题目内容
SECTION C NEWS BROADCAST
Directions: In this section you will hear everything ONCE ONLY. Listen carefully and then answer the questions that follow. At the end of each news item, you will be given 10 seconds to answer the questions.
听力原文： This is Stan Fielding reporting live from the outskirts of the capital city of Angola. Just 20 minutes ago, rebel forces launched the biggest offensive against the ruling government in the 18-month conflict here in this country. So far, peace negotiations have failed, and any resolution to quell the civil war appears bleak at this point. As you can probably hear behind me, rebel forces are also using heavy artillery to pound government strongholds around the city center. Rebel forces are closing in, and it's feared that they will be able to take the capital building before sunup where it is believed, many government officials are holding out. Since the beginning of the conflict, starvation, clean water, and adequate shelter have been the biggest daily obstacles facing the citizens of this torn country. It is believed that over 40,000 people, mostly children, have starved to death. Land mines have claimed countless other lives. Fortunately, no epidemics have broken out, but that is always a concern if this war lingers on.
What is the main target of the rebels in this latest attack ？
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Back in 1985, Viktor Cherkashin was a senior KGB officer at the Soviet Embassy in Washington. In the shadowy world of espionage, he had a good professional reputation—a spy's spy. So when Robert Hanssen decided to switch sides, he sent a letter to Cherkashin offering to work for the Russians.
"I would not have contacted you," Hanssen wrote, "if it were not reported that you were held in esteem within your organization." Today, Cherkashin, 69, is a prosperous Moscow businessman. He owns a big house in the suburbs and drives a light blue 1986 Chevrolet, a trophy car in the streets of Moscow. "I've been on my pension now for 10 years," he said when NEWSWEEK contacted him by phone last week. "I'm in the private-security business." Cherkashin didn't want to discuss the Hanssen case. "I don't like to talk about other people's affairs," said the former spymaster.
He wasn't alone; no one in the Kremlin wanted to talk publicly about the exposure of Hanssen either. But that doesn't mean the Russians are bashful about spying on America. President Vladimir Putin, himself a former colonel in the now defunct KGB, has revived the fortunes of Russian intelligence agencies. Oleg Gordievsky, a KGB officer who defected to Britain in 1985, estimates that the number of Russian spies now in the United States has reached "a record figure—more than 300".
In Putin-style. espionage, ideology is out, and so are most acts of subversion aimed at the United States. What Russia needs now is information: military, technological and economic. Putin wants quick growth for Russia's defense industry, sensing lucrative markets overseas. But he has written that it would take as many as 15 years for Russia to catch up with even the poorest countries in the West. "Scientific institutes won't be able to do it; it costs a lot of money," says Jolanta Darczewska, a Polish expert on Russia's intelligence establishment. "It's better to steal—cheaper and faster."
Like ninny other Russian agents in the United States, Hanssen apparently was mothballed by the Kremlin after the collapse of the Soviet Union in 1991. His masters feared he might be exposed by a security breach in Moscow, and they were getting information of more immediate value from their mole in the CIA, Aldrich Ames, anyway. The intelligence agencies began a comeback under Prime Minister Yevgeny Primakov, another former spymaster. Then, a few weeks after Putin became Boris Yeltsin's prime minister in 1999, Hanssen was "reactivated". With espionage picking up again, his counterintelligence know-how may have given Moscow a map of America's defenses against spies.
Putin purports not to care about Washington's reaction to Russian spying. "During the Yeltsin years, they had instructions to avoid any scandals that would spoil relations with the West," says Gordievsky. "What Putin told [his foreign-intelligence agency] was, Don't worry. I'm not afraid of scandals'."
What Putin may be worried about, however, is moles in his own security service. Some of the information revealed in the FBI affidavit last week has touched off a wave of concern in Moscow. The Russians fear it could only have been obtained from a source within Russian intelligence, and that has led officials to suspect U.S. infiltration into the SVR. "If you look at the affidavit, they have documents from the archive of the SVR," said Oleg Kalugin, the former KGB general who says he brought Cherkashin to Washington. "Some of the references are from 1999." There were no Russian defectors from that time who could have provided the Americans with the information, officials say.
So are Washington and Moscow back to a spy-vs.-spy standoff？ Gordievsky, among others, thinks Russian intelligence may have misread the new Bush administration, predicting it would be more "pragmatic" and easier to work with than the Clinton White House. But so far, Washington has been no pushover. Bush advisers like
The first As an investment banker specializing in mergers and acquisitions, Francois yon Hurter spent a lot of time in airport lounges, where he'd often set aside the latest deal calculations in favor of a good mystery fiction read. So when he retired in 1998 after 25 years as a dealmaker, instead of joining legions of ex-bankers on extended vacations in exotic locales, yon Hurter committed himself and some hard-earned capital to his next business venture: He launched London-based Bitter Lemon Press, a publishing company specializing in reprinting in English mystery novels he'd grown to love.
These are not the usual hard-boiled Raymond Chandler imitations found in some bookstores and at airport lounges. The works, written originally in German, French, Spanish and Italian, offer social criticism and a slice of culture with the who-done-it, according to Von Hurter, who likened some of Bitter Lemon's titles to travel fiction. The books, translated into English for the first time, take readers to locales like Mexico City, Munich and Havana. "I'd always go to bookstores in countries where I can read" the language, 58-year old yon Hurter told Reuters while in New York this month to promote the company. In fact, he admits to making sure that, whenever possible, his U.S. flights went through Minneapolis, which has one of his favorite second-hand bookstores.
Von Hurter, born and raised in Geneva, Switzerland, and a graduate of University of Pennsylvania's Wharton business school, is not the only Wall Street veteran financing Bitter Lemon Press. His brother Frederic yon Hurter, a former commodities trader at Cargill, the Minneapolis food giant, and Laurence Colchester, a former economist at Citibank, are partners. Though the trio speaks French, Greek, German and Italian, they employ translators to bring the books to life in English.
Francois yon Hurter would not detail how much of the groups's own money they put into Bitter Lemon. Bitter Lemon has published six books in Britain and has plans for five titles in the next six months or so as part of its launch in the United States. One such title, "Thumbprint", is a mystery written by Friedrich Glauser, who was born in Vienna in 1896 and has been referred to as a Swiss Simenon — a reference to the noted Belgian mystery writer known for his French detective Maigret. "Thumbprint", translated from German, has been one of the Bitter Lemon's most popular books, selling 5,000 copies. Other Bitter Lemon titles include Gunter Ohnemus ' "The Russian Passenger", the story of a cab driver who gets entangled with the Russian Mafia that has been translated from German, and "The Snowman" by Jorg Fauser, a German author born in 1944 who died in 1987. "Fauser was one of the romantic heroes of post-war German literature, a friend of Charles Bukowski ... he is now being rediscovered," news magazine Der Spiegel noted in July, responding to a biography of Fauser published this summer.
As a banker for First Boston, known today as Credit Suisse First Boston, and Morgan Stanley, Francois yon Hurter worked not only in New York but London and Saudi Arabia. Among other deals, he had a hand in Seagram Co Ltd.'s purchase of MCA Inc. and Coca-Cola Co.'s purchase of Columbia Pictures. And while the players are different, book publishing has some similarities to Wail Street's merger business. Like a company put up for sale, a book needs a specific market and needs to have potential for growth. "You have to put together a business plan ... negotiate with suppliers like printers, a sales force and distributors. You need to apply the same marketing savvy to decide how to position the book," he said.
What is different about this latest venture, though, is that the hours spent in the office seem to race by much more rapidly." In a way, the hardest part of the second career, is that it creates such enthusiasm that you tend never to mm off," he said. "The line between your priv
According to the proposal, the multinational force will leave Iraq ______.
SECTION B INTERVIEW
Directions: In this section you will hear everything ONCE ONLY. Listen carefully and then answer the questions that follow. Questions 1 to 5 are based on an interview. At the end of the interview you will be given 10 seconds to answer each of the following five questions.
Now listen to the interview.
听力原文： Interview with Peter Moore, the Chlef-Fngineer of OPEL
Interviewer: The cars you are making today will come to the market in the year 2000. Will there be any fundamental changes？
Mr. Moore: No, the time is too short for such kind of changes. It takes 5 years at a minimum to develop a completely new car. For engines it takes even a longer time. The engine for one model usually serves for 15 or even 20 years, and there are only slight changes during this period. There is also a certain insistence on a big automaker's mind that it should keep its characteristic style. which makes its cars different. That is to say in spite of the changes an Opel still has to look like an Opel at least within several years' time. That's why there won't be any revolutionary changes in the next few years. I would say it will only be a step by step evolution.
Interviewer: What are your major considerations in the development of a new car？
Mr. Moore: The first and most important thing is to lower the consumption of petrol. So that we will not only have an economical car, but also an environmentally friendly one. The active and passive safeties for the passengers are also very important. Last but not least, a car should be comfortable and provide all facilities for an enjoyable ride. I think building a car for the future with these considerations will lead us to success.
Interviewer: Yes, at the moment it seems to become increasingly important to make a car enjoyable. The cars are becoming faster and faster.
Mr. Moore: That's right. Today a 100 HP-engine is more powerful than a 100 HP-engine 10 years ago. In this area, automakers really have achieved a great deal in increasing the efficiency of the engine.
Interviewer: But do we actually need faster cars？ Our cities are almost totally blocked up with traffic; our highways are so crowded that at any time of the day it is impossible to drive fast. The average speed in the city during rush hours is only about 20 km an hour. Everyone on a bicycle could be faster than that.
Mr. Moore: But that is only the case during rush hours. On the highways, I think there are enough opportunities for you to drive fast. People do need to drive fast in certain occasions. Besides, driving fast is a lot of fun. The increased efficiency also brings about a positive effect. Today all our cars use considerably less petrol than only a few years ago. The average consumption of petrol for all Opel models ranges about 7.45 liters per 100 kilometers. It was even hard to imagine 10 years ago.
Interviewer: How are the chances for alternative fuels like hydrogen and electricity？
Mr. Moore: From the technical point of view alternatives like methanol or alcohol are no problem. But they are still too expensive and for this reason have no big chances. Regarding the hydrogen there still exist technical problems. The amount of hydrogen that can be carried on a car as its fuel is simply still too limited. As to the electro-car we should not forget that the electrical power has to be generated first. Here are the existing problems with the power-stations. Another problem is the weight. For carrying as much energy as what is contained in a 70-liter petrol-tank, we would need a battery weighing 2.5 tons. I'm sure the electro-car will continue to develop —we already have experimental electro-cars in use —but it's impossible for them to play the main role in transport within the next few years.
Interviewer: What about solar energy？ What do you think of the so-called "solaf-car"？
Mr. Moore: There is still a great deal of research
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