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2015考研英语阅读理解强化练习及解析(11)
In recent years,railroads have been combining with each other, merging into
supersystems,causing heightened concerns about monopoly. As recently as 1995,
the top fourrailroads 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 willcontrol well over 90 percent of all the freight moved by major
rail carriers。
Supporters of the new supersystems argue that these mergers willallow for
substantial cost reductions and better coordinated service. Anythreat 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 railroadstherefore
have them by the throat。
The vast consolidation within the rail industry means that mostshippers are
served by only one rail company. Railroads typically charge
such“captive”shippers 20to 30 percent more than they do when another railroad is
competing for thebusiness. Shippers who feel they are being overcharged have the
right to appealto the federal government's Surface Transportation Board for rate
relief, butthe process is expensive, time consuming, and will work only in truly
extremecases。
Railroads justify rate discrimination against captive shippers onthe
grounds that in the long run it reduces everyone's cost. If railroadscharged all
customers the same average rate, they argue, shippers who have theoption 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 atheory to
which many economists subscribe, but in practice it often leavesrailroads in the
position of determining which companies will flourish andwhich will fail. “Do we
really want railroads to be the arbiters of who wins and wholoses in the
marketplace?” asks Martin Bercovici, a Washington lawyer who
frequentlyrepresents shippers。
Many captive shippers also worry they will soon be hit with a roundof huge
rate increases. The railroad industry as a whole, despite itsbrightening
fortunes, still does not earn enough to cover the cost of thecapital it must
invest to keep up with its surging traffic. Yet railroadscontinue to borrow
billions to acquire one another, with Wall Street cheeringthem on. Consider the
$10.2 billion bid by Norfolk Southern and CSX to acquireConrail this year.
Conrail's net railway operating income in 1996 was just $427million, less than
half of the carrying costs of the transaction. Who's goingto pay for the rest of
the bill? Many captive shippers fear that they will, asNorfolk Southern and CSX
increase their grip on the market。
31. According to those who support mergers, railway monopoly isunlikely
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。
32. What is many captive shippers' attitude towards theconsolidation in the
rail industry?
[A] Indifferent。
[B] Supportive。
[C] Indignant。
[D] Apprehensive。
33. It can be inferred from paragraph 3 that
[A] 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。
34. The word “arbiters” (Line 7, Paragraph 4) most probably refers to
those
[A] who work as coordinators。
[B] who function as judges。
[C] who supervise transactions。
[D] who determine the price。
35. According to the text, the cost increase in the rail industryis mainly
caused by
[A] the continuing acquisition。
[B] the growing traffic。
[C] the cheering Wall Street。
[D] the shrinking market。
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