单选题Owing to the great genius of the 14th century poet ______ the British native literature was sufficiently vigorous and experienced in assimilating foreign influences without being subjected by them.[A] Geoffrey Chaucer[B] Daniel Defoe[C] William Shakespeare[D] Charles Lamb

单选题The Hispanics mainly refer to the ethnic people immigrating to the U.S. from ______.

单选题The Great Charter (Magna Charter) was signed by ______ in 1215.A. King Henry Ⅱ B. King John C. King William D. King Richard

单选题About Britain's social welfare, which is the correct discription in the following statements?

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单选题English didn't become the official language of the England until ______ after the Hundred Years' War. A. 12th B. 13th C. 14th D. 15th

单选题There's a simple idea that two of West Germany's top car manufacturers are seriously studying at the moment, both out of self interest, but also out of concern for the environment. The concept is to develop vehicles that can run on a virtually limitless element hydrogen which when burned does not produce damaging fumes, but instead a bit of water vapour. The concept can solve two problems at once. First, it is a hedge for that day in the 21st century when hydrocarbon fuels run out, a prospect of no minor concern for the automotive industry. Beyond that, the increasingly dire warnings by environmental scientists about the "greenhouse effect" in atomosphere caused by carbon dioxide exhausts adds urgency to the quest for a fuel that is less damaging to the environment. Of course, there is a hitch to hydrogen, both carmakers admit : though the know - how to run vehicles on nature's lightest element is already available, hydrogen is far from being cost competitive compared to hydrocarbon fuels, and further refinements hydrogen - propulsion technology will be required. But what we are discussing today is the technology of the year 2020. But after several years' research Daimler and BMW engineers, in collaboration with other companies and research institutes in West Germany, independently have been tackling the technological and cost feasibility problems to be overcome in hydrogen fuel application. In addition to the two concerns of technology and economic feasibility, the carmakers say, there is the issue of safety. The spectacular explosion of the dirigible. Hindenburg in 1937 immediately comes to mind, and skeptics wonder what the German autobahn would look like in one of the hundred - car pileups that routinely happen every winter if all the cars and tanks loaded with hydrogen. A BMW engineer, Friedieh Fickel, says that hydrogen is seen as less risky than gasoline. When leaked, hydrogen rises quickly up to the atmosphere, reducing the potential of explosion, whereas gasoline fumes linger close to the ground before dispersing. Still, both Daimler and BMW report that a considerable part of their development efforts are aimed at safe, lead - free storage of hydrogen fuel. The related question is what is the best method of storage. By now, the tests by both carmakers have all but eliminated using hydrogen in gas form. As a gas it takes up about 14 times the space of liquid hydrogen and as much as 30 percent can be lost by leakage unless the tanks are perfectly sealed. Two other storage methods hold more promise. One is in liquid form, and the other in the form of metal hydrides. In the latter, hydrogen if mixed with a metal alloy, a process whereby the gas molecules are stored within the metal's molecular structure.

单选题Quebec province in Canada has a strong ______ culture.

单选题Recently, for-profits universities have been favored by older people because ______.

单选题The language produced by second language learners is technically called

单选题Sometimes, two varieties of a language exist side by side throughout the community, with each having a definite role to play. This phenomenon is ______ .

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单选题The University of Dublin was not founded until

单选题The following are the founding fathers of the American Repubic except ______.

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单选题Even if prices shoot back toward $50 a barrel, that won't wean the world from oil. Only government can do that. Is the internal-combustion engine dead? Listening to all the voices calling hybrid vehicles the future of transportation, you might think so. Alternative energy is back in style among the chattering classes. But oil prices would have to go a lot higher to make so-called renewables—such as solar and wind energy—commercially viable. That means their future won't be decided by changing consumer tastes or market conditions, but by government policy. These are facts. Any oil company will use Whatever energy source makes economic sense, since its basic mission is not to pump oil. It's to create value from energy. We figure the cost of one kilowatt of solar power at a minimum of five times the cost of oil power, even when oil is hovering near $50 a barrel—the recent record high, which we never expected to hold up for long. Solar power is even less competitive against cheaper fossil fuels like coal and natural gas, and relies on mature technology. A radically new technology—perhaps replacing the silicon in photovoltaic cells with polymers—will be needed to make solar cost-effective. That day is at least 20 years off. Wind is closer than solar to becoming competitive with fossil fuels, but its capacity to supply large amounts of energy is limited. And even the most modern windmills have inspired a popular backlash on esthetic grounds. Many energy industrialists think nuclear is the answer, but they rely on a misleading analysis of its cost competitiveness. Even if you ignore the political concerns surrounding nuclear waste, producers often fail to correctly calculate the real price of electricity produced from nuclear energy. It costs about as much to close a nuclear plant as it does to build a new one, which is why nuclear power companies are now lobbying worldwide to delay planned plant closings. Moreover, it seems the height of folly to think that highly sensitive industrialized countries, where not-in-my-backyard outrage flourishes, will make it possible to site a single new plant, let alone create an entire energy-development plan. There's also a lot of fuzzy talk about things like hybrid homes and cars. Many analysts note that while consumers still pay a lot more for hybrid cars than they can make back in gas savings, this gap is closing. What this line of reasoning ignores is that no technology competes only against itself, and combustion engines are rapidly evolving, too. The rush to innovate is led by the makers of diesel engines, which nearly match the gas efficiency of hybrids, but at much lower cost to consumers. Diesel also cuts greenhouse emissions by 30 to 40 percent compared with gas. The conclusion is that even with real oil prices at their highest levels in 20 years, no alternative can compete head-to-head with fossil fuels on a scale broad enough to challenge their market dominance. Given this outlook, market forces won't wean society away from oil, gas and coal. Only government can do this. And since the late 1970s and early 1980s, public funding for R more rigid mileage and emissions standards for automakers, and incentives to retire old cars and buy cleaner new ones. The transportation sector is crucial, since it will account for about 80 percent of the growth in world oil consumption over the next 25 years. These measures would motivate automakers to step up research, development and production of new cars and encourage consumers to buy them. But knowing the best road doesn't guarantee that society will take it.

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单选题{{I}} Questions 6 and 7 are based on the following news. At the end of the news item, you will be given 10 seconds to answer each of the two questions. Now listen to the news.{{/I}}

单选题We are scattered now, the friends of the late Mr. Oliver Offord; but whenever we chance to meet I think we are conscious of a certain esoteric respect for each other. "Yes, you too have been in Arcadia", we seem not too grumpily to allow. When I pass the house in Mansfield Street I remember that Arcadia was there. I don't know who has it now, and don't want to know; it's enough to be so sure that if I should ring the bell there would be no such luck for me as that Brooksmith should open the door. Mr. Offord, the most agreeable, the most attaching of bachelors, was a retired diplomatist, living on his pension and on something of his own over and above; a good deal confined, by his infirmities, to his fireside and delighted to be found there any afternoon in the year, from five o'lock on, by such visitors as Brooksmith allowed to come up. Brooksmith was his butler and his most intimate friend, to whom we all stood, or I should say sat, in the same relation in which the subject of the sovereign finds himself to the prime minister. By having been for years, in foreign lands, the most delightful Englishman any one had ever known, Mr. Offord had in my opinion rendered signal service to his country. But I suppose he had been too much liked liked even by those who didn't like IT-so that as people of that sort never get titles or dotations for the horrid things they've NOT done, his principal reward was simply that we went to see him. Oh, we went perpetually, and it was not our fault if he was not overwhelmed with this particular honour. Any visitor who came once came again; to come merely once was a slight nobody; I'm sure, had ever put upon him. His circle therefore was essentially composed of habitues, who were habitues for each other as well as for him, as those of a happy salon should be. I remember vividly every element of the place, down to the intensely Londonish look of the grey opposite houses, in the gap of the white curtains of the high windows, and the exact spot where, on a particular afternoon, I put down my tea-cup for Brooksmith, lingering an instant, to gather it up as if he were plucking a flower. Mr. Offord's drawing-room was indeed Brooksmith's garden, his pruned and tended human parterre, and if we all flourished there and grew well in our places it was largely owing to his supervision. Many persons have heard much, though most have doubtless seen little, of the famous institution of the salon, and many are born to the depression of knowing that this finest flower of social life refuses to bloom where the English tongue is spoken. The explanation is usually that our women have not the skill to cultivate it the art to direct through a smiling land, between suggestive shores, a sinuous stream of talk. My affectionate, my pious memory of Mr. Offord contradicts this induction only, ! fear, more insidiously to confirm it. The sallow and slightly smoked drawing-room in which he spent so large a portion of the last years of his life certainly deserved the distinguished name; but on the other hand it couldn't be said at all to owe its stamp to any intervention throwing into relief the fact that there Was no Mrs. Offord. The dear man had indeed, at the most, been capable of one of those sacrifices to which women are deemed peculiarly apt: he had recognised-under the influence, in some degree, it is true, of physical infirmity that if you wish people to find you at home you must manage not to be out. He had in short accepted the truth which many dabblers in the social art are slow to learn, that you must really, as they say, take a line, and that the only way as yet discovered of being at home is to stay at home. Finally his own fireside had become a summary of his habits. Why should he ever have left it? Since this would have been leaving what was notoriously pleasantest in London, the compact charmed cluster (thinning away indeed into casual couples) round the fine old last-century chimney-piece which, with the exception of the remarkable collection of miniatures, was the best thing the place contained. Mr. Offord wasn't rich; he had nothing but his pension and the use for life of the somewhat superannuated house.

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