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剑桥雅思真题14Test1阅读Passage2原文+解析+答案

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摘要:经常有烤鸭会问,雅思剑桥真题有答案解析吗,怎么样才能领取剑桥雅思全套真题?今天三立在线为大家整理了剑桥雅思真题14Test3阅读Passage2原文,希望能帮助大家顺利的备考雅思,想领取全套剑桥雅思真题的同学,请关注三立剑桥雅思频道。 READING PASSAGE 2 You should spend about 20 minutes on Questions 14^26, which are based on Reading Passage 2 below. Saving bugs

  经常有烤鸭会问,雅思剑桥真题有答案解析吗,怎么样才能领取剑桥雅思全套真题?今天三立在线为大家整理了剑桥雅思真题14Test1阅读Passage2原文,希望能帮助大家顺利的备考雅思,想领取全套剑桥雅思真题的同学,请关注三立剑桥雅思频道。

  剑桥雅思真题14Test1阅读Passage2原文

  READING PASSAGE 2

  You should spend about 20 minutes on Questions 14^-26, which are based on Reading

  Passage 2 below.

  The growth of bike-sharing schemes around

  the world

  How Dutch engineer Luud Schimmelpennink helped to devise urban

  bike-sharing schemes

  A The original idea for an urban bike-sharing scheme dates back to a summer's day in Amsterdam in 1965. Provo, the organisation that came up with the idea, was a group of Dutch activists who wanted to change society. They believed the scheme, which was known as the Witte Fietsenplan, was an answer to the perceived threats of air pollution and consumerism. In the centre of Amsterdam, they painted a small number of used bikes white. They also distributed leaflets describing the dangers of cars and inviting people to use the white bikes. The bikes were then left unlocked at various locations around the city, to be used by anyone in need of transport.

  B Luud Schimmelpennink, a Dutch industrial engineer who still lives and cycles in Amsterdam, was heavily involved in the original scheme. He recalls how the scheme succeeded in attracting a great deal of attention - particularly when it came to publicising Provo's aims - but struggled to get off the ground. The police were opposed to Provo’s initiatives and almost as soon as the white bikes were distributed around the city, they removed them. However, for Schimmelpennink and for bike-sharing schemes in general, this was just the beginning. The first Witte Fietsenplan was just a symbolic thing,’ he says. ‘We painted a few bikes white,that was all. Things got more serious when I became a member of the Amsterdam city council two years later.'

  C Schimmelpennink seized this opportunity to present a more elaborate Witte Fietsenplan to the city council. 'My idea was that the municipality of Amsterdam would distribute 10,000 white bikes over the city, for everyone to use,' he explains.

  'I made serious calculations. It turned out that a white bicycle - per person, per kilometre - would cost the municipality only 10% of what it contributed to public transport per person per kilometre.' Nevertheless, the council unanimously rejected the plan. They said that the bicycle belongs to the past. They saw a glorious future for the car,' says Schimmelpennink. But he was not in the least discouraged.

  D Schimmelpennink never stopped believing in bike-sharing, and in the mid-90s, two Danes asked for his help to set up a system in Copenhagen. The result was the world's first large-scale bike-share programme. It worked on a deposit: 'You dropped a coin in the bike and when you returned it, you got your money back.’ After setting up the Danish system, Schimmelpennink decided to try his luck again

  in the Netherlands - and this time he succeeded in arousing the interest of the Dutch Ministry of Transport. Times had changed,' he recalls. 'People had become more environmentally conscious, and the Danish experiment had proved that bike-sharing was a real possibility.1 A new Witte Fietsenplan was launched in 1999 in Amsterdam. However, riding a white bike was no longer free; it cost one guilder per trip and payment was made with a chip card developed by the Dutch bank Postbank. Schimmelpennink designed conspicuous, sturdy white bikes locked in special racks which could be opened with the chip card - the plan started with 250 bikes, distributed over five stations.

  E Theo Molenaar, who was a system designer for the project, worked alongside

  Schimmelpennink. ‘I remember when we were testing the bike racks, he announced that he had already designed better ones. But of course, we had to go through with the ones we had.' The system, however, was prone to vandalism and theft. 'After every weekend there would always be a couple of bikes missing,' Molenaar says.

  !l really have no idea what people did with them, because they could instantly be recognised as white bikes.' But the biggest blow came when Postbank decided to abolish the chip card, because it wasn't profitable. That chip card was pivotal to the system,' Molenaar says. To continue the project we would have needed to set up another system, but the business partner had lost interest.'

  F Schimmelpennink was disappointed, but - characteristically - not for long. In 2002 he got a call from the French advertising corporation JC Decaux, who wanted to set up his bike-sharing scheme in Vienna. That went really well. After Vienna, they set up a system in Lyon. Then in 2007, Paris followed. That was a decisive moment in the history of bike-sharing.’ The huge and unexpected success of the Parisian bike-sharing programme, which now boasts more than 20,000 bicycles, inspired cities all over the world to set up their own schemes, all modelled on Schimmelpennink's. 'Ifs wonderful that this happened,' he says. 'But financially I didn't really benefit from it, because I never filed for a patent.'

  G In Amsterdam today, 38% of all trips are made by bike and, along with

  Copenhagen, it is regarded as one of the two most cycle-friendly capitals in the world - but the city never got another Witte Fietsenplan. Molenaar believes this may be because everybody in Amsterdam already has a bike. Schimmelpennink, however, cannot see that this changes Amsterdam's need for a bike-sharing scheme. 'People who travel on the underground don't carry their bikes around.

  But often they need additional transport to reach their final destination.'Although he thinks it is strange that a city like Amsterdam does not have a successful bike- sharing scheme, he is optimistic about the future. 'In the '60s we didn't stand a chance because people were prepared to give their lives to keep cars in the city. But that mentality has totally changed. Today everybody longs for cities that are not dominated by cars.’

  Questions 14-18

  Reading Passage 2 has seven paragraphs, A-G.

  Which paragraph contains the following information?

  Write the correct letter, A—G, in boxes 14-18 on your answer sheet

  NB You may use any letter more than once.

  14 a description of how people misused a bike-sharing scheme

  15 an explanation of why a proposed bike-sharing scheme was turned down

  16 a reference to a person being unable to profit from their work

  17 an explanation of the potential savings a bike-sharing scheme would bring

  18 a reference to the problems a bike-sharing scheme was intended to solve

  Questions 19 and 20 Choose TWO letters, A-E.

  Write the correct letters in boxes 19 and 20 on your answer sheet.

  Which TWO of the following statements are made in the text about the Amsterdambike-sharing scheme of 1999?

  A、It was initially opposed by a government department.

  B、It failed when a partner in the scheme withdrew support.

  C、It aimed to be more successful than the Copenhagen scheme. It was made possible by a change in D、people's attitudes.

  E、It attracted interest from a range of bike designers

  Questions 21 and 22 Choose TWO letters, A-E.

  Write the correct letters in boxes 21 and 22 on your answer sheet.

  Which TWO of the following statements are made in the text about Amsterdam today?

  A、The majority of residents would like to prevent all cars from entering the city.

  B、 There is little likelihood of the city having another bike-sharing scheme.

  C、More trips in the city are made by bike than by any other form of transport.

  D、A bike-sharing scheme would benefit residents who use public transport.

  E、 The city has areputation as a place that welcomes cyclists.

  Questions 23-26 Complete the summary below.

  Choose ONE WORD ONLY from the passage for each answer.

  Write your answers in boxes 23-26 on your answer sheet.

  The first urban bike-sharing scheme

  The first bike-sharing scheme was the idea of the Dutch group Provo. The people who

  belonged to this group were 23...............................They were concerned about damage

  to the environment and about 24............................., and believed that the bike-sharing

  scheme would draw attention to these issues. As well as painting some bikes white, they handed out 25.............................that condemned the use of cars.

  However, the scheme was not a great success: almost as quickly as Provo left

  the bikes around the city, the 26.............................took them away. According to

 

  Schimmelpennink, the scheme was intended to be symbolic. The idea was to get people thinking about the issues.

剑桥雅思真题14Test1阅读Passage2解析+答案

 

  解题地图

  解题顺序:MATCHING INFORMATION→MULTIPLE CHOICFJSUMMARY COMPLETION→MATCI丑NG INFORMATION

  友情提示: 本文中有一个大多数了解雅思题目种类的考生都不太喜欢的题型: 哪段包含以下某句细节信息” 。要准确做对这种题型中的每一道题目, 考生别无选择, 最稳妥的办法莫过于通篇读懂每段每句。 不过, 由于本篇是一套试题中的第二篇文章, 考生的答题时间仍比较充分, 想要全面照顾所有题型的阅读策略仍然应是平行阅读:先大致浏览一段内容, 对比段落配细节信息这个题型中的每一句话, 查看是否有信息包含在刚刚读过的这一段里;再依次比对两道多选题的题干, 看是否提及了题干中所描述限定的内容,如有则细看每一个选项答题;如果完全没有提及题干中的信息,则本段与解答多选题无关。 接下来, 对比摘要填空题的第一道题干, 按照 “有相关 信息解题、无相关信息不必回看” 的原则,稳步向后文进行速读和精读的交替动作。 按照这种顺序逐段推进, 即可比较理想地达成 “文章只看一遍而查看过所有题型中的所有题目” 这个目标。

答案

  Reading Passage 2, Questions 14^26

  14、E

  15、C

  16、F

  17、C

  18、A

  19&20 IN EITHER ORDER

  B

  D

  21&22IN EITHER ORDER

  D

  E

  23、activists

  24、consumerism

  25、leaflets

  26、police

 

 

  试题解析

 

 
 
 

Questions 21-22

题目类型:MULτ1PLE CHOICES

 

Questions 23~26

· 题目类型:SUMMARY COMPLETION
· 题目解析:此部分题目虽然是全文的最后一个题型, 但定位处却很靠前, 分别出在文章的A段和
B段里。考生如果耐心看清了这个摘要总结题的小标题: “第一次城市共享单车行动
计划” , 对于预测答案出处的位置是有好处的:既然文章标题已经预告了全文都在讲述 “共享单车计划 ” ,那么 “ 第一次” 按照时间逻辑理应出现在文章中比较靠前的位置。一旦确定了 这个大致位置,考生应该可以比较轻松地找到这几道题目的答案。

 
 
 

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