1.CR
A hospital study found that patients who received more visitors recovered faster. In response, the hospital renovated its wards, providing private rooms for each patient and upgrading facilities and meal options. The hospital claims that these changes will promote patient recovery.
Which of the following, if true, most strengthens the hospital's claim that the renovations will promote patient recovery?
(A) Patients in private rooms tend to receive more visitors from friends and family.
(B) The hospital's meal options now include healthier food choices.
(C) The cost of the renovations was partially offset by an increase in private donations to the hospital.
(D) Other hospitals that have made similar renovations have seen an increase in patient satisfaction scores.
(E) The upgraded facilities include more advanced diagnostic equipment.
Traditionally, it was believed that bees only pollinate during the daytime because they cannot see well in the dim light of early morning and evening. However, it was discovered that a certain type of flower blooms in the evening with large, brightly colored petals, seemingly to attract bees to pollinate even in low light. Yet this assumption is incorrect, as bees avoid going out in low light not because they cannot see the flowers, but because they cannot find their way back to their hive.
Which of the following, if true, most strengthens the argument that bees avoid flying in low light because they cannot find their way back to the hive?
(A) Bees rely primarily on their sense of smell rather than vision to locate their hive.
(B) Bees typically depart the hive in the very dim light of early morning but not in the evening.
(C) The large, brightly colored flowers that bloom in the evening also have a strong fragrance.
(D) Bees have been observed successfully navigating back to the hive in the dim light of dusk.
(E) Bees are more likely to fly further from the hive during the bright daylight hours.
2.DI
The rapid expansion of China's high-speed rail (HSR) network has drawn significant global attention, with the Beijing-Hong Kong HSR line serving as a focal point of this ambitious endeavor. Spanning 2,440 kilometers and costing an estimated ¥350 billion (approximately €45 billion), the line commenced operations in September 2018, reducing travel time between the two cities from over 24 hours to just 9 hours. Projections indicate that by 2025, the line will transport 80 million passengers annually, with ticket prices ranging from ¥1,000 to ¥2,500 (€130 to €325) based on the class of service.
Advocates of the project assert that the Beijing-Hong Kong HSR line will yield substantial economic benefits for the regions it serves. A study by the Chinese Academy of Social Sciences estimates that the HSR will boost GDP growth in cities along the route by an average of 1.5 percentage points annually over the next decade, while also forecasting the creation of 800,000 new jobs and the generation of ¥450 billion (€58 billion) in economic activity each year. These benefits are expected to extend beyond the immediate areas along the line, with the expansion of the HSR network projected to stimulate economic growth in a wider range of regions. An investigation into the potential spillover effects of the Beijing-Hong Kong HSR revealed a significant increase in business trips and talent flow between the cities along the route and Beijing and Hong Kong following the line's opening, which is anticipated to foster innovation and knowledge dissemination, thereby enhancing the overall competitiveness of the region.
However, critics argue that the immense construction costs and ongoing subsidies required to operate the HSR may offset these economic gains. A World Bank report suggests that ticket prices would need to be hiked by 40% to cover the true operating costs, potentially suppressing passenger demand. The report also highlights that the environmental benefits of HSR compared to air travel may be less substantial than often claimed, as the electricity powering the trains is predominantly generated by coal-fired power plants. Some economists question the feasibility of maintaining low ticket prices while simultaneously repaying the massive construction loans and express doubts about the government's capacity to subsidize HSR operations in the long run. They call for a more comprehensive cost-benefit analysis of HSR projects, rather than simply emphasizing the economic stimulus effects.
Despite these concerns, the Chinese government remains steadfast in its commitment to further expanding the country's HSR network. Following the completion of the Beijing-Hong Kong HSR, plans are in place to extend the line to other major cities in the Pearl River Delta region. Officials contend that the long-term strategic benefits of connecting these crucial economic centers far outweigh the short-term financial costs. Ning Jizhe, the deputy head of the National Development and Reform Commission, has emphasized the importance of HSR construction in promoting coordinated regional development, driving industrial optimization and upgrading, and enhancing the quality and competitiveness of China's economic growth.
Nevertheless, some economists remain skeptical of the government's optimistic stance, arguing that the socioeconomic disparities between regions could hinder the realization of the projected benefits. They point out that while the Beijing-Hong Kong HSR connects two of China's most affluent cities, many intermediate stations are located in less developed areas, and without targeted policies to address regional inequalities, the HSR may exacerbate the gap between prosperous and lagging regions. Furthermore, they express concerns about the potential overcapacity of the HSR network, citing examples of underutilized lines in other parts of the country.
The Beijing-Hong Kong HSR also has significant geopolitical implications, particularly in the context of China's ambitious Belt and Road Initiative (BRI). This mega-project aims to strengthen China's economic and political ties with countries across Asia, Europe, and Africa through massive investments in infrastructure, including HSR. The successful completion of the Beijing-Hong Kong line is seen as a testament to China's engineering prowess and its ability to undertake complex, large-scale projects, serving as a showcase for Chinese HSR technology, which the country is actively promoting to other nations as part of the BRI. However, some international observers have raised concerns about the financial sustainability and environmental impact of these projects, as well as the potential for them to create long-term dependencies on Chinese financing and expertise.
Moreover, the HSR's impact on social dynamics and urban development patterns along the Beijing-Hong Kong corridor is a topic of growing interest among researchers and policymakers. Some scholars argue that the HSR may accelerate the process of urbanization and regional integration, as improved connectivity encourages people to live farther from city centers while still maintaining access to employment and services. This could lead to the emergence of new satellite cities and the redistribution of population and economic activity across the region. However, others caution that such changes may strain existing infrastructure and public services in smaller cities and towns, necessitating careful planning and investment to ensure sustainable growth.
The HSR's influence on the real estate market is another area of concern, with some experts warning that the increased accessibility provided by the line may fuel speculative property development and exacerbate housing affordability issues in major cities along the route. There are also fears that the HSR could contribute to the homogenization of local cultures and identities, as the rapid flow of people and ideas erodes distinctive regional characteristics.
Furthermore, the HSR's potential to reshape labor markets and employment patterns is a subject of ongoing debate. While some argue that the improved connectivity will create new job opportunities and promote the diffusion of skills and knowledge across the region, others worry that it may lead to the concentration of high-value economic activities in major cities, widening the gap between urban and rural areas. There are also concerns that the HSR may facilitate the outsourcing of jobs to lower-cost locations, putting pressure on local businesses and workers.
The long-term social and demographic implications of the Beijing-Hong Kong HSR are also a matter of speculation. Some researchers suggest that the line may encourage greater social mobility and integration, as people from different regions and backgrounds have more opportunities to interact and collaborate. However, others argue that the HSR could reinforce existing social hierarchies and inequalities, as only the wealthy and educated are able to take full advantage of the increased connectivity.
As the Beijing-Hong Kong HSR enters its second decade of operation, its impact on the social, economic, and political landscape of China will continue to be closely monitored and debated. While the line has undoubtedly brought about significant changes and opportunities, its ultimate costs and benefits remain to be fully understood. As China continues to expand its HSR network and promote its technology abroad, the lessons learned from the Beijing-Hong Kong line will be crucial in shaping the future of this transformative infrastructure project.
The Beijing-Hong Kong HSR is not only a feat of engineering but also a symbol of China's rapid economic development and growing global influence. Its success or failure will have far-reaching implications for the country's domestic development and its role in the international arena. As such, the ongoing debate surrounding the HSR is not merely about transportation infrastructure but also about the broader trajectory of China's socioeconomic and political evolution in the 21st century.
In conclusion, the Beijing-Hong Kong HSR represents a complex and multifaceted phenomenon that defies simple categorization or assessment. While its proponents tout its potential to drive economic growth, foster innovation, and promote regional integration, its critics point to the high costs, environmental impacts, and social disruptions associated with the project. As China continues to grapple with the challenges and opportunities presented by the HSR, the experiences of the Beijing-Hong Kong line will serve as a valuable case study for policymakers, researchers, and the general public alike. Ultimately, the legacy of this ambitious undertaking will be determined not only by its technical achievements but also by its ability to navigate the complex social, economic, and political realities of contemporary China.
1. According to the passage, what is the estimated annual ridership of the Beijing-Hong Kong HSR line by 2025?
A. 60 million
B. 70 million
C. 80 million
D. 90 million
2. The Chinese Academy of Social Sciences study projects that the Beijing-Hong Kong HSR line will create how many new jobs?
A. 600,000
B. 700,000
C. 800,000
D. 900,000
3. The passage suggests that the environmental benefits of HSR compared to air travel may be overstated because:
A. HSR trains have a higher carbon footprint per passenger than aircraft
B. The construction of HSR lines involves significant greenhouse gas emissions
C. The electricity used to power HSR trains is largely generated from coal
D. The increased accessibility of HSR encourages more frequent travel, offsetting any emissions reductions
4. According to the passage, which of the following is NOT cited as a potential benefit of HSR construction by Ning Jizhe, the deputy head of the National Development and Reform Commission?
A. Promoting coordinated regional development
B. Driving industrial optimization and upgrading
C. Enhancing the quality and competitiveness of China's economic growth
D. Reducing the country's dependence on fossil fuels
5. Some economists argue that the Beijing-Hong Kong HSR may exacerbate regional inequalities because:
A. The HSR will concentrate economic activity in Beijing and Hong Kong, neglecting intermediate cities
B. The line primarily connects affluent cities, while many intermediate stations are located in less developed areas
C. The construction of the line has displaced many low-income communities along the route
D. The HSR will encourage brain drain from smaller cities and towns to major urban centers
6. The passage mentions the underutilization of HSR lines in other parts of China as an example of:
A. The challenges of integrating HSR with local transportation networks
B. The need for more investment in HSR infrastructure to stimulate ridership
C. The potential for overcapacity in the HSR network
D. The difficulty of operating HSR in regions with diverse geographic and demographic characteristics
7. In the context of China's Belt and Road Initiative (BRI), the Beijing-Hong Kong HSR line is seen as:
A. A model for the successful integration of HSR with local economic development plans
B. A symbol of China's commitment to promoting sustainable transportation infrastructure
C. A showcase for Chinese HSR technology and engineering capabilities
D. An example of the financial risks associated with large-scale infrastructure projects
8. Some international observers have expressed concerns about China's HSR projects abroad, including:
A. The potential for these projects to create long-term dependencies on Chinese financing and expertise
B. The lack of technology transfer and knowledge sharing with host countries
C. The possibility of political interference in the operation and management of HSR lines
D. The displacement of local transportation industries and workers
9. The passage suggests that the Beijing-Hong Kong HSR may influence urban development patterns by:
A. Encouraging the growth of new satellite cities and the redistribution of population and economic activity
B. Promoting the concentration of high-value economic activities in major cities along the route
C. Accelerating the decline of smaller cities and towns as residents migrate to larger urban centers
D. Fostering the development of specialized economic zones and industrial clusters near HSR stations
10. Which of the following best captures the main argument of the passage?
A. The Beijing-Hong Kong HSR is an unqualified success that will transform China's economy and society for the better
B. The long-term costs and benefits of the Beijing-Hong Kong HSR are complex and uncertain, requiring ongoing analysis and debate
C. The Chinese government should prioritize addressing regional inequalities and environmental concerns over further HSR expansion
D. The Beijing-Hong Kong HSR demonstrates the superiority of Chinese infrastructure development and serves as a model for other countries
Answers:
3.RC
In the context of packaged goods, consumer behavior research tends to focus on purchase decisions rather than consumption decisions. Yet consumers’ ability to increase consumption is critical for growing mature brands that have already achieved high levels of household penetration and loyalty (Wansink 1994a; Wansink and Ray 1996). Understanding post purchase consumption behavior is also important in the assessment of the profitability of stockpiling inducing promotions, such as multiunit packs or “buy one get one free” offers, which may deplete future sales unless consumers increase consumption rates (Blattberg and Neslin 1990).
As is shown in Figure 1, the convenience of consuming the product moderates the impact of stockpiling on consumption rate: Stockpiling is more likely to trigger consumption incidence for high-convenience products than for low-convenience products. Consumption convenience can contribute to as much as 48% of impulsively consumed food (Wansink 1994b). Consumption convenience is a function of the time, comfort, and ease of preparation, depending on the number, complexity, cost, and accessibility of the operations required before consumption (Gehrt and Yale 1993; Reilly 1982). Consumption convenience can be influenced by packaging (e.g., individually wrapped packs are convenient because they do not force consumers to use, store, or waste the remaining quantity), and it applies to food as well as nonfood products (e.g., prestamped envelopes versus regular unstamped envelopes).
We anticipate that convenience moderates the impact that stockpiling has on consumption incidence but does not influence the impact on consumption quantity (given incidence). Low-convenience products are ingredients or steps in a broader process. They often require the availability of other ingredients and the performance of multiple operations before they can be consumed. For example, consuming iced tea from a mix requires time, water, a container, a spoon, and refrigeration; using detergent requires time, dirty laundry, and a washing machine. All these ingredients need to be available for consumption incidence to occur. However, when all the ingredients are available and the first consumption incidence occurs, low-convenience products can subsequently be consumed in higher quantities relatively easily. Preparing a small pitcher of iced tea from a powdered mix, for example, requires almost as much time and effort as preparing a large pitcher. Stockpiling therefore increases consumption quantity (given incidence) for high- and low convenience products. However, stockpiling triggers consumption incidence primarily for high-convenience products. As a result, stockpiling increases total consumption (the product of higher incidence and higher quantity given incidence) more for high-convenience products than for low-convenience products.
1. The passage suggests that the primary reason for the focus of consumer behavior research on purchase decisions rather than consumption decisions in the context of packaged goods is:
(A) The belief that purchase decisions are more critical than consumption decisions in determining the profitability of stockpiling-inducing promotions
(B) The assumption that consumption decisions are not influenced by factors such as consumption convenience and packaging
(C) The difficulty in assessing the impact of stockpiling on consumption incidence and quantity for low-convenience products
(D) The lack of recognition of the importance of understanding post-purchase consumption behavior in growing mature brands and assessing the profitability of stockpiling-inducing promotions
(E) The perception that consumption decisions are more relevant for high-convenience products than for low-convenience products
2. Which of the following, if true, would most weaken the author's argument that stockpiling increases total consumption more for high-convenience products than for low-convenience products?
(A) A study showing that consumers are equally likely to stockpile high-convenience and low-convenience products
(B) Research indicating that the availability of other ingredients has a significant impact on the consumption incidence of low-convenience products
(C) Data demonstrating that stockpiling increases consumption incidence and quantity for both high-convenience and low-convenience products to the same extent
(D) An experiment revealing that packaging has a similar impact on consumption convenience for high-convenience and low-convenience products
(E) A survey suggesting that consumers are more likely to impulsively consume low-convenience products than high-convenience products
3. The passage implies that which of the following is a characteristic of high-convenience products?
(A) They are consumed more frequently than low-convenience products
(B) They are less likely to be wasted than low-convenience products
(C) They require a lesser effort to prepare larger quantities than smaller quantities
(D) Their consumption incidence is less strongly influenced by stockpiling than that of low-convenience products
(E) They rarely require the availability of other ingredients and the performance of multiple operations before they can be consumed
4. Based on the information in the passage, which of the following can be inferred about the relationship between consumption convenience and the impact of stockpiling on consumption quantity?
(A) Consumption convenience has no influence on the impact of stockpiling on consumption quantity for either high-convenience or low-convenience products
(B) Consumption convenience increases the impact of stockpiling on consumption quantity for high-convenience products but decreases it for low-convenience products
(C) Consumption convenience decreases the impact of stockpiling on consumption quantity for both high-convenience and low-convenience products
(D) Consumption convenience moderates the impact of stockpiling on consumption quantity for high-convenience products but not for low-convenience products
(E) The relationship between consumption convenience and the impact of stockpiling on consumption quantity is not discussed in the passage
5. The author's statement that "Consumption convenience can be influenced by packaging" serves to:
(A) Provide an example of how packaging can affect consumption incidence
(B) Suggest that packaging is the most important factor influencing consumption convenience
(C) Illustrate how consumption convenience can be manipulated by marketers
(D) Emphasize the role of packaging in determining the profitability of stockpiling-inducing promotions
(E) Highlight the importance of considering packaging when assessing the impact of stockpiling on consumption
6. Which of the following can be inferred from the passage about the relationship between stockpiling and consumption incidence for low-convenience products?
(A) Stockpiling has no impact on consumption incidence for low-convenience products
(B) Stockpiling decreases consumption incidence for low-convenience products
(C) Stockpiling increases consumption incidence for low-convenience products, but to a lesser extent than for high-convenience products
(D) The impact of stockpiling on consumption incidence for low-convenience products is not discussed in the passage
(E) The relationship between stockpiling and consumption incidence for low-convenience products is mediated by the availability of other ingredients
7. The passage suggests that the effort required to prepare a larger quantity of a low-convenience product compared to a smaller quantity is:
(A) Significantly greater, which explains why stockpiling does not increase consumption quantity for low-convenience products
(B) Slightly greater, but not enough to deter consumers from preparing larger quantities when stockpiling
(C) Roughly the same, which supports the idea that stockpiling increases consumption quantity for low-convenience products
(D) Slightly less, as preparing larger quantities often leads to economies of scale in terms of effort
(E) Significantly less, which is the primary reason why stockpiling increases consumption quantity for low-convenience products
8. If a company wants to encourage stockpiling and increase total consumption of its mature brand of a low-convenience product, which of the following strategies would be most effective based on the information in the passage?
(A) Offering promotions that encourage stockpiling, such as multi-unit packs or "buy one get one free" offers
(B) Redesigning the product packaging to increase consumption convenience
(C) Investing in advertising campaigns that highlight the product's convenience features
(D) Conducting research to better understand the factors that influence purchase decisions for the product
(E) Focusing on increasing household penetration and loyalty for the brand through targeted marketing efforts
