Questões de Concurso Comentadas sobre inglês
Foram encontradas 19.385 questões
Ano: 2024
Banca:
Instituto Consulplan
Órgão:
Prefeitura de Jequié - BA
Prova:
Instituto Consulplan - 2024 - Prefeitura de Jequié - BA - Professor de Inglês |
Q3364441
Inglês
Texto associado
Something in the water? Why we love shark films
From the Steven Spielberg classic Jaws, to predators stalking the Seine in Under Paris, there is no shortage of shark films.
Hollywood and audiences love them, seemingly never tiring of the suspense, gore and terror.
There are prehistoric giant sharks in The Meg, genetically engineered ones in Deep Blue Sea, and sharks high on cocaine
in the ingeniously named Cocaine Shark.
Even Donald Trump is a fan – he was reportedly due to play the US president in a Sharknado film, before becoming the
actual president.
I became hooked on them after watching James Bond film Thunderball, where the villain keeps sharks in his swimming pool.
It led to a lifelong interest in shark films, as well as an irrational fear of swimming pools, even ones filled with chlorine
inside leisure centres.
Hayley Easton Street is the British director behind a new shark film, Something in the Water, which tells the story of a
group of women stranded at sea.
She explains that, as fan of shark films herself, she “absolutely wanted” to make the movie.
So why are shark movies so popular? “It's the fear of what could be going on with the unknown of [the sea]” she tells BBC News.
“Just being stuck in the middle of the ocean is scary enough. You're trapped in something else's world and anything could
happen.”
But despite Street's love of shark films, she did not want the ones in hers to be portrayed as marine serial killers.
“We kill 100 million sharks every year” she notes.
The director was also aware that the release of Jaws led to a huge rise in the hunting of sharks, partly because they had
been portrayed as merciless killers.
“As much as I love shark films, I love sharks.”
“I was really conscious of that, because it's easy for people to start seeing them as killing machines... or monsters, which
they are not.”
She adds: “I feel it's more scary to have the realistic theme of it, that, you know, if you are out in the ocean and there are
sharks and they do mistake you for something else, they will kill you.”
Despite the huge success of Jaws, Spielberg has said he “truly regrets the decimation of the shark population because of
the book and the film”.
Spielberg is not the only person concerned about Hollywood's portrayal of sharks and the impact it continues to have.
US marine biologist Andriana Fragola dedicates herself to educating people about sharks, often sharing videos of her diving
with them.
She says they are “misunderstood predators” that have been harmed by movies and the media.
Andriana tells me that she has watched Netflix's new shark film, Under Paris, and was not impressed.
“Their whole thing was it's about conservation, about studying them, but then the sharks are still eating people.”
“So it's giving a little bit more of a rounded education and a little bit more depth to the story, it's not just people swimming
at the beach and getting attacked and eaten.”
“But the bottom line and what people can draw from the movie is that sharks are still really dangerous to people and
they're just going to continuously hunt and eat people.”
“If that was true, we would be reduced as a human species. Everyone who goes to the beach, they would be threatened.”
Andriana says the perception of sharks causes a real issue for conservation.
“It's a huge problem because people don't want to protect something that they're scared of.”
“The perception from people is that they're dangerous to humans so we should eradicate them, and that's obviously a
huge problem for conservation and getting people to want to empathise or sympathise with sharks and wanting to actually
protect them.”
“It's unfortunate because 100 million sharks are killed every year, and globally sharks kill fewer than 10 people every year.”
“We're really focused on the sharks being the monsters and them being out to get us. In reality it's the opposite.”
It is unlikely that Hollywood will stop making shark films, or we will stop watching them.
But the figures show that far from being the serial killers of the sea, sharks are actually much more likely to be the victims
of humans.
(Charlotte Gallagher, Culture reporter, BBC 2024. Accessed: 29 July 2024. Available in:<https://www.bbc.com/news/articles/ckmmgxvp7dgo>. Adapted.)
Consider the author’s personal experience with shark movies: “I became hooked on them after watching James Bond film
Thunderball, where the villain keeps sharks in his swimming pool.” (5th§) It’s correct to say that the underlined terms could
be replaced, without change in meaning, by:
Ano: 2024
Banca:
Instituto Consulplan
Órgão:
Prefeitura de Jequié - BA
Prova:
Instituto Consulplan - 2024 - Prefeitura de Jequié - BA - Professor de Inglês |
Q3364440
Inglês
Texto associado
Something in the water? Why we love shark films
From the Steven Spielberg classic Jaws, to predators stalking the Seine in Under Paris, there is no shortage of shark films.
Hollywood and audiences love them, seemingly never tiring of the suspense, gore and terror.
There are prehistoric giant sharks in The Meg, genetically engineered ones in Deep Blue Sea, and sharks high on cocaine
in the ingeniously named Cocaine Shark.
Even Donald Trump is a fan – he was reportedly due to play the US president in a Sharknado film, before becoming the
actual president.
I became hooked on them after watching James Bond film Thunderball, where the villain keeps sharks in his swimming pool.
It led to a lifelong interest in shark films, as well as an irrational fear of swimming pools, even ones filled with chlorine
inside leisure centres.
Hayley Easton Street is the British director behind a new shark film, Something in the Water, which tells the story of a
group of women stranded at sea.
She explains that, as fan of shark films herself, she “absolutely wanted” to make the movie.
So why are shark movies so popular? “It's the fear of what could be going on with the unknown of [the sea]” she tells BBC News.
“Just being stuck in the middle of the ocean is scary enough. You're trapped in something else's world and anything could
happen.”
But despite Street's love of shark films, she did not want the ones in hers to be portrayed as marine serial killers.
“We kill 100 million sharks every year” she notes.
The director was also aware that the release of Jaws led to a huge rise in the hunting of sharks, partly because they had
been portrayed as merciless killers.
“As much as I love shark films, I love sharks.”
“I was really conscious of that, because it's easy for people to start seeing them as killing machines... or monsters, which
they are not.”
She adds: “I feel it's more scary to have the realistic theme of it, that, you know, if you are out in the ocean and there are
sharks and they do mistake you for something else, they will kill you.”
Despite the huge success of Jaws, Spielberg has said he “truly regrets the decimation of the shark population because of
the book and the film”.
Spielberg is not the only person concerned about Hollywood's portrayal of sharks and the impact it continues to have.
US marine biologist Andriana Fragola dedicates herself to educating people about sharks, often sharing videos of her diving
with them.
She says they are “misunderstood predators” that have been harmed by movies and the media.
Andriana tells me that she has watched Netflix's new shark film, Under Paris, and was not impressed.
“Their whole thing was it's about conservation, about studying them, but then the sharks are still eating people.”
“So it's giving a little bit more of a rounded education and a little bit more depth to the story, it's not just people swimming
at the beach and getting attacked and eaten.”
“But the bottom line and what people can draw from the movie is that sharks are still really dangerous to people and
they're just going to continuously hunt and eat people.”
“If that was true, we would be reduced as a human species. Everyone who goes to the beach, they would be threatened.”
Andriana says the perception of sharks causes a real issue for conservation.
“It's a huge problem because people don't want to protect something that they're scared of.”
“The perception from people is that they're dangerous to humans so we should eradicate them, and that's obviously a
huge problem for conservation and getting people to want to empathise or sympathise with sharks and wanting to actually
protect them.”
“It's unfortunate because 100 million sharks are killed every year, and globally sharks kill fewer than 10 people every year.”
“We're really focused on the sharks being the monsters and them being out to get us. In reality it's the opposite.”
It is unlikely that Hollywood will stop making shark films, or we will stop watching them.
But the figures show that far from being the serial killers of the sea, sharks are actually much more likely to be the victims
of humans.
(Charlotte Gallagher, Culture reporter, BBC 2024. Accessed: 29 July 2024. Available in:<https://www.bbc.com/news/articles/ckmmgxvp7dgo>. Adapted.)
Consider the underlined term: “It led to a lifelong interest in shark films, as well as an irrational fear of swimming pools, even ones
filled with chlorine inside leisure centres.” (6th§) It’s correct to imply that these centres are designed for activities related to:
Ano: 2024
Banca:
Instituto Consulplan
Órgão:
Prefeitura de Jequié - BA
Prova:
Instituto Consulplan - 2024 - Prefeitura de Jequié - BA - Professor de Inglês |
Q3364439
Inglês
Texto associado
Something in the water? Why we love shark films
From the Steven Spielberg classic Jaws, to predators stalking the Seine in Under Paris, there is no shortage of shark films.
Hollywood and audiences love them, seemingly never tiring of the suspense, gore and terror.
There are prehistoric giant sharks in The Meg, genetically engineered ones in Deep Blue Sea, and sharks high on cocaine
in the ingeniously named Cocaine Shark.
Even Donald Trump is a fan – he was reportedly due to play the US president in a Sharknado film, before becoming the
actual president.
I became hooked on them after watching James Bond film Thunderball, where the villain keeps sharks in his swimming pool.
It led to a lifelong interest in shark films, as well as an irrational fear of swimming pools, even ones filled with chlorine
inside leisure centres.
Hayley Easton Street is the British director behind a new shark film, Something in the Water, which tells the story of a
group of women stranded at sea.
She explains that, as fan of shark films herself, she “absolutely wanted” to make the movie.
So why are shark movies so popular? “It's the fear of what could be going on with the unknown of [the sea]” she tells BBC News.
“Just being stuck in the middle of the ocean is scary enough. You're trapped in something else's world and anything could
happen.”
But despite Street's love of shark films, she did not want the ones in hers to be portrayed as marine serial killers.
“We kill 100 million sharks every year” she notes.
The director was also aware that the release of Jaws led to a huge rise in the hunting of sharks, partly because they had
been portrayed as merciless killers.
“As much as I love shark films, I love sharks.”
“I was really conscious of that, because it's easy for people to start seeing them as killing machines... or monsters, which
they are not.”
She adds: “I feel it's more scary to have the realistic theme of it, that, you know, if you are out in the ocean and there are
sharks and they do mistake you for something else, they will kill you.”
Despite the huge success of Jaws, Spielberg has said he “truly regrets the decimation of the shark population because of
the book and the film”.
Spielberg is not the only person concerned about Hollywood's portrayal of sharks and the impact it continues to have.
US marine biologist Andriana Fragola dedicates herself to educating people about sharks, often sharing videos of her diving
with them.
She says they are “misunderstood predators” that have been harmed by movies and the media.
Andriana tells me that she has watched Netflix's new shark film, Under Paris, and was not impressed.
“Their whole thing was it's about conservation, about studying them, but then the sharks are still eating people.”
“So it's giving a little bit more of a rounded education and a little bit more depth to the story, it's not just people swimming
at the beach and getting attacked and eaten.”
“But the bottom line and what people can draw from the movie is that sharks are still really dangerous to people and
they're just going to continuously hunt and eat people.”
“If that was true, we would be reduced as a human species. Everyone who goes to the beach, they would be threatened.”
Andriana says the perception of sharks causes a real issue for conservation.
“It's a huge problem because people don't want to protect something that they're scared of.”
“The perception from people is that they're dangerous to humans so we should eradicate them, and that's obviously a
huge problem for conservation and getting people to want to empathise or sympathise with sharks and wanting to actually
protect them.”
“It's unfortunate because 100 million sharks are killed every year, and globally sharks kill fewer than 10 people every year.”
“We're really focused on the sharks being the monsters and them being out to get us. In reality it's the opposite.”
It is unlikely that Hollywood will stop making shark films, or we will stop watching them.
But the figures show that far from being the serial killers of the sea, sharks are actually much more likely to be the victims
of humans.
(Charlotte Gallagher, Culture reporter, BBC 2024. Accessed: 29 July 2024. Available in:<https://www.bbc.com/news/articles/ckmmgxvp7dgo>. Adapted.)
Consider the sentence "We kill 100 million sharks every year, […]”, said by the British director Hayley Easton Street (12th§)
The pronoun “we” refers to:
Ano: 2024
Banca:
Instituto Consulplan
Órgão:
Prefeitura de Jequié - BA
Prova:
Instituto Consulplan - 2024 - Prefeitura de Jequié - BA - Professor de Inglês |
Q3364438
Inglês
Texto associado
Something in the water? Why we love shark films
From the Steven Spielberg classic Jaws, to predators stalking the Seine in Under Paris, there is no shortage of shark films.
Hollywood and audiences love them, seemingly never tiring of the suspense, gore and terror.
There are prehistoric giant sharks in The Meg, genetically engineered ones in Deep Blue Sea, and sharks high on cocaine
in the ingeniously named Cocaine Shark.
Even Donald Trump is a fan – he was reportedly due to play the US president in a Sharknado film, before becoming the
actual president.
I became hooked on them after watching James Bond film Thunderball, where the villain keeps sharks in his swimming pool.
It led to a lifelong interest in shark films, as well as an irrational fear of swimming pools, even ones filled with chlorine
inside leisure centres.
Hayley Easton Street is the British director behind a new shark film, Something in the Water, which tells the story of a
group of women stranded at sea.
She explains that, as fan of shark films herself, she “absolutely wanted” to make the movie.
So why are shark movies so popular? “It's the fear of what could be going on with the unknown of [the sea]” she tells BBC News.
“Just being stuck in the middle of the ocean is scary enough. You're trapped in something else's world and anything could
happen.”
But despite Street's love of shark films, she did not want the ones in hers to be portrayed as marine serial killers.
“We kill 100 million sharks every year” she notes.
The director was also aware that the release of Jaws led to a huge rise in the hunting of sharks, partly because they had
been portrayed as merciless killers.
“As much as I love shark films, I love sharks.”
“I was really conscious of that, because it's easy for people to start seeing them as killing machines... or monsters, which
they are not.”
She adds: “I feel it's more scary to have the realistic theme of it, that, you know, if you are out in the ocean and there are
sharks and they do mistake you for something else, they will kill you.”
Despite the huge success of Jaws, Spielberg has said he “truly regrets the decimation of the shark population because of
the book and the film”.
Spielberg is not the only person concerned about Hollywood's portrayal of sharks and the impact it continues to have.
US marine biologist Andriana Fragola dedicates herself to educating people about sharks, often sharing videos of her diving
with them.
She says they are “misunderstood predators” that have been harmed by movies and the media.
Andriana tells me that she has watched Netflix's new shark film, Under Paris, and was not impressed.
“Their whole thing was it's about conservation, about studying them, but then the sharks are still eating people.”
“So it's giving a little bit more of a rounded education and a little bit more depth to the story, it's not just people swimming
at the beach and getting attacked and eaten.”
“But the bottom line and what people can draw from the movie is that sharks are still really dangerous to people and
they're just going to continuously hunt and eat people.”
“If that was true, we would be reduced as a human species. Everyone who goes to the beach, they would be threatened.”
Andriana says the perception of sharks causes a real issue for conservation.
“It's a huge problem because people don't want to protect something that they're scared of.”
“The perception from people is that they're dangerous to humans so we should eradicate them, and that's obviously a
huge problem for conservation and getting people to want to empathise or sympathise with sharks and wanting to actually
protect them.”
“It's unfortunate because 100 million sharks are killed every year, and globally sharks kill fewer than 10 people every year.”
“We're really focused on the sharks being the monsters and them being out to get us. In reality it's the opposite.”
It is unlikely that Hollywood will stop making shark films, or we will stop watching them.
But the figures show that far from being the serial killers of the sea, sharks are actually much more likely to be the victims
of humans.
(Charlotte Gallagher, Culture reporter, BBC 2024. Accessed: 29 July 2024. Available in:<https://www.bbc.com/news/articles/ckmmgxvp7dgo>. Adapted.)
Consider the underlined term: “Even Donald Trump is a fan - he was reportedly due to play the US president in a Sharknado
film, before becoming the actual president.” (4th§) It’s correct to say that it could be replaced, without change in meaning,
by the word:
Ano: 2024
Banca:
Instituto Consulplan
Órgão:
Prefeitura de Jequié - BA
Prova:
Instituto Consulplan - 2024 - Prefeitura de Jequié - BA - Professor de Inglês |
Q3364437
Inglês
Texto associado
Something in the water? Why we love shark films
From the Steven Spielberg classic Jaws, to predators stalking the Seine in Under Paris, there is no shortage of shark films.
Hollywood and audiences love them, seemingly never tiring of the suspense, gore and terror.
There are prehistoric giant sharks in The Meg, genetically engineered ones in Deep Blue Sea, and sharks high on cocaine
in the ingeniously named Cocaine Shark.
Even Donald Trump is a fan – he was reportedly due to play the US president in a Sharknado film, before becoming the
actual president.
I became hooked on them after watching James Bond film Thunderball, where the villain keeps sharks in his swimming pool.
It led to a lifelong interest in shark films, as well as an irrational fear of swimming pools, even ones filled with chlorine
inside leisure centres.
Hayley Easton Street is the British director behind a new shark film, Something in the Water, which tells the story of a
group of women stranded at sea.
She explains that, as fan of shark films herself, she “absolutely wanted” to make the movie.
So why are shark movies so popular? “It's the fear of what could be going on with the unknown of [the sea]” she tells BBC News.
“Just being stuck in the middle of the ocean is scary enough. You're trapped in something else's world and anything could
happen.”
But despite Street's love of shark films, she did not want the ones in hers to be portrayed as marine serial killers.
“We kill 100 million sharks every year” she notes.
The director was also aware that the release of Jaws led to a huge rise in the hunting of sharks, partly because they had
been portrayed as merciless killers.
“As much as I love shark films, I love sharks.”
“I was really conscious of that, because it's easy for people to start seeing them as killing machines... or monsters, which
they are not.”
She adds: “I feel it's more scary to have the realistic theme of it, that, you know, if you are out in the ocean and there are
sharks and they do mistake you for something else, they will kill you.”
Despite the huge success of Jaws, Spielberg has said he “truly regrets the decimation of the shark population because of
the book and the film”.
Spielberg is not the only person concerned about Hollywood's portrayal of sharks and the impact it continues to have.
US marine biologist Andriana Fragola dedicates herself to educating people about sharks, often sharing videos of her diving
with them.
She says they are “misunderstood predators” that have been harmed by movies and the media.
Andriana tells me that she has watched Netflix's new shark film, Under Paris, and was not impressed.
“Their whole thing was it's about conservation, about studying them, but then the sharks are still eating people.”
“So it's giving a little bit more of a rounded education and a little bit more depth to the story, it's not just people swimming
at the beach and getting attacked and eaten.”
“But the bottom line and what people can draw from the movie is that sharks are still really dangerous to people and
they're just going to continuously hunt and eat people.”
“If that was true, we would be reduced as a human species. Everyone who goes to the beach, they would be threatened.”
Andriana says the perception of sharks causes a real issue for conservation.
“It's a huge problem because people don't want to protect something that they're scared of.”
“The perception from people is that they're dangerous to humans so we should eradicate them, and that's obviously a
huge problem for conservation and getting people to want to empathise or sympathise with sharks and wanting to actually
protect them.”
“It's unfortunate because 100 million sharks are killed every year, and globally sharks kill fewer than 10 people every year.”
“We're really focused on the sharks being the monsters and them being out to get us. In reality it's the opposite.”
It is unlikely that Hollywood will stop making shark films, or we will stop watching them.
But the figures show that far from being the serial killers of the sea, sharks are actually much more likely to be the victims
of humans.
(Charlotte Gallagher, Culture reporter, BBC 2024. Accessed: 29 July 2024. Available in:<https://www.bbc.com/news/articles/ckmmgxvp7dgo>. Adapted.)
According to the text, it’s correct to affirm that Donald Trump:
Ano: 2024
Banca:
IDCAP
Órgão:
OGMO-Paranaguá - PR
Prova:
IDCAP - 2024 - OGMO-Paranaguá - PR - Vigia |
Q3354659
Inglês
Read the dialogue below:
Safety Officer: Make sure the fenders are in place along the pier. We don't want any damage to the ship or the dock during mooring.
Engineer: Already checked. The fenders are positioned, and the mooring lines are ready to secure the ship once it arrives.
Safety Officer: Good. How's the condition of the gangway? The crew will need it for safe access once they dock.
Engineer: It's been inspected, and everything is in order. I'll also be monitoring the ship's propeller to ensure there's no obstruction during maneuvering.
Safety Officer: Perfect. Let's not forget to test the pumps. If there's any excess water from the last docking, we'll need to clear it immediately.
Engineer: Already on it. Everything will be in place by the time the ship enters the harbor.
Which of the following terms refers to the ropes used to secure a ship to the dock?
Safety Officer: Make sure the fenders are in place along the pier. We don't want any damage to the ship or the dock during mooring.
Engineer: Already checked. The fenders are positioned, and the mooring lines are ready to secure the ship once it arrives.
Safety Officer: Good. How's the condition of the gangway? The crew will need it for safe access once they dock.
Engineer: It's been inspected, and everything is in order. I'll also be monitoring the ship's propeller to ensure there's no obstruction during maneuvering.
Safety Officer: Perfect. Let's not forget to test the pumps. If there's any excess water from the last docking, we'll need to clear it immediately.
Engineer: Already on it. Everything will be in place by the time the ship enters the harbor.
Which of the following terms refers to the ropes used to secure a ship to the dock?
Ano: 2024
Banca:
IDCAP
Órgão:
OGMO-Paranaguá - PR
Prova:
IDCAP - 2024 - OGMO-Paranaguá - PR - Vigia |
Q3354658
Inglês
What is the primary purpose of dredging in port operations?
Ano: 2024
Banca:
IDCAP
Órgão:
OGMO-Paranaguá - PR
Prova:
IDCAP - 2024 - OGMO-Paranaguá - PR - Vigia |
Q3354657
Inglês
Texto associado
O texto seguinte servirá de base para responder à questão.
Manufacturing dips as container outlook slides
The NEOI fell to 48.9 in August from 49.6 in July,
indicating deteriorating trade conditions for the third
consecutive month. Traded goods slowed in both
developed and emerging markets, but India maintained a
modest growth in goods exports during August, the last
month for which figures are available.
In addition, the global PMI has shown a contraction of
manufacturing, signalling a further deterioration in cargo
levels in the immediate future.
"China's goods exports fell for the first time in 2024,
signalling a broader decline in manufacturing as the year
progresses," said global freight forwarder Dimerco.
Headquartered in Taiwan, the Taipei-listed forwarder said
that the Federal Reserve's recent interest rate cut may
revive global goods trade.
August trading in the US continued to grow amid
concerns about a US East Coast strike, and a November
election that could see major import tariffs imposed on
goods, said Dimerco.
"The early peak season suggests an earlier-than-usual
start to the slow season, with expected declines in
handling volume from September to December, projected
at 2.31m, 2.08m, 1.92m, and 1.89m teu, respectively. If
these forecasts hold, total port volume for 2024 could
reach 24.98m teu, a 12% increase from 2023," said Alvin
Fuh, VP - ocean freight at Dimerco Express Group.
Dynamar analyst Darron Wadey, said: "Approaching 470
vessels bringing around 3.2m teu in capacity are
expected to be delivered by the end of 2024."
That massive increase in capacity, and the fact that much
of this increase is for larger sized vessels, means that
any correction in freight rates should have started up to a
year ago, according to Wadey.
"It is only the happenstance of the Red Sea and US East
Coast situations that have, artificially, buoyed the
markets. When the markets do correct therefore, the falls
will only be more dramatic because the inevitable has
been delayed whilst the stream of new ships coming
online continues," said Wadey.
Drewry Shipping Consultants' analysis shows that blank
sailings are expected to increase between 9 September
and 7 October with an additional 53 blanked sailings,
totalling 90 for the period. Some 67% of these cancelled
services were on the Pacific eastbound, while a further
21% on the Asia to Europe trades and 12% on the
Atlantic.
Even with these cancelled services, rates are continuing
to fall on all the major trades, according to Dimerco.
New entrants are said to be another element to failure of
lines to maintain rate levels.
"While the three major alliances are increasing blank
sailings, several individual carriers have deployed 11
extra vessels for Europe WB and 14 for TPEB to handle
the expected cargo surge before China's Golden Week.
However, the anticipated pre-October 1 cargo rush in
China did not materialise this year, leaving no backlogs
or rollover cargo for these extra loaders to transport,"
said Dimerco's monthly analysis.
Rebalancing trade can only be achieved through the
long-term and steady growth of trade, said Wadey,
combined with "a strategic rather than knee-jerk ship
ordering policy". These required shifts are generational,
he said, "in the short term, political events in the US
might lead to an end-2024 rush for cargoes again... but
then where does that leave 2025 and beyond?"
Drewry's WCI index fell a further 7% this week, closing at
$3,691/feu.
https://www.seatrade-maritime.com/containers/manufacturing-dips-as-container-outlook-slides
What does Dimerco suggest is a possible effect of the Federal Reserve's recent interest rate cut?
Ano: 2024
Banca:
IDCAP
Órgão:
OGMO-Paranaguá - PR
Prova:
IDCAP - 2024 - OGMO-Paranaguá - PR - Conferente |
Q3354606
Inglês
Texto associado
O texto seguinte servirá de base para responder à questão.
Manufacturing dips as container outlook slides
The NEOI fell to 48.9 in August from 49.6 in July,
indicating deteriorating trade conditions for the third
consecutive month. Traded goods slowed in both
developed and emerging markets, but India maintained a
modest growth in goods exports during August, the last
month for which figures are available.
In addition, the global PMI has shown a contraction of
manufacturing, signalling a further deterioration in cargo
levels in the immediate future.
"China's goods exports fell for the first time in 2024,
signalling a broader decline in manufacturing as the year
progresses," said global freight forwarder Dimerco.
Headquartered in Taiwan, the Taipei-listed forwarder said
that the Federal Reserve's recent interest rate cut may
revive global goods trade.
August trading in the US continued to grow amid
concerns about a US East Coast strike, and a November
election that could see major import tariffs imposed on
goods, said Dimerco.
"The early peak season suggests an earlier-than-usual
start to the slow season, with expected declines in
handling volume from September to December, projected
at 2.31m, 2.08m, 1.92m, and 1.89m teu, respectively. If
these forecasts hold, total port volume for 2024 could
reach 24.98m teu, a 12% increase from 2023," said Alvin
Fuh, VP - ocean freight at Dimerco Express Group.
Dynamar analyst Darron Wadey, said: "Approaching 470
vessels bringing around 3.2m teu in capacity are
expected to be delivered by the end of 2024."
That massive increase in capacity, and the fact that much
of this increase is for larger sized vessels, means that
any correction in freight rates should have started up to a
year ago, according to Wadey.
"It is only the happenstance of the Red Sea and US East
Coast situations that have, artificially, buoyed the
markets. When the markets do correct therefore, the falls
will only be more dramatic because the inevitable has
been delayed whilst the stream of new ships coming
online continues," said Wadey.
Drewry Shipping Consultants' analysis shows that blank
sailings are expected to increase between 9 September
and 7 October with an additional 53 blanked sailings,
totalling 90 for the period. Some 67% of these cancelled
services were on the Pacific eastbound, while a further
21% on the Asia to Europe trades and 12% on the
Atlantic.
Even with these cancelled services, rates are continuing
to fall on all the major trades, according to Dimerco.
New entrants are said to be another element to failure of
lines to maintain rate levels.
"While the three major alliances are increasing blank
sailings, several individual carriers have deployed 11
extra vessels for Europe WB and 14 for TPEB to handle
the expected cargo surge before China's Golden Week.
However, the anticipated pre-October 1 cargo rush in
China did not materialise this year, leaving no backlogs
or rollover cargo for these extra loaders to transport,"
said Dimerco's monthly analysis.
Rebalancing trade can only be achieved through the
long-term and steady growth of trade, said Wadey,
combined with "a strategic rather than knee-jerk ship
ordering policy". These required shifts are generational,
he said, "in the short term, political events in the US
might lead to an end-2024 rush for cargoes again... but
then where does that leave 2025 and beyond?"
Drewry's WCI index fell a further 7% this week, closing at
$3,691/feu.
https://www.seatrade-maritime.com/containers/manufacturing-dips-as-container-outlook-slides
According to the article, what is the significance of the NEOI dropping to 48.9 in August?
Ano: 2024
Banca:
IDCAP
Órgão:
OGMO-Paranaguá - PR
Prova:
IDCAP - 2024 - OGMO-Paranaguá - PR - Conferente |
Q3354605
Inglês
Texto associado
O texto seguinte servirá de base para responder à questão.
Manufacturing dips as container outlook slides
The NEOI fell to 48.9 in August from 49.6 in July,
indicating deteriorating trade conditions for the third
consecutive month. Traded goods slowed in both
developed and emerging markets, but India maintained a
modest growth in goods exports during August, the last
month for which figures are available.
In addition, the global PMI has shown a contraction of
manufacturing, signalling a further deterioration in cargo
levels in the immediate future.
"China's goods exports fell for the first time in 2024,
signalling a broader decline in manufacturing as the year
progresses," said global freight forwarder Dimerco.
Headquartered in Taiwan, the Taipei-listed forwarder said
that the Federal Reserve's recent interest rate cut may
revive global goods trade.
August trading in the US continued to grow amid
concerns about a US East Coast strike, and a November
election that could see major import tariffs imposed on
goods, said Dimerco.
"The early peak season suggests an earlier-than-usual
start to the slow season, with expected declines in
handling volume from September to December, projected
at 2.31m, 2.08m, 1.92m, and 1.89m teu, respectively. If
these forecasts hold, total port volume for 2024 could
reach 24.98m teu, a 12% increase from 2023," said Alvin
Fuh, VP - ocean freight at Dimerco Express Group.
Dynamar analyst Darron Wadey, said: "Approaching 470
vessels bringing around 3.2m teu in capacity are
expected to be delivered by the end of 2024."
That massive increase in capacity, and the fact that much
of this increase is for larger sized vessels, means that
any correction in freight rates should have started up to a
year ago, according to Wadey.
"It is only the happenstance of the Red Sea and US East
Coast situations that have, artificially, buoyed the
markets. When the markets do correct therefore, the falls
will only be more dramatic because the inevitable has
been delayed whilst the stream of new ships coming
online continues," said Wadey.
Drewry Shipping Consultants' analysis shows that blank
sailings are expected to increase between 9 September
and 7 October with an additional 53 blanked sailings,
totalling 90 for the period. Some 67% of these cancelled
services were on the Pacific eastbound, while a further
21% on the Asia to Europe trades and 12% on the
Atlantic.
Even with these cancelled services, rates are continuing
to fall on all the major trades, according to Dimerco.
New entrants are said to be another element to failure of
lines to maintain rate levels.
"While the three major alliances are increasing blank
sailings, several individual carriers have deployed 11
extra vessels for Europe WB and 14 for TPEB to handle
the expected cargo surge before China's Golden Week.
However, the anticipated pre-October 1 cargo rush in
China did not materialise this year, leaving no backlogs
or rollover cargo for these extra loaders to transport,"
said Dimerco's monthly analysis.
Rebalancing trade can only be achieved through the
long-term and steady growth of trade, said Wadey,
combined with "a strategic rather than knee-jerk ship
ordering policy". These required shifts are generational,
he said, "in the short term, political events in the US
might lead to an end-2024 rush for cargoes again... but
then where does that leave 2025 and beyond?"
Drewry's WCI index fell a further 7% this week, closing at
$3,691/feu.
https://www.seatrade-maritime.com/containers/manufacturing-dips-as-container-outlook-slides
Which factor did Darron Wadey highlight as artificially sustaining the market, despite an increase in vessel capacity?
Ano: 2024
Banca:
IDCAP
Órgão:
OGMO-Paranaguá - PR
Prova:
IDCAP - 2024 - OGMO-Paranaguá - PR - Arrumador |
Q3354557
Inglês
Texto associado
O texto seguinte servirá de base para responder à questão.
Manufacturing dips as container outlook slides
The NEOI fell to 48.9 in August from 49.6 in July,
indicating deteriorating trade conditions for the third
consecutive month. Traded goods slowed in both
developed and emerging markets, but India maintained a
modest growth in goods exports during August, the last
month for which figures are available.
In addition, the global PMI has shown a contraction of
manufacturing, signalling a further deterioration in cargo
levels in the immediate future.
"China's goods exports fell for the first time in 2024,
signalling a broader decline in manufacturing as the year
progresses," said global freight forwarder Dimerco.
Headquartered in Taiwan, the Taipei-listed forwarder said
that the Federal Reserve's recent interest rate cut may
revive global goods trade.
August trading in the US continued to grow amid
concerns about a US East Coast strike, and a November
election that could see major import tariffs imposed on
goods, said Dimerco.
"The early peak season suggests an earlier-than-usual
start to the slow season, with expected declines in
handling volume from September to December, projected
at 2.31m, 2.08m, 1.92m, and 1.89m teu, respectively. If
these forecasts hold, total port volume for 2024 could
reach 24.98m teu, a 12% increase from 2023," said Alvin
Fuh, VP - ocean freight at Dimerco Express Group.
Dynamar analyst Darron Wadey, said: "Approaching 470
vessels bringing around 3.2m teu in capacity are
expected to be delivered by the end of 2024."
That massive increase in capacity, and the fact that much
of this increase is for larger sized vessels, means that
any correction in freight rates should have started up to a
year ago, according to Wadey.
"It is only the happenstance of the Red Sea and US East
Coast situations that have, artificially, buoyed the
markets. When the markets do correct therefore, the falls
will only be more dramatic because the inevitable has
been delayed whilst the stream of new ships coming
online continues," said Wadey.
Drewry Shipping Consultants' analysis shows that blank
sailings are expected to increase between 9 September
and 7 October with an additional 53 blanked sailings,
totalling 90 for the period. Some 67% of these cancelled
services were on the Pacific eastbound, while a further
21% on the Asia to Europe trades and 12% on the
Atlantic.
Even with these cancelled services, rates are continuing
to fall on all the major trades, according to Dimerco.
New entrants are said to be another element to failure of
lines to maintain rate levels.
"While the three major alliances are increasing blank
sailings, several individual carriers have deployed 11
extra vessels for Europe WB and 14 for TPEB to handle
the expected cargo surge before China's Golden Week.
However, the anticipated pre-October 1 cargo rush in
China did not materialise this year, leaving no backlogs
or rollover cargo for these extra loaders to transport,"
said Dimerco's monthly analysis.
Rebalancing trade can only be achieved through the
long-term and steady growth of trade, said Wadey,
combined with "a strategic rather than knee-jerk ship
ordering policy". These required shifts are generational,
he said, "in the short term, political events in the US
might lead to an end-2024 rush for cargoes again... but
then where does that leave 2025 and beyond?"
Drewry's WCI index fell a further 7% this week, closing at
$3,691/feu.
https://www.seatrade-maritime.com/containers/manufacturing-dips-as-c
ontainer-outlook-slides
What reason does the article give for the failure of shipping lines to maintain rate levels, despite efforts to manage capacity through blank sailings?
Ano: 2024
Banca:
IDCAP
Órgão:
OGMO-Paranaguá - PR
Prova:
IDCAP - 2024 - OGMO-Paranaguá - PR - Arrumador |
Q3354553
Inglês
Texto associado
O texto seguinte servirá de base para responder à questão.
Manufacturing dips as container outlook slides
The NEOI fell to 48.9 in August from 49.6 in July,
indicating deteriorating trade conditions for the third
consecutive month. Traded goods slowed in both
developed and emerging markets, but India maintained a
modest growth in goods exports during August, the last
month for which figures are available.
In addition, the global PMI has shown a contraction of
manufacturing, signalling a further deterioration in cargo
levels in the immediate future.
"China's goods exports fell for the first time in 2024,
signalling a broader decline in manufacturing as the year
progresses," said global freight forwarder Dimerco.
Headquartered in Taiwan, the Taipei-listed forwarder said
that the Federal Reserve's recent interest rate cut may
revive global goods trade.
August trading in the US continued to grow amid
concerns about a US East Coast strike, and a November
election that could see major import tariffs imposed on
goods, said Dimerco.
"The early peak season suggests an earlier-than-usual
start to the slow season, with expected declines in
handling volume from September to December, projected
at 2.31m, 2.08m, 1.92m, and 1.89m teu, respectively. If
these forecasts hold, total port volume for 2024 could
reach 24.98m teu, a 12% increase from 2023," said Alvin
Fuh, VP - ocean freight at Dimerco Express Group.
Dynamar analyst Darron Wadey, said: "Approaching 470
vessels bringing around 3.2m teu in capacity are
expected to be delivered by the end of 2024."
That massive increase in capacity, and the fact that much
of this increase is for larger sized vessels, means that
any correction in freight rates should have started up to a
year ago, according to Wadey.
"It is only the happenstance of the Red Sea and US East
Coast situations that have, artificially, buoyed the
markets. When the markets do correct therefore, the falls
will only be more dramatic because the inevitable has
been delayed whilst the stream of new ships coming
online continues," said Wadey.
Drewry Shipping Consultants' analysis shows that blank
sailings are expected to increase between 9 September
and 7 October with an additional 53 blanked sailings,
totalling 90 for the period. Some 67% of these cancelled
services were on the Pacific eastbound, while a further
21% on the Asia to Europe trades and 12% on the
Atlantic.
Even with these cancelled services, rates are continuing
to fall on all the major trades, according to Dimerco.
New entrants are said to be another element to failure of
lines to maintain rate levels.
"While the three major alliances are increasing blank
sailings, several individual carriers have deployed 11
extra vessels for Europe WB and 14 for TPEB to handle
the expected cargo surge before China's Golden Week.
However, the anticipated pre-October 1 cargo rush in
China did not materialise this year, leaving no backlogs
or rollover cargo for these extra loaders to transport,"
said Dimerco's monthly analysis.
Rebalancing trade can only be achieved through the
long-term and steady growth of trade, said Wadey,
combined with "a strategic rather than knee-jerk ship
ordering policy". These required shifts are generational,
he said, "in the short term, political events in the US
might lead to an end-2024 rush for cargoes again... but
then where does that leave 2025 and beyond?"
Drewry's WCI index fell a further 7% this week, closing at
$3,691/feu.
https://www.seatrade-maritime.com/containers/manufacturing-dips-as-c
ontainer-outlook-slides
What is the projected handling volume decline for the period from September to December, according to Dimerco?
Ano: 2024
Banca:
IDCAP
Órgão:
OGMO-Paranaguá - PR
Prova:
IDCAP - 2024 - OGMO-Paranaguá - PR - Estivador |
Q3354509
Inglês
Read the dialogue below:
Supervisor: Make sure the crane is ready for the container unloading. The cargo manifest shows we have 50 containers arriving today.
Dockworker: Understood. We'll start as soon as the ship finishes berthing at the quay.
Supervisor: Also, double-check the gangway. We need it in place for safe crew access once the ship is docked.
Dockworker: Sure thing. The stevedoring team is on standby for unloading, and the containers will be moved to the warehouse afterward.
Supervisor: Great. Keep an eye on the draught of the ship as well; we don't want any issues with the water depth during unloading.
Dockworker: Will do! I'll make sure everything goes smoothly once the customs clearance is done.
Which of the following terms refers to the process of checking a ship's cargo to ensure it complies with legal regulations before it can be unloaded?
Supervisor: Make sure the crane is ready for the container unloading. The cargo manifest shows we have 50 containers arriving today.
Dockworker: Understood. We'll start as soon as the ship finishes berthing at the quay.
Supervisor: Also, double-check the gangway. We need it in place for safe crew access once the ship is docked.
Dockworker: Sure thing. The stevedoring team is on standby for unloading, and the containers will be moved to the warehouse afterward.
Supervisor: Great. Keep an eye on the draught of the ship as well; we don't want any issues with the water depth during unloading.
Dockworker: Will do! I'll make sure everything goes smoothly once the customs clearance is done.
Which of the following terms refers to the process of checking a ship's cargo to ensure it complies with legal regulations before it can be unloaded?
Ano: 2024
Banca:
IDCAP
Órgão:
OGMO-Paranaguá - PR
Prova:
IDCAP - 2024 - OGMO-Paranaguá - PR - Estivador |
Q3354507
Inglês
Texto associado
O texto seguinte servirá de base para responder à questão.
Ship carrying explosive fertiliser heads to UK waters
A Maltese-flagged cargo ship carrying thousands of
tonnes of potentially explosive fertiliser is set to travel
through UK waters.
Ruby, which was earlier accompanied by an escort tug,
has reportedly been rejected by several countries due to
its cargo.
The ship, which has 20,000 tonnes of ammonium nitrate
on board, was previously damaged but deemed
seaworthy by authorities in Norway.
HM Coastguard is in contact with the vessel, which
according to ship tracking data, was in the North Sea off
the Kent coast on Thursday morning.
The ship, owned by Maltese firm Ruby Enterprise, set off
from the northern Russian port of Kandalaksha in July.
The national maritime emergency service said it will
monitor the ship's progress as it heads towards and
through UK waters.
Vessels are not required to ask permission to travel
through UK territorial waters for legitimate purposes.
An escorting tug, Amber II, which had sailed with the boat
from Norway, left the Ruby on Thursday morning and
sailed east. Its current destination is listed as Rotterdam,
in the Netherlands.
Though there is no suggestion of immediate danger from
the cargo, the same chemical caused a devastating blast
at a Beirut warehouse in 2020.
Ammonium nitrate is regularly transported around the
world and used as fertiliser but is also used in explosives.
The ship is carrying seven times the amount of
ammonium nitrate that caused the Beirut explosion.
Ruby's location on Thursday, according to Marine Traffic.
Marine Traffic data suggested the ship was in the North
Sea on Thursday.
Soon after departing Russia, the Ruby briefly ran
aground after reportedly encountering a storm.
It then continued its journey around the Kola Peninsula
and docked in Tromsø, Norway.
Norway's Maritime Authority told the BBC the vessel was
inspected by DNV Group to ensure it met safety and
environmental standards.
The group found damage to its hull, propeller and rudder,
but the Ruby was still deemed "seaworthy".
As a precaution, DNV Group, and the Maltese flag
registry, insisted that a tug escort the vessel for the
remainder of its journey.
The ship was bound for Klaipeda, in Lithuania, according
to ship tracking firm MarineTraffic.
But despite being deemed seaworthy, the ship was
denied entry to Klaipeda. Algia Latakas, the port
authority's chief executive, told the BBC that this was
"because of its cargo".
Andrea Sella, professor of chemistry at University
College London, said the cargo was not high risk, unless
there was a fire on board.
"While I understand the caution of the authorities in
Troms, I suspect that the chances of a similar disaster to
Beirut are relatively modest," she said.
She added: "It would also be interesting to know what the
nature of the repairs might be as clearly welding might
significantly raise the potential fire risk."
Other reports suggested Sweden had imposed a ban as
well, but Sweden's transport agency denies this.
"What the Swedish authorities did was to follow the
matter in case we would have needed to act in some
way," a spokesperson told the BBC.
In recent weeks, the Ruby travelled south along Norway's
coast and through the North Sea.
The ship reportedly has had restricted manoeuvrability,
though the BBC has been unable to confirm this.
On 25 September, it anchored about 15 miles (25km)
north east of Margate, in Kent, near the Dover Strait -
one of the world's busiest waterways.
The Maritime and Coastguard Agency (MCA) said the
vessel is "currently securely anchored outside UK
territorial waters waiting for appropriate conditions to
refuel at sea before passing through the English
Channel".
Refuelling at sea is a common practice and will take
place in accordance with safety procedures and in
favourable weather, said the MCA.
Its current destination is listed as Marsaxlokk, in Malta.
But Maltese authorities have told local media that the
ship can only enter the country if it empties its cargo
beforehand.
Marco Forgione, director general of the Chartered
Institute of Export & International Trade, raised concerns
about potential "environmental damage".
"Should the ammonium nitrate start to leak out of the ship
and contaminate the sea... shipping through the channel
would have to be diverted to avoid further shifting the
pollution through its waters," he said.
He added that damage as a result of the potential
scenario would be "immense" and cause "ongoing
disruption".
The vessel has appropriate safety certificates approved
by the vessel's flag state and is able to make its own
way, said the MCA.
https://www.bbc.com/news/articles/c62g95721leo
What is the main concern regarding the Ruby cargo ship as it travels through UK waters?
Ano: 2024
Banca:
IDCAP
Órgão:
OGMO-Paranaguá - PR
Prova:
IDCAP - 2024 - OGMO-Paranaguá - PR - Estivador |
Q3354506
Inglês
Texto associado
O texto seguinte servirá de base para responder à questão.
Ship carrying explosive fertiliser heads to UK waters
A Maltese-flagged cargo ship carrying thousands of
tonnes of potentially explosive fertiliser is set to travel
through UK waters.
Ruby, which was earlier accompanied by an escort tug,
has reportedly been rejected by several countries due to
its cargo.
The ship, which has 20,000 tonnes of ammonium nitrate
on board, was previously damaged but deemed
seaworthy by authorities in Norway.
HM Coastguard is in contact with the vessel, which
according to ship tracking data, was in the North Sea off
the Kent coast on Thursday morning.
The ship, owned by Maltese firm Ruby Enterprise, set off
from the northern Russian port of Kandalaksha in July.
The national maritime emergency service said it will
monitor the ship's progress as it heads towards and
through UK waters.
Vessels are not required to ask permission to travel
through UK territorial waters for legitimate purposes.
An escorting tug, Amber II, which had sailed with the boat
from Norway, left the Ruby on Thursday morning and
sailed east. Its current destination is listed as Rotterdam,
in the Netherlands.
Though there is no suggestion of immediate danger from
the cargo, the same chemical caused a devastating blast
at a Beirut warehouse in 2020.
Ammonium nitrate is regularly transported around the
world and used as fertiliser but is also used in explosives.
The ship is carrying seven times the amount of
ammonium nitrate that caused the Beirut explosion.
Ruby's location on Thursday, according to Marine Traffic.
Marine Traffic data suggested the ship was in the North
Sea on Thursday.
Soon after departing Russia, the Ruby briefly ran
aground after reportedly encountering a storm.
It then continued its journey around the Kola Peninsula
and docked in Tromsø, Norway.
Norway's Maritime Authority told the BBC the vessel was
inspected by DNV Group to ensure it met safety and
environmental standards.
The group found damage to its hull, propeller and rudder,
but the Ruby was still deemed "seaworthy".
As a precaution, DNV Group, and the Maltese flag
registry, insisted that a tug escort the vessel for the
remainder of its journey.
The ship was bound for Klaipeda, in Lithuania, according
to ship tracking firm MarineTraffic.
But despite being deemed seaworthy, the ship was
denied entry to Klaipeda. Algia Latakas, the port
authority's chief executive, told the BBC that this was
"because of its cargo".
Andrea Sella, professor of chemistry at University
College London, said the cargo was not high risk, unless
there was a fire on board.
"While I understand the caution of the authorities in
Troms, I suspect that the chances of a similar disaster to
Beirut are relatively modest," she said.
She added: "It would also be interesting to know what the
nature of the repairs might be as clearly welding might
significantly raise the potential fire risk."
Other reports suggested Sweden had imposed a ban as
well, but Sweden's transport agency denies this.
"What the Swedish authorities did was to follow the
matter in case we would have needed to act in some
way," a spokesperson told the BBC.
In recent weeks, the Ruby travelled south along Norway's
coast and through the North Sea.
The ship reportedly has had restricted manoeuvrability,
though the BBC has been unable to confirm this.
On 25 September, it anchored about 15 miles (25km)
north east of Margate, in Kent, near the Dover Strait -
one of the world's busiest waterways.
The Maritime and Coastguard Agency (MCA) said the
vessel is "currently securely anchored outside UK
territorial waters waiting for appropriate conditions to
refuel at sea before passing through the English
Channel".
Refuelling at sea is a common practice and will take
place in accordance with safety procedures and in
favourable weather, said the MCA.
Its current destination is listed as Marsaxlokk, in Malta.
But Maltese authorities have told local media that the
ship can only enter the country if it empties its cargo
beforehand.
Marco Forgione, director general of the Chartered
Institute of Export & International Trade, raised concerns
about potential "environmental damage".
"Should the ammonium nitrate start to leak out of the ship
and contaminate the sea... shipping through the channel
would have to be diverted to avoid further shifting the
pollution through its waters," he said.
He added that damage as a result of the potential
scenario would be "immense" and cause "ongoing
disruption".
The vessel has appropriate safety certificates approved
by the vessel's flag state and is able to make its own
way, said the MCA.
https://www.bbc.com/news/articles/c62g95721leo
What caused the authorities in Klaipeda, Lithuania, to deny entry to the Ruby?
Ano: 2024
Banca:
IDCAP
Órgão:
OGMO-Paranaguá - PR
Prova:
IDCAP - 2024 - OGMO-Paranaguá - PR - Estivador |
Q3354505
Inglês
Texto associado
O texto seguinte servirá de base para responder à questão.
Ship carrying explosive fertiliser heads to UK waters
A Maltese-flagged cargo ship carrying thousands of
tonnes of potentially explosive fertiliser is set to travel
through UK waters.
Ruby, which was earlier accompanied by an escort tug,
has reportedly been rejected by several countries due to
its cargo.
The ship, which has 20,000 tonnes of ammonium nitrate
on board, was previously damaged but deemed
seaworthy by authorities in Norway.
HM Coastguard is in contact with the vessel, which
according to ship tracking data, was in the North Sea off
the Kent coast on Thursday morning.
The ship, owned by Maltese firm Ruby Enterprise, set off
from the northern Russian port of Kandalaksha in July.
The national maritime emergency service said it will
monitor the ship's progress as it heads towards and
through UK waters.
Vessels are not required to ask permission to travel
through UK territorial waters for legitimate purposes.
An escorting tug, Amber II, which had sailed with the boat
from Norway, left the Ruby on Thursday morning and
sailed east. Its current destination is listed as Rotterdam,
in the Netherlands.
Though there is no suggestion of immediate danger from
the cargo, the same chemical caused a devastating blast
at a Beirut warehouse in 2020.
Ammonium nitrate is regularly transported around the
world and used as fertiliser but is also used in explosives.
The ship is carrying seven times the amount of
ammonium nitrate that caused the Beirut explosion.
Ruby's location on Thursday, according to Marine Traffic.
Marine Traffic data suggested the ship was in the North
Sea on Thursday.
Soon after departing Russia, the Ruby briefly ran
aground after reportedly encountering a storm.
It then continued its journey around the Kola Peninsula
and docked in Tromsø, Norway.
Norway's Maritime Authority told the BBC the vessel was
inspected by DNV Group to ensure it met safety and
environmental standards.
The group found damage to its hull, propeller and rudder,
but the Ruby was still deemed "seaworthy".
As a precaution, DNV Group, and the Maltese flag
registry, insisted that a tug escort the vessel for the
remainder of its journey.
The ship was bound for Klaipeda, in Lithuania, according
to ship tracking firm MarineTraffic.
But despite being deemed seaworthy, the ship was
denied entry to Klaipeda. Algia Latakas, the port
authority's chief executive, told the BBC that this was
"because of its cargo".
Andrea Sella, professor of chemistry at University
College London, said the cargo was not high risk, unless
there was a fire on board.
"While I understand the caution of the authorities in
Troms, I suspect that the chances of a similar disaster to
Beirut are relatively modest," she said.
She added: "It would also be interesting to know what the
nature of the repairs might be as clearly welding might
significantly raise the potential fire risk."
Other reports suggested Sweden had imposed a ban as
well, but Sweden's transport agency denies this.
"What the Swedish authorities did was to follow the
matter in case we would have needed to act in some
way," a spokesperson told the BBC.
In recent weeks, the Ruby travelled south along Norway's
coast and through the North Sea.
The ship reportedly has had restricted manoeuvrability,
though the BBC has been unable to confirm this.
On 25 September, it anchored about 15 miles (25km)
north east of Margate, in Kent, near the Dover Strait -
one of the world's busiest waterways.
The Maritime and Coastguard Agency (MCA) said the
vessel is "currently securely anchored outside UK
territorial waters waiting for appropriate conditions to
refuel at sea before passing through the English
Channel".
Refuelling at sea is a common practice and will take
place in accordance with safety procedures and in
favourable weather, said the MCA.
Its current destination is listed as Marsaxlokk, in Malta.
But Maltese authorities have told local media that the
ship can only enter the country if it empties its cargo
beforehand.
Marco Forgione, director general of the Chartered
Institute of Export & International Trade, raised concerns
about potential "environmental damage".
"Should the ammonium nitrate start to leak out of the ship
and contaminate the sea... shipping through the channel
would have to be diverted to avoid further shifting the
pollution through its waters," he said.
He added that damage as a result of the potential
scenario would be "immense" and cause "ongoing
disruption".
The vessel has appropriate safety certificates approved
by the vessel's flag state and is able to make its own
way, said the MCA.
https://www.bbc.com/news/articles/c62g95721leo
What environmental concern was raised by Marco Forgione regarding the Ruby?
Ano: 2024
Banca:
IDCAP
Órgão:
OGMO-Paranaguá - PR
Prova:
IDCAP - 2024 - OGMO-Paranaguá - PR - Estivador |
Q3354504
Inglês
Texto associado
O texto seguinte servirá de base para responder à questão.
Ship carrying explosive fertiliser heads to UK waters
A Maltese-flagged cargo ship carrying thousands of
tonnes of potentially explosive fertiliser is set to travel
through UK waters.
Ruby, which was earlier accompanied by an escort tug,
has reportedly been rejected by several countries due to
its cargo.
The ship, which has 20,000 tonnes of ammonium nitrate
on board, was previously damaged but deemed
seaworthy by authorities in Norway.
HM Coastguard is in contact with the vessel, which
according to ship tracking data, was in the North Sea off
the Kent coast on Thursday morning.
The ship, owned by Maltese firm Ruby Enterprise, set off
from the northern Russian port of Kandalaksha in July.
The national maritime emergency service said it will
monitor the ship's progress as it heads towards and
through UK waters.
Vessels are not required to ask permission to travel
through UK territorial waters for legitimate purposes.
An escorting tug, Amber II, which had sailed with the boat
from Norway, left the Ruby on Thursday morning and
sailed east. Its current destination is listed as Rotterdam,
in the Netherlands.
Though there is no suggestion of immediate danger from
the cargo, the same chemical caused a devastating blast
at a Beirut warehouse in 2020.
Ammonium nitrate is regularly transported around the
world and used as fertiliser but is also used in explosives.
The ship is carrying seven times the amount of
ammonium nitrate that caused the Beirut explosion.
Ruby's location on Thursday, according to Marine Traffic.
Marine Traffic data suggested the ship was in the North
Sea on Thursday.
Soon after departing Russia, the Ruby briefly ran
aground after reportedly encountering a storm.
It then continued its journey around the Kola Peninsula
and docked in Tromsø, Norway.
Norway's Maritime Authority told the BBC the vessel was
inspected by DNV Group to ensure it met safety and
environmental standards.
The group found damage to its hull, propeller and rudder,
but the Ruby was still deemed "seaworthy".
As a precaution, DNV Group, and the Maltese flag
registry, insisted that a tug escort the vessel for the
remainder of its journey.
The ship was bound for Klaipeda, in Lithuania, according
to ship tracking firm MarineTraffic.
But despite being deemed seaworthy, the ship was
denied entry to Klaipeda. Algia Latakas, the port
authority's chief executive, told the BBC that this was
"because of its cargo".
Andrea Sella, professor of chemistry at University
College London, said the cargo was not high risk, unless
there was a fire on board.
"While I understand the caution of the authorities in
Troms, I suspect that the chances of a similar disaster to
Beirut are relatively modest," she said.
She added: "It would also be interesting to know what the
nature of the repairs might be as clearly welding might
significantly raise the potential fire risk."
Other reports suggested Sweden had imposed a ban as
well, but Sweden's transport agency denies this.
"What the Swedish authorities did was to follow the
matter in case we would have needed to act in some
way," a spokesperson told the BBC.
In recent weeks, the Ruby travelled south along Norway's
coast and through the North Sea.
The ship reportedly has had restricted manoeuvrability,
though the BBC has been unable to confirm this.
On 25 September, it anchored about 15 miles (25km)
north east of Margate, in Kent, near the Dover Strait -
one of the world's busiest waterways.
The Maritime and Coastguard Agency (MCA) said the
vessel is "currently securely anchored outside UK
territorial waters waiting for appropriate conditions to
refuel at sea before passing through the English
Channel".
Refuelling at sea is a common practice and will take
place in accordance with safety procedures and in
favourable weather, said the MCA.
Its current destination is listed as Marsaxlokk, in Malta.
But Maltese authorities have told local media that the
ship can only enter the country if it empties its cargo
beforehand.
Marco Forgione, director general of the Chartered
Institute of Export & International Trade, raised concerns
about potential "environmental damage".
"Should the ammonium nitrate start to leak out of the ship
and contaminate the sea... shipping through the channel
would have to be diverted to avoid further shifting the
pollution through its waters," he said.
He added that damage as a result of the potential
scenario would be "immense" and cause "ongoing
disruption".
The vessel has appropriate safety certificates approved
by the vessel's flag state and is able to make its own
way, said the MCA.
https://www.bbc.com/news/articles/c62g95721leo
Which statement best describes the condition of the Ruby when it was inspected in Norway?
Ano: 2024
Banca:
IDCAP
Órgão:
OGMO-Paranaguá - PR
Prova:
IDCAP - 2024 - OGMO-Paranaguá - PR - Estivador |
Q3354503
Inglês
Texto associado
O texto seguinte servirá de base para responder à questão.
Ship carrying explosive fertiliser heads to UK waters
A Maltese-flagged cargo ship carrying thousands of
tonnes of potentially explosive fertiliser is set to travel
through UK waters.
Ruby, which was earlier accompanied by an escort tug,
has reportedly been rejected by several countries due to
its cargo.
The ship, which has 20,000 tonnes of ammonium nitrate
on board, was previously damaged but deemed
seaworthy by authorities in Norway.
HM Coastguard is in contact with the vessel, which
according to ship tracking data, was in the North Sea off
the Kent coast on Thursday morning.
The ship, owned by Maltese firm Ruby Enterprise, set off
from the northern Russian port of Kandalaksha in July.
The national maritime emergency service said it will
monitor the ship's progress as it heads towards and
through UK waters.
Vessels are not required to ask permission to travel
through UK territorial waters for legitimate purposes.
An escorting tug, Amber II, which had sailed with the boat
from Norway, left the Ruby on Thursday morning and
sailed east. Its current destination is listed as Rotterdam,
in the Netherlands.
Though there is no suggestion of immediate danger from
the cargo, the same chemical caused a devastating blast
at a Beirut warehouse in 2020.
Ammonium nitrate is regularly transported around the
world and used as fertiliser but is also used in explosives.
The ship is carrying seven times the amount of
ammonium nitrate that caused the Beirut explosion.
Ruby's location on Thursday, according to Marine Traffic.
Marine Traffic data suggested the ship was in the North
Sea on Thursday.
Soon after departing Russia, the Ruby briefly ran
aground after reportedly encountering a storm.
It then continued its journey around the Kola Peninsula
and docked in Tromsø, Norway.
Norway's Maritime Authority told the BBC the vessel was
inspected by DNV Group to ensure it met safety and
environmental standards.
The group found damage to its hull, propeller and rudder,
but the Ruby was still deemed "seaworthy".
As a precaution, DNV Group, and the Maltese flag
registry, insisted that a tug escort the vessel for the
remainder of its journey.
The ship was bound for Klaipeda, in Lithuania, according
to ship tracking firm MarineTraffic.
But despite being deemed seaworthy, the ship was
denied entry to Klaipeda. Algia Latakas, the port
authority's chief executive, told the BBC that this was
"because of its cargo".
Andrea Sella, professor of chemistry at University
College London, said the cargo was not high risk, unless
there was a fire on board.
"While I understand the caution of the authorities in
Troms, I suspect that the chances of a similar disaster to
Beirut are relatively modest," she said.
She added: "It would also be interesting to know what the
nature of the repairs might be as clearly welding might
significantly raise the potential fire risk."
Other reports suggested Sweden had imposed a ban as
well, but Sweden's transport agency denies this.
"What the Swedish authorities did was to follow the
matter in case we would have needed to act in some
way," a spokesperson told the BBC.
In recent weeks, the Ruby travelled south along Norway's
coast and through the North Sea.
The ship reportedly has had restricted manoeuvrability,
though the BBC has been unable to confirm this.
On 25 September, it anchored about 15 miles (25km)
north east of Margate, in Kent, near the Dover Strait -
one of the world's busiest waterways.
The Maritime and Coastguard Agency (MCA) said the
vessel is "currently securely anchored outside UK
territorial waters waiting for appropriate conditions to
refuel at sea before passing through the English
Channel".
Refuelling at sea is a common practice and will take
place in accordance with safety procedures and in
favourable weather, said the MCA.
Its current destination is listed as Marsaxlokk, in Malta.
But Maltese authorities have told local media that the
ship can only enter the country if it empties its cargo
beforehand.
Marco Forgione, director general of the Chartered
Institute of Export & International Trade, raised concerns
about potential "environmental damage".
"Should the ammonium nitrate start to leak out of the ship
and contaminate the sea... shipping through the channel
would have to be diverted to avoid further shifting the
pollution through its waters," he said.
He added that damage as a result of the potential
scenario would be "immense" and cause "ongoing
disruption".
The vessel has appropriate safety certificates approved
by the vessel's flag state and is able to make its own
way, said the MCA.
https://www.bbc.com/news/articles/c62g95721leo
Why was the ship Ruby initially escorted by a tug?
Ano: 2024
Banca:
AMEOSC
Órgão:
Prefeitura de Iporã do Oeste - SC
Prova:
AMEOSC - 2024 - Prefeitura de Iporã do Oeste - SC - Professor de Inglês |
Q3354146
Inglês
Consider the sentences below:
I.____the horizon, the sun dipped below the ocean, painting the sky with hues of orange and pink.
II.Without a doubt, his dedication to his work earned him great respect____his peers.
III.Beneath the surface____his calm demeanor, a storm of emotions brewed.
Complete the sentences above and select the CORRECT alternative.
I.____the horizon, the sun dipped below the ocean, painting the sky with hues of orange and pink.
II.Without a doubt, his dedication to his work earned him great respect____his peers.
III.Beneath the surface____his calm demeanor, a storm of emotions brewed.
Complete the sentences above and select the CORRECT alternative.
Ano: 2024
Banca:
AMEOSC
Órgão:
Prefeitura de Iporã do Oeste - SC
Prova:
AMEOSC - 2024 - Prefeitura de Iporã do Oeste - SC - Professor de Inglês |
Q3354144
Inglês
Read the scenario and answer the question:
A teacher is designing a lesson plan to improve students' reading comprehension skills. She decides to use a variety of texts, including fiction, non-fiction, and poetry, to expose students to different genres. The lesson plan includes pre-reading activities to activate prior knowledge, guided reading sessions with targeted questions, and post-reading discussions to deepen understanding. Additionally, the teacher incorporates graphic organizers to help students identify main ideas and supporting details.
Which teaching strategy is the teacher primarily using to enhance reading comprehension?
A teacher is designing a lesson plan to improve students' reading comprehension skills. She decides to use a variety of texts, including fiction, non-fiction, and poetry, to expose students to different genres. The lesson plan includes pre-reading activities to activate prior knowledge, guided reading sessions with targeted questions, and post-reading discussions to deepen understanding. Additionally, the teacher incorporates graphic organizers to help students identify main ideas and supporting details.
Which teaching strategy is the teacher primarily using to enhance reading comprehension?
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