Questões de Concurso
Comentadas sobre sinônimos | synonyms em inglês
Foram encontradas 1.059 questões
Ano: 2010
Banca:
CESGRANRIO
Órgão:
Petrobras
Prova:
CESGRANRIO - 2010 - BR Distribuidora - Profissional Júnior - Direito |
Q119697
Inglês
In the fragments “…people came up with all kinds of ideas for what to do with oil’s energy…” (lines 35-36) and “The amount of energy we get back from drilling oil wells…” (lines 45-46), the phrases “came up with” and “get back”, can be replaced without change in meaning by, respectively,
Ano: 2010
Banca:
FUMARC
Órgão:
CEMIG-TELECOM
Provas:
FUMARC - 2010 - CEMIG-TELECOM - Técnico de Tecnologia da Informação
|
FUMARC - 2010 - CEMIG-TELECOM - Técnico de Operação |
FUMARC - 2010 - CEMIG-TELECOM - Técnico Contábil |
Q108809
Inglês
The phrase figure out in “In addition, once you figure out who can take your pets,” means
Ano: 2010
Banca:
FCC
Órgão:
METRÔ-SP
Provas:
FCC - 2010 - METRÔ-SP - Engenheiro Júnior - Engenharia Elétrica
|
FCC - 2010 - METRÔ-SP - Engenheiro Eletrônico |
Q74909
Inglês
Texto associado
Subways: The New Urban Status Symbol
Business Week - December 5, 2007
by Jennifer Fishbein
It seems like everywhere you turn these days, a new
high-speed train is whisking more passengers across longer
distances faster than ever before. A [NOUN] to Paris from
London is quicker than flying; Japanese bullet trains traverse the
320 miles from Tokyo to Osaka in two and a half hours; and
magnetic levitating trains in Shanghai cut through the city at 268
miles per hour. But while high-speed trains may grab all the
glamour, the more mundane business of subway construction is
what's driving the biggest growth for transportation companies.
Indeed, the world is seeing an unprecedented boom in new
subways and expansion to existing systems. Thanks to surging
economic growth and urban populations, demand for subways is
soaring in China and India. Lots of other places around the
world also are building new lines, from Dubai to Santo Domingo,
capital of the Dominican Republic. And many European and
American cities ? including even such improbable locales as Los
Angeles and Phoenix ? have caught the transit bug.
Problem-Solving and Prestige
Some cities build out of necessity. Rising prosperity
prompted Dubai residents to buy so many cars that they realized
they could [ADVERB] longer drive these cars because they
were stuck in traffic. Others are keen on the environmental
benefits of metros, which produce far less pollution and
encourage drivers to leave cars at home. Some places, mainly
in the Middle East, are looking to diversify their oil-dependent
economies. And others, to be honest, are chasing an urban
status symbol. Building a metro won't turn any old town into
Paris or London, but it does tell the world that you've arrived.
"You have in some cases a prestige issue, which is more
the case in young cities in need of an image," says Jean-Noël
Debroise, vice-president for product and strategy at Alstom
(ALSO.PA), the French transport company that has built a
quarter of the world's metros.
Rennes is an example of the new trend. The city of about
212,000 people in northwestern France was looking to raise its profile when it installed a metro in 2002. It raised the bar by
opting for a driverless system made by Siemens ? just like the
shiny new No. 14 line in Paris ? protecting passengers from the
French penchant for transit strikes. Turin, Italy, did the same to
help win its bid for the 2006 Winter Olympics; its driverless
system opened just before the games. Even the Spanish island
of Mallorca inaugurated a short metro line in April in hopes of
luring even more tourists to its capital, Palma. Alas, it closed
indefinitely in September due to flooding, amid charges of
mismanagement.
A Boon for Transit Builders
The world's three largest metro manufacturers, Montrealbased
Bombardier (BBDB.TO), Alstom, and Munich-based
Siemens (SI) report high demand for mass transit, including
tramways and light-rail systems that run both under and
[PREPOSITION] ground. The global subway market was worth
9.3 billion dollars in 2005 and is projected to grow at a rate of
2.7% per year until 2015, according to a 2007 study by the
European Railway Industry Assn. Subway lines [TO BUILD] or
extended in 20 European cities and five Middle Eastern ones,
and dozens of towns are constructing light-rail systems, reports
the Brussels-based International Association of Public
Transport.
The size of a city determines its need for a metro system.
Cities of a few million people ? or those anticipating huge
population growth ? really can't do without a mass transit
system. But cities of one or two million inhabitants can choose
between a subway and a surface tramway, which costs far less
but also runs more slowly. [CONJUNCTION] funding is an issue,
cities usually will spring for a subway, says Debroise. "The
tramway has a very old image of the 19th century, with horses in
the streets," he says.
(Adapted from http://www.businessweek.com/globalbiz/
content/dec2007/gb2007125_600001.htm?chan=top+news_
top+news+index_global+business)
Business Week - December 5, 2007
by Jennifer Fishbein
It seems like everywhere you turn these days, a new
high-speed train is whisking more passengers across longer
distances faster than ever before. A [NOUN] to Paris from
London is quicker than flying; Japanese bullet trains traverse the
320 miles from Tokyo to Osaka in two and a half hours; and
magnetic levitating trains in Shanghai cut through the city at 268
miles per hour. But while high-speed trains may grab all the
glamour, the more mundane business of subway construction is
what's driving the biggest growth for transportation companies.
Indeed, the world is seeing an unprecedented boom in new
subways and expansion to existing systems. Thanks to surging
economic growth and urban populations, demand for subways is
soaring in China and India. Lots of other places around the
world also are building new lines, from Dubai to Santo Domingo,
capital of the Dominican Republic. And many European and
American cities ? including even such improbable locales as Los
Angeles and Phoenix ? have caught the transit bug.
Problem-Solving and Prestige
Some cities build out of necessity. Rising prosperity
prompted Dubai residents to buy so many cars that they realized
they could [ADVERB] longer drive these cars because they
were stuck in traffic. Others are keen on the environmental
benefits of metros, which produce far less pollution and
encourage drivers to leave cars at home. Some places, mainly
in the Middle East, are looking to diversify their oil-dependent
economies. And others, to be honest, are chasing an urban
status symbol. Building a metro won't turn any old town into
Paris or London, but it does tell the world that you've arrived.
"You have in some cases a prestige issue, which is more
the case in young cities in need of an image," says Jean-Noël
Debroise, vice-president for product and strategy at Alstom
(ALSO.PA), the French transport company that has built a
quarter of the world's metros.
Rennes is an example of the new trend. The city of about
212,000 people in northwestern France was looking to raise its profile when it installed a metro in 2002. It raised the bar by
opting for a driverless system made by Siemens ? just like the
shiny new No. 14 line in Paris ? protecting passengers from the
French penchant for transit strikes. Turin, Italy, did the same to
help win its bid for the 2006 Winter Olympics; its driverless
system opened just before the games. Even the Spanish island
of Mallorca inaugurated a short metro line in April in hopes of
luring even more tourists to its capital, Palma. Alas, it closed
indefinitely in September due to flooding, amid charges of
mismanagement.
A Boon for Transit Builders
The world's three largest metro manufacturers, Montrealbased
Bombardier (BBDB.TO), Alstom, and Munich-based
Siemens (SI) report high demand for mass transit, including
tramways and light-rail systems that run both under and
[PREPOSITION] ground. The global subway market was worth
9.3 billion dollars in 2005 and is projected to grow at a rate of
2.7% per year until 2015, according to a 2007 study by the
European Railway Industry Assn. Subway lines [TO BUILD] or
extended in 20 European cities and five Middle Eastern ones,
and dozens of towns are constructing light-rail systems, reports
the Brussels-based International Association of Public
Transport.
The size of a city determines its need for a metro system.
Cities of a few million people ? or those anticipating huge
population growth ? really can't do without a mass transit
system. But cities of one or two million inhabitants can choose
between a subway and a surface tramway, which costs far less
but also runs more slowly. [CONJUNCTION] funding is an issue,
cities usually will spring for a subway, says Debroise. "The
tramway has a very old image of the 19th century, with horses in
the streets," he says.
(Adapted from http://www.businessweek.com/globalbiz/
content/dec2007/gb2007125_600001.htm?chan=top+news_
top+news+index_global+business)
A synonym for soaring, as it is used in the text, is
Ano: 2010
Banca:
CESGRANRIO
Órgão:
Petrobras
Provas:
CESGRANRIO - 2010 - Petrobras - Advogado - Júnior
|
CESGRANRIO - 2010 - Petrobras - Economista - Biocombustível |
CESGRANRIO - 2010 - Petrobras - Contador - Biocombustível |
CESGRANRIO - 2010 - Petrobras - Administrador - Biocombustível |
CESGRANRIO - 2010 - Petrobras - Assistente Social Júnior - Biocombustível |
CESGRANRIO - 2010 - Petrobras - Analista Ambiental - Biocombustível |
CESGRANRIO - 2010 - Petrobras - Enfermeiro do Trabalho Júnior - Biocombustível |
CESGRANRIO - 2010 - Petrobras - Analista de Comercialização e Logística Júnior - Biocombustível |
CESGRANRIO - 2010 - Petrobras - Engenheiro Agrônomo - Biocombustível |
CESGRANRIO - 2010 - Petrobras - Engenheiro Agrícola - Júnior - Biocombustível |
CESGRANRIO - 2010 - Petrobras - Engenheiro de Produção - Biocombustível |
CESGRANRIO - 2010 - Petrobras - Engenheiro de Segurança - Biocombustível |
CESGRANRIO - 2010 - Petrobras - Médico do Trabalho - Biocombustível |
CESGRANRIO - 2010 - Petrobras - Comunicação Social (Bacharelado) - Jornalismo |
CESGRANRIO - 2010 - Petrobras - Engenheiro de Equipamento Júnior - Mecânica - Biocombustível |
CESGRANRIO - 2010 - Petrobras - Engenheiro de Processamento Júnior - Biocombustível |
Q60948
Inglês
Based on the meanings of the words in the text, it can be said tha
Ano: 2010
Banca:
FCC
Órgão:
AL-SP
Prova:
FCC - 2010 - AL-SP - Agente Técnico Legislativo Especializado - Biblioteconomia |
Q58106
Inglês
Texto associado
When I talk with librarians about thinking of themselves
as designers, sometimes they demur. "Designer? I can't even
draw a stick figure!" But you don't need to. Whether you know it
or not, you're already a designer.
Every time librarians create a bookmark, decide to house
a collection in a new spot, or figure out how a new service
might work, they're making design decisions. This is what I like
to call design by neglect or unintentional design. Whether library
employees wear name tags is a design decision. The length of
loan periods and whether or not you charge fines is a design
decision. Anytime you choose how people will interact with your
library, you're making a design decision. All of these decisions
add up to create an experience, good or bad, for your patrons.
When we are mindful of our roles as library experience
designers, we can make more informed design choices. This
awareness can provide better experiences for our patrons and
demonstrate that we care about them.
Really. People will notice, [CONJUNCTION] not
necessarily consciously, if we [VERB] the time to think about
them when we're developing our services. The secret here is not
to think of library patrons, users, or customers: we need to think
of people. We need to consider their lives and what they're trying
to accomplish. This act, which can only be done by cultivating
the skill of empathy, is the most important ? and perhaps the
most difficult ? part of user experience design.
(Adapted from
http://www.libraryjournal.com/article/CA6713142.html?nid=2673
&source=title&rid=1105906703)
as designers, sometimes they demur. "Designer? I can't even
draw a stick figure!" But you don't need to. Whether you know it
or not, you're already a designer.
Every time librarians create a bookmark, decide to house
a collection in a new spot, or figure out how a new service
might work, they're making design decisions. This is what I like
to call design by neglect or unintentional design. Whether library
employees wear name tags is a design decision. The length of
loan periods and whether or not you charge fines is a design
decision. Anytime you choose how people will interact with your
library, you're making a design decision. All of these decisions
add up to create an experience, good or bad, for your patrons.
When we are mindful of our roles as library experience
designers, we can make more informed design choices. This
awareness can provide better experiences for our patrons and
demonstrate that we care about them.
Really. People will notice, [CONJUNCTION] not
necessarily consciously, if we [VERB] the time to think about
them when we're developing our services. The secret here is not
to think of library patrons, users, or customers: we need to think
of people. We need to consider their lives and what they're trying
to accomplish. This act, which can only be done by cultivating
the skill of empathy, is the most important ? and perhaps the
most difficult ? part of user experience design.
(Adapted from
http://www.libraryjournal.com/article/CA6713142.html?nid=2673
&source=title&rid=1105906703)
A synonym for figure out, as it is used in the text, is
Ano: 2010
Banca:
FCC
Órgão:
AL-SP
Prova:
FCC - 2010 - AL-SP - Agente Técnico Legislativo Especializado - Biblioteconomia |
Q58105
Inglês
Texto associado
When I talk with librarians about thinking of themselves
as designers, sometimes they demur. "Designer? I can't even
draw a stick figure!" But you don't need to. Whether you know it
or not, you're already a designer.
Every time librarians create a bookmark, decide to house
a collection in a new spot, or figure out how a new service
might work, they're making design decisions. This is what I like
to call design by neglect or unintentional design. Whether library
employees wear name tags is a design decision. The length of
loan periods and whether or not you charge fines is a design
decision. Anytime you choose how people will interact with your
library, you're making a design decision. All of these decisions
add up to create an experience, good or bad, for your patrons.
When we are mindful of our roles as library experience
designers, we can make more informed design choices. This
awareness can provide better experiences for our patrons and
demonstrate that we care about them.
Really. People will notice, [CONJUNCTION] not
necessarily consciously, if we [VERB] the time to think about
them when we're developing our services. The secret here is not
to think of library patrons, users, or customers: we need to think
of people. We need to consider their lives and what they're trying
to accomplish. This act, which can only be done by cultivating
the skill of empathy, is the most important ? and perhaps the
most difficult ? part of user experience design.
(Adapted from
http://www.libraryjournal.com/article/CA6713142.html?nid=2673
&source=title&rid=1105906703)
as designers, sometimes they demur. "Designer? I can't even
draw a stick figure!" But you don't need to. Whether you know it
or not, you're already a designer.
Every time librarians create a bookmark, decide to house
a collection in a new spot, or figure out how a new service
might work, they're making design decisions. This is what I like
to call design by neglect or unintentional design. Whether library
employees wear name tags is a design decision. The length of
loan periods and whether or not you charge fines is a design
decision. Anytime you choose how people will interact with your
library, you're making a design decision. All of these decisions
add up to create an experience, good or bad, for your patrons.
When we are mindful of our roles as library experience
designers, we can make more informed design choices. This
awareness can provide better experiences for our patrons and
demonstrate that we care about them.
Really. People will notice, [CONJUNCTION] not
necessarily consciously, if we [VERB] the time to think about
them when we're developing our services. The secret here is not
to think of library patrons, users, or customers: we need to think
of people. We need to consider their lives and what they're trying
to accomplish. This act, which can only be done by cultivating
the skill of empathy, is the most important ? and perhaps the
most difficult ? part of user experience design.
(Adapted from
http://www.libraryjournal.com/article/CA6713142.html?nid=2673
&source=title&rid=1105906703)
Which is the correct alternative to replace [VERB]?
Ano: 2010
Banca:
FCC
Órgão:
METRÔ-SP
Provas:
FCC - 2010 - METRÔ-SP - Analista Treinee - Psicologia
|
FCC - 2010 - METRÔ-SP - Analista - Tecnologia da Informação |
FCC - 2010 - METRÔ-SP - Analista - Arquitetura |
FCC - 2010 - METRÔ-SP - Advogado |
FCC - 2010 - METRÔ-SP - Analista Treinee - Economia |
Q56007
Inglês
Texto associado
Subways
Posted on Friday March 27th, 2009 by Jebediah Reed
To give some sense of the pace of public works
construction in China, the city of Guangzhou is planning to open
83 miles of new subway lines by the end of next year.
Meanwhile, New York ? a city of about the same size ? has
been playing around with the 1.7-mile Second Avenue line for
decades now. China also builds subways rather cheaply ? $100
million per mile versus $ 2.4 billion per mile in the Big Apple.
Not surprisingly, projects there are more aggressive in all
respects: there are 60 tunnel boring machines operating in
Guangzhou, while only one is slated for the Second Avenue
project; workers put in five 12-hour shifts a week (and if they
don't like it, they can go pound glacial till); and seizing property
is a breeze.
An article in the Business section of today's NY Times
(Clash of Subways and Car Culture in Chinese Cities by Keith
Bradsher) [VERB] a smart look at the forces at play as China
goes on a transit infrastructure spending spree while it
simultaneously becomes evermore sprawling and car-centric.
Here's one interesting passage, [CONJUNCTION] the
story is worth reading in its entirety:
Western mass transit experts applaud China for investing
billions in systems that will put less stress on the environment
and on cities. But they warn that other Chinese policies, like
allowing real estate developers to build sprawling new suburbs,
undermine the benefits of the mass transit boom.
Mr. Chan Shao Zhang , a 67-year-old engineer in charge
of the works in Guangzhou, defended Guangzhou's combination
of cars and subways, saying that the city built a subway line to a new Toyota assembly plant to help employees and suppliers
reach it.
Subways have been most competitive in cities like New
York that have high prices for parking, and tolls for bridges and
tunnels, discouraging car use. Few Chinese cities have been
willing to follow suit, other than Shanghai, which charges a fee of
several thousand dollars for each license plate.
The cost and physical limitations of subways have
discouraged most cities from building new ones. For instance,
only Tokyo has a subway system that carries more people than
its buses. The buses are cheaper and able to serve far more
streets but move more slowly, pollute more and contribute to
traffic congestion.
China has reason to worry. It surpassed the United
States in total vehicle sales for the first time in January, although
the United States remained slightly ahead in car sales. But in
February, China overtook the United States in both, in part
because the global downturn has hurt auto sales much more in
the United States than in China.
There are many countervaling forces ..X.. China has
passed its own stimulus package and the government is eager
to put people to work, create economic activity, and build
modern infrastructure. The Guangzhou project is part of major
national transit buildout. But the nation's cities are also sprawling
beasts, and in that sense, more suited to cars than trains. Not
shockingly, many Chinese prefer the former.
(Adapted from http://www.infrastructurist.com/2009/03/27/-
building-a-subway-is-96-percent-cheaper-in-china/)
Posted on Friday March 27th, 2009 by Jebediah Reed
To give some sense of the pace of public works
construction in China, the city of Guangzhou is planning to open
83 miles of new subway lines by the end of next year.
Meanwhile, New York ? a city of about the same size ? has
been playing around with the 1.7-mile Second Avenue line for
decades now. China also builds subways rather cheaply ? $100
million per mile versus $ 2.4 billion per mile in the Big Apple.
Not surprisingly, projects there are more aggressive in all
respects: there are 60 tunnel boring machines operating in
Guangzhou, while only one is slated for the Second Avenue
project; workers put in five 12-hour shifts a week (and if they
don't like it, they can go pound glacial till); and seizing property
is a breeze.
An article in the Business section of today's NY Times
(Clash of Subways and Car Culture in Chinese Cities by Keith
Bradsher) [VERB] a smart look at the forces at play as China
goes on a transit infrastructure spending spree while it
simultaneously becomes evermore sprawling and car-centric.
Here's one interesting passage, [CONJUNCTION] the
story is worth reading in its entirety:
Western mass transit experts applaud China for investing
billions in systems that will put less stress on the environment
and on cities. But they warn that other Chinese policies, like
allowing real estate developers to build sprawling new suburbs,
undermine the benefits of the mass transit boom.
Mr. Chan Shao Zhang , a 67-year-old engineer in charge
of the works in Guangzhou, defended Guangzhou's combination
of cars and subways, saying that the city built a subway line to a new Toyota assembly plant to help employees and suppliers
reach it.
Subways have been most competitive in cities like New
York that have high prices for parking, and tolls for bridges and
tunnels, discouraging car use. Few Chinese cities have been
willing to follow suit, other than Shanghai, which charges a fee of
several thousand dollars for each license plate.
The cost and physical limitations of subways have
discouraged most cities from building new ones. For instance,
only Tokyo has a subway system that carries more people than
its buses. The buses are cheaper and able to serve far more
streets but move more slowly, pollute more and contribute to
traffic congestion.
China has reason to worry. It surpassed the United
States in total vehicle sales for the first time in January, although
the United States remained slightly ahead in car sales. But in
February, China overtook the United States in both, in part
because the global downturn has hurt auto sales much more in
the United States than in China.
There are many countervaling forces ..X.. China has
passed its own stimulus package and the government is eager
to put people to work, create economic activity, and build
modern infrastructure. The Guangzhou project is part of major
national transit buildout. But the nation's cities are also sprawling
beasts, and in that sense, more suited to cars than trains. Not
shockingly, many Chinese prefer the former.
(Adapted from http://www.infrastructurist.com/2009/03/27/-
building-a-subway-is-96-percent-cheaper-in-china/)
The word that correctly replaces [CONJUNCTION] in the text is
Ano: 2010
Banca:
FCC
Órgão:
METRÔ-SP
Provas:
FCC - 2010 - METRÔ-SP - Analista Treinee - Psicologia
|
FCC - 2010 - METRÔ-SP - Analista - Tecnologia da Informação |
FCC - 2010 - METRÔ-SP - Analista - Arquitetura |
FCC - 2010 - METRÔ-SP - Advogado |
FCC - 2010 - METRÔ-SP - Analista Treinee - Economia |
Q56005
Inglês
Texto associado
Subways
Posted on Friday March 27th, 2009 by Jebediah Reed
To give some sense of the pace of public works
construction in China, the city of Guangzhou is planning to open
83 miles of new subway lines by the end of next year.
Meanwhile, New York ? a city of about the same size ? has
been playing around with the 1.7-mile Second Avenue line for
decades now. China also builds subways rather cheaply ? $100
million per mile versus $ 2.4 billion per mile in the Big Apple.
Not surprisingly, projects there are more aggressive in all
respects: there are 60 tunnel boring machines operating in
Guangzhou, while only one is slated for the Second Avenue
project; workers put in five 12-hour shifts a week (and if they
don't like it, they can go pound glacial till); and seizing property
is a breeze.
An article in the Business section of today's NY Times
(Clash of Subways and Car Culture in Chinese Cities by Keith
Bradsher) [VERB] a smart look at the forces at play as China
goes on a transit infrastructure spending spree while it
simultaneously becomes evermore sprawling and car-centric.
Here's one interesting passage, [CONJUNCTION] the
story is worth reading in its entirety:
Western mass transit experts applaud China for investing
billions in systems that will put less stress on the environment
and on cities. But they warn that other Chinese policies, like
allowing real estate developers to build sprawling new suburbs,
undermine the benefits of the mass transit boom.
Mr. Chan Shao Zhang , a 67-year-old engineer in charge
of the works in Guangzhou, defended Guangzhou's combination
of cars and subways, saying that the city built a subway line to a new Toyota assembly plant to help employees and suppliers
reach it.
Subways have been most competitive in cities like New
York that have high prices for parking, and tolls for bridges and
tunnels, discouraging car use. Few Chinese cities have been
willing to follow suit, other than Shanghai, which charges a fee of
several thousand dollars for each license plate.
The cost and physical limitations of subways have
discouraged most cities from building new ones. For instance,
only Tokyo has a subway system that carries more people than
its buses. The buses are cheaper and able to serve far more
streets but move more slowly, pollute more and contribute to
traffic congestion.
China has reason to worry. It surpassed the United
States in total vehicle sales for the first time in January, although
the United States remained slightly ahead in car sales. But in
February, China overtook the United States in both, in part
because the global downturn has hurt auto sales much more in
the United States than in China.
There are many countervaling forces ..X.. China has
passed its own stimulus package and the government is eager
to put people to work, create economic activity, and build
modern infrastructure. The Guangzhou project is part of major
national transit buildout. But the nation's cities are also sprawling
beasts, and in that sense, more suited to cars than trains. Not
shockingly, many Chinese prefer the former.
(Adapted from http://www.infrastructurist.com/2009/03/27/-
building-a-subway-is-96-percent-cheaper-in-china/)
Posted on Friday March 27th, 2009 by Jebediah Reed
To give some sense of the pace of public works
construction in China, the city of Guangzhou is planning to open
83 miles of new subway lines by the end of next year.
Meanwhile, New York ? a city of about the same size ? has
been playing around with the 1.7-mile Second Avenue line for
decades now. China also builds subways rather cheaply ? $100
million per mile versus $ 2.4 billion per mile in the Big Apple.
Not surprisingly, projects there are more aggressive in all
respects: there are 60 tunnel boring machines operating in
Guangzhou, while only one is slated for the Second Avenue
project; workers put in five 12-hour shifts a week (and if they
don't like it, they can go pound glacial till); and seizing property
is a breeze.
An article in the Business section of today's NY Times
(Clash of Subways and Car Culture in Chinese Cities by Keith
Bradsher) [VERB] a smart look at the forces at play as China
goes on a transit infrastructure spending spree while it
simultaneously becomes evermore sprawling and car-centric.
Here's one interesting passage, [CONJUNCTION] the
story is worth reading in its entirety:
Western mass transit experts applaud China for investing
billions in systems that will put less stress on the environment
and on cities. But they warn that other Chinese policies, like
allowing real estate developers to build sprawling new suburbs,
undermine the benefits of the mass transit boom.
Mr. Chan Shao Zhang , a 67-year-old engineer in charge
of the works in Guangzhou, defended Guangzhou's combination
of cars and subways, saying that the city built a subway line to a new Toyota assembly plant to help employees and suppliers
reach it.
Subways have been most competitive in cities like New
York that have high prices for parking, and tolls for bridges and
tunnels, discouraging car use. Few Chinese cities have been
willing to follow suit, other than Shanghai, which charges a fee of
several thousand dollars for each license plate.
The cost and physical limitations of subways have
discouraged most cities from building new ones. For instance,
only Tokyo has a subway system that carries more people than
its buses. The buses are cheaper and able to serve far more
streets but move more slowly, pollute more and contribute to
traffic congestion.
China has reason to worry. It surpassed the United
States in total vehicle sales for the first time in January, although
the United States remained slightly ahead in car sales. But in
February, China overtook the United States in both, in part
because the global downturn has hurt auto sales much more in
the United States than in China.
There are many countervaling forces ..X.. China has
passed its own stimulus package and the government is eager
to put people to work, create economic activity, and build
modern infrastructure. The Guangzhou project is part of major
national transit buildout. But the nation's cities are also sprawling
beasts, and in that sense, more suited to cars than trains. Not
shockingly, many Chinese prefer the former.
(Adapted from http://www.infrastructurist.com/2009/03/27/-
building-a-subway-is-96-percent-cheaper-in-china/)
A synonym for a breeze, as it is used in the 2nd paragraph of the text, is
Q55456
Inglês
Texto associado
Answer questions 11, 12 and 13 based on the
newspaper article below.
Lessons in using the internet safely are set to
become a compulsory part of the curriculum for
primary school children in England from 2011.
The lessons are one element of a new government
strategy being unveiled called "Click Clever, Click Safe".
Children will also be encouraged to follow an online
"Green Cross Code" and block and report inappropriate
content.
"We must ensure that this virtual world is safe for our
children just as we try to ensure that the real world is,"
said Prime Minister Gordon Brown at the launch of the
campaign.
"The internet is a wonderful and powerful tool that is
changing the way we learn and the way we stay in touch,"
he added, "but unfortunately there are risks from those
intent on exploiting its benefits."
Fonte: http://news.bbc.co.uk/ December, 2009.
newspaper article below.
Lessons in using the internet safely are set to
become a compulsory part of the curriculum for
primary school children in England from 2011.
The lessons are one element of a new government
strategy being unveiled called "Click Clever, Click Safe".
Children will also be encouraged to follow an online
"Green Cross Code" and block and report inappropriate
content.
"We must ensure that this virtual world is safe for our
children just as we try to ensure that the real world is,"
said Prime Minister Gordon Brown at the launch of the
campaign.
"The internet is a wonderful and powerful tool that is
changing the way we learn and the way we stay in touch,"
he added, "but unfortunately there are risks from those
intent on exploiting its benefits."
Fonte: http://news.bbc.co.uk/ December, 2009.
The sentence "Lessons in using the internet safely" could be appropriately replaced by:
Ano: 2010
Banca:
FCC
Órgão:
AL-SP
Provas:
FCC - 2010 - AL-SP - Agente Técnico Legislativo Especializado - Tecnologia da Informação
|
FCC - 2010 - AL-SP - Agente Técnico Legislativo Especializado - Análise de Infraestrutura de Redes |
FCC - 2010 - AL-SP - Agente Técnico Legislativo Especializado - Segurança de Redes |
FCC - 2010 - AL-SP - Agente Técnico Legislativo Especializado - Admin e Arquitetura de Dados |
Q40371
Inglês
Texto associado
Old Tray, New Tricks: Windows 7's Taskbar and window
management tweaks are nice. But its changes to the
System Tray - aka the Notification Area - have a huge
positive effect.
Changes in Windows 7 transform the System Tray from
an intrusive eyesore (in Windows Vista) into a useful set of
shortcuts and other controls.
In the past, no feature of Windows packed more
frustration per square inch than the System Tray. It quickly grew
dense with applets that users did not want in the first place, and
many of the uninvited guests employed word balloons and
other intrusive methods to alert users to uninteresting facts at
inopportune moments. At their worst, System Tray applets
behaved like belligerent squatters, and Windows did little to put
users [PARTICLE] in charge.
In Windows 7, applets can't pester you unbidden
because software installers can't dump them into the System
Tray. Instead, applets land in a holding pen that appears only
when you click it, a much-improved version of the overflow area
used in previous incarnations of the Tray. Applets in the pen
can't float word balloons at you unless you permit them to do so.
In Windows 7, applets can't pester you unbidden
because software installers can't dump them into the System
Tray. Instead, applets land in a holding pen that appears only
when you click it, a much-improved version of the overflow area
used in previous incarnations of the Tray. Applets in the pen
can't float word balloons at you unless you permit them to do so.
It's a cinch to drag them into the System Tray or out of it again,
so you enjoy complete control over which applets reside there.
More good news: Windows 7 largely dispenses with the
onslaught of word-balloon warnings from the OS about
troubleshooting issues, potential security problems, and the like.
A new area called Action Center - a revamped version of Vista's
Security Center - queues up such alerts so you can deal with
them at your convenience. Action Center does issue
notifications of its own from the System Tray, but you can shut
these off if you don't want them pestering you.
All of this helps make Windows 7 the least distracting,
least intrusive Microsoft OS in a very long time. It's a giant step
forward from the days when Windows thought nothing of
interrupting your work to inform you that it had detected unused
icons on your desktop.
(Adapted from
http://www.pcworld.com/article/172602/windows_7_review.html)
management tweaks are nice. But its changes to the
System Tray - aka the Notification Area - have a huge
positive effect.
Changes in Windows 7 transform the System Tray from
an intrusive eyesore (in Windows Vista) into a useful set of
shortcuts and other controls.
In the past, no feature of Windows packed more
frustration per square inch than the System Tray. It quickly grew
dense with applets that users did not want in the first place, and
many of the uninvited guests employed word balloons and
other intrusive methods to alert users to uninteresting facts at
inopportune moments. At their worst, System Tray applets
behaved like belligerent squatters, and Windows did little to put
users [PARTICLE] in charge.
In Windows 7, applets can't pester you unbidden
because software installers can't dump them into the System
Tray. Instead, applets land in a holding pen that appears only
when you click it, a much-improved version of the overflow area
used in previous incarnations of the Tray. Applets in the pen
can't float word balloons at you unless you permit them to do so.
In Windows 7, applets can't pester you unbidden
because software installers can't dump them into the System
Tray. Instead, applets land in a holding pen that appears only
when you click it, a much-improved version of the overflow area
used in previous incarnations of the Tray. Applets in the pen
can't float word balloons at you unless you permit them to do so.
It's a cinch to drag them into the System Tray or out of it again,
so you enjoy complete control over which applets reside there.
More good news: Windows 7 largely dispenses with the
onslaught of word-balloon warnings from the OS about
troubleshooting issues, potential security problems, and the like.
A new area called Action Center - a revamped version of Vista's
Security Center - queues up such alerts so you can deal with
them at your convenience. Action Center does issue
notifications of its own from the System Tray, but you can shut
these off if you don't want them pestering you.
All of this helps make Windows 7 the least distracting,
least intrusive Microsoft OS in a very long time. It's a giant step
forward from the days when Windows thought nothing of
interrupting your work to inform you that it had detected unused
icons on your desktop.
(Adapted from
http://www.pcworld.com/article/172602/windows_7_review.html)
In the text, a cinch means
Ano: 2010
Banca:
FCC
Órgão:
TRT - 20ª REGIÃO (SE)
Prova:
FCC - 2010 - TRT - 20ª REGIÃO (SE) - Analista Judiciário - Tecnologia da Informação |
Q39634
Inglês
Texto associado
WINDOWS 7 REVIEW
Windows 7 gets the basics right. Here's what you need to know
about the new OS.
Harry McCracken, PC World
Monday, October 19, 2009 2:00 pm
What if a new version of Windows didn't try to dazzle
you? What if, instead, it tried to disappear except when you
needed it? Such an operating system would dispense with glitzy
effects in favor of low-key, useful new features. Rather than
pelting you with alerts, warnings, and requests, it would try to
stay out of your face. And if any bundled applications weren't
essential, it would dump 'em.
It's not a what-if scenario. Windows 7, set to arrive on
new PCs and as a shrinkwrapped upgrade on October 22, has a
minimalist feel and attempts to fix annoyances old and new. In
contrast, Windows Vista offered a flashy new interface, but its
poor performance, compatibility gotchas, and lack of compelling
features made some folks regret upgrading and others refuse to
leave Windows XP.
Windows 7 is hardly flawless. Some features feel
unfinished; others won't realize their potential without heavy
lifting by third parties. And some long-standing annoyances
remain intact. But overall, the final shipping version I test-drove
appears to be the worthy successor to Windows XP that Vista
never was.
(Adapted from
http://www.pcworld.com/article/172602/windows_7_review.html
Windows 7 gets the basics right. Here's what you need to know
about the new OS.
Harry McCracken, PC World
Monday, October 19, 2009 2:00 pm
What if a new version of Windows didn't try to dazzle
you? What if, instead, it tried to disappear except when you
needed it? Such an operating system would dispense with glitzy
effects in favor of low-key, useful new features. Rather than
pelting you with alerts, warnings, and requests, it would try to
stay out of your face. And if any bundled applications weren't
essential, it would dump 'em.
It's not a what-if scenario. Windows 7, set to arrive on
new PCs and as a shrinkwrapped upgrade on October 22, has a
minimalist feel and attempts to fix annoyances old and new. In
contrast, Windows Vista offered a flashy new interface, but its
poor performance, compatibility gotchas, and lack of compelling
features made some folks regret upgrading and others refuse to
leave Windows XP.
Windows 7 is hardly flawless. Some features feel
unfinished; others won't realize their potential without heavy
lifting by third parties. And some long-standing annoyances
remain intact. But overall, the final shipping version I test-drove
appears to be the worthy successor to Windows XP that Vista
never was.
(Adapted from
http://www.pcworld.com/article/172602/windows_7_review.html
No texto, Rather than pode ser substituído, sem alteração de sentido, por
Ano: 2010
Banca:
CESPE / CEBRASPE
Órgão:
Instituto Rio Branco
Prova:
CESPE - 2010 - Instituto Rio Branco - Diplomata - 2ª Etapa C |
Q29306
Inglês
In the text,
Ano: 2010
Banca:
CESPE / CEBRASPE
Órgão:
Instituto Rio Branco
Prova:
CESPE - 2010 - Instituto Rio Branco - Diplomata - 2ª Etapa C |
Q29305
Inglês
In the text,
Ano: 2010
Banca:
CESGRANRIO
Órgão:
BACEN
Prova:
CESGRANRIO - 2010 - BACEN - Analista do Banco Central - Conhecimentos Gerais - Todos os Cargos |
Q25600
Inglês
. In terms of meaning, it is correct to affirm that
Q544271
Inglês
Texto associado
From "Conclusion on Global Warming":
One of the big questions of today is whether global warming and climate change can be stopped or whether it is inevitable. Though worried, most scientists believe that if we act now, “serious” climate change and global warming can be avoided. A few, such as James Lovelock who created the GAIA theory of the Earth as a living organism, believes that is far too late to stop the changes that
are now unfolding. Politicians either deny that there is a problem or act as if there is plenty of time to do something. After weighing the arguments we in The GAIA-Movement have had to conclude the following:
• Global Warming and Climate Change are unavoidable as they are already going on and have been so for quite some time;
• they constitute an inevitable catastrophe that will unfold in the years and decades to come;
• this fact cannot be reversed as the politicians in power will not provide the leadership needed to implement the monumental changes needed to reduce greenhouse gas emission and
• the processes set in motion are of such magnitude that they by now can only be postponed or prolonged so as to allow more time for adaptation.
We have reached our conclusions on global warming, climate change and the consequences thereof for food production and a number of other issues after studying books, films, websites, radio interviews, scientific magazines and reports.
The information we have found points in a clear direction and has thus enabled us to make a clear conclusion.
A basic book has been “Six Degrees” by Mark Lynas, a journalist who has studied many scientific reports and from that has been able to describe what may happen to the Earth as it warms 1-2-3-4-5 and even 6 degrees.
Elizabeth Kolbert has written “Field Notes from a Catastrophe”. She has met many scientists working on global warming and the book has much dramatic information.
Several other authors have written books that give many details on global warming and climate change such as “The Last Generation” by Fred Pierce, “The Weather Makers” by Tim Flannery, “A Rough Guide to Climate Change” by Robert Henson, “The Revenge of GAIA” by James Lovelock and “An Inconvenient Truth” by Al Gore, who received the Nobel Peace Prize for his effort to inform about climate change. The last book is also on film and there are several other films that tell about different aspects of climate change and what can be done to build a world on renewable energy.
The Intergovernmental Panel on Climate Change, a UN working group, which also received the Nobel Peace Prize made their latest report in 2007. We have studied the report which presents several models for how the climate may change during the next 100 years.
Text taken from the Gaia Movement: http://www.gaia-movement.org/
On: 10/23/2009
“Gaia” is the name of a Greek goddess of Earth.
What’s the meaning of unfold in this sentence: they constitute an inevitable catastrophe that will unfold in the years and decades to come?
Q128040
Inglês
The word that would not be an appropriate synonym for the word “But” (line 14) is
Ano: 2009
Banca:
MOVENS
Órgão:
MDIC
Provas:
MOVENS - 2009 - MDIC - Técnico Gerencial - Direito
|
MOVENS - 2009 - MDIC - Técnico Intelectual - Tecnologia da Informação |
Q128039
Inglês
The word “concerns” (line 16) is a
Q128030
Inglês
A synonym for “increases” (line 6) is
Q128028
Inglês
A synonym for “threshold” (line 2) is
Q128024
Inglês
In the text, a synonym for “charged with” (line 15) is
Conheça nossos planos