GRE阅读题需要掌握这些阅读关键点和应对技巧
做好GRE阅读题，你需要掌握这些阅读关键点和应对技巧!我们来看看吧，下面小编就和大家分享，来欣赏一下吧。
做好GRE阅读题，你需要掌握这些阅读关键点和应对技巧!
GRE阅读文章题材内容变化众多，想要快速掌握一篇文章，考生不仅需要高效的阅读技巧，还需要在阅读过程中快速把握好阅读关键点。
1、整体理解
General Understanding
主要是解决两个问题：
A. 文章主旨观点Main Idea or Point
B. 逻辑论述展开Logical Development or Organization
2、细节理解
Specific Understanding
主要是解决两个问题：
A. 特定细节信息Specific Details
B. 逻辑细节信息Logical Details
3、内容评估
Evaluating
主要是解决三个问题：
A. 暗示推理Implication
B. 信息应用Further application
C. 论调态度Tone / attitude
针对不同类型的GRE阅读题，考生应该掌握好针对性更强的应对技巧。
作者态度题
注意文中表示可能、强调的词语，以及形容词、副词，表明作者的态度。一般选择作者态度时不能选过于绝对的词，选择中性的感情色彩不强烈的词;注意区分对立观点和主题的补充观点，注意作者的主导态度。
举例/比较目的题
注意表示原因，比较/对比，以及举例的词。注意举例和对比的目的，一般举例的目的在本段中找，对比的目的绝对不是为了比较或者对比;比较题要注意题目问的对象，不要混淆执行动作的对象。
推断题
“Infer”和“suggest”，以及“assumption”的题无法从原文找答案，答案隐含在细节中。特别要注意表示时间的词，具有提示信息的作用，也可能表示一个变化过程。推断题选项中如果出现超出原文范围的比较，该选项错误。推断题有时要和上下文建立联系，不要局限在信息所在段落寻找答案。
细节题
细节题的答案在提干提示的原文信息的词附近找，并在第一次出现该信息的地方找，只要选原意替换选项即可;细节题最常见的是取非题，在题干中的标志是出现虚拟语气，在文章中定位时要找表对比的词。
类比题
类比题要注意概念范围的界定，注意其中的限制条件。
【GRE阅读材料】品牌的价值 无法触摸的无形资产
Sometimes you see brands on the balance-sheet,sometimes you don't
一些企业把品牌价值列入资产负债表，而另一些企业却没有这样做
COCA-COLA is worth 79.2 billion, according to Inter brand, a consultant. That does not seemexcessive for the brand responsible for making Santa Claus look so jolly. But neither thatnumber nor anything close to it appears on the company's balance-sheet. “Trademarks withindefinite lives”are worth just 6.7 billion, say the company's accounts.
据Interbrand品牌咨询公司估计， 仅“可口可乐”这个品牌就价值792亿美元。可口可乐为每年的圣诞节增添了无穷的乐趣，这样看来Interbrand的估价并不过分。然而，可口可乐公司的资产负债表中并没有出现如此巨额的品牌估价，公司会计表示，该公司的商标价值仅为67亿。
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The reason is that both American and international accounting rules prohibit companies fromrecognising brands and many other “intangible” assets (such as customer lists) if they havecreated them themselves. Some would like to change that. Roger Sinclair, who advises the MASB, an American body that sets marketing standards, points out that rules are inconsistent. The value of a brand—invisible when internally generated—is revealed whenanother company buys it.
原因是美国和国际会计法规都不承认企业自创的品牌以及其他无形资产的价值。一些准备上市的企业希望改变这种状况。Roger Sinclair指出，MASB(上市会计准则理事会，美国的一个制定上市标准的机构)的这项规定是自相矛盾的：品牌的价值虽然在它产生的时候是隐性的，但是当它出售时就会变成可衡量的显性价值。
That is because a different rule applies to acquisitions. In 2005 Procter & Gamble, aconsumer-goods company, paid 57 billion for the Gillette razor company. The brand alone,P&G reckoned, was worth 24 billion. Oddly, Gillette's value can now only go down.P&G must test it for “impairment” but cannot acknowledge any increase, thoughInterbrand says Gillette's value rose 1% last year.
企业并购中有一项特殊的规定，即允许企业对品牌进行估价出售。在2005年保洁的并购案中，保洁花了570亿美元收购了吉列剃须刀，其中仅仅是吉列这个品牌的价值就有240亿。然而，现在吉列的价值只会不断下降。因为”损耗”，保洁必须对吉列进行核算，但是它的估价绝不会有任何增长，即使Inter brand表明吉列的价值在去年增长了1%。
Investors have a right to know how much brands are worth because so much of a firm's futuredepends on them, Mr Sinclair argues. The conflicting standards treat brands rather as if they were electrons that can be in two places at once.
Sinclair认为，投资者有权知道企业品牌的价值，因为这密切关乎着一个企业的未来。这种对品牌价值的矛盾的规定似乎认为，品牌价值就像光电一样可以瞬间穿梭于两个地方。
Accountants seem content to live with such quantum weirdness. Brand values can “swing wildly”, says Alan Teixeira of the International Accounting Standards Board. Standard-setters worry that auditors would be quick to recognise rises but slow to acknowledge declines.Brands are unique, so it is hard to figure out what their market value is. “How do youseparate a brand from customers that generate the sales or the know-how that enables the product to be made?” wonders Hilary Eastman of PwC, an accounting firm.
会计师似乎很喜欢这种量化品牌价值的方式。国际会计标准理事会认为:品牌价值可能会有严重偏差。规则制定者担心审计们很容易察觉到品牌价值的提升，却很难发现它的下滑。品牌都是独一无二的，所以很难用数据衡量它们的市值。普华永道的Hilary Eastman疑问道:“怎样将品牌和创造销量的顾客、生产产品的技术分开呢?”
Australia used to account for internally generated brands but gave it up in 2005 to align itselfwith international standards. It “put much more focus on brands” and gave markets extra information, says Angus Thomson of the Australian Accounting Standards Board. He would liketo see the practice restored but is not hopeful. If it's intangible, bean-counters won't touch it.
澳大利亚曾经尝试将自创品牌的价值计入会计账目，但是为了与国际标准接轨，于2005年取消了这种无形资产计价方式。澳大利亚会计标准理事会的Angus Thomson认为：“量化自创品牌价值使得大家对品牌更加关注，并且披露了更多的市场信息。”他希望这种做法可以重新实行，但他也认为这种可能性不大。如果资产是无形的，那些锱铢必较的会计师们将不会参与这类资产的核算。
【高分GRE阅读材料】即将被遗忘的公共汽车该何去何从
FEW Britons feel passionate about buses. Unlike therailways, they spur few protests or angry letters in local newspapers. On August 26th IPPR, a left-leaning think-tank influential in Labour circles, attempted to change this. Buses “seem tobe the forgotten aspect of public transport”, the authors of a new report sighed. But their proposed prescription is almost as doddery as an old Route master.
少有不列颠人对公共汽车表示愤怒的。不像铁路，他们很少在当地报纸上对公共汽车提出抗议或者向报社投寄发泄怒气的信件。在8月26日，公共政策研究所—一个在工党圈内有影响力的左倾智库——试图改变这种状况。在一则新报道中，有作者叹道公共汽车“看来已经成了公共交通系统中被遗忘的一环”。不过他们提出的建议基本上跟老司路者一样老掉牙了。
In London, bus use is soaring. Some 7m journeys are made there each day, on a bus networkthat is highly regulated by Transport for London (TfL), a body that oversees public transport in the city, as well as many roads. But outside the capital the deregulated bus network can be patchy, with multiple ticketing systems and buses prone to get stuck in traffic, and use is falling.
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在伦敦，对公共汽车的使用飙升。每天约有7百万人次到此观光，故而公共汽车系统为伦敦运输局(TfL)高效管理，这个组织管辖伦敦城内公共运输系统以及相当多的道路。不过在首都之外的公交网络，由于缺乏管理变得差强人意，相应的大量的售票系统和公共汽车在交通中发生拥堵，因而对公共汽车的使用量下降。
The sharp contrast between London and the rest suggests to IPPR that large transport bodies similar to TfL ought to be set up, particularly in big metropolises. This would allow bothbetter co-ordination and more effective lobbying of the Treasury. Since TfL was created in2000 London’s bus network has been pumped with cash. Although it has fallen back slightly,net public support to London’s buses, at 809m in 2012-13, is still far higher than the amountdoled out to other big cities.
伦敦及其他地区的强烈对比使得IPPR认为类似于 TfL 的大型交通组织应当建立起来，特别是在大都市。这有利于更好地协调合作以及更为有效地游说财政部以获得资金支持。自从2000年以来TfL 建立，伦敦的公交网络来钱如井喷，虽然现在有些许回落，但公共交通网络在2012~2013年间给伦敦公交共资助了八千九百万英镑，远高于给予其他大城市的资金拨款。
The bigger-body plan, though, is likely to remain a theory. Even in Manchester, the most go-ahead big city outside London, a combined authority representing local governments is only just getting limited powers over transport. London is exceedingly unusual and hard to copy.It has a high-profile elected mayor, a large congestion-charging zone and a young, fast-growingpopulation that shuns cars. Bus use is rising even though they are no longer particularlycheap. Fares are now, by one measure, some of the highest in Britain. Since 2005 they haveincreased by 23%, only slightly less than in other metropolitan areas.
不过这种扩大组织的计划，很可能会停留在纸面上。即便像曼彻斯特这种除伦敦之外走在前列的城市，当地联合执政的政府对于交通运输业的管辖权力依然有限。伦敦过于特殊，难以复制。它有高调选举产生的市长，一大片拥堵收费的区域以及一群迅速成长起来的年轻、买不起车的人。尽管公共交通出行已经不是特别便宜了，但是对公共交通系统使用数量仍在上升。据一项调查表明，如今的公共汽车出行费用，有些在不列颠都是最高的。公交费用自2005年以来已经增长了23%，仅次于其他大城市地区。
Buses are doing well in a few other spots, too. As the report notes, they are popular in Oxford and Brighton, congested cities with high parking fees. In East Kent 29m passenger trips weremade on buses run by Stagecoach, Britain’s biggest bus operator, in 2011, up from 14m in2003. Punctuality is improving in many areas. Routes have been cut back outside London—butmany of them were publicly subsidised ones squeezed by austerity.
如报道中提到的，在牛津和布莱顿这些停车费用很高的拥挤的城市里，公共交通也十分流行。在东肯特，出行使用“驿站马车”公司公交车的人次由2003年的140万上升至2011年的290万。该公司乃是不列颠最大的公交运营商。在诸多区域不准时的状况正在改善。伦敦之外的线路已经砍掉不少—不过很多是由于财政紧缩政策而被排除出局的。
Rather than try and replicate TfL, local authorities might be encouraged to impose stricterparking regulations and work harder with bus companies to improve service. Concessionary fares, overseen by individual councils, could be simplified and targeted at the poor far more efficiently. But in some areas it would be wise to accept that bus use will just continue todecline, says David Leeder, a bus expert. In regions such as north-east England, where unemployment is the highest in the country, car ownership has traditionally been low. But itis starting to catch up as the economy recovers. That is more bad news for buses.
与其尝试复制TfL模式，不如鼓励地方当局制定更为严格的停车条例并与公交公司共同致力改善服务。由个别理事会监督下的优惠收费项目可以简化，并有效地向穷困人员倾斜。公交研究专家戴维德·李德说，不过在一些区域，接受公交车使用量减少也许是明智的。在诸如英格兰东北部的一些区域，那里是整个国家失业率最高的地方，私车拥有量从来很低。而当经济复苏的时候，私车拥有量也开始上扬。这对于公交车事业来说无异于雪上加霜。
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