四級(jí)復(fù)習(xí)資料大全閱讀
略讀的重點(diǎn)在于快速了解文章的中心思想。略讀的方法是首先看一下標(biāo)題，接著讀第一段，抓住中心思想。再瀏覽一下其他段落的首句和末句，最后讀完結(jié)尾段。
尋讀(scanning)就是有目標(biāo)地去找出文中某些特定的信息。尋讀時(shí)，要以很快的速度掃視文章，確定所查詢的信息范圍，同時(shí)明確查詢信息的特點(diǎn)。如：?jiǎn)栴}或選項(xiàng)中所涉及到的人名、地名，則主要尋找首字母大寫的單詞;有關(guān)日期、數(shù)目的問題，則主要查找具體數(shù)字;有關(guān)某個(gè)事件、某種觀點(diǎn)等，就需要尋找與此相關(guān)的關(guān)鍵詞，而與所查信息無關(guān)的內(nèi)容可一掠而過。
除了在閱讀理解中運(yùn)用略讀法和尋讀法之外，有時(shí)還需要仔細(xì)閱讀文章的某一特定部分，力求對(duì)其有較深的理解，或?qū)ζ溥M(jìn)行歸納、總結(jié)、推斷等，這時(shí)就需要對(duì)這部分進(jìn)行仔細(xì)閱讀，理解作者的言外之意。這種仔細(xì)的閱讀方法就是研讀法，通常適用于推斷型閱讀理解試題。這種方法在快速閱讀中使用并不多，但它對(duì)于快速閱讀的解題方法來說絕對(duì)是一個(gè)有力的補(bǔ)充。
第一節(jié) 應(yīng)試策略與解題思路
為了更好地說明快速閱讀的應(yīng)試策略和解題思路，下面以一道真題為例進(jìn)行詳細(xì)地說明。
Highways
Early in the 20th century, most of the streets and roads in the U.S. were made of dirt, brick, and cedar wood blocks. Built for horse, carriage, and foot traffic, they were usually poorly cared for and too narrow to accommodate(容納)automobiles.
With the increase in auto production, private turnpike(收費(fèi)公路)companies under local authorities began to spring up, and by 1921 there were 387,000 miles of paved roads. Many were built using specifications of 19th century Scottish engineers Thomas Telford and John Mac Adam (for whom the macadam surface is name [D], whose specifications stressed the importance of adequate drainage. Beyond that, there were no national standards for size, weight restrictions, or commercial signs. During World War I, roads throughout the country were nearly destroyed by the weight of trucks. When General Eisenhower returned from Germany in 1919, after serving in the U.S. Armys first transcontinental motor convoy (車隊(duì)), he noted: The old convoy had started me thinking about good, two-lane highways, but Germanys Autobahn or motorway had made me see the wisdom of broader ribbons across the land.
It would take another war before the federal government would act on a national highway system. During World War II, a tremendous increase in trucks and new roads were required. The war demonstrated how critical highways were to the defense effort. Thirteen per cent of defense plants received all their supplies by truck, and almost all other plants shipped more than half of their products by vehicle. The war also revealed that local control of highways had led to a confusing variety of design standards. Even federal and state highways did not follow basic standards. Some states allowed trucks up to 36,000 pounds, while others restricted anything over 7,000 pounds. A government study recommended a national highway system of 33,920 miles, and Congress soon passed the Federal-Aid Highway Act of 1944, which called for strict, centrally controlled design criteria.
The interstate highway system was finally launched in 1956 and has been hailed as one of the greatest public works projects of the century. To build its 44,000mile web of highways, bridge, and tunnels, hundreds of unique engineering designs and solutions had to be worked out. Consider the many geographic features of the country: mountains, steep grades, wetlands, rivers, desserts, and plains. Variables included the slope of the land, the ability of the pavement to support the load, the intensity of road use, and the nature of the underlying soil. Urban areas were another problem. Innovative designs of roadways, tunnels, bridges, overpasses, and interchanges that could run through or bypass urban areas soon began to weave their way across the country, forever altering the face of America.
Long-span, segmented-concrete, cable-stayed bridges such as Hale Boggs in Louisiana and the Sunshine Skyway in Florida, and remarkable tunnels like Fort McHenry in Maryland and Mt, Baker in Washington, met many of the nations physical challenges. Traffic control systems and methods of construction developed under the interstate program soon influenced highway construction around the world, and were invaluable in improving the condition of urban streets and traffic patterns.
Today, the interstate system links every major city in the U.S. and the U.S. with Canada and Mexico. Built with safety in mind, the highways have wide lanes and shoulders, dividing medians or barriers, long entry and exit lanes, curves engineered for safe turns, and limited access. The death rate on highways is half that of all other U.S. roads (0.86 deaths per 100 million passenger miles compared to 1.99 deaths per 100 million on all other roads).
By opening the North American continent, highways have enabled consumer goods and services to reach people in remote and rural areas of the country, spurred the growth of suburbs, and provide people with greater options in terms of jobs, access to cultural programs, health care, and other benefits. Above all, the interstate system provides individuals with what they cherish most personal freedom of mobility.
The interstate system has been an essential element of the nations economic growth in terms of shipping and job creation: more than 75 percent pf the nations freight deliveries arrive by truck; and most products that arrive by rail or air use interstates for the last leg of the journey by vehicle Not only has the highway system affected the American economy by providing shipping routes, it has led to the growth of spin-off industries like service stations, motels, restaurants, and shopping centers. It has allowed the relocation of manufacturing plants and other industries from urban areas to rural.
By the end of the century there was an immense network of paved roads, residential streets, expressways, and freeways built to support millions of vehicles. The highway system was officially renamed for Eisenhower to honor his vision and leadership. The year construction began he said: Together, the united forces of our communication and transportation systems are dynamic elements in the very name we bear-United States. Without them, we would be a mere alliance of many separate parts.
1. National standards for paved roads were in place by 1921.
2. General Eisenhower felt that the broad German motorways made more sense than the two-lane highways of America.
3. It was in the 1950 that the American government finally took action to build a national high way system.
4. Many of the problems presented by the countrys geographical features found solutions in innovative engineering projects.
5. In spite of safety considerations, the death rate on interstate highways is still higher than that of other American roads.
6. The interstate highway system provides access between major military installations in America.
7. Service stations, motels and restaurants promoted the development of the interstate highway system.
8. The greatest benefit brought about by the interstate system was____________.
9. Trucks using the interstate highways deliver more than_____________.
10. The interstate system was renamed after Eisenhower in recognition of______.
略讀的重點(diǎn)在于快速了解文章的中心思想。略讀的方法是首先看一下標(biāo)題，接著讀第一段，抓住中心思想。再瀏覽一下其他段落的首句和末句，最后讀完結(jié)尾段。
尋讀(scanning)就是有目標(biāo)地去找出文中某些特定的信息。尋讀時(shí)，要以很快的速度掃視文章，確定所查詢的信息范圍，同時(shí)明確查詢信息的特點(diǎn)。如：?jiǎn)栴}或選項(xiàng)中所涉及到的人名、地名，則主要尋找首字母大寫的單詞;有關(guān)日期、數(shù)目的問題，則主要查找具體數(shù)字;有關(guān)某個(gè)事件、某種觀點(diǎn)等，就需要尋找與此相關(guān)的關(guān)鍵詞，而與所查信息無關(guān)的內(nèi)容可一掠而過。
除了在閱讀理解中運(yùn)用略讀法和尋讀法之外，有時(shí)還需要仔細(xì)閱讀文章的某一特定部分，力求對(duì)其有較深的理解，或?qū)ζ溥M(jìn)行歸納、總結(jié)、推斷等，這時(shí)就需要對(duì)這部分進(jìn)行仔細(xì)閱讀，理解作者的言外之意。這種仔細(xì)的閱讀方法就是研讀法，通常適用于推斷型閱讀理解試題。這種方法在快速閱讀中使用并不多，但它對(duì)于快速閱讀的解題方法來說絕對(duì)是一個(gè)有力的補(bǔ)充。
第一節(jié) 應(yīng)試策略與解題思路
為了更好地說明快速閱讀的應(yīng)試策略和解題思路，下面以一道真題為例進(jìn)行詳細(xì)地說明。
Highways
Early in the 20th century, most of the streets and roads in the U.S. were made of dirt, brick, and cedar wood blocks. Built for horse, carriage, and foot traffic, they were usually poorly cared for and too narrow to accommodate(容納)automobiles.
With the increase in auto production, private turnpike(收費(fèi)公路)companies under local authorities began to spring up, and by 1921 there were 387,000 miles of paved roads. Many were built using specifications of 19th century Scottish engineers Thomas Telford and John Mac Adam (for whom the macadam surface is name [D], whose specifications stressed the importance of adequate drainage. Beyond that, there were no national standards for size, weight restrictions, or commercial signs. During World War I, roads throughout the country were nearly destroyed by the weight of trucks. When General Eisenhower returned from Germany in 1919, after serving in the U.S. Armys first transcontinental motor convoy (車隊(duì)), he noted: The old convoy had started me thinking about good, two-lane highways, but Germanys Autobahn or motorway had made me see the wisdom of broader ribbons across the land.
It would take another war before the federal government would act on a national highway system. During World War II, a tremendous increase in trucks and new roads were required. The war demonstrated how critical highways were to the defense effort. Thirteen per cent of defense plants received all their supplies by truck, and almost all other plants shipped more than half of their products by vehicle. The war also revealed that local control of highways had led to a confusing variety of design standards. Even federal and state highways did not follow basic standards. Some states allowed trucks up to 36,000 pounds, while others restricted anything over 7,000 pounds. A government study recommended a national highway system of 33,920 miles, and Congress soon passed the Federal-Aid Highway Act of 1944, which called for strict, centrally controlled design criteria.
The interstate highway system was finally launched in 1956 and has been hailed as one of the greatest public works projects of the century. To build its 44,000mile web of highways, bridge, and tunnels, hundreds of unique engineering designs and solutions had to be worked out. Consider the many geographic features of the country: mountains, steep grades, wetlands, rivers, desserts, and plains. Variables included the slope of the land, the ability of the pavement to support the load, the intensity of road use, and the nature of the underlying soil. Urban areas were another problem. Innovative designs of roadways, tunnels, bridges, overpasses, and interchanges that could run through or bypass urban areas soon began to weave their way across the country, forever altering the face of America.
Long-span, segmented-concrete, cable-stayed bridges such as Hale Boggs in Louisiana and the Sunshine Skyway in Florida, and remarkable tunnels like Fort McHenry in Maryland and Mt, Baker in Washington, met many of the nations physical challenges. Traffic control systems and methods of construction developed under the interstate program soon influenced highway construction around the world, and were invaluable in improving the condition of urban streets and traffic patterns.
Today, the interstate system links every major city in the U.S. and the U.S. with Canada and Mexico. Built with safety in mind, the highways have wide lanes and shoulders, dividing medians or barriers, long entry and exit lanes, curves engineered for safe turns, and limited access. The death rate on highways is half that of all other U.S. roads (0.86 deaths per 100 million passenger miles compared to 1.99 deaths per 100 million on all other roads).
By opening the North American continent, highways have enabled consumer goods and services to reach people in remote and rural areas of the country, spurred the growth of suburbs, and provide people with greater options in terms of jobs, access to cultural programs, health care, and other benefits. Above all, the interstate system provides individuals with what they cherish most personal freedom of mobility.
The interstate system has been an essential element of the nations economic growth in terms of shipping and job creation: more than 75 percent pf the nations freight deliveries arrive by truck; and most products that arrive by rail or air use interstates for the last leg of the journey by vehicle Not only has the highway system affected the American economy by providing shipping routes, it has led to the growth of spin-off industries like service stations, motels, restaurants, and shopping centers. It has allowed the relocation of manufacturing plants and other industries from urban areas to rural.
By the end of the century there was an immense network of paved roads, residential streets, expressways, and freeways built to support millions of vehicles. The highway system was officially renamed for Eisenhower to honor his vision and leadership. The year construction began he said: Together, the united forces of our communication and transportation systems are dynamic elements in the very name we bear-United States. Without them, we would be a mere alliance of many separate parts.
1. National standards for paved roads were in place by 1921.
2. General Eisenhower felt that the broad German motorways made more sense than the two-lane highways of America.
3. It was in the 1950 that the American government finally took action to build a national high way system.
4. Many of the problems presented by the countrys geographical features found solutions in innovative engineering projects.
5. In spite of safety considerations, the death rate on interstate highways is still higher than that of other American roads.
6. The interstate highway system provides access between major military installations in America.
7. Service stations, motels and restaurants promoted the development of the interstate highway system.
8. The greatest benefit brought about by the interstate system was____________.
9. Trucks using the interstate highways deliver more than_____________.
10. The interstate system was renamed after Eisenhower in recognition of______.
