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1、2021年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 fai
2、led. 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 no
3、t 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 lesson
4、s 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 An
5、alysts 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 retai
6、l 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
7、retailers. 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 t
8、icking. 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 andw
9、ho 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 ro
10、ad 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 mo
11、torists 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 el
12、ectoral 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
13、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 central London by 15%
14、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 on-street parking charg
15、es 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 fract
16、ion 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
19、the 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
20、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 traffic. P
21、oliticians 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 nea
22、rer 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 judg
23、ed 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 mo
24、re 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
25、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 transport pl
26、anners 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 w
27、herever 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.Accordin
28、g 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&r
29、squo;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 hav
30、e 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 reputatio
32、n 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 i
33、n 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
35、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 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 t
38、o 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
39、tried 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 traf
40、fic. 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 mu
41、ch 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 b
42、e 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 o
43、wes 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 syste
44、m. 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 transp
45、ort 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 vehi
46、cles 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.Th
47、e 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 moto
49、rists 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 mo