Questões de Concurso Comentadas sobre inglês
Foram encontradas 19.377 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 |
Q74907
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 correct verb form for [TO BUILD] 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 |
Q74906
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 [PREPOSITION] 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:
FCC
Órgão:
METRÔ-SP
Provas:
FCC - 2010 - METRÔ-SP - Engenheiro Júnior - Engenharia Elétrica
|
FCC - 2010 - METRÔ-SP - Engenheiro Eletrônico |
Q74904
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 [NOUN] in the text is
Ano: 2010
Banca:
FCC
Órgão:
AL-SP
Prova:
FCC - 2010 - AL-SP - Agente Legislativo de Serviços Técnicos e Administrativos - Processamento de Dados |
Q71782
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)
Qual a alternativa que melhor preenche a lacuna 
?
?
Ano: 2010
Banca:
FCC
Órgão:
AL-SP
Prova:
FCC - 2010 - AL-SP - Agente Legislativo de Serviços Técnicos e Administrativos - Processamento de Dados |
Q71781
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 forma correta de [TO USE] no texto é
Ano: 2010
Banca:
FCC
Órgão:
AL-SP
Prova:
FCC - 2010 - AL-SP - Agente Legislativo de Serviços Técnicos e Administrativos - Processamento de Dados |
Q71778
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 palavra que substitui corretamente a lacuna [PARTICLE] é
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 |
Q71386
Inglês
The pair of expressions that express opposing ideas 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:
CESPE / CEBRASPE
Órgão:
MPU
Provas:
CESPE - 2010 - MPU - Analista de Informática - Banco de Dados
|
CESPE - 2010 - MPU - Analista de Informática - Desenvolvimento de Sistemas |
Q70324
Inglês
Texto associado
Julgue se os itens a seguir, escritos em língua inglesa, estão técnica
e gramaticalmente corretos.
e gramaticalmente corretos.
Whenever a new release of a software package is announced, the organization needs to buy it immediately for its own safe.
Ano: 2010
Banca:
CESPE / CEBRASPE
Órgão:
MPU
Provas:
CESPE - 2010 - MPU - Analista de Informática - Banco de Dados
|
CESPE - 2010 - MPU - Analista de Informática - Desenvolvimento de Sistemas |
Q70323
Inglês
Texto associado
Julgue se os itens a seguir, escritos em língua inglesa, estão técnica
e gramaticalmente corretos.
e gramaticalmente corretos.
Information technology people know the importance of periodical backup to make possible to restore non important information.
Ano: 2010
Banca:
CESPE / CEBRASPE
Órgão:
MPU
Provas:
CESPE - 2010 - MPU - Analista de Informática - Banco de Dados
|
CESPE - 2010 - MPU - Analista de Informática - Desenvolvimento de Sistemas |
Q70322
Inglês
Texto associado
Julgue se os itens a seguir, escritos em língua inglesa, estão técnica
e gramaticalmente corretos.
e gramaticalmente corretos.
An attribute is a special characteristic related to an entity, but not to an object.
Ano: 2010
Banca:
CESPE / CEBRASPE
Órgão:
MPU
Provas:
CESPE - 2010 - MPU - Analista de Informática - Banco de Dados
|
CESPE - 2010 - MPU - Analista de Informática - Desenvolvimento de Sistemas |
Q70321
Inglês
Texto associado
Julgue se os itens a seguir, escritos em língua inglesa, estão técnica
e gramaticalmente corretos.
e gramaticalmente corretos.
A middleware system is one that serves as interface between other systems, so we could say that a translator program works like a middleware.
Ano: 2010
Banca:
CESPE / CEBRASPE
Órgão:
MPU
Prova:
CESPE - 2010 - MPU - Analista de Informática - Banco de Dados |
Q70320
Inglês
Texto associado
Julgue se os itens a seguir, escritos em língua inglesa, estão técnica
e gramaticalmente corretos.
e gramaticalmente corretos.
An important constraint on the entities of an entity type is the key attribute, that means that an entity type has an attribute that opens the entity uniquely.
Ano: 2010
Banca:
FCC
Órgão:
BAHIAGÁS
Provas:
FCC - 2010 - BAHIAGÁS - Analista de Processos Organizacionais - Contabilidade
|
FCC - 2010 - BAHIAGÁS - Analista de Processos Organizacionais - Direito |
FCC - 2010 - BAHIAGÁS - Analista de Processos Organizacionais - Administração |
FCC - 2010 - BAHIAGÁS - Analista de Processos Organizacionais - Engenharia |
FCC - 2010 - BAHIAGÁS - Analista de Processos Organizacionais - Economia |
FCC - 2010 - BAHIAGÁS - Analista de Processos Organizacionais - Análise de Sistemas |
Q66595
Inglês
Texto associado
Tuesday 23 February 2010
OFGEM'S DECISION AGAINST NATIONAL GRID'S
METERING CASE IS FURTHER ENDORSED BY THE
COURT OF APPEAL
Ofgem welcomes today's Court of Appeal ruling that
National Grid breached the law and acted anti-competitively in
the domestic gas metering market, endorsing Ofgem's April
2008 findings.
Today's ruling fully endorses the substance of Ofgem's
case, that the multi-million pound contracts struck by National
Grid with suppliers in 2002 when the metering market was
opened to competition harmed new entrants' ability to compete
and acted against consumers' interests.
The effect of the Court of Appeal's ruling is that suppliers
will be free to renegotiate the terms of contracts with National
Grid Gas, and it opens the door to claims for damages against
National Grid by competing meter operators, as the competition
law regime allows.
Welcoming today's ruling, Ofgem's Chairman Lord Mogg
said "We welcome the Court of Appeal's endorsement of
Ofgem's decision. This confirms that National Grid breached the
law and acted anti-competitively. It is a victory for consumers
and strikes a firm blow in favour of new and competing entrants
in Britain's energy market. Today's ruling shows that energy
companies who hold and abuse positions of market dominance
will face the full force of regulatory action and the law."
Today's ruling follows an earlier decision in April 2009 in
favour of Ofgem by the Competition Appeal Tribunal.
OFGEM'S DECISION AGAINST NATIONAL GRID'S
METERING CASE IS FURTHER ENDORSED BY THE
COURT OF APPEAL
Ofgem welcomes today's Court of Appeal ruling that
National Grid breached the law and acted anti-competitively in
the domestic gas metering market, endorsing Ofgem's April
2008 findings.
Today's ruling fully endorses the substance of Ofgem's
case, that the multi-million pound contracts struck by National
Grid with suppliers in 2002 when the metering market was
opened to competition harmed new entrants' ability to compete
and acted against consumers' interests.
The effect of the Court of Appeal's ruling is that suppliers
will be free to renegotiate the terms of contracts with National
Grid Gas, and it opens the door to claims for damages against
National Grid by competing meter operators, as the competition
law regime allows.
Welcoming today's ruling, Ofgem's Chairman Lord Mogg
said "We welcome the Court of Appeal's endorsement of
Ofgem's decision. This confirms that National Grid breached the
law and acted anti-competitively. It is a victory for consumers
and strikes a firm blow in favour of new and competing entrants
in Britain's energy market. Today's ruling shows that energy
companies who hold and abuse positions of market dominance
will face the full force of regulatory action and the law."
Today's ruling follows an earlier decision in April 2009 in
favour of Ofgem by the Competition Appeal Tribunal.
Infere-se do texto que
Ano: 2010
Banca:
FCC
Órgão:
BAHIAGÁS
Provas:
FCC - 2010 - BAHIAGÁS - Analista de Processos Organizacionais - Contabilidade
|
FCC - 2010 - BAHIAGÁS - Analista de Processos Organizacionais - Direito |
FCC - 2010 - BAHIAGÁS - Analista de Processos Organizacionais - Administração |
FCC - 2010 - BAHIAGÁS - Analista de Processos Organizacionais - Engenharia |
FCC - 2010 - BAHIAGÁS - Analista de Processos Organizacionais - Economia |
FCC - 2010 - BAHIAGÁS - Analista de Processos Organizacionais - Análise de Sistemas |
Q66594
Inglês
Texto associado
Tuesday 23 February 2010
OFGEM'S DECISION AGAINST NATIONAL GRID'S
METERING CASE IS FURTHER ENDORSED BY THE
COURT OF APPEAL
Ofgem welcomes today's Court of Appeal ruling that
National Grid breached the law and acted anti-competitively in
the domestic gas metering market, endorsing Ofgem's April
2008 findings.
Today's ruling fully endorses the substance of Ofgem's
case, that the multi-million pound contracts struck by National
Grid with suppliers in 2002 when the metering market was
opened to competition harmed new entrants' ability to compete
and acted against consumers' interests.
The effect of the Court of Appeal's ruling is that suppliers
will be free to renegotiate the terms of contracts with National
Grid Gas, and it opens the door to claims for damages against
National Grid by competing meter operators, as the competition
law regime allows.
Welcoming today's ruling, Ofgem's Chairman Lord Mogg
said "We welcome the Court of Appeal's endorsement of
Ofgem's decision. This confirms that National Grid breached the
law and acted anti-competitively. It is a victory for consumers
and strikes a firm blow in favour of new and competing entrants
in Britain's energy market. Today's ruling shows that energy
companies who hold and abuse positions of market dominance
will face the full force of regulatory action and the law."
Today's ruling follows an earlier decision in April 2009 in
favour of Ofgem by the Competition Appeal Tribunal.
OFGEM'S DECISION AGAINST NATIONAL GRID'S
METERING CASE IS FURTHER ENDORSED BY THE
COURT OF APPEAL
Ofgem welcomes today's Court of Appeal ruling that
National Grid breached the law and acted anti-competitively in
the domestic gas metering market, endorsing Ofgem's April
2008 findings.
Today's ruling fully endorses the substance of Ofgem's
case, that the multi-million pound contracts struck by National
Grid with suppliers in 2002 when the metering market was
opened to competition harmed new entrants' ability to compete
and acted against consumers' interests.
The effect of the Court of Appeal's ruling is that suppliers
will be free to renegotiate the terms of contracts with National
Grid Gas, and it opens the door to claims for damages against
National Grid by competing meter operators, as the competition
law regime allows.
Welcoming today's ruling, Ofgem's Chairman Lord Mogg
said "We welcome the Court of Appeal's endorsement of
Ofgem's decision. This confirms that National Grid breached the
law and acted anti-competitively. It is a victory for consumers
and strikes a firm blow in favour of new and competing entrants
in Britain's energy market. Today's ruling shows that energy
companies who hold and abuse positions of market dominance
will face the full force of regulatory action and the law."
Today's ruling follows an earlier decision in April 2009 in
favour of Ofgem by the Competition Appeal Tribunal.
A decisão a que se refere o texto
Ano: 2010
Banca:
FCC
Órgão:
BAHIAGÁS
Provas:
FCC - 2010 - BAHIAGÁS - Analista de Processos Organizacionais - Contabilidade
|
FCC - 2010 - BAHIAGÁS - Analista de Processos Organizacionais - Direito |
FCC - 2010 - BAHIAGÁS - Analista de Processos Organizacionais - Administração |
FCC - 2010 - BAHIAGÁS - Analista de Processos Organizacionais - Engenharia |
FCC - 2010 - BAHIAGÁS - Analista de Processos Organizacionais - Economia |
FCC - 2010 - BAHIAGÁS - Analista de Processos Organizacionais - Análise de Sistemas |
Q66593
Inglês
Texto associado
Brazil is one of the world's fastest growing economies
with enormous energy requirements. The growing consumer
base coupled with rapid industrial development has infused the
overall energy demand and encouraged natural gas
consumption in the country. The volatile international crude oil
prices as well as the cheaper and environment-friendly nature of
natural gas have further boosted the use of natural gas
throughout the country. This has resulted in enormous demand
for gas flow measurement and supervision devices in the
country which is all set to uplift the sales and deployment of gas
meters.
According to our latest research report "Brazil Gas Meter
Market Forecast to 2013", Brazil gas meter industry is being
increasingly benefitted by surging piped natural gas
consumption in the residential, commercial, industrial and
automobile sectors. The natural gas distribution network
reached around 18,400 Km in 2009. In order to strictly supervise
the gas flow measurement and to accurately measure its
quantity, the utilities are rapidly deploying gas meter devices in
their transportation network. These utilities are not only installing
conventional gas meters, but also rapidly opting advanced
metering devices such as AMR and AMI to ensure accurate and
immediate information on gas consumption. This adoption has
enabled utilities to automate their gas distribution networks and
upgrade safety standards in their routine operations.
with enormous energy requirements. The growing consumer
base coupled with rapid industrial development has infused the
overall energy demand and encouraged natural gas
consumption in the country. The volatile international crude oil
prices as well as the cheaper and environment-friendly nature of
natural gas have further boosted the use of natural gas
throughout the country. This has resulted in enormous demand
for gas flow measurement and supervision devices in the
country which is all set to uplift the sales and deployment of gas
meters.
According to our latest research report "Brazil Gas Meter
Market Forecast to 2013", Brazil gas meter industry is being
increasingly benefitted by surging piped natural gas
consumption in the residential, commercial, industrial and
automobile sectors. The natural gas distribution network
reached around 18,400 Km in 2009. In order to strictly supervise
the gas flow measurement and to accurately measure its
quantity, the utilities are rapidly deploying gas meter devices in
their transportation network. These utilities are not only installing
conventional gas meters, but also rapidly opting advanced
metering devices such as AMR and AMI to ensure accurate and
immediate information on gas consumption. This adoption has
enabled utilities to automate their gas distribution networks and
upgrade safety standards in their routine operations.
O foco principal do texto
Ano: 2010
Banca:
FCC
Órgão:
BAHIAGÁS
Provas:
FCC - 2010 - BAHIAGÁS - Analista de Processos Organizacionais - Contabilidade
|
FCC - 2010 - BAHIAGÁS - Analista de Processos Organizacionais - Direito |
FCC - 2010 - BAHIAGÁS - Analista de Processos Organizacionais - Administração |
FCC - 2010 - BAHIAGÁS - Analista de Processos Organizacionais - Engenharia |
FCC - 2010 - BAHIAGÁS - Analista de Processos Organizacionais - Economia |
FCC - 2010 - BAHIAGÁS - Analista de Processos Organizacionais - Análise de Sistemas |
Q66592
Inglês
Texto associado
Brazil is one of the world's fastest growing economies
with enormous energy requirements. The growing consumer
base coupled with rapid industrial development has infused the
overall energy demand and encouraged natural gas
consumption in the country. The volatile international crude oil
prices as well as the cheaper and environment-friendly nature of
natural gas have further boosted the use of natural gas
throughout the country. This has resulted in enormous demand
for gas flow measurement and supervision devices in the
country which is all set to uplift the sales and deployment of gas
meters.
According to our latest research report "Brazil Gas Meter
Market Forecast to 2013", Brazil gas meter industry is being
increasingly benefitted by surging piped natural gas
consumption in the residential, commercial, industrial and
automobile sectors. The natural gas distribution network
reached around 18,400 Km in 2009. In order to strictly supervise
the gas flow measurement and to accurately measure its
quantity, the utilities are rapidly deploying gas meter devices in
their transportation network. These utilities are not only installing
conventional gas meters, but also rapidly opting advanced
metering devices such as AMR and AMI to ensure accurate and
immediate information on gas consumption. This adoption has
enabled utilities to automate their gas distribution networks and
upgrade safety standards in their routine operations.
with enormous energy requirements. The growing consumer
base coupled with rapid industrial development has infused the
overall energy demand and encouraged natural gas
consumption in the country. The volatile international crude oil
prices as well as the cheaper and environment-friendly nature of
natural gas have further boosted the use of natural gas
throughout the country. This has resulted in enormous demand
for gas flow measurement and supervision devices in the
country which is all set to uplift the sales and deployment of gas
meters.
According to our latest research report "Brazil Gas Meter
Market Forecast to 2013", Brazil gas meter industry is being
increasingly benefitted by surging piped natural gas
consumption in the residential, commercial, industrial and
automobile sectors. The natural gas distribution network
reached around 18,400 Km in 2009. In order to strictly supervise
the gas flow measurement and to accurately measure its
quantity, the utilities are rapidly deploying gas meter devices in
their transportation network. These utilities are not only installing
conventional gas meters, but also rapidly opting advanced
metering devices such as AMR and AMI to ensure accurate and
immediate information on gas consumption. This adoption has
enabled utilities to automate their gas distribution networks and
upgrade safety standards in their routine operations.
Qual das alternativas abaixo NÃO encontra respaldo no texto?
Ano: 2010
Banca:
FCC
Órgão:
BAHIAGÁS
Provas:
FCC - 2010 - BAHIAGÁS - Analista de Processos Organizacionais - Contabilidade
|
FCC - 2010 - BAHIAGÁS - Analista de Processos Organizacionais - Direito |
FCC - 2010 - BAHIAGÁS - Analista de Processos Organizacionais - Administração |
FCC - 2010 - BAHIAGÁS - Analista de Processos Organizacionais - Engenharia |
FCC - 2010 - BAHIAGÁS - Analista de Processos Organizacionais - Economia |
FCC - 2010 - BAHIAGÁS - Analista de Processos Organizacionais - Análise de Sistemas |
Q66591
Inglês
Texto associado
Brazil is one of the world's fastest growing economies
with enormous energy requirements. The growing consumer
base coupled with rapid industrial development has infused the
overall energy demand and encouraged natural gas
consumption in the country. The volatile international crude oil
prices as well as the cheaper and environment-friendly nature of
natural gas have further boosted the use of natural gas
throughout the country. This has resulted in enormous demand
for gas flow measurement and supervision devices in the
country which is all set to uplift the sales and deployment of gas
meters.
According to our latest research report "Brazil Gas Meter
Market Forecast to 2013", Brazil gas meter industry is being
increasingly benefitted by surging piped natural gas
consumption in the residential, commercial, industrial and
automobile sectors. The natural gas distribution network
reached around 18,400 Km in 2009. In order to strictly supervise
the gas flow measurement and to accurately measure its
quantity, the utilities are rapidly deploying gas meter devices in
their transportation network. These utilities are not only installing
conventional gas meters, but also rapidly opting advanced
metering devices such as AMR and AMI to ensure accurate and
immediate information on gas consumption. This adoption has
enabled utilities to automate their gas distribution networks and
upgrade safety standards in their routine operations.
with enormous energy requirements. The growing consumer
base coupled with rapid industrial development has infused the
overall energy demand and encouraged natural gas
consumption in the country. The volatile international crude oil
prices as well as the cheaper and environment-friendly nature of
natural gas have further boosted the use of natural gas
throughout the country. This has resulted in enormous demand
for gas flow measurement and supervision devices in the
country which is all set to uplift the sales and deployment of gas
meters.
According to our latest research report "Brazil Gas Meter
Market Forecast to 2013", Brazil gas meter industry is being
increasingly benefitted by surging piped natural gas
consumption in the residential, commercial, industrial and
automobile sectors. The natural gas distribution network
reached around 18,400 Km in 2009. In order to strictly supervise
the gas flow measurement and to accurately measure its
quantity, the utilities are rapidly deploying gas meter devices in
their transportation network. These utilities are not only installing
conventional gas meters, but also rapidly opting advanced
metering devices such as AMR and AMI to ensure accurate and
immediate information on gas consumption. This adoption has
enabled utilities to automate their gas distribution networks and
upgrade safety standards in their routine operations.
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