Тест 57. Чтение. ЕГЭ по английскому языку

1) Установите соответствие между заголовками 1 — 8 и текстами A — G. Используйте каждую цифру только один раз. В задании один заголовок лишний.

1. Good enough for the royal family
2. From women to the military
3. The company moves overseas
4. New products, new leaders
5. From childhood and on
6. From movie stars to every woman
7. Changes in cinematography, changes in make-up
8. New place, new make-up

A. Max Factor is often called the father of modern make-up. The success story started in Max’s early years. He was born Max Faktorowicz in Lodz, Poland, near the Russian border, around 1877. With 10 children, his parents could not afford formal education for their children, so at the age of eight Max was placed in an apprenticeship to a pharmacist. Years of mixing potions for the pharmacy developed his fascination with cosmetics.

B. Eventually, Max opened his own shop in a suburb of Moscow, selling hand-made cosmetics. “Health and beauty products” became an important business for him. A traveling theatrical troupe bought and wore Max’s make-up and wigs while performing for Russian nobility. Soon Max became the official cosmetic expert for members of the Russian court, the Imperial Grand Opera and the Ballet.

C. In 1904, Max and his family moved to the United States. Max Faktorowicz was now Max Factor, the name given to him at Ellis Island by immigration officials. Now Max Factor was dreaming of movie actors and actresses using his products. He moved his family to Los Angeles. In 1914, Max Factor created a make-up specifically for movie actors that, unlike thick theatrical make-up, would not crack.

D. The development of color film production required the Max Factor company to develop a new line of products. The existing make-up reflected surrounding colors. As a result of how bad they looked, many actors and actresses refused to appear in color films. At this time Frank Factor, Max’s son, took the lead and developed a suitable product. It had a solid cake form and was applied with a damp sponge, which concealed skin imperfections.

E. Soon actresses and other women working on movies sets were stealing new make-up to use in their personal lives. Its only disadvantage for everyday use was that it made the skin too dark under regular lights, having been designed for the powerful lights used in film studios. Frank Factor began developing lighter shades. In 1937, new “Pan-Cake” make-up was released to the public and it became one of the fastest selling cosmetic items.

F. After Max Factor’s death, Frank Factor took the name Max Factor, Jr., and expanded the still private cosmetics firm. The company began development of a smear-proof lipstick which would not fade. A special machine was constructed to test the formula’s resistance. The result was “Tru-Color” lipstick in six shades of red. During World War II, Max Factor developed make-up shades for use by the US Marine Corps in camouflaging faces.

G. Max Factor, Jr., continued his commercially successful developments, such as cream make-up supplied in stick form. Soon the company offered shampoo for men and its first perfume called “Electrique”. The early 1960s saw the company go public and list its stock on the New York Stock Exchange. This period also saw the third generation of the Factor family rise to senior positions within the company.

A	B	C	D	E	F	G

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2) Прочитайте текст и заполните пропуски A — F частями предложений, обозначенными цифрами 1 — 7. Одна из частей в списке 1—7 лишняя.

The discovery of three planets In 1781, William Herschel, viewing the sky, recognized that an object in the constellation of Gemini was moving against the background of stars. At first, he thought he was looking at a new comet, but upon further investigation realized ___ (A).

Herschel named his discovery ‘the Georgian planet’ after his patron, George III. Other names proposed included Herschel and Uranus. Eventually Uranus became the universally accepted name. Uranus is similar in composition to Neptune, and both ___ (B) larger gas giants Jupiter and Saturn.

In the 19th century it became evident that the orbit of Uranus did not follow Newton’s law of Gravitation. Many astronomers began to question whether Newton’s theory applied to an object so far from the sun. However, two astronomers, John Couch Adams in England and Urbain Le Verrier in France, both independently came up with the theory ___ (C) by a more distant planet.

Working to Le Verrier’s calculations, astronomers at the Berlin Observatory ___ (D). They had discovered the eighth planet of the solar system, Neptune. It was observed on 23 September 1846 by Johann Galle, and its largest moon, Triton, was discovered shortly thereafter, though none ___ (E) telescopically until the 20th century.

After the discovery of Neptune, astronomers ___ (F) the solar system for a ninth planet. In 1930, an American astronomer discovered the last of the known worlds of our solar system, Pluto.

1. of them realized
2. were able to identify this planet
3. that he was looking at a new planet
4. that the orbit of Uranus had been disturbed
5. started to look further into the depths of
6. are of different chemical composition than the
7. of the planet's remaining 12 moons were located

A	B	C	D	E	F

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3) Прочитайте текст и запишите в поле ответа цифру 1, 2, 3 или 4, соответствующую выбранному Вами варианту ответа.

Показать текст. ⇓

Ordeal by water It is tempting to see the river Thames as another artery in London’s integrated transport system, the same colour blue on the map as the Victoria Underground line. In this ideal world, passengers move effortlessly from river ferry to train, bus or Tube, continuing their seamless journey carefree.

Unfortunately, that is not exactly how it is. Father Thames is not as kind and even-tempered as it might seem as one is looking at the map. It is a muddy, tidal creek whose flukish currents insidiously rip round the base of bridges. Navigation is hard. And the river is not straight: it does giant loops, especially around the Canary Wharf financial district. A passenger alighting from a river ferry often has to walk five or ten minutes to the nearest land connection.

With London’s Tube and buses bursting at the seams, a succession of entrepreneurs have braved these negatives and tried unsuccessfully to set up commuter services on this natural highway. Sean Collins reckons he is the 15th since 1905 – but this time things may have changed. His business, which started as Collins River Enterprises in 1999, shows every sign of surviving its second decade, despite the economy’s woes and volatile fuel costs. Thames Clippers, as the firm is called these days, carried 3.2m passengers in 2009, running fast catamarans between Woolwich, downriver of the city centre, and Waterloo.

Perhaps Mr. Collins, now its managing director, simply was lucky enough to pick the right time. The past decade has been kind to the Thames. Big property developments have sprung up on both sides of the river, and more are on their way before the 2012 Olympic games. And so far, at least, Canary Wharf seems to be weathering the financial storm. But there has been still another advantage: both public and private backing for the firm have been crucial.

Thames Clippers gets a small subsidy from Transport for London (TfL), part of the Greater London Authority. A big step towards welcome integration came in November, when passengers were first allowed to use their TfL Oyster fare cards on Thames Clippers, too. And recently, Greenwich Council agreed to pay £269,000 for guaranteed service between Greenwich and Woolwich over the next four years.

One big problem is the jumbled ownership and management of landing piers: TfL owns 7 of the 13 in central London and various property developers the rest. At piers used jointly, the situation does not favour the ferries trying to stick to a timetable. They can be delayed by tourist boats hanging on for passengers. To have more control of its schedule, Thames Clippers took over the lease of the privately-owned London Bridge City Pier in November.

Another impediment is the unnecessarily rigid restriction on speed. The Port of London Authority (PLA) imposes a 12-knot limit west of Wapping, which means that boats can show their exhilarating 30-knot cruising speed only on the eastern stretches of the river.

The PLA supports the plan to get more people on the river but insists that safety is paramount. It also points out that tourists and freight, not just commuters, use the Thames. So for the moment, Thames Clippers’ civilised catamarans to and from Waterloo remain a secret pleasure for the cognoscenti.

According to paragraphs 1 and 2, the Thames is
1) fully integrated into London’s transport system.
2) not perfectly fit for solving London’s transport problems.
3) an ideal way to travel round the city.
4) providing a shorter journey than on-land transport.

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4) Прочитайте текст и запишите в поле ответа цифру 1, 2, 3 или 4, соответствующую выбранному Вами варианту ответа.

Показать текст. ⇓

Ordeal by water It is tempting to see the river Thames as another artery in London’s integrated transport system, the same colour blue on the map as the Victoria Underground line. In this ideal world, passengers move effortlessly from river ferry to train, bus or Tube, continuing their seamless journey carefree.

Unfortunately, that is not exactly how it is. Father Thames is not as kind and even-tempered as it might seem as one is looking at the map. It is a muddy, tidal creek whose flukish currents insidiously rip round the base of bridges. Navigation is hard. And the river is not straight: it does giant loops, especially around the Canary Wharf financial district. A passenger alighting from a river ferry often has to walk five or ten minutes to the nearest land connection.

With London’s Tube and buses bursting at the seams, a succession of entrepreneurs have braved these negatives and tried unsuccessfully to set up commuter services on this natural highway. Sean Collins reckons he is the 15th since 1905 – but this time things may have changed. His business, which started as Collins River Enterprises in 1999, shows every sign of surviving its second decade, despite the economy’s woes and volatile fuel costs. Thames Clippers, as the firm is called these days, carried 3.2m passengers in 2009, running fast catamarans between Woolwich, downriver of the city centre, and Waterloo.

Perhaps Mr. Collins, now its managing director, simply was lucky enough to pick the right time. The past decade has been kind to the Thames. Big property developments have sprung up on both sides of the river, and more are on their way before the 2012 Olympic games. And so far, at least, Canary Wharf seems to be weathering the financial storm. But there has been still another advantage: both public and private backing for the firm have been crucial.

Thames Clippers gets a small subsidy from Transport for London (TfL), part of the Greater London Authority. A big step towards welcome integration came in November, when passengers were first allowed to use their TfL Oyster fare cards on Thames Clippers, too. And recently, Greenwich Council agreed to pay £269,000 for guaranteed service between Greenwich and Woolwich over the next four years.

One big problem is the jumbled ownership and management of landing piers: TfL owns 7 of the 13 in central London and various property developers the rest. At piers used jointly, the situation does not favour the ferries trying to stick to a timetable. They can be delayed by tourist boats hanging on for passengers. To have more control of its schedule, Thames Clippers took over the lease of the privately-owned London Bridge City Pier in November.

Another impediment is the unnecessarily rigid restriction on speed. The Port of London Authority (PLA) imposes a 12-knot limit west of Wapping, which means that boats can show their exhilarating 30-knot cruising speed only on the eastern stretches of the river.

The PLA supports the plan to get more people on the river but insists that safety is paramount. It also points out that tourists and freight, not just commuters, use the Thames. So for the moment, Thames Clippers’ civilised catamarans to and from Waterloo remain a secret pleasure for the cognoscenti.

The words “the natural highway” in “tried unsuccessfully to set up commuter services on this natural highway” (paragraph 3), stand for
1) the city centre.
2) the railway.
3) the Tube.
4) the Thames.

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5) Прочитайте текст и запишите в поле ответа цифру 1, 2, 3 или 4, соответствующую выбранному Вами варианту ответа.

Показать текст. ⇓

Ordeal by water It is tempting to see the river Thames as another artery in London’s integrated transport system, the same colour blue on the map as the Victoria Underground line. In this ideal world, passengers move effortlessly from river ferry to train, bus or Tube, continuing their seamless journey carefree.

Unfortunately, that is not exactly how it is. Father Thames is not as kind and even-tempered as it might seem as one is looking at the map. It is a muddy, tidal creek whose flukish currents insidiously rip round the base of bridges. Navigation is hard. And the river is not straight: it does giant loops, especially around the Canary Wharf financial district. A passenger alighting from a river ferry often has to walk five or ten minutes to the nearest land connection.

With London’s Tube and buses bursting at the seams, a succession of entrepreneurs have braved these negatives and tried unsuccessfully to set up commuter services on this natural highway. Sean Collins reckons he is the 15th since 1905 – but this time things may have changed. His business, which started as Collins River Enterprises in 1999, shows every sign of surviving its second decade, despite the economy’s woes and volatile fuel costs. Thames Clippers, as the firm is called these days, carried 3.2m passengers in 2009, running fast catamarans between Woolwich, downriver of the city centre, and Waterloo.

Perhaps Mr. Collins, now its managing director, simply was lucky enough to pick the right time. The past decade has been kind to the Thames. Big property developments have sprung up on both sides of the river, and more are on their way before the 2012 Olympic games. And so far, at least, Canary Wharf seems to be weathering the financial storm. But there has been still another advantage: both public and private backing for the firm have been crucial.

Thames Clippers gets a small subsidy from Transport for London (TfL), part of the Greater London Authority. A big step towards welcome integration came in November, when passengers were first allowed to use their TfL Oyster fare cards on Thames Clippers, too. And recently, Greenwich Council agreed to pay £269,000 for guaranteed service between Greenwich and Woolwich over the next four years.

One big problem is the jumbled ownership and management of landing piers: TfL owns 7 of the 13 in central London and various property developers the rest. At piers used jointly, the situation does not favour the ferries trying to stick to a timetable. They can be delayed by tourist boats hanging on for passengers. To have more control of its schedule, Thames Clippers took over the lease of the privately-owned London Bridge City Pier in November.

Another impediment is the unnecessarily rigid restriction on speed. The Port of London Authority (PLA) imposes a 12-knot limit west of Wapping, which means that boats can show their exhilarating 30-knot cruising speed only on the eastern stretches of the river.

The PLA supports the plan to get more people on the river but insists that safety is paramount. It also points out that tourists and freight, not just commuters, use the Thames. So for the moment, Thames Clippers’ civilised catamarans to and from Waterloo remain a secret pleasure for the cognoscenti.

Which was the most important factor for Thames Clippers’ success?
1) Huge numbers of passengers.
2) The luck of the owner.
3) Private and public investments.
4) New and fast catamarans.

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6) Прочитайте текст и запишите в поле ответа цифру 1, 2, 3 или 4, соответствующую выбранному Вами варианту ответа.

Показать текст. ⇓

Ordeal by water It is tempting to see the river Thames as another artery in London’s integrated transport system, the same colour blue on the map as the Victoria Underground line. In this ideal world, passengers move effortlessly from river ferry to train, bus or Tube, continuing their seamless journey carefree.

Unfortunately, that is not exactly how it is. Father Thames is not as kind and even-tempered as it might seem as one is looking at the map. It is a muddy, tidal creek whose flukish currents insidiously rip round the base of bridges. Navigation is hard. And the river is not straight: it does giant loops, especially around the Canary Wharf financial district. A passenger alighting from a river ferry often has to walk five or ten minutes to the nearest land connection.

With London’s Tube and buses bursting at the seams, a succession of entrepreneurs have braved these negatives and tried unsuccessfully to set up commuter services on this natural highway. Sean Collins reckons he is the 15th since 1905 – but this time things may have changed. His business, which started as Collins River Enterprises in 1999, shows every sign of surviving its second decade, despite the economy’s woes and volatile fuel costs. Thames Clippers, as the firm is called these days, carried 3.2m passengers in 2009, running fast catamarans between Woolwich, downriver of the city centre, and Waterloo.

Perhaps Mr. Collins, now its managing director, simply was lucky enough to pick the right time. The past decade has been kind to the Thames. Big property developments have sprung up on both sides of the river, and more are on their way before the 2012 Olympic games. And so far, at least, Canary Wharf seems to be weathering the financial storm. But there has been still another advantage: both public and private backing for the firm have been crucial.

Thames Clippers gets a small subsidy from Transport for London (TfL), part of the Greater London Authority. A big step towards welcome integration came in November, when passengers were first allowed to use their TfL Oyster fare cards on Thames Clippers, too. And recently, Greenwich Council agreed to pay £269,000 for guaranteed service between Greenwich and Woolwich over the next four years.

One big problem is the jumbled ownership and management of landing piers: TfL owns 7 of the 13 in central London and various property developers the rest. At piers used jointly, the situation does not favour the ferries trying to stick to a timetable. They can be delayed by tourist boats hanging on for passengers. To have more control of its schedule, Thames Clippers took over the lease of the privately-owned London Bridge City Pier in November.

Another impediment is the unnecessarily rigid restriction on speed. The Port of London Authority (PLA) imposes a 12-knot limit west of Wapping, which means that boats can show their exhilarating 30-knot cruising speed only on the eastern stretches of the river.

The PLA supports the plan to get more people on the river but insists that safety is paramount. It also points out that tourists and freight, not just commuters, use the Thames. So for the moment, Thames Clippers’ civilised catamarans to and from Waterloo remain a secret pleasure for the cognoscenti.

“Their” in “allowed to use their TfL Oyster fare cards on Thames Clippers, too” (paragraph 5) refers to
1) Transport for London.
2) the passengers.
3) Greenwich Council.
4) Thames Clippers.

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7) Прочитайте текст и запишите в поле ответа цифру 1, 2, 3 или 4, соответствующую выбранному Вами варианту ответа.

Показать текст. ⇓

Ordeal by water It is tempting to see the river Thames as another artery in London’s integrated transport system, the same colour blue on the map as the Victoria Underground line. In this ideal world, passengers move effortlessly from river ferry to train, bus or Tube, continuing their seamless journey carefree.

Unfortunately, that is not exactly how it is. Father Thames is not as kind and even-tempered as it might seem as one is looking at the map. It is a muddy, tidal creek whose flukish currents insidiously rip round the base of bridges. Navigation is hard. And the river is not straight: it does giant loops, especially around the Canary Wharf financial district. A passenger alighting from a river ferry often has to walk five or ten minutes to the nearest land connection.

With London’s Tube and buses bursting at the seams, a succession of entrepreneurs have braved these negatives and tried unsuccessfully to set up commuter services on this natural highway. Sean Collins reckons he is the 15th since 1905 – but this time things may have changed. His business, which started as Collins River Enterprises in 1999, shows every sign of surviving its second decade, despite the economy’s woes and volatile fuel costs. Thames Clippers, as the firm is called these days, carried 3.2m passengers in 2009, running fast catamarans between Woolwich, downriver of the city centre, and Waterloo.

Perhaps Mr. Collins, now its managing director, simply was lucky enough to pick the right time. The past decade has been kind to the Thames. Big property developments have sprung up on both sides of the river, and more are on their way before the 2012 Olympic games. And so far, at least, Canary Wharf seems to be weathering the financial storm. But there has been still another advantage: both public and private backing for the firm have been crucial.

Thames Clippers gets a small subsidy from Transport for London (TfL), part of the Greater London Authority. A big step towards welcome integration came in November, when passengers were first allowed to use their TfL Oyster fare cards on Thames Clippers, too. And recently, Greenwich Council agreed to pay £269,000 for guaranteed service between Greenwich and Woolwich over the next four years.

One big problem is the jumbled ownership and management of landing piers: TfL owns 7 of the 13 in central London and various property developers the rest. At piers used jointly, the situation does not favour the ferries trying to stick to a timetable. They can be delayed by tourist boats hanging on for passengers. To have more control of its schedule, Thames Clippers took over the lease of the privately-owned London Bridge City Pier in November.

Another impediment is the unnecessarily rigid restriction on speed. The Port of London Authority (PLA) imposes a 12-knot limit west of Wapping, which means that boats can show their exhilarating 30-knot cruising speed only on the eastern stretches of the river.

The PLA supports the plan to get more people on the river but insists that safety is paramount. It also points out that tourists and freight, not just commuters, use the Thames. So for the moment, Thames Clippers’ civilised catamarans to and from Waterloo remain a secret pleasure for the cognoscenti.

Which impediment for Thames Clippers operations is NOT mentioned in the text?
1) Inadequate fares for boat trips.
2) Uncertainty about the timetable.
3) Joint ownership of the piers.
4) Speed limit for river transport.

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8) Прочитайте текст и запишите в поле ответа цифру 1, 2, 3 или 4, соответствующую выбранному Вами варианту ответа.

Показать текст. ⇓

Ordeal by water It is tempting to see the river Thames as another artery in London’s integrated transport system, the same colour blue on the map as the Victoria Underground line. In this ideal world, passengers move effortlessly from river ferry to train, bus or Tube, continuing their seamless journey carefree.

Unfortunately, that is not exactly how it is. Father Thames is not as kind and even-tempered as it might seem as one is looking at the map. It is a muddy, tidal creek whose flukish currents insidiously rip round the base of bridges. Navigation is hard. And the river is not straight: it does giant loops, especially around the Canary Wharf financial district. A passenger alighting from a river ferry often has to walk five or ten minutes to the nearest land connection.

With London’s Tube and buses bursting at the seams, a succession of entrepreneurs have braved these negatives and tried unsuccessfully to set up commuter services on this natural highway. Sean Collins reckons he is the 15th since 1905 – but this time things may have changed. His business, which started as Collins River Enterprises in 1999, shows every sign of surviving its second decade, despite the economy’s woes and volatile fuel costs. Thames Clippers, as the firm is called these days, carried 3.2m passengers in 2009, running fast catamarans between Woolwich, downriver of the city centre, and Waterloo.

Perhaps Mr. Collins, now its managing director, simply was lucky enough to pick the right time. The past decade has been kind to the Thames. Big property developments have sprung up on both sides of the river, and more are on their way before the 2012 Olympic games. And so far, at least, Canary Wharf seems to be weathering the financial storm. But there has been still another advantage: both public and private backing for the firm have been crucial.

Thames Clippers gets a small subsidy from Transport for London (TfL), part of the Greater London Authority. A big step towards welcome integration came in November, when passengers were first allowed to use their TfL Oyster fare cards on Thames Clippers, too. And recently, Greenwich Council agreed to pay £269,000 for guaranteed service between Greenwich and Woolwich over the next four years.

One big problem is the jumbled ownership and management of landing piers: TfL owns 7 of the 13 in central London and various property developers the rest. At piers used jointly, the situation does not favour the ferries trying to stick to a timetable. They can be delayed by tourist boats hanging on for passengers. To have more control of its schedule, Thames Clippers took over the lease of the privately-owned London Bridge City Pier in November.

Another impediment is the unnecessarily rigid restriction on speed. The Port of London Authority (PLA) imposes a 12-knot limit west of Wapping, which means that boats can show their exhilarating 30-knot cruising speed only on the eastern stretches of the river.

The PLA supports the plan to get more people on the river but insists that safety is paramount. It also points out that tourists and freight, not just commuters, use the Thames. So for the moment, Thames Clippers’ civilised catamarans to and from Waterloo remain a secret pleasure for the cognoscenti.

Calling the catamarans “a secret pleasure for the cognoscenti”, the author means that
1) they are not very suitable.
2) they offer a good way to spend your free time.
3) there are few of them compared to the tourist boats.
4) the possibility to use them is not appreciated by everybody.

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9) Прочитайте текст и запишите в поле ответа цифру 1, 2, 3 или 4, соответствующую выбранному Вами варианту ответа.

Показать текст. ⇓

Ordeal by water It is tempting to see the river Thames as another artery in London’s integrated transport system, the same colour blue on the map as the Victoria Underground line. In this ideal world, passengers move effortlessly from river ferry to train, bus or Tube, continuing their seamless journey carefree.

Unfortunately, that is not exactly how it is. Father Thames is not as kind and even-tempered as it might seem as one is looking at the map. It is a muddy, tidal creek whose flukish currents insidiously rip round the base of bridges. Navigation is hard. And the river is not straight: it does giant loops, especially around the Canary Wharf financial district. A passenger alighting from a river ferry often has to walk five or ten minutes to the nearest land connection.

With London’s Tube and buses bursting at the seams, a succession of entrepreneurs have braved these negatives and tried unsuccessfully to set up commuter services on this natural highway. Sean Collins reckons he is the 15th since 1905 – but this time things may have changed. His business, which started as Collins River Enterprises in 1999, shows every sign of surviving its second decade, despite the economy’s woes and volatile fuel costs. Thames Clippers, as the firm is called these days, carried 3.2m passengers in 2009, running fast catamarans between Woolwich, downriver of the city centre, and Waterloo.

Perhaps Mr. Collins, now its managing director, simply was lucky enough to pick the right time. The past decade has been kind to the Thames. Big property developments have sprung up on both sides of the river, and more are on their way before the 2012 Olympic games. And so far, at least, Canary Wharf seems to be weathering the financial storm. But there has been still another advantage: both public and private backing for the firm have been crucial.

Thames Clippers gets a small subsidy from Transport for London (TfL), part of the Greater London Authority. A big step towards welcome integration came in November, when passengers were first allowed to use their TfL Oyster fare cards on Thames Clippers, too. And recently, Greenwich Council agreed to pay £269,000 for guaranteed service between Greenwich and Woolwich over the next four years.

One big problem is the jumbled ownership and management of landing piers: TfL owns 7 of the 13 in central London and various property developers the rest. At piers used jointly, the situation does not favour the ferries trying to stick to a timetable. They can be delayed by tourist boats hanging on for passengers. To have more control of its schedule, Thames Clippers took over the lease of the privately-owned London Bridge City Pier in November.

Another impediment is the unnecessarily rigid restriction on speed. The Port of London Authority (PLA) imposes a 12-knot limit west of Wapping, which means that boats can show their exhilarating 30-knot cruising speed only on the eastern stretches of the river.

The PLA supports the plan to get more people on the river but insists that safety is paramount. It also points out that tourists and freight, not just commuters, use the Thames. So for the moment, Thames Clippers’ civilised catamarans to and from Waterloo remain a secret pleasure for the cognoscenti.

According to the title of the article, the author thinks that the river transport
1) needs improvement.
2) is not very promising.
3) is suitable only for tourists.
4) provides big business opportunities.

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