Questões de Inglês - Advérbios e conjunções | Adverbs and conjunctions para Concurso
Foram encontradas 517 questões
Ano: 2010
Banca:
FCC
Órgão:
METRÔ-SP
Provas:
FCC - 2010 - METRÔ-SP - Engenheiro Júnior - Engenharia Elétrica
|
FCC - 2010 - METRÔ-SP - Engenheiro Eletrônico |
Q74908
Inglês
Texto associado
Subways: The New Urban Status Symbol
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)
The word that best replaces [CONJUNCTION] in the text is
Ano: 2010
Banca:
FCC
Órgão:
METRÔ-SP
Provas:
FCC - 2010 - METRÔ-SP - Engenheiro Júnior - Engenharia Elétrica
|
FCC - 2010 - METRÔ-SP - Engenheiro Eletrônico |
Q74905
Inglês
Texto associado
Subways: The New Urban Status Symbol
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)
The word that best replaces [ADVERB] in the text is
Ano: 2010
Banca:
CESPE / CEBRASPE
Órgão:
MPU
Prova:
CESPE - 2010 - MPU - Analista de Informática - Banco de Dados |
Q70326
Inglês
Texto associado
Julgue se os itens a seguir, escritos em língua inglesa, estão técnica
e gramaticalmente corretos.
e gramaticalmente corretos.
User can have privilege to update, delete and insert data; while none of them can be revoked when needed.
Ano: 2010
Banca:
CESGRANRIO
Órgão:
ELETROBRAS
Provas:
CESGRANRIO - 2010 - ELETROBRAS - Administrador
|
CESGRANRIO - 2010 - ELETROBRAS - Analista de Sistemas - Suporte Basis SAP R3 |
CESGRANRIO - 2010 - ELETROBRÁS - Analista de Sistemas Júnior - Infra-Estrutura |
CESGRANRIO - 2010 - ELETROBRAS - Analista de Sistemas Júnior - Engenharia de Software |
CESGRANRIO - 2010 - ELETROBRÁS - Economista |
CESGRANRIO - 2010 - ELETROBRÁS - Analista de Sistemas - FUNCIONAL SAP-ERP |
CESGRANRIO - 2010 - ELETROBRAS - Engenheiro Eletricista |
CESGRANRIO - 2010 - ELETROBRAS - Analista de Sistemas Júnior - Processos de Negócios |
Q61850
Inglês
In "By 2030, when Earth's population will likely top 8 billion," (lines 9-10), "will likely" means the same as
Ano: 2010
Banca:
FCC
Órgão:
AL-SP
Prova:
FCC - 2010 - AL-SP - Agente Técnico Legislativo Especializado - Biblioteconomia |
Q58104
Inglês
Texto associado
When I talk with librarians about thinking of themselves
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)
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)
Which is the only conjunction whose meaning does NOT allow it to replace [CONJUNCTION]?
Ano: 2010
Banca:
FCC
Órgão:
METRÔ-SP
Provas:
FCC - 2010 - METRÔ-SP - Analista Treinee - Psicologia
|
FCC - 2010 - METRÔ-SP - Analista - Tecnologia da Informação |
FCC - 2010 - METRÔ-SP - Analista - Arquitetura |
FCC - 2010 - METRÔ-SP - Advogado |
FCC - 2010 - METRÔ-SP - Analista Treinee - Economia |
Q56007
Inglês
Texto associado
Subways
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/)
The word that correctly replaces [CONJUNCTION] in the text is
Ano: 2010
Banca:
FCC
Órgão:
METRÔ-SP
Provas:
FCC - 2010 - METRÔ-SP - Analista Treinee - Psicologia
|
FCC - 2010 - METRÔ-SP - Analista - Tecnologia da Informação |
FCC - 2010 - METRÔ-SP - Analista - Arquitetura |
FCC - 2010 - METRÔ-SP - Advogado |
FCC - 2010 - METRÔ-SP - Analista Treinee - Economia |
Q56004
Inglês
Texto associado
Subways
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/)
The underlined word there, in the 2nd paragraph, refers to
Q3170
Inglês
Texto associado
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:
Gaps no.3 and no.3.1:
Ano: 2023
Banca:
BRB
Órgão:
Prefeitura de Borda da Mata - MG
Prova:
BRB - 2023 - Prefeitura de Borda da Mata - MG - Professor II -Inglês |
Q2113353
Inglês
Which sentence uses "too" correctly to indicate excess?
Ano: 2023
Banca:
Avança SP
Órgão:
Prefeitura de Americana - SP
Prova:
Avança SP - 2023 - Prefeitura de Americana - SP - Professor de Educação Básica 2 - Inglês |
Q2066031
Inglês
Complete as frases corretamente com never, ever, already ou yet:
The boss has ____ talked about the salary. Have the girls bought appropriate clothes ____? Have you ____ been to Brazil? I have ____ visited Berlin.
The boss has ____ talked about the salary. Have the girls bought appropriate clothes ____? Have you ____ been to Brazil? I have ____ visited Berlin.
Ano: 2020
Banca:
EDUCA
Órgão:
Prefeitura de Cabedelo - PB
Prova:
EDUCA - 2020 - Prefeitura de Cabedelo - PB - Professor de Educação Básica II - Inglês |
Q1721767
Inglês
Texto associado
Answer the question according to the text
bellow
THE CREATIVE BRAIN IS WIRED
DIFFERENTLY
Scientists studying brain scans of people who were
asked to come up with inventive uses for everyday
objects found a specific pattern of connectivity that
correlated with the most creative responses.
Researchers were then able to use that pattern to
predict how creative other people's responses would
be based on their connections in this network. The
study is described in a January 15 (2018) paper
published in the Proceedings of the National
Academy of Sciences.
"What this shows is that the creative brain is wired
differently," said Roger Beaty, a Post-Doctoral
Fellow in Psychology and the first author of the
study. "People who are more creative can
simultaneously engage brain networks that don't
typically work together. We also used predictive
modeling to show we could predict, with some
degree of accuracy, how creative people's ideas
were (based on brain scans) that had already been
published." Beaty and colleagues reanalyzed brain
data from previous studies and found that, by simply
measuring the strength of connections in these
peoples' brain networks, they could estimate how
original their ideas would be.
While the data showed that regions across the brain
were involved in creative thought, Beaty said the
evidence pointed to three subnetworks -- the default
mode network, the salience network and the
executive control network -- that appear to play key
roles in creative thought.
The default mode network, he said, is involved in
memory and mental simulation, so the theory is that
it plays an important role in processes like mindwandering, imagination, and spontaneous thinking.
"In terms of creativity, we think that's important for
brainstorming," Beaty said. "But you're not always
going to stumble onto the most creative idea that
way, because you might be drawn to something
unoriginal from memory, so that's when these other
networks come online."
The salience network, he said, detects important
information, both in the environment and internally.
When it comes to creativity, researchers believe it
may be responsible for sorting through the ideas that
emerge from the default mode network.
Lastly, Beaty said, the executive control network
works to help people keep their focus on useful
ideas while discarding those that aren't working.
"It's the synchrony between these systems that
seems to be important for creativity," Beaty said.
"People who think more flexibly and come up with
more creative ideas are better able to engage these
networks that don't typically work together and
bring these systems online."
To identify the brain network involved in creativity,
Beaty and colleagues recruited a total of 163
volunteers, and used functional magnetic resonance
imaging (FMRI) technology to scan their brains as
they tried to conceive of creative ideas for everyday
objects, like a brick or a knife or a rope.
The team then trained "raters" to review the
responses from participants and evaluate how
creative their ideas were.
"Creativity is typically defined as the ability to come
up with new and useful ideas," Beaty said. "We
correlated the connectivity strength in this network while they were thinking creatively with the quality
of their responses."
Based on the results of that test, Beaty and
colleagues developed a predictive model and tested
against brain scan data collected for earlier studies
on creativity.
"We used already-published data. we found that
based on how strong the connections are in this
network, we could guess pretty accurately how
creative you're going to be on a task," Beaty said.
Ultimately, Beaty said he hopes the study dispels
some myths about creativity and where it comes
from.
"One thing I hope this study does is dispel the myth
of left versus right brain in creative thinking," he
said. "This is a whole-brain endeavor."
It's also not clear that this can't be modified with
some kind of training. "It's not something where you
have it or you don't," he added. "Creativity is
complex, and we're only scratching the surface here,
so there's much more work that's needed."
Adapted from: Harvard University. Roger E. Beaty, Yoed N. Kenett,
Alexander P. Christensen, Monica D. Rosenberg, Mathias Benedek,
Qunlin Chen, Andreas Fink, Jiang Qiu, Thomas R. Kwapil, Michael J.
Kane, Paul J. Silvia, 2018, accessed in February 2020.
The words: BRAINSTORMING, MIGHT,
FLEXIBLY, WHILE, ENDEAVOR, that
appear in the text are grammatically and
respectively used as:
Ano: 2008
Banca:
CONSULPLAN
Órgão:
CODEVASF
Prova:
CONSULPLAN - 2008 - CODEVASF - Secretário Executivo |
Q1659572
Inglês
Texto associado
City hall braces for busy marriage day
If love is all you need, you’ll want for nothing in New York Thursday.
The folks who hand out marriage licenses are bracing for what could be their busiest day ever as Valentine’s Day romantics head to the aisle.
“When we are really busy, we have a second chapel we can open,” said First Deputy City Clerk Michael McSweeney. “We are preparing to do that. We’re expecting a lot of couples.”
City Hall’s unofficial record of 318 weddings on that date was set on Valentine’s Day 2002 - also on a Thursday.
And love is definitely in the air Thursday.
Melanie and Joseph Castine married on Valentine’s Day 10 years ago. Today, they’re renewing their vows in the same venue - the Empire State Building.
The couple, who recently moved from Roosevelt Island to Philadelphia, won a letter-writing competition with Brides.com to become one of 14 pairs tying the knot in the iconic building.
“Valentine’s Day is just the perfect day to do it,” said Melanie Castine, who, with her hubby, has been at the skyscraper every year to mark their anniversary.
“Everywhere you go in Manhattan, you can see the Empire State Building. It’s a constant reminder of our marriage. We call it our chapel in the sky.”
Meanwhile, love is being put on ice at one of the city’s most romantic spots.
Rockefeller Center is preparing to clear its rink at 8 p.m for a skater planning to get down on one knee for a surprise engagement.
“It’s a big surprise for her, but we’re sure it’s going to be extremely romantic,” a rink spokeswoman said.
(Available from: http://www.nydailynews.com/news/2008/02/14/2008-02-14 city hall braces for busy marriage day-1.html cited: 14 Feb. 2008)
The word “meanwhile”, in bold in the text, can be classified as:
Ano: 2017
Banca:
FUNDATEC
Órgão:
BRDE
Provas:
FUNDATEC - 2017 - BRDE - Analista de Projetos - Área Econômico - Financeira
|
FUNDATEC - 2017 - BRDE - Analista de Projetos - Engenharia |
FUNDATEC - 2017 - BRDE - Analista de Projetos - Agronomia |
Q817407
Inglês
Mark the alternative that can
replace the word ‘overall’ (l. 08).
Ano: 2016
Banca:
IF-PE
Órgão:
IF-PE
Prova:
IF-PE - 2016 - IF-PE - Professor - Linguagens, Códigos e suas Tecnologias - (Opção 109) |
Q810016
Inglês
Texto associado
Read TEXT 3 and answer question.
TEXT 3
THE PAPERLESS CLASSROOM IS COMING
Michael Scherer
Back-to-school night this year in Mr. G’s sixth-grade classroom felt a bit like an inquisition.
Teacher Matthew Gudenius, a boyish, 36-year-old computer whiz who runs his class like a preteen tech startup, had prepared 26 PowerPoint slides filled with facts and footnotes to deflect the concerns of parents. But time was short, the worries were many, and it didn’t take long for the venting to begin.
“I like a paper book. I don’t like an e-book,” one father told him, as about 30 adults squeezed into a room for 22 students. Another dad said he could no longer help his son with homework because all the assignments were online. “I’m now kind of taking out of the routine.”, he complained. Rushing to finish, Gudenius passed a slide about the debate over teaching cursive, mumbling, “We don’t care about handwriting.” In a flash a mother objected: “Yeah, we do.”
At issue was far more than penmanship. The future of K-12 education is arriving fast, and it looks a lot like Mr. G’s classroom in the northern foothills of California’s wine country. Last year, President Obama announced a federal effort to get a laptop, tablet or smartphone into the hands of every student in every school in the U.S. and to pipe in enough bandwidth to get all 49.8 million American kids online simultaneously by 2017. Bulky textbooks will be replaced by flat screens. Worksheets will be stored in the cloud, not clunky Trapper Keepers. The Dewey decimal system will give way to Google. “This one is a big, big deal,” says Secretary of Education Arne Duncan.
It’s a deal Gudenius has been working to realize for years. He doesn’t just teach a computer on every student’s desk; he also tries to do it without any paper at all, saving, by his own estimate, 46,800 sheets a year, or about four trees. The paperless learning environment, while not the goals of most fledgling programs, represents the ultimate result of technology transforming classroom.
Gudenius started teaching as a computer-lab instructor, seeing students for just a few hours each month. That much time is still the norm for most kids. American schools have about 3.6 students for every classroom computing device, according to Education Market Research, and only 1 in 5 school buildings has the wiring to get all students online at once. But Gudenius always saw computers as a tool, not a subject. “We don’t have a paper-and-pencil lab, he says. When you are learning to be a mechanic, you don’t go to a wrench lab.”
Ask his students if they prefer the digital to the tree-based technology and everyone will say yes. It is not unusual for kids to groan when the bell rings because they don’t want to leave their work, which is often done in ways that were impossible just a few years ago. Instead of telling his students to show their work when they do an algebra equation, Gudenius asks them to create and narrate a video about the process, which can then be shown in class. History lessons are enlivened by brief videos that run on individual tablets. And spelling, grammar and vocabulary exercises have the feel of a game, with each student working at his own speed, until Gudenius – who tracks the kids’ progress on a smartphone – gives commands like “Spin it” to let the kids know to flip the screens of their devices around so that he can see their work and begin the next lesson.
Source: TIME- How to Eat Now. Education: The Paperless Classroom is Coming, p. 36-37; October 20, 2014
The word “and” in “Teacher Matthew Gudenius, a boyish, 36-year-old computer whiz who runs
his class like a preteen tech startup, had prepared 26 PowerPoint slides filled with facts and
footnotes to deflect the concerns of parents.” (paragraph 1), can only be replaced by
Ano: 2013
Banca:
CESPE / CEBRASPE
Órgão:
SEFAZ-ES
Prova:
CESPE - 2013 - SEFAZ-ES - Auditor Fiscal da Receita Estadual |
Q353185
Inglês
The conjuction “While” (l.18) means
Q55462
Inglês
Texto associado
Read the book review below and answer questions 7,
8, 9 and 10.
YOUTH PROLONGED: OLD AGE POSTPONED
by Robert Weale (King's College London, UK)
What exactly is human ageing? Can it be slowed down?
These questions have puzzled scientists and laymen alike
for generations, and continue to do so today. The author
addresses these thought-provoking issues by challenging
pre-conceived notions of age-perception, age-acceptance
and inter-age relations. Pertinent matters of age-related
communication are dealt with, and the reader is treated to
a grand tour of the latest theories of ageing, age-related
biological changes and age-related diseases, such as
Alzheimer's Disease. Here, the author's expertise in agerelated
eye diseases truly comes into its own.
Weale's unique work not only underlines important
genetic and avoidable risk factors but gives ample
consideration to possible consequences stemming from
different early lifestyles. Readers will re-consider their
ideas of what it means to age, and gain a better
understanding of what can and cannot slow down the
process of ageing.
Fonte: http://www.worldscibooks.com/ December, 2009.
8, 9 and 10.
YOUTH PROLONGED: OLD AGE POSTPONED
by Robert Weale (King's College London, UK)
What exactly is human ageing? Can it be slowed down?
These questions have puzzled scientists and laymen alike
for generations, and continue to do so today. The author
addresses these thought-provoking issues by challenging
pre-conceived notions of age-perception, age-acceptance
and inter-age relations. Pertinent matters of age-related
communication are dealt with, and the reader is treated to
a grand tour of the latest theories of ageing, age-related
biological changes and age-related diseases, such as
Alzheimer's Disease. Here, the author's expertise in agerelated
eye diseases truly comes into its own.
Weale's unique work not only underlines important
genetic and avoidable risk factors but gives ample
consideration to possible consequences stemming from
different early lifestyles. Readers will re-consider their
ideas of what it means to age, and gain a better
understanding of what can and cannot slow down the
process of ageing.
Fonte: http://www.worldscibooks.com/ December, 2009.
The adverb "truly" in line 6 of the first paragraph of the book review modifies the verb "comes". Adverbs in English usually end in -ly, however, there are exceptions. Choose from the list below the word that is not an adverb.
Ano: 2010
Banca:
FCC
Órgão:
TRT - 20ª REGIÃO (SE)
Prova:
FCC - 2010 - TRT - 20ª REGIÃO (SE) - Técnico Judiciário - Tecnologia da Informação |
Q39577
Inglês
Texto associado
Windows 7 gets the basics right. Here's what you need to know
about the new OS.
Harry McCracken, PC World
Monday, October 19, 2009 2:00 pM
The Windows experience occurs mainly in its Taskbar ?
especially in the Start menu and System Tray. Vista gave the
Start menu a welcome redesign; in Windows 7, the Taskbar and
the System Tray get a thorough makeover.
Windows 7's revamped Taskbar introduces several new
features and gives users much more control over how it looks.
The new Taskbar replaces the old small icons and text
labels for running apps with larger, unlabeled icons. If you can
keep the icons straight, the new design painlessly reduces
Taskbar clutter. If you don't like it, you can shrink the icons
and/or bring the labels back.
In the past, you could get one-click access to programs
by dragging their icons to the Quick Launch toolbar. Windows 7
eliminates Quick Launch and folds its capabilities into the
Taskbar. Drag an app's icon from the Start menu or desktop to
the Taskbar, and Windows will pin it there, so you can launch
the program without rummaging around in the Start menu. You
can also organize icons in the Taskbar by moving them to new
positions.
To indicate that a particular application on the Taskbar is
running, Windows draws a subtle box around its icon ?
subtle, in fact, that figuring out [CONJUNCTION] the app is
running can take a moment, especially if its icon sits between
two icons for running apps.
In Windows Vista, hovering the mouse pointer over an
application's Taskbar icon produces a thumbnail window view
known as a Live Preview. But when you have multiple windows
open, you see only one preview at a time. Windows 7's version of this feature is slicker and more efficient: Hover the pointer on
an icon, and thumbnails of the app's windows glide into position
above the Taskbar, so you can quickly find the one you're
looking for. (The process would be even simpler if the
thumbnails were larger and easier to decipher.)
Also new in Windows 7's Taskbar is a feature called
Jump Lists. These menus resemble the context-sensitive ones
you get when you right-click within various Windows
applications, except that you don't have to be inside an app to
use them. Internet Explorer 8's Jump List, for example, lets you
open the browser and load a fresh tab, initiate an InPrivate
stealth browsing session, or go directly to any of eight frequently
visited Web pages. Non-Microsoft apps can offer Jump Lists,
too, if their developers follow the guidelines for creating
them.
Other Windows 7 interface adjustments are minor, yet so
sensible that you may wonder why Windows didn't include them
all along. Shove a window into the left or right edge of the
screen and it'll expand to fill half of your desktop. Nudge another
into the opposite edge of the screen, and it'll expand to occupy
the other half. That makes comparing two windows' contents
easy. If you nudge a window into the top of the screen, it will
maximize to occupy all of the display's real estate.
(Adapted from
http://www.pcworld.com/article/172602/windows_7_review.html)
about the new OS.
Harry McCracken, PC World
Monday, October 19, 2009 2:00 pM
The Windows experience occurs mainly in its Taskbar ?
especially in the Start menu and System Tray. Vista gave the
Start menu a welcome redesign; in Windows 7, the Taskbar and
the System Tray get a thorough makeover.
Windows 7's revamped Taskbar introduces several new
features and gives users much more control over how it looks.
The new Taskbar replaces the old small icons and text
labels for running apps with larger, unlabeled icons. If you can
keep the icons straight, the new design painlessly reduces
Taskbar clutter. If you don't like it, you can shrink the icons
and/or bring the labels back.
In the past, you could get one-click access to programs
by dragging their icons to the Quick Launch toolbar. Windows 7
eliminates Quick Launch and folds its capabilities into the
Taskbar. Drag an app's icon from the Start menu or desktop to
the Taskbar, and Windows will pin it there, so you can launch
the program without rummaging around in the Start menu. You
can also organize icons in the Taskbar by moving them to new
positions.
To indicate that a particular application on the Taskbar is
running, Windows draws a subtle box around its icon ?
subtle, in fact, that figuring out [CONJUNCTION] the app is
running can take a moment, especially if its icon sits between
two icons for running apps.
In Windows Vista, hovering the mouse pointer over an
application's Taskbar icon produces a thumbnail window view
known as a Live Preview. But when you have multiple windows
open, you see only one preview at a time. Windows 7's version of this feature is slicker and more efficient: Hover the pointer on
an icon, and thumbnails of the app's windows glide into position
above the Taskbar, so you can quickly find the one you're
looking for. (The process would be even simpler if the
thumbnails were larger and easier to decipher.)
Also new in Windows 7's Taskbar is a feature called
Jump Lists. These menus resemble the context-sensitive ones
you get when you right-click within various Windows
applications, except that you don't have to be inside an app to
use them. Internet Explorer 8's Jump List, for example, lets you
open the browser and load a fresh tab, initiate an InPrivate
stealth browsing session, or go directly to any of eight frequently
visited Web pages. Non-Microsoft apps can offer Jump Lists,
too, if their developers follow the guidelines for creating
them.
Other Windows 7 interface adjustments are minor, yet so
sensible that you may wonder why Windows didn't include them
all along. Shove a window into the left or right edge of the
screen and it'll expand to fill half of your desktop. Nudge another
into the opposite edge of the screen, and it'll expand to occupy
the other half. That makes comparing two windows' contents
easy. If you nudge a window into the top of the screen, it will
maximize to occupy all of the display's real estate.
(Adapted from
http://www.pcworld.com/article/172602/windows_7_review.html)
A palavra que preenche corretamente a lacuna [CONJUNCTION] é
Conheça nossos planos