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Comentadas sobre interpretação de texto | reading comprehension em inglês
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Jorge Mario Pedro Vargas Llosa, was born on March 28, 1936, in the Peruvian provincial city of Arequipa. He is a writer, politician, journalist, essayist, and Nobel Prize laureate. Vargas Llosa is one of Latin America's most significant novelists and essayists, and one of the leading authors of his generation. Some critics consider him to have had a larger international impact and worldwide audience than any other writer of the Latin American Boom. He was awarded the 2010 Nobel Prize in Literature "for his cartography of structures of power and his trenchant images of the individual's resistance, revolt, and defeat".
Vargas Llosa rose to fame in the 1960s with novels such as The Time of the Hero (La ciudad y los perros, literally The City and the Dogs, 1963/1966), The Green House (La casa verde, 1965/1968), and the monumental Conversation in the Cathedral (Conversación en la catedral, 1969/1975). He writes prolifically across an array of literary genres, including literary criticism and journalism. His novels include comedies, murder mysteries, historical novels, and political thrillers. Several, such as Captain Pantoja and the Special Service (1973/1978) and Aunt Julia and the Scriptwriter (1977/1982), have been adapted as feature films.
Many of Vargas Llosa's works are influenced by the writer's perception of Peruvian society and his own experiences as a native Peruvian. Increasingly, however, he has expanded his range, and tackled themes that arise from other parts of the world. Another change over the course of his career has been a shift from a style and approach associated with literary modernism, to a sometimes playful postmodernism.
Like many Latin American authors, Vargas Llosa has been politically active throughout his career; over the course of his life, he has gradually moved from the political left towards liberalism or neoliberalism, a definitively more conservative political position. While he initially supported the Cuban revolutionary government of Fidel Castro, Vargas Llosa later became disenchanted with the Cuban dictator and his authoritarian regime. He ran for the Peruvian presidency in 1990 with the center-right Frente Democrático (FREDEMO) coalition, advocating neoliberal reforms.
(Adapted from www.wikipedia.org)
IX. Ascensão de Vasco da Gama
Os deuses da tormenta e os gigantes da terra Suspendem de repente o ódio da sua guerra E pasmam. Pelo vale onde se ascende aos céus Surge um silêncio, e vai, da névoa ondeando os véus, Primeiro um movimento e depois um assombro. Ladeiam-no, ao durar, os medos, ombro a ombro, E ao longe o rastro ruge em nuvens e clarões
Embaixo, onde a terra é, o pastor gela, e a flauta Cai-lhe, e em êxtase vê, à luz de mil trovões, O céu abrir o abismo à alma do Argonauta.
(PESSOA, Fernando. Mensagem. 2. ed. 1. reim. São
Paulo: Martin Claret, 2009. p. 47.)
(SMITH, David. Internet Addiction ‘is an illness’. The Observer. 28 March 2008. Adapted from: http://www. guardian.co.uk/technology/2008/mar/23/news.internet. Accessed on: 2 April 2011.)
Some traffic engineers have attempted to apply the rules of fluid dynamics to traffic flow, likening it to the flow of a fluid in a pipe. Congestion simulations and real-time observations have shown that in heavy but free flowing traffic, jams can arise spontaneously, triggered by minor events (“butterfly effects"), such as an abrupt steering maneuver by a single motorist. Traffic scientists liken such a situation to the sudden freezing of supercooled fluid. However, unlike a fluid, traffic flow is often affected by signals or other events at junctions that periodically affect the smooth flow of traffic. Alternative mathematical theories exist, such as Boris Kerner's three phase traffic theory.
Because of the poor correlation of theoretical models to actual observed traffic flows, transportation planners and highway engineers attempt to forecast traffic flow using empirical models. Their working traffic models typically use a combination of macro-, micro- and mesoscopic features, and may add matrix entropy effects, by “platooning" groups of vehicles and by randomising the flow patterns within individual segments of the network.
( http://www.time.com/time/world/article/0,8599,1733872,00.html. Acesso em 20.12.2008.)
De acordo com o texto,
BY ISAAC STONE FISH
ASIA IN THE CATEGORY of the world's sexiest politicians, China's dour communist apparatchiks1 would seem to be far behind America's legendary ladies' men presidents and Europe's bunga-bunga leaders. But a survey released in December by the All-China Women's Federation found that a Middle Kingdom mandarin is the top pick for an ideal partner among Chinese women.
What's the appeal? (It can't be the ill-fitting suits.) It's money, money, money. While government officials receive a modest salary – well under $1,000 a month- they can usually leverage their position for personal gain, often through shady means. A corrupt vice district head in Beijing was recently arrested for accumulating more than $ 6,5 million; in other cases the perks have reached into the hundreds of millions. And even for officials who aren't skimming off the top, a government job (and the attendant legal perks) provides a level of security that's quite desirable for China's marriage-minded ladies, especially compared with a less stable position at a state-owned or private company.
There's also the growing reputation of Chinese government officials as a particularly virile lot. China's state-owned press often titillates readers with tales of bureaucratic sex scandals: in one major story last year, a provincial tobacco-bureau chief's diary was leaked online, with page after page of prurient details about his trysts2 with young beauties (including fellow government employees). The public's reaction was generally sympathetic to the cad. One prominent blogger maintained the bureau chief was a good official because he managed to spend some time with his wife despite the womanizing, took less than $10,000 in bribes, and didn't visit prostitutes. In other words, a real catch. In a survey on the blogger's site, almost all the more than 100,000 respondents thought the official should keep his job. That's sex appeal – and popular appeal.
( Newsweek, February 7, 2011.)
apparatchiks1 : burocratas do partido comunista chinês
trysts2 : encontros secretos
BY ISAAC STONE FISH
ASIA IN THE CATEGORY of the world's sexiest politicians, China's dour communist apparatchiks1 would seem to be far behind America's legendary ladies' men presidents and Europe's bunga-bunga leaders. But a survey released in December by the All-China Women's Federation found that a Middle Kingdom mandarin is the top pick for an ideal partner among Chinese women.
What's the appeal? (It can't be the ill-fitting suits.) It's money, money, money. While government officials receive a modest salary – well under $1,000 a month- they can usually leverage their position for personal gain, often through shady means. A corrupt vice district head in Beijing was recently arrested for accumulating more than $ 6,5 million; in other cases the perks have reached into the hundreds of millions. And even for officials who aren't skimming off the top, a government job (and the attendant legal perks) provides a level of security that's quite desirable for China's marriage-minded ladies, especially compared with a less stable position at a state-owned or private company.
There's also the growing reputation of Chinese government officials as a particularly virile lot. China's state-owned press often titillates readers with tales of bureaucratic sex scandals: in one major story last year, a provincial tobacco-bureau chief's diary was leaked online, with page after page of prurient details about his trysts2 with young beauties (including fellow government employees). The public's reaction was generally sympathetic to the cad. One prominent blogger maintained the bureau chief was a good official because he managed to spend some time with his wife despite the womanizing, took less than $10,000 in bribes, and didn't visit prostitutes. In other words, a real catch. In a survey on the blogger's site, almost all the more than 100,000 respondents thought the official should keep his job. That's sex appeal – and popular appeal.
( Newsweek, February 7, 2011.)
apparatchiks1 : burocratas do partido comunista chinês
trysts2 : encontros secretos
BY ISAAC STONE FISH
ASIA IN THE CATEGORY of the world's sexiest politicians, China's dour communist apparatchiks1 would seem to be far behind America's legendary ladies' men presidents and Europe's bunga-bunga leaders. But a survey released in December by the All-China Women's Federation found that a Middle Kingdom mandarin is the top pick for an ideal partner among Chinese women.
What's the appeal? (It can't be the ill-fitting suits.) It's money, money, money. While government officials receive a modest salary – well under $1,000 a month- they can usually leverage their position for personal gain, often through shady means. A corrupt vice district head in Beijing was recently arrested for accumulating more than $ 6,5 million; in other cases the perks have reached into the hundreds of millions. And even for officials who aren't skimming off the top, a government job (and the attendant legal perks) provides a level of security that's quite desirable for China's marriage-minded ladies, especially compared with a less stable position at a state-owned or private company.
There's also the growing reputation of Chinese government officials as a particularly virile lot. China's state-owned press often titillates readers with tales of bureaucratic sex scandals: in one major story last year, a provincial tobacco-bureau chief's diary was leaked online, with page after page of prurient details about his trysts2 with young beauties (including fellow government employees). The public's reaction was generally sympathetic to the cad. One prominent blogger maintained the bureau chief was a good official because he managed to spend some time with his wife despite the womanizing, took less than $10,000 in bribes, and didn't visit prostitutes. In other words, a real catch. In a survey on the blogger's site, almost all the more than 100,000 respondents thought the official should keep his job. That's sex appeal – and popular appeal.
( Newsweek, February 7, 2011.)
apparatchiks1 : burocratas do partido comunista chinês
trysts2 : encontros secretos
Sustainable flight
TAM was the first airline in South America to carry out an experimental flight using biofuel on November 22, 2010. Produced from the oil of 100% domestic nettlespurge, known in Portuguese as pinhão-manso, it reduces carbon emissions by between 65% and 80% compared with petroleum-derived kerosene, according to research. Besides, the plant does not threatens the food chain, as it is not edible for humans nor animals. “Compared with other biofuels, the fuel from this plant is very promising for the Brazilian scenario,” says Paulus Figueiredo, TAM’s fuel manager. The next step in the project is to implement a farming unit, in reduced scale, at TAM’s Technological Center in São Carlos (SP), exclusively to conduct studies and make better cultivation techniques viable. “The objective is to carry out studies concerning technical and economic viability to build a biofuel Brazilian platform based on nettlespurge,” explains TAM’s CEO, Líbano Barroso. The experimental flight was a joint effort between TAM, Airbus, CFM International (joint venture between U.S.’s GE and the French Safran Group) and Air BP. The trip was authorized by Brazil’s National Civil Aviation Agency (ANAC) and by the European Aviation Safety Agency (EASA).
(TAM News, January 2011. Adaptado.)
Sustainable flight
TAM was the first airline in South America to carry out an experimental flight using biofuel on November 22, 2010. Produced from the oil of 100% domestic nettlespurge, known in Portuguese as pinhão-manso, it reduces carbon emissions by between 65% and 80% compared with petroleum-derived kerosene, according to research. Besides, the plant does not threatens the food chain, as it is not edible for humans nor animals. “Compared with other biofuels, the fuel from this plant is very promising for the Brazilian scenario,” says Paulus Figueiredo, TAM’s fuel manager. The next step in the project is to implement a farming unit, in reduced scale, at TAM’s Technological Center in São Carlos (SP), exclusively to conduct studies and make better cultivation techniques viable. “The objective is to carry out studies concerning technical and economic viability to build a biofuel Brazilian platform based on nettlespurge,” explains TAM’s CEO, Líbano Barroso. The experimental flight was a joint effort between TAM, Airbus, CFM International (joint venture between U.S.’s GE and the French Safran Group) and Air BP. The trip was authorized by Brazil’s National Civil Aviation Agency (ANAC) and by the European Aviation Safety Agency (EASA).
(TAM News, January 2011. Adaptado.)
Sustainable flight
TAM was the first airline in South America to carry out an experimental flight using biofuel on November 22, 2010. Produced from the oil of 100% domestic nettlespurge, known in Portuguese as pinhão-manso, it reduces carbon emissions by between 65% and 80% compared with petroleum-derived kerosene, according to research. Besides, the plant does not threatens the food chain, as it is not edible for humans nor animals. “Compared with other biofuels, the fuel from this plant is very promising for the Brazilian scenario,” says Paulus Figueiredo, TAM’s fuel manager. The next step in the project is to implement a farming unit, in reduced scale, at TAM’s Technological Center in São Carlos (SP), exclusively to conduct studies and make better cultivation techniques viable. “The objective is to carry out studies concerning technical and economic viability to build a biofuel Brazilian platform based on nettlespurge,” explains TAM’s CEO, Líbano Barroso. The experimental flight was a joint effort between TAM, Airbus, CFM International (joint venture between U.S.’s GE and the French Safran Group) and Air BP. The trip was authorized by Brazil’s National Civil Aviation Agency (ANAC) and by the European Aviation Safety Agency (EASA).
(TAM News, January 2011. Adaptado.)
Sustainable flight
TAM was the first airline in South America to carry out an experimental flight using biofuel on November 22, 2010. Produced from the oil of 100% domestic nettlespurge, known in Portuguese as pinhão-manso, it reduces carbon emissions by between 65% and 80% compared with petroleum-derived kerosene, according to research. Besides, the plant does not threatens the food chain, as it is not edible for humans nor animals. “Compared with other biofuels, the fuel from this plant is very promising for the Brazilian scenario,” says Paulus Figueiredo, TAM’s fuel manager. The next step in the project is to implement a farming unit, in reduced scale, at TAM’s Technological Center in São Carlos (SP), exclusively to conduct studies and make better cultivation techniques viable. “The objective is to carry out studies concerning technical and economic viability to build a biofuel Brazilian platform based on nettlespurge,” explains TAM’s CEO, Líbano Barroso. The experimental flight was a joint effort between TAM, Airbus, CFM International (joint venture between U.S.’s GE and the French Safran Group) and Air BP. The trip was authorized by Brazil’s National Civil Aviation Agency (ANAC) and by the European Aviation Safety Agency (EASA).
(TAM News, January 2011. Adaptado.)
The aviation industry has seen huge growth since its beginning. Today, more than two billion people enjoy the social and economical benefits of flight each year. The ability to fly conveniently and efficiently between nations has been a catalyst for the global economy and has shrunk cultural barriers like no other transport sector. But this progress comes at a cost.
In 2008, the commercial aviation industry produced 677 million tones of carbon dioxide (CO2 ). This is around 2% of the total man-made CO2 emissions of more than 34 billion tones. While this amount is smaller compared with other industry sectors, such as power generation and ground transport, these industries have viable alternative energy sources currently available. For example, the power generation industry can look to wind, hydro, nuclear and solar technologies to make electricity without producing much CO2 . Cars and buses can run on hybrid, flexible fuel engines or electricity.
-powered trains can replace
locomotives.
The aviation industry has identified the development of biofuels as one of the major ways it can reduce its greenhouse gas emissions. Biofuels provide aviation with the capability to partially, and perhaps one day fully, replace carbon-intensive petroleum fuels. They will, over time, enable the industry to reduce its carbon footprint significantly.
The aviation industry has seen huge growth since its beginning. Today, more than two billion people enjoy the social and economical benefits of flight each year. The ability to fly conveniently and efficiently between nations has been a catalyst for the global economy and has shrunk cultural barriers like no other transport sector. But this progress comes at a cost.
In 2008, the commercial aviation industry produced 677 million tones of carbon dioxide (CO2 ). This is around 2% of the total man-made CO2 emissions of more than 34 billion tones. While this amount is smaller compared with other industry sectors, such as power generation and ground transport, these industries have viable alternative energy sources currently available. For example, the power generation industry can look to wind, hydro, nuclear and solar technologies to make electricity without producing much CO2 . Cars and buses can run on hybrid, flexible fuel engines or electricity.
-powered trains can replace
locomotives.
The aviation industry has identified the development of biofuels as one of the major ways it can reduce its greenhouse gas emissions. Biofuels provide aviation with the capability to partially, and perhaps one day fully, replace carbon-intensive petroleum fuels. They will, over time, enable the industry to reduce its carbon footprint significantly.
The aviation industry has seen huge growth since its beginning. Today, more than two billion people enjoy the social and economical benefits of flight each year. The ability to fly conveniently and efficiently between nations has been a catalyst for the global economy and has shrunk cultural barriers like no other transport sector. But this progress comes at a cost.
In 2008, the commercial aviation industry produced 677 million tones of carbon dioxide (CO2 ). This is around 2% of the total man-made CO2 emissions of more than 34 billion tones. While this amount is smaller compared with other industry sectors, such as power generation and ground transport, these industries have viable alternative energy sources currently available. For example, the power generation industry can look to wind, hydro, nuclear and solar technologies to make electricity without producing much CO2 . Cars and buses can run on hybrid, flexible fuel engines or electricity.
-powered trains can replace
locomotives.
The aviation industry has identified the development of biofuels as one of the major ways it can reduce its greenhouse gas emissions. Biofuels provide aviation with the capability to partially, and perhaps one day fully, replace carbon-intensive petroleum fuels. They will, over time, enable the industry to reduce its carbon footprint significantly.
The aviation industry has seen huge growth since its beginning. Today, more than two billion people enjoy the social and economical benefits of flight each year. The ability to fly conveniently and efficiently between nations has been a catalyst for the global economy and has shrunk cultural barriers like no other transport sector. But this progress comes at a cost.
In 2008, the commercial aviation industry produced 677 million tones of carbon dioxide (CO2 ). This is around 2% of the total man-made CO2 emissions of more than 34 billion tones. While this amount is smaller compared with other industry sectors, such as power generation and ground transport, these industries have viable alternative energy sources currently available. For example, the power generation industry can look to wind, hydro, nuclear and solar technologies to make electricity without producing much CO2 . Cars and buses can run on hybrid, flexible fuel engines or electricity.
-powered trains can replace
locomotives.
The aviation industry has identified the development of biofuels as one of the major ways it can reduce its greenhouse gas emissions. Biofuels provide aviation with the capability to partially, and perhaps one day fully, replace carbon-intensive petroleum fuels. They will, over time, enable the industry to reduce its carbon footprint significantly.
The aviation industry has seen huge growth since its beginning. Today, more than two billion people enjoy the social and economical benefits of flight each year. The ability to fly conveniently and efficiently between nations has been a catalyst for the global economy and has shrunk cultural barriers like no other transport sector. But this progress comes at a cost.
In 2008, the commercial aviation industry produced 677 million tones of carbon dioxide (CO2 ). This is around 2% of the total man-made CO2 emissions of more than 34 billion tones. While this amount is smaller compared with other industry sectors, such as power generation and ground transport, these industries have viable alternative energy sources currently available. For example, the power generation industry can look to wind, hydro, nuclear and solar technologies to make electricity without producing much CO2 . Cars and buses can run on hybrid, flexible fuel engines or electricity.
-powered trains can replace
locomotives.
The aviation industry has identified the development of biofuels as one of the major ways it can reduce its greenhouse gas emissions. Biofuels provide aviation with the capability to partially, and perhaps one day fully, replace carbon-intensive petroleum fuels. They will, over time, enable the industry to reduce its carbon footprint significantly.
Instrução: Leia o texto para responder à questão.
I started to run because I felt desperately unfit. But the biggest pay-off for me was – and still is – the deep relaxation that I achieve by taking exercise. It tires me out but I find that it does calm me down. When I started running seven years ago, I could manage only 400 meters before I had to stop. Breathless and aching, I walked the next quarter of a mile, alternating these two activities for a couple of kilometers.
When I started to jog I never dreamt of running in a marathon, but a few years later I realized that if I trained for it, the London Marathon, one of the biggest British sporting events, would be within my reach. My story shows that an unfit 39-year-old, as I was when I started running, who had taken no serious exercise for twenty years, can do the marathon – and that this is a sport in which women can beat men. But is it crazy to do it? Does it make sense to run in the expectation of becoming healthier?
My advice is: if you are under forty, healthy and feel well, you can begin as I did by jogging gently until you are out of breath, then walking, and alternating the two for about three kilometers. Build up the jogging in stages until you can do the whole distance comfortably.
(Headway Intermediate – Student’s Book. Oxford University Press.
Adaptado.)
Instrução: Leia o texto para responder à questão.
I started to run because I felt desperately unfit. But the biggest pay-off for me was – and still is – the deep relaxation that I achieve by taking exercise. It tires me out but I find that it does calm me down. When I started running seven years ago, I could manage only 400 meters before I had to stop. Breathless and aching, I walked the next quarter of a mile, alternating these two activities for a couple of kilometers.
When I started to jog I never dreamt of running in a marathon, but a few years later I realized that if I trained for it, the London Marathon, one of the biggest British sporting events, would be within my reach. My story shows that an unfit 39-year-old, as I was when I started running, who had taken no serious exercise for twenty years, can do the marathon – and that this is a sport in which women can beat men. But is it crazy to do it? Does it make sense to run in the expectation of becoming healthier?
My advice is: if you are under forty, healthy and feel well, you can begin as I did by jogging gently until you are out of breath, then walking, and alternating the two for about three kilometers. Build up the jogging in stages until you can do the whole distance comfortably.
(Headway Intermediate – Student’s Book. Oxford University Press.
Adaptado.)
Instrução: Leia o texto para responder à questão.
I started to run because I felt desperately unfit. But the biggest pay-off for me was – and still is – the deep relaxation that I achieve by taking exercise. It tires me out but I find that it does calm me down. When I started running seven years ago, I could manage only 400 meters before I had to stop. Breathless and aching, I walked the next quarter of a mile, alternating these two activities for a couple of kilometers.
When I started to jog I never dreamt of running in a marathon, but a few years later I realized that if I trained for it, the London Marathon, one of the biggest British sporting events, would be within my reach. My story shows that an unfit 39-year-old, as I was when I started running, who had taken no serious exercise for twenty years, can do the marathon – and that this is a sport in which women can beat men. But is it crazy to do it? Does it make sense to run in the expectation of becoming healthier?
My advice is: if you are under forty, healthy and feel well, you can begin as I did by jogging gently until you are out of breath, then walking, and alternating the two for about three kilometers. Build up the jogging in stages until you can do the whole distance comfortably.
(Headway Intermediate – Student’s Book. Oxford University Press.
Adaptado.)
According to this cartoon, the man
Conheça nossos planos