2021吉林考研英语考试模拟卷.docx

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1、2021吉林考研英语考试模拟卷本卷共分为1大题50小题，作答时间为180分钟，总分100分，60分及格。一、单项选择题（共50题，每题2分。每题的备选项中，只有一个最符合题意） 1.Text 3On Mar. 14, when Wal-Mart Stores Inc. announced its first foray into Japan, the Bentonville (Ark.) retailing giant placed a big bet that it could succeed where countless other foreign companies have fail

2、ed. In the past five years, a number of famous Western brands have been forced to close up shop after failing to catch on in Japan, one of the world’s largestbut most variableconsumer markets.May Wal-Mart make a go of it where others have stumbled One good sign is that the mass marketer is not

3、 rushing in blindly. It has taken an initial 6.1% stake in ailing food-and-clothing chain Seiyu Ltd. , which it can raise to a controlling 33.4% by yearend and to 66.7% by 2007. That gives Wal-Mart time to revise its strategyor run for the exits.The question is whether Wal-Mart can apply the lessons

4、 it has learned in other parts of Asia to Japan. This, after all, is a nation of notoriously finicky consumerswho have become even more so since Japan slipped into a decade-long slump. How will Wal-Mart bring to bear its legendary cost-cutting savvy in a market already affected by falling prices Ana

5、lysts are understandably skeptical. It is uncertain whether Wal-Mart’s business models will be effective in Japan,Standard g,Poor’s said in a Mar.18 report.Much depends on whether Seiyu turns out to be a good partner.The 39-year-old retailer is a member of the reputed Seibu Saison retail

6、 group that fell on hard times in the early’90s. It also has deep ties to trading house Sumitomo Corp. which will take a 15% stake in the venture with Wal-Mart. Perhaps the best thing that can be said of Seiyu’s 400-odd stores is that they’re not as deeply troubled as other local r

7、etailers. Still, there’s a gaping chasm between the two corporate cultures. We’ve never been known for cheap everyday pricing, says a Seiyu spokesman. Another potential problem is Sumitomo, which may not want to lean on suppliers to the extent that Wal-Mart routinely does.The clock is ti

8、cking. Wal-Mart executives say they need several months to study the deal with Seiyu before acting on it, but in the meantime a new wave of hyper-competitive Japanese and foreign rivals are carving up the market. If Wal-Mart succeeds, it will reduce its reliance on its home market even further andwh

9、o knowsit may even revolutionize Japanese retailing in the same way it has in the U. S.Toward this adventure of Wal-Mart, the authors attitude can be best said to be（）Aoptimistic.Bobjective.Cpessimistic.Ddefensive.2.Text 4Shortly after dawn on February 17th 2003, the world’s most ambitious roa

10、d pricing experiment will start in London. Though cordon toll schemes have been operating in Norway for years, and Singapore has an electronic system, no one has ever tried to charge motorists in a city of the size and complexity of London.For decades, transport planners have been demanding that mot

11、orists should pay directly for the use of roads. According to the professionals, it is the only way of civilizing cities and restraining the growth of inter urban traffic. Politicians have mostly turned a deaf ear, fearing that charging for something what was previously free was a quick route to ele

12、ctoral suicide. But London’s initiative suggests that the point where road pricing becomes generally accepted as the most efficient way to restrain traffic is much nearer than most drivers realize.The mayor of London, Ken Livingstone, has pinned his political reputation on the scheme’s s

13、uccess. If it works, cities around the world will rush to copy it. If it fails, he will be jeered from office when he seeks re-election in 2004. But how will success be judged The mayor claims that congestion charging will produce130m in net annual revenues, reduce traffic in central London by 15% a

14、nd reduce traffic delays by about a quarter. Unfortunately these ambitious targets are unlikely to be met.For a start, the low level at which the charge has been set owes more to politics than traffic planning. Its impact, modest in comparison with the already high 4 an hour on-street parking charge

15、s in the area, may be less than anticipated. But most transport experts are cautiously optimistic that it will help improve the capital’s chaotic transport system. As for the mayor, his political prospects look good. Those who drive cars in the center of London during the day are a tiny fracti

16、on of the millions who walk or use public transport to get to work.London’s willingness to take the plunge has moved congestion charging from the realm of transport planners into mainstream politics. Yet the low-tech solution it has adopted has been overtaken by modern microwave radio systems

17、allowing cars to communicate with roadside charging units. The next generation of technology will use global positioning satellites (GPS) to track the position of vehicles wherever they are, on a second-to- second basis.The brave new world of paying as you go is not far away. For those who drive in

18、rural areas, the cost will come down. But for motorists who spend most of their time in congested urban areas, travel is rightly going to become much more expensive.We can learn from the first paragraph that in the world the scheme of tolling systems is（）Aout of the question.Banything but new.Cfor t

19、he sake of safety.Dnowhere near success.3.Text 4Shortly after dawn on February 17th 2003, the world’s most ambitious road pricing experiment will start in London. Though cordon toll schemes have been operating in Norway for years, and Singapore has an electronic system, no one has ever tried t

20、o charge motorists in a city of the size and complexity of London.For decades, transport planners have been demanding that motorists should pay directly for the use of roads. According to the professionals, it is the only way of civilizing cities and restraining the growth of inter urban traffic. Po

21、liticians have mostly turned a deaf ear, fearing that charging for something what was previously free was a quick route to electoral suicide. But London’s initiative suggests that the point where road pricing becomes generally accepted as the most efficient way to restrain traffic is much near

22、er than most drivers realize.The mayor of London, Ken Livingstone, has pinned his political reputation on the scheme’s success. If it works, cities around the world will rush to copy it. If it fails, he will be jeered from office when he seeks re-election in 2004. But how will success be judge

23、d The mayor claims that congestion charging will produce130m in net annual revenues, reduce traffic in central London by 15% and reduce traffic delays by about a quarter. Unfortunately these ambitious targets are unlikely to be met.For a start, the low level at which the charge has been set owes mor

24、e to politics than traffic planning. Its impact, modest in comparison with the already high 4 an hour on-street parking charges in the area, may be less than anticipated. But most transport experts are cautiously optimistic that it will help improve the capital’s chaotic transport system. As f

25、or the mayor, his political prospects look good. Those who drive cars in the center of London during the day are a tiny fraction of the millions who walk or use public transport to get to work.London’s willingness to take the plunge has moved congestion charging from the realm of transport pla

26、nners into mainstream politics. Yet the low-tech solution it has adopted has been overtaken by modern microwave radio systems allowing cars to communicate with roadside charging units. The next generation of technology will use global positioning satellites (GPS) to track the position of vehicles wh

27、erever they are, on a second-to- second basis.The brave new world of paying as you go is not far away. For those who drive in rural areas, the cost will come down. But for motorists who spend most of their time in congested urban areas, travel is rightly going to become much more expensive.According

28、 to the text, the mayor of London, Ken Livingstone seems to be very supportive of the congestion charging scheme because of（）Ahis interest in traffic.Bthe weak response of politicians.Chis political motives.Dthe complexity of the problem.4.Text 4Shortly after dawn on February 17th 2003, the world&rs

29、quo;s most ambitious road pricing experiment will start in London. Though cordon toll schemes have been operating in Norway for years, and Singapore has an electronic system, no one has ever tried to charge motorists in a city of the size and complexity of London.For decades, transport planners have

30、 been demanding that motorists should pay directly for the use of roads. According to the professionals, it is the only way of civilizing cities and restraining the growth of inter urban traffic. Politicians have mostly turned a deaf ear, fearing that charging for something what was previously free

31、was a quick route to electoral suicide. But London’s initiative suggests that the point where road pricing becomes generally accepted as the most efficient way to restrain traffic is much nearer than most drivers realize.The mayor of London, Ken Livingstone, has pinned his political reputation

32、 on the scheme’s success. If it works, cities around the world will rush to copy it. If it fails, he will be jeered from office when he seeks re-election in 2004. But how will success be judged The mayor claims that congestion charging will produce130m in net annual revenues, reduce traffic in

33、 central London by 15% and reduce traffic delays by about a quarter. Unfortunately these ambitious targets are unlikely to be met.For a start, the low level at which the charge has been set owes more to politics than traffic planning. Its impact, modest in comparison with the already high 4 an hour

34、on-street parking charges in the area, may be less than anticipated. But most transport experts are cautiously optimistic that it will help improve the capital’s chaotic transport system. As for the mayor, his political prospects look good. Those who drive cars in the center of London during t

35、he day are a tiny fraction of the millions who walk or use public transport to get to work.London’s willingness to take the plunge has moved congestion charging from the realm of transport planners into mainstream politics. Yet the low-tech solution it has adopted has been overtaken by modern

36、microwave radio systems allowing cars to communicate with roadside charging units. The next generation of technology will use global positioning satellites (GPS) to track the position of vehicles wherever they are, on a second-to- second basis.The brave new world of paying as you go is not far away.

37、 For those who drive in rural areas, the cost will come down. But for motorists who spend most of their time in congested urban areas, travel is rightly going to become much more expensive.The best title for this passage may be（）AMore Expensive Trips in London.BRoad Pricing: Queue or PayCA Return to

38、 the Mass Transit.DTraffic Planning: a Dilemma5.Text 4Shortly after dawn on February 17th 2003, the world’s most ambitious road pricing experiment will start in London. Though cordon toll schemes have been operating in Norway for years, and Singapore has an electronic system, no one has ever t

39、ried to charge motorists in a city of the size and complexity of London.For decades, transport planners have been demanding that motorists should pay directly for the use of roads. According to the professionals, it is the only way of civilizing cities and restraining the growth of inter urban traff

40、ic. Politicians have mostly turned a deaf ear, fearing that charging for something what was previously free was a quick route to electoral suicide. But London’s initiative suggests that the point where road pricing becomes generally accepted as the most efficient way to restrain traffic is muc

41、h nearer than most drivers realize.The mayor of London, Ken Livingstone, has pinned his political reputation on the scheme’s success. If it works, cities around the world will rush to copy it. If it fails, he will be jeered from office when he seeks re-election in 2004. But how will success be

42、 judged The mayor claims that congestion charging will produce130m in net annual revenues, reduce traffic in central London by 15% and reduce traffic delays by about a quarter. Unfortunately these ambitious targets are unlikely to be met.For a start, the low level at which the charge has been set ow

43、es more to politics than traffic planning. Its impact, modest in comparison with the already high 4 an hour on-street parking charges in the area, may be less than anticipated. But most transport experts are cautiously optimistic that it will help improve the capital’s chaotic transport system

44、. As for the mayor, his political prospects look good. Those who drive cars in the center of London during the day are a tiny fraction of the millions who walk or use public transport to get to work.London’s willingness to take the plunge has moved congestion charging from the realm of transpo

45、rt planners into mainstream politics. Yet the low-tech solution it has adopted has been overtaken by modern microwave radio systems allowing cars to communicate with roadside charging units. The next generation of technology will use global positioning satellites (GPS) to track the position of vehic

46、les wherever they are, on a second-to- second basis.The brave new world of paying as you go is not far away. For those who drive in rural areas, the cost will come down. But for motorists who spend most of their time in congested urban areas, travel is rightly going to become much more expensive.The

47、 implementation of road pricing in London is primarily intended to（）Arestrain the capital's traffic growth.Bproduce net annual municipal revenues.Cremove on-street parking lots.Dmeet ambitious political aims.6.Text 4Shortly after dawn on February 17th 2003, the world’s most ambitious road

48、pricing experiment will start in London. Though cordon toll schemes have been operating in Norway for years, and Singapore has an electronic system, no one has ever tried to charge motorists in a city of the size and complexity of London.For decades, transport planners have been demanding that motor

49、ists should pay directly for the use of roads. According to the professionals, it is the only way of civilizing cities and restraining the growth of inter urban traffic. Politicians have mostly turned a deaf ear, fearing that charging for something what was previously free was a quick route to electoral suicide. But London’s initiative suggests that the point where road pricing becomes generally accepted as the most efficient way to restrain traffic is much nearer than mos