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When it comes to lowering our carbon emissions (排放), it seems that nothing is simple. Electric vehicles (EVs) act as an example of potential greenwash. “They seem very attractive at first sight,” writes The Next Web in a report. “When we look more closely, it becomes clear that they have a substantial carbon footprint.”
The rare earth metals and costly minerals included as essential ingredients in EV batteries are not renewable. What’s more, their extraction (提炼) is often anything but green.
So the question is: is it worth it? Just how much emission reduction can EVs justify? Luckily, a life cycle assessment has been done to give us some answers.
“A life cycle analysis of emissions considers three phases,” writes The Next Web. “the manufacturing phase, the use phase, and the recycling phase.” In the manufacturing phase, the battery is to blame. “Emissions from manufacturing EV batteries were estimated to be tons of carbon dioxide (CO2), 1/4 of those from an electric car, 13 tons of CO2. Those were bigger than emissions from gas cars, tons of CO2.” If the vehicle life is assumed to be 150,000 kilometers, emissions from the manufacturing phase of an electric car are higher than gas cars.”
In the use phase, the source of electricity the consumer is using to power their car comes into play in a major way. “To understand how the emissions of electric car vary with a country’s renewable electricity share, consider Australia and New Zealand,” continues the report. “In 2018, Australia’s share of renewables in electricity was about 21%. In contrast, the number in New Zealand’s was about 84%. Electric car emissions in Australia and New Zealand are estimated at about 170g and 25g of CO2 per km respectively. As a consumer, our car is only as green as our country’s energy mix.”
Finally, in the recycling phase, we look at vehicle dismantling(拆除), vehicle recycling, battery recycling, and material recovery. “The estimated emissions in this phase, based on a study, are about tons for a gas car and tons for an electric car. This difference is mostly due to the emissions from battery recycling, which is tons,” shows in the report. “While electric cars cause more greenhouse gas emissions than gas cars do, it's important to note the recycled batteries can be used in subsequent batteries. This could have significant emissions reduction benefits in the future. For complete life cycle emissions, the study shows that EV emissions are 18% lower than gas cars.”
So here’s the takeaway: EVs are greener. Maybe they’re not as green as we thought. There’s certainly room for improvement. But the real challenge lies in speeding the global energy transition toward greener energy-production.
1．Why is a life cycle analysis of emissions made?
A．To illustrate the advantages of EVs.
B．To show how gas cars outperform EVs.
C．To weigh the environmental impact of EVs.
D．To examine the energy sources of gas cars and EVs.
2．How does the author support the underlined statement in Paragraph 5?
A．By giving instructions. B．By highlighting features.
C．By making comparisons. D．By analyzing cause and effect.
3．According to the passage, what contributes to EVs’ beating gas cars?
A．Recycling of batteries. B．Overall driving distance.
C．Manufacturing technology. D．Government’s energy policy.
4．Which of the following statements does the author support?
A．EVs are worthy of the praise they have received.
B．EVs are not successful for their environmental downsides.
C．EVs will no longer be widely accepted for their emissions.
D．EVs are not truly green until their energy sources become green.
The Chinese high­speed rails have a quality all on its own, because it's so massive. There are more than twice as many high­speed trains in China as the rest of the world combined.
Firstly, China's technology on building the railway is leading the rest of the world and there is no sign that any other country could surpass China's position in the near future. Secondly, China's trains are based on Japanese, German and French models. At last, the scale of Chinese high­speed train is unthinkable to other countries which has high­speed train network. I had my first opportunity to ride the high­speed trains last week when I had a business meeting in Zhengzhou. As someone who grew up with a disdain for public transportation, I was dreading the experience. I pushed hard to fly, but was told that it would be much better if I took the train. I had traveled on an Amtrak train before in the US, and hated how slow it was and how many stops there were. Chinese high­speed trains are on a different level.
First, when I say they are high­speed, I mean they are high­speed. The trains are clean and the seats are huge. There are ample power outlets and you can't even feel how fast the train is moving. If there were no windows, I wouldn't be able to tell when we were stopped or when we were traveling at 300 km/h—it is that smooth. The terminal in Zhengzhou looked like you could fit a million people in it. It had shops and a food court and the trains would silently pull in and out of the station perfectly on schedule.
I'm traveling again this week by train and I'm excited. The high­speed trains are incredible.
5．Which of the following is the characteristic of China high­speed rails？
A．China has the most high­speed trains in the world.
B．No other country will surpass China in building the high­speed railway.
C．China makes high­speed trains all by itself.
D．China ranks first in the high­speed rails development from the very beginning.
6．What can we infer from Paragraph 2？
A．The author likes to take public transportation.
B．The author decided to take the trainat first.
C．The author expected his first train experience in China.
D．America falls behind China in railway development.
7．What can we not learn about the author's first rail trip in China？
A．The train run very fast and smoothly.
B．It is convenient to get the cellphone charged on the train.
C．Zhengzhou station is very huge.
D．Zhengzhou station is an important terminal.
8．What does the article mainly talk about？
A．The author's first train experience in China.
B．The advancement of China's high­speed trains.
C．The high­speed railway should be greatly developed in the world.
D．The importance of public transportation.
Urban planners may soon have a new way to measure traffic jams. By putting in the different routes by which vehicles can travel between locations, researchers have developed a new computer algorithm (运算法则) that helps quantify regions of jams in urban areas and suggests ways around them.
The study, published in the Journal of Physics: Complexity, used traffic speeds from taxis in New York City to demonstrate how road infrastructure (基础设施) and driver behavior can create complex road networks that differ among cities.
The team approached the issue by designing a computer algorithm to capture the topology-or relationship between the different routes between locations-of road networks. “We found that the most significant traffic bottlenecks in Manhattan seem to arise as a result of the city’s structural layout,” said study co-author Daniel Carmody. “For example, the fact that a bridge enters Manhattan at a range where traffic is already limited due to Central Park slows traffic in the area considerably.”
The researchers performed a comparative analysis using traffic patterns in Chengdu, China, to test if the algorithm works equally well in areas with different layouts. Manhattan has a long and thin structure, while Chengdu is round. There are significant differences in the way traffic moves between these two different setups, the researchers said.
“The bottlenecks in Chengdu seem to arise due to the function of the buildings in a particular area,” Carmody said. “For example, it is hard to travel in and out of the central business district in Chengdu because of the large amount of traffic alone. Beltways, or faster streets around busy areas, have emerged in circles around this area, which is not surprising because this feature was intentionally built into the city.”
In Manhattan, the bridges and underpasses that form the entry and exit points cause traffic slowdowns. However, in lower Manhattan, where drivers seem to obey the lower posted speed limits, traffic moves more smoothly, forming a new traffic beltway with the southern end of Central Park acting as a block between lower and central Manhattan.
“It surprised us that there is an emergent beltway in such a busy area of Manhattan,” Carmody said. “This indicates that, unlike in Chengdu, beltways seem to arise from driver behavior even when they aren’t part of the structural plan of a traffic network.”
“The researchers have imagined that this technology could give urban planners a means to quantify traffic patterns, leading to better traffic,” Carmody said. “As methods of transportation develop, new problems will emerge, and we hope that our tools will give planners new ways to measure what is going on with city traffic.”
9．According to the new study, what contributes to traffic jams in Manhattan?
A．The number of bottlenecks and beltways.
B．The location of bridges and underpasses.
C．Road facilities and driver behavior.
D．Road signs and urban population.
10．Researchers also studied Chengdu in order to .
A．compare the layouts of the two cities
B．find better infrastructure for one city
C．design traffic patterns with the algorithm
D．assess the effectiveness of the algorithm
11．Why do vehicles move faster in lower Manhattan?
A．Because of lower posted speed limits.
B．Because drivers follow the traffic rules.
C．Because it is planned in the traffic network.
D．Because a beltway has emerged around the area.
12．Who is the target of this new computer algorithm?
A．City planners.
B．Slower drivers.
C．Infrastructure developers.
D．Road sign designers.
The good news is that more people bought electric cars in 2020. The bad news is that SUVs continued to grow in popularity, too. The fall in oil consumption due to the first trend was completely cancelled out by the second, say Laura Cozzi and Apostolos Petropoulos at the International Energy Agency (IEA) in France.
The growing popularity of SUVs is making it even harder to cut carbon dioxide emissions（排放）and meet climate goals. “Policy-makers need to find ways to persuade consumers to choose smaller and more efficient cars,” says Petropoulos.
Oil consumption by conventional cars – not including SUVs – is estimated to have fallen 10 percent in 2020, or by more than million barrels（桶）a day, Cozzi and Petropoulos say in a commentary published by the IEA on 15 January. Most of this fall was due to reduced travel and is likely to be temporary.
But a small part of the drop, around 40,000 barrels a day, was as a result of the increased share of electric vehicles (EVs). “We have seen a skyrocketing of global electric car sales in 2020,” says Petropoulos. Unfortunately, the number of SUVs increased as well. While overall car sales fell in 2020, 42 percent of buyers chose SUVs, up around three percentage points from 2019.
Globally, there are now more than 280 million SUVs being driven, up from fewer than 50 million in 2010. On average, SUVs consume 20 percent more energy per kilometre than a medium-sized car.
The increase in SUVs in 2020 led to a rise in oil consumption that cancelled out the effect of electric cars, says Petropoulos. Much the same is true over the past decade. Between 2010 and 2020, global CO2 emissions from conventional cars fell by nearly 350 megatonnes, due to factors such as fuel efficiency improvements as well as the switch to electric cars. Emissions from SUVs rose by more than 500 megatonnes.
“While the growth in EVs is encouraging, the increase in SUVs is heart-breaking,” says Glen Peters at the CICERO climate research centre in Norway.
There are many reasons for