六级阅读理解

出版时间：2010-7  出版社：东北师大  作者：丁峰  页数：252  

内容概要

在英语考试中，历来都是得阅读者得天下，大学英语六级考试也不例外。    从2006年6月开始，大学英语六级考试采用新题型。阅读题型由原来的短文理解一枝独秀变为快速阅读、选词填空、简答题、短文理解全面开花，分值比例高达到35％，并更加注重对英语知识的综合运用能力的考查。    本书依据最新大纲，结合对历年真题的综合与剖析，针对题型分布、命题规律、解题思路以及答题方法进行全面讲解，并针对各个题型给出专项训练和解析。在本书的最后一部分组合阅读理解四大题型，精心研发了高度仿真的模拟训练，让你提前体验实战感觉，进入考试的状态。本书具有以下特色：    划线式难句剖析=突破阅读    无数考生感慨：兵败长难句=兵败阅读理解=兵败六级考试。通过对历届六级考试成绩的电脑数据分析，76.3％的同学阅读分数低是因为读不懂长难句。    通过对句子主干(主语和谓语成分)进行划线，让你一眼便能洞穿长难句的结构：通过对that等引导词的划线，让你迅速分清句子的层次，立体解决长难句；在对长难句的解析方面，针对性设置【结构分析】、【难点理解】、【句子翻译】三个栏目，全方位讲解长难句的疑难点。    立体化技能特训=阅读大提速    从单词、句子、段落、篇章、阅读方法方面特训阅读能力，帮助考生从上下文、构词法角度破解阅读理解中的生词，总结插入语、强调句、倒装句、多重复合句等复杂句式的破解策略，揭开篇章结构和主旨句之谜，帮助考生走出阅读误区，让阅读理解全面大提速。    解题技巧：正解+逆解=100％正确率     在短文理解部分，本书采用了【正解】+【逆解】的解析方法，简单题可以正向直接找出正确选项；干扰较强的题可以逆向解题，排除干扰项，最终得出正确选项。正解逆解，双向解题，让你的阅读理解正确率无限接近100％。    核心词汇集结记忆    词汇集装箱栏目集结四篇Passage中的高频、核心词汇，结合自己已经做过的考题语境记忆更深刻。同学可将该部分剪下，贴在床头或墙上，有计划的进行复习记忆。    专项训练+组合测试=完全备考    4级考试的阅读题型有4种，考生不一定每一种题型都擅长。在Part Ⅱ部分，本书对每一种题型设置了专项训练，帮助考生针对自己的“短板”题型进行强化训练，消除“短板”。在Part Ⅲ部分，本书给出8个单元的题型组合训练，考生通过大量标准的组合训练，并结合“建议做题时间”调整答题速度。这样，考生在考场便可以合理分配答题时间。    真题同源+高仿真模拟题=100％考场感觉    在分析大学英语六级考试历年真题的基础上，本书所选文章在阅读量、题量和难度上均符合最新大学英语六级考试样题和标准的六级真题的难度。模拟训练的高仿真度让训练无限贴近实战，避免真正走进考场时的不适应感。

书籍目录

PartⅠ 阅读备考方略  第一章 试题综述  第二章 技能特训    一 解读单词秘密    二 解读句子秘密    三 解读段落秘密    四 解读篇章秘密    五 阅读技巧PartⅡ 题型专项突破  第一章 快速阅读理解    一 题型综述    二 答题技巧    三 专项训练      第二章 选词填空    一 测试重点    二 答题技巧    三 专项训练  第三章 短句回答    一 测试重点    二 答题技巧    三 专项训练  第四章 短文理解    一 测试重点    二 答题技巧    三 分题型专项训练      ①主旨题      ②语义题      ③推断题      ④细节题      ⑤态度题    四 分题型专项训练PartⅢ 阅读理解四大题型组合测试  Test 1    词汇集装箱    长难句剖析    答案详解  Test 2    词汇集装箱    长难句剖析    答案详解  Test 3    词汇集装箱    长难句剖析    答案详解  Test 4    词汇集装箱    长难旬剖析    答案详解  Test 5    词汇集装箱    长难旬剖析    答案详解  Test 6    词汇集装箱    长难句剖析    答案详解  Test 7    词汇集装箱    长难句剖析    答案详解  Test 8    词汇集装箱    长难句剖析    答案详解

章节摘录

　　In recent years, railroads have been combining with each other, merging into super systems, causingheightened concerns about monopoly. As recently as 1995, the top four railroads accounted for under 70percent of the total ton-miles moved by rails. Next year, after a series of mergers is completed, just fourrailroads will control well over 90 percent of all the freight moved by major rail carriers.　　Supporters of the new super systems argue that these mergers will allow for substantial cost reductionsand better coordinated service. Any threat of monopoly, they argue, is removed by fierce competition fromtrucks. But many shippers complain that for heavy bulk commodities traveling long distances, such as coal,chemicals, and grain, trucking is too costly and the railroads therefore have them by the throat.　　The vast consolidation within the rail industry means that most shippers are served by only one railcompany. Railroads typically charge such "captive" shippers 20 to 30 percent more than they do whenanother railroad is competing for the business. Shippers who feel they are being overcharged have the rightto appeal to the federal governments Surface Transportation Board for rate relief, but the process isexpensive, time consuming, and will work only in truly extreme cases.　　Railroads justify rate discrimination against captive shippers on the grounds that in the long run itreduces everyones cost. If railroads charged all customers the same average rate, they argue, shippers whohave the option of switching to trucks or other forms of transportation would do so, leaving remainingcustomers to shoulder the cost of keeping up the-line. Its theory to which many economists subscribe, butin practice it often leaves railroads in the position of determining which companies will flourish and whichwill fail. " Do we really want railroads to be the arbiters　of who wins and who loses in themarketplace？" asks Martin Bercovici, a Washington lawyer who frequently represents shipper.　　Many captive shippers also worry they will soon be hit with a round of huge rate increases. The railroadindustry as a whole, despite its brightening fortunes, still does not earn enough to cover the cost of the capitalit must invest to keep up with its surging traffic. Yet railroads continue to borrow billions to acquire oneanother, with Wall Street cheering them on. Consider the $ 10.2 billion bid by Norfolk Southern and CSX toacquire Conrail this year. Conrails net railway operating income in 1996 was just $ 427 million, less thanhalf of the carrying costs of the transaction. Whos going to pay for the rest of the bill？ Many captive shippersfear that they will, as Norfolk Southern and CSX increase their grip on the market.

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•   适合考试前练练~
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