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TEXT I
Breaking the habit: From oiloholics to e-totallers
What changes in driving habits and improved batteries might do to oil demand
It has been a bad couple of years for those hoping for the death of driving. In America, where cars are an important part of the national psyche, a decade ago people had suddenly started to drive less, which had not happened since the oil shocks of the 1970s. Academics started to talk excitedly about “peak driving”, offering explanations such as urbanisation, ageing baby-boomers, car-shy millennials, ride-sharing apps such as Uber and even the distraction of Facebook.
Yet the causes may have been more prosaic: a combination of higher petrol prices and lower incomes in the wake of the 2008-09 financial crisis. Since the drop in oil prices in 2014, and a recovery in employment, the number of vehicle-miles travelled has rebounded, and sales of trucks and SUVs, which are less fuel-efficient than cars, have hit record highs.
This sensitivity to prices and incomes is important for global oil demand. More than half the world’s oil is used for transport, and of that, 46% goes into passenger cars. But the response to lower prices has been partially offset by dramatic improvements in fuel efficiency in America and elsewhere, thanks to standards like America’s Corporate Average Fuel Economy (CAFE), the EU’s rules on CO2 emissions and those in place in China since 2012.
The IEA says that such measures cut oil consumption in 2015 by a whopping 2.3m b/d. This is particularly impressive because interest in fuel efficiency usually wanes when prices are low. If best practice were applied to all the world’s vehicles, the savings would be 4.3m b/d, roughly equivalent to the crude output of Canada. This helps explain why some forecasters think demand for petrol may peak within the next 10-15 years even if the world’s vehicle fleet keeps growing.
Occo Roelofsen of McKinsey, a consultancy, goes further. He reckons that thanks to the decline in the use of oil in light vehicles, total consumption of liquid fuels will begin to fall within a decade, and that in the next few decades driving will be shaken up by electric vehicles (EVs), self-driving cars and car-sharing. […]
(Dated Nov 24th, 2016. From https://www.economist.com/news/specialreport/21710635-what-changes-driving-habits-and-improved-batteries-might-dooil-demand-coming. Accessed July 18th, 2017)
The word “offset” in “has been partially offset” means:
TEXT I
Breaking the habit: From oiloholics to e-totallers
What changes in driving habits and improved batteries might do to oil demand
It has been a bad couple of years for those hoping for the death of driving. In America, where cars are an important part of the national psyche, a decade ago people had suddenly started to drive less, which had not happened since the oil shocks of the 1970s. Academics started to talk excitedly about “peak driving”, offering explanations such as urbanisation, ageing baby-boomers, car-shy millennials, ride-sharing apps such as Uber and even the distraction of Facebook.
Yet the causes may have been more prosaic: a combination of higher petrol prices and lower incomes in the wake of the 2008-09 financial crisis. Since the drop in oil prices in 2014, and a recovery in employment, the number of vehicle-miles travelled has rebounded, and sales of trucks and SUVs, which are less fuel-efficient than cars, have hit record highs.
This sensitivity to prices and incomes is important for global oil demand. More than half the world’s oil is used for transport, and of that, 46% goes into passenger cars. But the response to lower prices has been partially offset by dramatic improvements in fuel efficiency in America and elsewhere, thanks to standards like America’s Corporate Average Fuel Economy (CAFE), the EU’s rules on CO2 emissions and those in place in China since 2012.
The IEA says that such measures cut oil consumption in 2015 by a whopping 2.3m b/d. This is particularly impressive because interest in fuel efficiency usually wanes when prices are low. If best practice were applied to all the world’s vehicles, the savings would be 4.3m b/d, roughly equivalent to the crude output of Canada. This helps explain why some forecasters think demand for petrol may peak within the next 10-15 years even if the world’s vehicle fleet keeps growing.
Occo Roelofsen of McKinsey, a consultancy, goes further. He reckons that thanks to the decline in the use of oil in light vehicles, total consumption of liquid fuels will begin to fall within a decade, and that in the next few decades driving will be shaken up by electric vehicles (EVs), self-driving cars and car-sharing. […]
(Dated Nov 24th, 2016. From https://www.economist.com/news/specialreport/21710635-what-changes-driving-habits-and-improved-batteries-might-dooil-demand-coming. Accessed July 18th, 2017)
The use of “yet” in the opening of the second paragraph indicates that the author will provide a(n):
TEXT I
Breaking the habit: From oiloholics to e-totallers
What changes in driving habits and improved batteries might do to oil demand
It has been a bad couple of years for those hoping for the death of driving. In America, where cars are an important part of the national psyche, a decade ago people had suddenly started to drive less, which had not happened since the oil shocks of the 1970s. Academics started to talk excitedly about “peak driving”, offering explanations such as urbanisation, ageing baby-boomers, car-shy millennials, ride-sharing apps such as Uber and even the distraction of Facebook.
Yet the causes may have been more prosaic: a combination of higher petrol prices and lower incomes in the wake of the 2008-09 financial crisis. Since the drop in oil prices in 2014, and a recovery in employment, the number of vehicle-miles travelled has rebounded, and sales of trucks and SUVs, which are less fuel-efficient than cars, have hit record highs.
This sensitivity to prices and incomes is important for global oil demand. More than half the world’s oil is used for transport, and of that, 46% goes into passenger cars. But the response to lower prices has been partially offset by dramatic improvements in fuel efficiency in America and elsewhere, thanks to standards like America’s Corporate Average Fuel Economy (CAFE), the EU’s rules on CO2 emissions and those in place in China since 2012.
The IEA says that such measures cut oil consumption in 2015 by a whopping 2.3m b/d. This is particularly impressive because interest in fuel efficiency usually wanes when prices are low. If best practice were applied to all the world’s vehicles, the savings would be 4.3m b/d, roughly equivalent to the crude output of Canada. This helps explain why some forecasters think demand for petrol may peak within the next 10-15 years even if the world’s vehicle fleet keeps growing.
Occo Roelofsen of McKinsey, a consultancy, goes further. He reckons that thanks to the decline in the use of oil in light vehicles, total consumption of liquid fuels will begin to fall within a decade, and that in the next few decades driving will be shaken up by electric vehicles (EVs), self-driving cars and car-sharing. […]
(Dated Nov 24th, 2016. From https://www.economist.com/news/specialreport/21710635-what-changes-driving-habits-and-improved-batteries-might-dooil-demand-coming. Accessed July 18th, 2017)
In the first paragraph, one of the reasons provided for the fact that driving was reduced in America a decade ago is:
TEXT I
Breaking the habit: From oiloholics to e-totallers
What changes in driving habits and improved batteries might do to oil demand
It has been a bad couple of years for those hoping for the death of driving. In America, where cars are an important part of the national psyche, a decade ago people had suddenly started to drive less, which had not happened since the oil shocks of the 1970s. Academics started to talk excitedly about “peak driving”, offering explanations such as urbanisation, ageing baby-boomers, car-shy millennials, ride-sharing apps such as Uber and even the distraction of Facebook.
Yet the causes may have been more prosaic: a combination of higher petrol prices and lower incomes in the wake of the 2008-09 financial crisis. Since the drop in oil prices in 2014, and a recovery in employment, the number of vehicle-miles travelled has rebounded, and sales of trucks and SUVs, which are less fuel-efficient than cars, have hit record highs.
This sensitivity to prices and incomes is important for global oil demand. More than half the world’s oil is used for transport, and of that, 46% goes into passenger cars. But the response to lower prices has been partially offset by dramatic improvements in fuel efficiency in America and elsewhere, thanks to standards like America’s Corporate Average Fuel Economy (CAFE), the EU’s rules on CO2 emissions and those in place in China since 2012.
The IEA says that such measures cut oil consumption in 2015 by a whopping 2.3m b/d. This is particularly impressive because interest in fuel efficiency usually wanes when prices are low. If best practice were applied to all the world’s vehicles, the savings would be 4.3m b/d, roughly equivalent to the crude output of Canada. This helps explain why some forecasters think demand for petrol may peak within the next 10-15 years even if the world’s vehicle fleet keeps growing.
Occo Roelofsen of McKinsey, a consultancy, goes further. He reckons that thanks to the decline in the use of oil in light vehicles, total consumption of liquid fuels will begin to fall within a decade, and that in the next few decades driving will be shaken up by electric vehicles (EVs), self-driving cars and car-sharing. […]
(Dated Nov 24th, 2016. From https://www.economist.com/news/specialreport/21710635-what-changes-driving-habits-and-improved-batteries-might-dooil-demand-coming. Accessed July 18th, 2017)
The title of Text I implies a(n):
“Se pudéssemos conhecer a história secreta de nossos inimigos, encontraríamos na vida de cada um deles uma história de tristezas e sofrimentos suficientes para desarmar qualquer hostilidade”. (Longfellow)
No pensamento de Longfellow citado na questão anterior há um conjunto de elementos que podem ser trocados de posição sem alteração de sentido; a troca que provoca mudança no significado original é:
“Se pudéssemos conhecer a história secreta de nossos inimigos, encontraríamos na vida de cada um deles uma história de tristezas e sofrimentos suficientes para desarmar qualquer hostilidade”. (Longfellow)
O segmento de oração reduzida “para desarmar qualquer hostilidade” pode ser corretamente nominalizado da seguinte forma:
“Quando me desespero, lembro-me que por toda a história, a verdade e o amor sempre vencem. Existiram assassinos e tiranos e, por um tempo, eles pareceram invencíveis. Mas, no fim, eles sempre caíram. Penso nisso, sempre”. (Gandhi)
Sobre o emprego das vírgulas nesse pensamento de Gandhi, a única afirmativa verdadeira é:
Observe a charge abaixo:
O humor dessa charge se estrutura a partir da:
Ao dizer que Tiradentes “deve estar dando voltas no túmulo”, o chargista se refere:
Nessa mesma charge, o chargista escreve ao lado de sua assinatura a seguinte frase: “Nani que colou os membros de Tiradentes”. Essa frase:
Observe a charge abaixo:
A charge critica o aumento exagerado de impostos; para a força da crítica o chargista apela para um conjunto de elementos linguísticos e visuais, EXCETO:
“Fazem-nos modernamente constituições para os povos como se fariam vestidos para as pessoas sem lhes tomar as medidas”. (Marquês de Maricá)
A oração “sem lhes tomar as medidas”, no pensamento do Marquês de Maricá, poderia ser reescrita corretamente na seguinte forma:
“Fazem-nos modernamente constituições para os povos como se fariam vestidos para as pessoas sem lhes tomar as medidas”. (Marquês de Maricá)
A afirmação correta sobre os componentes desse pensamento do Marquês de Maricá é:
“Fazem-nos modernamente constituições para os povos como se fariam vestidos para as pessoas sem lhes tomar as medidas”. (Marquês de Maricá)
O alvo preferencial do Marquês de Maricá, nesse pensamento, é:
Se colocássemos a expressão “comigo mesmo” no plural, a forma correta seria:
“Sou tão competitivo que, se não houver concorrente, disputo comigo mesmo”. (Marcelo Apovian)
Nesse pensamento, a conjunção ‘que’ tem valor de:
“Antes da morte não beatifiques ninguém, pois em seu fim é que se conhece o homem”. (Eclesiastes II, 28)
Se colocássemos a forma verbal ‘Não beatifiques’ na forma positiva, a forma adequada do verbo seria:
O seguinte pensamento seria motivo de queixa das feministas:
O filósofo Francis Bacon disse certa vez: “Foi muito bem pensado, por parte de Esopo: ‘A mosca pousou no eixo da roda da carruagem e disse: “Quanta poeira eu levanto!”
O fabulista Esopo e o filósofo Francis Bacon condenam, nesse texto:
“Um verdadeiro gastrônomo deveria estar sempre pronto para comer, assim como um soldado deveria estar sempre pronto para lutar”.
O termo ‘gastrônomo’ significa “aquele que segue as leis do estômago”, já que o radical ‘gastro’ significava “estômago” na língua grega. Em todas as palavras abaixo está presente o segundo elemento ‘onomo’, com valor de “princípio, lei, normas”. Assinale o vocábulo abaixo, todos de uso corrente, que mostra significado EQUIVOCADO:
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