单项选择
单项选择
Text 2
After Los Angeles, Atlanta may be America’s most car-dependent city. Atlantans sentimentally give their cars names, compare speeding tickets and jealously guard any sidestreet where it is possible to park. The city’s roads are so well worn that the first act of the new mayor, Shirley Franklin, was to start repairing potholes. In 1998, 13 metro counties lost federal highway funds because their air-pollution levels violated the Clean Air Act. The American Highway Users Alliance ranked three Atlanta interchanges among the 18 worst bottlenecks in the country.
Other cities in the same fix have reorganized their highways, imposed commuter and car taxes, or expanded their public-transport systems. Atlanta does not like any of these things. Public transport is a vexed subject, too. Atlanta’s metropolitan region is divided into numerous county and smaller city governments, which find it hard to work together. Railways now serve the city center and the airport, but not much else；bus stops are often near-invisible poles, offering no indication of which bus might stop there, or when.
Georgia’s Democratic governor, Roy Barnes, who hopes for re-election in November, has other plans. To win back the federal highway money lost under the Clean Air Act, he created the Georgia Regional Transportation Authority (GRTA), a 15-member board with the power to make the county governments, the city and the ten-county Atlanta Regional Commission co-operate on transport plans, whether they like it or not.
Now GRTA has issued its own preliminary plan, allocating $ 4.5 billion over the next three years for a variety of schemes. The plan earmarks money to widen roads； to have an electric shuttle bus shuttle tourists among the elegant villas of Buckhead；and to create a commuter rail link between Atlanta and Macon, two hours to the south. Counties will be encouraged, with generous ten-to-one matching funds, to start express bus services.
Public goodwill, however, may not stretch as far as the next plan, which is to build the Northern Arc highway for 65 miles across three counties north of the city limits. GRTA has allotted $ 270m for this. Supporters say it would ease the congestion on local roads；opponents think it would worsen over-development and traffic. The counties affected, and even GRTA’s own board, are divided.
The governor is in favor, however; and since he can appoint and fire GRTA’S members, that is probably the end of the story. Mr Barnes has a tendency to do as he wants, regardless. His arrogance on traffic matters could also lose him votes. But Mr Barnes think that Atlanta’s slowing economy could do him more harm than the anti-sprawl movement.
A:to be ironic. B:to poke fun to them. C:to be fair. D:to make it notorious.
After Los Angeles, Atlanta may be America’s most car-dependent city. Atlantans sentimentally give their cars names, compare speeding tickets and jealously guard any side street where it is possible to park. The city’s roads are so well worn that the first act of the new mayor, Shirley Franklin, was to start repairing potholes. In 1998, 13 metro counties lost federal highway funds because their air-pollution levels violated the Clean Air Act. The American Highway Users Alliance ranked three Atlanta interchanges among the 18 worst bottlenecks in the country.
Other cities in the same fix have reorganized their highways, imposed commuter and car taxes, or expanded their public-transport systems. Atlanta does not like any of these things. Public transport is a vexed subject, too. Atlanta’s metropolitan region is divided into numerous county and smaller city governments, which find it hard to work together. Railways now serve the city center and the airport, but not much else; bus stops are often near invisible poles, offering no indication of which bus might stop there, or when.
Georgia’s Democratic governor, Roy Barnes, who hopes for reelection in November, has other plans. To win back the federal highway money lost under the Clean Air Act, he created the Georgia Regional Transportation Authority (GRTA), a 15-member board with the power to make the county governments, the city and the ten-county Atlanta Regional Commission cooperate on transport plans, whether they like it or not.
Now GRTA has issued its own preliminary plan, allocating $ 4.5 billion over the next three years for a variety of schemes. The plan earmarks money to widen roads; to have an electric shuttle bus shuttle tourists among the elegant villas of Buckhead; and to create a commuter rail link between Atlanta and Macon, two hours to the south. Counties will be encouraged, with generous ten-to-one matching funds, to start express bus services.
Public goodwill, however, may not stretch as far as the next plan, which is to build the Northern Arc highway for 65 miles across three counties north of the city limits. GRTA has allotted $270m for this. Supporters say it would ease the congestion on local roads; opponents think it would worsen over-development and traffic. The counties affected, and even GRTA’s own board, are divided.
The governor is in favor, however; and since he can appoint and fire GRTA’S members, that is probably the end of the story. Mr Barnes has a tendency to do as he wants, regardless. His arrogance on traffic matters could also lose him votes. But Mr Barnes think that Atlanta’s slowing economy could do him more harm than the anti-sprawl movement.
The author’s presentation of Atlanta’s car-dependence is meant
A:to be ironic. B:to poke fun to them. C:to be fair. D:to make it notorious.
Text 3
After Los Angeles, Atlanta may be America’s most car-dependent city. Atlantans sentimentally give their cars names, compare speeding tickets and jealously guard any sidestreet where it is possible to park. The city’s roads are so well worn that the first act of the new mayor, Shirley Franklin, was to start repairing potholes. In 1998, 13 metro counties lost federal highway funds because their air-pollution levels violated the Clean Air Act. The American Highway Users Alliance ranked three Atlanta interchanges among the 18 worst bottlenecks in the country.
Other cities in the same fix have reorganized their highways, imposed commuter and car taxes, or expanded their public transport systems. Atlanta does not like any of these things. Public transport is a vexed subject, too. Atlanta’s metropolitan region is divided into numerous county and smaller city governments, which find it hard to work together. Railways now serve the city center and the airport, but not much else; bus stops are often near-invisible poles, offering no indication of which bus might stop there, or when.
Georgia’s Democratic governor, Roy Barnes, who hopes for reelection in November, has other plans. To win back the federal highway money lost under the Clean Air Act, he created the Georgia Regional Transportation Authority (GRTA), a 15-member board with the power to make the county governments, the city and the ten-county Atlanta Regional Commission cooperate on transport plans, whether they like it or not.
Now GRTA has issued its own preliminary plan, allocating $ 4.5 billion over the next three years for a variety of schemes. The plan earmarks money to widen roads; to have an electric shuttle bus shuttle tourists among the elegant villas of Buckhead; and to create a commuter rail link between Atlanta and Macon, two hours to the south. Counties will be encouraged, with generous ten-to-one matching funds, to start express bus services.
Public goodwill, however, may not stretch as far as the next plan, which is to build the Northern Arc highway for 65 miles across three counties north of the city limits. GRTA has allotted $ 270m for this. Supporters say it would ease the congestion on local roads, opponents think it would worsen over-development traffic. The counties affected, and even GRTA’s own board, are divided.
The governor is in favor, however; and since he can appoint and fire GRTA’s members, that is probably the end of the story. Mr. Barnes has a tendency to do as he wants, regardless. His arrogance on traffic matters could also lose him votes. But Mr. Barnes think that Atlanta’s slowing economy could do him more harm than the anti-sprawl movement.
A:to be ironic. B:to poke fun to them. C:to be fair. D:to make it notorious.
After Los Angeles, Atlanta may be America’s most car-dependent city. Atlantans sentimentally give their cars names, compare speeding tickets and jealously guard any side-street where it is possible to park. The city’s roads are so well worn that the first act of the new mayor, Shirley Franklin, was to start repairing potholes. In 1998, 13 metro counties lost federal highway funds because their air-pollution levels violated the Clean Air Act. The American Highway Users Alliance ranked three Atlanta interchanges among the 18 worst bottlenecks in the country.
Other cities in the same fix have reorganized their highways, imposed commuter and car taxes, or expanded their public-transport systems. Atlanta does not like any of these things. Public transport is a vexed subject, too. Atlanta’s metropolitan region is divided into numerous county and smaller city governments, which find it hard to work together. Railways now serve the city center and the airport, but not much else; bus stops are often near-invisible poles, offering no indication of which bus might stop there, or when.
Georgia’s Democratic governor, Roy Barnes, who hopes for reelection in November, has other plans. To win back the federal highway money lost under the Clean Air Act, he created the Georgia Regional Transportation Authority (GRTA), a 15 member board with the power to make the county governments, the city and the ten-county Atlanta Regional Commission cooperate on transport plans, whether they like it or not.
Now GRTA has issued its own preliminary plan, allocating ＄ 4.5 billion over the next three years for a variety of schemes. The plan earmarks money to widen roads; to have an electric shuttle bus shuttle tourists among the elegant villas of Buckhead; and to create a commuter rail link between Atlanta and Macon, two hours to the south. Counties will be encouraged, with generous ten-to-one matching funds, to start express bus services.
Public goodwill, however, may not stretch as far as the next plan, which is to build the Northern Arc highway for 65 miles across three counties north of the city limits. GRTA has allotted ＄270m for this. Supporters say it would ease the congestion on local roads; opponents think it would worsen over-development and traffic. The counties affected, and even GRTA’s own board, are divided.
The governor is in favor, however; and since he can appoint and fire GRTA’S members, that is probably the end of the story. Mr Barnes has a tendency to do as he wants, regardless. His arrogance on traffic matters could also lose him votes. But Mr Barnes think that Atlanta’s slowing economy could do him more harm than the anti-sprawl movement.
A:to be ironic. B:to poke fun to them. C:to be fair. D:to make it notorious.
After Los Angeles, Atlanta may be America’s most car-dependent city. Atlantans sentimentally give their cars names, compare speeding tickets and jealously guard any side street where it is possible to park. The city’s roads are so well worn that the first act of the new mayor, Shirley Franklin, was to start repairing potholes. In 1998, 13 metro counties lost federal highway funds because their air-pollution levels violated the Clean Air Act. The American Highway Users Alliance ranked three Atlanta interchanges among the 18 worst bottlenecks in the country.
Other cities in the same fix have reorganized their highways, imposed commuter and car taxes, or expanded their public-transport systems. Atlanta does not like any of these things. Public transport is a vexed subject, too. Atlanta’s metropolitan region is divided into numerous county and smaller city governments, which find it hard to work together. Railways now serve the city center and the airport, but not much else; bus stops are often near invisible poles, offering no indication of which bus might stop there, or when.
Georgia’s Democratic governor, Roy Barnes, who hopes for reelection in November, has other plans. To win back the federal highway money lost under the Clean Air Act, he created the Georgia Regional Transportation Authority (GRTA), a 15-member board with the power to make the county governments, the city and the ten-county Atlanta Regional Commission cooperate on transport plans, whether they like it or not.
Now GRTA has issued its own preliminary plan, allocating $ 4.5 billion over the next three years for a variety of schemes. The plan earmarks money to widen roads; to have an electric shuttle bus shuttle tourists among the elegant villas of Buckhead; and to create a commuter rail link between Atlanta and Macon, two hours to the south. Counties will be encouraged, with generous ten-to-one matching funds, to start express bus services.
Public goodwill, however, may not stretch as far as the next plan, which is to build the Northern Arc highway for 65 miles across three counties north of the city limits. GRTA has allotted $270m for this. Supporters say it would ease the congestion on local roads; opponents think it would worsen over-development and traffic. The counties affected, and even GRTA’s own board, are divided.
The governor is in favor, however; and since he can appoint and fire GRTA’S members, that is probably the end of the story. Mr Barnes has a tendency to do as he wants, regardless. His arrogance on traffic matters could also lose him votes. But Mr Barnes think that Atlanta’s slowing economy could do him more harm than the anti-sprawl movement
A:to be ironic. B:to poke fun to them. C:to be fair. D:to make it notorious.
Text 2 After Los Angeles, Atlanta may be America’s most car-dependent city. Atlantans sentimentally give their cars names, compare speeding tickets and jealously guard any sidestreet where it is possible to park. The city’s roads are so well worn that the first act of the new mayor, Shirley Franklin, was to start repairing potholes. In 1998, 13 metro counties lost federal highway funds because their air-pollution levels violated the Clean Air Act. The American Highway Users Alliance ranked three Atlanta interchanges among the 18 worst bottlenecks in the country. Other cities in the same fix have reorganized their highways, imposed commuter and car taxes, or expanded their public-transport systems. Atlanta does not like any of these things. Public transport is a vexed subject, too. Atlanta’s metropolitan region is divided into numerous county and smaller city governments, which find it hard to work together. Railways now serve the city center and the airport, but not much else；bus stops are often near-invisible poles, offering no indication of which bus might stop there, or when. Georgia’s Democratic governor, Roy Barnes, who hopes for re-election in November, has other plans. To win back the federal highway money lost under the Clean Air Act, he created the Georgia Regional Transportation Authority (GRTA), a 15-member board with the power to make the county governments, the city and the ten-county Atlanta Regional Commission co-operate on transport plans, whether they like it or not. Now GRTA has issued its own preliminary plan, allocating $ 4.5 billion over the next three years for a variety of schemes. The plan earmarks money to widen roads； to have an electric shuttle bus shuttle tourists among the elegant villas of Buckhead；and to create a commuter rail link between Atlanta and Macon, two hours to the south. Counties will be encouraged, with generous ten-to-one matching funds, to start express bus services. Public goodwill, however, may not stretch as far as the next plan, which is to build the Northern Arc highway for 65 miles across three counties north of the city limits. GRTA has allotted $ 270m for this. Supporters say it would ease the congestion on local roads；opponents think it would worsen over-development and traffic. The counties affected, and even GRTA’s own board, are divided. The governor is in favor, however; and since he can appoint and fire GRTA’S members, that is probably the end of the story. Mr Barnes has a tendency to do as he wants, regardless. His arrogance on traffic matters could also lose him votes. But Mr Barnes think that Atlanta’s slowing economy could do him more harm than the anti-sprawl movement.
The author's presentation of Atlantans' car-dependence is meant（）A:to be ironic. B:to poke fun to them. C:to be fair. D:to make it notorious.
Text 3 After Los Angeles, Atlanta may be America’s most car-dependent city. Atlantans sentimentally give their cars names, compare speeding tickets and jealously guard any sidestreet where it is possible to park. The city’s roads are so well worn that the first act of the new mayor, Shirley Franklin, was to start repairing potholes. In 1998, 13 metro counties lost federal highway funds because their air-pollution levels violated the Clean Air Act. The American Highway Users Alliance ranked three Atlanta interchanges among the 18 worst bottlenecks in the country. Other cities in the same fix have reorganized their highways, imposed commuter and car taxes, or expanded their public transport systems. Atlanta does not like any of these things. Public transport is a vexed subject, too. Atlanta’s metropolitan region is divided into numerous county and smaller city governments, which find it hard to work together. Railways now serve the city center and the airport, but not much else; bus stops are often near-invisible poles, offering no indication of which bus might stop there, or when. Georgia’s Democratic governor, Roy Barnes, who hopes for reelection in November, has other plans. To win back the federal highway money lost under the Clean Air Act, he created the Georgia Regional Transportation Authority (GRTA), a 15-member board with the power to make the county governments, the city and the ten-county Atlanta Regional Commission cooperate on transport plans, whether they like it or not. Now GRTA has issued its own preliminary plan, allocating $ 4.5 billion over the next three years for a variety of schemes. The plan earmarks money to widen roads; to have an electric shuttle bus shuttle tourists among the elegant villas of Buckhead; and to create a commuter rail link between Atlanta and Macon, two hours to the south. Counties will be encouraged, with generous ten-to-one matching funds, to start express bus services. Public goodwill, however, may not stretch as far as the next plan, which is to build the Northern Arc highway for 65 miles across three counties north of the city limits. GRTA has allotted $ 270m for this. Supporters say it would ease the congestion on local roads, opponents think it would worsen over-development traffic. The counties affected, and even GRTA’s own board, are divided. The governor is in favor, however; and since he can appoint and fire GRTA’s members, that is probably the end of the story. Mr. Barnes has a tendency to do as he wants, regardless. His arrogance on traffic matters could also lose him votes. But Mr. Barnes think that Atlanta’s slowing economy could do him more harm than the anti-sprawl movement.
The author's presentation of Atlantans' car-dependence is meant （）A:to be ironic. B:to poke fun to them. C:to be fair. D:to make it notorious.
One of the many pleasures of watching Mad Men, a television drama about the advertising industry in the early 1960s, is examining the ways in which office life has changed over the years. One obvious change makes people feel good about themselves: they no longer treat women as second-class citizens. But the other obvious change makes them feel a bit more uneasy: they have lost the art of enjoying themselves at work.
The ad-men in those days enjoyed simple pleasures. They puffed away at their desks. They drank throughout the day. They had affairs with their colleagues. They socialised not in order to bond, but in order to get drunk. Nowadays many companies are obsessed with fun. Software firms in Silicon Valley have installed rock-climbing walls in their reception areas and put inflatable animals in their offices. Wal-Mart orders its cashiers to smile at all and sundry. The cult of fun has spread like some disgusting haemorrhagic disease.
This cult of fun is driven by three of the most popular management fads of the moment: empowerment, engagement and creativity. Many companies pride themselves on devolving power to front-line workers. But surveys show that only 20% of workers are" fully engaged with their job ". Even fewer are creative. Managers hope that " fun" will magically make workers more engaged and creative. But the problem is that as soon as fun becomes part of a corporate strategy it ceases to be fun and becomes its opposite—at best an empty shell and at worst a tiresome imposition.
The most unpleasant thing about the fashion for fun is that it is mixed with a large dose of pressure. Boston Pizza encourages workers to send" golden bananas" to colleagues who are "having fun while being the best". Behind the" fun" there often lurks some crude management thinking: a desire to brand the company as better than its rivals, or a plan to boost productivity through team-building. Twitter even boasts that it has" worked hard to create an environment that spawns productivity and happiness".
While imposing fake fun on their employees, companies are battling against the real thing. Many force smokers to huddle outside like furtive criminals. Few allow their employees to drink at lunch time, let alone earlier in the day. A regiment of busybodies— from lawyers to human resources functionaries—is waging war on office romance, particularly between people of different ranks.
The merchants of fake fun have met some resistance. When Wal-Mart tried to impose alien rules on its German staff—such as compulsory smiling and a ban on affairs with coworkers—it touched off a guerrilla war that ended only when the supermarket chain announced it was pulling out of Germany in 2006. But such victories are rare. For most wage slaves forced to pretend they are having fun at work, the only relief is to poke fun at their tormentors. Mad Men reminds people of a world they have lost—a world where bosses did not tbink that"fun" was a management tool and where employees could happily quaff Scotch at noon. Cheers to that.
A:they are free to enjoy simple and spontaneous fun B:they are empowered to make individual decisions C:they are not forced to boost creavitivity and productivity D:they can take a relief to poke fun at their boss
您可能感兴趣的题目
