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Assuming that a constant travel-time budget, geographic constraints and short-term infrastructure constraints persist as fundamental features of global mobility, what long-term results can one expect7 In high-income regions, (41) North America, our picture suggests that the share of traffic (42) sup plied by buses and automobiles will decline as high-speed transport rises sharply. In developing countries, we (43) the strongest increase to be in the shares first for buses and later for automobiles. Glob ally, these (44) in bus and automobile transport are partially offsetting. In all regions, the share of low-speed rail transport will probably continue its strongly (45) decline.We expect that throughout the period 1990—2050, the (46) North American will continue to de vote most of his or her 1. 1-hour travel-time (47) to automobile travel. The very large demand (48) air travel (or high-speed rail travel) that will be manifest in 2050 (49) to only 12 minutes per person a day; a little time goes a long way in the air. In several developing regions, most travel (50) in 2050 will still be devoted to nonmotorized modes. Buses will persist (51) the primary form of motorized transportation in developing countries for decades. (52) important air travel becomes, buses, automobiles and (53) low-speed trains will surely go on serving vital functions. (54) of the super-rich al ready commute and shop in aircraft, but average people will continue to spend most of their travel time on the (55) . 47（）
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Assuming that a constant travel-time budget, geographic constraints and short-term infrastructure constraints persist as fundamental features of global mobility, what long-term results can one expect7 In high-income regions, (41) North America, our picture suggests that the share of traffic (42) sup plied by buses and automobiles will decline as high-speed transport rises sharply. In developing countries, we (43) the strongest increase to be in the shares first for buses and later for automobiles. Glob ally, these (44) in bus and automobile transport are partially offsetting. In all regions, the share of low-speed rail transport will probably continue its strongly (45) decline.We expect that throughout the period 1990—2050, the (46) North American will continue to de vote most of his or her 1. 1-hour travel-time (47) to automobile travel. The very large demand (48) air travel (or high-speed rail travel) that will be manifest in 2050 (49) to only 12 minutes per person a day; a little time goes a long way in the air. In several developing regions, most travel (50) in 2050 will still be devoted to nonmotorized modes. Buses will persist (51) the primary form of motorized transportation in developing countries for decades. (52) important air travel becomes, buses, automobiles and (53) low-speed trains will surely go on serving vital functions. (54) of the super-rich al ready commute and shop in aircraft, but average people will continue to spend most of their travel time on the (55) . 48（）
Assuming that a constant travel-time budget, geographic constraints and short-term infrastructure constraints persist as fundamental features of global mobility, what long-term results can one expect7 In high-income regions, (41) North America, our picture suggests that the share of traffic (42) sup plied by buses and automobiles will decline as high-speed transport rises sharply. In developing countries, we (43) the strongest increase to be in the shares first for buses and later for automobiles. Glob ally, these (44) in bus and automobile transport are partially offsetting. In all regions, the share of low-speed rail transport will probably continue its strongly (45) decline.We expect that throughout the period 1990—2050, the (46) North American will continue to de vote most of his or her 1. 1-hour travel-time (47) to automobile travel. The very large demand (48) air travel (or high-speed rail travel) that will be manifest in 2050 (49) to only 12 minutes per person a day; a little time goes a long way in the air. In several developing regions, most travel (50) in 2050 will still be devoted to nonmotorized modes. Buses will persist (51) the primary form of motorized transportation in developing countries for decades. (52) important air travel becomes, buses, automobiles and (53) low-speed trains will surely go on serving vital functions. (54) of the super-rich al ready commute and shop in aircraft, but average people will continue to spend most of their travel time on the (55) . 46（）
Assuming that a constant travel-time budget, geographic constraints and short-term infrastructure constraints persist as fundamental features of global mobility, what long-term results can one expect7 In high-income regions, (41) North America, our picture suggests that the share of traffic (42) sup plied by buses and automobiles will decline as high-speed transport rises sharply. In developing countries, we (43) the strongest increase to be in the shares first for buses and later for automobiles. Glob ally, these (44) in bus and automobile transport are partially offsetting. In all regions, the share of low-speed rail transport will probably continue its strongly (45) decline.We expect that throughout the period 1990—2050, the (46) North American will continue to de vote most of his or her 1. 1-hour travel-time (47) to automobile travel. The very large demand (48) air travel (or high-speed rail travel) that will be manifest in 2050 (49) to only 12 minutes per person a day; a little time goes a long way in the air. In several developing regions, most travel (50) in 2050 will still be devoted to nonmotorized modes. Buses will persist (51) the primary form of motorized transportation in developing countries for decades. (52) important air travel becomes, buses, automobiles and (53) low-speed trains will surely go on serving vital functions. (54) of the super-rich al ready commute and shop in aircraft, but average people will continue to spend most of their travel time on the (55) . 52（）
In the simplest terms, a market is the place where seller meets buyer to exchange products for money. Traditional markets still function in many parts of the world. Even in the United Sates, during summer months, there are farmers’ markets where direct selling and buying take place between producers and consumers. Most service industries still operate at this market level.Manufacturing industries and most agricultural enterprises are more distant from the consumer. Their products pass through several hands--truckers, warehouse workers, wholesalers, and retailers before reaching the final consumer.Products, or commodities, are usually divided into two types: consumer and industrial. Consumer goods are those that are sold to final users, the customers. These goods include food, clothing, automobiles, television sets, appliances, and all those things people go to stores to purchase.Industrial goods are those that are sold to companies or other businesses for use in manufacturing or other purposes. Automobile makers buy many of the parts used to assemble cars. A tire manufacturer buys rubber, synthetic or otherwise, with which to make fires. Eventually these materials will end up in the hands of final users: the owners of the cars. The nature of industrial goods depends on the nature of the goods to be made for final users. The price of industrial goods and raw materials will influence the price of final goods, those that the consumer buys. A wholesaler(Paragraph 2, Line 2) is （）
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