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单选题
According to those who support mergers, railway monopoly is unlikely because ______.
A
cost reduction is based on competition
B
services call for cross-trade coordination
C
outside competitors will continue to exist
D
shippers will have the railway by the throat
参考答案
参考解析
解析：
细节题。文章第二段开头提到了支持铁路合并的支持者的观点，他们阐述了合并会带来好处即降低费用，更好的协调服务。 “Any threat of monopoly, they argue, is removed by fierce competition from trucks”而且他们认为铁路垄断是不太可能的，是因为铁路行业形成垄断的威胁会被来自货车运输的激烈竞争消除，因此选C。
细节题。文章第二段开头提到了支持铁路合并的支持者的观点，他们阐述了合并会带来好处即降低费用，更好的协调服务。 “Any threat of monopoly, they argue, is removed by fierce competition from trucks”而且他们认为铁路垄断是不太可能的，是因为铁路行业形成垄断的威胁会被来自货车运输的激烈竞争消除，因此选C。
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B. is being
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Top executives will continue to benefit from support teams because________.A.they work at a much lower cost
B.they can fulfill their promise
C.they are more intelligent
D.they can deal with emergency situation
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C:suspended
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考题
共用题干
第二篇Railroad SupersystemIn recent years,railroads have been combining with each other,merging into supersystems, causing heightened concerns about monopoly.As recently as 1995,the top four railroads accounted for under 70 percent of the total ton一miles moved by rails.Next year,after a series of mergers is completed,just four railroads will control well over 90 percent of all the freight moved by major rail carriers.Supporters of the new supersystems argue that these mergers will allow for substantial cost reductions and better coordinated service.Any threat of monopoly,they argue,is removed by fierce competition from trucks.But many shippers complain that for heavy bulk commodities traveling long distances,such as coal,chemicals,and grain,trucking is too costly and the railroads therefore have them by the throat.The vast consolidation within the rail industry means that most shippers are served by only one rail company.Railroads typically charge such"captive"shippers 20 to 30 percent more than they dowhen another railroad is competing for the business.Shippers who feel they are being overcharged have the right to appeal to the federal government's Surface Transportation Board for rate relief,but the process is expensive,time consuming,and will work only in truly extreme cases.Railroads justify rate discrimination against captive shippers on the grounds that in the long run it reduces everyone's cost.If railroads charged all customers the same average rate,they argue, shippers who have the option of switching to trucks or other forms of transportation would do so, leaving remaining customers to shoulder the cost of keeping up the line.It's a theory to which many economists subscribe,but in practice it often leaves railroads in the position of determining which companies will flourish and which will fail."Do we really want railroads to be the arbiters of who wins and who loses in the marketplace?"asks Martin Bercovici,a Washington lawyer who frequently represents shippers.Many captive shippers also worry they will soon be hit with a round of huge rate increases.The railroad industry as a whole,despite its brightening fortunes,still does not earn enough to cover the cost of the capital it must invest to keep up with its surging traffic.Yet railroads continue to borrow billions to acquire one another,with Wall Street cheering them on.Consider the $10.2 billion bid by Norfolk Southern and CSX to acquire Conrail this year. Conrail's net railway operating income in 1996 was just$427 million,less than half of the carrying costs of the transaction.Who's going to pay for the rest of the bill?Many captive shippers fear that they will,as Norfolk Southern and CSX increase their grip on the market.What is many captive shippers' attitude towards the consolidation in the rail industry?A:Indifferent. B:Supportive.C:Indignant. D:Apprehensive.
考题
共用题干
第二篇Railroad SupersystemIn recent years,railroads have been combining with each other,merging into supersystems, causing heightened concerns about monopoly.As recently as 1995,the top four railroads accounted for under 70 percent of the total ton一miles moved by rails.Next year,after a series of mergers is completed,just four railroads will control well over 90 percent of all the freight moved by major rail carriers.Supporters of the new supersystems argue that these mergers will allow for substantial cost reductions and better coordinated service.Any threat of monopoly,they argue,is removed by fierce competition from trucks.But many shippers complain that for heavy bulk commodities traveling long distances,such as coal,chemicals,and grain,trucking is too costly and the railroads therefore have them by the throat.The vast consolidation within the rail industry means that most shippers are served by only one rail company.Railroads typically charge such"captive"shippers 20 to 30 percent more than they dowhen another railroad is competing for the business.Shippers who feel they are being overcharged have the right to appeal to the federal government's Surface Transportation Board for rate relief,but the process is expensive,time consuming,and will work only in truly extreme cases.Railroads justify rate discrimination against captive shippers on the grounds that in the long run it reduces everyone's cost.If railroads charged all customers the same average rate,they argue, shippers who have the option of switching to trucks or other forms of transportation would do so, leaving remaining customers to shoulder the cost of keeping up the line.It's a theory to which many economists subscribe,but in practice it often leaves railroads in the position of determining which companies will flourish and which will fail."Do we really want railroads to be the arbiters of who wins and who loses in the marketplace?"asks Martin Bercovici,a Washington lawyer who frequently represents shippers.Many captive shippers also worry they will soon be hit with a round of huge rate increases.The railroad industry as a whole,despite its brightening fortunes,still does not earn enough to cover the cost of the capital it must invest to keep up with its surging traffic.Yet railroads continue to borrow billions to acquire one another,with Wall Street cheering them on.Consider the $10.2 billion bid by Norfolk Southern and CSX to acquire Conrail this year. Conrail's net railway operating income in 1996 was just$427 million,less than half of the carrying costs of the transaction.Who's going to pay for the rest of the bill?Many captive shippers fear that they will,as Norfolk Southern and CSX increase their grip on the market.It can be inferred from Paragraph 3 that________.A:shippers will be charged less without a rival railroadB:there will soon be only one railroad company nationwideC:overcharged shippers are unlikely to appeal for rate relief D:a government board ensures fair play in railway business
考题
共用题干
第二篇Railroad SupersystemIn recent years,railroads have been combining with each other,merging into supersystems, causing heightened concerns about monopoly.As recently as 1995,the top four railroads accounted for under 70 percent of the total ton一miles moved by rails.Next year,after a series of mergers is completed,just four railroads will control well over 90 percent of all the freight moved by major rail carriers.Supporters of the new supersystems argue that these mergers will allow for substantial cost reductions and better coordinated service.Any threat of monopoly,they argue,is removed by fierce competition from trucks.But many shippers complain that for heavy bulk commodities traveling long distances,such as coal,chemicals,and grain,trucking is too costly and the railroads therefore have them by the throat.The vast consolidation within the rail industry means that most shippers are served by only one rail company.Railroads typically charge such"captive"shippers 20 to 30 percent more than they dowhen another railroad is competing for the business.Shippers who feel they are being overcharged have the right to appeal to the federal government's Surface Transportation Board for rate relief,but the process is expensive,time consuming,and will work only in truly extreme cases.Railroads justify rate discrimination against captive shippers on the grounds that in the long run it reduces everyone's cost.If railroads charged all customers the same average rate,they argue, shippers who have the option of switching to trucks or other forms of transportation would do so, leaving remaining customers to shoulder the cost of keeping up the line.It's a theory to which many economists subscribe,but in practice it often leaves railroads in the position of determining which companies will flourish and which will fail."Do we really want railroads to be the arbiters of who wins and who loses in the marketplace?"asks Martin Bercovici,a Washington lawyer who frequently represents shippers.Many captive shippers also worry they will soon be hit with a round of huge rate increases.The railroad industry as a whole,despite its brightening fortunes,still does not earn enough to cover the cost of the capital it must invest to keep up with its surging traffic.Yet railroads continue to borrow billions to acquire one another,with Wall Street cheering them on.Consider the $10.2 billion bid by Norfolk Southern and CSX to acquire Conrail this year. Conrail's net railway operating income in 1996 was just$427 million,less than half of the carrying costs of the transaction.Who's going to pay for the rest of the bill?Many captive shippers fear that they will,as Norfolk Southern and CSX increase their grip on the market.According to those who support mergers,railway monopoly is unlikely because________.A:cost reduction is based on competitionB:services call for cross-trade coordinationC:outside competitors will continue to existD:shippers will have the railway by the throat
考题
共用题干
第二篇Railroad SupersystemIn recent years,railroads have been combining with each other,merging into supersystems, causing heightened concerns about monopoly.As recently as 1995,the top four railroads accounted for under 70 percent of the total ton一miles moved by rails.Next year,after a series of mergers is completed,just four railroads will control well over 90 percent of all the freight moved by major rail carriers.Supporters of the new supersystems argue that these mergers will allow for substantial cost reductions and better coordinated service.Any threat of monopoly,they argue,is removed by fierce competition from trucks.But many shippers complain that for heavy bulk commodities traveling long distances,such as coal,chemicals,and grain,trucking is too costly and the railroads therefore have them by the throat.The vast consolidation within the rail industry means that most shippers are served by only one rail company.Railroads typically charge such"captive"shippers 20 to 30 percent more than they dowhen another railroad is competing for the business.Shippers who feel they are being overcharged have the right to appeal to the federal government's Surface Transportation Board for rate relief,but the process is expensive,time consuming,and will work only in truly extreme cases.Railroads justify rate discrimination against captive shippers on the grounds that in the long run it reduces everyone's cost.If railroads charged all customers the same average rate,they argue, shippers who have the option of switching to trucks or other forms of transportation would do so, leaving remaining customers to shoulder the cost of keeping up the line.It's a theory to which many economists subscribe,but in practice it often leaves railroads in the position of determining which companies will flourish and which will fail."Do we really want railroads to be the arbiters of who wins and who loses in the marketplace?"asks Martin Bercovici,a Washington lawyer who frequently represents shippers.Many captive shippers also worry they will soon be hit with a round of huge rate increases.The railroad industry as a whole,despite its brightening fortunes,still does not earn enough to cover the cost of the capital it must invest to keep up with its surging traffic.Yet railroads continue to borrow billions to acquire one another,with Wall Street cheering them on.Consider the $10.2 billion bid by Norfolk Southern and CSX to acquire Conrail this year. Conrail's net railway operating income in 1996 was just$427 million,less than half of the carrying costs of the transaction.Who's going to pay for the rest of the bill?Many captive shippers fear that they will,as Norfolk Southern and CSX increase their grip on the market.According to the text,the cost increase in the rail industry is mainly caused by________.A:the continuing acquisitionB:the growing trafficC:the cheering Wall StreetD:the shrinking market
考题
共用题干
第二篇Railroad SupersystemIn recent years,railroads have been combining with each other,merging into supersystems, causing heightened concerns about monopoly.As recently as 1995,the top four railroads accounted for under 70 percent of the total ton一miles moved by rails.Next year,after a series of mergers is completed,just four railroads will control well over 90 percent of all the freight moved by major rail carriers.Supporters of the new supersystems argue that these mergers will allow for substantial cost reductions and better coordinated service.Any threat of monopoly,they argue,is removed by fierce competition from trucks.But many shippers complain that for heavy bulk commodities traveling long distances,such as coal,chemicals,and grain,trucking is too costly and the railroads therefore have them by the throat.The vast consolidation within the rail industry means that most shippers are served by only one rail company.Railroads typically charge such"captive"shippers 20 to 30 percent more than they dowhen another railroad is competing for the business.Shippers who feel they are being overcharged have the right to appeal to the federal government's Surface Transportation Board for rate relief,but the process is expensive,time consuming,and will work only in truly extreme cases.Railroads justify rate discrimination against captive shippers on the grounds that in the long run it reduces everyone's cost.If railroads charged all customers the same average rate,they argue, shippers who have the option of switching to trucks or other forms of transportation would do so, leaving remaining customers to shoulder the cost of keeping up the line.It's a theory to which many economists subscribe,but in practice it often leaves railroads in the position of determining which companies will flourish and which will fail."Do we really want railroads to be the arbiters of who wins and who loses in the marketplace?"asks Martin Bercovici,a Washington lawyer who frequently represents shippers.Many captive shippers also worry they will soon be hit with a round of huge rate increases.The railroad industry as a whole,despite its brightening fortunes,still does not earn enough to cover the cost of the capital it must invest to keep up with its surging traffic.Yet railroads continue to borrow billions to acquire one another,with Wall Street cheering them on.Consider the $10.2 billion bid by Norfolk Southern and CSX to acquire Conrail this year. Conrail's net railway operating income in 1996 was just$427 million,less than half of the carrying costs of the transaction.Who's going to pay for the rest of the bill?Many captive shippers fear that they will,as Norfolk Southern and CSX increase their grip on the market.The word"arbiters"(Line 6,Paragraph 4)most probably refers to those________.A:who work as coordinatorsB:who function as judgesC:who supervise transactionsD:who determine the price
考题
单选题The parenthetical phrase in lines 22-23 (who had., attention) suggests that ______.A
Rachel fears that she will be seen as proud. because of her friend's jealousyB
many of those who are accustomed to receiving praise are given to vanityC
women who do not receive compliments are often jealous of those who doD
people who are envied by others have just cause to be egotisticalE
Aphra realizes that the attention Rachel receives will one day make her arrogant
考题
单选题It can be inferred from paragraph 3 that ______.A
shippers will be charged less without a rival railroadB
there will soon be only one railroad company nationwideC
overcharged shippers are unlikely to appeal for rate reliefD
a government board ensures fair play in railway business
考题
单选题The author thinks good scientists are those who have all the following EXCEPT _____.A
some general cultural backgroundB
some acquaintance with history or literature or the artsC
the knowledge in purely scienceD
the support for nationalism
考题
单选题A
Yes, because they are faster.B
No, because they cost more.C
Yes, because they are very good.D
No, because they don’t operate outside the United States.
考题
单选题Which of the following conclusions does information in Paragraph 2 support?A
Men are more susceptible to colds than women.B
Women having babies are more susceptible to colds.C
People who live in a cold climate have more colds than those who live in a warm one.D
People who don’t have children are more susceptible to colds than those who do in their thirties or forties.
考题
单选题Which of the following statements is NOT true about Harbin according to the speaker?A
It has a population of 2.16 million and borders Russia.B
Its culture is a combination of Asian ethnic minorities and other neighboring countries.C
It is the home of many Russian refugees who fled the 1917 Revolution.D
The Chinese Eastern Railway plays an important role in the city’s industrialization.
考题
单选题According to Mr. Blauer, by using the new technology, _____.A
91% of the women successfully give birth to girlsB
76% of the women get pregnant with boysC
it is more successful for those who want to have girlsD
it is more successful for those who want to have boys
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