单选题According to those who support mergers, railway monopoly is unlikely because ______.Acost reduction is based on competitionBservices call for cross-trade coordinationCoutside competitors will continue to existDshippers will have the railway by the throat
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。
相关考题：
According to the passage，the greatest challenge to the new high-speed railway plan is ．A．technical issuesB．safety of the systemC．financial problemsD．maintenance of railway tracks
Which of the following might be the best title for the passage?A．New Railway StandardsB．Big Railway DreamsC．High—speed Bullet TrainsD．International Railway Network
Text 3 In recent years, railroads have been combining with each other, mergingsintossuper systems, causing heightened concerns about monopoly. As recently as 1995,the top four railroads accounted for under 70 percent of the total ton-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 super systems 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 do when 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 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 shipper. Many captive shippers also worry they will soon be his with a round of huge rate increases. The railroad industry as a whole, despite its brightening fortuning 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 .2 billion bid by Norfolk Southern and CSX to acquire Conrail this year. Conrail's net railway operating income in 1996 was just 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.第51题：According to those who support mergers railway monopoly is unlikely becauseA. 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.
It can be inferred from paragraph 3 thatA. shippers will be charged less without a rival railroad.B. there will soon be only one railroad company nationwide.C. overcharged shippers are unlikely to appeal for rate relief.D. a government board ensures fair play in railway business.
According to the passage, false beards were worn by those who considered themselves to be ______.A. handsome and matureB. too young to have beardsC. aristocrats or fashionable dandiesD. royalty
According to Gerald Corbett, British railway is structured[A] for the benefit of commuters.[B] to the advantage of the government.[C] for the effect of better coordination.[ D] as a replacement of the private system.
Comparing British railway with those of Europe, the author thinks[A] trains in Britain can run at 100 mph at least.[B] Britain should build more express lines.[ C] rails in Britain need further privatization.[D] British railway is left a long way behind.
Text 4Those who welcomed the railway saw it as more than a rapid and comfortable means of passing. They actually saw it as a factor in world peace. They did not foresee that the railway would be just one more means for the rapid movement of aggressive armies. None of them foresaw that the more we are together—the more chances there are of war. Any boy or girl who is one of a large family knows that.Whenever any new invention is put forward, those for it and those against it can always find medical men to approve or condemn. The anti-railway group produced doctors who said that tunnels would be most dangerous to public health: they would produce colds, catarrhs(黏膜炎) and consumptions. The deafening noise and the glare of the engine fire, would have a bad effect on the nerves. Further, being moved through the air at a high speed would do grave injury to delicate lungs. In those with high blood pressure, the movement of the train might produce apoplexy. The sudden plunging of a train into the darkness of a tannel, and the equally sudden rush into full daylight, would cause great damage to eyesight. But the pro-railway group was of course able to produce equally famous medical men to say just the opposite. They said that the speed and swing of the train would equalize the circulation, promote digestion, tranquilize the nerves, and ensure good sleep.The actual rolling-stock was anything but comfortable. If it was a test of endurance to sit for four hours outside a coach in rain, or inside in dirty air, the railway offered little more in the way of comfort. Certainly the first-class carriages had cushioned seats; but the second - class had only narrow bare boards, while the third - class had nothing at all; no seats and no roof; they were just open trucks. So that third - class passengers gained nothing from the few mode except speed. In the matter of comfort, indeed they lost; they did, on the coaches, have a seat, but now they had to stand all the way, which gave opportunities to the comic press. This kind of thing: "A man was seen yesterday buying a third - class ticket for the new London and Birmingham Railway. The state of his mind is being enquired into".A writer in the early days of railways wrote feelingly of both second - and third - class carriages. He made the suggestion that the directors of the railways must have sent all over the world to find the hardest possible wood. Of the open third -class trucks he said that they had the peculiar property of meeting the rain from whatever quarter it came. He described them as horizontal shower - baths, from whose searching power there was no escape.36. All boys and girls in large families know that ______.A) a boy and a girl usually fight when they are togetherB) people tend to be together more than they used to beC) a lot of people being together makes fights likelyD) railway leads the world to peace
According to those who welcomed the railway, the railway itself should include all the following except that ______.A) the railway enables people travel fastB) the railway brings comfort to peopleC) the railway makes the world peacefulD) the railway leads the world to war as well
According to the anti -railway group, all the followings are true but ______.A) tunnels are dangerous to public healthB) the noise and the glare of the engine fire may affect people' s nervesC) the rapid speed through the air does damage to people's lungsD) to those with high blood - pressure, the rapid speed of the train causes them to die
We may safely conclude that ______.A) the author belongs to the anti-railway groupB) the author belongs to the pro-railway groupC) the author speaks highly of the railwayD) the author may never take train because of its potential dangers
One of our railway station attendants ___ glad to assist you with your luggage.A. have been B. is being C. would be D. are being
Text 1 When I started my careef I was astonished by how superhuman some Fortune 500 executives were.It seemed they were magicians.Every decision they made based on deep market knowledge and up-to-date information.How did they do it?Thcy have marketing teams that can pull research together in hours.They have chiefs of staff who give them carefully crafied agendas for every day.These teams give Fortune 500 executives what appears to bc super-human knowledge.Foriunately for those of us who don't have Fortune 500 budgets at our disposal,it's getting easier and casier to build your own secret support staff.Within five years,most executives at any size company-and,indeed,most knowledge workers-will have tools that do much of the work of a CEO's private group.That is,"Cyborg systems,"or what I called"agents".It will make this possible,using a blend of learning algorithms and distributed labor to perform an ever-widening range of tasks at low cost.With help from these agents,we'II be able to look as smari as those CEOs do today.I got one taste of this when I started using Wonder.Wonder is like having a personal researcher,deploying a small army of experts,including trained librarians,to do small,defined research projects for me.I ask Wonder for help.For$30 to$60,Wonder saves me hours every week.More and more products and services will fuse machine intelligence with crowd work to help users get things done.To be clear,CEO support teams aren't going away.Top executives will continue to see benefits from dedicated,trusted support staff who can handle difficult,urgent,delicate work.But machine intelligence systems can take on elements of what these people do at a much lower cost,democratizing many of these capabilities.Granted,there is going to be a lot of garbage before we realize the full promise of these virtual support armies.Many ofthem fail to live up to even basic promises,like this weather bot that has trouble telling you about the weather.But if you can filter through the many new offerings to fmd valuable tools,your work will improve and you may even start to look like those CEOs with the seemingly.Top executives will continue to benefit from support teams because________.A.they work at a much lower costB.they can fulfill their promiseC.they are more intelligentD.they can deal with emergency situation
Text 1 When I started my careef I was astonished by how superhuman some Fortune 500 executives were.It seemed they were magicians.Every decision they made based on deep market knowledge and up-to-date information.How did they do it?Thcy have marketing teams that can pull research together in hours.They have chiefs of staff who give them carefully crafied agendas for every day.These teams give Fortune 500 executives what appears to bc super-human knowledge.Foriunately for those of us who don't have Fortune 500 budgets at our disposal,it's getting easier and casier to build your own secret support staff.Within five years,most executives at any size company-and,indeed,most knowledge workers-will have tools that do much of the work of a CEO's private group.That is,"Cyborg systems,"or what I called"agents".It will make this possible,using a blend of learning algorithms and distributed labor to perform an ever-widening range of tasks at low cost.With help from these agents,we'II be able to look as smari as those CEOs do today.I got one taste of this when I started using Wonder.Wonder is like having a personal researcher,deploying a small army of experts,including trained librarians,to do small,defined research projects for me.I ask Wonder for help.For$30 to$60,Wonder saves me hours every week.More and more products and services will fuse machine intelligence with crowd work to help users get things done.To be clear,CEO support teams aren't going away.Top executives will continue to see benefits from dedicated,trusted support staff who can handle difficult,urgent,delicate work.But machine intelligence systems can take on elements of what these people do at a much lower cost,democratizing many of these capabilities.Granted,there is going to be a lot of garbage before we realize the full promise of these virtual support armies.Many ofthem fail to live up to even basic promises,like this weather bot that has trouble telling you about the weather.But if you can filter through the many new offerings to fmd valuable tools,your work will improve and you may even start to look like those CEOs with the seemingly.How can CEOs work like superman?A.They have the knowledge of superman.B.They pull research together.C.They have their team support them.D.They have clear agenda everyday.
The construction of the railway is said to have been terminated.A:resumed B:put an end to C:suspended D:re-scheduled
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.
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
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
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
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
单选题The parenthetical phrase in lines 22-23 (who had., attention) suggests that ______.ARachel fears that she will be seen as proud. because of her friend's jealousyBmany of those who are accustomed to receiving praise are given to vanityCwomen who do not receive compliments are often jealous of those who doDpeople who are envied by others have just cause to be egotisticalEAphra realizes that the attention Rachel receives will one day make her arrogant
单选题It can be inferred from paragraph 3 that ______.Ashippers will be charged less without a rival railroadBthere will soon be only one railroad company nationwideCovercharged shippers are unlikely to appeal for rate reliefDa government board ensures fair play in railway business
单选题The author thinks good scientists are those who have all the following EXCEPT _____.Asome general cultural backgroundBsome acquaintance with history or literature or the artsCthe knowledge in purely scienceDthe support for nationalism
单选题AYes, because they are faster.BNo, because they cost more.CYes, because they are very good.DNo, because they don’t operate outside the United States.
单选题According to those who support mergers, railway monopoly is unlikely because ______.Acost reduction is based on competitionBservices call for cross-trade coordinationCoutside competitors will continue to existDshippers will have the railway by the throat
单选题Which of the following conclusions does information in Paragraph 2 support?AMen are more susceptible to colds than women.BWomen having babies are more susceptible to colds.CPeople who live in a cold climate have more colds than those who live in a warm one.DPeople who don’t have children are more susceptible to colds than those who do in their thirties or forties.
单选题Which of the following statements is NOT true about Harbin according to the speaker?AIt has a population of 2.16 million and borders Russia.BIts culture is a combination of Asian ethnic minorities and other neighboring countries.CIt is the home of many Russian refugees who fled the 1917 Revolution.DThe Chinese Eastern Railway plays an important role in the city’s industrialization.
单选题According to Mr. Blauer, by using the new technology, _____.A91% of the women successfully give birth to girlsB76% of the women get pregnant with boysCit is more successful for those who want to have girlsDit is more successful for those who want to have boys