英语长篇阅读答案能重复呢

1. 2018年四级改革后，英语长篇阅读还有没有重复选项

四级英语考试最新题型是，长篇阅读题目改成7道选择题，3道句子填空题，内容为文章细节，不存在选项是否重复一说。老题型存在重复选项。

2. 英语四级信息匹配题可以有重复选项吗''是一定有重复的还是偶尔有呢

英语四级信息匹配题是没有重复选项的。大学四六级改革之后新鲜出炉的信息匹配题(也叫长篇阅读题)是不没有重复选项的。

英语四级考试中信息匹配题共15个段落分别用A-O标记，文章后面给出10道小题，题号分别用46-55标出。要注意的是：信息匹配题不是按照顺序出题原则，也就是说第一题答案可能在最后一段，最后一题答案可能在第一段。

大学英语四级考试，即CET-4，是由国家教育部高等教育司主持的全国性英语考试。考试的主要对象是根据教育大纲修完大学英语四级的在校专科生、本科生或研究生。大学英语四、六级标准化考试自1986年末开始筹备，1987年正式实施。

(2)英语长篇阅读答案能重复呢扩展阅读：

英语四级信息匹配题技巧：

做这类题先看看选项，心里对每个选项大概的翻译一下，然后在每个选项中找关键词，不能只找一个，要多找几个关键词，也不要找文章的核心词做关键词。

尤其注意数字与英文的替换;同义词替换;选项中的年份时间;文章中的转折词;有些文章中的关键人物以及他们所做的事和说的话等，在做的时候注意每段的开头和结尾，可以对段落有一个大概的认识与了解。

最后在做的时候一定要心无杂念，注意力集中在题上。一定要多多练习，平常多积累，多背诵。

考试题型分布：

1、写作（占全试卷分值15%）

2、听力理解：

①短篇新闻3段 ：7题选择题，占全试卷分值7%；

②长对话2篇 ：8题选择题，占全试卷分值8%；

③听力篇章3篇：10题选择题，占全试卷分值20%；

3、阅读理解：

①词汇理解（占全试卷分值5%）

②长篇阅读（占全试卷分值10%）

③仔细阅读（占全试卷分值20%）

4、翻译：

①汉译英（占全试卷分值15%）

3. 英语四级长篇阅读技巧

首先应该把全文大致地快速地浏览一遍，留下初步印象，知道是什么文体，某段大概是在讲什么就可以了。

不理解的句子和词语先放一边，观察选择题选项，将明显不符合文章意思和态度的选项排除。

之后再仔细浏览选项，将对应的文章句子查找出来并标好记号，方便之后检查，因为之前大致浏览过一边，所以找起来不会很难。找到后，注意结合上下文来理解，不然可能会误选。

(3)英语长篇阅读答案能重复呢扩展阅读

英语四级翻译技巧

技巧一：增词法

在翻译段落时，为了能充分的表达原文含义，以求达意，翻译时有必要增加词语来使英文的表达更加顺畅。

技巧二：词类转换

英语语言的一个很重要的特点，就是词类变形和词性转换，尤其是名词、动词、形容词之间的转换。

技巧三：语态转换

语态分为被动语态和主动语态，汉语中主动语态出现频率较高，而与之相反，英语中被动语态的使用率较高。因此考生在翻译时，要注意语态之间的转换。

4. 英语长篇阅读理解题

Around the World in 20 Days

Bertrand: In many people’ eyes, a round-the-world balloon flight was the last great challenge in aviation. The winter of 1998-99 was time of high anxiety. Five other teams were preparing to launch in various parts of the world. This would be my third, and last, attempt underwritten by the Breitling watch company. The weather was terrible, and February was drawing to a close. Normally the end of the month marked the end of the season for ballooning attempts. I was in despair. But early on February 24, 1999, the telephone rang. It was Luc Trullemans, one of our meteorologists.
“Bertrand, there’s a really good slot coming on the first of March!” he exclaimed. Trullemans and fellow meteorologist Pierre Eckert felt sure we could swing the balloon around the edge of a big depression forming over the Mediterranean by flying counterclockwise—going down over France and Spain. Then we would be carried eastward over Africa.
Brian Jones, my British co-pilot, and I knew if the weather turned, we would fail. But if we waited for next year, somebody else might succeed in the interim.
A balloon piloted by British tycoon Richard Branson hand gone down in the Pacific, but one sponsored by Britain’s Cable & Wireless and piloted by Andy Elson and Colin Prescot had already been aloft for seven days. On Sunday, February 28, we struggled to make the crucial decision: carry on or not? Brian and I knew this was our last chance for 1999. Alan Noble, our flight director, and Don Cameron, head of the firm that built the balloon, were far from being positive. “From the weather maps,” they said, “we don’t see how you can get around the world.”
“You get them up there,” argued Luc, “and I’ll get them around.”
Following meteorological assurances, Alan said, “I think we can go.” We put it to a vote of the whole team, and the show of hands to take off was unanimous. By five the next morning, Brian and I were both wide awake. After years of preparation and dashed hopes, the moment was upon us.
The launch teams had started inflation at 3 a.m. on March 1. The balloon was designed to function with a combination of hot air and helium. During the day the sun heats the helium, causing it to expand and make the balloon climb. At night propane is burned to heat the gas, maintaining the balloon’s lift.
Our meteorologists would work out the trajectories, then we would travel along with the moving weather all the way around the world.
As down broke, the wind began to blow and gust. Since any strong wind might damage the envelope and dash the gondola against the ground, we knew we had to take off soon.
At 8 a.m., Brian and I climbed in and closed the rear hatch. High above us the Mylar envelope was crackling. Hair-raising noises started to emanate from the gondola. Supplies and equipment kept tumbling onto the floor.
Unable to risk disaster any longer, Alan waited for one more big bounce and severed the restraining rope with his Swiss Army knife.
As we rose into the sky, he thousands who had assembled were screaming. Church bells were ringing. A fire engine’s siren was wailing. This enthusiasm seemed to propel us into the sky.
Brian: My first task was to be carried out atop the gondola, so before takeoff I climbed out through the top hatch and sat. a heavy double railing ringed the area, and we took off with such a jerk, I hat to cling tight to it.
Bertrand and I were both amazed by the speed at which we went up. The balloon finally stopped climbing at 1,000 feet when we hit an inversion layer—the level at which cold air close to the ground meets warmer air above. It acts like an invisible barrier.
Bertrand called out, “One bag of sand!” I started pouring 33 pounds of ballast down a tube that sent the sand clear of the capsule.
A moment later he shouted, “Look out, I’m going to burn!” The propane jets and blue flames roared six feet up, warming the helium. We started to climb again. I scrambled back into the gondola, and we sealed the hatch. We were on our way.
Bertrand: By sunset our first problems set in. the pilot lights on the burners began to act erratically, and every few seconds we had to manually ignite the burners.
More worrisome was the fact that we thought we were using far too much propane to maintain our height. It looked as though our chances of making it were perilously slim. But the first pair of fuel tanks held out until the evening of day two, exceeding our expectations. And that was a huge encouragement.
As we entered Moroccan airspace, I was rewarded by one of the most magnificent sights. I had ever seen: an absolutely incredible view of the Atlas Mountains with a full moon. We had been told how boring it would be to fly over the Sahara, but on the next day the views that unfolded were fabulous. For me, the desert was alive. The light was alive, and the sand was alive, full of different colors, different shapes, like the bottom of the sea. I spent hours staring at the desert, feeling its strangeness.
Brian: Early in the morning of March 4 the plan called for releasing our four empty auxiliary tanks. That meant an EVA—extravehicular activity—to cut them free. We also wanted to get rid of the ice that had formed from riding in the freezing high altitudes. As we descended to 10,000 feet, our adrenaline was flowing.
When we opened the hatch and climbed out, we found icicles that were ten feet long dangling from the envelope’s skirt. While I concentrated on fixing the faulty ignition system, Bertrand went about attacking the icicles with a fire ax. He commented that it was probably the first time that ice had rained on the Sahara in several thousand years.
With Bertrand holding one of my ankles, I reached out and freed one of the empty tanks. We watched it tumbling all the way to the ground. A puff of sand marked where it slammed into the desert. If it buried itself, I thought, it might lie there for a couple of millennia before some archeologist g it up.
By then we had finished our counterclockwise swing and were at last heading east, just as our meteorologists had predicted. The air was warm; the sky cloudless. Below us stretched sand and rock as far as the eye could see.
Bertrand: We were over Yemen and two days from the Indian subcontinent when an astonishing message came in from our ground crew: “The cable & Wireless control room says their balloon is landing 70 miles off the coast of Japan. The balloon iced up. Search and rescue are with them.” Now we were the only ones in the race.
I was desperate to pass on the news to Brian, and when he finally stuck his head out of the sleeping bunk hours later, I said, “I’ve got the most incredible news.”
He instantly said, “Andy’s down.”
Meanwhile I spoke to Luc, who confirmed that our position was perfect for enter China at the right point. We had guaranteed them we would keep south of 26 degrees latitude. If we found ourselves straying north of the limit, we would come down.
Brian: Heading for Myanmar (formerly Burma), we found we were graally creeping north toward the 26th parallel. This kept us on tenterhooks. But back in Geneva our weathermen were telling us we had to go right up almost to the boundary. Once there, the wind would take us e east.
On the way we had the following exchange with a Myanmar air controller.
Tower: “What is your departure point and destination?”
Me: “Departure point, Switzerland. Destination, northern Africa.”
Tower: (after several seconds of silence) “If you’re going from Switzerland to northern Africa, what in hell are you doing in Myanmar?”
Shortly before down on the morning of March 10 we arrived at the Chinese border. The Chinese had seen us coming and sent the message: “Your balloon’s heading for the prohibited zone. It must land.”
Bertrand: It was amazing. We skimmed across a 1,300-mile-long corridor straight as an arrow, with the 26th parallel never more than 30 miles away. Our meteorologists had sent us on a swirling trajectory of 8,100 miles, then through the eye of a needle.
By March 11 we were heading out over the Pacific. Faced by 8,000 miles of water, I felt as if I had stepped onto the edge of the abyss.
I picked up my pen and wrote: “This is exactly my definition of adventure, a point at which you hat to dig inside yourself to find the courage to deal with what may lie ahead.”
On Saturday, March 13, we were still over the Pacific. Our meteorologists said our speed would improve from our miserable 35 knots to 100 knots once we climbed into the jet stream. By Tuesday it would increase to 120.
Our propane reserves seemed perilously small. We had already burned two-thirds of our fuel and yet covered only half our course. everything depended on our weathermen: If they were right, we had a chance. If they were wrong, we were doomed.
Brian: Like Bertrand, I was thoroughly on edge over the Pacific. After seven days above the water, we at last made the coast of Mexico. Later that night, lying there, I found it had to breath. And it was not until I got up that I realized something was seriously wrong. I found Bertrand in the pilot’s seat, slumped against the bulkhead, gasping. He crawled into the bunk wearing an oxygen mask.
Our symptoms were not those of hypoxia, and the instruments monitoring the CO2 levels had not signaled any alarm. But despite this, we felt that we were slowing being asphyxiated. People on the ground started telephoning doctors in a frantic search for clues to what could be wrong with us. I was also wearing my oxygen mask, and after a few minutes of breathing pure oxygen, my head cleared. I thought, I Screw the instruments, and changed both the CO2 and the carbon filters. The symptoms graally began to disappear.
We crossed Mexico in a day and were soon out over the Caribbean. Reporting to air-traffic control in Kingston, Jamaica, I heard a female controller with a delicious voice ask what we were doing.
“We took off from Switzerland,” I answered. “We’re hoping to get around the world.”
“You guys sure are taking a chance!” she said.
She was right. Our fuel was critically short, and nobody was sure if we had enough to get across the Atlantic. Alan Nobel suggested we make our decision over Puerto Rico.
Bertrand: By March 18 it was time to decide. With cameras from all over the world focused on him, Alan got on the phone with us. When we had run through the agreed-upon formalities, Alan said, “I think you can go for it.”
“Bertrand!” cried Brian. “Tell him we’re going.”
“We’re not going to quit,” I told Alan. “Even if we ditch in mid-Atlantic, we go for it.”
Our weathermen guided us into the middle of the jet stream, and our speed increased as we shot out over the Atlantic. But cursing at 15,000 feet, the cold was intense and our heaters had failed. The temperature inside was 28.4 F, and our water supply froze.
On March 20 came good news. Our navigation computer told us we had made landfall. We had crossed the Atlantic, and at 6:15 GMT, or Greenwich Mean Time, when the sun came over the horizon, I again saw the desert I had loved so much 20 days earlier. Now the finish line was only 300 miles away, about three hours’ time.
When we crossed the line at 9:54 GMT, Brian and I stood up and embraced, slapping each other on the back and shouting, “We’ve done it! We’ve done it.”
The next morning, after the longest flight in distance and ration ever made by a free balloon, we landed in the Egyptian desert. Brian sent this fax: “The Eagle has landed. All okay. Bloody good.” Our trip round the world, and into history, was done.

1. To Bertrand and Brian, the winter of 1998-99 was a time of high anxiety because ______.
A. they were awaiting their last attempt of the season to launch the balloon.
B. another balloon sponsored by Britain’s Cable & Wireless had been aloft for 7 days
C. a balloon piloted by British tycoon Richard Branson had gone down.
D. the Breitling watch company sponsored their activities.

2. The decision to take off was made unanimously ______.
A. on February 28, 1999
B. at 3 a.m. March 1
C. on February 24, 1999
D. in the winter of 1998-1999

3. When deciding to launch, the meteorologists were confident that the balloon could ______.
A. fly over Moroccan airspace
B. fly counterclockwise to the Atlantic Ocean.
C. float over France and Spain first, then be carried eastward over Africa
D. travel along with the big depression over the Mediterranean

4. When the balloon hit an inversion layer at 1,000 feet, the pilots made it rise by ______.
A. pouring one bag of sand into the capsule
B. sending the ballast into the sky
C. dropping 33 pounds of sand and heating the helium
D. clearing the capsule of 33 pounds of sand and burning the helium

5. By the evening of the first day, it looked as though it wouldn’t be quite possible for them to complete the journey around the world because ________.
A. they were worried that the fuel they carried might not last long
B. they were using too much fuel to maintain their height
C. the balloon hit an inversion layer at 1,000 feet
D. pilot lights on he burner began to act abnormally

6. After hearing about the balloon’s departure point and destination, the Myanmar air controller said to them, “What in hell are you doing in Myanmar?” This showed that he was ______.
A. angry
B. surprised
C. mistaken
D. ignorant

7. If the balloon moved north of the 26th parallel, Bertrand and Brian would be quite worried because they might ______.
A. be shot down by the enemy
B. lose their way in China
C. be forced to land
D. be carried e east by a gust of wind

8. When the balloon flew over the Pacific, Bertrand felt ______.
A. it would be a long and challenging journey
B. the balloon was flying slowly
C. something might go seriously wrong
D. they would use up their propane reserve

9. Brian solved their breathing problem by ______.
A. telephone doctors on the ground for clues
B. tightening the instruments and changing the filters
C. breathing in pure oxygen for a few minutes
D. looking at the instruments and changing the air

10. The balloon flew across the Atlantic by ______.
A. burning more propane
B. flying in jet stream at 15,000 feet
C. monitoring the weather closely
D. recing the temperature to 28.4 F

5. 六级长篇阅读题目说有的选项是可以选多次的，不过我到现在做题还没发现，是不是答案一般不重复呢

有重复的，但是大多还是不重复的，我也遇到了两次重复的情况

6. 改革后的英语六级长篇阅读中，一个段落可以对应几个选项吗

刚写的17年12月第一套六级卷子，有两个都是选L，

7. 四级英语长篇阅读段落匹配可以重复吗，比如第一题匹配了A选项，第四题还可以再选择A选项吗

可以的。

大学英语四级考试，即CET-4，College English Test Band 4的缩写，是由国家教育部高等教育司主持的全国性英语考试。考试的主要对象是根据教育大纲修完大学英语四级的在校专科生、本科生或研究生。大学英语四、六级标准化考试自1986年末开始筹备，1987年正式实施。

英语四级考试目的是推动大学英语教学大纲的贯彻执行，对大学生的英语能力进行客观、准确的测量，为提高我国大学英语课程的教学质量服务。国家教育部委托“全国大学英语四、六级考试委员会”（1993年前名为“大学英语四、六级标准化考试设计组”）负责设计、组织、管理与实施大学英语四、六级考试。

大学英语考试根据理工科本科和文理科本科用的两个《大学英语教学大纲》，由教育部（原国家教育委员会）高等教育司组织的全国统一的单科性标准化教学考试，分大学英语四级考试（CET-4）和大学英语六级考试（CET-6）两种。

每年考试过后8月份或9月份公布成绩并颁发成绩单，根据教育部规定四六级考试不设置及格线，四级425分(含425分)以上可以报考六级，所以大家普遍认为四六级的合格线为425分。英语四六级的分数是排位分，没有总分。报名时间CET全国英语四六级考试的考试时间为：每年6月份、12月份（每年时间略有不同）。

2019年1月15日，中国教育部考试中心与英国文化教育协会在京联合发布雅思、普思考试与中国英语能力等级量表对接研究结果。雅思听力得5分，即达到中国英语能力等级量表四级水平。

8. 怎么避免在做英语长篇阅读时整体把握，并且避免重复读句

我做英语阅读时喜欢把一些结论性的句子画出来，最好在阅读前看一下后面专的题目属，带着问题阅读，这样比较有目的性，可以增加你的效率。而且做阅读时要集中精力，不能走神，最怕就是一句话读好几遍，最后还停留在原处。看到不懂的就跳过，不要在那边纠结。希望对你有帮哦！

9. 大学英语四级段落匹配题可以重复选

可以。

大学英语四级考试中信息匹配题共15个段落分别用A-O标记，文章后面给出10道小题，题号分别用46-55标出。同学们要注意的是：信息匹配题不是按照顺序出题原则，也就是说第一题答案可能在最后一段，最后一题答案可能在第一段。就这一点而言确实加大了难度，要求考生有速读能力。

信息匹配题目都是选项数多于段落数就可能有的段落，存在选项不会被选为答案。

英语四级CET4考试入场前须知：

1、考试前，请各位考生务必检查自己的耳机，以确保其能正常使用，并准备好足够的电池!考场不提供无线耳机和电池。

2、请各位考生妥善保管好准考证，遗失不补!

3、准考证、学生证和身份证三证齐全方可进入考场。有遗失学生证或身份证者，请到所在系行政秘书兼辅导员处开具证明。无准考证或学生证、身份证两证均遗失者不得参加考试。

(9)英语长篇阅读答案能重复呢扩展阅读

四级段落匹配题的思路：

第一步：略读原文，了解大意

最快速浏览一遍原文，不要浪费太多时间，第一遍就细读！英语文章的每一段的重点信息，通常在第一句和最后一句——先把每一段的首尾句做一个大致了解，了解了文章的主题、大致内容、风格。

第二步：阅读选项，牢记重点词

把匹配选项逐条阅读，随手圈出句子里的重点信息，比如数字、指向性明显的实词、时间、特殊地点等等——这样在有一个大致的记忆之后，再回到原文中继续一一寻找。如果觉得实在是都不懂长难句了，先去背单词，背实词，这才是基础。学会如何解读长难句。

10. 现在英语四级的长篇阅读，可以重复选某一项吗比如有9段总共，10个句子，10个句子中有几个对应的是

可以重复选一项哒～遇到过这种题～不要想着一一对应，只用一次，觉得自己找的对，有依据，一般就是对的。