Questões de Concurso
Sobre sinônimos | synonyms em inglês
Foram encontradas 1.301 questões
Q77851
Inglês
Texto associado
Para responder às questões de números 32 a 45, considere o texto abaixo.
A synonym for taking over from in the text is
Q77847
Inglês
Texto associado
Para responder às questões de números 26 a 31, considere o texto abaixo.
A synonym for Instead in the above text is
Ano: 2010
Banca:
CESGRANRIO
Órgão:
EPE
Provas:
CESGRANRIO - 2010 - EPE - Advogado
|
CESGRANRIO - 2010 - EPE - Analista de Gestão Corporativa - Administração Geral |
CESGRANRIO - 2010 - EPE - Analista de Gestão Corporativa - Contabilidade |
CESGRANRIO - 2010 - EPE - Analista de Gestão Corporativa - Recursos Humanos |
CESGRANRIO - 2010 - EPE - Analista de Gestão Corporativa - Tecnologia da Informação |
CESGRANRIO - 2010 - EPE - Analista de Pesquisa Energética - Economia de Energia |
CESGRANRIO - 2010 - EPE - Analista de Pesquisa Energética - Gás e Bioenergia |
CESGRANRIO - 2010 - EPE - Analista de Pesquisa Energética - Meio Ambiente - Análises Ambientais |
CESGRANRIO - 2010 - EPE - Analista de Pesquisa Energética - Meio Ambiente - Ecologia |
CESGRANRIO - 2010 - EPE - Analista de Pesquisa Energética - Meio Ambiente - Geoprocessamento |
CESGRANRIO - 2010 - EPE - Analista de Pesquisa Energética - Meio Ambiente - Recursos Hídricos |
CESGRANRIO - 2010 - EPE - Analista de Pesquisa Energética - Petróleo - Abastecimento |
CESGRANRIO - 2010 - EPE - Analista de Pesquisa Energética - Petróleo - Exploração |
CESGRANRIO - 2010 - EPE - Analista de Pesquisa Energética - Meio Ambiente - Socioeconomia |
CESGRANRIO - 2010 - EPE - Analista de Pesquisa Energética - Planejamento da Geração de Energia |
CESGRANRIO - 2010 - EPE - Analista de Pesquisa Energética - Transmissão de Energia |
CESGRANRIO - 2010 - EPE - Analista de Pesquisa Energética - Recursos Energéticos |
CESGRANRIO - 2010 - EPE - Analista de Pesquisa Energética - Projetos da Geração de Energia |
Q74952
Inglês
Based on the meanings of the words taken from Text 1, the relationship in each pair is defined as
Ano: 2010
Banca:
FCC
Órgão:
METRÔ-SP
Provas:
FCC - 2010 - METRÔ-SP - Engenheiro Júnior - Engenharia Elétrica
|
FCC - 2010 - METRÔ-SP - Engenheiro Eletrônico |
Q74909
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)
A synonym for soaring, as it is used in the text, is
Ano: 2010
Banca:
CESGRANRIO
Órgão:
BNDES
Prova:
CESGRANRIO - 2010 - BNDES - Técnico Administrativo |
Q73966
Inglês
Based on the meanings in the text,
Ano: 2010
Banca:
FCC
Órgão:
AL-SP
Prova:
FCC - 2010 - AL-SP - Agente Legislativo de Serviços Técnicos e Administrativos - Processamento de Dados |
Q71777
Inglês
Texto associado
Security: UAC Gets Tolerable
Let's talk about User Account Control ? the Windows
Vista security element that was a prominent example for
everything that bothered people about that OS. UAC aimed to
prevent rogue software from tampering with your PC by
endlessly prompting you to approve running applications or
changing settings. The experience was so grating that many
users preferred to turn UAC [PARTICLE] and [VERB] their
chances with Internet attackers. Those who left it active risked
slipping into the habit of incautiously clicking through every
prompt, defeating whatever value the feature might have had.
Whereas Vista's notorious User Account Control gave
users no control over the feature other than to turn it off,
Windows 7's version of UAC lets users choose from two
intermediate notification levels between 'Always notify' and
'Never notify'.
Windows 7 gives you control over UAC, in the form of a
slider containing four security settings. As before, you can
accept the full-blown UAC or elect to disable it. But you can also
tell UAC to notify you only when software changes Windows
settings, not when you're tweaking them yourself. And you can
instruct it not to perform the abrupt screen-dimming effect that
Vista's version uses to grab your attention.
If Microsoft had its druthers, all Windows 7 users [TO
USE] UAC in full-tilt mode: The slider that you use to ratchet
back its severity advises you not to do so if you routinely install
new software or visit unfamiliar sites, and it warns that disabling
the dimming effect is "Not recommended."
, Redmond: I
have every intention of recommending the intermediate settings
to most people who ask me for advice, since those settings
retain most of UAC's theoretical value without driving users
bonkers.
(Adapted from
http://www.pcworld.com/article/172602/windows_7_review.html)
Let's talk about User Account Control ? the Windows
Vista security element that was a prominent example for
everything that bothered people about that OS. UAC aimed to
prevent rogue software from tampering with your PC by
endlessly prompting you to approve running applications or
changing settings. The experience was so grating that many
users preferred to turn UAC [PARTICLE] and [VERB] their
chances with Internet attackers. Those who left it active risked
slipping into the habit of incautiously clicking through every
prompt, defeating whatever value the feature might have had.
Whereas Vista's notorious User Account Control gave
users no control over the feature other than to turn it off,
Windows 7's version of UAC lets users choose from two
intermediate notification levels between 'Always notify' and
'Never notify'.
Windows 7 gives you control over UAC, in the form of a
slider containing four security settings. As before, you can
accept the full-blown UAC or elect to disable it. But you can also
tell UAC to notify you only when software changes Windows
settings, not when you're tweaking them yourself. And you can
instruct it not to perform the abrupt screen-dimming effect that
Vista's version uses to grab your attention.
If Microsoft had its druthers, all Windows 7 users [TO
USE] UAC in full-tilt mode: The slider that you use to ratchet
back its severity advises you not to do so if you routinely install
new software or visit unfamiliar sites, and it warns that disabling
the dimming effect is "Not recommended."
, Redmond: Ihave every intention of recommending the intermediate settings
to most people who ask me for advice, since those settings
retain most of UAC's theoretical value without driving users
bonkers.
(Adapted from
http://www.pcworld.com/article/172602/windows_7_review.html)
A synonym for grating, as it is used in the text, is
Ano: 2010
Banca:
CESGRANRIO
Órgão:
BNDES
Provas:
CESGRANRIO - 2010 - BNDES - Analista de Sistemas - Suporte
|
CESGRANRIO - 2010 - BNDES - Arquiteto |
CESGRANRIO - 2010 - BNDES - Arquivista |
CESGRANRIO - 2010 - BNDES - Advogado |
Q71383
Inglês
In the fragments ".their first plan fails to catch on." (line 17) and "How can you break through to a business model." (line 41), the expressions "catch on" and "break through to" mean, respectively,
Q68060
Inglês
Based on the meanings in the text, the two items are synonymous in
Q68058
Inglês
In the fragment "Moreover, it is hard to call this measure drastic or radical:" (lines 20-21), moreover can be substituted by
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 |
Q61853
Inglês
Based on the meanings in the text, the two items are synonymous in
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:
CESPE / CEBRASPE
Órgão:
TCU
Prova:
CESPE - 2010 - TCU - Auditor Federal de Controle Externo - Tecnologia da Informação - Parte I |
Q61548
Inglês
Texto associado
Based on the text above, judge the following items.
Based on the text above, judge the following items.
In line 27, "unaccountable" is the same as innumerable.
Ano: 2010
Banca:
CESGRANRIO
Órgão:
Petrobras
Provas:
CESGRANRIO - 2010 - Petrobras - Advogado - Júnior
|
CESGRANRIO - 2010 - Petrobras - Economista - Biocombustível |
CESGRANRIO - 2010 - Petrobras - Contador - Biocombustível |
CESGRANRIO - 2010 - Petrobras - Administrador - Biocombustível |
CESGRANRIO - 2010 - Petrobras - Assistente Social Júnior - Biocombustível |
CESGRANRIO - 2010 - Petrobras - Analista Ambiental - Biocombustível |
CESGRANRIO - 2010 - Petrobras - Enfermeiro do Trabalho Júnior - Biocombustível |
CESGRANRIO - 2010 - Petrobras - Analista de Comercialização e Logística Júnior - Biocombustível |
CESGRANRIO - 2010 - Petrobras - Engenheiro Agrônomo - Biocombustível |
CESGRANRIO - 2010 - Petrobras - Engenheiro Agrícola - Júnior - Biocombustível |
CESGRANRIO - 2010 - Petrobras - Engenheiro de Produção - Biocombustível |
CESGRANRIO - 2010 - Petrobras - Engenheiro de Segurança - Biocombustível |
CESGRANRIO - 2010 - Petrobras - Médico do Trabalho - Biocombustível |
CESGRANRIO - 2010 - Petrobras - Comunicação Social (Bacharelado) - Jornalismo |
CESGRANRIO - 2010 - Petrobras - Engenheiro de Equipamento Júnior - Mecânica - Biocombustível |
CESGRANRIO - 2010 - Petrobras - Engenheiro de Processamento Júnior - Biocombustível |
Q60948
Inglês
Based on the meanings of the words in the text, it can be said tha
Ano: 2010
Banca:
FCC
Órgão:
AL-SP
Prova:
FCC - 2010 - AL-SP - Agente Técnico Legislativo Especializado - Biblioteconomia |
Q58106
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)
A synonym for figure out, as it is used in the text, is
Ano: 2010
Banca:
FCC
Órgão:
AL-SP
Prova:
FCC - 2010 - AL-SP - Agente Técnico Legislativo Especializado - Biblioteconomia |
Q58105
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 correct alternative to replace [VERB]?
Ano: 2009
Banca:
VUNESP
Órgão:
CETESB
Provas:
VUNESP - 2009 - CETESB - Advogado
|
VUNESP - 2009 - CETESB - Analista Administrativo |
VUNESP - 2009 - CETESB - Analista de Tecnologia da Informação - Banco de Dados |
VUNESP - 2009 - CETESB - Analista de TI - Analista de Suporte |
VUNESP - 2009 - CETESB - Analista - Educação Ambiental - Bibliotecário |
VUNESP - 2009 - CETESB - Analista de TI - Administração de Dados |
VUNESP - 2009 - CETESB - Analista de TI - Sistemas |
VUNESP - 2009 - CETESB - Analista de redes e comunicação de dados |
VUNESP - 2009 - CETESB - Analista Administrativo - Recursos Humanos - Pessoal |
VUNESP - 2009 - CETESB - Engenheiro Civil |
VUNESP - 2009 - CETESB - Engenheiro Eletricista |
VUNESP - 2009 - CETESB - Analista Administrativo - Econômico-Financeiro |
VUNESP - 2009 - CETESB - Analista - Educação Ambiental - Recursos Humanos - Serviço Social |
VUNESP - 2009 - CETESB - Analista Ambiental - Engenheiro Ambiental |
VUNESP - 2009 - CETESB - Arquiteto |
Q57897
Inglês
The terms hammer out in - This December representatives from around the world will meet in Copenhagen under U.N. auspices to hammer out a new agreement for reducing greenhouse gas emissions and taking other measures to tackle climate change. - mean
Ano: 2008
Banca:
ESAF
Órgão:
MPO
Prova:
ESAF - 2008 - MPOG - Especialista em Políticas Públicas e Gestão Governamental - Provas 1 e 2 |
Q56584
Inglês
The author says that the Latin Americans "were preening themselves over the vigour of their own economies." In other words, they were
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 |
Q56005
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/)
A synonym for a breeze, as it is used in the 2nd paragraph of the text, is
Q55456
Inglês
Texto associado
Answer questions 11, 12 and 13 based on the
newspaper article below.
Lessons in using the internet safely are set to
become a compulsory part of the curriculum for
primary school children in England from 2011.
The lessons are one element of a new government
strategy being unveiled called "Click Clever, Click Safe".
Children will also be encouraged to follow an online
"Green Cross Code" and block and report inappropriate
content.
"We must ensure that this virtual world is safe for our
children just as we try to ensure that the real world is,"
said Prime Minister Gordon Brown at the launch of the
campaign.
"The internet is a wonderful and powerful tool that is
changing the way we learn and the way we stay in touch,"
he added, "but unfortunately there are risks from those
intent on exploiting its benefits."
Fonte: http://news.bbc.co.uk/ December, 2009.
newspaper article below.
Lessons in using the internet safely are set to
become a compulsory part of the curriculum for
primary school children in England from 2011.
The lessons are one element of a new government
strategy being unveiled called "Click Clever, Click Safe".
Children will also be encouraged to follow an online
"Green Cross Code" and block and report inappropriate
content.
"We must ensure that this virtual world is safe for our
children just as we try to ensure that the real world is,"
said Prime Minister Gordon Brown at the launch of the
campaign.
"The internet is a wonderful and powerful tool that is
changing the way we learn and the way we stay in touch,"
he added, "but unfortunately there are risks from those
intent on exploiting its benefits."
Fonte: http://news.bbc.co.uk/ December, 2009.
The sentence "Lessons in using the internet safely" could be appropriately replaced by:
Conheça nossos planos