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If the old maxim that the customer is always right still has meaning, then the airlines that ply the world’s busiest air route between London and Paris have a flight on their hands.
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-levels traveling between London and Paris and Brussels on Eurostar trains means that some air services are already suffering. Some of the major carriers 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.
1.British airlines confide 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.
2.The author’s attitude towards the drop of passengers may be described
as__.
A.worried.B.delightedC.puzzled.D.unrivaled.
3.In the passage, British Rail (Para 6) is mentioned to__.
A.provide a comparison with Eurostar.
B.support the airlines’ optimism.
C.prove the inevitable drop of air passengers.
D.call for electrification and modernization of the railway.
4.The railway’s Brussels route is brought forth to show that__.
A.the Eurostar train service is not doing good business.
B.the airlines can well compete with the railway.
C.the Eurostar train service only caused little damage.
D.only some airlines, such as Air France, are suffering.
5.The passage is taken from the first of an essay, from which we may well
predict that in the following part the author is going to__.
A.praise the airlines’ clear-mindedness.
B.warn the airlines of high-speed rail services.
C.propose a reduction of London/Paris flights.
D.advise the airlines to follow British Midland as their model.
Passage 4
Questions 16 to 20 are based on the following passage:
Successful innovations have driven many older technologies to extinction and
have resulted in higher productivity, greater consumption of energy, increased
demand of raw materials, accelerated flow of materials through the economy and
increased quantities of metals and other substances in use each person. The
history of industrial development abounds with examples.
In 1870, horses and mules were the prime source of power on U.S. farms. One
horse or mule was required to support four human beings a ratio that remained
almost constant for many decades. At that time, had a national commission been
asked to forecast the population for 1970, its answer probably would have
depended on whether its consultants were of an economic or technological turn of
mind. Had they been “economists”, they would probably have projected the 1970
horses or mule population to be more than 50 million. Had they been
“technologists”, they would have recognized that the power of steam had already
been harnessed to industry and to learn and ocean transport. They would have
recognized further that it would be the prime source of power on the farm. It
would have been difficult for them to avoid the conclusion that the horse and
mule population would decline rapidly.
16. According to the passage, what supplied most of the power on U.S. farms
in 1870?
A. Animals B. Humans C. Engines D. Water
17. Which of the following is NOT mentioned by the author as a consequence of
new technological developments?
A. Older technologies die away.
B. The quality of life is Improved.
C. Overall productivity increase.
D. More raw materials become necessary.
18. It can be inferred from the passage that by 1870 .
A. technology began to be more economical
B. the steam engine had been invented
C. the U.S. horse population was about 10 million
D. a national commission was about 10 million
19. In the second paragraph, the author suggests that “economists” would
.
A. plan the economy through yearly forecasts
B. fail to consider the influence of technological innovation
C. value the economic contribution of farm animals
D. consult the national commission on the economy
20. What is the author’s attitude toward changes brought on by technological
innovations?
A. He is excited about them.
B. He accept them as natural.
C. He is disturbed by them.
D. He questions their usefulness.
