1.

In 1903 the members of the governing board of the University of Washington, in Seattle, engaged a firm of landscape architects, specialists in the design of outdoor environments—Olmsted Brothers of Brookline, Massachusetts—to advise them on an appropriate layout for the university grounds. The plan impressed the university officials, and in time many of its recommendations were implemented. City officials in Seattle, the largest city in the northwestern United States, were also impressed, for they employed the same organization to study Seattle’s public park needs. John Olmsted did the investigation and subsequent report on Seattle’s parks. He and his brothers believed that parks should be adapted to the local topography, utilize the area’s trees and shrubs, and be available to the entire community.
They especially emphasized the need for natural, serene settings where harried urban dwellers could periodically escape from the city. The essence of the Olmsted park plan was to develop a continuous driveway, twenty miles long that would tie together a whole series of parks, playgrounds, and parkways. There would be local parks and squares, too, but all of this was meant to supplement the major driveway, which was to remain the unifying factor for the entire system.
In November of 1903 the city council of Seattle adopted the Olmsted Report, and it automatically became the master plan for the city’s park system. Prior to this report, Seattle’s park development was very limited and funding meager. All this changed after the report. Between 1907 and 1913, city voters approved special funding measures amounting to $4,000,000. With such unparalleled sums at their disposal, with the Olmsted guidelines to follow, and with the added incentive of wanting to have the city at its best for the Alaska-Yukon-Pacific Exposition of 1909, the Parks Board bought aggressively. By 1913 Seattle had 25 parks amounting to 1,400 acres, as well as 400 acres in playgrounds, pathways, boulevards, and triangles. More lands would be added in the future, but for all practical purposes it was the great land surge of 1907-1913 that established Seattle’s park system.

What does the passage mainly discuss?

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2.

In 1903 the members of the governing board of the University of Washington, in Seattle, engaged a firm of landscape architects, specialists in the design of outdoor environments—Olmsted Brothers of Brookline, Massachusetts—to advise them on an appropriate layout for the university grounds. The plan impressed the university officials, and in time many of its recommendations were implemented. City officials in Seattle, the largest city in the northwestern United States, were also impressed, for they employed the same organization to study Seattle’s public park needs. John Olmsted did the investigation and subsequent report on Seattle’s parks. He and his brothers believed that parks should be adapted to the local topography, utilize the area’s trees and shrubs, and be available to the entire community.
They especially emphasized the need for natural, serene settings where harried urban dwellers could periodically escape from the city. The essence of the Olmsted park plan was to develop a continuous driveway, twenty miles long that would tie together a whole series of parks, playgrounds, and parkways. There would be local parks and squares, too, but all of this was meant to supplement the major driveway, which was to remain the unifying factor for the entire system.
In November of 1903 the city council of Seattle adopted the Olmsted Report, and it automatically became the master plan for the city’s park system. Prior to this report, Seattle’s park development was very limited and funding meager. All this changed after the report. Between 1907 and 1913, city voters approved special funding measures amounting to $4,000,000. With such unparalleled sums at their disposal, with the Olmsted guidelines to follow, and with the added incentive of wanting to have the city at its best for the Alaska-Yukon-Pacific Exposition of 1909, the Parks Board bought aggressively. By 1913 Seattle had 25 parks amounting to 1,400 acres, as well as 400 acres in playgrounds, pathways, boulevards, and triangles. More lands would be added in the future, but for all practical purposes it was the great land surge of 1907-1913 that established Seattle’s park system.

The word engaged is closest in meaning to

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3.

In 1903 the members of the governing board of the University of Washington, in Seattle, engaged a firm of landscape architects, specialists in the design of outdoor environments—Olmsted Brothers of Brookline, Massachusetts—to advise them on an appropriate layout for the university grounds. The plan impressed the university officials, and in time many of its recommendations were implemented. City officials in Seattle, the largest city in the northwestern United States, were also impressed, for they employed the same organization to study Seattle’s public park needs. John Olmsted did the investigation and subsequent report on Seattle’s parks. He and his brothers believed that parks should be adapted to the local topography, utilize the area’s trees and shrubs, and be available to the entire community.
They especially emphasized the need for natural, serene settings where harried urban dwellers could periodically escape from the city. The essence of the Olmsted park plan was to develop a continuous driveway, twenty miles long that would tie together a whole series of parks, playgrounds, and parkways. There would be local parks and squares, too, but all of this was meant to supplement the major driveway, which was to remain the unifying factor for the entire system.
In November of 1903 the city council of Seattle adopted the Olmsted Report, and it automatically became the master plan for the city’s park system. Prior to this report, Seattle’s park development was very limited and funding meager. All this changed after the report. Between 1907 and 1913, city voters approved special funding measures amounting to $4,000,000. With such unparalleled sums at their disposal, with the Olmsted guidelines to follow, and with the added incentive of wanting to have the city at its best for the Alaska-Yukon-Pacific Exposition of 1909, the Parks Board bought aggressively. By 1913 Seattle had 25 parks amounting to 1,400 acres, as well as 400 acres in playgrounds, pathways, boulevards, and triangles. More lands would be added in the future, but for all practical purposes it was the great land surge of 1907-1913 that established Seattle’s park system.

The word subsequent  is closest in meaning to:

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4.

In 1903 the members of the governing board of the University of Washington, in Seattle, engaged a firm of landscape architects, specialists in the design of outdoor environments—Olmsted Brothers of Brookline, Massachusetts—to advise them on an appropriate layout for the university grounds. The plan impressed the university officials, and in time many of its recommendations were implemented. City officials in Seattle, the largest city in the northwestern United States, were also impressed, for they employed the same organization to study Seattle’s public park needs. John Olmsted did the investigation and subsequent report on Seattle’s parks. He and his brothers believed that parks should be adapted to the local topography, utilize the area’s trees and shrubs, and be available to the entire community.
They especially emphasized the need for natural, serene settings where harried urban dwellers could periodically escape from the city. The essence of the Olmsted park plan was to develop a continuous driveway, twenty miles long that would tie together a whole series of parks, playgrounds, and parkways. There would be local parks and squares, too, but all of this was meant to supplement the major driveway, which was to remain the unifying factor for the entire system.
In November of 1903 the city council of Seattle adopted the Olmsted Report, and it automatically became the master plan for the city’s park system. Prior to this report, Seattle’s park development was very limited and funding meager. All this changed after the report. Between 1907 and 1913, city voters approved special funding measures amounting to $4,000,000. With such unparalleled sums at their disposal, with the Olmsted guidelines to follow, and with the added incentive of wanting to have the city at its best for the Alaska-Yukon-Pacific Exposition of 1909, the Parks Board bought aggressively. By 1913 Seattle had 25 parks amounting to 1,400 acres, as well as 400 acres in playgrounds, pathways, boulevards, and triangles. More lands would be added in the future, but for all practical purposes it was the great land surge of 1907-1913 that established Seattle’s park system.

Which of the following statements about parks does NOT reflect the views of the Olmsted Brothers firm?

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5.

In 1903 the members of the governing board of the University of Washington, in Seattle, engaged a firm of landscape architects, specialists in the design of outdoor environments—Olmsted Brothers of Brookline, Massachusetts—to advise them on an appropriate layout for the university grounds. The plan impressed the university officials, and in time many of its recommendations were implemented. City officials in Seattle, the largest city in the northwestern United States, were also impressed, for they employed the same organization to study Seattle’s public park needs. John Olmsted did the investigation and subsequent report on Seattle’s parks. He and his brothers believed that parks should be adapted to the local topography, utilize the area’s trees and shrubs, and be available to the entire community.
They especially emphasized the need for natural, serene settings where harried urban dwellers could periodically escape from the city. The essence of the Olmsted park plan was to develop a continuous driveway, twenty miles long that would tie together a whole series of parks, playgrounds, and parkways. There would be local parks and squares, too, but all of this was meant to supplement the major driveway, which was to remain the unifying factor for the entire system.
In November of 1903 the city council of Seattle adopted the Olmsted Report, and it automatically became the master plan for the city’s park system. Prior to this report, Seattle’s park development was very limited and funding meager. All this changed after the report. Between 1907 and 1913, city voters approved special funding measures amounting to $4,000,000. With such unparalleled sums at their disposal, with the Olmsted guidelines to follow, and with the added incentive of wanting to have the city at its best for the Alaska-Yukon-Pacific Exposition of 1909, the Parks Board bought aggressively. By 1913 Seattle had 25 parks amounting to 1,400 acres, as well as 400 acres in playgrounds, pathways, boulevards, and triangles. More lands would be added in the future, but for all practical purposes it was the great land surge of 1907-1913 that established Seattle’s park system.

Which of the following can be inferred from the passage about how citizens of Seattle received the Olmsted Report?

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6.

In 1903 the members of the governing board of the University of Washington, in Seattle, engaged a firm of landscape architects, specialists in the design of outdoor environments—Olmsted Brothers of Brookline, Massachusetts—to advise them on an appropriate layout for the university grounds. The plan impressed the university officials, and in time many of its recommendations were implemented. City officials in Seattle, the largest city in the northwestern United States, were also impressed, for they employed the same organization to study Seattle’s public park needs. John Olmsted did the investigation and subsequent report on Seattle’s parks. He and his brothers believed that parks should be adapted to the local topography, utilize the area’s trees and shrubs, and be available to the entire community.
They especially emphasized the need for natural, serene settings where harried urban dwellers could periodically escape from the city. The essence of the Olmsted park plan was to develop a continuous driveway, twenty miles long that would tie together a whole series of parks, playgrounds, and parkways. There would be local parks and squares, too, but all of this was meant to supplement the major driveway, which was to remain the unifying factor for the entire system.
In November of 1903 the city council of Seattle adopted the Olmsted Report, and it automatically became the master plan for the city’s park system. Prior to this report, Seattle’s park development was very limited and funding meager. All this changed after the report. Between 1907 and 1913, city voters approved special funding measures amounting to $4,000,000. With such unparalleled sums at their disposal, with the Olmsted guidelines to follow, and with the added incentive of wanting to have the city at its best for the Alaska-Yukon-Pacific Exposition of 1909, the Parks Board bought aggressively. By 1913 Seattle had 25 parks amounting to 1,400 acres, as well as 400 acres in playgrounds, pathways, boulevards, and triangles. More lands would be added in the future, but for all practical purposes it was the great land surge of 1907-1913 that established Seattle’s park system.

The word sums   is closest in meaning to:

.

7.

Overland transport in the United States was still extremely primitive in 1790. Roads were few and short, usually extending from inland communities to the nearest river town or seaport. Nearly all interstate commerce was carried out by sailing ships that served the bays and harbors of the seaboard. Yet, in 1790 the nation was on the threshold of a new era of road development. Unable to finance road construction, states turned for help to private companies, organized by merchants and land speculators who had a personal interest in improved communications with the interior. The pioneer in this move was the state of Pennsylvania, which chartered a company in 1792 to construct a turnpike, a road for the use of which a toll, or payment, is collected, from Philadelphia to Lancaster. The legislature gave the company the authority to erect tollgates at points along the road where payment would be collected, though it carefully regulated the rates. (The states had unquestioned authority to regulate private business in this period).

The company built a gravel road within two years, and the success of the Lancaster Pike encouraged imitation. Northern states generally relied on private companies to build their toll roads, but Virginia constructed a network at public expense. Such was the road building fever that by 1810 New York alone had some 1,500 miles of turnpikes extending from the Atlantic to Lake Erie.

Transportation on these early turnpikes consisted of freight carrier wagons and passenger stagecoaches. The most common road freight carrier was the Conestoga wagon, a vehicle developed in the mid-eighteenth century by German immigrants in the area around Lancaster, Pennsylvania. It featured large, broad wheels able to negotiate all but the deepest ruts and holes, and its round bottom prevented the freight from shifting on a hill. Covered with canvas and drawn by four to six horses, the Conestoga wagon rivaled the log cabin as the primary symbol of the frontier. Passengers traveled in a variety of stagecoaches, the most common of which had four benches, each holding three persons. It was only a platform on wheels, with no springs; slender poles held up the top, and leather curtains kept out dust and rain.

Paragraph 1 discusses early road building in the United States mainly in terms of the:

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8.

Overland transport in the United States was still extremely primitive in 1790. Roads were few and short, usually extending from inland communities to the nearest river town or seaport. Nearly all interstate commerce was carried out by sailing ships that served the bays and harbors of the seaboard. Yet, in 1790 the nation was on the threshold of a new era of road development. Unable to finance road construction, states turned for help to private companies, organized by merchants and land speculators who had a personal interest in improved communications with the interior. The pioneer in this move was the state of Pennsylvania, which chartered a company in 1792 to construct a turnpike, a road for the use of which a toll, or payment, is collected, from Philadelphia to Lancaster. The legislature gave the company the authority to erect tollgates at points along the road where payment would be collected, though it carefully regulated the rates. (The states had unquestioned authority to regulate private business in this period).

The company built a gravel road within two years, and the success of the Lancaster Pike encouraged imitation. Northern states generally relied on private companies to build their toll roads, but Virginia constructed a network at public expense. Such was the road building fever that by 1810 New York alone had some 1,500 miles of turnpikes extending from the Atlantic to Lake Erie.

Transportation on these early turnpikes consisted of freight carrier wagons and passenger stagecoaches. The most common road freight carrier was the Conestoga wagon, a vehicle developed in the mid-eighteenth century by German immigrants in the area around Lancaster, Pennsylvania. It featured large, broad wheels able to negotiate all but the deepest ruts and holes, and its round bottom prevented the freight from shifting on a hill. Covered with canvas and drawn by four to six horses, the Conestoga wagon rivaled the log cabin as the primary symbol of the frontier. Passengers traveled in a variety of stagecoaches, the most common of which had four benches, each holding three persons. It was only a platform on wheels, with no springs; slender poles held up the top, and leather curtains kept out dust and rain.

The word primitive is closest in meaning to

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9.

Overland transport in the United States was still extremely primitive in 1790. Roads were few and short, usually extending from inland communities to the nearest river town or seaport. Nearly all interstate commerce was carried out by sailing ships that served the bays and harbors of the seaboard. Yet, in 1790 the nation was on the threshold of a new era of road development. Unable to finance road construction, states turned for help to private companies, organized by merchants and land speculators who had a personal interest in improved communications with the interior. The pioneer in this move was the state of Pennsylvania, which chartered a company in 1792 to construct a turnpike, a road for the use of which a toll, or payment, is collected, from Philadelphia to Lancaster. The legislature gave the company the authority to erect tollgates at points along the road where payment would be collected, though it carefully regulated the rates. (The states had unquestioned authority to regulate private business in this period).

The company built a gravel road within two years, and the success of the Lancaster Pike encouraged imitation. Northern states generally relied on private companies to build their toll roads, but Virginia constructed a network at public expense. Such was the road building fever that by 1810 New York alone had some 1,500 miles of turnpikes extending from the Atlantic to Lake Erie.

Transportation on these early turnpikes consisted of freight carrier wagons and passenger stagecoaches. The most common road freight carrier was the Conestoga wagon, a vehicle developed in the mid-eighteenth century by German immigrants in the area around Lancaster, Pennsylvania. It featured large, broad wheels able to negotiate all but the deepest ruts and holes, and its round bottom prevented the freight from shifting on a hill. Covered with canvas and drawn by four to six horses, the Conestoga wagon rivaled the log cabin as the primary symbol of the frontier. Passengers traveled in a variety of stagecoaches, the most common of which had four benches, each holding three persons. It was only a platform on wheels, with no springs; slender poles held up the top, and leather curtains kept out dust and rain.

According to the passage, why did states want private companies to help with road building?

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10.

Overland transport in the United States was still extremely primitive in 1790. Roads were few and short, usually extending from inland communities to the nearest river town or seaport. Nearly all interstate commerce was carried out by sailing ships that served the bays and harbors of the seaboard. Yet, in 1790 the nation was on the threshold of a new era of road development. Unable to finance road construction, states turned for help to private companies, organized by merchants and land speculators who had a personal interest in improved communications with the interior. The pioneer in this move was the state of Pennsylvania, which chartered a company in 1792 to construct a turnpike, a road for the use of which a toll, or payment, is collected, from Philadelphia to Lancaster. The legislature gave the company the authority to erect tollgates at points along the road where payment would be collected, though it carefully regulated the rates. (The states had unquestioned authority to regulate private business in this period).

The company built a gravel road within two years, and the success of the Lancaster Pike encouraged imitation. Northern states generally relied on private companies to build their toll roads, but Virginia constructed a network at public expense. Such was the road building fever that by 1810 New York alone had some 1,500 miles of turnpikes extending from the Atlantic to Lake Erie.

Transportation on these early turnpikes consisted of freight carrier wagons and passenger stagecoaches. The most common road freight carrier was the Conestoga wagon, a vehicle developed in the mid-eighteenth century by German immigrants in the area around Lancaster, Pennsylvania. It featured large, broad wheels able to negotiate all but the deepest ruts and holes, and its round bottom prevented the freight from shifting on a hill. Covered with canvas and drawn by four to six horses, the Conestoga wagon rivaled the log cabin as the primary symbol of the frontier. Passengers traveled in a variety of stagecoaches, the most common of which had four benches, each holding three persons. It was only a platform on wheels, with no springs; slender poles held up the top, and leather curtains kept out dust and rain.

The word it refers to:

.

11.

Overland transport in the United States was still extremely primitive in 1790. Roads were few and short, usually extending from inland communities to the nearest river town or seaport. Nearly all interstate commerce was carried out by sailing ships that served the bays and harbors of the seaboard. Yet, in 1790 the nation was on the threshold of a new era of road development. Unable to finance road construction, states turned for help to private companies, organized by merchants and land speculators who had a personal interest in improved communications with the interior. The pioneer in this move was the state of Pennsylvania, which chartered a company in 1792 to construct a turnpike, a road for the use of which a toll, or payment, is collected, from Philadelphia to Lancaster. The legislature gave the company the authority to erect tollgates at points along the road where payment would be collected, though it carefully regulated the rates. (The states had unquestioned authority to regulate private business in this period).

The company built a gravel road within two years, and the success of the Lancaster Pike encouraged imitation. Northern states generally relied on private companies to build their toll roads, but Virginia constructed a network at public expense. Such was the road building fever that by 1810 New York alone had some 1,500 miles of turnpikes extending from the Atlantic to Lake Erie.

Transportation on these early turnpikes consisted of freight carrier wagons and passenger stagecoaches. The most common road freight carrier was the Conestoga wagon, a vehicle developed in the mid-eighteenth century by German immigrants in the area around Lancaster, Pennsylvania. It featured large, broad wheels able to negotiate all but the deepest ruts and holes, and its round bottom prevented the freight from shifting on a hill. Covered with canvas and drawn by four to six horses, the Conestoga wagon rivaled the log cabin as the primary symbol of the frontier. Passengers traveled in a variety of stagecoaches, the most common of which had four benches, each holding three persons. It was only a platform on wheels, with no springs; slender poles held up the top, and leather curtains kept out dust and rain.

Virginia is mentioned as an example of a state that

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12.

Overland transport in the United States was still extremely primitive in 1790. Roads were few and short, usually extending from inland communities to the nearest river town or seaport. Nearly all interstate commerce was carried out by sailing ships that served the bays and harbors of the seaboard. Yet, in 1790 the nation was on the threshold of a new era of road development. Unable to finance road construction, states turned for help to private companies, organized by merchants and land speculators who had a personal interest in improved communications with the interior. The pioneer in this move was the state of Pennsylvania, which chartered a company in 1792 to construct a turnpike, a road for the use of which a toll, or payment, is collected, from Philadelphia to Lancaster. The legislature gave the company the authority to erect tollgates at points along the road where payment would be collected, though it carefully regulated the rates. (The states had unquestioned authority to regulate private business in this period).

The company built a gravel road within two years, and the success of the Lancaster Pike encouraged imitation. Northern states generally relied on private companies to build their toll roads, but Virginia constructed a network at public expense. Such was the road building fever that by 1810 New York alone had some 1,500 miles of turnpikes extending from the Atlantic to Lake Erie.

Transportation on these early turnpikes consisted of freight carrier wagons and passenger stagecoaches. The most common road freight carrier was the Conestoga wagon, a vehicle developed in the mid-eighteenth century by German immigrants in the area around Lancaster, Pennsylvania. It featured large, broad wheels able to negotiate all but the deepest ruts and holes, and its round bottom prevented the freight from shifting on a hill. Covered with canvas and drawn by four to six horses, the Conestoga wagon rivaled the log cabin as the primary symbol of the frontier. Passengers traveled in a variety of stagecoaches, the most common of which had four benches, each holding three persons. It was only a platform on wheels, with no springs; slender poles held up the top, and leather curtains kept out dust and rain.

The large, broad wheels of the Conestoga wagon are mentioned as an example of a feature of wagons that was

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13.

At the age of 35 Charles Eliot took over at Harvard in 1869 and introduced a break with the traditional curriculum. Before his management, the usual course of studies at universities emphasized classical and humanistic courses: classical languages, mathematics, ethics, and rhetoric; besides each prescribed a rigid program of required courses.

However, under Eliot’s leadership, Harvard quit most of its required courses in favor of an elective system and increased its course offerings to highlight the physical and social sciences, the fine arts, and modern languages. Shortly, other institutes in all sections of the country were following Harvard’s lead. Eliot was also crucial in causing important reforms in professional education as he renovated the Harvard medical and law schools, raising the requirements and extending the residence period, and again the Harvard model affected the other schools. Improved technical training in other professions accompanied the advances in medicine and law. Both state and private universities rushed to establish schools of architecture, engineering, education, journalism and business as well.

Harvard was one of the first universities to found a graduate school; nevertheless, the recognized center for graduate study, based on the German system with the highest award, was Johns Hopkins.

According to the text, after 1869, students at Harvard were…

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14.

At the age of 35 Charles Eliot took over at Harvard in 1869 and introduced a break with the traditional curriculum. Before his management, the usual course of studies at universities emphasized classical and humanistic courses: classical languages, mathematics, ethics, and rhetoric; besides each prescribed a rigid program of required courses.

However, under Eliot’s leadership, Harvard quit most of its required courses in favor of an elective system and increased its course offerings to highlight the physical and social sciences, the fine arts, and modern languages. Shortly, other institutes in all sections of the country were following Harvard’s lead. Eliot was also crucial in causing important reforms in professional education as he renovated the Harvard medical and law schools, raising the requirements and extending the residence period, and again the Harvard model affected the other schools. Improved technical training in other professions accompanied the advances in medicine and law. Both state and private universities rushed to establish schools of architecture, engineering, education, journalism and business as well.

Harvard was one of the first universities to found a graduate school; nevertheless, the recognized center for graduate study, based on the German system with the highest award, was Johns Hopkins.

It is inferred that under Charles Eliot’s influence at Harvard, students who desired to become doctors or lawyers had to…

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15.

At the age of 35 Charles Eliot took over at Harvard in 1869 and introduced a break with the traditional curriculum. Before his management, the usual course of studies at universities emphasized classical and humanistic courses: classical languages, mathematics, ethics, and rhetoric; besides each prescribed a rigid program of required courses.

However, under Eliot’s leadership, Harvard quit most of its required courses in favor of an elective system and increased its course offerings to highlight the physical and social sciences, the fine arts, and modern languages. Shortly, other institutes in all sections of the country were following Harvard’s lead. Eliot was also crucial in causing important reforms in professional education as he renovated the Harvard medical and law schools, raising the requirements and extending the residence period, and again the Harvard model affected the other schools. Improved technical training in other professions accompanied the advances in medicine and law. Both state and private universities rushed to establish schools of architecture, engineering, education, journalism and business as well.

Harvard was one of the first universities to found a graduate school; nevertheless, the recognized center for graduate study, based on the German system with the highest award, was Johns Hopkins.

The word its refers to…

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16.

At the age of 35 Charles Eliot took over at Harvard in 1869 and introduced a break with the traditional curriculum. Before his management, the usual course of studies at universities emphasized classical and humanistic courses: classical languages, mathematics, ethics, and rhetoric; besides each prescribed a rigid program of required courses.

However, under Eliot’s leadership, Harvard quit most of its required courses in favor of an elective system and increased its course offerings to highlight the physical and social sciences, the fine arts, and modern languages. Shortly, other institutes in all sections of the country were following Harvard’s lead. Eliot was also crucial in causing important reforms in professional education as he renovated the Harvard medical and law schools, raising the requirements and extending the residence period, and again the Harvard model affected the other schools. Improved technical training in other professions accompanied the advances in medicine and law. Both state and private universities rushed to establish schools of architecture, engineering, education, journalism and business as well.

Harvard was one of the first universities to found a graduate school; nevertheless, the recognized center for graduate study, based on the German system with the highest award, was Johns Hopkins.

According to the text, one of the following statements is true about technical training:

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17.

At the age of 35 Charles Eliot took over at Harvard in 1869 and introduced a break with the traditional curriculum. Before his management, the usual course of studies at universities emphasized classical and humanistic courses: classical languages, mathematics, ethics, and rhetoric; besides each prescribed a rigid program of required courses.

However, under Eliot’s leadership, Harvard quit most of its required courses in favor of an elective system and increased its course offerings to highlight the physical and social sciences, the fine arts, and modern languages. Shortly, other institutes in all sections of the country were following Harvard’s lead. Eliot was also crucial in causing important reforms in professional education as he renovated the Harvard medical and law schools, raising the requirements and extending the residence period, and again the Harvard model affected the other schools. Improved technical training in other professions accompanied the advances in medicine and law. Both state and private universities rushed to establish schools of architecture, engineering, education, journalism and business as well.

Harvard was one of the first universities to found a graduate school; nevertheless, the recognized center for graduate study, based on the German system with the highest award, was Johns Hopkins.

It is concluded from the text that Johns Hopkins University…

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18.

At the age of 35 Charles Eliot took over at Harvard in 1869 and introduced a break with the traditional curriculum. Before his management, the usual course of studies at universities emphasized classical and humanistic courses: classical languages, mathematics, ethics, and rhetoric; besides each prescribed a rigid program of required courses.

However, under Eliot’s leadership, Harvard quit most of its required courses in favor of an elective system and increased its course offerings to highlight the physical and social sciences, the fine arts, and modern languages. Shortly, other institutes in all sections of the country were following Harvard’s lead. Eliot was also crucial in causing important reforms in professional education as he renovated the Harvard medical and law schools, raising the requirements and extending the residence period, and again the Harvard model affected the other schools. Improved technical training in other professions accompanied the advances in medicine and law. Both state and private universities rushed to establish schools of architecture, engineering, education, journalism and business as well.

Harvard was one of the first universities to found a graduate school; nevertheless, the recognized center for graduate study, based on the German system with the highest award, was Johns Hopkins.

The word rushed could be best replaced by …

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19.

Some centuries ago, it was believed that anything that burns must contain material that people called phlogiston, that is to say, burning was explained as the release of phlogiston from the combustible material to the air.

Air was considered essential, as it had to provide a home for the released phlogiston. In addition, there would be a limit to the phlogiston transfer, since a given volume of air could absorb only so much phlogiston. When the air had become saturated, no additional amounts of phlogiston could leave the combustible substance, and the burning would stop. Burning would also stop when the combustible substance was emptied of all its phlogiston.

Despite the fact that the phlogiston theory was self-consistent, it was awkward because it needs imaginative, even mysterious, properties to be attributed to phlogiston. Besides, phlogiston was intangible, as no one had ever isolated it and experimentally determined its properties. Sometimes it seemed to show a negative weight as the residue left after burning weighed more than the material before burning. This was true, for example, when magnesium burned.

However, phlogiston sometimes seemed to show a positive weight, when, for example, woods burned, the ash weighed less than the starting material. And since so little residue was left when alcohol, kerosene, or high-grade coal burned, these obviously different materials were believed to be pure or nearly pure phlogiston.

Antoine Lavoisier, based on careful experimentation, was led to propose a different theory of burning, one that required a constituent of air-later shown to be oxygen- for combustion. Since the weight of the oxygen is always added, the weight of the products of combustion, including the evolved gases, would always be greater than that of the starting material.

Lavoisier’s interpretation was more reasonable and straightforward than that of the phlogiston theorists. The phlogiston theory, thus, became suspect, eventually fell into scientific disrepute, and was replaced by new ideas.

The text mainly discusses…

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20.

Some centuries ago, it was believed that anything that burns must contain material that people called phlogiston, that is to say, burning was explained as the release of phlogiston from the combustible material to the air.

Air was considered essential, as it had to provide a home for the released phlogiston. In addition, there would be a limit to the phlogiston transfer, since a given volume of air could absorb only so much phlogiston. When the air had become saturated, no additional amounts of phlogiston could leave the combustible substance, and the burning would stop. Burning would also stop when the combustible substance was emptied of all its phlogiston.

Despite the fact that the phlogiston theory was self-consistent, it was awkward because it needs imaginative, even mysterious, properties to be attributed to phlogiston. Besides, phlogiston was intangible, as no one had ever isolated it and experimentally determined its properties. Sometimes it seemed to show a negative weight as the residue left after burning weighed more than the material before burning. This was true, for example, when magnesium burned.

However, phlogiston sometimes seemed to show a positive weight, when, for example, woods burned, the ash weighed less than the starting material. And since so little residue was left when alcohol, kerosene, or high-grade coal burned, these obviously different materials were believed to be pure or nearly pure phlogiston.

Antoine Lavoisier, based on careful experimentation, was led to propose a different theory of burning, one that required a constituent of air-later shown to be oxygen- for combustion. Since the weight of the oxygen is always added, the weight of the products of combustion, including the evolved gases, would always be greater than that of the starting material.

Lavoisier’s interpretation was more reasonable and straightforward than that of the phlogiston theorists. The phlogiston theory, thus, became suspect, eventually fell into scientific disrepute, and was replaced by new ideas.

The phlogiston transfer is a term used to describe the…

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21.

Some centuries ago, it was believed that anything that burns must contain material that people called phlogiston, that is to say, burning was explained as the release of phlogiston from the combustible material to the air.

Air was considered essential, as it had to provide a home for the released phlogiston. In addition, there would be a limit to the phlogiston transfer, since a given volume of air could absorb only so much phlogiston. When the air had become saturated, no additional amounts of phlogiston could leave the combustible substance, and the burning would stop. Burning would also stop when the combustible substance was emptied of all its phlogiston.

Despite the fact that the phlogiston theory was self-consistent, it was awkward because it needs imaginative, even mysterious, properties to be attributed to phlogiston. Besides, phlogiston was intangible, as no one had ever isolated it and experimentally determined its properties. Sometimes it seemed to show a negative weight as the residue left after burning weighed more than the material before burning. This was true, for example, when magnesium burned.

However, phlogiston sometimes seemed to show a positive weight, when, for example, woods burned, the ash weighed less than the starting material. And since so little residue was left when alcohol, kerosene, or high-grade coal burned, these obviously different materials were believed to be pure or nearly pure phlogiston.

Antoine Lavoisier, based on careful experimentation, was led to propose a different theory of burning, one that required a constituent of air-later shown to be oxygen- for combustion. Since the weight of the oxygen is always added, the weight of the products of combustion, including the evolved gases, would always be greater than that of the starting material.

Lavoisier’s interpretation was more reasonable and straightforward than that of the phlogiston theorists. The phlogiston theory, thus, became suspect, eventually fell into scientific disrepute, and was replaced by new ideas.

The word its refers to…

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22.

Some centuries ago, it was believed that anything that burns must contain material that people called phlogiston, that is to say, burning was explained as the release of phlogiston from the combustible material to the air.

Air was considered essential, as it had to provide a home for the released phlogiston. In addition, there would be a limit to the phlogiston transfer, since a given volume of air could absorb only so much phlogiston. When the air had become saturated, no additional amounts of phlogiston could leave the combustible substance, and the burning would stop. Burning would also stop when the combustible substance was emptied of all its phlogiston.

Despite the fact that the phlogiston theory was self-consistent, it was awkward because it needs imaginative, even mysterious, properties to be attributed to phlogiston. Besides, phlogiston was intangible, as no one had ever isolated it and experimentally determined its properties. Sometimes it seemed to show a negative weight as the residue left after burning weighed more than the material before burning. This was true, for example, when magnesium burned.

However, phlogiston sometimes seemed to show a positive weight, when, for example, woods burned, the ash weighed less than the starting material. And since so little residue was left when alcohol, kerosene, or high-grade coal burned, these obviously different materials were believed to be pure or nearly pure phlogiston.

Antoine Lavoisier, based on careful experimentation, was led to propose a different theory of burning, one that required a constituent of air-later shown to be oxygen- for combustion. Since the weight of the oxygen is always added, the weight of the products of combustion, including the evolved gases, would always be greater than that of the starting material.

Lavoisier’s interpretation was more reasonable and straightforward than that of the phlogiston theorists. The phlogiston theory, thus, became suspect, eventually fell into scientific disrepute, and was replaced by new ideas.

Magnesium is mentioned as an example of a substance that…

.

23.

Some centuries ago, it was believed that anything that burns must contain material that people called phlogiston, that is to say, burning was explained as the release of phlogiston from the combustible material to the air.

Air was considered essential, as it had to provide a home for the released phlogiston. In addition, there would be a limit to the phlogiston transfer, since a given volume of air could absorb only so much phlogiston. When the air had become saturated, no additional amounts of phlogiston could leave the combustible substance, and the burning would stop. Burning would also stop when the combustible substance was emptied of all its phlogiston.

Despite the fact that the phlogiston theory was self-consistent, it was awkward because it needs imaginative, even mysterious, properties to be attributed to phlogiston. Besides, phlogiston was intangible, as no one had ever isolated it and experimentally determined its properties. Sometimes it seemed to show a negative weight as the residue left after burning weighed more than the material before burning. This was true, for example, when magnesium burned.

However, phlogiston sometimes seemed to show a positive weight, when, for example, woods burned, the ash weighed less than the starting material. And since so little residue was left when alcohol, kerosene, or high-grade coal burned, these obviously different materials were believed to be pure or nearly pure phlogiston.

Antoine Lavoisier, based on careful experimentation, was led to propose a different theory of burning, one that required a constituent of air-later shown to be oxygen- for combustion. Since the weight of the oxygen is always added, the weight of the products of combustion, including the evolved gases, would always be greater than that of the starting material.

Lavoisier’s interpretation was more reasonable and straightforward than that of the phlogiston theorists. The phlogiston theory, thus, became suspect, eventually fell into scientific disrepute, and was replaced by new ideas.

The word straightforward could be best replaced by…

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24.

Some centuries ago, it was believed that anything that burns must contain material that people called phlogiston, that is to say, burning was explained as the release of phlogiston from the combustible material to the air.

Air was considered essential, as it had to provide a home for the released phlogiston. In addition, there would be a limit to the phlogiston transfer, since a given volume of air could absorb only so much phlogiston. When the air had become saturated, no additional amounts of phlogiston could leave the combustible substance, and the burning would stop. Burning would also stop when the combustible substance was emptied of all its phlogiston.

Despite the fact that the phlogiston theory was self-consistent, it was awkward because it needs imaginative, even mysterious, properties to be attributed to phlogiston. Besides, phlogiston was intangible, as no one had ever isolated it and experimentally determined its properties. Sometimes it seemed to show a negative weight as the residue left after burning weighed more than the material before burning. This was true, for example, when magnesium burned.

However, phlogiston sometimes seemed to show a positive weight, when, for example, woods burned, the ash weighed less than the starting material. And since so little residue was left when alcohol, kerosene, or high-grade coal burned, these obviously different materials were believed to be pure or nearly pure phlogiston.

Antoine Lavoisier, based on careful experimentation, was led to propose a different theory of burning, one that required a constituent of air-later shown to be oxygen- for combustion. Since the weight of the oxygen is always added, the weight of the products of combustion, including the evolved gases, would always be greater than that of the starting material.

Lavoisier’s interpretation was more reasonable and straightforward than that of the phlogiston theorists. The phlogiston theory, thus, became suspect, eventually fell into scientific disrepute, and was replaced by new ideas.

It can be understood that both the phlogiston theory of burning and Lavoisier’s theory of burning…

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25.

Currently, the most universally known style of trousers for both men and women is jeans. These trousers are worn all over the world on various occasions and situations. Jeans, also called levis or denims, have an interesting history, one that is intermixed with the derivations of the word jeans, denims, and levis. The word jeans is derived from the name of the place where a similar style of pants developed. In the sixteenth century, sailors from Genoa, Italy, wore a rather unique type of cotton trousers. In French, the word for the city of Genoa and for the people from that city is Genes. This name became attached to the specific style of pants worn by the sailors from this city and developed into the word jeans that today describes the descendants of the Genovese sailors’ cotton pants.

Similar to the word jeans, the word denim is also derived from a place name. In the seventeenth century, French tailors began making trousers out of a specialized type of cloth that was developed in the city of Nimes, France, and was known as serge de Nimes. This name for the cloth underwent some transformations, and it eventually developed into today’s denim, the material from which jeans are made.

The word levis came from the name of a person. In the nineteenth century, immigrant Levi Strauss went to America and tried his hand at selling heavy canvas to miners taking part in the hunt for gold in northern California. Strauss thought the miners could use the canvas to make heavy-duty tents. This first endeavor was a failure; nevertheless, Strauss became successful when he used the heavy canvas to make indestructible pants for the miners. Levi then switched the fabric from brown canvas to blue denim, creating a style of pants that long outlived him and today is referred to by his name.

A modern-day urban shopper out to buy some levis is searching for a close relative of the product that Strauss had developed years earlier.

The text is developed by

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26.

Currently, the most universally known style of trousers for both men and women is jeans. These trousers are worn all over the world on various occasions and situations. Jeans, also called levis or denims, have an interesting history, one that is intermixed with the derivations of the word jeans, denims, and levis. The word jeans is derived from the name of the place where a similar style of pants developed. In the sixteenth century, sailors from Genoa, Italy, wore a rather unique type of cotton trousers. In French, the word for the city of Genoa and for the people from that city is Genes. This name became attached to the specific style of pants worn by the sailors from this city and developed into the word jeans that today describes the descendants of the Genovese sailors’ cotton pants.

Similar to the word jeans, the word denim is also derived from a place name. In the seventeenth century, French tailors began making trousers out of a specialized type of cloth that was developed in the city of Nimes, France, and was known as serge de Nimes. This name for the cloth underwent some transformations, and it eventually developed into today’s denim, the material from which jeans are made.

The word levis came from the name of a person. In the nineteenth century, immigrant Levi Strauss went to America and tried his hand at selling heavy canvas to miners taking part in the hunt for gold in northern California. Strauss thought the miners could use the canvas to make heavy-duty tents. This first endeavor was a failure; nevertheless, Strauss became successful when he used the heavy canvas to make indestructible pants for the miners. Levi then switched the fabric from brown canvas to blue denim, creating a style of pants that long outlived him and today is referred to by his name.

A modern-day urban shopper out to buy some levis is searching for a close relative of the product that Strauss had developed years earlier.

In the text it is mentioned all of the following about Genoa EXCEPT that it

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27.

Currently, the most universally known style of trousers for both men and women is jeans. These trousers are worn all over the world on various occasions and situations. Jeans, also called levis or denims, have an interesting history, one that is intermixed with the derivations of the word jeans, denims, and levis. The word jeans is derived from the name of the place where a similar style of pants developed. In the sixteenth century, sailors from Genoa, Italy, wore a rather unique type of cotton trousers. In French, the word for the city of Genoa and for the people from that city is Genes. This name became attached to the specific style of pants worn by the sailors from this city and developed into the word jeans that today describes the descendants of the Genovese sailors’ cotton pants.

Similar to the word jeans, the word denim is also derived from a place name. In the seventeenth century, French tailors began making trousers out of a specialized type of cloth that was developed in the city of Nimes, France, and was known as serge de Nimes. This name for the cloth underwent some transformations, and it eventually developed into today’s denim, the material from which jeans are made.

The word levis came from the name of a person. In the nineteenth century, immigrant Levi Strauss went to America and tried his hand at selling heavy canvas to miners taking part in the hunt for gold in northern California. Strauss thought the miners could use the canvas to make heavy-duty tents. This first endeavor was a failure; nevertheless, Strauss became successful when he used the heavy canvas to make indestructible pants for the miners. Levi then switched the fabric from brown canvas to blue denim, creating a style of pants that long outlived him and today is referred to by his name.

A modern-day urban shopper out to buy some levis is searching for a close relative of the product that Strauss had developed years earlier.

The word one refers to

.

28.

Currently, the most universally known style of trousers for both men and women is jeans. These trousers are worn all over the world on various occasions and situations. Jeans, also called levis or denims, have an interesting history, one that is intermixed with the derivations of the word jeans, denims, and levis. The word jeans is derived from the name of the place where a similar style of pants developed. In the sixteenth century, sailors from Genoa, Italy, wore a rather unique type of cotton trousers. In French, the word for the city of Genoa and for the people from that city is Genes. This name became attached to the specific style of pants worn by the sailors from this city and developed into the word jeans that today describes the descendants of the Genovese sailors’ cotton pants.

Similar to the word jeans, the word denim is also derived from a place name. In the seventeenth century, French tailors began making trousers out of a specialized type of cloth that was developed in the city of Nimes, France, and was known as serge de Nimes. This name for the cloth underwent some transformations, and it eventually developed into today’s denim, the material from which jeans are made.

The word levis came from the name of a person. In the nineteenth century, immigrant Levi Strauss went to America and tried his hand at selling heavy canvas to miners taking part in the hunt for gold in northern California. Strauss thought the miners could use the canvas to make heavy-duty tents. This first endeavor was a failure; nevertheless, Strauss became successful when he used the heavy canvas to make indestructible pants for the miners. Levi then switched the fabric from brown canvas to blue denim, creating a style of pants that long outlived him and today is referred to by his name.

A modern-day urban shopper out to buy some levis is searching for a close relative of the product that Strauss had developed years earlier.

The word denim was most likely derived from

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29.

Currently, the most universally known style of trousers for both men and women is jeans. These trousers are worn all over the world on various occasions and situations. Jeans, also called levis or denims, have an interesting history, one that is intermixed with the derivations of the word jeans, denims, and levis. The word jeans is derived from the name of the place where a similar style of pants developed. In the sixteenth century, sailors from Genoa, Italy, wore a rather unique type of cotton trousers. In French, the word for the city of Genoa and for the people from that city is Genes. This name became attached to the specific style of pants worn by the sailors from this city and developed into the word jeans that today describes the descendants of the Genovese sailors’ cotton pants.

Similar to the word jeans, the word denim is also derived from a place name. In the seventeenth century, French tailors began making trousers out of a specialized type of cloth that was developed in the city of Nimes, France, and was known as serge de Nimes. This name for the cloth underwent some transformations, and it eventually developed into today’s denim, the material from which jeans are made.

The word levis came from the name of a person. In the nineteenth century, immigrant Levi Strauss went to America and tried his hand at selling heavy canvas to miners taking part in the hunt for gold in northern California. Strauss thought the miners could use the canvas to make heavy-duty tents. This first endeavor was a failure; nevertheless, Strauss became successful when he used the heavy canvas to make indestructible pants for the miners. Levi then switched the fabric from brown canvas to blue denim, creating a style of pants that long outlived him and today is referred to by his name.

A modern-day urban shopper out to buy some levis is searching for a close relative of the product that Strauss had developed years earlier.

It can be understood that in order to develop the pants for which he became famous, Strauss…

.

30.

Currently, the most universally known style of trousers for both men and women is jeans. These trousers are worn all over the world on various occasions and situations. Jeans, also called levis or denims, have an interesting history, one that is intermixed with the derivations of the word jeans, denims, and levis. The word jeans is derived from the name of the place where a similar style of pants developed. In the sixteenth century, sailors from Genoa, Italy, wore a rather unique type of cotton trousers. In French, the word for the city of Genoa and for the people from that city is Genes. This name became attached to the specific style of pants worn by the sailors from this city and developed into the word jeans that today describes the descendants of the Genovese sailors’ cotton pants.

Similar to the word jeans, the word denim is also derived from a place name. In the seventeenth century, French tailors began making trousers out of a specialized type of cloth that was developed in the city of Nimes, France, and was known as serge de Nimes. This name for the cloth underwent some transformations, and it eventually developed into today’s denim, the material from which jeans are made.

The word levis came from the name of a person. In the nineteenth century, immigrant Levi Strauss went to America and tried his hand at selling heavy canvas to miners taking part in the hunt for gold in northern California. Strauss thought the miners could use the canvas to make heavy-duty tents. This first endeavor was a failure; nevertheless, Strauss became successful when he used the heavy canvas to make indestructible pants for the miners. Levi then switched the fabric from brown canvas to blue denim, creating a style of pants that long outlived him and today is referred to by his name.

A modern-day urban shopper out to buy some levis is searching for a close relative of the product that Strauss had developed years earlier.

The phrase tried his hand is closed in meaning to

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