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Representatives of Callahan Media Associates (CM [A] announced today that the news agency would attempt to buy the National Broadcasting System (NBS), the second largest television and radio network in the United States. Ronald Callahan, son of Jessica Callahan, who started CMA, told reporters that he expects his company's offering price to be high enough to win out over other offers. He indicated that NBS executives had already discussed reorganization plans that might result from a CMA takeover.
A native of the United Kingdom, Jessica Callahan began to buy newspapers, magazines, and radio stations in the United States eight years ago, and CMA now owns or controls more than fifteen news organizations here. Before she became a leader in media in this country, she had established her family-owned company as one of the most important forces in British TV and newspapers. Callahan started her news career more than twenty-five years ago, and she had worked as a reporter on three different papers when she took the job of editor of England's Birmingham Herald(伯明漢先驅報), a newspaper that had been experiencing financial difficulties for several years. Her success in raising the news reporting standards as well as making the Herald into a profitable business gained Callahan the attention and respect of the British news establishment. By the time she was 35, she had become a publisher and started CMA, which is now one of the largest media organizations in the world.
Callahan had never visited the United States before she came to Miami and became the publisher of the Miami Journal almost eight years ago, but she had been reading the newspaper for several years, and she said that she liked the paper's style. After she had owned the Journal for just over a year, she bought a small radio station in Georgia, and in the next five years she went on to acquire news organizations in several different parts of the country.
If CMA becomes the owner of NBS, for the first time it will have control over a nationwide TV network. In an interview last week, Philip Rosen, the president of NBS, said that he was not very happy about the purchase. He agreed that Callahan and CMA had done a lot to help American newspapers become more financially secure, but he expressed fears that the new management was going to make news coverage on NBS irresponsible. He stated that he hoped he could remain with NBS but said that this might not be possible.
writer thins that CMA's offer to buy the National Broadcasting System is probably _____.
[A] the only one
[B] a good one
[C] unacceptably low
[D] of great competition
2. Jessica Callahan captured the confidence of the press after she became the editor of Birmingham Herald because _____.
[A] she was experienced
[B] she had strong financial background
[C] since then it started to make money
[D] she enjoyed good popularity
3. Jessica Callahan has never _____.
[A] visited the United States
[B] owned a national TV network
[C] worked as an editor
[D] read the Miami Journal
4. The attitude of NBS top executive to the CMA takeover was that _____.
[A] he was opposed to the purchase
[B] he hoped the takeover would bot affect the system's fame
[C] he was afraid NBS would suffer serious financial loss
[D] he could not leave his present position
5. Which of the following can be the best title for this passage?
[A] Jessica Callahan---a Successful Woman
[B] CMA---from British to USA
[C] CMA Buying NBS?
[D] CMA's Attractive Offer to NBS
參考答案：D C C B B
篇二：In recent years, railroads have been combining with each other, mergingintosuper systems, causing heightened concerns about monopoly. As recently as 1995, the top four railroads 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 will control well over 90 percent of all the freight moved by major rail carriers.
Supporters of the new super systems argue that these mergers will allow for substantial
cost reductions and better coordinated service. Any threat 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 railroads therefore have them by the throat.
The vast consolidation within the rail industry means that most shippers are served by only one rail company. Railroads typically charge such "captive" shippers 20 to 30 percent more than they do when another railroad is competing for the business. Shippers who feel they are being overcharged have the right to appeal to the federal government's Surface Transportation Board for rate relief, but the process is expensive, time consuming, and will work only in truly extreme cases.
Railroads justify rate discrimination against captive shippers on the grounds that in the long run it reduces everyone's cost. If railroads charged all customers the same average rate, they argue, shippers who have the option 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 theory to which many economists subscribe, but in practice it often leaves railroads in the position of determining which companies will flourish and which will fail. "Do we really want railroads to be the arbiters of who wins and who loses in the marketplace?" asks Martin Bercovici, a Washington lawyer who frequently represents shipper.
Many captive shippers also worry they will soon be his with a round of huge rate increases. The railroad industry as a whole, despite its brightening fortuning fortunes, still does not earn enough to cover the cost of the capital it must invest to keep up with its surging traffic. Yet railroads continue to borrow billions to acquire one another, with Wall Street cheering them on. Consider the 2 billion bid by Norfolk Southern and CSX to acquire Conrail this year. Conrail's net railway operating income in 1996 was just million, less than half of the carrying costs of the transaction. Who's going to pay for the rest of the bill? Many captive shippers fear that they will, as Norfolk Southern and CSX increase their grip on the market.
1. According to those who support mergers railway monopoly is unlikely 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
2、What is many captive shippers' attitude towards the consolidation in the rail industry?
A. fferent.
B. Supportive.
C. Indignant.
D. Apprehensive.
3、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
4. The word "arbiters" (line 6, 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
5. According to the text, the cost increase in the rail industry is mainly caused by .
A. the continuing acquisition
B. the growing traffic
C. the cheering Wall Street
D. the shrinking market
參考答案：CDCBA
篇三：When school officials in Kalkaska, Michigan, closed classes last week, the media flocked to the story, portraying the town's 2,305 students as victims of stingy (吝嗇的) taxpayers. There is some truth to that; the property-tax rate here is one-third lower than the state average. But shutting their schools also allowed Kalkaska's educators and the state's largest teachers' union, the Michigan Education Association, to make a political point. Their aim was to spur passage of legislation Michigan lawmakers are debating to increase the state's share of school funding.
It was no coincidence that Kalkaska shut its schools two weeks after residents rejected a 28 percent property-tax increase. The school board argued that without the increase it lacked the $1.5 million needed to keep schools open.
But the school system had not done all it could to keep the schools open. Officials declined to borrow against next year's state aid, they refused to trim extracurricular activities and they did not consider seeking a smaller—perhaps more acceptable—tax increase. In fact, closing early is costing Kalkaska a significant amount, including $ 600,000 in unemployment payments to teachers and staff and $ 250,000 in lost state aid. In February, the school system promised teachers and staff two months of retirement payments in case schools closed early, a deal that will cost the district $ 275,000 more.
Other signs suggest school authorities were at least as eager to make a political statement as to keep schools open. The Michigan Education Association. hired a public relations firm to stage a rally marking the school closings, which attracted 14 local and national television stations and networks. The president of the National Education Association, the MEA's parent organization, flew from Washington, D. C, for the event. And the union tutored school officials in the art of television interviews. School supervisor Doyle Disbrow acknowledges the district could have kept schools open by cutting programs but denies the moves were politically motivated.
Michigan lawmakers have reacted angrily to the closings. The state Senate has already voted to put the system into receivership (破產管理) and reopen schools immediately; the Michigan House plans to consider the bill this week.
