2023年吉林考研英語(yǔ)考試模擬卷

2023年吉林考研英語(yǔ)考試模擬卷 本卷共分為1大題50小題，作答時(shí)間為180分鐘，總分100分，60分及格。 一、單項(xiàng)選擇題（共50題，每題2分。每題的備選項(xiàng)中，只有一個(gè)最符合題意） 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 failed. 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 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 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 Analysts 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 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 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 ticking. 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 andwho knowsit may even revolutionize Japanese retailing in the same way it has in the U. S.Toward this adventure of Wal-Mart, the author's attitude can be best said to be（） A．optimistic. B．objective. C．pessimistic. D．defensive. 2.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 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. 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 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 judged The mayor claims that congestion charging will produce￡130m 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 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. 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 transport 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 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 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（） A．out of the question. B．a(chǎn)nything but new. C．for the sake of safety. D．nowhere 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 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. 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 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 judged The mayor claims that congestion charging will produce￡130m 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 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. 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 transport 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 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 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 to the text, the mayor of London, Ken Livingstone seems to be very supportive of the congestion charging scheme because of（） A．his interest in traffic. B．the weak response of politicians. C．his political motives. D．the complexity of the problem. 4.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 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. 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 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 judged The mayor claims that congestion charging will produce￡130m 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 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. 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 transport 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 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 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（） A．More Expensive Trips in London. B．Road Pricing: Queue or Pay C．A Return to the Mass Transit. D．Traffic Planning: a Dilemma 5.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 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. 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 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 judged The mayor claims that congestion charging will produce￡130m 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 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. 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 transport 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 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 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 implementation of road pricing in London is primarily intended to（） A．restrain the capital's traffic growth. B．produce net annual municipal revenues. C．remove on-street parking lots. D．meet ambitious political aims. 6.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 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. 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 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 judged The mayor claims that congestion charging will produce￡130m 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 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. 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 transport 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 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 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 learn from the text that traffic planners are more concerned about（） A．the attitude of drivers in London. B．taking a political standpoint. C．sophisticated tolling systems. D．imposing congestion charging. 7.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 failed. 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 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 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 Analysts 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 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 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 ticking. 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 andwho knowsit may even revolutionize Japanese retailing in the same way it has in the U. S.It can be learned from Paragraph 4 that（） A．Seiyu will be incorporated into Wal-Mart in the foreseeable future. B．Wal-Mart's has no alternative but to choose Seiyu as its partner. C．Seiyu depends in large measure on Wal-Mart for surging profits. D．Wal-Mart's cooperation with Seiyu is still to be re-examined. 8.Text 2At some point during their education, biology students are told about a conversation in a pub that took place over 50 years ago. J. B. S. Haldane, a British geneticist, was asked whether he would lay down his life for his country. After doing a quick calculation on the back