英语长篇阅读的困难

㈠ 如何快速提高英语长篇大阅读的正确率

如何快速提高英语阅读理解正确率？

英语阅读是高考英语试卷中分值最大的部分，也是高考英语分数能够拉开分值的部分。做好英语阅读题对每一个考生来说都是至关重要的，但是也要掌握好方法和技巧，明确做题思路。下面冰露老师告诉大家英语阅读理解试题答案的几个特征，看完之后绝对提高你的正确率。
一、正确答案的十个特征

1、体现中心思想(包括段落中心)的多是答案

2、照抄原文的大多不是答案，同义替换的多是答案

3、 含义不肯定的大多是答案，如：can could may usually might most more or less relatively be
likely to

含义绝对的大多不是答案： must always never the most all any none entirely

含义相反的大多是答案

4、具体的不是答案，概括性的、抽象的大多是答案

5、带有some的大多是答案：someone somebody sometime something certain

6、简单的大多不是答案，复杂的是答案，字面意思不是答案，含义深刻的大多是答案

7、带虚词的大多是答案：

another other more either both also beside additional extra different same
particular nearly not enough

8、“变化”大多是答案：

change delay improve postpone increase

9、“重要的、基础的”大多是答案：important necessity essential basis

be based on
二、阅读题的四种题型及命题思路

1. 主旨题-中心思想

① Main idea -what is the main idea / point of this passage?

② Main topic-what is the main topic / subject / title?

③ Purpose-what is the author’s main purpose in the passage?

对策：答案多在文章的首句或末句;解：多为概括性的选项

2. 细节性问题

① Accroding-考查对文章内容的掌握，如：时间、地点、事件等细节问题。

对策：利用题目中的关键词找文章中的对应词，在对应词的周围寻找答案。

② Number-考查对文章中数字的掌握，

1)运算型：通过简单的四则运算求解。

对策：原始数据不是解。

2)多选一型：文中出现多个时间或数字，对应不同的事物，考其中的一个。

对策：对号入座。

3)范围型，

4)世纪型

③ Except题型-即三缺一型，要求选出一个不符合文章内容的选项。

④ Which题型

对策：这两种主要考并列句、列举句

3. 推断型问题

命题包括以下动词：infer,imply, suggest, conclude, assume.

对策：

1)根据文中的关键词、短语、结构进行推断;

2)通过阅读某段或几段内容

3)注意：要根据文中内容进行推断，不能凭空猜测。

4. 词汇型问题

① 考查熟词偏义或在特定场合具体的词义

对策：常见含义不是解

② 生词的含义推断

对策：根据上下文判断其合理的词义才是唯一的出路。

总结：常见的命题思路：

① 文章的中心、段落的中心

②指代关系

make gains →→ make a profit

③因果关系

Ⅰ正因果关系

文中A导致B，问题：有了B这一结果，为什么，答案是A

Ⅱ反因果关系

文中A具有X特性，B与A不同，问，B有何特点，答案是非X

Ⅲ特性

或A →→ B，考非A →→ 非B
三、文章的十大考点

1、列举处常考 细节题，特别是Which型和Except型;

2、转折处和对比处常考

However, but, yet, in fact, although, 转折：unlike,until, however, but等。

3、例子常考 推断题和细节题

as, such as, for example, for instance, i.e. etc.

4、数字和年代常考

文中的数字、年代和日期常常是命题的重点。

5、最高级和绝对性词汇常考 答案具有唯一性

must, all, only, anyone, always, never,或most,first.

6、专有名词常考

人名、地名等专有名词

7、细节处常考 细节题

同位语，插入语，定语，长句的后半句，从句，副词，介词，不定式。

8、因果句常考 推断题

因果连词：because,since, for, as, therefore, so, consequently etc

因果动词：cause,result in，originate from, etc

因果名词：base,basis, result, consequence. etc

9、段落中心句常考 主题题和细节题

段首句和文尾句往往是作者表达中心思想和进行总结综述之处，

10、 特殊标点常考 细节题

破折号、括号、冒号表示解释，引号表示引用

冰露语：对于高考生来说，想要在英语试卷中考出高分，除了需要掌握一定的技巧和方法外，对于最基础的知识也不能忽视。也就是对于词汇量、语法等的知识，必须也要清楚
专家谈高考英语完形填空解题方法及对策。

㈡ 大学英语长篇阅读技巧

1.整体把握文章的脉络至关重要。

段落信息匹配题的题目的顺序与文章的行文顺内序完全不符，这容就要求考生在阅读文章时整体把握文章的结构和脉络，熟悉文章的写作思路，基本能做到理解每题的中心思想后，能大体定位到文章的相应部分，而不是漫无目的地在全文的每个段落里搜寻。如样题中的文章：首先引出话题；中间部分主要谈论两方面的内容—大学在全球网罗人才和开展工作，同时大学也在重塑研究方法；最后是大学全球化的影响和作用。把文章这样分成四个部分以后，根据每个题目的内容，就可以找到大体的位置。

2.准确理解题目的内容是前提。

每一道题都是原文信息的再现或转述，只有理解了题目所述内容，才能做好后面的段落信息定位。理解题目内容的关键是：抓句子的主干。冗长的句子，只要抓住了其主干，就不难理解句子的主要含义了。

㈢ 关于做英语长篇阅读的问题

1.先看题目还是先看文章是个个人习惯问题，会有老师要求先粗略浏览一边文章在看题目，但我觉得这种方法浪费时间也很扯淡，所以我都是直接看题目，看选项，然后看文章。一般题目顺序是根据文章内容设置的，所以可以一次看两个问题。题目和选项必须仔细看清，甚至要比看文章还要仔细。
2.这要看题目怎么问，如果题目问题中用到了imply,dect等表示“暗示”啦，“推论出”啦这样的词时，就一定不要选文中出现的原句。如果选项中文中都有提到，就在文中找到这句话，仔细理解这句话的前后文，看看它说的是不是问题问的事情。如果选项文中都没有提到，这个情况一般比较少。。。但是如果真的那么变态就一定要联系文章内容进行推断，不要过度推断。比如作者在一段中说了一个产品的缺点，但是就态度而言，如果他后文中并没再表示自己的立场和态度，你不能说他是negative。

㈣ 大学英语四级长篇阅读1000单词左右的文章怎么做 实在太长了 感觉翻译着看一遍都要二十多分钟

看大意。当然，你的词汇量一定要有。你是参加十二月的考试吧？来得及的那天抄单词。推荐一本书《英语大王思思来了》还有《四级英语一笑而过》

㈤ 英语长篇阅读范文

Dear friend,
My name is Sally. I am from China. I want a pen pal in Australia. I am 14 years old. I have no brothers or sisters in my family. MY favorite subject in school is science, because I think it’s very interesting. I like playing the piano and playing basketball on weekends. How about you? Can you write and tell me something about yourself?
Yours,
Sally

㈥ 英语四级长篇阅读技巧

首先应该把全文抄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。

(6)英语长篇阅读的困难扩展阅读

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。

㈦ 英语长篇阅读有哪些技巧啊！

看每段的第一句，抓重点

㈧ 英语长篇阅读理解题

Around the World in 20 Days

Bertrand: In many people’s 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.
“, 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

㈨ 大学英语长篇阅读2难度等级较高的篇目是哪些

你好，一般来说是第一篇，或者最后一篇的难度较高。第一篇的题目选项不好判断，最后一篇会有很多生僻的单词。