Provas

Texto-base:
As questões de 1 a 7 referem-se ao texto a seguir:

A HISTORY OF PI

1 The history of Pi, says the author, though a small part of the history of mathematics, is nevertheless a mirror of
the history of man. Petr Beckmann holds up this mirror, giving the background of the times when Pi made progress —
and also when it did not, because science was being stifled by militarism or religious fanaticism. The mathematical
level of this book is flexible, and there is plenty for readers of all ages and interests.
5
ABOUT THE AUTHOR

Petr Beckmann was born in Prague, Czechoslovakia, in 1924. Until 1963, he worked as a research scientist for
the Czechoslovak Academy of Sciences, when he was invited as a Visiting Professor to the University of Colorado,
10 where he decided to stay permanently as professor of electrical engineering.
Dr. Beckmann has authored 11 books and more than 50 scientific papers, mostly on probability theory and
electromagnetic wave propagation. History is one of his side interests; another is linguistics (he is fluent in five
languages and he has worked out a new generative grammar which enables a computer to construct trillions of
grammatical sentences from a dictionary of less than 100 unprocessed words).
15 He also publishes a monthly pro-science, pro-technology, pro-free enterprise newsletter Access to Energy, in
which he promotes the viewpoint that clean energy can be made plentiful, but that access to it is blocked by
government interference and environmental paranoia.

BECKMANN, Petr. A History of Pi. New York: Barnes & Noble Books, 1983.

O texto foi extraído de um(a)

Texto-base:
As questões de 1 a 7 referem-se ao texto a seguir:

A HISTORY OF PI

1 The history of Pi, says the author, though a small part of the history of mathematics, is nevertheless a mirror of
the history of man. Petr Beckmann holds up this mirror, giving the background of the times when Pi made progress —
and also when it did not, because science was being stifled by militarism or religious fanaticism. The mathematical
level of this book is flexible, and there is plenty for readers of all ages and interests.
5
ABOUT THE AUTHOR

Petr Beckmann was born in Prague, Czechoslovakia, in 1924. Until 1963, he worked as a research scientist for
the Czechoslovak Academy of Sciences, when he was invited as a Visiting Professor to the University of Colorado,
10 where he decided to stay permanently as professor of electrical engineering.
Dr. Beckmann has authored 11 books and more than 50 scientific papers, mostly on probability theory and
electromagnetic wave propagation. History is one of his side interests; another is linguistics (he is fluent in five
languages and he has worked out a new generative grammar which enables a computer to construct trillions of
grammatical sentences from a dictionary of less than 100 unprocessed words).
15 He also publishes a monthly pro-science, pro-technology, pro-free enterprise newsletter Access to Energy, in
which he promotes the viewpoint that clean energy can be made plentiful, but that access to it is blocked by
government interference and environmental paranoia.

BECKMANN, Petr. A History of Pi. New York: Barnes & Noble Books, 1983.

O livro A History of Pi

Texto-base:
As questões de 1 a 7 referem-se ao texto a seguir:

A HISTORY OF PI

1 The history of Pi, says the author, though a small part of the history of mathematics, is nevertheless a mirror of
the history of man. Petr Beckmann holds up this mirror, giving the background of the times when Pi made progress —
and also when it did not, because science was being stifled by militarism or religious fanaticism. The mathematical
level of this book is flexible, and there is plenty for readers of all ages and interests.
5
ABOUT THE AUTHOR

Petr Beckmann was born in Prague, Czechoslovakia, in 1924. Until 1963, he worked as a research scientist for
the Czechoslovak Academy of Sciences, when he was invited as a Visiting Professor to the University of Colorado,
10 where he decided to stay permanently as professor of electrical engineering.
Dr. Beckmann has authored 11 books and more than 50 scientific papers, mostly on probability theory and
electromagnetic wave propagation. History is one of his side interests; another is linguistics (he is fluent in five
languages and he has worked out a new generative grammar which enables a computer to construct trillions of
grammatical sentences from a dictionary of less than 100 unprocessed words).
15 He also publishes a monthly pro-science, pro-technology, pro-free enterprise newsletter Access to Energy, in
which he promotes the viewpoint that clean energy can be made plentiful, but that access to it is blocked by
government interference and environmental paranoia.

BECKMANN, Petr. A History of Pi. New York: Barnes & Noble Books, 1983.

No contexto deste texto, o item lexical “stifled” (linha 3) pode ser traduzido por

Texto-base:
As questões de 1 a 7 referem-se ao texto a seguir:

A HISTORY OF PI

1 The history of Pi, says the author, though a small part of the history of mathematics, is nevertheless a mirror of
the history of man. Petr Beckmann holds up this mirror, giving the background of the times when Pi made progress —
and also when it did not, because science was being stifled by militarism or religious fanaticism. The mathematical
level of this book is flexible, and there is plenty for readers of all ages and interests.
5
ABOUT THE AUTHOR

Petr Beckmann was born in Prague, Czechoslovakia, in 1924. Until 1963, he worked as a research scientist for
the Czechoslovak Academy of Sciences, when he was invited as a Visiting Professor to the University of Colorado,
10 where he decided to stay permanently as professor of electrical engineering.
Dr. Beckmann has authored 11 books and more than 50 scientific papers, mostly on probability theory and
electromagnetic wave propagation. History is one of his side interests; another is linguistics (he is fluent in five
languages and he has worked out a new generative grammar which enables a computer to construct trillions of
grammatical sentences from a dictionary of less than 100 unprocessed words).
15 He also publishes a monthly pro-science, pro-technology, pro-free enterprise newsletter Access to Energy, in
which he promotes the viewpoint that clean energy can be made plentiful, but that access to it is blocked by
government interference and environmental paranoia.

BECKMANN, Petr. A History of Pi. New York: Barnes & Noble Books, 1983.

Dentre os interesses de Petr Beckmann, NÃO se encontra(m)

Texto-base:
As questões de 1 a 7 referem-se ao texto a seguir:

A HISTORY OF PI

1 The history of Pi, says the author, though a small part of the history of mathematics, is nevertheless a mirror of
the history of man. Petr Beckmann holds up this mirror, giving the background of the times when Pi made progress —
and also when it did not, because science was being stifled by militarism or religious fanaticism. The mathematical
level of this book is flexible, and there is plenty for readers of all ages and interests.
5
ABOUT THE AUTHOR

Petr Beckmann was born in Prague, Czechoslovakia, in 1924. Until 1963, he worked as a research scientist for
the Czechoslovak Academy of Sciences, when he was invited as a Visiting Professor to the University of Colorado,
10 where he decided to stay permanently as professor of electrical engineering.
Dr. Beckmann has authored 11 books and more than 50 scientific papers, mostly on probability theory and
electromagnetic wave propagation. History is one of his side interests; another is linguistics (he is fluent in five
languages and he has worked out a new generative grammar which enables a computer to construct trillions of
grammatical sentences from a dictionary of less than 100 unprocessed words).
15 He also publishes a monthly pro-science, pro-technology, pro-free enterprise newsletter Access to Energy, in
which he promotes the viewpoint that clean energy can be made plentiful, but that access to it is blocked by
government interference and environmental paranoia.

BECKMANN, Petr. A History of Pi. New York: Barnes & Noble Books, 1983.

Texto-base:
As questões de 1 a 7 referem-se ao texto a seguir:

A HISTORY OF PI

1 The history of Pi, says the author, though a small part of the history of mathematics, is nevertheless a mirror of
the history of man. Petr Beckmann holds up this mirror, giving the background of the times when Pi made progress —
and also when it did not, because science was being stifled by militarism or religious fanaticism. The mathematical
level of this book is flexible, and there is plenty for readers of all ages and interests.
5
ABOUT THE AUTHOR

Petr Beckmann was born in Prague, Czechoslovakia, in 1924. Until 1963, he worked as a research scientist for
the Czechoslovak Academy of Sciences, when he was invited as a Visiting Professor to the University of Colorado,
10 where he decided to stay permanently as professor of electrical engineering.
Dr. Beckmann has authored 11 books and more than 50 scientific papers, mostly on probability theory and
electromagnetic wave propagation. History is one of his side interests; another is linguistics (he is fluent in five
languages and he has worked out a new generative grammar which enables a computer to construct trillions of
grammatical sentences from a dictionary of less than 100 unprocessed words).
15 He also publishes a monthly pro-science, pro-technology, pro-free enterprise newsletter Access to Energy, in
which he promotes the viewpoint that clean energy can be made plentiful, but that access to it is blocked by
government interference and environmental paranoia.

BECKMANN, Petr. A History of Pi. New York: Barnes & Noble Books, 1983.

A opção que contém a reescrita correta de “... science was being stifled by militarism or religious fanaticism.” (linha 3) é: Militarism or religious fanaticism

Texto-base:
As questões de 1 a 7 referem-se ao texto a seguir:

A HISTORY OF PI

1 The history of Pi, says the author, though a small part of the history of mathematics, is nevertheless a mirror of
the history of man. Petr Beckmann holds up this mirror, giving the background of the times when Pi made progress —
and also when it did not, because science was being stifled by militarism or religious fanaticism. The mathematical
level of this book is flexible, and there is plenty for readers of all ages and interests.
5
ABOUT THE AUTHOR

Petr Beckmann was born in Prague, Czechoslovakia, in 1924. Until 1963, he worked as a research scientist for
the Czechoslovak Academy of Sciences, when he was invited as a Visiting Professor to the University of Colorado,
10 where he decided to stay permanently as professor of electrical engineering.
Dr. Beckmann has authored 11 books and more than 50 scientific papers, mostly on probability theory and
electromagnetic wave propagation. History is one of his side interests; another is linguistics (he is fluent in five
languages and he has worked out a new generative grammar which enables a computer to construct trillions of
grammatical sentences from a dictionary of less than 100 unprocessed words).
15 He also publishes a monthly pro-science, pro-technology, pro-free enterprise newsletter Access to Energy, in
which he promotes the viewpoint that clean energy can be made plentiful, but that access to it is blocked by
government interference and environmental paranoia.

BECKMANN, Petr. A History of Pi. New York: Barnes & Noble Books, 1983.

Indique a alternativa que contém a referência correta para o termo sublinhado.

Texto-base:
As questões de 8 a 10 referem-se ao texto a seguir:

1 Harvard conducted one of the longest and most comprehensive studies of human development — the 75 year
old Grant Study — that’s reached some fascinating conclusions regarding the recipe for leading a happy life. The
sample group was comprised of healthy male Harvard college students who, over the course of their lifetime, agreed
to meet with an array of scientists and researchers who measured their psychological, physical and anthropological
5 traits. Though all identities are confidential, it was recently discovered that John F. Kennedy was a sample participant.
Following these men through times of war, their careers, parenthood and old age, the Grant Study has amassed an
exorbitant amount of data that deeply reflects the human condition. What can be concluded from seven decades of
data? It is quite simple actually; warm relationships between parents, spouses, children and friends have the greatest
impact on your health and happiness in old age. The study found that 93 percent of the sample group who were
10 thriving at age 65, had a close relationship with a sibling when they were younger. As George Vaillant, the lead
director of the study states, it can all be boiled down into five simple words: “Happiness is love. Full stop.” (Business
Insider.)

http://www.goodnet.org/articles/1055 (acesso em 10/06/2013).

A Grant Study, pesquisa realizada pela Universidade de Harvard,

Texto-base:
As questões de 8 a 10 referem-se ao texto a seguir:

1 Harvard conducted one of the longest and most comprehensive studies of human development — the 75 year
old Grant Study — that’s reached some fascinating conclusions regarding the recipe for leading a happy life. The
sample group was comprised of healthy male Harvard college students who, over the course of their lifetime, agreed
to meet with an array of scientists and researchers who measured their psychological, physical and anthropological
5 traits. Though all identities are confidential, it was recently discovered that John F. Kennedy was a sample participant.
Following these men through times of war, their careers, parenthood and old age, the Grant Study has amassed an
exorbitant amount of data that deeply reflects the human condition. What can be concluded from seven decades of
data? It is quite simple actually; warm relationships between parents, spouses, children and friends have the greatest
impact on your health and happiness in old age. The study found that 93 percent of the sample group who were
10 thriving at age 65, had a close relationship with a sibling when they were younger. As George Vaillant, the lead
director of the study states, it can all be boiled down into five simple words: “Happiness is love. Full stop.” (Business
Insider.)

http://www.goodnet.org/articles/1055 (acesso em 10/06/2013).

Assinale a opção cuja reescrita não altera o sentido de: “Though all identities are confidential, it was recently discovered that John F. Kennedy was a sample participant.” (linha 5)

Texto-base:
As questões de 8 a 10 referem-se ao texto a seguir:

1 Harvard conducted one of the longest and most comprehensive studies of human development — the 75 year
old Grant Study — that’s reached some fascinating conclusions regarding the recipe for leading a happy life. The
sample group was comprised of healthy male Harvard college students who, over the course of their lifetime, agreed
to meet with an array of scientists and researchers who measured their psychological, physical and anthropological
5 traits. Though all identities are confidential, it was recently discovered that John F. Kennedy was a sample participant.
Following these men through times of war, their careers, parenthood and old age, the Grant Study has amassed an
exorbitant amount of data that deeply reflects the human condition. What can be concluded from seven decades of
data? It is quite simple actually; warm relationships between parents, spouses, children and friends have the greatest
impact on your health and happiness in old age. The study found that 93 percent of the sample group who were
10 thriving at age 65, had a close relationship with a sibling when they were younger. As George Vaillant, the lead
director of the study states, it can all be boiled down into five simple words: “Happiness is love. Full stop.” (Business
Insider.)

http://www.goodnet.org/articles/1055 (acesso em 10/06/2013).

Substituindo os adjetivos long e comprehensive, respectivamente, por easy e rich na oração “Harvard conducted one of the longest and most comprehensive studies of human development” (linha 1), teremos:

Texto-base:
As questões 11 e 12 referem-se à tirinha a seguir:

Is this what really goes on in the staff room?

http://www.math-problem-solving.com/funny_math_cartoons.html (acesso em 10/06/2013).

Pelo contexto, pode-se depreender que os personagens são

Texto-base:
As questões 11 e 12 referem-se à tirinha a seguir:

Is this what really goes on in the staff room?

http://www.math-problem-solving.com/funny_math_cartoons.html (acesso em 10/06/2013).

Em “the more I learn, the less clear anything gets”, mantém-se o mesmo sentido em:

Texto-base:
As questões de 13 a 20 referem-se ao texto a seguir:

DISTANT PEAK CAR
Carmakers worry that one day demand for cars will stop rising. But that is a long way off.

1 IN 1924 FORD ran an advertisement headlined “His First Car”, urging fathers to buy their teenage sons their
first set of wheels. The idea caught on. For boys, especially, learning to drive became an essential part of growing up.
By the late 1970s 86% of American 18-year-olds—of both sexes—had a driving licence. But then the trend went into
reverse: researchers at the University of Michigan found that in 2010 only 61% of 18-year-old Americans had licences.
5 Other rich countries are going the same way. Teenagers are showing less interest in cars as they turn their attention
to smartphones and social networking.
This is a worry for carmakers, who are wondering where their future customers are going to come from. In the
two decades to 2008 the number of miles driven by Americans in their 20s fell by 8%. In Britain a study for the RAC
Foundation, a transport-research body, found a 30% drop among men in the same age group between 1996 and
10 2006.
One reason for concern is that half the world’s population now lives in towns and cities, which have only so
much space for cars. Even in rapidly growing car markets such as China, city governments in the more prosperous
parts of the country are beginning to restrict new car registrations and invest heavily in public transport.
Young urban residents may also be meeting up less often in person, thanks to social-networking sites that let
15 them keep in touch digitally. So they have less need for a car, and when they do need one they turn to car clubs,
which offer rental by the hour in their neighbourhood, and to car-sharing schemes. In particular, the generation who
came of age after 2000, the so-called “millennials”, express a preference for having access to rather than owning cars.
But some of that may be just talk. In a survey by McKinsey, American millennials said they expected to use car clubs
in the future, but when asked if owning a car would remain an important status symbol, they were much more likely to
20 answer “yes” than older consumers.
Economic factors, too, work against car ownership. Sheryl Connelly, Ford’s “global trends and futuring”
manager, notes that a few decades ago teenagers in America often got free driving lessons at school, but now they
may have to pay up to $800 for them before they can sit their test. The cost of adding a young driver to the family’s
car-insurance policy too has risen sharply, she says. In Britain the RAC Foundation study found that fewer young men
25 are driving because their employers have cut back on providing company cars.
However, studies also show a marked rise in the proportion of elderly people with driving licences. Baby-
boomers pretty much all learned to drive, and now that they are beginning to retire they expect to continue motoring.
The development of assisted driving, followed one day by fully automated cars, will allow them to stay mobile for much
longer.
30 What may be happening in rich countries is a one-off shift in the timing of people’s driving careers, so that they
start later but then continue well into old age. This may be no bad thing for carmakers. It has long been an open secret
in the business that cars are advertised as being for the young but are bought mainly by the middle-aged with the
necessary disposable income. In America the average Mercedes buyer is in his late 50s, and even the supposedly
youth-oriented MINI Cooper is typically bought by people in their early 40s. The world’s biggest car markets—China,
35 North America and Europe—are all greying.
So it is not clear that declining car ownership among young urbanites will have more than a marginal effect on
overall car sales. Besides, argues Renault-Nissan’s Mr Ghosn, for most people “their car is more than an object.” For
some it is an extension of their home, he says, and most people would rather not share their home. For others it is
their pet, and who wants to share their pet?
40 All in all, “peak car”—the point at which worldwide demand for cars will stop rising—still seems quite a long way
off. In the rich world some of the economic factors that have deterred young people from taking up driving will fade
away: as cars become increasingly self-piloting and accident rates fall, insurance costs should decrease, and in time
there will be little or no need to take expensive lessons.

The Economist, April 20th, 2013.

Uma das razões para o menor uso de carros por jovens nos últimos anos é o(a)

Texto-base:
As questões de 13 a 20 referem-se ao texto a seguir:

DISTANT PEAK CAR
Carmakers worry that one day demand for cars will stop rising. But that is a long way off.

1 IN 1924 FORD ran an advertisement headlined “His First Car”, urging fathers to buy their teenage sons their
first set of wheels. The idea caught on. For boys, especially, learning to drive became an essential part of growing up.
By the late 1970s 86% of American 18-year-olds—of both sexes—had a driving licence. But then the trend went into
reverse: researchers at the University of Michigan found that in 2010 only 61% of 18-year-old Americans had licences.
5 Other rich countries are going the same way. Teenagers are showing less interest in cars as they turn their attention
to smartphones and social networking.
This is a worry for carmakers, who are wondering where their future customers are going to come from. In the
two decades to 2008 the number of miles driven by Americans in their 20s fell by 8%. In Britain a study for the RAC
Foundation, a transport-research body, found a 30% drop among men in the same age group between 1996 and
10 2006.
One reason for concern is that half the world’s population now lives in towns and cities, which have only so
much space for cars. Even in rapidly growing car markets such as China, city governments in the more prosperous
parts of the country are beginning to restrict new car registrations and invest heavily in public transport.
Young urban residents may also be meeting up less often in person, thanks to social-networking sites that let
15 them keep in touch digitally. So they have less need for a car, and when they do need one they turn to car clubs,
which offer rental by the hour in their neighbourhood, and to car-sharing schemes. In particular, the generation who
came of age after 2000, the so-called “millennials”, express a preference for having access to rather than owning cars.
But some of that may be just talk. In a survey by McKinsey, American millennials said they expected to use car clubs
in the future, but when asked if owning a car would remain an important status symbol, they were much more likely to
20 answer “yes” than older consumers.
Economic factors, too, work against car ownership. Sheryl Connelly, Ford’s “global trends and futuring”
manager, notes that a few decades ago teenagers in America often got free driving lessons at school, but now they
may have to pay up to $800 for them before they can sit their test. The cost of adding a young driver to the family’s
car-insurance policy too has risen sharply, she says. In Britain the RAC Foundation study found that fewer young men
25 are driving because their employers have cut back on providing company cars.
However, studies also show a marked rise in the proportion of elderly people with driving licences. Baby-
boomers pretty much all learned to drive, and now that they are beginning to retire they expect to continue motoring.
The development of assisted driving, followed one day by fully automated cars, will allow them to stay mobile for much
longer.
30 What may be happening in rich countries is a one-off shift in the timing of people’s driving careers, so that they
start later but then continue well into old age. This may be no bad thing for carmakers. It has long been an open secret
in the business that cars are advertised as being for the young but are bought mainly by the middle-aged with the
necessary disposable income. In America the average Mercedes buyer is in his late 50s, and even the supposedly
youth-oriented MINI Cooper is typically bought by people in their early 40s. The world’s biggest car markets—China,
35 North America and Europe—are all greying.
So it is not clear that declining car ownership among young urbanites will have more than a marginal effect on
overall car sales. Besides, argues Renault-Nissan’s Mr Ghosn, for most people “their car is more than an object.” For
some it is an extension of their home, he says, and most people would rather not share their home. For others it is
their pet, and who wants to share their pet?
40 All in all, “peak car”—the point at which worldwide demand for cars will stop rising—still seems quite a long way
off. In the rich world some of the economic factors that have deterred young people from taking up driving will fade
away: as cars become increasingly self-piloting and accident rates fall, insurance costs should decrease, and in time
there will be little or no need to take expensive lessons.

The Economist, April 20th, 2013.

Assinale a opção em que a retirada do termo sublinhado compromete o sentido da oração.

Texto-base:
As questões de 13 a 20 referem-se ao texto a seguir:

DISTANT PEAK CAR
Carmakers worry that one day demand for cars will stop rising. But that is a long way off.

1 IN 1924 FORD ran an advertisement headlined “His First Car”, urging fathers to buy their teenage sons their
first set of wheels. The idea caught on. For boys, especially, learning to drive became an essential part of growing up.
By the late 1970s 86% of American 18-year-olds—of both sexes—had a driving licence. But then the trend went into
reverse: researchers at the University of Michigan found that in 2010 only 61% of 18-year-old Americans had licences.
5 Other rich countries are going the same way. Teenagers are showing less interest in cars as they turn their attention
to smartphones and social networking.
This is a worry for carmakers, who are wondering where their future customers are going to come from. In the
two decades to 2008 the number of miles driven by Americans in their 20s fell by 8%. In Britain a study for the RAC
Foundation, a transport-research body, found a 30% drop among men in the same age group between 1996 and
10 2006.
One reason for concern is that half the world’s population now lives in towns and cities, which have only so
much space for cars. Even in rapidly growing car markets such as China, city governments in the more prosperous
parts of the country are beginning to restrict new car registrations and invest heavily in public transport.
Young urban residents may also be meeting up less often in person, thanks to social-networking sites that let
15 them keep in touch digitally. So they have less need for a car, and when they do need one they turn to car clubs,
which offer rental by the hour in their neighbourhood, and to car-sharing schemes. In particular, the generation who
came of age after 2000, the so-called “millennials”, express a preference for having access to rather than owning cars.
But some of that may be just talk. In a survey by McKinsey, American millennials said they expected to use car clubs
in the future, but when asked if owning a car would remain an important status symbol, they were much more likely to
20 answer “yes” than older consumers.
Economic factors, too, work against car ownership. Sheryl Connelly, Ford’s “global trends and futuring”
manager, notes that a few decades ago teenagers in America often got free driving lessons at school, but now they
may have to pay up to $800 for them before they can sit their test. The cost of adding a young driver to the family’s
car-insurance policy too has risen sharply, she says. In Britain the RAC Foundation study found that fewer young men
25 are driving because their employers have cut back on providing company cars.
However, studies also show a marked rise in the proportion of elderly people with driving licences. Baby-
boomers pretty much all learned to drive, and now that they are beginning to retire they expect to continue motoring.
The development of assisted driving, followed one day by fully automated cars, will allow them to stay mobile for much
longer.
30 What may be happening in rich countries is a one-off shift in the timing of people’s driving careers, so that they
start later but then continue well into old age. This may be no bad thing for carmakers. It has long been an open secret
in the business that cars are advertised as being for the young but are bought mainly by the middle-aged with the
necessary disposable income. In America the average Mercedes buyer is in his late 50s, and even the supposedly
youth-oriented MINI Cooper is typically bought by people in their early 40s. The world’s biggest car markets—China,
35 North America and Europe—are all greying.
So it is not clear that declining car ownership among young urbanites will have more than a marginal effect on
overall car sales. Besides, argues Renault-Nissan’s Mr Ghosn, for most people “their car is more than an object.” For
some it is an extension of their home, he says, and most people would rather not share their home. For others it is
their pet, and who wants to share their pet?
40 All in all, “peak car”—the point at which worldwide demand for cars will stop rising—still seems quite a long way
off. In the rich world some of the economic factors that have deterred young people from taking up driving will fade
away: as cars become increasingly self-piloting and accident rates fall, insurance costs should decrease, and in time
there will be little or no need to take expensive lessons.

The Economist, April 20th, 2013.

Considere as sentenças:

I. A geração millennials não se incomoda com status social.
II. A geração millennials já atingiu os 40 anos de idade.
III. A geração baby boomers faz parte dos apreciadores da fabricante de carros Mercedes.

Está(ão) correta(s)

Texto-base:
As questões de 13 a 20 referem-se ao texto a seguir:

DISTANT PEAK CAR
Carmakers worry that one day demand for cars will stop rising. But that is a long way off.

1 IN 1924 FORD ran an advertisement headlined “His First Car”, urging fathers to buy their teenage sons their
first set of wheels. The idea caught on. For boys, especially, learning to drive became an essential part of growing up.
By the late 1970s 86% of American 18-year-olds—of both sexes—had a driving licence. But then the trend went into
reverse: researchers at the University of Michigan found that in 2010 only 61% of 18-year-old Americans had licences.
5 Other rich countries are going the same way. Teenagers are showing less interest in cars as they turn their attention
to smartphones and social networking.
This is a worry for carmakers, who are wondering where their future customers are going to come from. In the
two decades to 2008 the number of miles driven by Americans in their 20s fell by 8%. In Britain a study for the RAC
Foundation, a transport-research body, found a 30% drop among men in the same age group between 1996 and
10 2006.
One reason for concern is that half the world’s population now lives in towns and cities, which have only so
much space for cars. Even in rapidly growing car markets such as China, city governments in the more prosperous
parts of the country are beginning to restrict new car registrations and invest heavily in public transport.
Young urban residents may also be meeting up less often in person, thanks to social-networking sites that let
15 them keep in touch digitally. So they have less need for a car, and when they do need one they turn to car clubs,
which offer rental by the hour in their neighbourhood, and to car-sharing schemes. In particular, the generation who
came of age after 2000, the so-called “millennials”, express a preference for having access to rather than owning cars.
But some of that may be just talk. In a survey by McKinsey, American millennials said they expected to use car clubs
in the future, but when asked if owning a car would remain an important status symbol, they were much more likely to
20 answer “yes” than older consumers.
Economic factors, too, work against car ownership. Sheryl Connelly, Ford’s “global trends and futuring”
manager, notes that a few decades ago teenagers in America often got free driving lessons at school, but now they
may have to pay up to $800 for them before they can sit their test. The cost of adding a young driver to the family’s
car-insurance policy too has risen sharply, she says. In Britain the RAC Foundation study found that fewer young men
25 are driving because their employers have cut back on providing company cars.
However, studies also show a marked rise in the proportion of elderly people with driving licences. Baby-
boomers pretty much all learned to drive, and now that they are beginning to retire they expect to continue motoring.
The development of assisted driving, followed one day by fully automated cars, will allow them to stay mobile for much
longer.
30 What may be happening in rich countries is a one-off shift in the timing of people’s driving careers, so that they
start later but then continue well into old age. This may be no bad thing for carmakers. It has long been an open secret
in the business that cars are advertised as being for the young but are bought mainly by the middle-aged with the
necessary disposable income. In America the average Mercedes buyer is in his late 50s, and even the supposedly
youth-oriented MINI Cooper is typically bought by people in their early 40s. The world’s biggest car markets—China,
35 North America and Europe—are all greying.
So it is not clear that declining car ownership among young urbanites will have more than a marginal effect on
overall car sales. Besides, argues Renault-Nissan’s Mr Ghosn, for most people “their car is more than an object.” For
some it is an extension of their home, he says, and most people would rather not share their home. For others it is
their pet, and who wants to share their pet?
40 All in all, “peak car”—the point at which worldwide demand for cars will stop rising—still seems quite a long way
off. In the rich world some of the economic factors that have deterred young people from taking up driving will fade
away: as cars become increasingly self-piloting and accident rates fall, insurance costs should decrease, and in time
there will be little or no need to take expensive lessons.

The Economist, April 20th, 2013.

Assinale a opção correta.

Texto-base:
As questões de 13 a 20 referem-se ao texto a seguir:

DISTANT PEAK CAR
Carmakers worry that one day demand for cars will stop rising. But that is a long way off.

1 IN 1924 FORD ran an advertisement headlined “His First Car”, urging fathers to buy their teenage sons their
first set of wheels. The idea caught on. For boys, especially, learning to drive became an essential part of growing up.
By the late 1970s 86% of American 18-year-olds—of both sexes—had a driving licence. But then the trend went into
reverse: researchers at the University of Michigan found that in 2010 only 61% of 18-year-old Americans had licences.
5 Other rich countries are going the same way. Teenagers are showing less interest in cars as they turn their attention
to smartphones and social networking.
This is a worry for carmakers, who are wondering where their future customers are going to come from. In the
two decades to 2008 the number of miles driven by Americans in their 20s fell by 8%. In Britain a study for the RAC
Foundation, a transport-research body, found a 30% drop among men in the same age group between 1996 and
10 2006.
One reason for concern is that half the world’s population now lives in towns and cities, which have only so
much space for cars. Even in rapidly growing car markets such as China, city governments in the more prosperous
parts of the country are beginning to restrict new car registrations and invest heavily in public transport.
Young urban residents may also be meeting up less often in person, thanks to social-networking sites that let
15 them keep in touch digitally. So they have less need for a car, and when they do need one they turn to car clubs,
which offer rental by the hour in their neighbourhood, and to car-sharing schemes. In particular, the generation who
came of age after 2000, the so-called “millennials”, express a preference for having access to rather than owning cars.
But some of that may be just talk. In a survey by McKinsey, American millennials said they expected to use car clubs
in the future, but when asked if owning a car would remain an important status symbol, they were much more likely to
20 answer “yes” than older consumers.
Economic factors, too, work against car ownership. Sheryl Connelly, Ford’s “global trends and futuring”
manager, notes that a few decades ago teenagers in America often got free driving lessons at school, but now they
may have to pay up to $800 for them before they can sit their test. The cost of adding a young driver to the family’s
car-insurance policy too has risen sharply, she says. In Britain the RAC Foundation study found that fewer young men
25 are driving because their employers have cut back on providing company cars.
However, studies also show a marked rise in the proportion of elderly people with driving licences. Baby-
boomers pretty much all learned to drive, and now that they are beginning to retire they expect to continue motoring.
The development of assisted driving, followed one day by fully automated cars, will allow them to stay mobile for much
longer.
30 What may be happening in rich countries is a one-off shift in the timing of people’s driving careers, so that they
start later but then continue well into old age. This may be no bad thing for carmakers. It has long been an open secret
in the business that cars are advertised as being for the young but are bought mainly by the middle-aged with the
necessary disposable income. In America the average Mercedes buyer is in his late 50s, and even the supposedly
youth-oriented MINI Cooper is typically bought by people in their early 40s. The world’s biggest car markets—China,
35 North America and Europe—are all greying.
So it is not clear that declining car ownership among young urbanites will have more than a marginal effect on
overall car sales. Besides, argues Renault-Nissan’s Mr Ghosn, for most people “their car is more than an object.” For
some it is an extension of their home, he says, and most people would rather not share their home. For others it is
their pet, and who wants to share their pet?
40 All in all, “peak car”—the point at which worldwide demand for cars will stop rising—still seems quite a long way
off. In the rich world some of the economic factors that have deterred young people from taking up driving will fade
away: as cars become increasingly self-piloting and accident rates fall, insurance costs should decrease, and in time
there will be little or no need to take expensive lessons.

The Economist, April 20th, 2013.

Assinale a opção em que o emprego sintático do item lexical that é diferente dos demais.

Texto-base:
As questões de 13 a 20 referem-se ao texto a seguir:

DISTANT PEAK CAR
Carmakers worry that one day demand for cars will stop rising. But that is a long way off.

1 IN 1924 FORD ran an advertisement headlined “His First Car”, urging fathers to buy their teenage sons their
first set of wheels. The idea caught on. For boys, especially, learning to drive became an essential part of growing up.
By the late 1970s 86% of American 18-year-olds—of both sexes—had a driving licence. But then the trend went into
reverse: researchers at the University of Michigan found that in 2010 only 61% of 18-year-old Americans had licences.
5 Other rich countries are going the same way. Teenagers are showing less interest in cars as they turn their attention
to smartphones and social networking.
This is a worry for carmakers, who are wondering where their future customers are going to come from. In the
two decades to 2008 the number of miles driven by Americans in their 20s fell by 8%. In Britain a study for the RAC
Foundation, a transport-research body, found a 30% drop among men in the same age group between 1996 and
10 2006.
One reason for concern is that half the world’s population now lives in towns and cities, which have only so
much space for cars. Even in rapidly growing car markets such as China, city governments in the more prosperous
parts of the country are beginning to restrict new car registrations and invest heavily in public transport.
Young urban residents may also be meeting up less often in person, thanks to social-networking sites that let
15 them keep in touch digitally. So they have less need for a car, and when they do need one they turn to car clubs,
which offer rental by the hour in their neighbourhood, and to car-sharing schemes. In particular, the generation who
came of age after 2000, the so-called “millennials”, express a preference for having access to rather than owning cars.
But some of that may be just talk. In a survey by McKinsey, American millennials said they expected to use car clubs
in the future, but when asked if owning a car would remain an important status symbol, they were much more likely to
20 answer “yes” than older consumers.
Economic factors, too, work against car ownership. Sheryl Connelly, Ford’s “global trends and futuring”
manager, notes that a few decades ago teenagers in America often got free driving lessons at school, but now they
may have to pay up to $800 for them before they can sit their test. The cost of adding a young driver to the family’s
car-insurance policy too has risen sharply, she says. In Britain the RAC Foundation study found that fewer young men
25 are driving because their employers have cut back on providing company cars.
However, studies also show a marked rise in the proportion of elderly people with driving licences. Baby-
boomers pretty much all learned to drive, and now that they are beginning to retire they expect to continue motoring.
The development of assisted driving, followed one day by fully automated cars, will allow them to stay mobile for much
longer.
30 What may be happening in rich countries is a one-off shift in the timing of people’s driving careers, so that they
start later but then continue well into old age. This may be no bad thing for carmakers. It has long been an open secret
in the business that cars are advertised as being for the young but are bought mainly by the middle-aged with the
necessary disposable income. In America the average Mercedes buyer is in his late 50s, and even the supposedly
youth-oriented MINI Cooper is typically bought by people in their early 40s. The world’s biggest car markets—China,
35 North America and Europe—are all greying.
So it is not clear that declining car ownership among young urbanites will have more than a marginal effect on
overall car sales. Besides, argues Renault-Nissan’s Mr Ghosn, for most people “their car is more than an object.” For
some it is an extension of their home, he says, and most people would rather not share their home. For others it is
their pet, and who wants to share their pet?
40 All in all, “peak car”—the point at which worldwide demand for cars will stop rising—still seems quite a long way
off. In the rich world some of the economic factors that have deterred young people from taking up driving will fade
away: as cars become increasingly self-piloting and accident rates fall, insurance costs should decrease, and in time
there will be little or no need to take expensive lessons.

The Economist, April 20th, 2013.

De acordo com o texto, a expressão “a long way off” (no subtítulo e nas linhas 40 e 41) pode ser entendida como

Texto-base:
As questões de 13 a 20 referem-se ao texto a seguir:

DISTANT PEAK CAR
Carmakers worry that one day demand for cars will stop rising. But that is a long way off.

1 IN 1924 FORD ran an advertisement headlined “His First Car”, urging fathers to buy their teenage sons their
first set of wheels. The idea caught on. For boys, especially, learning to drive became an essential part of growing up.
By the late 1970s 86% of American 18-year-olds—of both sexes—had a driving licence. But then the trend went into
reverse: researchers at the University of Michigan found that in 2010 only 61% of 18-year-old Americans had licences.
5 Other rich countries are going the same way. Teenagers are showing less interest in cars as they turn their attention
to smartphones and social networking.
This is a worry for carmakers, who are wondering where their future customers are going to come from. In the
two decades to 2008 the number of miles driven by Americans in their 20s fell by 8%. In Britain a study for the RAC
Foundation, a transport-research body, found a 30% drop among men in the same age group between 1996 and
10 2006.
One reason for concern is that half the world’s population now lives in towns and cities, which have only so
much space for cars. Even in rapidly growing car markets such as China, city governments in the more prosperous
parts of the country are beginning to restrict new car registrations and invest heavily in public transport.
Young urban residents may also be meeting up less often in person, thanks to social-networking sites that let
15 them keep in touch digitally. So they have less need for a car, and when they do need one they turn to car clubs,
which offer rental by the hour in their neighbourhood, and to car-sharing schemes. In particular, the generation who
came of age after 2000, the so-called “millennials”, express a preference for having access to rather than owning cars.
But some of that may be just talk. In a survey by McKinsey, American millennials said they expected to use car clubs
in the future, but when asked if owning a car would remain an important status symbol, they were much more likely to
20 answer “yes” than older consumers.
Economic factors, too, work against car ownership. Sheryl Connelly, Ford’s “global trends and futuring”
manager, notes that a few decades ago teenagers in America often got free driving lessons at school, but now they
may have to pay up to $800 for them before they can sit their test. The cost of adding a young driver to the family’s
car-insurance policy too has risen sharply, she says. In Britain the RAC Foundation study found that fewer young men
25 are driving because their employers have cut back on providing company cars.
However, studies also show a marked rise in the proportion of elderly people with driving licences. Baby-
boomers pretty much all learned to drive, and now that they are beginning to retire they expect to continue motoring.
The development of assisted driving, followed one day by fully automated cars, will allow them to stay mobile for much
longer.
30 What may be happening in rich countries is a one-off shift in the timing of people’s driving careers, so that they
start later but then continue well into old age. This may be no bad thing for carmakers. It has long been an open secret
in the business that cars are advertised as being for the young but are bought mainly by the middle-aged with the
necessary disposable income. In America the average Mercedes buyer is in his late 50s, and even the supposedly
youth-oriented MINI Cooper is typically bought by people in their early 40s. The world’s biggest car markets—China,
35 North America and Europe—are all greying.
So it is not clear that declining car ownership among young urbanites will have more than a marginal effect on
overall car sales. Besides, argues Renault-Nissan’s Mr Ghosn, for most people “their car is more than an object.” For
some it is an extension of their home, he says, and most people would rather not share their home. For others it is
their pet, and who wants to share their pet?
40 All in all, “peak car”—the point at which worldwide demand for cars will stop rising—still seems quite a long way
off. In the rich world some of the economic factors that have deterred young people from taking up driving will fade
away: as cars become increasingly self-piloting and accident rates fall, insurance costs should decrease, and in time
there will be little or no need to take expensive lessons.

The Economist, April 20th, 2013.

A expressão “this is a worry for carmakers” (linha 7) resgata o(a)

Texto-base:
As questões de 13 a 20 referem-se ao texto a seguir:

DISTANT PEAK CAR
Carmakers worry that one day demand for cars will stop rising. But that is a long way off.

1 IN 1924 FORD ran an advertisement headlined “His First Car”, urging fathers to buy their teenage sons their
first set of wheels. The idea caught on. For boys, especially, learning to drive became an essential part of growing up.
By the late 1970s 86% of American 18-year-olds—of both sexes—had a driving licence. But then the trend went into
reverse: researchers at the University of Michigan found that in 2010 only 61% of 18-year-old Americans had licences.
5 Other rich countries are going the same way. Teenagers are showing less interest in cars as they turn their attention
to smartphones and social networking.
This is a worry for carmakers, who are wondering where their future customers are going to come from. In the
two decades to 2008 the number of miles driven by Americans in their 20s fell by 8%. In Britain a study for the RAC
Foundation, a transport-research body, found a 30% drop among men in the same age group between 1996 and
10 2006.
One reason for concern is that half the world’s population now lives in towns and cities, which have only so
much space for cars. Even in rapidly growing car markets such as China, city governments in the more prosperous
parts of the country are beginning to restrict new car registrations and invest heavily in public transport.
Young urban residents may also be meeting up less often in person, thanks to social-networking sites that let
15 them keep in touch digitally. So they have less need for a car, and when they do need one they turn to car clubs,
which offer rental by the hour in their neighbourhood, and to car-sharing schemes. In particular, the generation who
came of age after 2000, the so-called “millennials”, express a preference for having access to rather than owning cars.
But some of that may be just talk. In a survey by McKinsey, American millennials said they expected to use car clubs
in the future, but when asked if owning a car would remain an important status symbol, they were much more likely to
20 answer “yes” than older consumers.
Economic factors, too, work against car ownership. Sheryl Connelly, Ford’s “global trends and futuring”
manager, notes that a few decades ago teenagers in America often got free driving lessons at school, but now they
may have to pay up to $800 for them before they can sit their test. The cost of adding a young driver to the family’s
car-insurance policy too has risen sharply, she says. In Britain the RAC Foundation study found that fewer young men
25 are driving because their employers have cut back on providing company cars.
However, studies also show a marked rise in the proportion of elderly people with driving licences. Baby-
boomers pretty much all learned to drive, and now that they are beginning to retire they expect to continue motoring.
The development of assisted driving, followed one day by fully automated cars, will allow them to stay mobile for much
longer.
30 What may be happening in rich countries is a one-off shift in the timing of people’s driving careers, so that they
start later but then continue well into old age. This may be no bad thing for carmakers. It has long been an open secret
in the business that cars are advertised as being for the young but are bought mainly by the middle-aged with the
necessary disposable income. In America the average Mercedes buyer is in his late 50s, and even the supposedly
youth-oriented MINI Cooper is typically bought by people in their early 40s. The world’s biggest car markets—China,
35 North America and Europe—are all greying.
So it is not clear that declining car ownership among young urbanites will have more than a marginal effect on
overall car sales. Besides, argues Renault-Nissan’s Mr Ghosn, for most people “their car is more than an object.” For
some it is an extension of their home, he says, and most people would rather not share their home. For others it is
their pet, and who wants to share their pet?
40 All in all, “peak car”—the point at which worldwide demand for cars will stop rising—still seems quite a long way
off. In the rich world some of the economic factors that have deterred young people from taking up driving will fade
away: as cars become increasingly self-piloting and accident rates fall, insurance costs should decrease, and in time
there will be little or no need to take expensive lessons.

The Economist, April 20th, 2013.

Considere as sentenças:

I. Houve queda no número de motoristas na Inglaterra até 1996.
II. No passado, estudantes americanos geralmente tinham aulas gratuitas de direção.
III. A propaganda “His First Car” tinha como público alvo pais de jovens rapazes.

Está(ão) correta(s)