Questões de Concurso Público METRÔ-SP 2010 para Analista - Ciências Sociais
Foram encontradas 51 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 |
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 
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at the end of the text is
Q361821
Sociologia
No texto "A objetividade do conhecimento nas ciências sociais, Max Weber estabelece quatro operações relacionadas ao seu modelo de explicação dos fenômenos sociais. NÃO é uma dessas operações:
Q361822
Antropologia
Howard Becker, quando discute os problemas de inferência e prova na observação participante, explicita quatro estágios: três conduzidos no próprio campo e um quarto, após o seu término:
I. Incorporação de descobertas individuais num modelo da organização em estudo.
II. Problemas de apresentação de evidências e provas.
III. Seleção e definição de problemas, conceitos e índices.
IV. Controle sobre a frequência e a distribuição dos fenômenos.
A sequência lógica correta desses estágios ocorre em:
I. Incorporação de descobertas individuais num modelo da organização em estudo.
II. Problemas de apresentação de evidências e provas.
III. Seleção e definição de problemas, conceitos e índices.
IV. Controle sobre a frequência e a distribuição dos fenômenos.
A sequência lógica correta desses estágios ocorre em:
Q361823
Sociologia
Em sociologia qualitativa, passa-se da descrição à interpretação mediante a
Q361824
Sociologia
Considere as proposições abaixo relativas à sociologia fenomenológica.
I. Conhecimento de natureza intencional da consciência.
II. Preocupação com referência de natureza histórica.
III. Práticas descritivas minuciosas em oposição a termos teóricos, construídos ou explicativos.
IV. Noção de totalidade como recurso heurístico.
É correto o que consta APENAS em
I. Conhecimento de natureza intencional da consciência.
II. Preocupação com referência de natureza histórica.
III. Práticas descritivas minuciosas em oposição a termos teóricos, construídos ou explicativos.
IV. Noção de totalidade como recurso heurístico.
É correto o que consta APENAS em
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