Questões de Concurso Sobre inglês
Foram encontradas 25.721 questões
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 |
Q60952
Inglês
In the text, 'contradictory estimates of oil reserve data available in the public domain.' (lines 38-39) refers to the fact that
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 |
Q60951
Inglês
Nick Owen believes that
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 |
Q60950
Inglês
Dr. Oliver Inderwildi supports all of the following statements EXCEPT
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 |
Q60949
Inglês
The word in parentheses describes the idea expressed by the word in boldtype in
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:
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 |
Q60947
Inglês
The author reports that world oil reserves are at a 'tipping point' because oil
Ano: 2010
Banca:
FCC
Órgão:
AL-SP
Prova:
FCC - 2010 - AL-SP - Agente Técnico Legislativo Especializado - Biblioteconomia |
Q58108
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)
Segundo o texto, grande parte dos bibliotecários
Ano: 2010
Banca:
FCC
Órgão:
AL-SP
Prova:
FCC - 2010 - AL-SP - Agente Técnico Legislativo Especializado - Biblioteconomia |
Q58107
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)
According to the author of the text,
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: 2010
Banca:
FCC
Órgão:
AL-SP
Prova:
FCC - 2010 - AL-SP - Agente Técnico Legislativo Especializado - Biblioteconomia |
Q58104
Inglês
Texto associado
When I talk with librarians about thinking of themselves
as designers, sometimes they demur. "Designer? I can't even
draw a stick figure!" But you don't need to. Whether you know it
or not, you're already a designer.
Every time librarians create a bookmark, decide to house
a collection in a new spot, or figure out how a new service
might work, they're making design decisions. This is what I like
to call design by neglect or unintentional design. Whether library
employees wear name tags is a design decision. The length of
loan periods and whether or not you charge fines is a design
decision. Anytime you choose how people will interact with your
library, you're making a design decision. All of these decisions
add up to create an experience, good or bad, for your patrons.
When we are mindful of our roles as library experience
designers, we can make more informed design choices. This
awareness can provide better experiences for our patrons and
demonstrate that we care about them.
Really. People will notice, [CONJUNCTION] not
necessarily consciously, if we [VERB] the time to think about
them when we're developing our services. The secret here is not
to think of library patrons, users, or customers: we need to think
of people. We need to consider their lives and what they're trying
to accomplish. This act, which can only be done by cultivating
the skill of empathy, is the most important ? and perhaps the
most difficult ? part of user experience design.
(Adapted from
http://www.libraryjournal.com/article/CA6713142.html?nid=2673
&source=title&rid=1105906703)
as designers, sometimes they demur. "Designer? I can't even
draw a stick figure!" But you don't need to. Whether you know it
or not, you're already a designer.
Every time librarians create a bookmark, decide to house
a collection in a new spot, or figure out how a new service
might work, they're making design decisions. This is what I like
to call design by neglect or unintentional design. Whether library
employees wear name tags is a design decision. The length of
loan periods and whether or not you charge fines is a design
decision. Anytime you choose how people will interact with your
library, you're making a design decision. All of these decisions
add up to create an experience, good or bad, for your patrons.
When we are mindful of our roles as library experience
designers, we can make more informed design choices. This
awareness can provide better experiences for our patrons and
demonstrate that we care about them.
Really. People will notice, [CONJUNCTION] not
necessarily consciously, if we [VERB] the time to think about
them when we're developing our services. The secret here is not
to think of library patrons, users, or customers: we need to think
of people. We need to consider their lives and what they're trying
to accomplish. This act, which can only be done by cultivating
the skill of empathy, is the most important ? and perhaps the
most difficult ? part of user experience design.
(Adapted from
http://www.libraryjournal.com/article/CA6713142.html?nid=2673
&source=title&rid=1105906703)
Which is the only conjunction whose meaning does NOT allow it to replace [CONJUNCTION]?
Ano: 2010
Banca:
FCC
Órgão:
METRÔ-SP
Provas:
FCC - 2010 - METRÔ-SP - Analista Treinee - Psicologia
|
FCC - 2010 - METRÔ-SP - Analista - Tecnologia da Informação |
FCC - 2010 - METRÔ-SP - Analista - Arquitetura |
FCC - 2010 - METRÔ-SP - Advogado |
FCC - 2010 - METRÔ-SP - Analista Treinee - Economia |
FCC - 2010 - METRÔ-SP - Analista - Ciências Sociais |
FCC - 2010 - METRÔ-SP - Analista - Administração |
FCC - 2010 - METRÔ-SP - Analista Treinee - Matemática |
Q56012
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/)
Segundo o texto,
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 |
FCC - 2010 - METRÔ-SP - Analista - Ciências Sociais |
FCC - 2010 - METRÔ-SP - Analista - Administração |
FCC - 2010 - METRÔ-SP - Analista Treinee - Matemática |
Q56011
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/)
Qual das alternativas abaixo NÃO encontra respaldo no texto?
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 |
FCC - 2010 - METRÔ-SP - Analista - Ciências Sociais |
FCC - 2010 - METRÔ-SP - Analista - Administração |
FCC - 2010 - METRÔ-SP - Analista Treinee - Matemática |
Q56010
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/)
De acordo com o texto,
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 |
FCC - 2010 - METRÔ-SP - Analista - Ciências Sociais |
FCC - 2010 - METRÔ-SP - Analista - Administração |
FCC - 2010 - METRÔ-SP - Analista Treinee - Matemática |
Q56009
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/)
Segundo o texto, a China está
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 |
Q56008
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 expression that correctly fills the blank ..x.. at the end of 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 |
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 |
Q56006
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 correct word that replaces [VERB] 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
Ano: 2010
Banca:
FCC
Órgão:
METRÔ-SP
Provas:
FCC - 2010 - METRÔ-SP - Analista Treinee - Psicologia
|
FCC - 2010 - METRÔ-SP - Analista - Tecnologia da Informação |
FCC - 2010 - METRÔ-SP - Analista - Arquitetura |
FCC - 2010 - METRÔ-SP - Advogado |
FCC - 2010 - METRÔ-SP - Analista Treinee - Economia |
Q56004
Inglês
Texto associado
Subways
Posted on Friday March 27th, 2009 by Jebediah Reed
To give some sense of the pace of public works
construction in China, the city of Guangzhou is planning to open
83 miles of new subway lines by the end of next year.
Meanwhile, New York ? a city of about the same size ? has
been playing around with the 1.7-mile Second Avenue line for
decades now. China also builds subways rather cheaply ? $100
million per mile versus $ 2.4 billion per mile in the Big Apple.
Not surprisingly, projects there are more aggressive in all
respects: there are 60 tunnel boring machines operating in
Guangzhou, while only one is slated for the Second Avenue
project; workers put in five 12-hour shifts a week (and if they
don't like it, they can go pound glacial till); and seizing property
is a breeze.
An article in the Business section of today's NY Times
(Clash of Subways and Car Culture in Chinese Cities by Keith
Bradsher) [VERB] a smart look at the forces at play as China
goes on a transit infrastructure spending spree while it
simultaneously becomes evermore sprawling and car-centric.
Here's one interesting passage, [CONJUNCTION] the
story is worth reading in its entirety:
Western mass transit experts applaud China for investing
billions in systems that will put less stress on the environment
and on cities. But they warn that other Chinese policies, like
allowing real estate developers to build sprawling new suburbs,
undermine the benefits of the mass transit boom.
Mr. Chan Shao Zhang , a 67-year-old engineer in charge
of the works in Guangzhou, defended Guangzhou's combination
of cars and subways, saying that the city built a subway line to a new Toyota assembly plant to help employees and suppliers
reach it.
Subways have been most competitive in cities like New
York that have high prices for parking, and tolls for bridges and
tunnels, discouraging car use. Few Chinese cities have been
willing to follow suit, other than Shanghai, which charges a fee of
several thousand dollars for each license plate.
The cost and physical limitations of subways have
discouraged most cities from building new ones. For instance,
only Tokyo has a subway system that carries more people than
its buses. The buses are cheaper and able to serve far more
streets but move more slowly, pollute more and contribute to
traffic congestion.
China has reason to worry. It surpassed the United
States in total vehicle sales for the first time in January, although
the United States remained slightly ahead in car sales. But in
February, China overtook the United States in both, in part
because the global downturn has hurt auto sales much more in
the United States than in China.
There are many countervaling forces ..X.. China has
passed its own stimulus package and the government is eager
to put people to work, create economic activity, and build
modern infrastructure. The Guangzhou project is part of major
national transit buildout. But the nation's cities are also sprawling
beasts, and in that sense, more suited to cars than trains. Not
shockingly, many Chinese prefer the former.
(Adapted from http://www.infrastructurist.com/2009/03/27/-
building-a-subway-is-96-percent-cheaper-in-china/)
Posted on Friday March 27th, 2009 by Jebediah Reed
To give some sense of the pace of public works
construction in China, the city of Guangzhou is planning to open
83 miles of new subway lines by the end of next year.
Meanwhile, New York ? a city of about the same size ? has
been playing around with the 1.7-mile Second Avenue line for
decades now. China also builds subways rather cheaply ? $100
million per mile versus $ 2.4 billion per mile in the Big Apple.
Not surprisingly, projects there are more aggressive in all
respects: there are 60 tunnel boring machines operating in
Guangzhou, while only one is slated for the Second Avenue
project; workers put in five 12-hour shifts a week (and if they
don't like it, they can go pound glacial till); and seizing property
is a breeze.
An article in the Business section of today's NY Times
(Clash of Subways and Car Culture in Chinese Cities by Keith
Bradsher) [VERB] a smart look at the forces at play as China
goes on a transit infrastructure spending spree while it
simultaneously becomes evermore sprawling and car-centric.
Here's one interesting passage, [CONJUNCTION] the
story is worth reading in its entirety:
Western mass transit experts applaud China for investing
billions in systems that will put less stress on the environment
and on cities. But they warn that other Chinese policies, like
allowing real estate developers to build sprawling new suburbs,
undermine the benefits of the mass transit boom.
Mr. Chan Shao Zhang , a 67-year-old engineer in charge
of the works in Guangzhou, defended Guangzhou's combination
of cars and subways, saying that the city built a subway line to a new Toyota assembly plant to help employees and suppliers
reach it.
Subways have been most competitive in cities like New
York that have high prices for parking, and tolls for bridges and
tunnels, discouraging car use. Few Chinese cities have been
willing to follow suit, other than Shanghai, which charges a fee of
several thousand dollars for each license plate.
The cost and physical limitations of subways have
discouraged most cities from building new ones. For instance,
only Tokyo has a subway system that carries more people than
its buses. The buses are cheaper and able to serve far more
streets but move more slowly, pollute more and contribute to
traffic congestion.
China has reason to worry. It surpassed the United
States in total vehicle sales for the first time in January, although
the United States remained slightly ahead in car sales. But in
February, China overtook the United States in both, in part
because the global downturn has hurt auto sales much more in
the United States than in China.
There are many countervaling forces ..X.. China has
passed its own stimulus package and the government is eager
to put people to work, create economic activity, and build
modern infrastructure. The Guangzhou project is part of major
national transit buildout. But the nation's cities are also sprawling
beasts, and in that sense, more suited to cars than trains. Not
shockingly, many Chinese prefer the former.
(Adapted from http://www.infrastructurist.com/2009/03/27/-
building-a-subway-is-96-percent-cheaper-in-china/)
The underlined word there, in the 2nd paragraph, refers to
Conheça nossos planos