stanford-oval/wikipedia huggingface dataset:
“猎迷”反潜巡逻机
设计 > 航空电子设备

The Nimrod featured a large crew of up to 25 personnel, although a typical crew numbered roughly 12 members, most of which operated the various onboard sensor suites and specialist detection equipment. A significant proportion of the onboard sensor equipment was housed outside the pressure shell inside the Nimrod's distinctive pannier lower fuselage. Sensor systems included radar, sonar, and the magnetic anomaly detector; a 'sniffer' could detect exhaust fumes from diesel submarines as well. The Nimrod and its detection capabilities was an important component of Britain's military defence during the height of the Cold War.
The Nimrod's navigational functions were computerised, and were managed from a central tactical compartment housed in the forward cabin; various aircraft functions such as weapons control and information from sensors such as the large forward doppler radar were displayed and controlled at the tactical station. The flight systems and autopilot could be directly controlled by navigator's stations in the tactical compartment, giving the navigator nearly complete aircraft control. The navigational systems comprised digital, analogue, and electro-mechanical elements; the computers were directly integrated with most of the Nimrod's guidance systems such as the air data computer, astrocompass, inertial guidance and doppler radar. Navigation information could also be manually input by the operators.
Upon its introduction to service, the Nimrod was hailed as possessing advanced electronic equipment such as onboard digital computers; the increased capability of these electronic systems allowed the RAF's fleet of 46 Nimrod aircraft to provide equal coverage to that of the larger fleet of retiring Avro Shackletons. The design philosophy of these computerised systems was that of a 'man-machine partnership'; while onboard computers performed much of the data sift and analysis processes, decisions and actions on the basis of that data remained in the operator's hands. To support the Nimrod's anticipated long lifespan, onboard computers were designed to be capable of integrating with various new components, systems, and sensors that could be added in future upgrades. After a mission, gathered information could be extracted for review purposes and for further analysis.
设计 > 装备与设备

The Nimrod featured a sizeable bomb bay in which, in addition to armaments such as torpedoes and missiles, could be housed a wide variety of specialist equipment for many purposes, such as up to 150 sonobuoys for ASW purposes or multiple air-deployed dinghies and droppable survival packs such as Lindholme Gear for SAR missions; additional fuel tanks and cargo could also be carried in the bomb bay during ferrying flights. Other armaments equippable in the bomb bay include mines, bombs, and nuclear depth charges; later munitions included the Sting Ray torpedo and Harpoon missile for increased capabilities.
The Nimrod could also be fitted with two detachable pylons mounted underneath the wings to be used with missiles such as the Martel; two specialised pylons were later added to enable the equipping of Sidewinder missiles, used for self-defence purposes from hostile aircraft. A powerful remote-controlled searchlight was installed underneath the starboard wing for SAR operations. For reconnaissance missions, the aircraft was also equipped  with a pair of downward-facing cameras suited to low and high-altitude photography. In later years a newer electro-optical camera system was installed for greater imaging quality.
Various new ECMs and electronic support systems were retrofitted onto the Nimrod fleet in response to new challenges and to increase the type's defensive capabilities; additional equipment also provided more effective means of identification and communication. A number of modifications were introduced during the 1991 Gulf War; a small number of MR2s were fitted with improved Link 11 datalinks, new defensive ECM equipment including the first operational use of a towed radar decoy, and a forward looking infrared turret under the starboard wing.
使用历史 > 入役

The Nimrod first entered squadron service with the RAF at RAF St Mawgan in October 1969. These initial aircraft, designated as Nimrod MR1, were intended as a stop-gap measure, and thus were initially equipped with many of the same sensors and equipment as the Shackletons they were supplementing. While some improvements were implemented on the MR1 fleet to enhance their detection capabilities, the improved Nimrod MR2 variant entered service in August 1979 following a lengthy development process. The majority of the Nimrod fleet operated from RAF Kinloss.
Operationally, each active Nimrod would form a single piece of a complex submarine detection and monitoring mission. An emphasis on real-time intelligence sharing was paramount to these operations; upon detecting a submarine, Nimrod aircrews would inform Royal Navy frigates and other NATO-aligned vessels to pursuit in an effort to continuously monitor Soviet submarines. The safeguarding of the Royal Navy's Resolution-class ballistic missile submarines, which were the launch platform for Britain's nuclear deterrent, was viewed as being of the utmost priority.
使用历史 > 马岛战争

Nimrods were first deployed to Wideawake airfield on Ascension Island on 5 April 1982, the type at first being used to fly local patrols around Ascension to guard against potential Argentine attacks, and to escort the British Task Force as it sailed south towards the Falklands, with Nimrods also being used to provide search and rescue as well as communications relay support of the Operation Black Buck bombing raids by Avro Vulcans. As the Task Force neared what would become the combat theatre and the threat from Argentine submarines rose, the more capable Nimrod MR2s took on operations initially performed by older Nimrod MR1s. Aviation author Chris Chant has claimed that the Nimrod R1 also conducted electronic intelligence missions operating from Punta Arenas in neutral Chile.
The addition of air-to-air refuelling probes allowed operations to be carried out in the vicinity of the Falklands, while the aircraft's armament was supplemented by the addition of 1,000 lb (450 kg) general purpose bombs, BL755 cluster bombs and AIM-9 Sidewinder air-to-air missiles. The use of air-to-air refuelling allowed extremely long reconnaissance missions to be mounted, one example being a 19-hour 15-minute patrol conducted on 15 May 1982, which passed within 60 miles (97 km) of the Argentine coast to confirm that Argentine surface vessels were not at sea. Another long-range flight was carried out by an MR2 on the night of 20/21 May, covering a total of 8,453 miles (13,609 km), the longest distance flight carried out during the Falklands War. In all, Nimrods flew 111 missions from Ascension in support of British operations during the Falklands War.
使用历史 > 海湾战争

A detachment of three Nimrod MR2s was deployed to Seeb in Oman in August 1990 as a result of the Iraqi invasion of Kuwait, carrying out patrols over the Gulf of Oman and Persian Gulf. Due to the level of threats present in the Gulf theatre, operational Nimrods were quickly retrofitted with a Marconi-towed active decoy. Once hostilities commenced, the Nimrod detachment, by now increased to five aircraft, concentrated on night patrols, with daylight patrols carried out by US Navy Lockheed P-3 Orions. Nimrods were used to guide Westland Lynx helicopters and Grumman A-6 Intruder attack aircraft against Iraqi patrol vessels, being credited with assisting in sinking or damaging 16 Iraqi vessels.
After the ground offensive against Iraqi forces had ended, Britain elected to maintain an RAF presence in the region through assets such as the Nimrod and other aircraft. Nimrod R1s operated from August 1990 to March 1991 from Cyprus, providing almost continuous flying operations from the start of the ground offensive. Each R1 was retrofitted with the same Marconi towed active decoy as well as under wing chaff/flare dispensers, reportedly sourced from the Tornado fleet.[來源請求]
使用历史 > 阿富汗战争与伊拉克战争

Nimrods were again deployed to the Middle East as part of the British contribution to the US-led invasion of Afghanistan; missions in this theatre involved the Nimrods performing lengthy overland flights for intelligence-gathering purposes. On 2 September 2006, 12 RAF personnel were killed when a Nimrod MR2 was destroyed in a midair explosion following an onboard fire over Afghanistan, it was the single greatest loss of British life since the Falklands War. The outbreak of the Iraq War in March 2003 saw the RAF's Nimrods being used for operations over Iraq, using the aircraft's sensors to detect hostile forces and to direct attacks by friendly coalition forces.
使用历史 > 搜索与营救

While the Nimrod MR1/MR2 was in service, one aircraft from each of the squadrons on rotation was available for search and rescue operations at one-hour standby. The standby aircraft carried two sets of Lindholme Gear in the weapons bay. Usually one other Nimrod airborne on a training mission would also carry a set of Lindholme Gear. As well as using the aircraft sensors to find aircraft or ships in trouble, it was used to find survivors in the water, with a capability to search areas of up to 20,000平方英里（52,000平方）. The main role would normally be to act as on-scene rescue coordinator to control ships, fixed-wing aircraft, and helicopters in the search area.
The Nimrod was most often featured in the media in relation to its search-and-rescue role, such as in the reporting of major rescue incidents. In August 1979, several Nimrods were involved in locating yachting competitors during the disaster-stricken 1979 Fastnet race and coordinated with helicopters in searches for survivors from lost vessels. In March 1980, the Alexander L. Kielland, a Norwegian semi-submersible drilling rig, capsized whilst working in the Ekofisk oil field killing 123 people; six different Nimrods searched for survivors and took turns to provide rescue co-ordination, involving the control of 80 surface ships and 20 British and Norwegian helicopters. In an example of the search capabilities, in September 1977 when an attempted crossing of the North Atlantic in a Zodiac inflatable dinghy went wrong, a Nimrod found the collapsed dinghy and directed a ship to it.
使用历史 > Operation Tapestry

The Nimrods were often used to enforce Operation Tapestry. Tapestry is a codeword for the activities by ships and aircraft that protect the United Kingdom's Sovereign Sea Areas, including the protection of fishing rights and oil and gas extraction. Following the establishment of a 200海里（370） Exclusive Economic Zone (EEZ) at the beginning of 1977 the Nimrod fleet was given the task of patrolling the 270,000平方英里（700,000平方） area. The aircraft would locate, identify, and photograph vessels operating in the EEZ. The whole area was routinely patrolled; in addition to surveillance, the aircraft would communicate with all oil and gas platforms. In 1978, an airborne Nimrod arrested an illegal fishing vessel in the Western Approaches and made the vessel proceed to Milford Haven for further investigation.[來源請求] During the Icelandic Cod Wars of 1972 and 1975–1976, the Nimrod fleet closely cooperated with Royal Navy surface vessels to protect British civilian fishing ships.
型号

| Type | Role | Number Built | Notes |
| --- | --- | --- | --- |
| HS.801 | Prototype | 2 | Built using redundant Comet 4 airframes |
| MR.1 | Anti-submarine Warfare | 46 |  |
| R.1 | Signals Intelligence | 4 | One converted from MR.2 |
| MR.2 | Anti-submarine warfare | 35 | Modernised MR.1 aircraft |
| AEW.3 | Airborne early warning | 11 | Converted from redundant MR.1 aircraft; project cancelled |
| MRA.4 | Anti-submarine warfare | 5 | Converted from MR.2; 21 planned; project cancelled |
用户

Royal Air Force
42 Squadron – 1971–2010, converted to the MR.1 from the Shackleton MR.3 at RAF St Mawgan, England in 1971, converted to the MR.2 1983–84, withdrawn as an operational squadron in 1992 it became the Operational Conversion Unit for the Nimrod at RAF Kinloss. The squadron MR.2 aircraft were withdrawn in 2010 and the squadron prepared to train crews for the MRA.4, following the decision to scrap the MRA.4 the squadron disbanded in 2011.
51 Squadron – 1971–2011, R.1s added to fleet in 1971 at RAF Wyton, England to supplement the Comet C.2(R) which were withdrawn in 1975. Moved to RAF Waddington in 1995, the R.1s were the last flying Nimrods when they were withdrawn in 2011.
120 Squadron – 1970–2010, converted to MR.1 from the Shackleton MR.3 at RAF Kinloss, Scotland in 1970, converted to the MR.2 1981–82, disbanded in 2010 following the withdrawal of the MR.2 from service.
201 Squadron – 1970–2010, converted to MR.1 from the Shackleton MR.3 at RAF Kinloss, Scotland in 1970, converted to the MR.2 1982–83, disbanded in 2010 following the withdrawal of the MR.2 from service.
203 Squadron – 1971–77, converted to MR.1 from the Shackleton MR.3 at RAF Luqa, Malta in 1971, disbanded in 1977 following the decision to withdraw British forces from Malta.
206 Squadron – 1971–2005, converted to MR.1 from the Shackleton MR.3 at RAF Kinloss, Scotland in 1970, converted to MR.2 1980–81, disbanded in 2005.
Nimrod AEW Joint Trials Unit – 1984–1987, trials unit for the AEW.3 based at RAF Waddington.
236 OCU – 1970–1992, formed from the Maritime Operational; Training Unit at RAF St Mawgan, England in 1970 with the MR.1, used the shadow designation of 38 (Reserve) Squadron, training role transferred to 42 (Reserve) Squadron in 1992
Surviving aircraft

| 外部 |
| --- | --- |
 Nimrod arriving at Manchester Airport aviation viewing park
 Nimrod conducts flyover prior to landing at Coventry Airport
 Nimrod MR2 take-off from RAF Kinloss
XV226 – Bruntingthorpe Aerodrome
XV231 – Manchester Airport aviation viewing park
XV229 – Manston Airport, Kent, used as MOD evacuation trainer
XV232 – Coventry airport
XV244 – Stored at RAF Kinloss for preservation.
XV250 – Yorkshire Air Museum
XV254 – Highland Aviation Museum (Front 54 feet only).
XV255 – City of Norwich Aviation Museum
XV249 – RAF Museum Cosford
XW664 – East Midlands Aeropark
事故

Five Nimrods were lost in accidents during the type's service with the RAF:
On 17 November 1980, a Nimrod MR2 XV256 crashed near RAF Kinloss after three engines failed following multiple birdstrikes. Both pilots were killed but the remaining crew survived.
On 3 June 1984, a Nimrod MR2 XV257 stationed at RAF St Mawgan suffered extensive damage when a reconnaissance flare ignited in the bomb bay during flight. The aircraft successfully returned to base but was subsequently written-off due to fire damage. There were no casualties.
On 16 May 1995, a Nimrod R1 XW666 ditched in the Moray Firth 4.5英里（7.2） from Lossiemouth after an engine caught fire during a post-servicing test flight from RAF Kinloss. The Ministry of Defence (MoD) inquiry identified a number of technical issues as the cause. There were no casualties.
On 2 September 1995, a Nimrod MR2 XV239 crashed into Lake Ontario while participating in the Canadian International Air Show, killing the seven crew members.
On 2 September 2006, a Nimrod MR2 XV230 crashed near Kandahar in Afghanistan, killing all 14 servicemen on board – the largest loss of UK military personnel in a single event since the Falklands War. This was the first Nimrod to enter service, originally as an MR1 but upgraded to MR2 standard in the 1980s. On 23 February 2007, the Ministry of Defence grounded all Nimrod MR2s while fuel pumps were inspected, but stressed that the inspection was not necessarily related to this crash.
On 5 November 2007, XV235 was involved in a midair incident over Afghanistan when the crew noticed a fuel leak during air-to-air refuelling. After transmitting a mayday call, the crew landed the aircraft successfully. The incident came only a month before the issue of the report of a Board of Enquiry into 2 September 2006 fatal accident to XV230 in (likely) similar circumstances. The RAF subsequently suspended air-to-air refuelling operations for this type.
技术规格

| 外部圖片 |
| --- | --- |
 Cutaway of Nimrod MR1 XV230 retouched by Flight Global in 2006
参考资料：Wilson
基本信息
机组：13
容量：13,500磅（6,123）
性能
武器
機槍：无
外挂点： 2 挂载能力20,000磅（9,100 ），规定携带以下物品的组合：
火箭彈：无
飛彈：
空对空导弹:
2× AIM-9 Sidewinder （仅在福克兰群岛战争期间安装在英國皇家空軍的MR2上作為自衛用）
空对地导弹:
AS.12导弹（英语：）
马特尔导弹（英语：）
AGM-65"小牛"导弹
AGM-84鱼叉（Harpoon）反舰导弹
炸彈：
深水炸弹:
2x B57 核深水炸彈 （至1992年）
WE.177核子炸彈（英语：） 核深水炸彈(1万吨核武器當量)
其他：
空投Mk.46 torpedoes
魟魚魚雷（英语：）
水雷
声纳浮标
Nimrod MR1 XV262 landing at RAF St Mawgan in July 1981
Nimrod R1 XW665 landing during Waddington Airshow 2009
Nimrod MR2 XV254 at a steep bank while displaying at the Royal International Air Tattoo, 2006
Nimrod AEW3 XZ286 at the 1980 Farnborough Air Show
Nimrod MRA4 ZJ518 makes a pass with weapons bay open at the 2007 Royal International Air Tattoo
Pair of Nimrod R1s flying in formation, August 2004
Nimrod MR2 performing a low pass at Alconbury, August 1990
The open bomb bay of a Nimrod
Nimrod MR1 inflight, 1978
Nimrods were often deployed to the Middle East
Nimrods at RAF Kinloss, 1999
Wooden Nimrod model used for aerodynamic wind tunnel testing
Flight deck of a Nimrod, May 2006
老池镇

| 老池镇 |
| --- | --- |
镇
坐标：30°24′06″N 105°41′40″E﻿ / ﻿30.40177°N 105.69451°E﻿ / 30.40177; 105.69451
国家:  中华人民共和国
上级行政区: 船山区
政府駐地: 更新街53号
村级区划单位数:  19 1社区 18行政村 
时区: 北京时间（UTC+8）
行政区划代码: 51 09 03 107
电话区号: +86 (0)825
老池镇，原为老池乡，是中华人民共和国四川省遂宁市船山区下辖的一个乡镇级行政单位。2019年9月，撤销老池乡，设立老池镇，以原老池乡所属行政区域为老池镇的行政区域。
行政区划

老池镇下辖以下地区：
迴龙社区、​南陵村、​金盆村、​书院村、​黄桷村、​学田村、​太平寺村、​芋禾村、​龙泉村、​盘龙村、​莲花石村、​花园村、​铜锣村、​望水村、​福祥村、​双井村、​飞跃村、​店子村和桐浩村。
参考资料

↑  . 中华人民共和国国家统计局. 2023-06-30 （中文（中国大陆））.
↑  四川省人民政府关于同意遂宁市调整部分乡镇行政区划的批复。
↑  . 中华人民共和国国家统计局. 2023-06-30 （中文（中国大陆））.
義守大學足球隊

| --- | --- |
全名: 義守大學足球隊
成立: 1993年
: 吳俊賢
聯賽: 全國城市足球聯賽
2014: 第六名
義守大學足球隊，球隊成立於 1993 年，從一般大學一般組乙組開始組訓，曾於 1999 年、2000 年、2009 年、2014 年榮 獲四次冠軍，晉升甲組(公開組第一級)最佳成績曾獲第三名，在非體育專業學校球隊中，義守大學一直是南部足球選手的首選。
1997年起，至今多次榮獲學文獎學金代表學校參訪交流國外姊妹校。球隊曾在 2008 年企業足球聯賽(城市聯賽)榮獲殿軍，在重升大專盃足球運動聯賽公開組第一級賽事後，積極參加全國城市聯賽，提供學生球員更高層級的賽事，並提升球員能見度與經驗的累積。
隊史

2008年，贏得企業足球聯賽第四名及大專足球聯賽第三名。
2015年-2016年球員名單

註釋：國旗表示球員在國際足聯資格規則定義的國家隊。球員可能擁有一個以上非國際足聯國籍。
職員名單

領隊：宋一夫
總教練：吳俊賢
教練：徐銘宏
技術顧問：許青山
管理：王建鴻
防護員：邱韋豪
球隊榮譽

88學年度，大專盃男生乙組，冠軍
89學年度，大專盃男生乙組冠軍
94學年度，公開男生組一級，優勝
96學年度，公開男生組一級，第三名
97學年度，公開男生組一級，第六名
98學年度，一般組冠軍
100學年度，公開男生組二級，第二名
101學年度，公開男生組一級，第六名
103學年度，一般組冠軍
104學年度，公開男生組一級，第六名
105學年度，公開男生組一級，第五名
101學年度，高雄市港都盃  公開組亞軍
105學年度，高雄市港都盃 青年組冠軍
103學年度，南台灣足球聯賽亞軍
98學年度，一般男生組，第一名
107學年度，一般男生組，第五名
97年度，企業足球聯賽(城市聯賽)，殿軍
108學年度，公開一級挑戰組，冠軍
外部連結

義大足球隊參加98學年中華民國大專院校足球賽奪冠
↑  . 義大新聞. 2008-06-03. （原始内容存档于2020-05-01）.
三河平坂站

三河平坂站（日语：／ Mikawa-Heisaka eki */?）是一座位於愛知縣西尾市平坂町，名古屋鐵道（名鐵）三河線的車站（廢站）。
歷史

1926年（大正15年）9月1日：隨著大濱港（後來改名為碧南）至神谷（後來改名為松木島）之間的鐵路線（當時名為三河鐵道）開通，此站啟用。
1941年（昭和16年）6月1日：三河鐵道合併至名古屋鐵道。成為名古屋鐵道三河線的車站。
1961年（昭和36年）9月27日：站舍翻新。翻新後的站舍一直使用至廢站為止。
1977年（昭和52年）5月25日：廢除貨運業務。
1985年（昭和60年）10月1日：成為無人車站。
1990年（平成2年）7月1日：廢除碧南至吉良吉田之間的電氣化設備。開始使用鐵路巴士（KiHa20形（日语：））行走該路段。
2004年（平成16年）4月1日：車站被廢除。
車站構造

此站是三河線廢線區間（碧南至吉良吉田）之中，唯一在廢站前設有列車交會的車站。在廢線時，車站周邊都是住宅區。此站是一座無人車站，設有混凝土製的站舍。此站設有1面2線的島式月台，車站南邊設有站內平交道（沒有閘竿和警報器（日语：））。
列車進站時會靠右通行。站內轉轍器是使用彈簧轉轍器。在廢線前，大部分上下行列車都使用北邊的月台（以吉良吉田方向的列車來說是左邊），只有早上才有列車進行交會。另外，站內設有一些側線，這些側線是用作貨運用途。
另外，早上1班列車是從此站出發前往碧南（列車於此站在7:13出發）。該列車會從碧南以不載客列車身份前往此站，隨後於南邊的月台上客，折返往碧南。
由於只有在早上繁忙時間，於碧南至吉良吉田之間，只有此站會交換路籤。因此在改用鐵路巴士化以後，雖然此站為無人車站，從首班車至早上9時半前還有名鐵職員於此站當值，以便進行交換路籤作業（而該職員不會負責售賣車票等其他業務）。
停靠中的列車（2004年）
月台（2012年）
移除中的月台（2018年）
車站構造 > 配線圖

| 0 | 1 | 2 |
| --- | --- | --- |
|  ← 碧南方向  |  |  → 吉良吉田方向  |
图例  参考文献：
使用狀況

在《》中提及在1992年度，當時1日平均上下車人次為281人，為除岐阜市內線均一車費區間內各站（岐阜市內線、田神線、美濃町線徹明町站至琴塚站之間）外名鐵所有車站（342站）中排名第301，三河線（38站）排名第31。
在《》中提及在2003年度1日平均乘車人次為95人。以下為2003年度前，1日平均乘車人次的列表：
| 年度 | 1日平均 乘車人次 |
| --- | --- |
1998年: 111 
1999年: 110 
2000年: 110 
2001年: 111 
2002年: 95 
2003年: 95
車站周邊

岡崎信用金庫（日语：）平坂分店
平坂鑄工
犬塚鐵工
Valor（日语：）平坂店
西尾市立平坂小學（日语：）
平坂保育園
愛知縣道43號岡崎碧南線（日语：）
平坂街道
巴士路線

隨著三河線碧南站至吉良吉田站之間廢除，舊沿線自治體組成的朋友巴士（日语：）運行協議會，開設替代巴士服務。車站遺址附近設有「平坂小南」巴士站。另外，車站遺址附近還有六萬石巡回巴士（日语：）「勤勞會館」巴士站。
平坂小南巴士站
與平坂支線步行轉乘

曾經在此站西南方400米處設有名鐵平坂支線平坂口站（該站於1960年（昭和35年）3月27日廢除）。
平坂支線原本是西尾鐵道，該鐵路公司當初是建設鐵路線連接岡崎新站與西尾站之間。在1914年（大正3年），包含平坂口之內的西尾至平坂臨港之間開通。後來，三河線的前身三河鐵道延伸至平坂當地。可是受到平坂漁民的反對，三河鐵道不可在西尾鐵道港前站處敷設鐵路，改為於平坂町北側敷設鐵路（有一說法是平坂漁民的反對背後是與西尾鐵道有關）。
在改變走線後，使三河鐵道和西尾鐵道兩線於平坂地區內交錯。由於西尾鐵道首先建成，因此三河鐵道需要建設橋樑和路堤以跨越西尾鐵道。由於兩間鐵路公司均在平坂的客運業務存在競爭，因此在交錯處沒有設置車站。後來，西尾鐵道經過公司合併後變為愛知電氣鐵道（日语：）和隨後的名古屋鐵道，狀況沒有因此改變。而三河鐵道後來也經過公司合併變為名古屋鐵道，使2條路線也是名鐵的鐵路線，但是沒有因此把兩座車站合併，兩條鐵路線之間仍然需要步行轉乘，直至平坂支線廢除為止。
在平坂支線廢除後，鐵路線遺址建設了道路（愛知縣道43號岡崎碧南線（日语：））。後來由於需要擴寬道路，因此三河線的跨線橋需要被拆毀。
縣道43號與平坂跨道橋。（2009年）
平坂跨道橋拆毀後，仍可看見三河線的路堤（2016年）
被移除的路堤（2017年）
注腳

1 2  今尾恵介（監修）.  7 東海. 新潮社. 2008: 45. ISBN 978-4107900258 （日语）.
↑  名古屋鉄道株式会社（編）. . 名古屋鉄道広報宣伝部. 1986: 203 （日语）.
1 2 3  神谷力（編）. . 郷土文化社. 2000: 92. ISBN 978-4876701292 （日语）.
↑  名古屋鉄道広報宣伝部（編）. . 名古屋鉄道. 1994: 870 （日语）.
1 2  . 交通新聞 (交通新聞社). 1990-06-23: 1 （日语）.
↑  生田誠.  上巻. Alpha Beta Books. 2020: 51. ISBN 978-4865988611 （日语）.
↑  電氣車研究會（日语：），《鐵道畫刊（日语：）》通卷第473號 1986年12月 臨時增刊號 「特集 - 名古屋鐵道」，附圖「名古屋鐵道路線略圖」
↑  名古屋鐵道廣報宣傳部（編）. . 名古屋鐵道. 1994: 651–653.
1 2  平成17年度刊愛知県統計年鑑 第10章　運輸，通信 鉄道（JRを除く私鉄）駅別乗車人員 （页面存档备份，存于）（日語）
↑  平成12年度刊愛知県統計年鑑 第10章　運輸，通信 鉄道（JRを除く私鉄）駅別乗車人員 （页面存档备份，存于）（日語）
↑  平成13年度刊愛知県統計年鑑 第10章　運輸，通信 鉄道（JRを除く私鉄）駅別乗車人員 （页面存档备份，存于）（日語）
↑  平成14年度刊愛知県統計年鑑 第10章　運輸，通信 鉄道（JRを除く私鉄）駅別乗車人員 （页面存档备份，存于）（日語）
↑  平成15年度刊愛知県統計年鑑 第10章　運輸，通信 鉄道（JRを除く私鉄）駅別乗車人員 （页面存档备份，存于）（日語）
↑  平成16年度刊愛知県統計年鑑 第10章　運輸，通信 鉄道（JRを除く私鉄）駅別乗車人員 （页面存档备份，存于）（日語）
↑  神谷力（編）. . 郷土文化社. 2000: 94. ISBN 978-4876701292 （日语）.
↑  新實守. . 徳田耕一  (编). . JTB. 2001: 150. ISBN 978-4533039232 （日语）.
↑  神谷力（編）. . 郷土文化社. 2000: 95. ISBN 978-4876701292 （日语）.
↑  清水武、田中義人《名古屋鉄道車両史 上巻》，Alpha Beta Books，2019年，p.102，ISBN 978-4865988475
1 2  澤田幸雄、長谷寛《西尾鉄道開業百年よもやま話 「けいべん」から「パノラマスーパー」まで》，西尾鐵道開業100年紀念誌刊行會，2014年，p.31
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耶爾馬倫湖

| 耶爾馬倫湖 |
| --- | --- |

所在国家: 瑞典
表面积: 485平方公里
平均深度: 6公尺
最大深度: 20公尺
位置

耶爾馬倫湖（瑞典語：，瑞典语发音：[ˈjɛ̂lːmarɛn]）是瑞典的一個湖泊。為瑞典面積第4大湖。耶爾馬倫湖位於瑞典第三大湖梅拉倫湖附近，并且湖水通過梅拉倫湖進入波羅的海。耶爾馬倫湖東西長63公里，寬大約20公里。面積485平方公里。湖水平均深度6公尺，最大深度20公尺。厄勒布魯位於耶爾馬倫湖西端。
59°15′N 15°45′E﻿ / ﻿59.25°N 15.75°E﻿ / 59.25; 15.75
阿羅拉峰

45°59′28.87″N 7°27′18.33″E﻿ / ﻿45.9913528°N 7.4550917°E﻿ / 45.9913528; 7.4550917
阿羅拉峰（Pigne d'Arolla），是瑞士的山峰，位於該國西南部，由瓦萊州負責管轄，屬於本寧阿爾卑斯山脈的一部分，海拔高度3,790米，人類在1865年7月9日首次登頂。
參考資料

Pigne d’Arolla. （页面存档备份，存于） In: summitpost.org.
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此條目介紹的是印度山脈。关于柬埔寨山脈，请见「」。

豆蔻丘陵是印度的丘陵，位於該國南部，屬於西高止山脈的一部分，橫跨泰米爾納德邦和喀拉拉邦，海拔高度2,695米，山體在1億至8千萬年前的新生代時期形成。
外部連結

"Kerala Red Grabs Kerala Green" Apr 14 , 2007 Tehelka
豆蔻酰化

肉豆蔻酸（1-十四烷酸）是豆蔻酰化中加到氨基酸残基上的基团
豆蔻酰化的过程：肉豆蔻酸和辅酶A通过乙酰辅酶A合成酶转化为肉豆蔻酸辅酶A，再通过N-豆蔻酰转移酶转移到新生成肽链N-末端的甘氨酸上，这种翻译后修饰方式称为“共翻译修饰”
豆蔻酰化（英語：）是一种蛋白质翻译后修饰方式，豆蔻酰基基团来自于肉豆蔻酸，共价结合到肽链N-末端甘氨酸残基的α-氨基上。肉豆蔻酸是一种14-碳饱和脂肪酸(14:0) ，或称为“正十四烷酸”（n-Tetradecanoic acid）。豆蔻酰化这种翻译后修饰方式被称为“共翻译修饰”（co-translationally），在细胞质中由N-豆蔻酰转移酶完成，是最常见的脂肪酰化反应，普遍存在于各种真核生物中，与蛋白-蛋白相互作用、蛋白-脂质相互作用有关。
陶德·羅

| 個人資料 |
| --- | --- |
出生:  (1970-02-03) 1970年2月3日（54歲）  美国
國籍:  美国
登錄身高: 2.00（6英尺7英寸）
登錄體重: 90（198英磅）
職業資料
大學: 馬龍學院
職業生涯: 1992–2001
位置: 小前鋒
號碼: 31
生涯歷史
1994–1998: 泰瑞戰神 / 戰神
1998–1999: 浙江万马
1999–2001: オーエスジーフェニックス（日语：）
 
生涯焦點與獎項
 皮特·马拉维奇年度最佳球員（1992）  中華職籃年度MVP（1996）  2×中華職籃年度第一隊（1995、1996）  中華職籃外籍年度第一隊（1997）  4×中華職籃得分王（1995–1998）  中華職籃阻攻王（1996）  中華職籃罰球王（1998）  馬龍學院體育名人堂（2003） 
 

陶德·羅（英語：，1970年2月3日—）為前美國男子篮球運動員。
籃球生涯

1992年，陶德·羅畢業於美國俄亥俄州的馬龍學院。他是該校男籃校隊的明星球員。他曾代表學校參加第一級聯盟的籃球比賽，創下多項校史紀錄，包括：個人累計最多得分、單季最多得分、單季最高平均得分、單季最多出手數、單季最多進球數、單場投進最多罰球等。
1994年，陶德·羅到達台灣加入泰瑞戰神，參加新成立的中華職業籃球聯盟比賽，中文登錄名為「泰勒」。作為球隊主力小前鋒，他連續贏得四個「年度得分王」獎項、創下該聯盟多項得分紀錄，並獲選為職籃三年（1996—1997年球季）的最有價值球員。由於場上傑出穩健的表現，以及場下謙和有禮的態度，陶德·羅在台期間獲得隊友、球迷與傳媒的一致肯定，並得到「玉面戰神」的雅號。
1998年，在聯盟實施外籍球員身高限制規定的影響下，戰神球團未與陶德·羅續約，結束了他在台灣四年的職業生涯。
陶德·羅後來轉赴中國大陸效力浙江万马，中文名為「濤特」。以及到日本オーエスジーフェニックス（日语：）打球。
2003年被列入馬龍學院的體育名人堂。
宗教

陶德·羅是一名基督教徒，曾於1992年獲得美國基督教大專體育協會（英语：）提供的「馬拉維奇紀念獎學金」（）。