Writeologist | W-8.5

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The graph reveals the results of a survey conducted in Europe about what young people expect from change in five aspects of life in the ensuing 20 years. Overall, communication is the only area where a majority of responses leaned toward an improvement. This was in contrast to the rest of the apsects, which, according to most of the respondents, are predicted to worsen, especially the quality of air in cities. Communication between people is expected to improve as 54% of the survey participants suggested, followed by quality of food at 49%. The remaining proportions of the respondents have negative expectations for both categories. Quality of water and health recorded even lower figures for improvement, at 40% and 42%, respectively. Thus, the other six in ten respondents said there would be a deterioration in these aspects. Air quality, meanwhile, recorded the most pronounced gap. Whereas more than three quarters (77%) of the opinions are negative, only 23% are positive. This translates into a substantial difference of 54%, much greater in the rest of the aspects.

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The line charts compare how many commuters travelled by car, bus or train in the UK from 1970 to 2010, with the units measured in millions. Of these transport types, car stood out as having the largest figures, which saw no change from 1970 to 1980, standing at about 5. After that, there was a continuous rise to nearly 7, the highest figure on the chart. This number then remained unchanged for the remainder of the period.  Commuter numbers for buses, unlike those for cars, followed a consistent downward trend. The figure started the period at about 4 and stood stable until 1980; from this year on, however, the figure experienced a gradual yet marginal decline to just over 3. Similar to cars, trains also witnessed an increase, with the figure at roughly 2 in 1970 and 1980. Having climbed to 3 in the ensuing 20 years, the number levelled off. Despite this growth, this category consistently came last on the list.  In general, commuting by car and train followed similar rising trajectories and recorded the biggest and smallest numbers, respectively. This was a clear contrast to the figure for buses that was the only one to fall uninterruptedly.

Some say cheap air travel should be bolstered since it allows ordinary people to travel far away. Others believe it results in environmental issues, because of which air travel should not be cheap, discouraging people from choosing it. I believe that restricting affordable air travel for ordinary people is justifiable and that people should act more environmentally friendly. Cheap air tickets providing people with an opportunity to visit remote areas may foster cultural tolerance. When travelling to distant places, people often become exposed to different cultures and inevitably interact with them, learning more about their traditions, norms and customs. This not only gives them a sense of novelty in life but also a better understanding of other cultures, which cultivates mutual respect. An American citizen who has never been to any Asian country would definitely benefit from visiting India or China, where they will get a temporary exposure to significant cultural gaps. Yet such air travel is detrimental to ecosystems if not fully restricted. The affordability of air tickets would lead to an increased flow of air travellers, while also elevating carbon emissions. Given that this increased influx of visitors to touristic destinations may also worsen pollution, from air to plastic, stringent regulations would be effective to protect nature. This is especially true for climatically sensitive areas, where even a seemingly small human intervention may disrupt the entire local ecosystem, with local flora and fauna at a significant disadvantage as a result. In conclusion, although some claim cheap air travel should be supported as it allows people to travel to distant areas, improving their cultural appreciation, I side with those who support the more environmentally conscious approach and strict price policies in that kind of travel. Such regulations could be fundamental in environmental preservation essential for both humans and animals.

There is a belief that countries should make an effort to meet dietary needs of their population with locally produced food and import food much less. I do not agree with this opinion because of the undeniable and inseperable role of food imports. The idea that countries should forego importing food and support domestic food production may stem from reducing costs. Often, foreign food prices might experience hikes that compel trade partners to raise prices in the domestic market, resulting in people finding it difficult to cover expenses on food. If Kazakhstan, a Central Asian country supplying its neighbors, specifically Uzbekistan, with meat products, decides to double the price tag, the partners might witness a period of financial instability. Yet had there been sufficient domestic meat production in those countries, they would not have had such a heavy reliance. As convincing as this argument seems, it does not account for how deeply importation of food is embedded in many countries' economy. Some nations cannot opt out of buying food from abroad anymore because their economy is interconnected to those of food-exporting countries. The Middle Eastern countries are a pertinent case in point; not only can they not produce a sufficient amount of agricultural products domestically, but they can also not substantially reduce food imports, which would disrupt food chains and thus lower food security. Even if there are some alternatives like modern agricultural techniques, they cannot change the fact that those countries are climatically challenged. In conclusion, I believe that a reduction in food imports to foster domestic food production is not justifiable. This is because it would entail severe knock-on effects, ranging from disrupted food chains to lower food security.

• Another notable change is the conversion of X into Y • One more notable change was that Y was demolished to make way for X. • Furthermore, to build X, Y was demolished. • In addition, X now stands where Y used to.

The line graph compares how much fibre of different types was on demand from 1980 to 2015, at 5-year intervals, with the units measured in million tonnes. Overall, while demand for all the types of fibre rose, that of polyester stood out as having the fastest growth rate, thus becoming the leading fibre by the end. This was a clear contrast to cellulosic fibre and wool, both of which showed substantially less marked rises and also came at the lower end of the spectrum during the span. Cotton and polyester recorded comparably more significant increases, with their initial figures at around 15 and 6, respectively. The former then experienced a series of increments to its highest at roughly 28 in 2005, after which there was a slight dip, finishing the period at nearly the 2005 level. The growth was the most pronounced for polyester, a category of fibre that saw an exponential growth to the highest figure of 50 over the time-frame, marking by far the greatest demand. The remaining two categories witnessed much less variation. In particular, cellulosic fibre saw no change from 1980 to 2000, standing at around 4.5. However, after that, it grew, though negligibly, to about 8 in 2015, almost double the original figure. A similar yet smaller rise could be seen in wool demand; it not only stood stable at virtually 3 million tonnes, the smallest volume, between 1980 and 2000 but also increased slightly in the ensuing years.