题目内容
（请给出正确答案）
The airlines may be satisfied if the TSA can
A．distribute the no-fly lists before a flight.
B．revise the terrorist watch lists more often.
C．prevent terrorists from boarding airplanes.
D．abolish the current terrorist screening system.
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The eight airlines of the One world alliance (联盟) have joined forces to give world travelers a simple way to plan and book a round-the-world journey. It's called the Oneworld Explorer program.
Oneworld Explorer is the perfect solution for a once-in-a-lifetime holiday or an extended business trip. It's a great way for you to explore the four comers of the earth in the safe hands of the eight Oneworld airlines.
You can have hundreds of destinations to choose from, because the Oneworld network covers the globe. And, as you travel around the world, you'll have the support of 260,000 people from all our airlines, who are devoted to the success of your journey, helping you make smooth transfers and offering support all along the way.
The Oneworld goal is to make global travel easier and more rewarding for every one of our travelers. We try our best to make you feel at home, no matter how far from home your journey may take you.
We can offer travelers benefits on a scale beyond the reach of our individual networks. You'll find more people and more information to guide you at every stage of your trip, making transfers smoother and global travel less of a challenge.
Oneworld in the passage refers to______.
A．a travel agency
B．a union of airlines
C．a series of tourists attractions
D．the title of a flight program
Part A
Directions: Read the following four texts. Answer the questions below each text by choosing A, B, C or D. (40 points)
Americans are now flying the crowded, cranky skies. Flight delays in January were the worst for that month since 1999. Weather is always the primary cause of delays. Add to that the US Airways Christmas baggage meltdown and Comair's computer failure, the combination of which left hundreds of thousands of fliers stranded at airports.
But airline employees see a deeper reason for both the increase in delays and passenger complaints: a demoralized and frustrated workforce that's being asked to do more even as it's getting paid lass.
The airlines and unions are quick to praise their workers for rising to the challenge during these very difficult times, as well as for carrying the brunt of the cost cutting. But unease is growing within the ranks. And passengers have noticed. For instance, some of the so-called older carriers now require gate agents to clean the planes as well as check people in. So some passengers have found themselves without a customer-service agent to talk to until just before the plane leaves. Pilots find themselves stuck at the gate because their Crew of flight attendants has already worked as long as the FAA would allow them to. "They've cut employees to such a degree that they don't have enough employees to do the job and serve the customers properly", says one pilot.
The major airlines contend that's not the case at all. Jeff Green, a spokesman for United Airlines, says the major carriers have shrunk significantly since 9/11. While there are far fewer employees, the airline also has far fewer flights. He also notes that United has had its best on-time performance in the past two years and that internal gauges of customer satisfaction are up. "What our employees are going through is not having an effect on our customer service", says Mr. Green. Employees on the front line tell a different story. "They're just closing the doors and releasing the brake so they can report an on-time departure, when in reality they may still be loading cargo for 30 minutes".
Aviation experts contend that if that's the case, the major airlines may find even more challenges ahead. As their fare structures and prices come closer to those of the successful low-cost carriers, customer service will become even more crucial in determining which airlines succeed. "The way you're treated on the plane speaks a lot as to whether you'll fly that airline again", says Helane Becker, an airline analyst. "It's not the be-all and end-all. It's not going to put an airline out of business. But it's not going to help it a lot either if they're already in trouble".
Airline delays may result in
A．Christmas baggage meltdown.
B．the sharp reduction of flights.
C．airline companies' bankruptcy.
D．the interruption of passenger flow.
The Eurostar train service linking the UK and French capitals via the Channel Tunnel is winning customers in increasing numbers. In late May, it carried its one millionth passenger, having run only a limited service between London, Paris and Brussels since November 1994, starting with two trains a day in each direction to Paris and Brussels. By 1997, the company believes that it will be carrying ten million passengers a year, and continue to grow from there.
From July, Eurostar steps its service to nine trains each way between London and Paris, and five between London and Brussels. Each train carries almost 800 passengers, 210 of them in first class.
The airlines estimate that they will initially lose around 15%-20% of their London-Paris traffic to the railways once Eurostar starts a full service later this year (1995), with 15 trains a day each way. A similar service will start to Brussels. The damage will be limited, however, the airlines believe, with passenger numbers returning to previous levels within two to three years.
In the short term, the damage caused by the 1 million people-level traveling between London and Paris and Brussels on Eurostar trains means that some air services are already suffering. Some of the major carders say that their passenger numbers are down by less than 5% and point to their rivals-particularly Air France-as having suffered the problems. On the Brussels route, the railway company had less success, and the airlines report anything from around a 5% drop to no visible decline in traffic.
The airlines' optimism on returning traffic levels is based on historical precedent. British Midland, for example, points to its experience on Heathrow Leeds Bradford service which saw passenger numbers fold by 15% when British Rail electrified and modernized the railway line between London and Yorkshire. Two years later, travel had risen between the two destinations to the point where the airline was carrying record numbers of passengers.
Airlines are confident in the fact that ______.
A．they are more powerful than other European airlines
B．their total loss won't go beyond a drop of 5% passengers
C．their traffic levels will return in 2-3 years
D．traveling by rail can never catch up with traveling by air
The credit card, an American innovation, first gained national【48】in 1938【49】oil companies selling gasoline to【50】set up a national pool to honor each other's cards. Rapid growth,【51】, was not possible【52】the mid-1950's,when the development of electronic computers【53】fast, accurate billing and accounting. Department stores, airlines, banks, and other enterprises then entered the【54】and now offer credit to【55】140 million card owners.
(46)
A．mean
B．means
C．methods
D．ways
Paid and owned media are controlled by marketers promoting their own products. For earned media, such marketers act as the initiator for users' responses. But in some cases, one marketer's owned media become another marketer's paid mediafor instance, when an e-commerce retailer sells ad space on its Web site. We define such sold media as owned media whose traffic is so strong that other organizations place their content or e-commerce engines within that environment. This trend, which we believe is still in its infancy, effectively began with retailers and travel providers such as airlines and hotels and will no doubt go further. Johnson & Johnson, for example, has created BabyCenter, a stand-alone media property that promotes complementary and even competitive products. Besides generating income, the presence of other marketers makes the site seem objective, gives companies opportunities to learn valuable information about the appeal of other companies' marketing, and may help expand user traffic for all companies concerned.
The same dramatic technological changes that have provided marketers with more (and more diverse) communications choices have also increased the risk that passionate consumers will voice their opinions in quicker, more visible, and much more damaging ways. Such hijacked media are the opposite of earned media: an asset or campaign becomes hostage to consumers, other stakeholders, or activists who make negative allegations about a brand or product. Members of social networks, for instance, are learning that they can hijack media to apply pressure on the businesses that originally created them.
If that happens, passionate consumers would try to persuade others to boycott products, putting the reputation of the target company at risk. In such a case, the company's response may not be sufficiently quick or thoughtful, and the learning curve has been steep. Toyota Motor, for example, alleviated some of the damage from its recall crisis earlier this year with a relatively quick and well-orchestrated social-media response campaign, which included efforts to engage with consumers directly on sites such as Twitter and the social-news site Digg.
Consumers may create "earned" media when they are______.
A．obsessed with online shopping at certain Web sites.
B．inspired by product-promoting e-mails sent to them.
C．eager to help their friends promote quality products.
D．enthusiastic about recommending their favorite products.
Copying Birds May Save Aircraft Fuel
Both Boeing and Airbus have trumped the efficiency of their newest aircraft, the 787 and A350 respectively. Their clever designs and lightweight composites certainly make a difference. But a group of researchers at Stanford University, led by Ilan Kroo, has suggested that airlines could take a more naturalistic approach to cutting jet-fuel use, and it would not require them to buy new aircraft.
The answer, says Dr Kroo, lies with birds. Since 1914, scientists have known that birds flying in formation-a V-shape-expand less energy. The air flowing over a bird's wings curls upwards behind the wingtips, a phenomenon known as upwash. Other birds flying in the upwash experience reduced drag, and spend less energy propelling themselves. Peter Lissaman, an aeronautics expert who was formerly at Caltech and the University of Southern California, has suggested that a formation of 25 birds might enjoy a range increase of 71%.
When applied to aircraft, the principles are not substantially different. Dr. Kroo and his team modelled what would happen if three passenger jets departing from Los Angeles, San Francisco and Las Vegas were to assemble over Utah, assume an inverted V-formation, occasionally change places so all could have a turn in the most favourable positions, and proceed to London. They found that the aircraft consumed as much as 15% less fuel (coupled with a reduction in carbon-dioxide output). Nitrogen-oxide emissions during the cruising portions of the flight fell by around a quarter.
There are, of course, knots to be worked out. One consideration is safety, or at least the perception of it. Would passengers feel comfortable travelling in companion？ Dr. Kroo points out that the aircraft could be separated by several nautical miles, and would not be in the intimate groupings favoured by display teams like the Red Arrows. A passenger peering out of the window might not even see the other planes. Whether the separation distances involved would satisfy air- traffic-control regulations is another matter, although a working group at the International Civil Aviation Organisation has included the possibility of formation flying in a blueprint for new operational guidelines.
It remains to be seen how weather conditions affect the air flows that make formation flight more efficient. In zones of increased turbulence, the planes' wakes will decay more quickly and the effect will diminish. Dr. Kroo says this is one of the areas his team will investigate further. It might also be hard for airlines to co-ordinate the departure times and destinations of passenger aircraft in a way that would allow them to gain from formation flight. Cargo aircraft, in contrast, might be easier to reschedule, as might routine military flights.
As it happens, America's armed forces are on the case already. Earlier this year the country's Defence Advanced Research Projects Agency announced plans to pay Boeing to investigate formation flight, though the programme has yet to begin. There are reports that some military aircraft flew in formation when they were low on fuel during the Second World War, but Dr. Lissaman says they are unsubstantiated. "My father was an RAF pilot and my cousin the skipper of a Lancaster lost over Berlin," he adds. So he should know.
Findings of the Stanford University researchers will promote the sales of new Boeing and Airbus aircraft.
A．Right
B．Wrong
Part B
Copying Birds May Save Aircraft Fuel
Both Boeing and Airbus have trumpeted the efficiency of their newest aircraft, the 787 and A350 respectively. Their clever designs and lightweight composites certainly make a difference. But a group of researchers at Stanford University, led by Ilan Kroo, has suggested that airlines could take a more naturalistic approach to cutting jet-fuel use, and it would not require them to buy new aircraft.
The answer, says Dr Kroo, lies with birds. Since 1914, scientists have known that birds flying in formation—a V-shape—expend less energy. The air flowing over a bird's wings curls upwards behind the wingtips, a phenomenon known as upwash. Other birds flying in the upwash experience reduced drag, and spend less energy propelling themselves. Peter Lissaman, an aeronautics expert who was formerly at Caltech and the University of Southern California, has suggested that a formation of 25 birds might enjoy a range increase of 71 % .
When applied to aircraft, the principles are not substantially different. Dr Kroo and his team modelled what would happen if three passenger jets departing from Los Angeles, San Francisco and Las Vegas were to assemble over Utah, assume an inverted V-formation, occasionally change places so all could have a turn in the most favourable positions, and proceed to London. They found that the aircraft consumed as much as 15% less fuel (coupled with a reduction in carbon-dioxide output). Nitrogen-oxide emissions during the cruising portions of the flight fell by around a quarter.
There are, of course, knots to be worked out. One consideration is safety, or at least the perception of it. Would passengers feel comfortable travelling in companion？ Dr Kroo points out that the aircraft could be separated by several nautical miles, and would not be in the intimate groupings favoured by display teams like the Red Arrows. A passenger peering out of the window might not even see the other planes. Whether the separation distances involved would satisfy air-traffic-control regulations is another matter, although a working group at the International Civil Aviation Organisation has included the possibility of formation flying in a blueprint for new operational guidelines.
It remains to be seen how weather conditions affect the air flows that make formation flight more efficient. In zones of increased turbulence, the planes' wakes will decay more quickly and the effect will diminish. Dr Kroo says this is one of the areas his team will investigate further. It might also be hard for airlines to co-ordinate the departure times and destinations of passenger aircraft in a way that would allow them to gain from formation flight. Cargo aircraft, in contrast, might be easier to reschedule, as might routine military flights.
As it happens, America's armed forces are on the case already. Earlier this year the country's Defence Advanced Research Projects Agency announced plans to pay Boeing to investigate formation flight, thought the programme has yet to begin. There are reports that some military aircraft flew in formation when they were low on fuel during the Second World War, but Dr Lissaman says they are unsubstantiated. "My father was an RAF pilot and my cousin the skipper of a Lancaster lost over Berlin, "he adds. So he should know.
Findings of the Stanford University researchers will promote the sales of new Boeing and Airbus aircraft.
A．True
B．False
The travel industry's pain is often the online industry's gain, as suppliers push more discounted airline seats and hotel rooms to win back customers. And many of those deals are available only online. At the same time, online agencies rely primarily on leisure travelers, where traffic has rebounded more quickly than on the business side.
The two biggest players, Travelocity. Com Inc. and Expedia Inc, are locked in combat for the top spot. Both sold some $3 billion worth of travel last year, though Expedia topped Travelocity in the fourth quarter in gross bookings. And thanks in part to a greater emphasis on wholesale deals with suppliers, Expedia is more profitable. For the quarter ended in December, Expedia posted its first net profit, $5.2 million, even with noncash and nonrecurring charges, compared with Travelocity's $25 million loss.
The airlines' latest cost-cutting moves may only spur the online stampede. Major carriers are eliminating travel agent commissions in the U.S. That could lead to growing service charges for consumers at traditional agencies, driving still more travelers to the Web. Jupiter Media Metrix is predicting that online travel sales in the U.S. will jump 29%, to $31 billion this year, and to $50 billion by 2005. About half of that is from airlines' and other suppliers' own Web sites, but that still leaves plenty of room for the online agents.
This growing market is drawing plenty of competition and new players. Hotel and car rental franchiser Cendant Corp. snapped up Cheap Tickets last October. Barry Diller's USA Networks Inc. bought a controlling stake in Expedia. And a group of hotels, including Hilton Hotels and Hyatt Corp., are launching their own business this summer to market hotel rooms on the Net.
Is the field too crowded？ Analysts and online agencies aren't worried, figuring that there's plenty of new business to go around. But, for now, the clear winners are consumers, who can count on finding better service and better deals online.
We can learn from the beginning that the competition in the travel industry revolves chiefly around
A．suppliers markets.
B．price battles.
C．travel stocks.
D．online services.
According to the passage, setting up airline alliances will chiefly benefit______.
A．North American airlines and their domestic travelers
B．North American airlines and their foreign counterparts
C．Asian airlines and their foreign travelers
D．Asian airlines and their domestic travelers
As fuel prices rose, bus companies raised their fares and ______.
A．so did the airlines
B．nor did the airlines
C．so the airlines did
D．nor the airlines did
