Report 90

69 Replies to “Report 90”

1. Japan ranked first in terms of life expectancy at 78 years, which was slightly higher than Canada at 76 years. There was no significant difference between Peru and Angola at 51 and 47 years respectively, with the latter ranking last.

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2. In terms of annual income per person, there was a significant difference between Japan and Canada on the one hand and Peru and Angola on the other. Japan ranked first at $15,760, followed by Canada at $11,100. The figures for Peru and Angola were far lower, at $160 and $130 respectively, with Peru ranking third and Angola last.

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3. In life expectancy at birth (years), there was a wide disparity between Japan and Canada on the one hand, and Peru and Angola on the other, as the former ranked first at 78. Peru was marginally larger than Angola at 51 and 47 respectively, which ranked last.

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4. In terms of Annual income per person, there was a significant difference between Japan and Canada on the one hand, and Peru and Angola on the other. Japan stood first with 15760, which was larger than Canada by a wide margin (11100). Peru was 160, while Angola was slightly smaller with 130, ranking last.

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5. In terms of annual income per person, there
   is a segnificant difference between Canada and Japan on the one hand and Peru and Angola on the other ,as the former contributions are 11100 and 15760 repectively,ranking first and second.The  share of Peru is 160 which is larger than Angola by negligible 30 ,with the latter .ranks last

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6. There was a significant difference in annual income between Japan and Peru, with Japan’s figure being considerably higher at $15,760 compared with just $160 for Peru, ranking first and third respectively.

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7. In terms of life expectancy at birth, there was a wide disparity between Japan and Canada on the one hand, and Peru and Angola on the other, as the former ranked first at 78. In Peru this indicator was 51 years, which was slightly higher than Angola at 47, with the latter ranking last.

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8. The table compares data collected on the underground railway systems in six cities.
   Overall, London, which had the earliest opening date, ranks first by far in the length of route, while Tokyo transports the highest number of passengers per year. Los Angeles has the newest system, whereas Kyoto has the shortest route and the lowest number of passengers per year.

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9. The table compares the underground railway systems in six cities in terms of their opening dates, route lengths and annual passenger numbers.
   Overall, London has the oldest and longest underground railway system, whereas Los Angeles has the newest. Tokyo carries the largest number of passengers annually, while Kyoto has the shortest route and the fewest passengers.

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10. In terms of annual passenger numbers, Tokyo is by far the busiest system, carrying 1,927 million passengers, followed by Paris and London, with 1,191 million and 775 million, respectively. By contrast, the figure for Washington DC is considerably lower, at 144 million, while Los Angeles and Kyoto have the lowest figures, at just 50 million and 45 million, respectively.

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11. The table provides information about six underground railway systems in different cities, including their opening dates, route lengths and annual passenger numbers. Overall, London has the oldest and longest underground railway system, while Los Angeles has the newest. Tokyo has the highest number of passengers per year, whereas Kyoto has the shortest route and the lowest passenger figure.

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12. The table shows information about the underground railway systems in six cities.
    Overall, London has the oldest and longest system, while Los Angeles has the newest. Tokyo has the most passengers, whereas Kyoto has the fewest passengers and the shortest route.

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13. In terms of passengers per year, there is a wide disparity between Tokyo and Paris on the one hand and the remaining cities on the other. Tokyo ranks first at 1927 million passengers, while Paris has approximately half as many passengers, at 1191 million. Kyoto is marginally lower than Los Angeles, at 45 and 50 million respectively, ranking last.

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14. The table compares the underground railway systems in six different cities in terms of their opening date, route length and the number of passengers per year.

    Overall, London has the oldest underground railway system, while Los Angeles has the newest one. The length of the route in London is the longest by far. Tokyo stands first in annual number of passengers, while Kyoto ranks last in this category and route length.

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15. Tokyo ranks first in terms of passengers per year at 1927 millions, followed by Paris in second place with 1191. The figure for London is 775, which is significantly greater than Washington DC at 144. Los Angeles and Kyoto are similar and approximately 1/3 as high as Washington DC (50 and 45, respectively), with the latter ranking last.

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16. In terms of annual number of passengers, there is a significant difference between Tokyo on the one hand, and the other cities on the other, with the former ranking first at 1927 million. Kyoto is almost as high as Los Angeles at 45 and 50 million respectively, ranking last.

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17. The line graph compares the quantities of goods transported in the UK from 1974 to 2002 by road, water, rail and pipeline.
    The figure for road transport increased dramatically, while pipeline transport rose steadily. Rail and water transport were approximately equal initially, however the former was overtaken by water.

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18. Although water and rail transport both stood at around 40m in 1974, the former increased until 1986, while the latter fluctuated throughout the period. The figure for water transport reached around 60m in 1986, before fluctuating until 2002.

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19. The line chart illustrates how many goods were transported in the UK from 1974 to 2002 via four different modes of transport.

    Overall, the figure for road stood first during the period, rising along with water and pipeline, as the latter ranked last. However, rail fluctuated during the period.

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20. Rail and water started at similar amounts of 40m in 1974 and maintained the same level for the next 3 years. Water had increased noticeably by 1987 before experiencing a plateau until 1992, reached almost 60m and then fluctuated until the end of the period. However, rail saw a fluctuation from 1977 to 2002 and reached just over 40m.

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21. The line chart illustrates changes in the use of road, water, rail and pipeline for transporting products in the UK from 1974 to 2002.
    Overall, road ranked first throughout the period, rising alongside water and pipeline, although at different rates. In contrast, rail experienced a fluctuation over the period.

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22. At the beginning, the figures for water and rail stood at 40m and maintained the same level until 1978. The former increased moderately over the next ten years, reaching almost 60m, after which it remained stable until 1991. It fluctuated during the rest of the period, while rail experienced a fluctuation from 1978 to 2002.

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23. The line graph illustrates the amount of commodities transported in the UK from 1974 to 2002 in four different ways of transport.
    Overall, road ranked first throughout the period and rose. water and pipeline also increased significantly, apart from rail which almost remained unchanged.

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24. Approximately water and rail stood at 40m in 1974. Almost both of them maintained the same level until 1978. After that rail reached a low at about 30m in 1995 then increased significantly at just over 40 in 2002.
    water soared to roughly 60m in 1986, then leveled off until 1992, decline to about 55m in 1998. After that registered a significant increase and hit a peak at about 65m.

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25. The table contains information about the quantity of goods were transported in UK by foure different ways of tarnsport from 1974 to 2004 . Overall, road transportation ranked first  through the period, while water and pipeline and rail experienced marked roses.

    Both water and rail had similar at 40 m until 1978, after that the former had rose significantly
    To 60m in 1988 it maintained this level for six years, however the other one dropped gradually to 30m in 1988, but at the and both got fluctuated during the restof the period .

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26. The maps show the centre of a small town called Islip now and its planned development.
    Overall, there will be significant changes to the town centre. These include changes to the roads, shops, transport and housing. However, the school and some housing areas will remain unchanged.

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27. The maps illustrate the current status of Islip town center and how it is planned to develop.

    Overall, there will be extensive developments with regards to housing, recreation, commercial, educational and transport facilities, while a number of shops and housing areas will remain unchanged.

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28. The diagrams illustrate the developments planned for Islip town center.
    Overall, there are going to be significant developments to the transport facilities, while some shops and housing will remain unchanged.

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29. The map illustrates how the area is planned to be developed in the future. Overall, there will be extensive development concerning roads, shopping facilities, transportation and parking, although the school will undergo minor changes and some housing areas will remain unchanged.

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30. The diagrams illustrate how Islip town center is planned to be developed. Overall, there is going to be extensive development in this area, in terms of transport, accommodation and retail facilities, while some shops and the southern residential area will remain unchanged.

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31. In the planned development, the main road will be converted into a pedestrianized area, while a dual carriageway is going to be constructed around the town center. The countryside and the shops located north of the main road are planned to be replaced by a bus station, shopping center, car park and new housing.

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32. It is planned to replace the main road and remove the countryside in the north into a dual carriageway, and convert the main road into a pedestrian path. They going to replace shops that were  located to the north into a shopping center and develop a bus station and a carpark, while there are plans to built a new housing area to the northeast and southeast ,while the park in the southeast will be reduced in size.

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33. The second map shows that the countryside is going to be removed, and a dual carriageway will be developed around the town center. The shops which are to the north of the main road will be replaced by, from west to east, a bus station, a shopping center, a car park and a new residential area, and the latter is going to be connected to the dual carriageway via a path.

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34. It is planned to build a dual carriageway around the town and convert the existing main road into a pedestrian path. The countryside in the north will be replaced by a shopping centre, a bus station and a car park. In addition, there are plans to build a new housing area in the northeast, while the park in the southeast will be reduced in .size

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35. In the planned development, the main road will be converted into a pedestrian only street and will be surrounded by a bus station, a shopping centre, a car park and new housing to the north, while housing areas and a park will be located to the south. The park will be half the size of the existing one, while the school will be slightly smaller.

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