVE DELAY 3:BK TIMING PRE TONE 4:BK TIMING POST TONE 1:MUTE TIMING PRE BK 2:MUTE TIMING POST BKTiming values depend on the transceiver connected. Therefore some trial and error may be necessary to find suitable values.Default values are for FURUNO SSB Radiotelephone model FS-1500or FS-1562.Setting of TimingTiming (msec)FS-5000 series FS-8000 series FS-1562FS-1500 series FS-1502FS-1552RC-258RC-508RC-808RC-1208Slave DelayBK Timing PretonePost ToneMUTE Timing Pre BKPost BK5 msec 10 msec 0 msec 0 msec 0 msec 5050100055000DP-6MIF AGCSystem settingof eachequipment RemarksON (FS-1562 : OFF)9982 / 1(FS-5000/8000)OFF 9934 / 1 (FS-1502)9904 / 09905 / 19906 / 10ms (FS-1552)OFF none。

ACF不良分析

Storage term Before opened (6)month after manufacturing(when stored at the temperature lower than 5 degrees C) After opened one month after manufacturing(when stored at <25 degrees C/<70%RH)
ANISOLM ANISOLM
June.2004
Hale Waihona Puke ACF使用注意及常见不良分析
Hitachi Chemical Co., Ltd.
Advanced InterConnect Material B.U. 1150 Goshomiya Shimodate 308-8524 Japan Phone:+81-296-20-2471 Fax:+81-296-28-1305
Driver IC Features
LCD
TCP
ACF PWB
Established infrastructure Easy inspection
<8 inch(Car Navigation, Camcorder, Cellular Phone
Driver IC
LCD
ACF
FPC
Low cost Flexibility in module design
Bonding time(s)
Confidential
(%)
OK
Reactivity
ANISOLM ANISOLM
Storage procedure of Anisolm(1) Storage procedure of Anisolm(1)

Case_report-Group12

Can Delta create a very different cost structure and a new business model to compete with JetBlue?
How to predict future salaries of Delta and JetBlue?
Case Report
Delta’s New Song
By Group 12
2011/3/29
Contents
1.Background
2.Main issue
3.Problems
4.Analysis
1)High-low for Delta
2)Simple Regression for Delta
3)Multiple Regression for Delta
Main issue
How can Delta create adifferent cost structure andbusiness model in order to succeed in the low-cost carrier market?
Problems
Delta is in a position of evaluating entry into the low-cost carrier market. The success of Delta’s Song depends on the following issues:
Standard deviation
Intercept
-682.643
282.6033
X Variable 1
0.551693
0.079698
Salary=0.5517×available ton miles-682.64

NMEA 0183 manufacturer codes

National Marine Electronics AssociationApproved 0183 Manufacturer's Mnemonic CodesAs of March 14, 20113SN 3-S NAVIGATIONAAR ASIAN AMERICAN RESOURCESACE AUTO-COMM ENGINEERING CORP.ACR ACR ELECTRONICS, INC.ACS ARCO SOLAR, INC.ACT ADVANCED CONTROL TECHNOLOGYADI ADITELAGI AIRGUIDE INSTRUMENT CO.AHA AUTOHELM OF AMERICAAIP AIPHONE CORP.ALD ALDEN ELECTRONICS, INC.AMC ALLTEK MARINE ELECTRONICS CORP.AMI ADVANCED MARINE INSTRUMENTATION, LTD.AMR AMR SYSTEMSAMT AIRMAR TECHNOLOGYAND ANDREW CORPORATIONANS ANTENNA SPECIALISTSANX ANALYTYX ELECTRONIC SYSTEMSANZ ANSCHUTZ OF AMERICAAPC APELCOAPN AMERICAN PIONEER, INC.APW AUTOMATIC POWER, INC. / PHAROS MARINEAPX AMPEREX, INC.AQC AQUA-CHEM, INC.AQD AQUADYNAMICS, INC.AQM AQUA METER INSTRUMENT CO.ARL ACTIVE RESEARCH LIMITEDASH ASHTECHASP AMERICAN SOLAR POWERATC ADVANCED C TECHNOLOGY, LTDATE AETNA ENGINEERINGATM ATLANTIC MARKETING COMPANYATR AIRTRONATV ACTIVATION, INC.AVN ADVANCED NAVIGATION, INC.AWA AWA NEW ZEALAND, LTD.AXN AXIOM NAVIGATION, INC.BBG BBG INCORPORATEDBBL BBL INDUSTRIES, INC.BBR BBR AND ASSOCIATESBDV BRISSON DEVELOPMENT, INC.BEC BOAT ELECTRIC CO.BFA BLUEFLOW AMERICASBGG BODENSEE GRAAVITYMETER GEOSYSTEMS GmbH BGS BARRINGER GEOSERVICEBGT BROOKES AND GATEHOUSE, INC.BHE BH ELECTRONICSBHR BAHR TECHNOLOGIES, INC.BLB BAY LABORATORIESBMC BMCBME BARTEL MARINE ELECTRONICSBMT BOSCH REXROTH AG MARINE TECHNIQUEBNI NEIL BROWN INST. SYSTEMSBNS BOWDITCH NAVIGATION SYSTEMSBRM MEL BARR COMPANYBRO BROADGATE, LTDBRY BYRD INDUSTRIESBTH BENTHOS, INC.BTK BALTEK CORP.BTS BOAT SENTRY, INC.BVE BV ENGINEERINGBXA BENDIX-AVALEX, INC.CAI CAMBRIDGE AERO INSTRUMENTSCAT CATELCBN CYBERNET MARINE PRODUCTSCCA COPAL CORP OF AMERICACCC COASTEL COMMUNICATIONS CO.CCL COASTAL CLIMATE COMPANYCCM COASTAL COMMUNICATIONSCDC CORDIC COMPANYCEC CECO COMMUNICATONS, INC.CEI CAMBRIDGE ENGINEERING, INC.CHI CHARLES INDUSTRIES, LTD.CIN CANADIAN AUTOMOTIVE INSTRUMENTSCKM CINKEL MARINE ELECTRONICSCMA SOC. NOUVELLE D'EQUIP. CALVADOSCMC COE MANUFACTURING CO.CME CUSHMAN ELECTRONICS, INC.CML CML MICROSYSTEMS, PLCCMN COMNAV MARINE, LTD.CMP C-MAP, s.r.l.CMS COASTAL MARINE SALES CO.CMV COURSEMASTER USA, INC.CNI CONTINENTAL INSTRUMENTSCNS C.N.S. SYSTEMS ABCNV COASTAL NAVIGATORCNX CYNEX MANUFACTURING CO.CPL COMPUTROL, INC.CPN COMPUNAVCPS COLUMBUS POSITIONING, LTDCPT CPT, INC.CRE CRYSTAL ELECTRONICS, LTDCRO THE CARO GROUPCRY CRYSTEK CRYSTALS CORP.CSI COMMUNICATION SYSTEMS INTLCSM COMSAT MARITIME SERVICESCSR CSR STOCKHOLMCST CAST, INC.CSV COMBINED SERVICESCTA CURRENT ALTERNATIVESCTB CETEC BENMARCTC CELL-TECH COMMUNICATIONSCTE CASTLE ELECTRONICSCTL C-TECH, LTD.CTS C-TECH SYSTEMSCUS CUSTOMWARECWD CUBIC WESTERN DATACWV CELWAVE R.F., INC.CYZ cYz, INCORPORATEDDAS DASSAULT SERCEL NAVIGATION-POSITIONING DBM DEEP BLUE MARINEDCC DOLPHIN COMPONENTS CORP.DEB DEBEG GMBHDEC DECCA DIVISION, LITTON MARINE SYSTEMS, BV DFI DEFENDER INDUSTRIES, INC.DGC DIGICOURSE, INC.DME DELORMEDMI DATAMARINE INTERNATIONALDNS DORNIER SYSTEM GMBHDNT DEL NORTE TECHNOLOGY, INC.DOI DIGITAL OACEANS INC.DPS DANAPLUS, INC.DRL R.L.DRAKE COMPANYDSC DYNASCAN CORP.DTN DYTECHNA, LTDDYN DYNAMOTE CORPORATIONDYT DYTEK LABORATORIES, INC.EAN EURO AVIONICS NAVIGATIONSSYSTEME GmbH EBC EMERGENCY BEACON CORP.ECT ECHOTEC, INC.EDO EDO CORPORATION ELECTROACOUSTICS DIV. EEV EEV, INC.EFC EFCOM COMMUNICATION SYSTEMSEKC EASTMAN KODAKELA ALLIED SIGNAL ELAC NAUTIKELD ELECTRONIC DEVICES, INC.ELM ELMAN s.r.lEMC ELECTRIC MOTION COMPANYEMS ELECTRO MARINE SYSTEMS, INC.ENA ENERGY ANALYSTS, INC.ENC ENCRON, INC.EPM EPSCO MARINEEPT EASTPRINT, INC.ERC THE ERICSSON CORPORATIONESA EUROPEAN SPACE AGENCYESC ELECTRONICS EMPORIUM, DIVISION OF ESC PRODUCTSESY E-SYSTEMS, ECI DIVISIONFDN FLUIDDYNEFEC FURUNO ELECTRIC CO.FHE FISH HAWK ELECTRONICSFJN JON FLUKE CO.FLA FLARM TECHNOLGY GMBH (SWITZERLAND)FLO FLOSCAN INCORPORATEDFMM FIRST MATE MARINE AUTOPILOTSFMS FUGRO SEASTAR AS (MARINESTAR)FNT FRANKLIN NET AND TWINE, LTDFRC THE FREDERICKS COMPANYFST FASTRAX OYFTG T.G.FARIA CORPORATIONFUJ FUJITSU TEN CORPORATION OF AMERICAFUR FURUNO USA, INC.GAM GRE AMERICA, INC.GCA GULF CELLULAR ASSOCIATESGEC GEC PLESSEY SEMICONDUCTORSGES GEOSTAR CORPORATIONGFC GRAPHIC CONTROLS, CORP.GFV GFV MARINE LTD.GIS GALAX INTEGRATED SYSTEMSGNV GEONAV INTERNATIONALGPI GLOBAL POSITIONING INSTRUMENT CORP.GPP GEO++ GmbHGPR GLOBAL POSITIONING SYSTEM JOINT PROGRAM OFFICE (ROCKWELL COLLINS) GRM GARMIN CORPORATIONGSC GOLD STAR COMPAPNY, LTDGTI GENESIS TECHNOLOGY INTERNATIONAL LTDGTO GRO ELECTRONICSGVE GUEST CORPORATIONGVT GREAT VALLEY TECHNOLOGYHAI HYDRAGRAPHIC ASSOCIATES, LTDHAL HAL COMMUNICATIONS CORP.HAR HARRIS CORPORATIONHHS HYDEL HELLAS SKALTSARIS LTD (SHANGHAI)HIG HY-GAINHIL PHILIPS NAVIGATION A/SHIT HI-TECHMS HYDE MARINE SYSTEMS, INC.HPK HEWLETT-PACKARDHRC HARCO MANUFACTURING CO.HRT HART SYSTEMS, INC.HTI HEART INTERFACE, INC.HUL HULL ELECTRONICS COMPANYHWM HONEYWELL MARINE SYSTEMSIBM IBM MICROELECTRONICSICO ICOM OF AMERICA, INC.ICG INITIATIVE COMPUTING USA, INC. INITIATIVE COMPUTING AG IDS ICAN MARINE (CANADA)IFD INTERNATIONAL FISHING DEVICESIFI INSTRUMENTS FOR INDUSTRYIME IMPERIAL MARINE EQUIPMENTIMI INTERNATIONAL MARINE INSTRUMENTSIMM ITT MACKAY MARINEIMP IMPULSE MANUFACTURING, INC.IMR IDEAL TECHNOLOGIES INCIMT INTERNATIONAL MARKETING AND TRADING, INC.INM INMAR ELECTRONIC AND SALESINT INTECH, INC.IRT INTERA TECHNOLOGIES, LTDIST INNERSPACE TECHNOLOGY, INC.ITM INTERMARINE ELECTRONICS, INC.ITR ITERA, LTDIWW INLAND WATERWAYS (GERMANY)JAN JAN CRYSTALSJAS JASCO RESEARCH LTD.JFR RAY JEFFERSONJMT JAPAN MARINE TELECOMMUNICATIONSJPI J.P. INSTRUMENTSJRC JAPAN RADIO COMPANY, LTDJRI J-R INDUSTRIES, INC.JTC J-TECH ASSOCIATES, INC.JTR JOTRON RADIOSEARCH, LTDKBE KB ELECTRONICS, LTDKBM KENNEBEC MARINE COMPANYKEL KNUDSEN ENGINEERING, LTDKHU KELVIN HUGHES LTDKLA KLEIN ASSOCIATES, INC.KME KYUSHU MATSUSHITA ELECTRICKMR KING MARINE RADIO CORP.KNC KONGSBERG NORCONTROLSKNG KING RADIO CORPORATIONKOD KODEN ELECTRONICS CO., LTDKRP KRUPP INTERNATIONAL, INC.KST KONGSBERG SEATEX ASKVH KVH COMPANYKYI KYOCERA INTERNATIONAL, INC.L3A L3 COMMUNICATIONS RECORDERS DIVISION LAT LATITUDE CORPORATIONL3I L-3 INTERSTATE ELECTRONICS COPORATION LCI LASERCRAFT INC.LEC LORAIN ELECTRONICS CORPLEI LEICA GEOSYSTEMS PTY LTD.LIT LITTON LASER SYSTEMSLMM LAMARCHE MANUFACTURING CO.LRD LORADLSE LITTLEMORE SCIENTIFIC ENG.LSP LASER PLOT, INC.LST LITE SYSTEMS ENGINEERINGLTF LITTLEFUSE, INC.LTI LASER TECHNOLOGY, INC.LWR LOWRANCE ELECTRONICS CORP.MCA CANADIAN MARCONI COMPANYMCI MATSUSHITA COMMUNICATIONSMCL MICROLOGIC, INC.MDL MEDALLION INSTRUMENTS, INC.MDS MARINE DATA SYSTEMSMEC MARINE ENGINE CENTER, INC.MEG MARITEC ENGINEERING G.m.b.H.MES MARINE ELECTRONICS SERV. INC.MEW MATSUSHITA ELECTRIC WORKSMFR MODERN PRODUCTS, LTDMFW FRANK W. MURPHY MFG.MGN MAGELLEN SYSTEMS CORP.MGS MG ELECTRONIC SALES CORP.MIE MIECO, INC.MIM MARCONI INTERNATIONAL MARINEMLE MARTHA LAKE ELECTRONICSMLN MATLIN COMPANYMLP MARLIN PRODUCTSMLT MILLER TECHNOLOGIESMMB MARSH-MCBIRNEY, INC.MME MARKS MARINE ENGINEERINGMMP METAL MARINE PILOT, INC.MMS MARS MARINE SYSTEMSMMT MICRO MODULAR TECHNOLOGIESMNI MICRO-NOW INSTRUMENT CO.MNT MARINE TECHNOLOGYMNX MARINEXMOT MOTOROLA COMMUNICATIONS & ELECTRONICS MPI MEGAPULSE, INC.MPN MEMPHIS NET AND TWINE CO.MQS MARQUIS INDUSTRIES, INC.MRC MARINECOMP, INC.MRE MORAD ELECTRONICS CORP.MRP MOORING PRODUCTS OF NEW ENGLANDMRR II MORROW, INC.MRS MARINE RADIO SERVICEMSB MITSUBISHI ELECTRIC CO., LTDMSF MICROSOFT CORPORATIONMSE MASTER ELECTRONICSMSM MASTER MARINER, INC.MST MESOTECH SYSTEMS, LTDMTA MARINE TECHNICAL ASSOCIATESMTD MARITEL DATA SERVICESMTG MARINE TECHNICAL ASSISTANCE GROUPMTI MOBILE TELESYSTEMS, INC.MTK MARTECH, INC.MTR MITRE CORPORATION, THEMTS METS, INC.MUR MURATA ERIE NORTH AMERICAMVX MAGNAVOX ADVANCED PRODUCTS AND SYSTEMS CO. MXS MAXSEA INTERNATIONALMXX MAXXIMA MARINENAT NAUTECH, LTDNAU NAUTICALLNAV NAVTEC, INCORPORATEDNCT NAVCOM TECHNOLOGY, INC.NEF NEW ENGLAND FISHING GEARNGS NAVIGATION SCIENCES, INC.NMR NEWMARNOM NAV-COM, INC.NOR NORTECH SURVEYS (CANADA)NOV NovAtel COMMUNICATIONS, LTDNSL NAVITRON SYSTEMS LTDNSM NORTHSTAR MARINENTI NORTHSTAR TECHNOLOGIES, INC.NTK NOVATECH DESIGNS, LTDNTS NAVTECH SYSTEMSNUT NAUTITECH PTY, LTDNVC NAVICONVO NAVIONICS, s.p.a.NVS NAVSTARNVT NOVARIANT, INCNWC NAVAL WARFARE CENTEROAR O.A.R. CORPORATIONODE OCEAN DATA EQUIPMENT CORP.ODN ODIN ELECTRONICS, INC.OHB OHB SYSTEMSOIN OCEAN INSTRUMENTS, INC.OKI OKI ELECTRIC INDUSTRY CO.OLY NAVSTAR, LTD (POLYTECHNIC ELECTRONICS)OMN OMNETICSOMT OMNITECH ASORB ORBCOMMORE OCEAN RESEARCHOSI OFFSHORE SYSTEMS INTL.OSL OFFSHORE SYSTEMS, LTD.OTK OCEAN TECHNOLOGYPCE PACEPCM pSEA MARINE SYSTEMSPDM PRODELCO MARINE SYSTEMSPLA PLATH,C.DIV OF LITTONPLI PILOT INSTRUMENTSPMI PERNICKA MARINE INSTRUMENTS PMP PACIFIC MARINE PRODUCTSPNI PNI SENSORS INCPNL POINTS NORTH, LTDPRK PERKO, INC.PSM PEARCE-SIMPSONPST POINTSTAR A/SPTC PETRO-COMPTG P.T.I./GUESTPTH PATHCOM, INC.QWE QWERTY ELEKTRONIK ABQ2N QQN NAVIGATION ABRAC RACAL MARINE, INC.RAE RCA ASTRO-ELECTRONICSRAY RAYTHEON MARINE COMPANYRCA RCA SERVICE COMPANYRCH ROACH ENGINEERINGRCI ROCHESTER INSTRUMENTS, INC.RDC USCG R&D CENTERRDI RADAR DEVICESRDM RAY-DAR MANUFACTURING CO.REC ROSS ENGINEERING CO.RFP ROLFITE PRODUCTS, INC.RGC RCA GLOBAL COMMUNICATIONSRGL RIEGL LASER MEASUREMENT SYSTEMS RGY REGENCY ELECTRONICS, INC.RHO RHOTHETA ELEKTRONIK GmbHRLK REELEKTRONIKA.NLRME RACAL MARINE ELECTRONICSRMR RCA MISSILE AND RADARRSL ROSS LABORATORIES, INC.RSM ROBERTSON-SHIPMATE, USARTH PARTHUSRTN ROBERTSON TRITECH NYASKAIENRWI ROCKWELL INTERNATIONALSAA SATRONIKA SLSAE STN ATLAS ELEKTRONIC GmbHSAF SAFEmineSAI SAIT, INC.SAJ SAJ INSTRUMENT ABSAM SAM ELECTRONICS GmbHSAL CONSILIUM MARINE ABSAP SYSTEMS ENGINEERING & ASSESSMENT, LTD SAT SATLOCSBR SEA-BIRD ELECTRONICS, INC.SCL SOKKIA COMPANY, LTDSCO SIMOCO TELECOMMUNICATIONS LTDSCR SIGNALCRAFTERS, INC.SEA SEA, INC.SEC SERCEL ELECTRONICS OF CANADASEP STEEL AND ENGINE PRODUCTSSER SERCEL FRANCESFN SEAFARER NAVIGATION INT'L,SGC SGC, INC.SGN SIGNAVSHI SHINE MICROSIG SIGNET, INC.SIM SIMRAD, INCSKA SKANTEK CORPORATIONSKP SKIPPER ELECTRONICS A/SSLI STARLINK INCORPORATEDSMD SHIPMODUL CUSTOMWARESME SHAKESPEARE MARINE ELECTRONICSSMF SEATTLE MARINE AND FISHING SUPPLY CO. 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学日语的注意了，超难得的日语百科全书来源：杜东辉的日志这里收录了大量的日本网站.你在线学习日语也好,在线收听日语新闻也好,在线查字典也好,等等吧,几乎全了.为了下次好找:干脆复制到这里吧.日语学习实用网址大集. 和风日语标准日语在线学习/studyol/br.htm新编日语在线学习/studyol/xb.htm日本语初级网络教程（初学者必看）/zskj/1013/japanese.html【-GVNQ]=++ 和风日语更多资源更好服务++|wn&(】日语语法网站http://ws.31rsm.ne.jp/~toolware/dictionary/navigation.html谜语网站http://www.geocities.jp/nazo2club/日本传说(有声)http://www.digital-lib.nttdocomo.co.jp/kikakuten/mukashi/mukashi4/ind ex.htmlALC语言教育出版社http://www.alc.co.jp许多日语读解材料http://language.tiu.ac.jp说话方法商谈室http://www2.plala.or.jp/tngc日语教师个人网页链接http://nihongo-online.jp/links/t-links.htm日文听力FLASH http://www.pref.toyama.jp/sections/1107/sosuikyo/dream/navi.swf日语水平测验网站/jptest/testmain.asp关于“敬语”的网站http://www3.kcn.ne.jp/~jarry/keig/keimn.html商务日语http://ws.31rsm.ne.jp/~toolware/business/business.html関西弁基礎講座/GANSO_hirokun/kouza00.html新闻报纸NHK新闻http://www.nhk.or.jp朝日新闻读卖新闻http://www.yomiuri.co.jp每日新闻产经新闻社http://www.sankei.co.jp共同新闻社http://www.kyodo.co.jp时事通信社http://www.jiji.co.jp在线放送【n K0=++ 和风日语更多资源更好服务++/ ydSmP】和风日语newsol/index.htmNHK每日日语新闻http://www.nhk.or.jp/rj/ram/jp/japanese.ram读卖新闻在线新闻在线收看http://www.yomiuri.co.jp/stream/TBST每日新闻在线收看http://news.tbs.co.jpjetro新闻在线http://www.jetro.go.jp/cstv/青森新闻放送在线收看http://www.rab.co.jp大阪在线新闻收听http://mbs.co.jp/rnewsimpress电视新闻/株式会社E-NEWS http://www.e-news.co.jp/NNN24日本新闻网络/搜索引擎yahoo日文搜索http://www.yahoo.co.jpgoo搜索http://www.goo.ne.jpinfoseek搜索seek.co.jpbekkoame搜索http://www.bekkoame.ne.jplycos搜索http://www.lycos.co.jp网络词典三省堂网络词典goo辞書http://dictionary.goo.ne.jp/infoseekマルチ辞書seek.co.jp/【和风日语更多资源更好服务日汉汉日词典/网上翻译excite中日英韩翻译http://www.excite.co.jp/world/留学信息日本大学索引/htdocs/study/map.htm日本大学/daigaku/日本大学入试情况http://www.yozemi.ac.jp/SCHOOLNAVI /日本留学综合指南http://www.studyjapan.go.jp/ch/index.html日本学生支援機構http://www.jasso.go.jp日本国際教育支援協会http://www.jees.or.jp日本就业信息/carifo/东京外国人雇佣服务中心http://www.tfemploy.go.jp休闲娱乐和风日语（影视动漫音乐）bbs/index.asp?Assort=5日语歌词日语歌词搜索日本旅行http://www.nta.co.jp日本棋院http://www.nihonkiin.or.jp【和*风*日*语更多资源更好服务】科技信息科学技术振兴事业团http://www.jst.go.jp日本信息处理开发协会http://www.jipdec.jp历史文化日本文化/calen/index.htm历史知识搜索http://macao.softvision.co.jp/dbpwww/东京国立博物馆http://www.tnm.jp文学艺术日本文学电子图书馆日本古典文学http://www.osk.3web.ne.jp/~t819kwbt青空文库http://www.aozora.gr.jp儿童电子图书馆http://www.digital-lib.nttdocomo.co.jp/kikakuten/index.html公共图书馆大全http://plng.p.u-tokyo.ac.jp/text/Reference2.html日语图书俱乐部http://www.bookclub.kodansha.co.jp芥川龙之介作品朗读的mp3下载/~hayamimi/roudoku/menu_akuta gawa.html其它实用网址日本法律知识http://list.room.ne.jp/~lawtext/forest/home.html网络邮政信息http://www.post.yusei.go.jp（积分）//-->一个不错的网站~/。

6-Tokyo

/Urban Studies/content/44/8/1465The online version of this article can be found at:DOI: 10.1080/004209807013735112007 44: 1465Urban Stud Paul WaleyRestructuringTokyo-as-World-City: Reassessing the Role of Capital and the State in UrbanPublished by: On behalf of:Urban Studies Journal Limited can be found at:Urban Studies Additional services and information for/cgi/alerts Email Alerts: /subscriptions Subscriptions: /journalsReprints.nav Reprints: /journalsPermissions.nav Permissions:/content/44/8/1465.refs.html Citations:Tokyo-as-World-City:Reassessing the Role of Capital and the State in Urban RestructuringPaul Waley[Paperﬁrst received,October2005;inﬁnal form,October2006]Summary.The world cities literature has been enlivened by debate over the place of Tokyo in a conceptual model that appears to have clear North Atlantic roots.In recent years,it has been suggested that Tokyo is shaped to an unusual degree by interventions by the state.This paper reviews this discussion and argues that the role of capital in Tokyo’s restructuring has been underplayed.The paper places Japan’s capital within a wider context of urban theorising through the use of three conceptual categories:urban governance,the urban terrain and urban life-spaces.It follows the story of the restructuring of Tokyo’s urban terrain and the squeezing of life-spaces,drawing out the ever more substantial role of business corporations in urban development projects,with national government cheer-leading and local government increasingly sidelined.Tokyo as Difﬁcult FitTokyo is on the move again,moving further down the road of corporate-led development and,as it does so,changing with bewildering rapidity.All around the city,but principally in central areas,new skyscrapers are appearing—like bamboo shoots after the rain,as the Japanese expression has it.The pace and intensity of this latest round of urban restructuring have puzzled observers and left them breathless(Funo,2003).How can a country whose economy is only now recovering after years of stagnation generate this level of urban construction?And in broader terms,how should we understand urban change in Japan’s capital?What are the paradigms,or the categories,that might help us to make sense of this vertiginous speed of change?Until quite recently,Tokyo was something of a stranger to urban studies debates. Things began to change as a result of the by-now longstanding and fruitful discussion precipitated by John Friedmann’s original 1986proposition on the nature of world cities.Friedmann clearly placed Tokyo in theﬁrst tier of an echelon of world cities, which he characterised as being“major sites for the concentration and accumulation of international capital”(Friedmann,1986, p.73).He did at the same time express reser-vations about the nature of Tokyo’sﬁt.Of the core cities,he wrote,the major exception is Tokyo,where“Japanese business practices and government policy have so far been suc-cessful in preventing foreign capital from making major investments in the city”Urban Studies,Vol.44,No.8,1465–1490,July2007Paul Waley is in the School of Geography,University of Leeds,University Road,Leeds,LS29JT,UK.Fax:01133433308.E-mail: p.t.waley@.Part of the research for this paper was funded through a grant from the Daiwa Foundation.The author would also like to thank Watanabe Kiyomi,of the To¯kyo¯Bo¯sai Kenchiku Machizukuri Senta¯(Tokyo Disaster-prevention and Construction Community-planning Centre),Suzuki Takanori of Taito¯Ward Ofﬁce,Suzuki Kenji of Minato Ward Ofﬁce,and Kawabata Naoshi.All Japanese names are given in the usual Japanese order,with the family nameﬁrst.0042-0980Print/1360-063X Online/07/081465–26#2007The Editors of Urban StudiesDOI:10.1080/00420980701373511(Friedmann,1986,p.75).This sense of unease about the degree of Tokyo’sﬁt is reﬂected in the work of Saskia Sassen.She too acknowl-edges the“government’s strong role”(Sassen,2001a,p.279)and she points to further areas of divergence(p.278).This hesitation on the part of two leading proponents of world city theorising has been seized upon by a number of writers in the past few years.The critical attack has been led by Richard Childs Hill and June Woo Kim.Tokyo,they argue,ascentre of the world’s second-largest national economy and the world’s largest urban agglomeration,departs from the world city paradigm on most salient dimen-sions(Hill and Kim,2000,p.2168).The brunt of their argument is that both Fried-mann and Sassen have seriously underplayed the role of the state in shaping the capital cities of Japan and Korea.Hill and Kim’s paper has set a pattern for the expression of critical doubts on the appropriateness of Tokyo’s insertion into a schema that is seen as being Western-inspired.Their arguments carry conviction,as do those of White (1998)and Saito¯(2003),but I will contend here in this paper that,in emphasising the role of the state in the construction of Tokyo as a world city,the fundamental role of capital has been obscured.I do not take issue here with the notion that Tokyo is a world city,by whatever deﬁnition one might choose.Equally,it would be hard to dispute the contention that it is a different sort of world city from New York or London. To put it crudely(but not inaccurately), Tokyo has many fewer foreigners and many more factories than do either London or New York(Hill and Kim,2000).Global capital is not a major factor;the dominant presence in Tokyo is that of transnational Japa-nese corporations(Douglass,1988).Yet this should neither obscure differences between London and New York(which are important but do not concern us here)nor should it suggest a bi-polar conceptual world.Tokyo may in certain respects suggest areas of con-ceptual similarity to Shanghai or Paris and in others to Berlin or Singapore.Speed and tra-jectories of change depend on starting-points, which differ one from another(Harloe,1996; Brenner and Theodore,2002).At the centre of this paper lies a simple argument,that capital(Japanese,not global) plays a more important role in urban restruc-turing in Tokyo(and by extension in other large Japanese cities)than it has been given credit for.In making this claim,I am arguing concurrently that the state has,over the past two decades or so,withdrawn to a more strategic position,leaving centre stage to business corporations.However,to say that capital(in the form of corporate interests) is important in the context of Tokyo means neither that the state is totally absent nor that the city is prey to a process of global conver-gence,if for no other reason than that the cor-porations that dominate urban restructuring in Tokyo are predominantly Japanese in owner-ship and management.This claim for greater centrality for capital in urban restructuring rests on a distinction that has not always been tightly drawn between urban and indus-trial policy.The former,I would argue,exists within a weak planning framework and has historically failed to deliver(Sorensen, 2002).The latter formed the linchpin of economic growth in the post-war era and made of Japan the prototypical developmental state.In this paper,I begin by sketching out a simple conceptual framework that sets urban restructuring in Tokyo in the context of the lit-erature on urban change in Europe,in an attempt to draw up a more sophisticated theor-etical understanding of Tokyo’s proximity to (or distance from)other cities.I propose three conceptual headings under which to refract ideas about urban change in European cities and in Tokyo—urban governance,the urban terrain and urban life-spaces—andﬁnd considerable overlap in the positions taken by writers on urban Europe and Japan. Urban governance is here used to signify a conceptual space for debate about how cities are run;this is the conceptual space in which the arguments advanced here are situated. The urban terrain refers to the physical1466PAUL WALEYspaces that are subject to development and restructuring;the term provides a conceptual frame for the substantive sections of this paper,which discuss urban restructuring in Tokyoﬁrst on a regional scale,then on an intermediate or‘compound’scale of restruc-turing and,ﬁnally,on a local,neighbourhood scale.Attention is focused on the intermediate scale,that of urban development projects (UDPs)covering between about10and30 hectares;at this scale,we see most clearly the shifting roles of state and capital in urban restructuring,the state stepping back into a supervisory role as corporate developers rewrite the urban terrain.The developers,I argue in this section,are involved in a process of reticulation and articulation, fencing off and tacking on,to exploitﬂoor-area rules to the maximum.While urban spaces are lived at a variety of scales,the pre-ponderant spaces of everyday life are those of the family,neighbourhood and community, and for most people these are proximate if not always coterminous.It is at this neigh-bourhood level,in the spaces of everyday life,that the prestige projects of clustered skyscrapers give rise to tensions,as city centre functions spill over into contiguous inner-city areas.In the latter part of this paper,I discuss brieﬂy some of the tactics used by local governments to arrest corporate encroachment and identify a few of the pol-icies that have been employed to protect and bolster local communities.I conclude with some thoughts on the type of world city that Tokyo is and on the nature of state and corpor-ate involvement in the restructuring of Japan’s capital city.Urban Governance,the Urban Terrain and Urban Life-spacesThe paragraphs that follow move Tokyo away from the potential trap of theoretical bi-polarity—Tokyo on one side and the metropolitan West on the other—by relating urban restructuring in the Japanese capital to recent commentaries on urban change in Europe.In particular,they draw attention to a sort of counter-intuitional role reversal,which sees a shifting weight in European narratives towards a recognition of the role of the state(both central and local,depending on the context)as orchestrator of the entrepre-neurial city,while in Japan,in contrast,the argument is made here that the state has been involved in a retreat from a more tangi-ble involvement in urban restructuring and has adopted a more withdrawn role.Urban governance,theﬁrst of the three headings into which this discussion is grouped,refers to an understanding of the nature of leadership in the urban domain.At the heart of discussion of urban change in the past few decades lies the proposition that we have moved from a managerial to an entre-preneurial urban regime and from urban gov-ernment to urban governance(Harvey,1989). While this analysis has become central,it has been taken in various directions with a number of different emphases.For example, Hall and Hubbard have argued thatIt is difﬁcult to assess whether the shift to entrepreneurial modes of governance is supplanting or merely supplementing tra-ditional‘managerial’approaches(Hall and Hubbard,1996,p.155).Differing inﬂections exist on the nature of urban governance,but most writers agree that public–private partnerships(with the weight between the component parts differ-ing)operate at the core of urban restructuring and undertake urban regeneration projects (Hall and Hubbard,1996;MacLeod et al., 2003;Tickell and Peck,1996;Ward,2003). However,a number of qualiﬁcations are apparent.Hall and Hubbard(1996,p.157) write that“the power often attributed to the private sector in urban coalitions is frequently more apparent than real”,while both Harvey (1989)and MacLeod and Ward(2003)have argued that the difﬁculties in forming coalitions of business leaders allow for the emergence of charismatic leaders from the world of business.Central to the entrepreneurial-turn literature (Ward,2003)is the sense of a reduced role for the state,both national and local.Over the past three decades,there has been aTOKYO-AS-WORLD-CITY1467slow erosion of key institutions enshrined in the welfare state and a major crisis in the legitimacy of modernist-inspired urban planning(MacLeod et al.,2003,p.1655). Again,this pivotal aperc¸u has been subjected to a wide range of qualiﬁcations,but most of them tend towards a revision of this argument along two lines.Theﬁrst,outlined by Jessop (1998,p.90),sees a“complex rearticulation of different spatial scales”,with no privileging of any one spatial scale.The second envisages the state as reasserting its authority,still pulling the strings.In the British context, this is understood,not surprisingly perhaps, as being“much less about rolling back the frontiers of the state than a restructuring of the local state apparatus in the interests of the central state”(Hall and Hubbard,1996, p.157).Indeed,Peck and Tickell(2002, p.384)interpret this reassertion of the state’s authority as reﬂecting a chronology in the development of neo-liberalism,from roll-back to roll-out.Along with this repositioning of the state has come the marketing of the city.State restructuring is designed in pursuit of securing a competitive advantage for a country’s leading cities(Brenner,1999;Wu,2003). The state,whether municipal or national, sees the city as an engine for income creation, competing to attract inward investment,rather than as an arena for wealth distribution (Harvey,1989).Jessop and Sum(2000)talk in terms of the‘entrepreneurial city’;Ward (2003)writes of entrepreneurial urbanism. For Jessop and Sum(2000,p.2289),an entrepreneurial city“pursues innovative strategies intended to maintain or enhance its economic competitiveness vis-a`-vis other cities and economic spaces”and backs them up with the full panoply of entrepreneurial, market-oriented and marketing discourse.In short,the state orchestrates the entrepreneurial city.The urban terrain is here understood as a space for speculative development,in the Lefebvrian sense—as a material embodiment and reﬂection of a process of fragmentation and reterritorialisation,expressed in this paper by the notion of horizontal reticulation and vertical articulation(Brenner,2000; Weber,2002).In cities throughout the post-industrial world,the collapse of manufactur-ing industry and its collateral infrastructure has left“many urban landscapes pockmarked with horriﬁc scars,whether in the form of derelict warehouses,dilapidated housing or obsolete waterfronts”(MacLeod et al.,2003, p.1656).These pockmarks and scars are, however,beingﬁlled up with the excrescences of the post-industrial city—that is to say,a variety of prestige projects,gated commu-nities,fortiﬁed enclaves and other forms of high walls and barriers to protect the rich and the would-be-rich(Marcuse and van Kempen,2000;MacLeod and Ward,2002). In particular,city centres stretching into inner-city areas have become the site both of ‘prestigious’,business-led projects developed by public–private partnerships in fenced-off terrains and of piecemeal urban regeneration undertaken by property interests and urban regeneration companies(Swyngedouw et al., 2002;Ward,2003).Urban life-spaces represent a third concep-tual aid to understanding changing urban con-ditions.Life-spaces are the territories of a daily dialectic between global impulses and local reactions,as people struggle to survive and make sense of them,to absorb and delight in them,to resist and reject them—to create their own lebensraum,their own“cul-tural frames and life strategies”,as O¨ncu¨and Weyland(1997,p.11)have so persuasively put it.In the contemporary urban world,life-spaces are stretched and squeezed,and then stretched again.Greater disparities of wealth arise from the focus of urban leaders on wealth creation rather than welfare distri-bution(Harvey,1989,p.12;MacLeod et al., 2003,p.1656).Social priorities are rejected. Social housing is relegated as an active concern of government.Attempts are made to exclude local residents and their representa-tives from involvement in UDPs,whatever the likely impact on their lives(Swyngedouw et al.,2002).In general,there is a lack of local democratic participation in the planning process.Local residents are forced to fend1468PAUL WALEYfor themselves,isolated agents in the face of co-ordinated pressures.How have these processes played them-selves out in Japan and,more speciﬁcally,in the context of Tokyo?Can one talk of a shift from urban management to urban entrepre-neurialism?What meaning might Jessop and Sum’s formulation of the entrepreneurial city have in the context of Tokyo?In what ways is the urban terrain seen as a source of speculative and rent-seeking activity and to what extent does this impact on the life-spaces of Tokyo’s inhabitants?Central to the discussion about urban restructuring in Tokyo has been the role of the state.As we have seen,Hill and Kim (2000)insist on a more nuanced understanding of Tokyo’s insertion alongside New York and London as aﬁrst-tier world(or global)city. They argue thatJohn Friedmann(1995)has acknowledged that Tokyo does notﬁt the world city paradigm in some respects,but he does not address the implications for the world city hypothesis.Saskia Sassen(1999, p.86),on the other hand,explains away Tokyo’s differences as a temporary func-tion of“Japan’s uniqueness”and continues to assume that convergence among the world’s majorﬁnancial centres is the overall trend.We disagree(Hill and Kim, 2000,p.2168).(It is worth noting,en passant,that Friedmann (2001)and Sassen(2001b)both responded to these comments.)Hill and Kim go on to argue thatNew York and Tokyo are two different world city types...the former is market-centred and bourgeois,the latter is state-centred and political-bureaucratic.Tokyo’s distinctive world city characteristics stem from Japan’s late industrialisation and especially from the relationship between industrial policy andﬁnance institutiona-lised in Japan’s developmental state(Hill and Kim,2000,p.2168).Fujita follows a similar line of argument.“In sum”,she writes,“Tokyo’s urban development has been led by state policy”(Fujita,2003, p.255).The state,she argues,has shaped policy and managed institutional actors in such a way as to protect and nurture speciﬁc industries in the urban setting of Tokyo and Osaka,in ernment policies, with the Tokyo Metropolitan Government (TMG)leading the way,are“designed to make Tokyo the regional centre of manufactur-ing technology”(Fujita,2003,p.265).Fujita makes it clear that different levels of govern-ment within the state adopt different positions. This is a point taken up by Saito¯(2003),in his account of the struggle between national and metropolitan government to control the development of the Tokyo Waterfront Sub-centre.Japan’s developmental state has sought(with some degree of success)to manage the process of internationalisation of the economy,prefer-ring to promote the outward expansion of its corporations(and its people’s savings).Part of this process has involved laying the discur-sive and regulatory groundwork for the restruc-turing of Tokyo as an entrepreneurial city and, speciﬁcally,as an international city thatﬁts the needs of an information ernment activities have promoted these outcomes over a period of several decades,urged on by an assortment of business interests(Cybriwsky, 1998,p.230;Saito¯and Thornley,2003).In the1980s,when the mantras of the day were internationalisation and information society, the then prime minister,Nakasone Yasuhiro, introduced various measures designed to promote Tokyo’s attractiveness for inter-national businesses by deregulating the urban property market and stimulating investment in the urban terrain(Waley,2000).These and other measures were badged as being part of a move to release and harness the energies of the private sector(minkatsu).Throughout the subsequent period of furious land price inﬂation,the nostrum advanced by many econ-omists and other experts was the need for an increase in the supply of ofﬁce space—current provision being regarded as insufﬁcient in quantity and lacking in quality for a world city of Tokyo’s pre-eminence(Oizumi,1994). After some quieter years with falling propertyTOKYO-AS-WORLD-CITY1469prices,a new period of exhortatory entrepre-neurial urbanism began with the election of the out-spoken Ishihara Shintaro¯to the metro-politan governorship in1999.International competitiveness was again proclaimed as being an imperative if Tokyo was to compete successfully and retain a top-ranking world-city status,and again this was interpreted in terms of an attractive environment for business (TMG,2001a;Newman and Thornley,2004). While this has a fairly familiar ring to it in a European context,neither national nor metro-politan(nor still less local,ward-level)govern-ment has been involved in the same extent of city marketing and promotion as have many European cities.For example,the Tokyo Metropolitan Government has only recently come up with a tourism policy,and,as Saito¯and Thornley(2003,p.682)point out,“there is no agency to encourage inward investment into Tokyo”.Central to the view,in the European context,of a shift from urban managerialism to urban entrepreneurialism is,as we have seen,an understanding that partnerships between the public and private sector play a leading role.In the Japanese context,this is all the more so.Interlocking power structures are regarded by many as being at the heart of the way Japan operates.Various triangular power structures have been seen to draw together the bureaucracy,politicians and big business.In Gavan McCormack’s analysis, development is directed by“an‘Iron Triangle’of politicians and bureaucrats,ﬁnancial institutions and construction industry”(McCormack,2002,p.11;Woodall,1996). Machimura,adapting the language of growth-coalition theory,refers to“a political coalition made up of growth-oriented govern-ments at both national and local levels,urban developers and a ruling conservative party”(Machimura,1998,p.192).For Kitajima (1998,p.38),Harvey is correct in“seeing partnership as an apparatus for a new path of capital accumulation,despite the relative autonomy of the state”.For the case of Japan,she acknowledges“the decisive inﬂu-ence of central government via partnerships over regional and industrial restructuring”but sees too an“orientation of partnerships towards entrepreneurialism”.The urban terrain of Tokyo has presented itself as a highly attractive vehicle for exploi-tation by corporate interests,at least since the early1980s—and this despite(or perhaps because of)the extraordinary volatility of the land market(Machimura,1992).In the 1980s,a number of factors conspired to stoke a historical tendency towards speculat-ive investment in urban land.These included low rates of interest,large corporate proﬁts in external markets and low levels of domestic consumption(Noguchi,1994;Oizumi,1994). Speculative surges swept through the property market of Tokyo and then of other large Japanese cities,encouraged by bank lending funnelled through subsidiaries.At the same time,companies both Japanese and foreign were moving ofﬁces into Tokyo.Machimura (1992)identiﬁes three private-sector groups involved in urban restructuring.Theﬁrst are those who make money out of the construction effort,both the construction companies and the manufacturers and suppliers of materials; the second are those who will occupy or other-wise make use of the increased ofﬁce space and other forms of capacity;and the third are thosewho try to inﬂuence the symbolic and semiotic structure of urban space and to diffuse urban ideology:big commercial capital,advertising agencies and various media institutions play an important role as‘space directors’(Machimura,1992, p.121).Indeed,Tokyo’s urban terrain has been the subject of a sustained if erratic process of exploitation,as companies have taken advan-tage of the relaxation of zoning and restric-tions onﬂoor area ratios to build upwards. In particular,the rewriting of the urban terrain has been made manifest in clusters of skyscrapers and corresponds unerringly to the process of fragmentation and reterritoriali-sation already referred to.This exploitation of the urban terrain and the consequent process of urban restructuring has had severe consequences on the city’s1470PAUL WALEYlife-spaces(Sorensen,2003).The impact,as Machimura(1992,p.126)points out,has been a divisive one,and has not therefore led to the extent of resistance that one might have expected.It has,however,impacted with particular severity on inner-city areas as a result of the expansion of central business functions and this has led to growing social ﬁssures.It is true that we have yet to see in Japan(and perhaps never will)those spatial manifestations of the social insecurity of the moneyed classes found in many other parts of the world—gated communities,fortiﬁed enclaves and the like.However,the increasing precariousness of work and the weakness of social welfare structures have led to growing spatial manifestations of social malaise.The blue tarpaulins of the homeless form ironi-cally colourful clusters in numerous parts of urban Japan,telling a very poignant story of a move away from the social compact that had once seen the fruits of economic prosper-ity fairly equitably distributed across society (Kennett and Iwata,2003;Aoki,2003).At a less acute level,Jacobs(2005)has shown how spatial inequality has grown in recent years in the23-ward area of Tokyo(wards are the equivalents of London boroughs). Exacerbating these processes has been the ever-smaller extent of provision of social housing(Hayakawa and Hirayama,1991; Hirayama,2005).To summarise this section,it would seem that,in the European context,commentators are increasingly aware of the importance of the state,repositioned as co-ordinator of municipal and regional strategies.At the municipal level,the state promotes and markets the city as commodity.It does so in partnership with leading corporate inter-ests and,through partnership,it regenerates the city.Sub-sections of the urban terrain, generally in central and inner areas,are fenced off and built up to attract international business interests.Meanwhile,local residents caught in the interstices of these new UDPs are elbowed aside.When we come to look at Tokyo,weﬁnd that the state is generally seen as having put its stamp on the process of urban restructuring,promoting the Japanese capital as a world city through its interventions both symbolic and material in urban development.As in Europe,coalitions, public–private partnerships,are normally rep-resented as the vehicle through which urban development projects are effected.However, in the following sections,I will redraw this picture in somewhat different shades, showing how urban development projects in Japan increasingly testify to a withdrawn role for the state in favour of corporate inter-ests,for whom the urban terrain is a prime source of proﬁt-making activity.The Regional Scale of Urban Restructuring in TokyoIn conceptualising urban restructuring in Tokyo,it helps to think in terms of a spatial framework that operates at three scales,at each of which urban restructuring has been envisaged,planned and undertaken within the Tokyo conurbation,and each of which will be examined in the remaining sections of this paper.Theﬁrst of the three is the regional scale.At this scale,Tokyo’s growth has been channelled in two directions:out-wards across the Kanto¯plain of east Japan (and into surrounding foothills)with the des-ignation of a number of satellite business cities in1985;and along the coast of Tokyo Bay and even across the waters of the bay itself.The second scale is more local,an intermediate scale of compound-sized pro-jects.In central and inner Tokyo,this is the scale at which much urban development has occurred,using the large plots of land left behind by the departing facilities of the indus-trial city.The third scale is more local still, that of the block or indeed the stand-alone plot.This is one of the main terrains of muted conﬂict,as developers attempt to assemble plots large enough to construct high-rise buildings and some local govern-ments try to constrain the process.In the post-war years,integrated industrial facilities planned,built and named after Soviet konbinat transformed the coast of many parts of urban Japan,including Tokyo Bay.At the same time,and perhaps notTOKYO-AS-WORLD-CITY1471。

汽车历史发展的有关介绍英语作文

汽车历史发展的有关介绍英语作文全文共3篇示例，供读者参考篇1The Incredible Journey of the AutomobileDo you ever stop to think about how amazing cars are? Those metal machines that can take us anywhere we want to go? Well, cars haven't always been around. In fact, they have a really fascinating history that goes way, way back. Let me tell you all about the incredible journey of the automobile!A long, long time ago, people used to get around by walking, riding horses or being pulled in carts by horses or other animals. Can you imagine having to walk everywhere you needed to go? Or relying on a horse to take you places? It must have been quite difficult and tiring.Then, in the late 1700s, a French inventor named Nicolas Joseph Cugnot built what is considered the very firstself-propelled vehicle. It was a steam-powered tricycle that could carry a few people. Pretty cool, huh? Unfortunately, it was really heavy, slow, and had to stop every 20 minutes to build up moresteam power. Still, it planted the first seed of the idea for vehicles that could move on their own.Over the next 100 years or so, many other inventors across Europe tinkered with steam-powered vehicles and vehicles powered by other sources like electricity and gasoline. They were all trying to create better, faster ways for people to get around without being pulled by horses.It wasn't until the 1880s that the gasoline-powered internal combustion engine was invented. This was a huge deal because gasoline engines were lighter and more powerful than steam engines. A couple of German inventors named Gottlieb Daimler and Wilhelm Maybach were among the first to successfully put a gasoline engine on a bicycle, creating the first motorcycle. How cool is that?Around the same time, another German inventor named Karl Benz patented his own gasoline-powered vehicle called the Benz Patent Motorwagen. When it first came out in 1886, it caused a major sensation. This three-wheeled carriage could reach the unbelievable top speed of 10 miles per hour! People had never seen anything like it. The Benz Motorwagen is considered the first true, modern automobile.In the early 1900s, a bunch of ambitious young carmakers started their own automobile companies. There was Ransom Olds, who launched the first truly affordable car called the Oldsmobile Curved Dash. Have you heard of Henry Ford? He invented the extremely popular Model T and figured out how to build cars more cheaply using assembly lines.Other early carmakers included the Dodge Brothers, Walter Chrysler, Louis Chevrolet and many more. These pioneers constantly worked to make cars faster, more comfortable and easier for regular people to buy and maintain.As the 1900s rolled on, cars became a bigger and bigger part of everyday life, especially in America. Rocket-powered,jet-powered and turbine cars were invented to go faster than ever before. Crazy concept cars explored wild, futuristic designs. Cute little Volkswagen Beetles zipped along streets around the world.Big, powerful muscle cars emerged for people who wanted speed and style. Minivans and SUVs were designed for families who needed more space. Cutting-edge hybrid and electric cars were developed to reduce pollution and protect the environment.Today, automobiles come in all sorts of shapes, sizes and designs with incredible features. Many new cars can drive themselves with special computer systems! They can park on their own, warn you if you're drifting out of your lane, and even put on the brakes automatically if they sense danger.The journey of the automobile has been quite amazing, hasn't it? From those first clunky steam vehicles to themind-blowing self-driving cars of the future, it has been an adventure full of imagination, hard work and brilliant innovation.Who knows what fantastic automotive inventions lie around the corner? Flying cars? Cars that run on garbage? With human creativity and our eagerness to always go farther and faster, I'm sure there are many more incredible roads yet to travel. What an exciting ride the history of the automobile has been!篇2The Incredible Journey of the AutomobileDo you know how cars came to be? It's an amazing story that goes back over a hundred years! Cars have changed so much since they were first invented. Let me tell you all about the fantastic history of the automobile.In the early 1800s, there were no cars at all. People either walked everywhere or rode horses and horse-drawn carriages to get around. Some very clever inventors started experimenting with building vehicles that could move without using horses.One of the first was a Swiss inv entor named François Isaac de Rivaz who built a crude vehicle powered by an internal combustion engine in 1806. It was bulky and couldn't go very far, but it proved vehicles could run without horses!Over the next few decades, many other tinkerers across Europe tried making engine-powered vehicles. In 1885, a German inventor named Karl Benz patented the first true modern automobile. It had a four-stroke engine, three wheels, and a top speed of just 10 mph! Still, the "Benz Patent Motorwagen" is considered the first real car.Just a few years later in 1886, Gottlieb Daimler invented a four-wheeled "motor carriage" that was more like cars we know today. Henry Ford was also hard at work in America, building his first self-propelled vehicle called the "Quadricycle" in 1896. These early cars were very basic, but they kicked off the automobile revolution.In the early 1900s, the car industry took off like a rocket. Ford introduced the legendary Model T in 1908 which became thefirst affordable car for middle-class Americans. Using modern assembly line production, Ford was able to dramatically reduce costs. Millions of Model Ts rolled off the lines, putting America on wheels.As cars grew very popular, competition ramped up. General Motors was founded in 1908 and soon became Ford's biggest rival. Chrysler arrived in 1925. European brands like Mercedes-Benz, Peugeot, and Fiat were also thriving. All these automakers raced to innovative with better engines, styling, and features.From the 1920s through the 1960s, cars transformed from basic transportation into powerful symbols of freedom and personal expression. Sleek, finned cars with massive engines became the norm, especially in America. Iconic classics like the 1949 Ford and 1957 Chevy Bel Air graced the roads.Then in the 1970s, the humble little car made a big comeback. Skyrocketing gas prices meant frugal, fuel-efficient models from Japan like the Toyota Corolla suddenly became hot sellers. Detroit was caught flat-footed at first. But they soon launched their own compact and mid-size cars to compete.Today's cars have mind-blowing technology compared to their ancestors. Backup cameras, navigation systems, blind-spotmonitoring, and even self-driving capabilities are available. Engineers are developing incredibly advanced hybrid and electric cars to reduce pollution and protect the environment.Who knows what amazing vehicles we'll see in the future? Flying cars? Cars that run on recycled materials? One thing is for sure - the automobile has already been on an unbelievable journey over the past 120 years or so. And there's no telling where it will go next!篇3The Awesome History of CarsCars are amazing machines that we see everywhere today. But did you know that cars haven't been around forever? A long time ago, there were no cars at all! Let me tell you the story of how cars were invented and how they evolved over time.In the Very BeginningPeople have been trying to make vehicles that could move without being pulled by animals for a very long time. One of the first examples was in 1672 when a Belgian missionary made a big toy car that was powered by steam! However, it was just a toy and couldn't carry people.The First Real CarsIt took about 200 more years before the first real cars were invented. In 1807, a Swiss invent or named François Isaac de Rivaz built a vehicle that had an engine powered by an internal combustion engine that burned a mixture of hydrogen and oxygen. Unfortunately, it was very heavy and couldn't go very far.Then in 1886, a German inventor named Gottlieb Daimler invented a new type of engine that could more easily power a vehicle. He built the first high-speed petrol engine and used it to power a bicycle - the first motorcycle! Daimler and his partners went on to build more vehicles powered by these new engines.At around the same time, a German engineer named Karl Benz was also working on gasoline-powered engines. In 1886, he received a patent for his Benz Patent Motorwagen - considered the first true, modern automobile! It had a 4-stroke engine and could reach speeds of 10 mph.The Early Car CompaniesSeeing the potential of these new "horseless carriages", businessmen started creating companies to manufacture cars. One of the earliest was the Duryea Motor Wagon Company,founded in 1893 in the United States. They made small, basic cars powered by gasoline engines.In the early 1900s, car companies like Ford, General Motors, and Fiat were founded. They worked to make cars faster, more powerful, and more affordable for regular people. One of the most important innovations was the moving assembly line, introduced by Henry Ford in 1913. This made building cars much faster and cheaper.Cars Become PopularAt first, cars were considered a novelty that only the wealthy could afford. But thanks to mass production methods that made them cheaper, cars gradually became accessible to the middle class. By the 1920s, cars had become very popular in rich countries like the US.With more cars on the road, society had to adapt. Things like gas stations, paved roads, traffic lights, and even fast food restaurants started appearing to cater to drivers. Cars gave people freedom to travel farther than ever before. They also allowed new suburbs to develop outside of cities.Cars Get Better and BetterOver the decades, engineers have worked hard to make cars better and better. They added safety features like seatbelts, airbags, and crumple zones. They made cars more fuel-efficient and environmentally-friendly. And they packed cars with all kinds of cool new technology like radios, air conditioning, GPS, and even TVs!Cars are so advanced now compared to the early models from over 100 years ago. The very first Benz Motorwagen could only go around 10 mph. But today's high-performance sports cars can reach mind-blowing top speeds over 250 mph! Cars these days are also getting smarter with self-driving features.The Future of CarsSpeaking of self-driving cars, that is likely to be the next big innovation in the automobile industry. Companies are working on vehicles that can drive themselves using sensors and artificial intelligence. Self-driving cars could make driving safer by avoiding accidents caused by human error.Another big trend is electric cars. These vehicles run on powerful battery packs instead of gasoline. Electric cars produce no emissions, making them much better for the environment. As battery technology improves, electric cars will be able to go farther on a single charge.Who knows what other crazy car innovations the future will bring? Maybe we'll have flying cars someday! One thing is for sure - cars have come an incredibly long way since their humble beginnings over 130 years ago. And I bet their evolution is far from over. What an amazing ride it's been!。

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Japan emerged as the largest CNS market in the world with an annual sales of 2.9 million units and annual growth rate of 11% in 2004
2 3
N. AБайду номын сангаасerica
2004 sales of 0.57 million units
USA
High
Purchase high end from Japan
Low end, Regional
Traditional PDA
European
High
Focus on medium equipment
Regional medium
Focus on security and safety
4
What are the Major Drivers in CNS Industry?
2000 2001 2002 2003 2004
2
Why did Japan Emerge as a Market Leader in Car Navigation System?
Japan powering by competitive advantages and competencies enjoys favorable conditions in the factor, demand and industry cluster aspects
• • •
Factor conditions
•
Competitive conditions
Chances • •
Factor conditions Cluster conditions
Demand conditions
Demand conditions
• • • •
Society
Society
Cluster conditions
Major Drivers in CNS Industry
Japan as the world 2nd largest economy after the U.S. GDP per capita (PPP adjusted) of US$28,126 ranked No. 13 in the world Japan’s exports dominated by automotive and information technology products, accounting for 1/3 of exports in 2004 Japan ranked highly in technological capabilities and efficient manufacturing in automotive and information sectors Consumers are demanding for quality, innovative and high-end products Government reforms to recover the economy and support for industrial cluster in IT industry
Factors Core Strategies Sustained Leader Position
Entrants
European and N. American players penetrating in local markets with new features related to safety, security, and transportation flow Customers management Highly demanding for quality products and rapidly traded up to new models Substitutes Opportunity at portable units opens to target new markets
FSE 40%
8
The End
Thank you!
9
Industry Competition PMC 30% AVN 20% 10% Substitutes
Electric-pitch Suppliers
Customers Siemens Vestas Gamesa Sinovel
End users Dong Long Yuan Hua Neng Da Tang
Government Policies to encourage green energy eg. Tax exemption, subsid ies, industrial clusters
Economics Entrants
Backward integration
China Low Price Suppliers
by setting up the GPS map
Encourage Support
• Government • Government
organized world ITS conference to mark the new phase of CNS leads new technology development to satisfied customer demand
• Prime • Support
cluster based policies as potential alternative minister of Japan in 2001 encourage the development of highway constructio n.
6
What Strategies to Take to Remain Industry Leader?
Japan to Remain CNS Industry Leader
Suppliers
Factor conditions in Industrial cluster develops and evolves
7
Wind Turbine Pitch System Industrial Analysis
Continued innovation via industry upgrading and integration
Expedite new product development
Exploit new markets with continued technological advancement Further consolidate suppliers network and integration in industrial cluster
2000 2001 2002 2003 2004
Europe
2004 sales of 2.23 million units
3000 2000 1000 0
1000 0
2000
2001
2002
2003
2004 4000 3000 2000 1000 0
1
Japan
2004 sales of 2.9 million units
Government
Competitive conditions
• Competitive advantages and competencies in efficient auto and electronics manufacturing Strong innovation capabilities Supply of Raw materials: semiconductor is mainly provided by Japan company Supply of Industrial knowledge: Competitive and efficient in Autos, electronics, devices, consumer products Supply of Advanced technology: keep leading role of innovation in CNS eg. DVD, HDD and information service Supply of Qualified workers Complex and organized highway system and data map Market size: 2.9 millon units Market drive and trend Consumer demands high quality & new models Government encourage the new technology
Education China customers
Copenhagen conference on CO2 emission reduction Investment in green energy
Factors Piston O-ring Metals Painting Processi ng
Suppliers •Cylinde •Cylinde rs •Pumps Pumps •Valves Valves •Control Control Systems •Hydraul Hydraul ic Oil
5
What Role Do Government Play in Facilitating CNS?
Lead Organize
Government takes the roles in Initiate facilitatin g the emergence • Government of the new initiated and kept CNS industry in guiding the CNS Japan application