People in earlier eras were surrounded by reminders of misery. They worked until exhausted, lived with few protections and died young. In the West, before mass communication and literacy, the most powerful mass medium was the church, which reminded worshippers that their souls were in danger and that they would someday be meat for worms. Given all this, they did not exactly need their art to be abummertoo.

Today the messages the average Westerner is surrounded with are not religious but commercial, and forever happy. Fast-food eaters, news anchors, text messengers, all smiling, smiling, smiling. Our magazines feature beaming celebrities and happy families in perfect homes. And since these messages have an agenda—to lure us to open our wallets—they make the very idea of happiness seem unreliable. “Celebrate!” commanded the ads for the arthritis drug Celebrex, before we found out it could increase the risk of heart attacks.

The word “bummer” most probably means something________.

According to a recent survey on money and relationships, 36 percent of people are keeping a bank account from their partner. While this financial unfaithfulness may appear as distrust in a relationship, in truth it may just be a form of financial protection.

With almost half of all marriages ending in divorce, men and women are realizing they need to be financiallysavvy, regardless of whether they are in a relationship.

The financial hardship on individuals after a divorce can be extremely difficult, even more so when children are involved. The lack of permanency in relationships, jobs and family life may be the cause of a growing trend to keep a secret bank account hidden from a partner; in other words, an “escape fund”.

The word “savvy” probably means________.

The abolition of thebursariesthat previously paid the tuition fees of students doing a first nursing degree, as well as providing them with maintenance grants, was one of the worst decisions taken by the Cameron government. Applications from first-time students for nursing degrees fell from 52,740 in 2016 to 39,665 in 2019. The fall in the number of mature applicants between 2016 and 2018 was even steeper at 40％.

The word “bursaries” most probably means________.

A very serious side effect of argumentative decision making can be a lack of support for the chosen course of action on the pat of the “losing” faction. When one faction wins the meeting and the others see themselves as losing, the battle often doesn’t end when the meeting ends. Anger, resentment, and jealousy may leadthemto sabotage the decision later, or to reopen the debate at later meetings.

Judging from the context, what does the word “them” refer to?

Last weekend Kyle MacDonald in Montreal threw a party to celebrate the fact that he got his new home in exchange for a red paper clip. Starting a year ago, MacDonald bartered the clip for increasingly valuable stuff, including a camp stove and free rent in a Phoenix flat. Having announced his aim (the house) in advance, MacDonald likely got a boost fromtechieseager to see the Internet pass this daring test of its networking power. “My whole motto was ’Start small, think big, and have fun’”, says MacDonald, 26, “I really kept my effort on the creative side rather than the business side.”

The word “techies” probably refers to those who are________.

As a result, the modern world is increasingly populated by intelligentgizmoswhose presence we barely notice but whose universal existence has removed much human labor. Our factories hum to the rhythm of robot assembly arms. Our banking is done at automated teller terminals that thank us with mechanical politeness for the transaction. Our subway trains are controlled by tireless robot-drivers. And thanks to the continual miniaturization of electronics and micro-mechanics, there are already robot systems that can perform some kinds of brain and bone surgery with submillimeter accuracy—far greater precision than highly skilled physicians can achieve with their hands alone.

The word “gizmos” most probably means________.

Railroads justify rate discrimination against captive shippers on the grounds that in the long run it reduces everyone’s cost. If railroads charged all customers the same average rate, they argue, shippers who have the option of switching to trucks or other forms of transportation would do so, leaving remaining customers to shoulder the cost of keeping up the line. It’s a theory to which many economists subscribe, but in practice it often leaves railroads in the position of determining which companies will flourish and which will fail. “Do we really want railroads to be thearbitersof who wins and who loses in the marketplace?” asks Martin Bercovici, a Washington lawyer who frequently represents shipper.

The word “arbiters” most probably refers to those________.

Our son was a high-school senior when he had her for English. “He sits in the back of the room talking to his friends,” she told me. “Why don’t you move him to the front row?” I urged, believing the embarrassment would get him to settle down. Mrs. Stifter said, “I don’t move seniors. I flunk them.” Our son’s academic life flashed before my eyes. No teacher had ever threatened him. By the time I got home I was feeling pretty good about this. It was a radical approach for these times, but well, why not? “She’s going to flunk you”, I told my son. I did not discuss it any further. Suddenly English became a priority in his life. He finished out the semester with an A.

In this text, the authors’ attitude toward flunking is________.

For the past several years, the Sunday newspaper supplement Parade has featured a column called “Ask Marilyn”. People are invited to query Marilyn vos Savant, who at age 10 had tested at a mental level of someone about 23 years old; that gave her an IQ of 228—the highest score ever recorded. IQ tests ask you to complete verbal and visual analogies, to envision paper after it has been folded and cut, and to deduce numerical sequences, among other similar tasks. So it is a bit confusing when vos Savant fields such queries from the average Joe (whose IQ is 100) as, what’s the difference between love and fondness? Or what is the nature of luck and coincidence? It’s not obvious how the capacity to visualize objects and to figure out numerical patterns suits one to answer questions that have eluded some of the best poets and philosophers.

Clearly, intelligence encompasses more than a score on a test. Just what does it mean to be smart? How much of intelligence can be specified, and how much can we learn about it from neurology, genetics, computer science and other fields?

What is the author’s attitude towards IQ tests?

The world is going through the biggest wave of mergers and acquisitions ever witnessed. The process sweeps from hyperactive America to Europe and reaches the emerging countries with unsurpassed might. Many in these countries are looking at this process and worrying: “Won’t the wave of business concentration turn into an uncontrollable anti-competitive force?”

There’s no question that the big are getting bigger and more powerful. Multinational corporations accounted for less than 20％ of international trade in 1982. Today the figure is more than 25％ and growing rapidly. International affiliates account for a fast-growing segment of production in economies that open up and welcome foreign investment. In Argentina, for instance, after the reforms of the early 1990s, multinationals went from 43％ to almost 70％ of the industrial production of the 200 largest firms. This phenomenon has created serious concerns over the role of smaller economic firms, of national businessmen and over the ultimate stability of the world economy.

I believe that the most important forces behind the massive M&A wave are the same that underlie the globalization process: falling transportation and communication costs, lower trade and investment barriers and enlarged markets that require enlarged operations capable of meeting customer’s demands. All these are beneficial, not detrimental, to consumers. As productivity grows, the world’s wealth increases.

Examples of benefits or costs of the current concentration wave are scanty. Yet it is hard to imagine that the merger of a few oil firms today could recreate the same threats to competition that were feared nearly a century ago in the U.S., when the Standard Oil trust was broken up. The mergers of telecom companies, such as WorldCom, hardly seem to bring higher prices for consumers or a reduction in the pace of technical progress. On the contrary, the price of communications is coming down fast. In cars, too, concentration is increasing—witness Daimler and Chrysler, Renault and Nissan—but it does not appear that consumers are being hurt.

Yet the fact remains that the merger movement must be watched. A few weeks ago, Alan Greenspan warned against the megamergers in the banking industry. Who is going to supervise, regulate and operate as lender of last resort with the gigantic banks that are being created? Won’t multinationals shift production from one place to another when a nation gets too strict about infringements to fair competition? And should one country take upon itself the role of “defending competition” on issues that affect many other nations, as in the U.S. vs. Microsoft case?

Toward the new business wave, the writer’s attitude can be said to be________.

Could the bad old days of economic decline be about to return? Since OPEC agreed to supply-cuts in March, the price of crude oil has jumped to almost $26 a barrel, up from less than $10 last December. This near-tripling of oil prices calls up scary memories of the 1973 oil shock, when prices quadrupled, and 1979-1980, when they also almost tripled. Both previous shocks resulted in double-digit inflation and global economic decline. So where are the headlines warning of gloom and doom this time?

The oil price was given another push up this week when Iraq suspended oil exports. Strengthening economic growth, at the same time as winter grips the northern hemisphere, could push the price higher still in the short term.

Yet there are good reasons to expect the economic consequences now to be less severe than in the 1970s. In most countries the cost of crude oil now accounts for a smaller share of the price of petrol than it did in the 1970s. In Europe, taxes account for up to four-fifths of the retail price, so even quite big changes in the price of crude have a more muted effect on pump prices than in the past.

Rich economies are also less dependent on oil than they were, and so less sensitive to swings in the oil price. Energy conservation, a shift to other fuels and a decline in the importance of heavy, energy-intensive industries have reduced oil consumption. Software, consultancy and mobile telephones use far less oil than steel or car production. For each dollar of GDP (in constant prices) rich economies now use nearly 50％ less oil than in 1973. The OECD estimates in its latest Economic Outlook that, if oil prices averaged $22 a barrel for a full year, compared with $13 in 1998, this would increase the oil import bill in rich economies by only 0.25-0.5％ of GDP. That is less than one-quarter of the income loss in 1974 or 1980. On the other hand, oil-importing emerging economies—to which heavy industry has shifted—have become more energy-intensive, and so could be more seriously squeezed.

One more reason not to lose sleep over the rise in oil prices is that, unlike the rises in the 1970s, it has not occurred against the background of general commodity-price inflation and global excess demand. A sizable portion of the world is only just emerging from economic decline. The Economist’s commodity price index is broadly unchanging from a year ago. In 1973 commodity prices jumped by 70％, and in 1979 by almost 30％.

From the text we can see that the writer seems________.

Americans don’t like to lose wars. Of course, a lot depends on how you define just what a war is. There are shooting wars—the kind that test patriotism and courage—and those are the kind at which the U.S. excels. But other struggles test those qualities too. What else was the Great Depression or the space race or the construction of the railroads? If American indulge in a bit of flag—when the job is done, they earned it.

Now there is a similar challenge—global warming. The steady deterioration of the very climate of this very planet is becoming a war of the first order, and by any measure, the U.S. is losing. Indeed, if America is fighting at all, it’s fighting on the wrong side. The U.S. produces nearly a quarter of the world’s greenhouse gases each year and has stubbornly made it clear that it doesn’t intend to do a whole lot about it. Although 174 nations approved the admittedly flawed Kyoto accords to reduce carbon levels, the U.S. walked away from them. There are vague promises of manufacturing fuel from herbs or powering cars with hydrogen. But for a country that tightly cites patriotism as one of its core values, the U.S. is taking a pass on what might be the most patriotic struggle of all. It’s hard to imagine a bigger fight than one for the survival of a country’s coasts and farms, the health of its people and stability of its economy.

The rub is, if the vast majority of people increasingly agree that climate change is a global emergency, there’s far less agreement on how to fix it. Industry offers its plans, which too often would fix little. Environmentalists offer theirs, which too often amount to native wish lists that could weaken America’s growth. But let’s assume that those interested parties and others will always bent the table and will always demand that their voices be heard and that their needs be addressed. What would an aggressive, ambitious, effective plan look like—one that would leave the U.S. both environmentally safe and economically sound?

Halting climate change will be far harder. One of the more conservative plans for addressing the problem calls for a reduction of 25 billion tons of carbon emissions over the next 52 years. And yet by devising a consistent strategy that mixes short-time profit with long-range objective and blends pragmatism with ambition, the U.S. can, without major damage to the economy, help halt the worst effects of climate change and ensure the survival of its way of life for future generations. Money will do some of the work, but what’s needed most is will. “I’m not saying the challenge isn’t almost overwhelming,” says Fred Krupp. “But this is America, and America has risen to these challenges before.”

What is the author’s attitude towards America’s policies on global warming?

In recent years, railroads have been combining with each other, merging into super systems, causing heightened concerns about monopoly. As recently as 1995, the top four railroads accounted for under 70 percent of the total ton-miles moved by rails. Next year, after a series of mergers is completed, just four railroads will control well over 90 percent of all the freight moved by major rail carriers.

Supporters of the new super systems argue that these mergers will allow for substantial cost reductions and better coordinated service. Any threat of monopoly, they argue, is removed by fierce competition from trucks. But many shippers complain that for heavy bulk commodities traveling long distances, such as coal, chemicals, and grain, trucking is too costly and the railroads therefore have them by the throat.

The vast consolidation within the rail industry means that most shippers are served by only one rail company. Railroads typically charge such “captive” shippers 20 to 30 percent more than they do when another railroad is competing for the business. Shippers who feel they are being overcharged have the right to appeal to the federal government’s Surface. Transportation Board for rate relief, but the process is expensive, time consuming, and will work only in truly extreme cases.

Railroads justify rate discrimination against captive shippers on the grounds that in the long run it reduces everyone’s cost. If railroads charged all customers the same average rate, they argue, shippers who have the option of switching to trucks or other forms of transportation would do so, leaving remaining customers to shoulder the cost of keeping up the line. It’s a theory to which many economists subscribe, but in practice it often leaves railroads in the position of determining which companies will flourish and which will fail. “Do we really want railroads to be the arbiters of who wins and who loses in the marketplace?” asks Martin Bercovici, a Washington lawyer who frequently represents shipper.

Many captive shippers also worry they will soon be hit with a round of huge rate increases. The railroad industry as a whole, despite its brightening fortunes, still does not earn enough to cover the cost of the capital it must invest to keep up with its surging traffic. Yet railroads continue to borrow billions to acquire one another, with Wall Street cheering them on. Consider the $10.2 billion bid by Norfolk Southern and CSX to acquire Conrail this year. Conrad’s net railway operating income in 1996 was just $427 million, less than half of the carrying costs of the transaction. Who’s going to pay for the rest of the bill? Many captive shippers fear that they will, as Norfolk Southern and CSX increase their grip on the market.

What is many captive shippers’ attitude towards the consolidation in the rail industry?