2014考研英語閱讀理解試題及名師解析(17)_跨考網(wǎng)

　　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。