Questões de Concurso Público METRÔ-SP 2010 para Analista - Administração
Foram encontradas 60 questões
Ano: 2010
Banca:
FCC
Órgão:
METRÔ-SP
Provas:
FCC - 2010 - METRÔ-SP - Analista - Ciências Sociais
|
FCC - 2010 - METRÔ-SP - Analista - Administração |
FCC - 2010 - METRÔ-SP - Analista Treinee - Matemática |
Q361813
Português
Texto associado
Estradas e viajantes
A linguagem nossa de cada dia pode ser altamente expressiva. Não sei até quando sobreviverão expressões, ditados, fórmulas proverbiais, modos de dizer que atravessaram o tempo falando as coisas de um jeito muito especial, gostoso, sugestivo. Acabarão por cair todas em desuso numa época como a nossa, cheia de pressa e sem nenhuma paciência, ou apenas se renovarão?
Algumas expressões são tão fortes que resistem aos séculos. Haverá alguma língua que não estabeleça formas de comparação entre vida e viagem, vida e caminho, vida e estrada? O grande Dante já começava a Divina Comédia com “No meio do caminho de nossa vida...”. Se a vida é uma viagem, a
grande viagem só pode ser... a morte, fim do nosso caminho. “Ela partiu", “Ele se foi”, dizemos. E assim vamos seguindo...
Quando menino, ouvia com estranheza a frase “Cuidado, tem boi na linha”. Como não havia linha de trem nem boi por perto, e as pessoas olhavam disfarçadamente para mim, comecei a desconfiar, mas sem compreender, que o boi era eu; mas como assim? Mais tarde vim a entender a tradução completa e prosaica: “suspendamos a conversa, porque há alguém que não deve ouvi-la”. Uma outra expressão pitoresca, que eu já entendia, era “calça de pular brejo” ou “calça de atravessar rio”, no caso de pernas crescidas ou calças encolhidas, tudo constatado antes de pegar algum caminho.
Já adulto, vim a dar com o termo “passagem”, no sentido fúnebre. “Passou desta para melhor”. Situação difícil: “estar numa encruzilhada”. Fim de vida penoso? “Também, já está subindo a ladeira dos oitenta...” São incontáveis os exemplos, é uma retórica inteira dedicada a imagens como essas. Obviamente, os poetas, especialistas em imagens, se encarregam de multiplicá-las. “Tinha uma pedra no meio do caminho”, queixou-se uma vez, e para sempre, o poeta Carlos Drummond de Andrade, fornecendo-nos um símbolo essencial para todo e qualquer obstáculo que um caminhante fatalmente enfrenta na estrada da vida, neste mundo velho sem porteira...
(Peregrino Solerte, inédito)
A linguagem nossa de cada dia pode ser altamente expressiva. Não sei até quando sobreviverão expressões, ditados, fórmulas proverbiais, modos de dizer que atravessaram o tempo falando as coisas de um jeito muito especial, gostoso, sugestivo. Acabarão por cair todas em desuso numa época como a nossa, cheia de pressa e sem nenhuma paciência, ou apenas se renovarão?
Algumas expressões são tão fortes que resistem aos séculos. Haverá alguma língua que não estabeleça formas de comparação entre vida e viagem, vida e caminho, vida e estrada? O grande Dante já começava a Divina Comédia com “No meio do caminho de nossa vida...”. Se a vida é uma viagem, a
grande viagem só pode ser... a morte, fim do nosso caminho. “Ela partiu", “Ele se foi”, dizemos. E assim vamos seguindo...
Quando menino, ouvia com estranheza a frase “Cuidado, tem boi na linha”. Como não havia linha de trem nem boi por perto, e as pessoas olhavam disfarçadamente para mim, comecei a desconfiar, mas sem compreender, que o boi era eu; mas como assim? Mais tarde vim a entender a tradução completa e prosaica: “suspendamos a conversa, porque há alguém que não deve ouvi-la”. Uma outra expressão pitoresca, que eu já entendia, era “calça de pular brejo” ou “calça de atravessar rio”, no caso de pernas crescidas ou calças encolhidas, tudo constatado antes de pegar algum caminho.
Já adulto, vim a dar com o termo “passagem”, no sentido fúnebre. “Passou desta para melhor”. Situação difícil: “estar numa encruzilhada”. Fim de vida penoso? “Também, já está subindo a ladeira dos oitenta...” São incontáveis os exemplos, é uma retórica inteira dedicada a imagens como essas. Obviamente, os poetas, especialistas em imagens, se encarregam de multiplicá-las. “Tinha uma pedra no meio do caminho”, queixou-se uma vez, e para sempre, o poeta Carlos Drummond de Andrade, fornecendo-nos um símbolo essencial para todo e qualquer obstáculo que um caminhante fatalmente enfrenta na estrada da vida, neste mundo velho sem porteira...
(Peregrino Solerte, inédito)
Atente para as seguintes afirmações:
I. No 1o parágrafo, expressa-se a convicção de que os modos de dizer mais expressivos não sobreviverão nos tempos modernos, por serem avaliados como ineficazes nos processos de comunicação.
II.No 3o parágrafo, a impossibilidade de o menino compreender a frase ouvida aos adultos deveu-se ao fato de estar traduzida em linguagem prosaica.
III. No 4o parágrafo, reconhece-se nos poetas a capacidade de enriquecimento expressivo da linguagem, especialistas que são na criação de imagens.
Em relação ao texto, está correto APENAS o que se afirma em
I. No 1o parágrafo, expressa-se a convicção de que os modos de dizer mais expressivos não sobreviverão nos tempos modernos, por serem avaliados como ineficazes nos processos de comunicação.
II.No 3o parágrafo, a impossibilidade de o menino compreender a frase ouvida aos adultos deveu-se ao fato de estar traduzida em linguagem prosaica.
III. No 4o parágrafo, reconhece-se nos poetas a capacidade de enriquecimento expressivo da linguagem, especialistas que são na criação de imagens.
Em relação ao texto, está correto APENAS o que se afirma em
Ano: 2010
Banca:
FCC
Órgão:
METRÔ-SP
Provas:
FCC - 2010 - METRÔ-SP - Analista - Ciências Sociais
|
FCC - 2010 - METRÔ-SP - Analista - Administração |
FCC - 2010 - METRÔ-SP - Analista Treinee - Matemática |
Q361815
Inglês
Texto associado
Subways
Posted on Friday March 27th, 2009 by Jebediah Reed
To give some sense of the pace of public works construction in China, the city of Guangzhou is planning to open 83 miles of new subway lines by the end of next year. Meanwhile, New York - a city of about the same size - has been playing around with the 1.7-mile Second Avenue line for
decades now. China also builds subways rather cheaply - $100 million per mile versus $ 2.4 billion per mile in the Big Apple.
Not surprisingly, projects there are more aggressive in all respects: there are 60 tunnel boring machines operating in Guangzhou, while only one is slated for the Second Avenue project;workers put in five 12-hour shifts a week (and if they don’t like it, they can go pound glacial till); and seizing property is a breeze.
An article in the Business section of today’s NY Times (Clash of Subways and Car Culture in Chinese Cities by Keith Bradsher) [VERB] a smart look at the forces at play as China goes on a transit infrastructure spending spree while it simultaneously becomes evermore sprawling and car-centric.
Here’s one interesting passage, [CONJUNCTION] the story is worth reading in its entirety:
Western mass transit experts applaud China for investing billions in systems that will put less stress on the environment and on cities. But they warn that other Chinese policies, like allowing real estate developers to build sprawling new suburbs, undermine the benefits of the mass transit boom.
Mr. Chan Shao Zhang , a 67-year-old engineer in charge of the works in Guangzhou, defended Guangzhou’s combination of cars and subways, saying that the city built a subway line to a new Toyota assembly plant to help employees and suppliers reach it.
Subways have been most competitive in cities like New York that have high prices for parking, and tolls for bridges and tunnels, discouraging car use. Few Chinese cities have been willing to follow suit, other than Shanghai, which charges a fee of several thousand dollars for each license plate.
The cost and physical limitations of subways have discouraged most cities from building new ones. For instance, only Tokyo has a subway system that carries more people than its buses. The buses are cheaper and able to serve far more streets but move more slowly, pollute more and contribute to traffic congestion.
China has reason to worry. It surpassed the United States in total vehicle sales for the first time in January, although the United States remained slightly ahead in car sales. But in February, China overtook the United States in both, in part because the global downturn has hurt auto sales much more in the United States than in China.
There are many countervaling forces
. China has passed its own stimulus package and the government is eager to put people to work, create economic activity, and build modern infrastructure. The Guangzhou project is part of major national transit buildout. But the nation’s cities are also sprawling beasts, and in that sense, more suited to cars than trains. Not shockingly, many Chinese prefer the former.
(Adapted from http://www.infrastructurist.com/2009/03/27/-building-a-subway-is-96-percent-cheaper-in-china/)
Posted on Friday March 27th, 2009 by Jebediah Reed
To give some sense of the pace of public works construction in China, the city of Guangzhou is planning to open 83 miles of new subway lines by the end of next year. Meanwhile, New York - a city of about the same size - has been playing around with the 1.7-mile Second Avenue line for
decades now. China also builds subways rather cheaply - $100 million per mile versus $ 2.4 billion per mile in the Big Apple.
Not surprisingly, projects there are more aggressive in all respects: there are 60 tunnel boring machines operating in Guangzhou, while only one is slated for the Second Avenue project;workers put in five 12-hour shifts a week (and if they don’t like it, they can go pound glacial till); and seizing property is a breeze.
An article in the Business section of today’s NY Times (Clash of Subways and Car Culture in Chinese Cities by Keith Bradsher) [VERB] a smart look at the forces at play as China goes on a transit infrastructure spending spree while it simultaneously becomes evermore sprawling and car-centric.
Here’s one interesting passage, [CONJUNCTION] the story is worth reading in its entirety:
Western mass transit experts applaud China for investing billions in systems that will put less stress on the environment and on cities. But they warn that other Chinese policies, like allowing real estate developers to build sprawling new suburbs, undermine the benefits of the mass transit boom.
Mr. Chan Shao Zhang , a 67-year-old engineer in charge of the works in Guangzhou, defended Guangzhou’s combination of cars and subways, saying that the city built a subway line to a new Toyota assembly plant to help employees and suppliers reach it.
Subways have been most competitive in cities like New York that have high prices for parking, and tolls for bridges and tunnels, discouraging car use. Few Chinese cities have been willing to follow suit, other than Shanghai, which charges a fee of several thousand dollars for each license plate.
The cost and physical limitations of subways have discouraged most cities from building new ones. For instance, only Tokyo has a subway system that carries more people than its buses. The buses are cheaper and able to serve far more streets but move more slowly, pollute more and contribute to traffic congestion.
China has reason to worry. It surpassed the United States in total vehicle sales for the first time in January, although the United States remained slightly ahead in car sales. But in February, China overtook the United States in both, in part because the global downturn has hurt auto sales much more in the United States than in China.
There are many countervaling forces
. China has passed its own stimulus package and the government is eager to put people to work, create economic activity, and build modern infrastructure. The Guangzhou project is part of major national transit buildout. But the nation’s cities are also sprawling beasts, and in that sense, more suited to cars than trains. Not shockingly, many Chinese prefer the former. (Adapted from http://www.infrastructurist.com/2009/03/27/-building-a-subway-is-96-percent-cheaper-in-china/)
The correct translation for pace, as it is used in the 1st paragraph of the text, is
Ano: 2010
Banca:
FCC
Órgão:
METRÔ-SP
Provas:
FCC - 2010 - METRÔ-SP - Analista - Ciências Sociais
|
FCC - 2010 - METRÔ-SP - Analista - Administração |
FCC - 2010 - METRÔ-SP - Analista Treinee - Matemática |
Q361816
Inglês
Texto associado
Subways
Posted on Friday March 27th, 2009 by Jebediah Reed
To give some sense of the pace of public works construction in China, the city of Guangzhou is planning to open 83 miles of new subway lines by the end of next year. Meanwhile, New York - a city of about the same size - has been playing around with the 1.7-mile Second Avenue line for
decades now. China also builds subways rather cheaply - $100 million per mile versus $ 2.4 billion per mile in the Big Apple.
Not surprisingly, projects there are more aggressive in all respects: there are 60 tunnel boring machines operating in Guangzhou, while only one is slated for the Second Avenue project;workers put in five 12-hour shifts a week (and if they don’t like it, they can go pound glacial till); and seizing property is a breeze.
An article in the Business section of today’s NY Times (Clash of Subways and Car Culture in Chinese Cities by Keith Bradsher) [VERB] a smart look at the forces at play as China goes on a transit infrastructure spending spree while it simultaneously becomes evermore sprawling and car-centric.
Here’s one interesting passage, [CONJUNCTION] the story is worth reading in its entirety:
Western mass transit experts applaud China for investing billions in systems that will put less stress on the environment and on cities. But they warn that other Chinese policies, like allowing real estate developers to build sprawling new suburbs, undermine the benefits of the mass transit boom.
Mr. Chan Shao Zhang , a 67-year-old engineer in charge of the works in Guangzhou, defended Guangzhou’s combination of cars and subways, saying that the city built a subway line to a new Toyota assembly plant to help employees and suppliers reach it.
Subways have been most competitive in cities like New York that have high prices for parking, and tolls for bridges and tunnels, discouraging car use. Few Chinese cities have been willing to follow suit, other than Shanghai, which charges a fee of several thousand dollars for each license plate.
The cost and physical limitations of subways have discouraged most cities from building new ones. For instance, only Tokyo has a subway system that carries more people than its buses. The buses are cheaper and able to serve far more streets but move more slowly, pollute more and contribute to traffic congestion.
China has reason to worry. It surpassed the United States in total vehicle sales for the first time in January, although the United States remained slightly ahead in car sales. But in February, China overtook the United States in both, in part because the global downturn has hurt auto sales much more in the United States than in China.
There are many countervaling forces . China has passed its own stimulus package and the government is eager to put people to work, create economic activity, and build modern infrastructure. The Guangzhou project is part of major national transit buildout. But the nation’s cities are also sprawling beasts, and in that sense, more suited to cars than trains. Not shockingly, many Chinese prefer the former.
(Adapted from http://www.infrastructurist.com/2009/03/27/-building-a-subway-is-96-percent-cheaper-in-china/)
Posted on Friday March 27th, 2009 by Jebediah Reed
To give some sense of the pace of public works construction in China, the city of Guangzhou is planning to open 83 miles of new subway lines by the end of next year. Meanwhile, New York - a city of about the same size - has been playing around with the 1.7-mile Second Avenue line for
decades now. China also builds subways rather cheaply - $100 million per mile versus $ 2.4 billion per mile in the Big Apple.
Not surprisingly, projects there are more aggressive in all respects: there are 60 tunnel boring machines operating in Guangzhou, while only one is slated for the Second Avenue project;workers put in five 12-hour shifts a week (and if they don’t like it, they can go pound glacial till); and seizing property is a breeze.
An article in the Business section of today’s NY Times (Clash of Subways and Car Culture in Chinese Cities by Keith Bradsher) [VERB] a smart look at the forces at play as China goes on a transit infrastructure spending spree while it simultaneously becomes evermore sprawling and car-centric.
Here’s one interesting passage, [CONJUNCTION] the story is worth reading in its entirety:
Western mass transit experts applaud China for investing billions in systems that will put less stress on the environment and on cities. But they warn that other Chinese policies, like allowing real estate developers to build sprawling new suburbs, undermine the benefits of the mass transit boom.
Mr. Chan Shao Zhang , a 67-year-old engineer in charge of the works in Guangzhou, defended Guangzhou’s combination of cars and subways, saying that the city built a subway line to a new Toyota assembly plant to help employees and suppliers reach it.
Subways have been most competitive in cities like New York that have high prices for parking, and tolls for bridges and tunnels, discouraging car use. Few Chinese cities have been willing to follow suit, other than Shanghai, which charges a fee of several thousand dollars for each license plate.
The cost and physical limitations of subways have discouraged most cities from building new ones. For instance, only Tokyo has a subway system that carries more people than its buses. The buses are cheaper and able to serve far more streets but move more slowly, pollute more and contribute to traffic congestion.
China has reason to worry. It surpassed the United States in total vehicle sales for the first time in January, although the United States remained slightly ahead in car sales. But in February, China overtook the United States in both, in part because the global downturn has hurt auto sales much more in the United States than in China.
There are many countervaling forces
. China has passed its own stimulus package and the government is eager to put people to work, create economic activity, and build modern infrastructure. The Guangzhou project is part of major national transit buildout. But the nation’s cities are also sprawling beasts, and in that sense, more suited to cars than trains. Not shockingly, many Chinese prefer the former. (Adapted from http://www.infrastructurist.com/2009/03/27/-building-a-subway-is-96-percent-cheaper-in-china/)
The underlined word there, in the 2nd paragraph, refers to
Ano: 2010
Banca:
FCC
Órgão:
METRÔ-SP
Provas:
FCC - 2010 - METRÔ-SP - Analista - Ciências Sociais
|
FCC - 2010 - METRÔ-SP - Analista - Administração |
FCC - 2010 - METRÔ-SP - Analista Treinee - Matemática |
Q361817
Inglês
Texto associado
Subways
Posted on Friday March 27th, 2009 by Jebediah Reed
To give some sense of the pace of public works construction in China, the city of Guangzhou is planning to open 83 miles of new subway lines by the end of next year. Meanwhile, New York - a city of about the same size - has been playing around with the 1.7-mile Second Avenue line for
decades now. China also builds subways rather cheaply - $100 million per mile versus $ 2.4 billion per mile in the Big Apple.
Not surprisingly, projects there are more aggressive in all respects: there are 60 tunnel boring machines operating in Guangzhou, while only one is slated for the Second Avenue project;workers put in five 12-hour shifts a week (and if they don’t like it, they can go pound glacial till); and seizing property is a breeze.
An article in the Business section of today’s NY Times (Clash of Subways and Car Culture in Chinese Cities by Keith Bradsher) [VERB] a smart look at the forces at play as China goes on a transit infrastructure spending spree while it simultaneously becomes evermore sprawling and car-centric.
Here’s one interesting passage, [CONJUNCTION] the story is worth reading in its entirety:
Western mass transit experts applaud China for investing billions in systems that will put less stress on the environment and on cities. But they warn that other Chinese policies, like allowing real estate developers to build sprawling new suburbs, undermine the benefits of the mass transit boom.
Mr. Chan Shao Zhang , a 67-year-old engineer in charge of the works in Guangzhou, defended Guangzhou’s combination of cars and subways, saying that the city built a subway line to a new Toyota assembly plant to help employees and suppliers reach it.
Subways have been most competitive in cities like New York that have high prices for parking, and tolls for bridges and tunnels, discouraging car use. Few Chinese cities have been willing to follow suit, other than Shanghai, which charges a fee of several thousand dollars for each license plate.
The cost and physical limitations of subways have discouraged most cities from building new ones. For instance, only Tokyo has a subway system that carries more people than its buses. The buses are cheaper and able to serve far more streets but move more slowly, pollute more and contribute to traffic congestion.
China has reason to worry. It surpassed the United States in total vehicle sales for the first time in January, although the United States remained slightly ahead in car sales. But in February, China overtook the United States in both, in part because the global downturn has hurt auto sales much more in the United States than in China.
There are many countervaling forces . China has passed its own stimulus package and the government is eager to put people to work, create economic activity, and build modern infrastructure. The Guangzhou project is part of major national transit buildout. But the nation’s cities are also sprawling beasts, and in that sense, more suited to cars than trains. Not shockingly, many Chinese prefer the former.
(Adapted from http://www.infrastructurist.com/2009/03/27/-building-a-subway-is-96-percent-cheaper-in-china/)
Posted on Friday March 27th, 2009 by Jebediah Reed
To give some sense of the pace of public works construction in China, the city of Guangzhou is planning to open 83 miles of new subway lines by the end of next year. Meanwhile, New York - a city of about the same size - has been playing around with the 1.7-mile Second Avenue line for
decades now. China also builds subways rather cheaply - $100 million per mile versus $ 2.4 billion per mile in the Big Apple.
Not surprisingly, projects there are more aggressive in all respects: there are 60 tunnel boring machines operating in Guangzhou, while only one is slated for the Second Avenue project;workers put in five 12-hour shifts a week (and if they don’t like it, they can go pound glacial till); and seizing property is a breeze.
An article in the Business section of today’s NY Times (Clash of Subways and Car Culture in Chinese Cities by Keith Bradsher) [VERB] a smart look at the forces at play as China goes on a transit infrastructure spending spree while it simultaneously becomes evermore sprawling and car-centric.
Here’s one interesting passage, [CONJUNCTION] the story is worth reading in its entirety:
Western mass transit experts applaud China for investing billions in systems that will put less stress on the environment and on cities. But they warn that other Chinese policies, like allowing real estate developers to build sprawling new suburbs, undermine the benefits of the mass transit boom.
Mr. Chan Shao Zhang , a 67-year-old engineer in charge of the works in Guangzhou, defended Guangzhou’s combination of cars and subways, saying that the city built a subway line to a new Toyota assembly plant to help employees and suppliers reach it.
Subways have been most competitive in cities like New York that have high prices for parking, and tolls for bridges and tunnels, discouraging car use. Few Chinese cities have been willing to follow suit, other than Shanghai, which charges a fee of several thousand dollars for each license plate.
The cost and physical limitations of subways have discouraged most cities from building new ones. For instance, only Tokyo has a subway system that carries more people than its buses. The buses are cheaper and able to serve far more streets but move more slowly, pollute more and contribute to traffic congestion.
China has reason to worry. It surpassed the United States in total vehicle sales for the first time in January, although the United States remained slightly ahead in car sales. But in February, China overtook the United States in both, in part because the global downturn has hurt auto sales much more in the United States than in China.
There are many countervaling forces
. China has passed its own stimulus package and the government is eager to put people to work, create economic activity, and build modern infrastructure. The Guangzhou project is part of major national transit buildout. But the nation’s cities are also sprawling beasts, and in that sense, more suited to cars than trains. Not shockingly, many Chinese prefer the former. (Adapted from http://www.infrastructurist.com/2009/03/27/-building-a-subway-is-96-percent-cheaper-in-china/)
A synonym for a breeze, as it is used in the 2nd paragraph of the text, is
Ano: 2010
Banca:
FCC
Órgão:
METRÔ-SP
Provas:
FCC - 2010 - METRÔ-SP - Analista - Ciências Sociais
|
FCC - 2010 - METRÔ-SP - Analista - Administração |
FCC - 2010 - METRÔ-SP - Analista Treinee - Matemática |
Q361818
Inglês
Texto associado
Subways
Posted on Friday March 27th, 2009 by Jebediah Reed
To give some sense of the pace of public works construction in China, the city of Guangzhou is planning to open 83 miles of new subway lines by the end of next year. Meanwhile, New York - a city of about the same size - has been playing around with the 1.7-mile Second Avenue line for
decades now. China also builds subways rather cheaply - $100 million per mile versus $ 2.4 billion per mile in the Big Apple.
Not surprisingly, projects there are more aggressive in all respects: there are 60 tunnel boring machines operating in Guangzhou, while only one is slated for the Second Avenue project;workers put in five 12-hour shifts a week (and if they don’t like it, they can go pound glacial till); and seizing property is a breeze.
An article in the Business section of today’s NY Times (Clash of Subways and Car Culture in Chinese Cities by Keith Bradsher) [VERB] a smart look at the forces at play as China goes on a transit infrastructure spending spree while it simultaneously becomes evermore sprawling and car-centric.
Here’s one interesting passage, [CONJUNCTION] the story is worth reading in its entirety:
Western mass transit experts applaud China for investing billions in systems that will put less stress on the environment and on cities. But they warn that other Chinese policies, like allowing real estate developers to build sprawling new suburbs, undermine the benefits of the mass transit boom.
Mr. Chan Shao Zhang , a 67-year-old engineer in charge of the works in Guangzhou, defended Guangzhou’s combination of cars and subways, saying that the city built a subway line to a new Toyota assembly plant to help employees and suppliers reach it.
Subways have been most competitive in cities like New York that have high prices for parking, and tolls for bridges and tunnels, discouraging car use. Few Chinese cities have been willing to follow suit, other than Shanghai, which charges a fee of several thousand dollars for each license plate.
The cost and physical limitations of subways have discouraged most cities from building new ones. For instance, only Tokyo has a subway system that carries more people than its buses. The buses are cheaper and able to serve far more streets but move more slowly, pollute more and contribute to traffic congestion.
China has reason to worry. It surpassed the United States in total vehicle sales for the first time in January, although the United States remained slightly ahead in car sales. But in February, China overtook the United States in both, in part because the global downturn has hurt auto sales much more in the United States than in China.
There are many countervaling forces . China has passed its own stimulus package and the government is eager to put people to work, create economic activity, and build modern infrastructure. The Guangzhou project is part of major national transit buildout. But the nation’s cities are also sprawling beasts, and in that sense, more suited to cars than trains. Not shockingly, many Chinese prefer the former.
(Adapted from http://www.infrastructurist.com/2009/03/27/-building-a-subway-is-96-percent-cheaper-in-china/)
Posted on Friday March 27th, 2009 by Jebediah Reed
To give some sense of the pace of public works construction in China, the city of Guangzhou is planning to open 83 miles of new subway lines by the end of next year. Meanwhile, New York - a city of about the same size - has been playing around with the 1.7-mile Second Avenue line for
decades now. China also builds subways rather cheaply - $100 million per mile versus $ 2.4 billion per mile in the Big Apple.
Not surprisingly, projects there are more aggressive in all respects: there are 60 tunnel boring machines operating in Guangzhou, while only one is slated for the Second Avenue project;workers put in five 12-hour shifts a week (and if they don’t like it, they can go pound glacial till); and seizing property is a breeze.
An article in the Business section of today’s NY Times (Clash of Subways and Car Culture in Chinese Cities by Keith Bradsher) [VERB] a smart look at the forces at play as China goes on a transit infrastructure spending spree while it simultaneously becomes evermore sprawling and car-centric.
Here’s one interesting passage, [CONJUNCTION] the story is worth reading in its entirety:
Western mass transit experts applaud China for investing billions in systems that will put less stress on the environment and on cities. But they warn that other Chinese policies, like allowing real estate developers to build sprawling new suburbs, undermine the benefits of the mass transit boom.
Mr. Chan Shao Zhang , a 67-year-old engineer in charge of the works in Guangzhou, defended Guangzhou’s combination of cars and subways, saying that the city built a subway line to a new Toyota assembly plant to help employees and suppliers reach it.
Subways have been most competitive in cities like New York that have high prices for parking, and tolls for bridges and tunnels, discouraging car use. Few Chinese cities have been willing to follow suit, other than Shanghai, which charges a fee of several thousand dollars for each license plate.
The cost and physical limitations of subways have discouraged most cities from building new ones. For instance, only Tokyo has a subway system that carries more people than its buses. The buses are cheaper and able to serve far more streets but move more slowly, pollute more and contribute to traffic congestion.
China has reason to worry. It surpassed the United States in total vehicle sales for the first time in January, although the United States remained slightly ahead in car sales. But in February, China overtook the United States in both, in part because the global downturn has hurt auto sales much more in the United States than in China.
There are many countervaling forces
. China has passed its own stimulus package and the government is eager to put people to work, create economic activity, and build modern infrastructure. The Guangzhou project is part of major national transit buildout. But the nation’s cities are also sprawling beasts, and in that sense, more suited to cars than trains. Not shockingly, many Chinese prefer the former. (Adapted from http://www.infrastructurist.com/2009/03/27/-building-a-subway-is-96-percent-cheaper-in-china/)
The correct word that replaces [VERB] in the text is
Ano: 2010
Banca:
FCC
Órgão:
METRÔ-SP
Provas:
FCC - 2010 - METRÔ-SP - Analista - Ciências Sociais
|
FCC - 2010 - METRÔ-SP - Analista - Administração |
FCC - 2010 - METRÔ-SP - Analista Treinee - Matemática |
Q361819
Inglês
Texto associado
Subways
Posted on Friday March 27th, 2009 by Jebediah Reed
To give some sense of the pace of public works construction in China, the city of Guangzhou is planning to open 83 miles of new subway lines by the end of next year. Meanwhile, New York - a city of about the same size - has been playing around with the 1.7-mile Second Avenue line for
decades now. China also builds subways rather cheaply - $100 million per mile versus $ 2.4 billion per mile in the Big Apple.
Not surprisingly, projects there are more aggressive in all respects: there are 60 tunnel boring machines operating in Guangzhou, while only one is slated for the Second Avenue project;workers put in five 12-hour shifts a week (and if they don’t like it, they can go pound glacial till); and seizing property is a breeze.
An article in the Business section of today’s NY Times (Clash of Subways and Car Culture in Chinese Cities by Keith Bradsher) [VERB] a smart look at the forces at play as China goes on a transit infrastructure spending spree while it simultaneously becomes evermore sprawling and car-centric.
Here’s one interesting passage, [CONJUNCTION] the story is worth reading in its entirety:
Western mass transit experts applaud China for investing billions in systems that will put less stress on the environment and on cities. But they warn that other Chinese policies, like allowing real estate developers to build sprawling new suburbs, undermine the benefits of the mass transit boom.
Mr. Chan Shao Zhang , a 67-year-old engineer in charge of the works in Guangzhou, defended Guangzhou’s combination of cars and subways, saying that the city built a subway line to a new Toyota assembly plant to help employees and suppliers reach it.
Subways have been most competitive in cities like New York that have high prices for parking, and tolls for bridges and tunnels, discouraging car use. Few Chinese cities have been willing to follow suit, other than Shanghai, which charges a fee of several thousand dollars for each license plate.
The cost and physical limitations of subways have discouraged most cities from building new ones. For instance, only Tokyo has a subway system that carries more people than its buses. The buses are cheaper and able to serve far more streets but move more slowly, pollute more and contribute to traffic congestion.
China has reason to worry. It surpassed the United States in total vehicle sales for the first time in January, although the United States remained slightly ahead in car sales. But in February, China overtook the United States in both, in part because the global downturn has hurt auto sales much more in the United States than in China.
There are many countervaling forces . China has passed its own stimulus package and the government is eager to put people to work, create economic activity, and build modern infrastructure. The Guangzhou project is part of major national transit buildout. But the nation’s cities are also sprawling beasts, and in that sense, more suited to cars than trains. Not shockingly, many Chinese prefer the former.
(Adapted from http://www.infrastructurist.com/2009/03/27/-building-a-subway-is-96-percent-cheaper-in-china/)
Posted on Friday March 27th, 2009 by Jebediah Reed
To give some sense of the pace of public works construction in China, the city of Guangzhou is planning to open 83 miles of new subway lines by the end of next year. Meanwhile, New York - a city of about the same size - has been playing around with the 1.7-mile Second Avenue line for
decades now. China also builds subways rather cheaply - $100 million per mile versus $ 2.4 billion per mile in the Big Apple.
Not surprisingly, projects there are more aggressive in all respects: there are 60 tunnel boring machines operating in Guangzhou, while only one is slated for the Second Avenue project;workers put in five 12-hour shifts a week (and if they don’t like it, they can go pound glacial till); and seizing property is a breeze.
An article in the Business section of today’s NY Times (Clash of Subways and Car Culture in Chinese Cities by Keith Bradsher) [VERB] a smart look at the forces at play as China goes on a transit infrastructure spending spree while it simultaneously becomes evermore sprawling and car-centric.
Here’s one interesting passage, [CONJUNCTION] the story is worth reading in its entirety:
Western mass transit experts applaud China for investing billions in systems that will put less stress on the environment and on cities. But they warn that other Chinese policies, like allowing real estate developers to build sprawling new suburbs, undermine the benefits of the mass transit boom.
Mr. Chan Shao Zhang , a 67-year-old engineer in charge of the works in Guangzhou, defended Guangzhou’s combination of cars and subways, saying that the city built a subway line to a new Toyota assembly plant to help employees and suppliers reach it.
Subways have been most competitive in cities like New York that have high prices for parking, and tolls for bridges and tunnels, discouraging car use. Few Chinese cities have been willing to follow suit, other than Shanghai, which charges a fee of several thousand dollars for each license plate.
The cost and physical limitations of subways have discouraged most cities from building new ones. For instance, only Tokyo has a subway system that carries more people than its buses. The buses are cheaper and able to serve far more streets but move more slowly, pollute more and contribute to traffic congestion.
China has reason to worry. It surpassed the United States in total vehicle sales for the first time in January, although the United States remained slightly ahead in car sales. But in February, China overtook the United States in both, in part because the global downturn has hurt auto sales much more in the United States than in China.
There are many countervaling forces
. China has passed its own stimulus package and the government is eager to put people to work, create economic activity, and build modern infrastructure. The Guangzhou project is part of major national transit buildout. But the nation’s cities are also sprawling beasts, and in that sense, more suited to cars than trains. Not shockingly, many Chinese prefer the former. (Adapted from http://www.infrastructurist.com/2009/03/27/-building-a-subway-is-96-percent-cheaper-in-china/)
The word that correctly replaces [CONJUNCTION] in the text is
Ano: 2010
Banca:
FCC
Órgão:
METRÔ-SP
Provas:
FCC - 2010 - METRÔ-SP - Analista - Ciências Sociais
|
FCC - 2010 - METRÔ-SP - Analista - Administração |
FCC - 2010 - METRÔ-SP - Analista Treinee - Matemática |
Q361820
Inglês
Texto associado
Subways
Posted on Friday March 27th, 2009 by Jebediah Reed
To give some sense of the pace of public works construction in China, the city of Guangzhou is planning to open 83 miles of new subway lines by the end of next year. Meanwhile, New York - a city of about the same size - has been playing around with the 1.7-mile Second Avenue line for
decades now. China also builds subways rather cheaply - $100 million per mile versus $ 2.4 billion per mile in the Big Apple.
Not surprisingly, projects there are more aggressive in all respects: there are 60 tunnel boring machines operating in Guangzhou, while only one is slated for the Second Avenue project;workers put in five 12-hour shifts a week (and if they don’t like it, they can go pound glacial till); and seizing property is a breeze.
An article in the Business section of today’s NY Times (Clash of Subways and Car Culture in Chinese Cities by Keith Bradsher) [VERB] a smart look at the forces at play as China goes on a transit infrastructure spending spree while it simultaneously becomes evermore sprawling and car-centric.
Here’s one interesting passage, [CONJUNCTION] the story is worth reading in its entirety:
Western mass transit experts applaud China for investing billions in systems that will put less stress on the environment and on cities. But they warn that other Chinese policies, like allowing real estate developers to build sprawling new suburbs, undermine the benefits of the mass transit boom.
Mr. Chan Shao Zhang , a 67-year-old engineer in charge of the works in Guangzhou, defended Guangzhou’s combination of cars and subways, saying that the city built a subway line to a new Toyota assembly plant to help employees and suppliers reach it.
Subways have been most competitive in cities like New York that have high prices for parking, and tolls for bridges and tunnels, discouraging car use. Few Chinese cities have been willing to follow suit, other than Shanghai, which charges a fee of several thousand dollars for each license plate.
The cost and physical limitations of subways have discouraged most cities from building new ones. For instance, only Tokyo has a subway system that carries more people than its buses. The buses are cheaper and able to serve far more streets but move more slowly, pollute more and contribute to traffic congestion.
China has reason to worry. It surpassed the United States in total vehicle sales for the first time in January, although the United States remained slightly ahead in car sales. But in February, China overtook the United States in both, in part because the global downturn has hurt auto sales much more in the United States than in China.
There are many countervaling forces . China has passed its own stimulus package and the government is eager to put people to work, create economic activity, and build modern infrastructure. The Guangzhou project is part of major national transit buildout. But the nation’s cities are also sprawling beasts, and in that sense, more suited to cars than trains. Not shockingly, many Chinese prefer the former.
(Adapted from http://www.infrastructurist.com/2009/03/27/-building-a-subway-is-96-percent-cheaper-in-china/)
Posted on Friday March 27th, 2009 by Jebediah Reed
To give some sense of the pace of public works construction in China, the city of Guangzhou is planning to open 83 miles of new subway lines by the end of next year. Meanwhile, New York - a city of about the same size - has been playing around with the 1.7-mile Second Avenue line for
decades now. China also builds subways rather cheaply - $100 million per mile versus $ 2.4 billion per mile in the Big Apple.
Not surprisingly, projects there are more aggressive in all respects: there are 60 tunnel boring machines operating in Guangzhou, while only one is slated for the Second Avenue project;workers put in five 12-hour shifts a week (and if they don’t like it, they can go pound glacial till); and seizing property is a breeze.
An article in the Business section of today’s NY Times (Clash of Subways and Car Culture in Chinese Cities by Keith Bradsher) [VERB] a smart look at the forces at play as China goes on a transit infrastructure spending spree while it simultaneously becomes evermore sprawling and car-centric.
Here’s one interesting passage, [CONJUNCTION] the story is worth reading in its entirety:
Western mass transit experts applaud China for investing billions in systems that will put less stress on the environment and on cities. But they warn that other Chinese policies, like allowing real estate developers to build sprawling new suburbs, undermine the benefits of the mass transit boom.
Mr. Chan Shao Zhang , a 67-year-old engineer in charge of the works in Guangzhou, defended Guangzhou’s combination of cars and subways, saying that the city built a subway line to a new Toyota assembly plant to help employees and suppliers reach it.
Subways have been most competitive in cities like New York that have high prices for parking, and tolls for bridges and tunnels, discouraging car use. Few Chinese cities have been willing to follow suit, other than Shanghai, which charges a fee of several thousand dollars for each license plate.
The cost and physical limitations of subways have discouraged most cities from building new ones. For instance, only Tokyo has a subway system that carries more people than its buses. The buses are cheaper and able to serve far more streets but move more slowly, pollute more and contribute to traffic congestion.
China has reason to worry. It surpassed the United States in total vehicle sales for the first time in January, although the United States remained slightly ahead in car sales. But in February, China overtook the United States in both, in part because the global downturn has hurt auto sales much more in the United States than in China.
There are many countervaling forces
. China has passed its own stimulus package and the government is eager to put people to work, create economic activity, and build modern infrastructure. The Guangzhou project is part of major national transit buildout. But the nation’s cities are also sprawling beasts, and in that sense, more suited to cars than trains. Not shockingly, many Chinese prefer the former. (Adapted from http://www.infrastructurist.com/2009/03/27/-building-a-subway-is-96-percent-cheaper-in-china/)
The expression that correctly fills the blank 
at the end of the text is
at the end of the text is
Ano: 2010
Banca:
FCC
Órgão:
METRÔ-SP
Provas:
FCC - 2010 - METRÔ-SP - Analista - Administração
|
FCC - 2010 - METRÔ-SP - Analista Treinee - Matemática |
Q361851
Português
Texto associado
Estradas e viajantes
A linguagem nossa de cada dia pode ser altamente expressiva. Não sei até quando sobreviverão expressões, ditados, fórmulas proverbiais, modos de dizer que atravessaram o tempo falando as coisas de um jeito muito especial, gostoso, sugestivo. Acabarão por cair todas em desuso numa época como a nossa, cheia de pressa e sem nenhuma paciência, ou apenas se renovarão?
Algumas expressões são tão fortes que resistem aos séculos. Haverá alguma língua que não estabeleça formas de comparação entre vida e viagem, vida e caminho, vida e estrada? O grande Dante já começava a Divina Comédia com “No meio do caminho de nossa vida...”. Se a vida é uma viagem, a grande viagem só pode ser... a morte, fim do nosso caminho. “Ela partiu", “Ele se foi”, dizemos. E assim vamos seguindo...
Quando menino, ouvia com estranheza a frase “Cuidado, tem boi na linha”. Como não havia linha de trem nem boi por perto, e as pessoas olhavam disfarçadamente para mim, comecei a desconfiar, mas sem compreender, que o boi era eu; mas como assim? Mais tarde vim a entender a tradução completa e prosaica: “suspendamos a conversa, porque há alguém que não deve ouvi-la”. Uma outra expressão pitoresca, que eu já entendia, era “calça de pular brejo” ou “calça de atravessar rio”, no caso de pernas crescidas ou calças encolhidas, tudo constatado antes de pegar algum caminho.
Já adulto, vim a dar com o termo “passagem”, no sentido fúnebre. “Passou desta para melhor”. Situação difícil: “estar numa encruzilhada”. Fim de vida penoso? “Também, já está subindo a ladeira dos oitenta...” São incontáveis os exemplos, é uma retórica inteira dedicada a imagens como essas.
Obviamente, os poetas, especialistas em imagens, se encarregam de multiplicá-las. “Tinha uma pedra no meio do caminho”, queixou-se uma vez, e para sempre, o poeta Carlos Drummond de Andrade, fornecendo-nos um símbolo essencial para todo e qualquer obstáculo que um caminhante fatalmente enfrenta na estrada da vida, neste mundo velho sem porteira...
(Peregrino Solerte, inédito)
A linguagem nossa de cada dia pode ser altamente expressiva. Não sei até quando sobreviverão expressões, ditados, fórmulas proverbiais, modos de dizer que atravessaram o tempo falando as coisas de um jeito muito especial, gostoso, sugestivo. Acabarão por cair todas em desuso numa época como a nossa, cheia de pressa e sem nenhuma paciência, ou apenas se renovarão?
Algumas expressões são tão fortes que resistem aos séculos. Haverá alguma língua que não estabeleça formas de comparação entre vida e viagem, vida e caminho, vida e estrada? O grande Dante já começava a Divina Comédia com “No meio do caminho de nossa vida...”. Se a vida é uma viagem, a grande viagem só pode ser... a morte, fim do nosso caminho. “Ela partiu", “Ele se foi”, dizemos. E assim vamos seguindo...
Quando menino, ouvia com estranheza a frase “Cuidado, tem boi na linha”. Como não havia linha de trem nem boi por perto, e as pessoas olhavam disfarçadamente para mim, comecei a desconfiar, mas sem compreender, que o boi era eu; mas como assim? Mais tarde vim a entender a tradução completa e prosaica: “suspendamos a conversa, porque há alguém que não deve ouvi-la”. Uma outra expressão pitoresca, que eu já entendia, era “calça de pular brejo” ou “calça de atravessar rio”, no caso de pernas crescidas ou calças encolhidas, tudo constatado antes de pegar algum caminho.
Já adulto, vim a dar com o termo “passagem”, no sentido fúnebre. “Passou desta para melhor”. Situação difícil: “estar numa encruzilhada”. Fim de vida penoso? “Também, já está subindo a ladeira dos oitenta...” São incontáveis os exemplos, é uma retórica inteira dedicada a imagens como essas.
Obviamente, os poetas, especialistas em imagens, se encarregam de multiplicá-las. “Tinha uma pedra no meio do caminho”, queixou-se uma vez, e para sempre, o poeta Carlos Drummond de Andrade, fornecendo-nos um símbolo essencial para todo e qualquer obstáculo que um caminhante fatalmente enfrenta na estrada da vida, neste mundo velho sem porteira...
(Peregrino Solerte, inédito)
As expressões E assim vamos seguindo e neste mundo velho sem porteira
Q361852
Português
Texto associado
Estradas e viajantes
A linguagem nossa de cada dia pode ser altamente expressiva. Não sei até quando sobreviverão expressões, ditados, fórmulas proverbiais, modos de dizer que atravessaram o tempo falando as coisas de um jeito muito especial, gostoso, sugestivo. Acabarão por cair todas em desuso numa época como a nossa, cheia de pressa e sem nenhuma paciência, ou apenas se renovarão?
Algumas expressões são tão fortes que resistem aos séculos. Haverá alguma língua que não estabeleça formas de comparação entre vida e viagem, vida e caminho, vida e estrada? O grande Dante já começava a Divina Comédia com “No meio do caminho de nossa vida...”. Se a vida é uma viagem, a grande viagem só pode ser... a morte, fim do nosso caminho. “Ela partiu", “Ele se foi”, dizemos. E assim vamos seguindo...
Quando menino, ouvia com estranheza a frase “Cuidado, tem boi na linha”. Como não havia linha de trem nem boi por perto, e as pessoas olhavam disfarçadamente para mim, comecei a desconfiar, mas sem compreender, que o boi era eu; mas como assim? Mais tarde vim a entender a tradução completa e prosaica: “suspendamos a conversa, porque há alguém que não deve ouvi-la”. Uma outra expressão pitoresca, que eu já entendia, era “calça de pular brejo” ou “calça de atravessar rio”, no caso de pernas crescidas ou calças encolhidas, tudo constatado antes de pegar algum caminho.
Já adulto, vim a dar com o termo “passagem”, no sentido fúnebre. “Passou desta para melhor”. Situação difícil: “estar numa encruzilhada”. Fim de vida penoso? “Também, já está subindo a ladeira dos oitenta...” São incontáveis os exemplos, é uma retórica inteira dedicada a imagens como essas.
Obviamente, os poetas, especialistas em imagens, se encarregam de multiplicá-las. “Tinha uma pedra no meio do caminho”, queixou-se uma vez, e para sempre, o poeta Carlos Drummond de Andrade, fornecendo-nos um símbolo essencial para todo e qualquer obstáculo que um caminhante fatalmente enfrenta na estrada da vida, neste mundo velho sem porteira...
(Peregrino Solerte, inédito)
A linguagem nossa de cada dia pode ser altamente expressiva. Não sei até quando sobreviverão expressões, ditados, fórmulas proverbiais, modos de dizer que atravessaram o tempo falando as coisas de um jeito muito especial, gostoso, sugestivo. Acabarão por cair todas em desuso numa época como a nossa, cheia de pressa e sem nenhuma paciência, ou apenas se renovarão?
Algumas expressões são tão fortes que resistem aos séculos. Haverá alguma língua que não estabeleça formas de comparação entre vida e viagem, vida e caminho, vida e estrada? O grande Dante já começava a Divina Comédia com “No meio do caminho de nossa vida...”. Se a vida é uma viagem, a grande viagem só pode ser... a morte, fim do nosso caminho. “Ela partiu", “Ele se foi”, dizemos. E assim vamos seguindo...
Quando menino, ouvia com estranheza a frase “Cuidado, tem boi na linha”. Como não havia linha de trem nem boi por perto, e as pessoas olhavam disfarçadamente para mim, comecei a desconfiar, mas sem compreender, que o boi era eu; mas como assim? Mais tarde vim a entender a tradução completa e prosaica: “suspendamos a conversa, porque há alguém que não deve ouvi-la”. Uma outra expressão pitoresca, que eu já entendia, era “calça de pular brejo” ou “calça de atravessar rio”, no caso de pernas crescidas ou calças encolhidas, tudo constatado antes de pegar algum caminho.
Já adulto, vim a dar com o termo “passagem”, no sentido fúnebre. “Passou desta para melhor”. Situação difícil: “estar numa encruzilhada”. Fim de vida penoso? “Também, já está subindo a ladeira dos oitenta...” São incontáveis os exemplos, é uma retórica inteira dedicada a imagens como essas.
Obviamente, os poetas, especialistas em imagens, se encarregam de multiplicá-las. “Tinha uma pedra no meio do caminho”, queixou-se uma vez, e para sempre, o poeta Carlos Drummond de Andrade, fornecendo-nos um símbolo essencial para todo e qualquer obstáculo que um caminhante fatalmente enfrenta na estrada da vida, neste mundo velho sem porteira...
(Peregrino Solerte, inédito)
Está correta a seguinte afirmação sobre um procedimento construtivo do texto:
Ano: 2010
Banca:
FCC
Órgão:
METRÔ-SP
Provas:
FCC - 2010 - METRÔ-SP - Analista - Administração
|
FCC - 2010 - METRÔ-SP - Analista Treinee - Matemática |
Q361853
Português
Texto associado
Apoio ao transporte urbano
O BNDES tem um programa de apoio a projetos de transportes públicos, abrangendo todos os investimentos necessários à qualificação do espaço urbano no entorno do empreendimento. O apoio pode se dar visando a forma de operação específica, sempre com a preocupação de mirar os seguintes objetivos: a) racionalização econômica, com redução dos custos totais do sistema; b) privilégio do transporte coletivo sobre o individual; c)integração tarifária e física, com redução do ônus e do tempo de deslocamento do usuário; d) acessibilidade universal, inclusive para os usuários com necessidades especiais; e) aprimoramento da gestão e da fiscalização do sistema; f) redução dos níveis de poluição sonora e do ar, do consumo energético e dos congestionamentos; g) revalorização urbana do entorno dos projetos.
O BNDES admite um nível de participação em até 100%, no caso de municípios de baixa renda ou de média renda inferior localizados nas regiões Norte e Nordeste.
(Baseado em informações do site oficial do BNDES)
O BNDES tem um programa de apoio a projetos de transportes públicos, abrangendo todos os investimentos necessários à qualificação do espaço urbano no entorno do empreendimento. O apoio pode se dar visando a forma de operação específica, sempre com a preocupação de mirar os seguintes objetivos: a) racionalização econômica, com redução dos custos totais do sistema; b) privilégio do transporte coletivo sobre o individual; c)integração tarifária e física, com redução do ônus e do tempo de deslocamento do usuário; d) acessibilidade universal, inclusive para os usuários com necessidades especiais; e) aprimoramento da gestão e da fiscalização do sistema; f) redução dos níveis de poluição sonora e do ar, do consumo energético e dos congestionamentos; g) revalorização urbana do entorno dos projetos.
O BNDES admite um nível de participação em até 100%, no caso de municípios de baixa renda ou de média renda inferior localizados nas regiões Norte e Nordeste.
(Baseado em informações do site oficial do BNDES)
O verbo indicado entre parênteses deverá flexionar-se numa forma do singular para preencher corretamente a lacuna da frase:
Q361860
Administração Geral
No conceito de estratégia de Ansoff, há dois tipos correlatos usados para caracterizar a direção do desenvolvimento estratégico da empresa, denominados estratégias de
Q361861
Administração Geral
No desenvolvimento do projeto organizacional, os gestores da empresa devem selecionar estratégias específicas e projetos que apoiem a estrutura e ajudem a empresa a atingir seus propósitos e suas metas dentro do ambiente competitivo.
Analise:
I. Com uma estratégia de liderança de baixo custo a organização busca a eficiência de maneira dinâmica, persegue a redução de custos e faz uso de controles rígidos para produzir produtos ou serviços com mais eficiência do que seus concorrentes.
II. As empresas que adotam a estratégia de diferenciação não necessitam de fortes habilidades de marketing e funcionários criativos aos quais sejam dados tempo e recursos em busca de inovações.
III. A estratégia prospectiva é voltada para inovar, assumir riscos, buscar novas oportunidades e crescer. É adequada para um ambiente dinâmico em crescimento, em que a criatividade é mais importante que a eficiência.
IV. A estratégia reativa responde com uma estrutura ad hoc às oportunidades e restrições ambientais. Neste modelo estratégico, a Alta Administração não define um plano de longo prazo.
V. Uma estratégia de foco faz com que a organização não se concentre em um mercado regional específico ou em um grupo de compradores. A empresa tentará alcançar uma vantagem de baixo custo ou uma vantagem de diferenciação em um mercado amplo.
É correto o que consta APENAS em
Analise:
I. Com uma estratégia de liderança de baixo custo a organização busca a eficiência de maneira dinâmica, persegue a redução de custos e faz uso de controles rígidos para produzir produtos ou serviços com mais eficiência do que seus concorrentes.
II. As empresas que adotam a estratégia de diferenciação não necessitam de fortes habilidades de marketing e funcionários criativos aos quais sejam dados tempo e recursos em busca de inovações.
III. A estratégia prospectiva é voltada para inovar, assumir riscos, buscar novas oportunidades e crescer. É adequada para um ambiente dinâmico em crescimento, em que a criatividade é mais importante que a eficiência.
IV. A estratégia reativa responde com uma estrutura ad hoc às oportunidades e restrições ambientais. Neste modelo estratégico, a Alta Administração não define um plano de longo prazo.
V. Uma estratégia de foco faz com que a organização não se concentre em um mercado regional específico ou em um grupo de compradores. A empresa tentará alcançar uma vantagem de baixo custo ou uma vantagem de diferenciação em um mercado amplo.
É correto o que consta APENAS em
Q361862
Administração Geral
Na matriz estratégica de Ansoff, a estratégia resultante da relação do produto corrente com uma nova missão é:
Q361863
Administração Geral
Na elaboração do planejamento estratégico, no processo de análise estrutural do ambiente externo, a concorrência é um dos principais fatores de ameaças ou oportunidades.
Analise:
I. A técnica da análise estrutural identifica o nível e as variações na lucratividade dos concorrentes.
II. Os fatores estruturais excluem as cinco forças competitivas de um segmento de negócios.
III. A ameaça de entrada de concorrentes independe das barreiras existentes. Se as barreiras forem altas a ameaça de entrada é maior.
IV. Diagnosticadas as forças que afetam a concorrência, a empresa está em posição para identificar seus pontos fracos e fortes.
V. Uma estratégia competitiva efetiva posiciona a empresa de modo que suas capacidades proporcionem a melhor defesa contra o conjunto existente de forças competitivas.
Está correto o que consta APENAS em
Analise:
I. A técnica da análise estrutural identifica o nível e as variações na lucratividade dos concorrentes.
II. Os fatores estruturais excluem as cinco forças competitivas de um segmento de negócios.
III. A ameaça de entrada de concorrentes independe das barreiras existentes. Se as barreiras forem altas a ameaça de entrada é maior.
IV. Diagnosticadas as forças que afetam a concorrência, a empresa está em posição para identificar seus pontos fracos e fortes.
V. Uma estratégia competitiva efetiva posiciona a empresa de modo que suas capacidades proporcionem a melhor defesa contra o conjunto existente de forças competitivas.
Está correto o que consta APENAS em
Q361864
Gestão de Pessoas
Dentre as variáveis influentes, na escolha dos fatores de avaliação de cargos, a variável que indica se um fator tem ou não a propriedade de atribuir valores diferenciados ao universo de cargos, por meio dos seus graus de intensidade, é a variável da
Q361865
Psicologia
O método de avaliar o desempenho ou a atuação dos indivíduos por meio de frases descritivas de determinado tipo de desempenho do empregado, em relação às tarefas que lhe forem atribuídas, é denominado
Q361866
Psicologia
No processo de avaliação de desempenho é possível identificar três campos influentes para a obtenção de resultados positivos: o querer e o saber; as metas; as possibilidades.
Analise:
I. Esses campos de influências surgem motivados pela objetividade do processo de avaliação de desempenho.
II. O campo do querer e do saber carrega consigo a variável volitiva e, nesse particular, o avaliador precisa querer avaliar com imparcialidade.
III. O campo das metas é representada pela variável teleológica, que diz respeito aos objetivos principais e secundários da avaliação de desempenho.
IV. No campo das possibilidades, no processo de avaliação de desempenho, o avaliador aplica apenas tecnologias computacionais modernas.
V. No campo do saber, o avaliador trabalha com as informações obtidas no programa de avaliação de desempenho, conhece as armadilhas e domina as técnicas envolvidas no processo avaliativo.
É correto o que consta APENAS em
Analise:
I. Esses campos de influências surgem motivados pela objetividade do processo de avaliação de desempenho.
II. O campo do querer e do saber carrega consigo a variável volitiva e, nesse particular, o avaliador precisa querer avaliar com imparcialidade.
III. O campo das metas é representada pela variável teleológica, que diz respeito aos objetivos principais e secundários da avaliação de desempenho.
IV. No campo das possibilidades, no processo de avaliação de desempenho, o avaliador aplica apenas tecnologias computacionais modernas.
V. No campo do saber, o avaliador trabalha com as informações obtidas no programa de avaliação de desempenho, conhece as armadilhas e domina as técnicas envolvidas no processo avaliativo.
É correto o que consta APENAS em
Q361867
Administração Geral
O sistema de produção que explora as similaridades existentes em uma família de produtos é formado em base de times ou grupos, permite a redução dos tempos de troca de ferramentas e possibilita uma menor movimentação dos materiais é denominado de
Q361868
Administração Geral
Na definição da estrutura organizacional encontram-se elementos que caracterizam a estrutura vertical e a estrutura horizontal da organização.
Analise:
I. As relações formais de subordinação, incluindo o número de níveis na hierarquia e a amplitude de controle de gerentes e supervisores, pertencem ao modelo de estrutura organizacional horizontal.
II. O agrupamento de indivíduos em departamentos pertence ao modelo de estrutura organizacional vertical.
III. O agrupamento de indivíduos em departamentos pertence ao modelo de estrutura organizacional horizontal.
IV. A inclusão de projeto de sistemas, para garantir a efetiva comunicação, coordenação e integração de esforços entre os departamentos, pertence ao modelo de estrutura organizacional horizontal.
É correto o que consta APENAS em
Analise:
I. As relações formais de subordinação, incluindo o número de níveis na hierarquia e a amplitude de controle de gerentes e supervisores, pertencem ao modelo de estrutura organizacional horizontal.
II. O agrupamento de indivíduos em departamentos pertence ao modelo de estrutura organizacional vertical.
III. O agrupamento de indivíduos em departamentos pertence ao modelo de estrutura organizacional horizontal.
IV. A inclusão de projeto de sistemas, para garantir a efetiva comunicação, coordenação e integração de esforços entre os departamentos, pertence ao modelo de estrutura organizacional horizontal.
É correto o que consta APENAS em
Q361869
Administração de Recursos Materiais
O sistema de produção que tem como princípio a recolocação dos estoques no tempo certo, eliminando os gastos com estoques à espera para serem processados, é o
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