Questões Militares
Sobre interpretação de texto | reading comprehension em inglês
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To tip, or not to tip?
The word tip comes from an old English slang. Americans usually tip people in places like restaurants, airports, hotels, and hair salons.
To tip, or not to tip?
The word tip comes from an old English slang. Americans usually tip people in places like restaurants, airports, hotels, and hair salons.
In “Americans usually tip people in places like restaurants, airports, hotels, and (...)”, the word “TIP” is closest in meaning to
To tip, or not to tip?
The word tip comes from an old English slang. Americans usually tip people in places like restaurants, airports, hotels, and hair salons.
To tip, or not to tip?
The word tip comes from an old English slang. Americans usually tip people in places like restaurants, airports, hotels, and hair salons.
( ) It is part of Great Britain but not of the United Kingdom. ( ) It is located between the Atlantic Ocean and the North Sea. ( ) The weather there is usually cold, grey, and rainy. ( ) There are 80 islands in the country. ( ) Tourists can see hills, mountains and the sea there.
Texto 4
FRANK WHITTLE AND THE INVENTION OF THE JET ENGINE:
SIX PLACES TO TRACE HIS GENIUS
It was, in many ways, a very British sort of achievement. When the turbine began to spin on the “WU” – the prototype jet engine developed by the Coventry-born engineer Frank Whittle – it was a moment which changed the world. Had you been passing through the byways of Rugby, in Warwickshire, more than 80 years ago, you might even have heard it. A thrum of mechanics in sync, building and building, growing in intensity to become a roar; a giddy howl which would permanently alter the way we journey around our planet.
And yet it might so easily not have happened. Whittle’s triumph – on April 12, 1937 – was garnered in the face of official indifference and scientific doubt, and was only pulled off by a merest financial hair’s breadth, with the Second World War crowding in on all sides.
( . . . )
Here was a visionary who began fomenting his design for a jet engine as early as 1927, and patented it in 1930, yet had to swim against the current after seeing his idea pooh-poohed by the UK's Air Ministry – which, upon seeing the blueprint in 1929, deemed it “impracticable.”
Undeterred, Whittle took his own path. In January 1936, he founded a private company, Power Jets Ltd, with aeronautical engineer Rolf Dudley Williams and retired RAF officer James Collingwood Tinling. With £2,000 of funding from O.T. Falk & Partners – an investment bank which was known for taking risks – the trio began converting what had been decried as fantasy into reality. That first blur of blades as the WU (Whittle Unit) screamed into life was followed by a series of leaps forward.
The Air Ministry placed its first order for Whittle’s brainwave in January 1940. The first jet-powered British plane took off from RAF Cranwell, Lincolnshire, on May 15, 1941. The rest is so much history.
None of this occurred in isolation. The story of the jet engine can never be told without mentions of Maxime Guillaume, who secured a French patent for a jet engine with a gas turbine in 1921 (no prototype was ever produced as it was beyond the scope of existing technology), and of Hans Von Ohain, who beat Whittle to the punch by building the first fully operational jet engine in 1939 as Germany chased advantages in the global conflict.
( . . . )
RAF = Royal Air Force
LEADBEATER, C. Adaptado de Frank Whittle and the invention of the jet engine: Six places to trace his genius. In: The Telegraph. Disponível em: <https://www.telegraph.co.uk/travel/destinations/europe/unitedkingdom/england/articles/frank-whittle-and-the-birth-of-the-jet-engine/>. Acesso em: 08/06/2018
Texto 4
FRANK WHITTLE AND THE INVENTION OF THE JET ENGINE:
SIX PLACES TO TRACE HIS GENIUS
It was, in many ways, a very British sort of achievement. When the turbine began to spin on the “WU” – the prototype jet engine developed by the Coventry-born engineer Frank Whittle – it was a moment which changed the world. Had you been passing through the byways of Rugby, in Warwickshire, more than 80 years ago, you might even have heard it. A thrum of mechanics in sync, building and building, growing in intensity to become a roar; a giddy howl which would permanently alter the way we journey around our planet.
And yet it might so easily not have happened. Whittle’s triumph – on April 12, 1937 – was garnered in the face of official indifference and scientific doubt, and was only pulled off by a merest financial hair’s breadth, with the Second World War crowding in on all sides.
( . . . )
Here was a visionary who began fomenting his design for a jet engine as early as 1927, and patented it in 1930, yet had to swim against the current after seeing his idea pooh-poohed by the UK's Air Ministry – which, upon seeing the blueprint in 1929, deemed it “impracticable.”
Undeterred, Whittle took his own path. In January 1936, he founded a private company, Power Jets Ltd, with aeronautical engineer Rolf Dudley Williams and retired RAF officer James Collingwood Tinling. With £2,000 of funding from O.T. Falk & Partners – an investment bank which was known for taking risks – the trio began converting what had been decried as fantasy into reality. That first blur of blades as the WU (Whittle Unit) screamed into life was followed by a series of leaps forward.
The Air Ministry placed its first order for Whittle’s brainwave in January 1940. The first jet-powered British plane took off from RAF Cranwell, Lincolnshire, on May 15, 1941. The rest is so much history.
None of this occurred in isolation. The story of the jet engine can never be told without mentions of Maxime Guillaume, who secured a French patent for a jet engine with a gas turbine in 1921 (no prototype was ever produced as it was beyond the scope of existing technology), and of Hans Von Ohain, who beat Whittle to the punch by building the first fully operational jet engine in 1939 as Germany chased advantages in the global conflict.
( . . . )
RAF = Royal Air Force
LEADBEATER, C. Adaptado de Frank Whittle and the invention of the jet engine: Six places to trace his genius. In: The Telegraph. Disponível em: <https://www.telegraph.co.uk/travel/destinations/europe/unitedkingdom/england/articles/frank-whittle-and-the-birth-of-the-jet-engine/>. Acesso em: 08/06/2018
Choose the correct option.
The sentence: “That first blur of blades as the WU (Whittle Unit) screamed into life was followed by a series of leaps forward” means that
Texto 4
FRANK WHITTLE AND THE INVENTION OF THE JET ENGINE:
SIX PLACES TO TRACE HIS GENIUS
It was, in many ways, a very British sort of achievement. When the turbine began to spin on the “WU” – the prototype jet engine developed by the Coventry-born engineer Frank Whittle – it was a moment which changed the world. Had you been passing through the byways of Rugby, in Warwickshire, more than 80 years ago, you might even have heard it. A thrum of mechanics in sync, building and building, growing in intensity to become a roar; a giddy howl which would permanently alter the way we journey around our planet.
And yet it might so easily not have happened. Whittle’s triumph – on April 12, 1937 – was garnered in the face of official indifference and scientific doubt, and was only pulled off by a merest financial hair’s breadth, with the Second World War crowding in on all sides.
( . . . )
Here was a visionary who began fomenting his design for a jet engine as early as 1927, and patented it in 1930, yet had to swim against the current after seeing his idea pooh-poohed by the UK's Air Ministry – which, upon seeing the blueprint in 1929, deemed it “impracticable.”
Undeterred, Whittle took his own path. In January 1936, he founded a private company, Power Jets Ltd, with aeronautical engineer Rolf Dudley Williams and retired RAF officer James Collingwood Tinling. With £2,000 of funding from O.T. Falk & Partners – an investment bank which was known for taking risks – the trio began converting what had been decried as fantasy into reality. That first blur of blades as the WU (Whittle Unit) screamed into life was followed by a series of leaps forward.
The Air Ministry placed its first order for Whittle’s brainwave in January 1940. The first jet-powered British plane took off from RAF Cranwell, Lincolnshire, on May 15, 1941. The rest is so much history.
None of this occurred in isolation. The story of the jet engine can never be told without mentions of Maxime Guillaume, who secured a French patent for a jet engine with a gas turbine in 1921 (no prototype was ever produced as it was beyond the scope of existing technology), and of Hans Von Ohain, who beat Whittle to the punch by building the first fully operational jet engine in 1939 as Germany chased advantages in the global conflict.
( . . . )
RAF = Royal Air Force
LEADBEATER, C. Adaptado de Frank Whittle and the invention of the jet engine: Six places to trace his genius. In: The Telegraph. Disponível em: <https://www.telegraph.co.uk/travel/destinations/europe/unitedkingdom/england/articles/frank-whittle-and-the-birth-of-the-jet-engine/>. Acesso em: 08/06/2018
Texto 4
FRANK WHITTLE AND THE INVENTION OF THE JET ENGINE:
SIX PLACES TO TRACE HIS GENIUS
It was, in many ways, a very British sort of achievement. When the turbine began to spin on the “WU” – the prototype jet engine developed by the Coventry-born engineer Frank Whittle – it was a moment which changed the world. Had you been passing through the byways of Rugby, in Warwickshire, more than 80 years ago, you might even have heard it. A thrum of mechanics in sync, building and building, growing in intensity to become a roar; a giddy howl which would permanently alter the way we journey around our planet.
And yet it might so easily not have happened. Whittle’s triumph – on April 12, 1937 – was garnered in the face of official indifference and scientific doubt, and was only pulled off by a merest financial hair’s breadth, with the Second World War crowding in on all sides.
( . . . )
Here was a visionary who began fomenting his design for a jet engine as early as 1927, and patented it in 1930, yet had to swim against the current after seeing his idea pooh-poohed by the UK's Air Ministry – which, upon seeing the blueprint in 1929, deemed it “impracticable.”
Undeterred, Whittle took his own path. In January 1936, he founded a private company, Power Jets Ltd, with aeronautical engineer Rolf Dudley Williams and retired RAF officer James Collingwood Tinling. With £2,000 of funding from O.T. Falk & Partners – an investment bank which was known for taking risks – the trio began converting what had been decried as fantasy into reality. That first blur of blades as the WU (Whittle Unit) screamed into life was followed by a series of leaps forward.
The Air Ministry placed its first order for Whittle’s brainwave in January 1940. The first jet-powered British plane took off from RAF Cranwell, Lincolnshire, on May 15, 1941. The rest is so much history.
None of this occurred in isolation. The story of the jet engine can never be told without mentions of Maxime Guillaume, who secured a French patent for a jet engine with a gas turbine in 1921 (no prototype was ever produced as it was beyond the scope of existing technology), and of Hans Von Ohain, who beat Whittle to the punch by building the first fully operational jet engine in 1939 as Germany chased advantages in the global conflict.
( . . . )
RAF = Royal Air Force
LEADBEATER, C. Adaptado de Frank Whittle and the invention of the jet engine: Six places to trace his genius. In: The Telegraph. Disponível em: <https://www.telegraph.co.uk/travel/destinations/europe/unitedkingdom/england/articles/frank-whittle-and-the-birth-of-the-jet-engine/>. Acesso em: 08/06/2018
Texto 4
FRANK WHITTLE AND THE INVENTION OF THE JET ENGINE:
SIX PLACES TO TRACE HIS GENIUS
It was, in many ways, a very British sort of achievement. When the turbine began to spin on the “WU” – the prototype jet engine developed by the Coventry-born engineer Frank Whittle – it was a moment which changed the world. Had you been passing through the byways of Rugby, in Warwickshire, more than 80 years ago, you might even have heard it. A thrum of mechanics in sync, building and building, growing in intensity to become a roar; a giddy howl which would permanently alter the way we journey around our planet.
And yet it might so easily not have happened. Whittle’s triumph – on April 12, 1937 – was garnered in the face of official indifference and scientific doubt, and was only pulled off by a merest financial hair’s breadth, with the Second World War crowding in on all sides.
( . . . )
Here was a visionary who began fomenting his design for a jet engine as early as 1927, and patented it in 1930, yet had to swim against the current after seeing his idea pooh-poohed by the UK's Air Ministry – which, upon seeing the blueprint in 1929, deemed it “impracticable.”
Undeterred, Whittle took his own path. In January 1936, he founded a private company, Power Jets Ltd, with aeronautical engineer Rolf Dudley Williams and retired RAF officer James Collingwood Tinling. With £2,000 of funding from O.T. Falk & Partners – an investment bank which was known for taking risks – the trio began converting what had been decried as fantasy into reality. That first blur of blades as the WU (Whittle Unit) screamed into life was followed by a series of leaps forward.
The Air Ministry placed its first order for Whittle’s brainwave in January 1940. The first jet-powered British plane took off from RAF Cranwell, Lincolnshire, on May 15, 1941. The rest is so much history.
None of this occurred in isolation. The story of the jet engine can never be told without mentions of Maxime Guillaume, who secured a French patent for a jet engine with a gas turbine in 1921 (no prototype was ever produced as it was beyond the scope of existing technology), and of Hans Von Ohain, who beat Whittle to the punch by building the first fully operational jet engine in 1939 as Germany chased advantages in the global conflict.
( . . . )
RAF = Royal Air Force
LEADBEATER, C. Adaptado de Frank Whittle and the invention of the jet engine: Six places to trace his genius. In: The Telegraph. Disponível em: <https://www.telegraph.co.uk/travel/destinations/europe/unitedkingdom/england/articles/frank-whittle-and-the-birth-of-the-jet-engine/>. Acesso em: 08/06/2018
Texto 3
THE DISCOVERY OF PENICILLIN—NEW INSIGHTS AFTER MORE THAN 75 YEARS OF CLINICAL USE
ABSTRACT
After just over 75 years of penicillin’s clinical use, the world can see that its impact was immediate and profound. In 1928, a chance event in Alexander Fleming’s London laboratory changed the course of medicine. However, the purification and first clinical use of penicillin would take more than a decade. Unprecedented United States/Great Britain cooperation to produce penicillin was incredibly successful by 1943. This success overshadowed efforts to produce penicillin during World War II in Europe, particularly in the Netherlands. Information about these efforts, available only in the last 10–15 years, provides new insights into the story of the first antibiotic. Researchers in the Netherlands produced penicillin using their own production methods and marketed it in 1946, which eventually increased the penicillin supply and decreased the price. The unusual serendipity involved in the discovery of penicillin demonstrates the difficulties in finding new antibiotics and should remind health professionals to expertly manage these extraordinary medicines.
( . . . )
GAYNES, R. The Discovery of Penicillin—New Insights After More Than 75 Years of Clinical Use. In: Science, 2017. Disponível em: <http://wwwnc.cdc.gov/eid/article/23/5/16-1556_article>. Acesso em: 26/06/2018.
Texto 2
CORPORATE CONTROL AND GLOBAL GOVERNANCE OF MARINE GENETIC RESOURCES
INTRODUCTION
The prospect of the ocean generating a new era of “blue growth” is increasingly finding its way into national and international policy documents around the world and has spurred a rush to claim ocean space and resources. If economic activities in coastal and offshore areas are to expand in an equitable and sustainable manner, in line with the Sustainable Development Goals (SDGs), progress is needed toward addressing multiple and potentially conflicting uses of ocean space within national jurisdictions, in addition to developing a consistent and transparent legal framework for the vast areas beyond national jurisdiction (ABNJ). These areas cover 64% of the world’s ocean and 47% of the Earth’s surface yet remain poorly understood or described.
Marine organisms have evolved to thrive in the extremes of pressure, temperature, chemistry, and darkness found in the ocean, resulting in unique adaptations that make them the object of commercial interest, particularly for biomedical and industrial applications. By 2025, the global market for marine biotechnology is projected to reach $6.4 billion, spanning a broad range of commercial purposes for the pharmaceutical, biofuel, and chemical industries. One way to ensure exclusive access to these potential economic benefits is through patents associated with “marine genetic resources” (MGRs). Although the term MGRs has never been formally described, it suggests a subset of “genetic resources”, which have been defined under the Convention on Biological Diversity (CBD) as “genetic material of actual or potential value”._(33)_. The adoption of the Nagoya Protocol in 2010 represented an important step within the international policy arena to define obligations associated with monetary and nonmonetary benefit sharing of genetic resources and their products sourced from within national jurisdictions. No such mechanism currently exists for ABNJ.
( . . . )
BLASIAK, R.; JOUFFRAY, JB.; WABNITZ, C.; SUNDSTROM, E. e OSTERBLOM, H. Adaptado de Corporate control and global governance of marine genetic resources. In: Science Advances. Disponível em <http://advances.sciencemag.org/ content/4/6/eaar5237.full>. Acesso em: 07/08/2018.
Texto 2
CORPORATE CONTROL AND GLOBAL GOVERNANCE OF MARINE GENETIC RESOURCES
INTRODUCTION
The prospect of the ocean generating a new era of “blue growth” is increasingly finding its way into national and international policy documents around the world and has spurred a rush to claim ocean space and resources. If economic activities in coastal and offshore areas are to expand in an equitable and sustainable manner, in line with the Sustainable Development Goals (SDGs), progress is needed toward addressing multiple and potentially conflicting uses of ocean space within national jurisdictions, in addition to developing a consistent and transparent legal framework for the vast areas beyond national jurisdiction (ABNJ). These areas cover 64% of the world’s ocean and 47% of the Earth’s surface yet remain poorly understood or described.
Marine organisms have evolved to thrive in the extremes of pressure, temperature, chemistry, and darkness found in the ocean, resulting in unique adaptations that make them the object of commercial interest, particularly for biomedical and industrial applications. By 2025, the global market for marine biotechnology is projected to reach $6.4 billion, spanning a broad range of commercial purposes for the pharmaceutical, biofuel, and chemical industries. One way to ensure exclusive access to these potential economic benefits is through patents associated with “marine genetic resources” (MGRs). Although the term MGRs has never been formally described, it suggests a subset of “genetic resources”, which have been defined under the Convention on Biological Diversity (CBD) as “genetic material of actual or potential value”._(33)_. The adoption of the Nagoya Protocol in 2010 represented an important step within the international policy arena to define obligations associated with monetary and nonmonetary benefit sharing of genetic resources and their products sourced from within national jurisdictions. No such mechanism currently exists for ABNJ.
( . . . )
BLASIAK, R.; JOUFFRAY, JB.; WABNITZ, C.; SUNDSTROM, E. e OSTERBLOM, H. Adaptado de Corporate control and global governance of marine genetic resources. In: Science Advances. Disponível em <http://advances.sciencemag.org/ content/4/6/eaar5237.full>. Acesso em: 07/08/2018.
Texto 2
CORPORATE CONTROL AND GLOBAL GOVERNANCE OF MARINE GENETIC RESOURCES
INTRODUCTION
The prospect of the ocean generating a new era of “blue growth” is increasingly finding its way into national and international policy documents around the world and has spurred a rush to claim ocean space and resources. If economic activities in coastal and offshore areas are to expand in an equitable and sustainable manner, in line with the Sustainable Development Goals (SDGs), progress is needed toward addressing multiple and potentially conflicting uses of ocean space within national jurisdictions, in addition to developing a consistent and transparent legal framework for the vast areas beyond national jurisdiction (ABNJ). These areas cover 64% of the world’s ocean and 47% of the Earth’s surface yet remain poorly understood or described.
Marine organisms have evolved to thrive in the extremes of pressure, temperature, chemistry, and darkness found in the ocean, resulting in unique adaptations that make them the object of commercial interest, particularly for biomedical and industrial applications. By 2025, the global market for marine biotechnology is projected to reach $6.4 billion, spanning a broad range of commercial purposes for the pharmaceutical, biofuel, and chemical industries. One way to ensure exclusive access to these potential economic benefits is through patents associated with “marine genetic resources” (MGRs). Although the term MGRs has never been formally described, it suggests a subset of “genetic resources”, which have been defined under the Convention on Biological Diversity (CBD) as “genetic material of actual or potential value”._(33)_. The adoption of the Nagoya Protocol in 2010 represented an important step within the international policy arena to define obligations associated with monetary and nonmonetary benefit sharing of genetic resources and their products sourced from within national jurisdictions. No such mechanism currently exists for ABNJ.
( . . . )
BLASIAK, R.; JOUFFRAY, JB.; WABNITZ, C.; SUNDSTROM, E. e OSTERBLOM, H. Adaptado de Corporate control and global governance of marine genetic resources. In: Science Advances. Disponível em <http://advances.sciencemag.org/ content/4/6/eaar5237.full>. Acesso em: 07/08/2018.
From Nail bars to car washes: how big
is the UK’s slavery problem?
by Annie Kelly
Does slavery exist in the UK?
More than 250 years since the end of the
transatlantic slave trade, there are close to 41
million people still trapped in some form of slavery
across the world today. Yet nobody really knows
the scale and how many victims or perpetrators of
this crime there are in Britain.
The data that has been released is inconsistent. The government believes there are about 13,000 victims of slavery in the UK, while earlier this year the Global Slavery Index released a much higher estimate of 136,000.
Statistics on slavery from the National Crime Agency note the number of people passed on to the government’s national referral mechanism (NRM), the process by which victims of slavery are identified and granted statutory support. While this data gives a good snapshot of what kinds of slavery are most prevalent and who is falling victim to exploiters, it doesn’t paint the whole picture. For every victim identified by the police, there will be many others who are not found and remain under the control of traffickers, pimps and gangmasters.
There are also many potential victims who don’t agree to go through the mechanism because they don’t trust the authorities, or are too scared to report their traffickers. Between 1 November 2015 and 30 June 2018, the government received notifications of 3,306 potential victims of modern slavery in England and Wales who were not referred to the NRM.
[…]
The police recorded 3,773 modern slavery offences between June 2017 and June 2018.
[…]
(Source: https://www.theguardian.com/global-development/2018/ oct/18/nail-bars-car-washes-uk-slavery-problem-anti-slavery-day. Access: 20/10/2018)
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