2021年考博英語閱讀理解模擬題（六）

Breakingrecords can become monotonous after a while. The Baltic Dry Index, whichtracks the costs of shipping “dry” goods such as iron ore, coal and grainaround the world, dipped this week after hitting an all-time high on November13th. But it is still up 154% from a year earlier.

Aswith so much to do with commodities, the extraordinary rise in freight rates ispartly because ofChina'sappetite for raw materials. A dearth of new ships, and flotillaswaiting to berth in overcrowded ports (especially inAustralia), are also driving rateshigher. The cost of shipping iron ore fromBraziltoChinais now more than the cost of digging up the ore itself.Yet what makesthe problem worse (or better, if you are a ship-owner) are the ways in whichshifts in supply and demand are altering trade patterns around the world,especially in commodities like iron ore and coal, which are the most frequentlytraded cargoes in international shipping.

Takeiron ore.China's biggestsuppliers—AustraliaandIndia—have beenunable to cope with the surge in demand. According to Icap Hyde, a firm of shipbrokers,Australia's market share ofChina'siron-ore imports fell from 70% around 15 years ago to about 40% last year.Earlier this year, to ensure enough iron ore for its own industries,Indiaimposedtariffs on sales of iron ore abroad.Over the years, Chinese steel producers have scoutedelsewhere for the metal—mainly inBrazil, where they have securedlong-term supply contracts. But it takes three times as long to move cargofromBraziltoChinaas it does fromAustralia,which, in effect, reduces shipping capacity for each shipment of Brazilian ironore toChinathat comes atAustralia'sexpense.

Meanwhile,Chinaused to export much more coal than it imported, according to Jon Chappell ofJPMorgan. As recently as 2001, its net exports of coal were 89m tons. So far this year, it hasimported almost as much as it has exported. Other East Asian countries such asJapan,South Korea relied heavily onChinafor coal and now have to import it fromAustralia,South Africaand theAmericas.So doesIndia.Meanwhile, drought inAustraliahas meant that large Asian importers have had to ship grain from as far away asAmerica.

Ingeneral, points out Icap Hyde, there is an “oceanic imbalance” between the Atlantic and Pacific. Supply is spread across bothoceans, even as demand is concentrated in Asia.Shipping ton-miles for the major “dry” goods, which indicates the extent towhich more freight is moved over longer distances, rose by 45% between 2001 and2006. That is good news for freight rates, if any more were needed. By allaccounts, the bull run is likely to last until 2009, when a huge number of newships are due to be launched. Let's hope they are built for trans-oceanictravel.

1. Which one of the following statements is TRUE of the Baltic Dry Index?

[A] The index is increased by 154% compared with the previous year.

[B] The index keeps track on the trade cost of all sorts of dry goods.

[C] The index has been breaking records for at least a few years.

[D] The index is monotonous during this period.

2.The word “scout” (Line 5, Paragraph 3) most probably means_____

[A] change

[B] turn

[C] seek

[D] outsource

3. Australia’s market share of China’s iron-ore imports went through a steep fall because_____

[A] the ports in Australia are overcrowded.

[B] the shipping capacity is reduced.

[C] the iron-ore demand of China is increased greatly.

[D] the tariffs are imposed on sales of iron ore.

4. The “oceanic imbalance” between Atlantic and Pacific refers to_____

[A] the imbalance in dry goods supply.

[B] the imbalance in dry goods demand.

[C] the imbalance in shipping ton-miles for the dry goods.

[D] the imbalance in freight rates.

5. The bull run of dry goods shipping will most probably be ended by_____

[A] rise of the shipping ton-miles for the major “dry” goods.

[B] the shifts in supply and demand.

[C] the increase of the shipping capacity.

[D] the launch of new ships in great number.

[答案]

1. C

2. C

3. C

4. B

5. D

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