阅读理解
As more and more electrified vehicles hit the floors of car dealerships, conventional wisdom has it that the market won't get moving without richer incentives and dense battery-charging networks.
It's not surprising that the market may take root in big cities: nowhere is the need for cleaner air and reduced carbon dioxide emissions more pressing, and nowhere else can you expect to find as many green-minded early adopters who will welcome a clean vehicle that takes them the short distances they need to go on one charge. These characteristics make large urban areas the ideal labs for the next phase of electric-vehicle development.
Large markets are waiting to be served. We found big clusters of potential early adopters—20 percent in New York—who were distinguished by their green thinking and would consider buying an electric car.
For early adopters, the charging problem isn't as big as it seems. Unlike other groups of car buyers in New York and Shanghai, early adopters were willing to adjust their driving and parking habits to own an electric car. In fact, they indicated that a dense public charging infrastructure would only modestly increase their interest in buying such cars and that they were willing to cope with more limited charging options. This attitude reduces the need for public investments in the start-up stage, though a broad plug-in infrastructure will no doubt be critical as electrified vehicles migrate to mass adoption in large cities and elsewhere.
This is also good news for automakers, which have the opportunity to overcome another major obstacle: battery limits. Since many drivers in large cities travel only short distances—to and from work, for instance— the near-term cost and duration of electric-car batteries is less of a problem there than it is elsewhere. Rather than offering only all-purpose electric vehicles, auto makers can segment buyers according to their driving missions and develop attractively priced models with no more battery energy storage than many of their city drivers need.
Consumer education is one such measure that will be critical for catalyzing both early and mass adoption. Forty percent of New York and Shanghai respondents said they didn't know much about electric vehicles and many were anxious about driving-range limitations. Few knew that battery-powered cars are relatively quiet and can potentially accelerate faster than conventional ones. And more important, many weren't aware that electric cars help drivers save money on both fuel and maintenance in the long run.
It's not surprising that the market may take root in big cities: nowhere is the need for cleaner air and reduced carbon dioxide emissions more pressing, and nowhere else can you expect to find as many green-minded early adopters who will welcome a clean vehicle that takes them the short distances they need to go on one charge. These characteristics make large urban areas the ideal labs for the next phase of electric-vehicle development.
Large markets are waiting to be served. We found big clusters of potential early adopters—20 percent in New York—who were distinguished by their green thinking and would consider buying an electric car.
For early adopters, the charging problem isn't as big as it seems. Unlike other groups of car buyers in New York and Shanghai, early adopters were willing to adjust their driving and parking habits to own an electric car. In fact, they indicated that a dense public charging infrastructure would only modestly increase their interest in buying such cars and that they were willing to cope with more limited charging options. This attitude reduces the need for public investments in the start-up stage, though a broad plug-in infrastructure will no doubt be critical as electrified vehicles migrate to mass adoption in large cities and elsewhere.
This is also good news for automakers, which have the opportunity to overcome another major obstacle: battery limits. Since many drivers in large cities travel only short distances—to and from work, for instance— the near-term cost and duration of electric-car batteries is less of a problem there than it is elsewhere. Rather than offering only all-purpose electric vehicles, auto makers can segment buyers according to their driving missions and develop attractively priced models with no more battery energy storage than many of their city drivers need.
Consumer education is one such measure that will be critical for catalyzing both early and mass adoption. Forty percent of New York and Shanghai respondents said they didn't know much about electric vehicles and many were anxious about driving-range limitations. Few knew that battery-powered cars are relatively quiet and can potentially accelerate faster than conventional ones. And more important, many weren't aware that electric cars help drivers save money on both fuel and maintenance in the long run.
单选题
6.The big cities are more likely to be large markets of electric vehicles because______.
【正确答案】
D
【答案解析】细节题。根据题干关键词markets of electric vehicles定位至第二段第一句：电动汽车之所以更有可能在城市扎根，是因为城市里许多有环保意识的人愿意尝试这种新型交通工具，因此D项与原文意思相符，故为答案。
单选题
7.According to the passage, it can be inferred that the public charging infrastructure______.
【正确答案】
A
【答案解析】推断题。根据题干关键词the public charging infrastructure定位至第四段第二、三句。由这两句可知，对于城市里的电动汽车的潜在消费者来说，他们的购买欲望不会因是否有大规模的充电设施而产生大的区别，因此，在电动汽车的起步阶段，充电设施并不重要。但是，如果电动汽车的使用形成规模，这种基础设施就至关重要了，故A项为正确答案。
单选题
8.What types of electric vehicles should be produced for city users?
【正确答案】
C
【答案解析】推断题。根据题干关键词electric vehicles定位至第五段。由该段最后一句可知，针对城市用户，汽车制造商最好是将客户分类，按照客户对电池储存电量的要求，开发价格低廉且耗电低的汽车，故C项为正确答案。
单选题
9.Which of the following may discourage the buyers of electric vehicles?
【正确答案】
B
【答案解析】细节题。根据题干关键词discourage和electric vehicles定位至第六段第二句。在该句中，作者提到了很多受访者都对电动汽车的行驶里程表示担忧。因此，充电后的行驶距离有可能会打击消费者的购买积极性，故B项为正确答案。
单选题
10.The author's attitude towards electric vehicles is______.
【正确答案】
C
【答案解析】态度题。虽然作者在文章中没有直接表现出对电动汽车的赞赏之意，但是，文章中但凡涉及电动汽车的劣势和不足时，作者都在暗示大城市里的人们是可以容忍这些缺点的，而且在文章的最后一段，作者还提到电动汽车的多项优点，因此可以推断作者对电动汽车是持赞赏态度的，所以C项为正确答案。