Questões de Inglês - Advérbios e conjunções | Adverbs and conjunctions para Concurso
Foram encontradas 420 questões
Oil is the largest source of liquid fuel and, in spite of attempts to develop synthetic fuels, world consumption of oil
products in increasing.
The oil industry is not much more than a hundred years old. It began when the first oil well was drilled in 1859. In the
early days, oil was used to light houses because there was no electricity and gas was very scarce. Later, people began to use oil
for heating too.
Most industries use machinery to make things. Every machine needs oil in order to run easily. Even a small clock or watch
needs a little oil from time to time.
The engines of many machines use oil fuels petrol, kerosene or diesel. Cars, buses, trucks, tractors, and small aircraft use
petroleum chemicals: synthetic rubber, plastics, synthetic fiber materials for clothes and for the home, paints, materials which
help to stop rust, photographic materials, soap and cleaning materials (detergents), drugs, fertilizers for farms and gardens, food
containers, and may others.
In 1900 the world’s oil production was less than 2 million tons a year. Today the oil industry is one of the world’s largest
and most important suppliers of raw materials.
In the fragment “All the problems of the now are forever shaped by the experiences of a then” (l.18-19), the words “now” and “then” can be replaced respectively by here and there without effecting changes in the meaning and the grammatical correction of the passage.
Sometimes it looks like the IT revolution has moved on and left many IS researchers [ADVERB].
For example, according to Nokia, the next generation of computers will be in your pocket. About 1.3 billion mobile phones are sold each year, compared to only 300 million personal computers. An increasing number of these phones come with full-blown operating systems that let users access, organize, and use much more information than older handhelds. The mobile software market may soon exceed the current software market for computers, and a wide variety of information systems will rise on top of all the new software. However, only a relatively small percentage of IS research focuses on the mobile revolution.
Actually, many IS programs in business colleges seem impervious to the wake-up call that information schools provide. Rather, they continue to offer curricula that reflect the past rather than look toward the future. Little wonder that students, whose degrees are based on a very limited number of traditional courses in one area of study, often fail to meet their employers' expectations. With little integration across disciplines to prepare students for the complex problems they will face, organizations
find it necessary to further educate those whom they hire or go abroad to seek appropriate employees with a wider range of skills and knowledge.
(Adapted from
http://www.computer.org/cms/Computer.org/ComputingNow/hom
epage/2009/1009/rW_CO_ISInnovation.pdf)
4 complexity of the problem is intrinsically linked with overarching societal issues, such as poverty reduction, economic development and population growth
7 After a decade of work on integrating Earth- and satellite-based observing networks, thereby establishing new observation methods that have made a tremendous impact on
10 the way climate change and physical oceanic variability is measured, scientists are once again exploring uncharted waters and looking to set a new course for the future at the
13 OceanObs'09 Conference in Venice, Italy on September 21-25. Ten years ago — at the first conference for a comprehensive ocean observing system — scientists envisioned measuring
16 satellite altimetry of sea-surface height with tide gauges and buoy measurements in order to forecast ocean currents. They brainstormed methods for monitoring changes in temperature
19 and salinity in the Southern Ocean and the South Atlantic which had never been systematically monitored. They also drew up a plan for implementing a global array of temperature
22 and salinity floats that would profile the water column down to a depth of 2,000 meters in real time. The initiatives launched at that conference a decade ago have since provided data that
25 fed the International Panel on Climate Change (IPCC) assessments of human influence on climate change, improved seasonal forecasts crucial for agriculture, hydropower, and
28 storm prediction and provided information invaluable to the lives and safety of mariners. Internet: (adapted).
4 level rise, increased temperatures), both current and predicted, will intersect with society and economies and the potentially significant environmental and human impacts that will result.
7 Of emerging interest are the potential impacts of climate change on the enjoyment of human rights and wellbeing. Weather and environmental degradation have, as one of
10 multiple stressors, threatened lives and livelihoods throughout history, but what makes this interaction more relevant today is the growing evidence that greenhouse gases (GHG) emissions
13 have contributed and will continue to contribute to long-term or permanent changes to our ecosystems and landscapes and will increase the frequency and severity of extreme events. This
16 amplifies existing social risks and vulnerabilities and will therefore increase the pressures faced by many disadvantaged individuals and populations in Canada and abroad.
19 On January 15 2009, the United Nations High Commissioner for Human Rights (UNHCHR) released a study on climate change and human rights in response to UN
22 Resolution 7/23 in which signatories expressed concern “that climate change poses an immediate and far-reaching threat to people and communities around the world and has implications
25 for the full enjoyment of human rights.” Internet: (adapted)
Harry McCracken, PC World
Monday, October 19, 2009 10:00 AM PDT
Reading about a new operating system can tell you only so much about it: After all, Windows Vista had far more features than XP, [CONJUNCTION] fell far short of it in the eyes of many users. To judge an OS accurately, you have to live with it. Over the past ten months, I've spent a substantial percentage of my computing life in Windows 7, starting with a preliminary version and culminating in recent weeks with the final Release to Manufacturing edition. I've run it on systems ranging from an underpowered Asus EeePC 1000HE netbook to a potent HP TouchSmart all-in-one. And I've used it to do real work, not lab routines. Usually, I've run the OS in multiboot configurations with Windows Vista and/or XP, so I've had a choice each time I turned the computer on: [MODAL] I opt for Windows 7 or an
older version of the OS? The call has been easy to make, because Win 7 is so pleasant to use.
So why wouldn't you want to run this operating system? Concern over its performance is one logical reason, especially since early versions of Windows Vista managed to turn PCs that ran XP with ease into lethargic underperformers. The PC World Test Center's speed benchmarks on five test PCs showed Windows 7 to be faster than Vista, but only by a little; I've found it to be reasonably quick on every computer I've used it on - even the Asus netbook, once I upgraded it to 2GB of RAM. (Our lab tried Win 7 on a Lenovo S10 netbook with 1GB of RAM and found it to be a shade slower than XP; for details see "Windows 7 Performance Tests.").
Here's a rule of thumb that errs on the side of caution: If your PC's specs qualify it to run Vista, get Windows 7; if they don't, avoid it. Microsoft's official hardware configuration requirements for Windows 7 are nearly identical to those it recommends for Windows Vista: a 1-GHz CPU, 1GB of RAM,
16GB of free disk space, and a DirectX 9-compatible graphics device with a WDDM 1.0 or higher driver. That's for the 32-bit version of Windows 7; the 64-bit version of the OS requires a 64-bit CPU, 2GB of RAM, and 20GB of disk space.
Fear of incompatible hardware and software is another understandable reason to be wary of Windows 7. One unfortunate law of operating-system upgrades - which applies equally to Macs and to Windows PCs - is that they will break some systems and applications, especially at first.
Under the hood, Windows 7 isn't radically different from Vista. That's a plus, since it should greatly reduce the volume of difficulties relating to drivers and apps compared to Vista's bumpy rollout. I have performed a half-dozen Windows 7 upgrades, and most of them went off without a hitch. The
gnarliest problem arose when I had to track down a graphics driver for Dell's XPS M1330 laptop on my own - Windows 7 installed a generic VGA driver that couldn't run the Aero user interface, and as a result failed to support new Windows 7 features such as thumbnail views in the Taskbar.
The best way to reduce your odds of running into a showstopping problem with Windows 7 is to bide your time. When the new operating system arrives on October 22, sit back and let the earliest adopters discover the worst snafus. Within a few weeks, Microsoft and other software and hardware companies will have fixed most of them, and your chances of a happy migration to Win 7 will be much higher. If you want to be really conservative, hold off on moving to Win 7 until you're ready to buy a PC that's designed to run it well.
Waiting a bit before making the leap makes sense; waiting forever does not. Microsoft took far too long to come up with a satisfactory replacement for Windows XP. But whether you choose to install Windows 7 on your current systems or get it on the next new PC you buy, you'll find that it's the unassuming, thoroughly practical upgrade you've been waiting for ? flaws and all.
(Adapted from http://www.pcworld.com/article/172602/windows_7_revi...)
For your protection, please read these safety
instructions completely before operating the appliance, and
keep this manual for future reference.
Carefully observe all warnings, precautions and
instructions on the appliance, or the one described in the
operating instructions and adhere to them.
POWER SOURCES - This set should be operated
only from the type of power source indicated on the marking
label. If you are not sure of the type of electrical power supplied
to your home, consult your dealer or local power company. For
those sets designed to operate from battery power, or other
sources, refer to the operating instructions.
OBJECTAND LIQUID ENTRY - Never push objects
of any kind into the set through openings as they may touch
dangerous voltage points or short out parts that could result in
a fire or electric shock. Never spill liquid of any kind on the set.
ATTACHMENTS - Do not use attachments not
recommended by the manufacturer, as they may cause
hazards.
CLEANING - Unplug the set from the wall outlet
before cleaning or polishing it. Do not use liquid cleaners or
aerosol cleaners. Use a cloth lightly dampened with water for
cleaning the exterior of the set.
OVERLOADING - Do not overload wall outlets,
extension cords or convenience receptacles beyond their
capacity, since this can result in fire or electric shock.
ACCESSORIES - Do not place the set on an
unstable cart, stand, tripod, bracket, or table. The set may
fall, causing serious injury to a child or an adult, and serious
damage to the set. Use only a cart stand tripod, bracket, or
table recommended by the manufacturer.
WATER AND MOISTURE - Do not use power-line
operated sets near water - for example, near a bathtub,
washbowl, kitchen sink, or laundry tub, in a wet basement, or
near a swimming pool, etc.
SERVICING - Do not attempt to service the set
yourself as opening or removing covers may expose you to
dangerous voltage or other hazards. Refer all servicing to
qualified service personnel.
SAFETY CHECK - Upon completion of any service
or repairs to the set, as the service technician to perform
routine safety checks (as specified by the manufacturer) to
determine that the set is in safe operating condition.
(Adapted from SONY manual - Sony Corporation - 2000 - Printed in Japan).
Business Week - December 5, 2007
by Jennifer Fishbein
It seems like everywhere you turn these days, a new
high-speed train is whisking more passengers across longer
distances faster than ever before. A [NOUN] to Paris from
London is quicker than flying; Japanese bullet trains traverse the
320 miles from Tokyo to Osaka in two and a half hours; and
magnetic levitating trains in Shanghai cut through the city at 268
miles per hour. But while high-speed trains may grab all the
glamour, the more mundane business of subway construction is
what's driving the biggest growth for transportation companies.
Indeed, the world is seeing an unprecedented boom in new
subways and expansion to existing systems. Thanks to surging
economic growth and urban populations, demand for subways is
soaring in China and India. Lots of other places around the
world also are building new lines, from Dubai to Santo Domingo,
capital of the Dominican Republic. And many European and
American cities ? including even such improbable locales as Los
Angeles and Phoenix ? have caught the transit bug.
Problem-Solving and Prestige
Some cities build out of necessity. Rising prosperity
prompted Dubai residents to buy so many cars that they realized
they could [ADVERB] longer drive these cars because they
were stuck in traffic. Others are keen on the environmental
benefits of metros, which produce far less pollution and
encourage drivers to leave cars at home. Some places, mainly
in the Middle East, are looking to diversify their oil-dependent
economies. And others, to be honest, are chasing an urban
status symbol. Building a metro won't turn any old town into
Paris or London, but it does tell the world that you've arrived.
"You have in some cases a prestige issue, which is more
the case in young cities in need of an image," says Jean-Noël
Debroise, vice-president for product and strategy at Alstom
(ALSO.PA), the French transport company that has built a
quarter of the world's metros.
Rennes is an example of the new trend. The city of about
212,000 people in northwestern France was looking to raise its profile when it installed a metro in 2002. It raised the bar by
opting for a driverless system made by Siemens ? just like the
shiny new No. 14 line in Paris ? protecting passengers from the
French penchant for transit strikes. Turin, Italy, did the same to
help win its bid for the 2006 Winter Olympics; its driverless
system opened just before the games. Even the Spanish island
of Mallorca inaugurated a short metro line in April in hopes of
luring even more tourists to its capital, Palma. Alas, it closed
indefinitely in September due to flooding, amid charges of
mismanagement.
A Boon for Transit Builders
The world's three largest metro manufacturers, Montrealbased
Bombardier (BBDB.TO), Alstom, and Munich-based
Siemens (SI) report high demand for mass transit, including
tramways and light-rail systems that run both under and
[PREPOSITION] ground. The global subway market was worth
9.3 billion dollars in 2005 and is projected to grow at a rate of
2.7% per year until 2015, according to a 2007 study by the
European Railway Industry Assn. Subway lines [TO BUILD] or
extended in 20 European cities and five Middle Eastern ones,
and dozens of towns are constructing light-rail systems, reports
the Brussels-based International Association of Public
Transport.
The size of a city determines its need for a metro system.
Cities of a few million people ? or those anticipating huge
population growth ? really can't do without a mass transit
system. But cities of one or two million inhabitants can choose
between a subway and a surface tramway, which costs far less
but also runs more slowly. [CONJUNCTION] funding is an issue,
cities usually will spring for a subway, says Debroise. "The
tramway has a very old image of the 19th century, with horses in
the streets," he says.
(Adapted from http://www.businessweek.com/globalbiz/
content/dec2007/gb2007125_600001.htm?chan=top+news_
top+news+index_global+business)
Business Week - December 5, 2007
by Jennifer Fishbein
It seems like everywhere you turn these days, a new
high-speed train is whisking more passengers across longer
distances faster than ever before. A [NOUN] to Paris from
London is quicker than flying; Japanese bullet trains traverse the
320 miles from Tokyo to Osaka in two and a half hours; and
magnetic levitating trains in Shanghai cut through the city at 268
miles per hour. But while high-speed trains may grab all the
glamour, the more mundane business of subway construction is
what's driving the biggest growth for transportation companies.
Indeed, the world is seeing an unprecedented boom in new
subways and expansion to existing systems. Thanks to surging
economic growth and urban populations, demand for subways is
soaring in China and India. Lots of other places around the
world also are building new lines, from Dubai to Santo Domingo,
capital of the Dominican Republic. And many European and
American cities ? including even such improbable locales as Los
Angeles and Phoenix ? have caught the transit bug.
Problem-Solving and Prestige
Some cities build out of necessity. Rising prosperity
prompted Dubai residents to buy so many cars that they realized
they could [ADVERB] longer drive these cars because they
were stuck in traffic. Others are keen on the environmental
benefits of metros, which produce far less pollution and
encourage drivers to leave cars at home. Some places, mainly
in the Middle East, are looking to diversify their oil-dependent
economies. And others, to be honest, are chasing an urban
status symbol. Building a metro won't turn any old town into
Paris or London, but it does tell the world that you've arrived.
"You have in some cases a prestige issue, which is more
the case in young cities in need of an image," says Jean-Noël
Debroise, vice-president for product and strategy at Alstom
(ALSO.PA), the French transport company that has built a
quarter of the world's metros.
Rennes is an example of the new trend. The city of about
212,000 people in northwestern France was looking to raise its profile when it installed a metro in 2002. It raised the bar by
opting for a driverless system made by Siemens ? just like the
shiny new No. 14 line in Paris ? protecting passengers from the
French penchant for transit strikes. Turin, Italy, did the same to
help win its bid for the 2006 Winter Olympics; its driverless
system opened just before the games. Even the Spanish island
of Mallorca inaugurated a short metro line in April in hopes of
luring even more tourists to its capital, Palma. Alas, it closed
indefinitely in September due to flooding, amid charges of
mismanagement.
A Boon for Transit Builders
The world's three largest metro manufacturers, Montrealbased
Bombardier (BBDB.TO), Alstom, and Munich-based
Siemens (SI) report high demand for mass transit, including
tramways and light-rail systems that run both under and
[PREPOSITION] ground. The global subway market was worth
9.3 billion dollars in 2005 and is projected to grow at a rate of
2.7% per year until 2015, according to a 2007 study by the
European Railway Industry Assn. Subway lines [TO BUILD] or
extended in 20 European cities and five Middle Eastern ones,
and dozens of towns are constructing light-rail systems, reports
the Brussels-based International Association of Public
Transport.
The size of a city determines its need for a metro system.
Cities of a few million people ? or those anticipating huge
population growth ? really can't do without a mass transit
system. But cities of one or two million inhabitants can choose
between a subway and a surface tramway, which costs far less
but also runs more slowly. [CONJUNCTION] funding is an issue,
cities usually will spring for a subway, says Debroise. "The
tramway has a very old image of the 19th century, with horses in
the streets," he says.
(Adapted from http://www.businessweek.com/globalbiz/
content/dec2007/gb2007125_600001.htm?chan=top+news_
top+news+index_global+business)
e gramaticalmente corretos.
as designers, sometimes they demur. "Designer? I can't even
draw a stick figure!" But you don't need to. Whether you know it
or not, you're already a designer.
Every time librarians create a bookmark, decide to house
a collection in a new spot, or figure out how a new service
might work, they're making design decisions. This is what I like
to call design by neglect or unintentional design. Whether library
employees wear name tags is a design decision. The length of
loan periods and whether or not you charge fines is a design
decision. Anytime you choose how people will interact with your
library, you're making a design decision. All of these decisions
add up to create an experience, good or bad, for your patrons.
When we are mindful of our roles as library experience
designers, we can make more informed design choices. This
awareness can provide better experiences for our patrons and
demonstrate that we care about them.
Really. People will notice, [CONJUNCTION] not
necessarily consciously, if we [VERB] the time to think about
them when we're developing our services. The secret here is not
to think of library patrons, users, or customers: we need to think
of people. We need to consider their lives and what they're trying
to accomplish. This act, which can only be done by cultivating
the skill of empathy, is the most important ? and perhaps the
most difficult ? part of user experience design.
(Adapted from
http://www.libraryjournal.com/article/CA6713142.html?nid=2673
&source=title&rid=1105906703)
Posted on Friday March 27th, 2009 by Jebediah Reed
To give some sense of the pace of public works
construction in China, the city of Guangzhou is planning to open
83 miles of new subway lines by the end of next year.
Meanwhile, New York ? a city of about the same size ? has
been playing around with the 1.7-mile Second Avenue line for
decades now. China also builds subways rather cheaply ? $100
million per mile versus $ 2.4 billion per mile in the Big Apple.
Not surprisingly, projects there are more aggressive in all
respects: there are 60 tunnel boring machines operating in
Guangzhou, while only one is slated for the Second Avenue
project; workers put in five 12-hour shifts a week (and if they
don't like it, they can go pound glacial till); and seizing property
is a breeze.
An article in the Business section of today's NY Times
(Clash of Subways and Car Culture in Chinese Cities by Keith
Bradsher) [VERB] a smart look at the forces at play as China
goes on a transit infrastructure spending spree while it
simultaneously becomes evermore sprawling and car-centric.
Here's one interesting passage, [CONJUNCTION] the
story is worth reading in its entirety:
Western mass transit experts applaud China for investing
billions in systems that will put less stress on the environment
and on cities. But they warn that other Chinese policies, like
allowing real estate developers to build sprawling new suburbs,
undermine the benefits of the mass transit boom.
Mr. Chan Shao Zhang , a 67-year-old engineer in charge
of the works in Guangzhou, defended Guangzhou's combination
of cars and subways, saying that the city built a subway line to a new Toyota assembly plant to help employees and suppliers
reach it.
Subways have been most competitive in cities like New
York that have high prices for parking, and tolls for bridges and
tunnels, discouraging car use. Few Chinese cities have been
willing to follow suit, other than Shanghai, which charges a fee of
several thousand dollars for each license plate.
The cost and physical limitations of subways have
discouraged most cities from building new ones. For instance,
only Tokyo has a subway system that carries more people than
its buses. The buses are cheaper and able to serve far more
streets but move more slowly, pollute more and contribute to
traffic congestion.
China has reason to worry. It surpassed the United
States in total vehicle sales for the first time in January, although
the United States remained slightly ahead in car sales. But in
February, China overtook the United States in both, in part
because the global downturn has hurt auto sales much more in
the United States than in China.
There are many countervaling forces ..X.. China has
passed its own stimulus package and the government is eager
to put people to work, create economic activity, and build
modern infrastructure. The Guangzhou project is part of major
national transit buildout. But the nation's cities are also sprawling
beasts, and in that sense, more suited to cars than trains. Not
shockingly, many Chinese prefer the former.
(Adapted from http://www.infrastructurist.com/2009/03/27/-
building-a-subway-is-96-percent-cheaper-in-china/)
Posted on Friday March 27th, 2009 by Jebediah Reed
To give some sense of the pace of public works
construction in China, the city of Guangzhou is planning to open
83 miles of new subway lines by the end of next year.
Meanwhile, New York ? a city of about the same size ? has
been playing around with the 1.7-mile Second Avenue line for
decades now. China also builds subways rather cheaply ? $100
million per mile versus $ 2.4 billion per mile in the Big Apple.
Not surprisingly, projects there are more aggressive in all
respects: there are 60 tunnel boring machines operating in
Guangzhou, while only one is slated for the Second Avenue
project; workers put in five 12-hour shifts a week (and if they
don't like it, they can go pound glacial till); and seizing property
is a breeze.
An article in the Business section of today's NY Times
(Clash of Subways and Car Culture in Chinese Cities by Keith
Bradsher) [VERB] a smart look at the forces at play as China
goes on a transit infrastructure spending spree while it
simultaneously becomes evermore sprawling and car-centric.
Here's one interesting passage, [CONJUNCTION] the
story is worth reading in its entirety:
Western mass transit experts applaud China for investing
billions in systems that will put less stress on the environment
and on cities. But they warn that other Chinese policies, like
allowing real estate developers to build sprawling new suburbs,
undermine the benefits of the mass transit boom.
Mr. Chan Shao Zhang , a 67-year-old engineer in charge
of the works in Guangzhou, defended Guangzhou's combination
of cars and subways, saying that the city built a subway line to a new Toyota assembly plant to help employees and suppliers
reach it.
Subways have been most competitive in cities like New
York that have high prices for parking, and tolls for bridges and
tunnels, discouraging car use. Few Chinese cities have been
willing to follow suit, other than Shanghai, which charges a fee of
several thousand dollars for each license plate.
The cost and physical limitations of subways have
discouraged most cities from building new ones. For instance,
only Tokyo has a subway system that carries more people than
its buses. The buses are cheaper and able to serve far more
streets but move more slowly, pollute more and contribute to
traffic congestion.
China has reason to worry. It surpassed the United
States in total vehicle sales for the first time in January, although
the United States remained slightly ahead in car sales. But in
February, China overtook the United States in both, in part
because the global downturn has hurt auto sales much more in
the United States than in China.
There are many countervaling forces ..X.. China has
passed its own stimulus package and the government is eager
to put people to work, create economic activity, and build
modern infrastructure. The Guangzhou project is part of major
national transit buildout. But the nation's cities are also sprawling
beasts, and in that sense, more suited to cars than trains. Not
shockingly, many Chinese prefer the former.
(Adapted from http://www.infrastructurist.com/2009/03/27/-
building-a-subway-is-96-percent-cheaper-in-china/)
Your answers to questions 33 to 37 must be based
on the text below, which is entitled "Young, liberal
and in command":
Young, liberal and in command
Source: www.economist.co.uk
April 16, 2004 (Adapted)
On Thursday April 15th, the challengers won a
crucial battle in their bid to overturn South Korea's
conservative, elitist and business-driven political
system. . (1) the country's voters . (1.1) able to
choose their leaders freely since the late 1980s, many
of them, especially younger ones, still consider their
brand of democracy to be corrupt, outdated and unfair.
Many of the discontented admit . (2) enjoyed the
comforts that decades of market-friendly policies and
high growth have delivered. But they resent the . (3)
and . (3.1) dominance of giant family-controlled
business conglomerates, known as chaebol. Their
feelings towards the United States, a crucial ally, range
from ambivalent to hostile, and they would rather . (4)
with North Korean threats by placating its prickly regime
than by standing up to it. And now, they have convinced
mainstream voters to let them . (5) the country for the
next four years.
Analyze the following grammatical alternatives in order
to choose the appropriate one to fill in each of the
numbered gaps: