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[单选题]
Where is Las Vegas?（）。
A.In the desert
B.Near a forest
C.Close to New York
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A.In the desert
B.Near a forest
C.Close to New York
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更多“Where is Las Vegas?（）。”相关的问题
A.To suggest different activities for visitors
B.To get families to bring their children
C.To teach visitors about playing cards
With【4】shopping, luxury spas, five-star dining and some of the most extravagant entertainment, you will【5】see, this is a city【6】offers an experience like no other.
Perhaps the enduring appeal of this "【7】capital of the world", though, is that it always has something【8】to offer. Recently the Hard Rock Café has been【9】up its act, completing with a new 42 000 sq ft venue, 1 000-seater cinema and an "interactive rock wall"-allowing customers the chance to【10】images of Hard Rock's collection.
City Center is an $ 8.5 billion (￡5.3 billion) complex on the Strip; a place that, in a city already【11】with extraordinary casinos (娱乐场) and hotels, stands out from the【12】It was the largest privately【13】construction project in the US and has three stand-alone hotels, a sprawling shopping and entertainment district and two 37-storey glass towers of【14】flats, designed by the likes of Norman Foster.
Another Las Vegas【15】, Planet Hollywood, has【16】with luxury developers to create Westgate Towers--where you could own a piece of the action and a chance to come back to Las Vegas every year.【17】, the only thing you'll【18】of in Vegas is not knowing which club, restaurant or spa to choose from. But then you can always ask a(n)【19】or the concierge--the fantastic thing about this city is that its residents【20】it as much as you will.
(1)
A．begins
B．continues
C．ceases
D．halts
Luxury-car clubs are well established in Europe. Now they are catching on in the United States. The idea is that for an annual membership fee, plus (sometimes) a weekly charge, members can have their choice of smart cars. Ron Van Horssen, who recently opened a club near Phoenix, says the model is based on executive-jet sharing. Rich people, he thinks, are realising that "owning an asset is not necessarily the best way of getting the benefits of using it". A spin in a Van Horssen Ferrari Maranello costs $4,500 per week, plus the $7,000 annual fee. No one needs to worry about maintenance or inspections-and, as price tags on new Lamborghinis and Bentleys have climbed, the rich can even save a bit of money.
Only a handful of clubs exist now in America, and none has national scope. Club Sportiva, a pioneer when it opened three years ago, is in San Francisco and San Jose; Exotic Car Share is in Chicago and New York. The Classic Car Club, a British firm, opened its Manhattan branch last July. But most are looking to expand. Torbin Fuller of Club Sportiva predicts that: "We'll be national here in the next two to three years."
A variant on the formula is offered by exotic rental-car companies, which have no annual membership fee, and rent out cars for a day or a week. They are growing too. Dream Car Rentals, a Las Vegas firm with a fleet of 140, is opening a new branch at Fisherman's Wharf in San Francisco. Many of the company's Las Vegas customers are Europeans, and female clients come in only "once in a blue moon," says Gavin Mate, a manager.
The mainstream rental-car companies have also spotted the trend, and are determined not to be left behind. In 2001 Hertz launched its "Prestige Collection", with Jaguars and Lincoln Navigators and special services such as free pick-up. That business, claims Hertz, has been an "unmitigated success" and continues to expand. Enterprise, the largest rental company in North America, reports a nearly 45% jump in luxury-car rentals in the year to October 2005. And with Wall Street bonuses soaring, 2006 is looking pretty good as well.
A young man choosing a car is noted to suggest that
A．young people are now living a luxurious life.
B．luxurious cars are very expensive.
C．luxury-car club is now very popular.
D．renting a car from a club is easy and convenient.
On a(n)【4】basis, prices were 5.3% lower in November than in November 2008. Prices were the same as in late 2003. "What we've seen【5】the past couple of months is that the pace of【6】has fallen down," says Maureen Maitland of Standard & Poor's. "Some markets have【7】Is that because we haven't【8】the foreclosure (回赎权的取消) cycle？ Because of unemployment？ We're not seeing the【9】we were seeing in the last summer months. "
Metro areas that have seen a retreat in home prices【10】Seattle, Charlotte, Las Vegas and Tampa. All four【11】gains they made in recent months【12】.【13】, for the 20-metro index, the annual rate of decline is improving. That【14】, with other recent housing reports that show prices【15】or accelerating, could point to【16】the housing market is starting to【17】its footing, some economists say. Existing home sale prices were $178 300 in December, which is 1.5% higher than December 2008, according to a report this week by the National Association of Realtors. That was the first year-over-year【18】in median price since August 2007.
"The most【19】thing we can say is not only the market is stabilizing, but we've seen that housing demand is strong," says Bernard Baumohl, with the Economic Outlook Group. "Housing probably will continue to climb upwards through the summer,【20】it could slip a little as the tax credit expires. "
(1)
A．leading
B．declining
C．holding
D．improving
Americans may indeed blame the car for almost everything that has happened to their country, and themselves, since 1896. The car has determined.
The way they live. From cradle to grave, the car marks every rite of American passage. Home by car from the maternity ward; first driving licence (usually at the age of 16); first (backseat) sexual experience; first car of one's own (and the make of car is a prime determinant of social status, symbolic of everything a person is or does). In Las Vegas, and elsewhere, Americans can get married at drive-in chapels. They then buy, or lust after, a house with garages big enough for not one but two or three cars. This allocates more space to cars than to children. And when the time comes, they may lie in state at a drive-through funeral home, where you can pay your respects without pulling over.
The way they shop. Main Street has been replaced by the strip mall and the shopping mall, concentrating consumer goods in an auto-friendly space. A large part of each shopping trip must now be spent, bags under chin, searching for the place where the car was left. (And another point: bags have annoyingly lost their carrying handles since shoppers ceased to be pedestrian) Since car-friendly living and shopping became the role, most built-up parts of America now look like every other part. There is simply no difference between a Burger Inn in California and one on the outskirts of Boston.
The way they eat. A significant proportion of Americans' weekly meals are now consumed inside cars, sometimes while parked outside the (drive-by) eatery concerned, sometimes en route, which leads to painful spillages in laps, leading to overburdening of the legal system. Dozens of laws have been written to deal with car cases, ranging from traffic disputes to product liability. Drive-by shootings require a car, as do most getaways. The car is a great crime accessory; and it als0 causes the deaths of nearly 40,000 Americans every year.
Personal finances. Before the age of the car, few people went into debt; no need to borrow money to buy a home. Now Americans tie themselves up with extended installment loans, and this in turn has spawned a whole financial industry.
The wealth of the nation. By 1908, an estimated 485 different manufacturers were building cars in the United States. Employment grew nearly 100-fold in the industry during the first decade of the 20th century. When Henry Ford, in a stroke of genius, automated his production line he required a rush of new, unskilled labour, which he enticed by offering an unheard-of $ 5 a day in wages. Henceforth, workers could actually afford to buy what they built.
And Americans never looked back. Today, the Big Three car manufacturers (Food, GM and Chrysler) generate more than $200 billion a year in business inside the United States. Directly and indirectly, the industry employs roughly one in seven workers. Every car job is reckoned to add $100,000 in goods and services to
A．introduce new models of automobiles
B．emphasize automobiles have brought wealth to the nation
C．commemorate the centenary anniversary of the birth of the American motor industry
D．illustrate the rapid development of automobile industry in America
"This is a really exciting time—a new era is starting," says Peter Bazalgette, the chief creative officer of Endemol, the television company behind "Big Brother" and other popular shows. He is referring to the upsurge of interest in mobile television, a nascent industry at the intersection of telecoms and media which offers new opportunities to device-makers, content producers and mobile- network operators. And he is far from alone in his enthusiasm.
Already, many mobile operators offer a selection of television channels or individual shows, which are " streamed" across their third-generation (3G) networks. In South Korea, television is also sent to mobile phones via satellite and terrestrial broadcast networks, which is far more efficient than sending video across mobile networks; similar broadcasts will begin in Japan in April. In Europe, the Italian arm of 3, a mobile operator, recently acquired Canale 7, a television channel, with a view to launching mobile-TV broadcasts in Italy in the second half of 2006. Similar mobile-TV networks will also be built in Finland and America, and are being tested in many other countries.
Meanwhile, Apple Computer, which launched a video-capable version of its iPod portable music-player in October, is striking deals with television networks to expand the range of shows that can be purchased for viewing on the device, including "Lost", "Desperate Housewives" and "Law & Order". TiVo, maker of the pioneering personal video recorder (PVR), says it plans to enable subscribers to download recorded shows on to iPods and other portable devices for viewing on the move. And mobile TV was one of the big trends at the world's largest technology fair, the Consumer Electronics Show, which took place in Las Vegas this week.
Despite all this activity, however, the prospects for mobile TV are unclear. For a start, nobody really knows if consumers will pay for it, though surveys suggest they like the idea. Informa, a consultancy, says there will be 125 million mobile-TV users by 2010. But many other mobile technologies inspired high hopes and then failed to live up to expectations. And even if people do want TV on the move, there is further uncertainty in three areas: technology, business models and the content itself.
The word "nascent" in the first paragraph of the text most probably means______.
A．distinctive
B．statutory
C．naive
D．emerging
Thanks to its simplicity .and measurability, electromagnetic induction is still the technology of choice among many of the remaining companies in the wireless-charging arena. But, as Splashpower found, turning the theory into profitable practice is not straightforward. But lately there have been some promising developments.
The first is the formation in December 2008 of the Wireless Power Consortium, a body dedicated to establishing a common standard for inductive wireless charging, and thus promoting its adoption. The new consortium’s members include big consumer-electronics firms, such as Philips and Sanyo, as well as Texas Instruments, a chipmaker.
Fierce competition between manufacturers of mobile devices is also accelerating the introduction of wireless charging. The star of this year’s Consumer Electronics Show held in Las Vegas was the Pre, a smart-phone from Palm. The Pre has an optional charging pad, called the Touchstone, which uses electromagnetic induction to charge the device wirelessly.
As wireless-charging equipment based on electromagnetic induction heads towards the market, a number of alternative technologies are also being developed. PowerBeam, a start-up based in Silicon Valley, uses lasers to beam power from one place to another.
It now seems to be a matter of when, rather than if, wireless charging enters the mainstream. And if those in the field do find themselves languishing in the disillusionment, they could take some encouragement from Faraday himself. He observed that “nothing is too wonderful to be true if it be consistent with the laws of nature.” Not even a wirelessly rechargeable iPhone.
Why is wireless recharging a depressing promise for experienced observers of the electronics industry？
A．It is not easy to put the theory into profitable production.
B．Wireless recharging needs new theories besides Faraday’s.
C．Wireless recharging can’t make profit for businesses.
D．It is hard to challenge the monopoly of Splashpower.
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
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
