问答题.Without a doubt, men are capable of doing bad things. We fill newspapers each day with the bad things men do. Some of this bad behavior may be associated with the failure of men to adapt to cultural shifts since the 1960s, which have redefined their role in society. Indeed, it is common for people to talk about a crisis in masculinity, and even more ominously, of "toxic masculinity". The study of masculinity in psychology began in the 1990s and developed a deficit model, focusing mainly on prob

问答题Directions: In this part of the test, you will hear 2 passages in English

问答题.Directions: In this part of the test, you will hear 2 English passages. You will hear the passages only once. After you have heard each passage, translate it into Chinese and write your version in the corresponding space on your Answer Sheet. You may take notes while you are listening.

填空题.Today I'm going to talk about the risk factors for cardiovascular disease. By cardiovascular disease, I mean 1 attacks, strokes, and peripheral vascular disease, also known as clots to the legs. Some of the risk factors are 2 i.e. the person at 3 can do something about them. Others are unalterable. Gender, age, 4 , and family history are the unalterable risk factors for cardiovascular disease. 5 are at a much higher risk than females. 6 appears to protect women from card

填空题.Cigarette smoking is the greatest preventable cause of illness and death in Britain. It is associated with around 110,000 1 and an estimated 50 million lost working days each year, and costs the National Health Service an estimated 2 for the treatment of related diseases, for example, heart disease, 3 . In addition, smoking by pregnant women can cause 4 in infants and other natal problems. The Government is following an active 5 supported by voluntary agreements with the toba

填空题.It's plain common sense—the more happiness you feel, the less unhappiness you experience. It's plain 1 , but it's not true. Recent research reveals that 2 are not really flip sides of the same emotion. They are two 3 that, coexisting, rise and fall independently. "You'd think that the higher a person's level of unhappiness, 4 their level of happiness and vice versa," says Edward Diener, a university of Illinois 5 who has done much of the new work on 6 . But when Diener an

填空题Last week, we discussed the concept of joint legal custody

填空题People are sometimes creative when they are writing their resumes for employment

填空题.There are six basic steps in starting a new business. Step One: you need to prepare a unique business 1 . Look at things like financing, 2 , equipment, location, and so on. There are thousands of 3 to think about, so this stage can take months or even years. First, you need to attract and 4 investors. You also need to define your product, target audience and 5 acquisition plan. Step Two: you must understand the 6 issues around starting a business. First, think of a unique

单选题I remember meeting him one evening with his pushcart. I had managed to sell all my papers and was coming home in the snow. It was that strange hour in downtown New York when the workers were pouring homeward in the twilight. I marched among thousands of tired men and women whom the factory whistles had unyoked. They flowed in rivers through the clothing factory districts, then down along the avenues to the East Side. I met my father near Cooper Union. I recognized him, a hunched, frozen figure in an old overcoat standing by a banana cart. He looked so lonely, the tears came to my eyes. Then he saw me, and his face lit with his sad, beautiful smile—Charlie Chaplin"s smile. "Arch, it"s Mikey," he said. "So you have sold your papers! Come and eat a banana." He offered me one. I refused it. I felt it crucial that my father sell his bananas, not give them away. He thought I was shy, and coaxed and joked with me, and made me eat the banana. It smelled of wet straw and snow. "You haven"t sold many bananas today, pop," I said anxiously, He shrugged his shoulders. "What can I do? No one seems to want them." It was true. The work crowds pushed home morosely over the pavements. The rusty sky darkened over New York building, the tall street lamps were lit, innumerable trucks, street cars and elevated trains clattered by. Nobody and nothing in the great city stopped for my father"s bananas. "I ought to yell," said my father dolefully. "I ought to make a big noise like other peddlers, but it makes my throat sore. Anyway, I"m ashamed of yelling, it makes me feel like a fool." I had eaten one of his bananas. My sick conscience told me that I ought to pay for it somehow. I must remain here and help my father. "I"ll yell for you, pop," I volunteered." "Arch, no," he said, "go home; you have worked enough today. Just tell momma I"ll be late." But I yelled and yelled. My father, standing by, spoke occasional words of praise, and said I was a wonderful yeller. Nobody else paid attention. The workers drifted past us wearily, endlessly; a defeated army wrapped in dreams of home. Elevated trains crashed; the Cooper Union clock burned above us; the sky grew black, the wind poured, the slush burned through our shoes. There were thousands of strange, silent figures pouring over the sidewalks in snow, None of them stopped to buy bananas. I yelled and yelled, nobody listened. My father tried to stop me at last. "Nu," he said smiling to console me, "that was wonderful yelling. Mikey. But it"s plain we are unlucky today! Let"s go home." I was frantic, and almost in tears. I insisted on keeping up my desperate yells. But at last my father persuaded me to leave with him.

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{{B}}Part B Listening ComprehensionDirections: In this part of the test there will be some short talks and conversations. After each one, you will be asked some questions. The talks, conversations and questions will be spoken ONLY ONCE. Now listen carefully and choose the right answer to each question you have heard and write the letter of the answer you have chosen in the corresponding space in your ANSWER BOOKLET.{{/B}}

{{B}}Part A Spot DictationDirections: In this part of the test, you will hear a passage and read the same passage with blanks in it. Fill in each of the blanks with the word or words you have heard on the tape. Write your answer in the corresponding space in your ANSWER BOOKLET. Remember you will hear the passage ONLY ONCE.{{/B}}

Robots came into the world as a literary device whereby the writers and film-makers of the early 20th century could explore their hopes and fears about technology, as the era of the automobile, telephone and aeroplane picked up its reckless jazz-age speed. Since moving from the page and screen to real life, robots have been a mild disappointment. They do some things that humans cannot do themselves, like exploring Mars, and a host of things people do not much want to do, like dealing with unexploded bombs or vacuuming floors. And they are very useful in bits of manufacturing. But reliable robots—especially ones required to work beyond the safety cages of a factory floor—have proved hard to make, and robots are still pretty stupid So although they fascinate people, they have not yet made much of a mark on the world That seems about to change. The dramatic growth in the power of silicon chips, digital sensors and high-bandwidth communications improves robots just as it improves all sorts of other products.

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These days companies might be keeping a close eye on costs and CEO pay, but execs are increasingly bingeing on corporate travel. Even as the commercial airlines have upgraded first- and business-class cabins and new premium-class-only carriers have emerged to attract business fliers, many executives consider private-jet use preferable to commercial flying because it can be more time-efficient while allowing for a personal touch in business. But as private jets increasingly clog the skies, airline groups and the Federal Aviation Administration (FAA) are demanding that they take on more fiscal responsibility in the booming industry. For every airline aircraft in US skies there are now two corporate aircraft—that's 18,000 planes, up from 1,800 in 1970. Jeff Roberts, group president of CAE, a billion-dollar aviation simulation and training company, says that the past four years brought a 40% increase in the deliveries of business aircraft worldwide. The FAA forecasts that at least 9,000 new corporate jets will be delivered over the next decade, adding 10% more annual flying time compared with 3% for commercial jets. That provides an estimated $227 billion to corporate jet manufacturers, such as Bombardier, Embraer and Dassault. Roberts adds that the new very light jet category alone could account for up to 4,000 deliveries over the next 10 years. (Honda's first foray into the business jet market, the twin-engined advanced light jet, is expected to roll out in 2010.) An increased demand for corporate jets has also brought a need for more pilot training. By some estimates up to 20,000 new pilots for both corporate and commercial jets are needed globally each year to account for a disruption in the supply chain that occurred over the last five years. CAE provides training to pilots at 24 training centers worldwide, four of which are devoted exclusively to business-jet training. One such facility, the SimuFlite North East Training Center, opened last week in Whippany, N.J., and has six flight simulators for training on models from the Gulfstream 4 to the Rolls Royce of corporate jets, the Falcon 7X. Due to high demand, CAE plans to add six more simulators to that center, and will open its 25th training facility next year in Bangalore, India. At $15 million a pop, these simulators don't come cheap. Approved by the FAA (and sometimes also by the Joint Aviation Authorities in Europe), each simulator has digitized versions of the 85 largest airports in the world, runs on the equivalent processing power of 500 Xboxes and does everything the same model aircraft would do. Being able to safely navigate through low visibility and a ceiling of 800 ft. or to land smoothly after a fire in the left wing's engine prepares pilots for their first experience piloting an actual aircraft, which could be loaded with passengers. But as executive travelers and manufacturers laud the global corporate jet boom, the FAA, airline groups and commercial airlines are less enthused. They contend that not only do corporate jets add to traffic congestion in the airspace, but the six types of taxes that are built into commercial passengers' ticket prices effectively subsidize the aviation system and facilities used by corporate jets. By one estimate, various fees and taxes paid by commercial passengers have totaled $104 billion over the past decade. Corporate jets, on the other hand, pay only about 6% in taxes and fees for flying and for using the federal Air Traffic Control (ATC) system. "The airlines pay a disproportionate part of the system," says FAA spokeswoman Laura Brown. "Business jets are an important part of the general aviation category and under the current structure [they] don't pay for the financial system." Commercial airlines and their passengers pay about 95% of the taxes but only account for 73% of the costs of the air traffic system, according to FAA administrator Marion Blakey. The idea coming before Congress is to overhaul the current system in favor of satellite GPS technology and aviation-funding strategies that would also include a new user-fee system to bring the amount that corporate fliers contribute in line with their use of the ATC and airports. Some in the industry wonder, however, if this kind of corporate accountability will get off the ground.

One point three billion metric tons—that's how much food that we waste each year. Not an easy number to wrap one's head around. Try to imagine 143,000 Eiffel Towers stacked one on top of the other—together they'd weigh around 1. 3 billion tons. The sheer scale of the number makes it practically impossible to grasp, no matter how you come at it. Rendering the figure all the more unfathomable is the fact that alongside this massive wastage of food, 840 million people experience chronic hunger on a daily basis. Many millions more suffer from "silent hunger"—malnutrition and micronutrient deficiencies. For the more economically minded, here's another number: the economic cost of food wastage runs around $ 750 billion per annum. This is expressed in producer prices; if we were to consider retail prices and the wider impacts on the environment including climate change, the figure would be far higher. When food is lost or wasted, the energy, land and water resources that went into producing it are also squandered—while at the same time large amounts of greenhouse gases are released into the atmosphere during production, processing, and cooking. We simply cannot tolerate the wastage of 1. 3 billion tons of food per year—one-third of the world's annual food production. There's a lot that can be done. To begin with, food losses and waste need to be seen as a cross-cutting policy issue, rather than a lifestyle choice to be left in the hands of individual consumers and their consciences. The world needs to wake up to the need for policies on food waste and losses that look at all stages of the food chain, from production to consumption. Losses of food—on farms, during processing, transport and at markets—represent a thorn in the side of food security in most developing countries, where post-harvest losses can reach as high as 40 percent of production in some cases. Especially in these places, investment in infrastructure for transportation, storage, cooling and marketing of food is badly needed. Training farmers in best practices also has an important role to play. In developed countries, food retailing practices require a rethink. For example, rejection of food products on the basis of aesthetic concerns is a major cause of food waste. Some supermarkets have already begun relaxing standards on fruit appearance, selling "misshaped" items at reduced prices and helping raise awareness that "ugly does not mean bad. " More approaches like this, that find markets or uses for surplus food, are needed. Both businesses and households should monitor to see where and how they waste food and take corrective steps, because prevention of waste is even more important than recycling. Unlike the mindboggling figure of 1. 3 billion tons, these simple steps are easy enough to grasp—and within reach of each of us. The world has enough on its plate—food wastage is something we can all do something about now.

Since the end of World War II, a broad consensus in support of global economic integration as a force for peace and prosperity has been a pillar of the international order. From global trade agreements to the European Union project: from the work of the Bretton Woods institutions to the removal of pervasive capital controls: from the vast expansion in foreign direct investment to major increases in the flow of people across borders, the overall direction has been clear. Driven by domestic economic progress, by technologies such as containerized shipping and the Internet that promote integration, and by legislative changes within countries and international agreements between countries, the world has gotten smaller and more closely connected. This broad program of global integration has been more successful than could have been hoped. We have not had a war between major powers. Global standards of living have risen faster than at any point in history. And material progress has coincided with even more rapid progress in combating hunger, empowering women, promoting literacy and extending life. A world that will have more smart phones than adults within a few years is a world in which more is possible for more people than ever before. Yet a revolt against global integration is underway in the West. The four candidates for president of the United States all oppose the principal free-trade initiative of this period: the Trans-Pacific Partnership. Trump's proposals to wall off Mexico, abrogate trade agreements and persecute Muslims are far more popular than he is. The Brexit movement in Britain commands substantial support and could prevail. Whenever any aspect of the E. U. project is submitted to a popular referendum, it fails. Under pressure from a large influx of refugees, the European commitment to open borders appears to be crumbling. In large part because of political constraints, the growth of the international financial institutions has not kept pace with the growth of the global economy. One substantial part of what is behind the resistance is a lack of knowledge. Everyone who loses a job because a factory moves abroad knows it: many who lose their jobs for local reasons blame globalization. But no one thanks international trade for the fact that their paycheck buys twice as much in clothes, toys and other goods as it otherwise would. Those who succeed as exporters tend to credit their own prowess, not international agreements. So there is certainly a case for our leaders and business communities to educate people about the benefits of global integration. But at this late date, with the trends moving the wrong way, it is hard to be optimistic about such efforts. The core of the revolt against global integration, though, is not ignorance. It is a sense— unfortunately not wholly unwarranted—that it is a project being carried out by elites for elites. They see the globalization agenda as being set by large companies that successfully play one country against another. They read the Panama Papers and conclude that globalization offers a fortunate few opportunities to avoid taxes and regulations that are not available to everyone else. And they see the kind of disintegration that accompanies global integration as local communities suffer when major employers lose out to foreign competitors. What will happen going forward? What should happen? Elites can continue on the current path of pursuing integration projects and defending existing integration, hoping to win enough support that their efforts are not thwarted. On the evidence of the U. S. presidential campaign and the Brexit debate, this strategy may have run its course. This will likely result in a hiatus from new global integration efforts and an effort to preserve what is already in place while relying on technology and growth in the developing world to drive any further integration. The historical precedents of two world wars are hardly encouraging about unmanaged globalization succeeding with neither a strong underwriter of the system nor strong global institutions. Much more promising is this idea: The promotion of global integration can become a bottom-up rather than a top-down project. The emphasis can shift from promoting integration to managing its consequences. This would mean a shift from international trade agreements to international harmonization agreements, whereby issues such as labor rights and environmental protection would be central. It would also mean devoting as much political capital to the trillions of dollars that escape taxation or evade regulation through cross-border capital flows as we now devote to trade agreements. And it would mean an emphasis on the challenges of middle-class parents everywhere who doubt, but still hope desperately, that their kids can have better lives than they did.