Questões de Inglês

TEXT

[1]   The Peruvian writer Mario Vargas Llosa,  

whose deeply political work vividly examines  

the perils of power and corruption in Latin  

America, won the 2010 Nobel Prize in  

[5] Literature on Thursday. 

  Mr. Vargas Llosa, 74, is one of the most  

celebrated writers of the Spanish-speaking  

world, an anti-totalitarian intellectual whose  

work covers the range of human experience,  

[10] whether it is ideology or eros. He is  

frequently mentioned with his contemporary  

Gabriel García Márquez, who won the  

literature Nobel in 1982, the last South  

American to do so. Mr. Vargas Llosa has  

[15] written more than 30 works of nonfiction,  

plays and novels, including "The Feast of the  

Goat" and "The War of the End of the World."  

  The prize is the first for a writer in the  

Spanish language in two decades, after  

[20] Octavio Paz of Mexico won in 1990. It renews  

attention on the Latin American writers who  

gained renown in the 1960s, like Julio  

Cortázar of Argentina and Carlos Fuentes of  

Mexico, who formed the region’s "boom  

[25]   generation."  

  During a news conference at the  

Instituto Cervantes in Manhattan on  

Thursday, Mr. Vargas Llosa, an elegant,  

dashing figure with silvery hair, appeared in  

[30] front of a crowd of giddy journalists, mostly  

Spanish-speaking, and Alejandro Toledo, the  

former president of Peru, who sat in the front  

row. Mr. Vargas Llosa is currently spending  

the semester in the United States, teaching  

[35] Latin American studies at Princeton.  

  Answering questions in English, Spanish  

and a bit of French, Mr. Vargas Llosa called  

the Nobel a recognition of the importance of  

Latin American literature and of the Spanish  

[40] language, which has acquired "a sort of  

citizenship in the world," he said.  

  The announcement of the prize was  

greeted largely with enthusiasm in Latin  

America, where Mr. Vargas Llosa is widely  

[45] admired for his literary greatness but is a  

divisive figure because of his conservative  

politics. He has frequently criticized leftist  

governments in the region, including those of  

Cuba and Venezuela.  

[50]  In Peru, members of Congress took to  

the floor to praise him. People celebrated in  

Arequipa, the provincial city where he was  

born, with Peruvian television showing a  

band playing the national anthem in the  

[55] streets.  

  Felipe Calderón, Mexico’s president,  

wrote in a Twitter message that the prize  

was cause for "Latin American pride."

  In selecting Mr. Vargas Llosa, the  

[60] Swedish Academy has once again made a  

literary choice tinged with politics, though  

this time from the right instead of the left.  

  Recent winners of the literature Nobel  

include Herta Müller, the Romanian-born  

[65] German novelist; Orhan Pamuk of Turkey;  

and Harold Pinter of Britain.  

  "It’s very difficult for a Latin American  

writer to avoid politics," Mr. Vargas Llosa said  

on Thursday. "Literature is an expression of  

[70] life, and you cannot eradicate politics from  

life."

  The previous Nobel laureate of the  

"boom generation," Mr. García Márquez of  

Colombia, won the prize after wide acclaim  

[75] for his masterpiece, "One Hundred Years of  

Solitude." In a twist worthy of one of Mr.  

Vargas Llosa’s subplots, Mr. García Márquez  

and Mr. Vargas Llosa, at one point close  

friends, had a violent falling out in 1976 in  

[80] Mexico City, which they have yet to patch up.  

  The news that Mr. Vargas Llosa had won  

the prize reached him early on Thursday  

morning, when he was working in his  

apartment in Manhattan, preparing to set out  

[85] on a walk through Central Park, he told a  

radio station in Peru. Initially, he thought it  

was a prank.  

  "It was a grand surprise," he said. "It’s a  

good way to start a New York day."  

From: www.nytimes.com/October 7, 2010. 

Among other Spanish language writers who have won the Nobel Prize in Literature, the text mentions

TEXT

[1]   The Peruvian writer Mario Vargas Llosa,  

whose deeply political work vividly examines  

the perils of power and corruption in Latin  

America, won the 2010 Nobel Prize in  

[5] Literature on Thursday. 

  Mr. Vargas Llosa, 74, is one of the most  

celebrated writers of the Spanish-speaking  

world, an anti-totalitarian intellectual whose  

work covers the range of human experience,  

[10] whether it is ideology or eros. He is  

frequently mentioned with his contemporary  

Gabriel García Márquez, who won the  

literature Nobel in 1982, the last South  

American to do so. Mr. Vargas Llosa has  

[15] written more than 30 works of nonfiction,  

plays and novels, including "The Feast of the  

Goat" and "The War of the End of the World."  

  The prize is the first for a writer in the  

Spanish language in two decades, after  

[20] Octavio Paz of Mexico won in 1990. It renews  

attention on the Latin American writers who  

gained renown in the 1960s, like Julio  

Cortázar of Argentina and Carlos Fuentes of  

Mexico, who formed the region’s "boom  

[25]   generation."  

  During a news conference at the  

Instituto Cervantes in Manhattan on  

Thursday, Mr. Vargas Llosa, an elegant,  

dashing figure with silvery hair, appeared in  

[30] front of a crowd of giddy journalists, mostly  

Spanish-speaking, and Alejandro Toledo, the  

former president of Peru, who sat in the front  

row. Mr. Vargas Llosa is currently spending  

the semester in the United States, teaching  

[35] Latin American studies at Princeton.  

  Answering questions in English, Spanish  

and a bit of French, Mr. Vargas Llosa called  

the Nobel a recognition of the importance of  

Latin American literature and of the Spanish  

[40] language, which has acquired "a sort of  

citizenship in the world," he said.  

  The announcement of the prize was  

greeted largely with enthusiasm in Latin  

America, where Mr. Vargas Llosa is widely  

[45] admired for his literary greatness but is a  

divisive figure because of his conservative  

politics. He has frequently criticized leftist  

governments in the region, including those of  

Cuba and Venezuela.  

[50]  In Peru, members of Congress took to  

the floor to praise him. People celebrated in  

Arequipa, the provincial city where he was  

born, with Peruvian television showing a  

band playing the national anthem in the  

[55] streets.  

  Felipe Calderón, Mexico’s president,  

wrote in a Twitter message that the prize  

was cause for "Latin American pride."

  In selecting Mr. Vargas Llosa, the  

[60] Swedish Academy has once again made a  

literary choice tinged with politics, though  

this time from the right instead of the left.  

  Recent winners of the literature Nobel  

include Herta Müller, the Romanian-born  

[65] German novelist; Orhan Pamuk of Turkey;  

and Harold Pinter of Britain.  

  "It’s very difficult for a Latin American  

writer to avoid politics," Mr. Vargas Llosa said  

on Thursday. "Literature is an expression of  

[70] life, and you cannot eradicate politics from  

life."

  The previous Nobel laureate of the  

"boom generation," Mr. García Márquez of  

Colombia, won the prize after wide acclaim  

[75] for his masterpiece, "One Hundred Years of  

Solitude." In a twist worthy of one of Mr.  

Vargas Llosa’s subplots, Mr. García Márquez  

and Mr. Vargas Llosa, at one point close  

friends, had a violent falling out in 1976 in  

[80] Mexico City, which they have yet to patch up.  

  The news that Mr. Vargas Llosa had won  

the prize reached him early on Thursday  

morning, when he was working in his  

apartment in Manhattan, preparing to set out  

[85] on a walk through Central Park, he told a  

radio station in Peru. Initially, he thought it  

was a prank.  

  "It was a grand surprise," he said. "It’s a  

good way to start a New York day."  

From: www.nytimes.com/October 7, 2010. 

As to the Sweedish Academy selection of Vargas Llosa, it is said that politically speaking, it 

TEXT

[1]   The Peruvian writer Mario Vargas Llosa,  

whose deeply political work vividly examines  

the perils of power and corruption in Latin  

America, won the 2010 Nobel Prize in  

[5] Literature on Thursday. 

  Mr. Vargas Llosa, 74, is one of the most  

celebrated writers of the Spanish-speaking  

world, an anti-totalitarian intellectual whose  

work covers the range of human experience,  

[10] whether it is ideology or eros. He is  

frequently mentioned with his contemporary  

Gabriel García Márquez, who won the  

literature Nobel in 1982, the last South  

American to do so. Mr. Vargas Llosa has  

[15] written more than 30 works of nonfiction,  

plays and novels, including "The Feast of the  

Goat" and "The War of the End of the World."  

  The prize is the first for a writer in the  

Spanish language in two decades, after  

[20] Octavio Paz of Mexico won in 1990. It renews  

attention on the Latin American writers who  

gained renown in the 1960s, like Julio  

Cortázar of Argentina and Carlos Fuentes of  

Mexico, who formed the region’s "boom  

[25]   generation."  

  During a news conference at the  

Instituto Cervantes in Manhattan on  

Thursday, Mr. Vargas Llosa, an elegant,  

dashing figure with silvery hair, appeared in  

[30] front of a crowd of giddy journalists, mostly  

Spanish-speaking, and Alejandro Toledo, the  

former president of Peru, who sat in the front  

row. Mr. Vargas Llosa is currently spending  

the semester in the United States, teaching  

[35] Latin American studies at Princeton.  

  Answering questions in English, Spanish  

and a bit of French, Mr. Vargas Llosa called  

the Nobel a recognition of the importance of  

Latin American literature and of the Spanish  

[40] language, which has acquired "a sort of  

citizenship in the world," he said.  

  The announcement of the prize was  

greeted largely with enthusiasm in Latin  

America, where Mr. Vargas Llosa is widely  

[45] admired for his literary greatness but is a  

divisive figure because of his conservative  

politics. He has frequently criticized leftist  

governments in the region, including those of  

Cuba and Venezuela.  

[50]  In Peru, members of Congress took to  

the floor to praise him. People celebrated in  

Arequipa, the provincial city where he was  

born, with Peruvian television showing a  

band playing the national anthem in the  

[55] streets.  

  Felipe Calderón, Mexico’s president,  

wrote in a Twitter message that the prize  

was cause for "Latin American pride."

  In selecting Mr. Vargas Llosa, the  

[60] Swedish Academy has once again made a  

literary choice tinged with politics, though  

this time from the right instead of the left.  

  Recent winners of the literature Nobel  

include Herta Müller, the Romanian-born  

[65] German novelist; Orhan Pamuk of Turkey;  

and Harold Pinter of Britain.  

  "It’s very difficult for a Latin American  

writer to avoid politics," Mr. Vargas Llosa said  

on Thursday. "Literature is an expression of  

[70] life, and you cannot eradicate politics from  

life."

  The previous Nobel laureate of the  

"boom generation," Mr. García Márquez of  

Colombia, won the prize after wide acclaim  

[75] for his masterpiece, "One Hundred Years of  

Solitude." In a twist worthy of one of Mr.  

Vargas Llosa’s subplots, Mr. García Márquez  

and Mr. Vargas Llosa, at one point close  

friends, had a violent falling out in 1976 in  

[80] Mexico City, which they have yet to patch up.  

  The news that Mr. Vargas Llosa had won  

the prize reached him early on Thursday  

morning, when he was working in his  

apartment in Manhattan, preparing to set out  

[85] on a walk through Central Park, he told a  

radio station in Peru. Initially, he thought it  

was a prank.  

  "It was a grand surprise," he said. "It’s a  

good way to start a New York day."  

From: www.nytimes.com/October 7, 2010. 

According to the text, reactions to the annoucement of Vargas Llosa’s Nobel in his home country included

  New York City closed several blocks of Broadway in 2009 to create a pedestrian plaza around Times Square - a much-publicized experiment that in February became permanent policy, even though it did not improve traffic flow as much as hoped. The Big Apple has also dabbled in shorter-term but larger-scale street closures, barring cars on a stretch of streets leading from the Brooklyn Bridge to Central Park on a series of summer Saturdays in 2008 and 2009. And on June 7, New York City Mayor Michael Bloomberg announced a somewhat less sexy but nonetheless significant change in the city's infrastructure, instituting dedicated bus-only lanes on Manhattan's East Side to speed transit up and down the island. 

  Each of the measures instituted in the U.S.'s largest city turns over what had been primarily automotive-ruled space to pedestrians, cyclists or mass transit. In doing so the city follows a trend that has caught on in Europe and Latin America - in some cases long ago - but that has been slow to take root in the U.S. If New York and other American cities such as Portland, Ore., prove to be on the vanguard domestically, the changes there could portend a shift in the way urbanites in the U.S. use their streets in the years and decades to come. 

  "It clearly is a trend," says Lester Brown, president of the nonprofit Earth Policy Institute in Washington, D.C. "I think there are many cities that are ahead on this. Several years ago I was in Stockholm, and already there were many blocks where cars were banned." 

  Brown points to Enrique Peñalosa, who served as mayor of Bogotá, Colombia, from 1998 to 2001, as a pioneer in the kinds of changes now reaching the U.S. "He's the one who really redefined things when he took office," Brown says. The city's bus rapid transit (BRT) network, TransMilenio, is in many ways more like a subway system, with its own median-protected lanes and station platforms for loading and unloading passengers. Similar BRT systems have sprung up in places such as Mexico City and Ahmedabad, India, giving over lanes of the road exclusively to bus traffic. 

  "Thinking about why these kinds of reclamation make sense, I always talk about the spatial efficiency of walking, biking and buses," says Paul White, executive director of the New York City nonprofit advocacy group Transportation Alternatives. "When you think about what cities are, they are defined by their density - by definition the space between buildings is limited." The car, he adds, is the lowest density mode of transportation; that is, a person traveling by car takes up far more space than someone on a bicycle or on a bus. "In many respects cities are all the same in terms of supply and demand," White says. "There's always more demand for street use than there are streets." 

  Looking forward, White sees a more malleable future for the way streets are used. With retractable barriers, city planners can create socalled time-flexible streets, which might be open to vehicle traffic during part of the day and pedestrian-only at other times. "You're accommodating peak use - that could be peak deliveries in the morning and peak pedestrian use during lunchtime," he says. "That's something I think you'll see more of, and something we're pushing for." 

By John Matson June 15, 2010, http://www.scientificamerican.com/article.cfm?id=car-free-streets, Acesso em 19/06/2010 (adapted) 

As expressões em NEGRITO nas orações a seguir, extraídas do primeiro parágrafo,

I. …even though it did not improve traffic flow as much as hoped.

II. …but nonetheless significant change in the city’s infrastructure,…

podem ser substituídas, respectivamente, por 

  New York City closed several blocks of Broadway in 2009 to create a pedestrian plaza around Times Square - a much-publicized experiment that in February became permanent policy, even though it did not improve traffic flow as much as hoped. The Big Apple has also dabbled in shorter-term but larger-scale street closures, barring cars on a stretch of streets leading from the Brooklyn Bridge to Central Park on a series of summer Saturdays in 2008 and 2009. And on June 7, New York City Mayor Michael Bloomberg announced a somewhat less sexy but nonetheless significant change in the city's infrastructure, instituting dedicated bus-only lanes on Manhattan's East Side to speed transit up and down the island. 

  Each of the measures instituted in the U.S.'s largest city turns over what had been primarily automotive-ruled space to pedestrians, cyclists or mass transit. In doing so the city follows a trend that has caught on in Europe and Latin America - in some cases long ago - but that has been slow to take root in the U.S. If New York and other American cities such as Portland, Ore., prove to be on the vanguard domestically, the changes there could portend a shift in the way urbanites in the U.S. use their streets in the years and decades to come. 

  "It clearly is a trend," says Lester Brown, president of the nonprofit Earth Policy Institute in Washington, D.C. "I think there are many cities that are ahead on this. Several years ago I was in Stockholm, and already there were many blocks where cars were banned." 

  Brown points to Enrique Peñalosa, who served as mayor of Bogotá, Colombia, from 1998 to 2001, as a pioneer in the kinds of changes now reaching the U.S. "He's the one who really redefined things when he took office," Brown says. The city's bus rapid transit (BRT) network, TransMilenio, is in many ways more like a subway system, with its own median-protected lanes and station platforms for loading and unloading passengers. Similar BRT systems have sprung up in places such as Mexico City and Ahmedabad, India, giving over lanes of the road exclusively to bus traffic. 

  "Thinking about why these kinds of reclamation make sense, I always talk about the spatial efficiency of walking, biking and buses," says Paul White, executive director of the New York City nonprofit advocacy group Transportation Alternatives. "When you think about what cities are, they are defined by their density - by definition the space between buildings is limited." The car, he adds, is the lowest density mode of transportation; that is, a person traveling by car takes up far more space than someone on a bicycle or on a bus. "In many respects cities are all the same in terms of supply and demand," White says. "There's always more demand for street use than there are streets." 

  Looking forward, White sees a more malleable future for the way streets are used. With retractable barriers, city planners can create socalled time-flexible streets, which might be open to vehicle traffic during part of the day and pedestrian-only at other times. "You're accommodating peak use - that could be peak deliveries in the morning and peak pedestrian use during lunchtime," he says. "That's something I think you'll see more of, and something we're pushing for." 

By John Matson June 15, 2010, http://www.scientificamerican.com/article.cfm?id=car-free-streets, Acesso em 19/06/2010 (adapted) 

De acordo com o texto, 

  New York City closed several blocks of Broadway in 2009 to create a pedestrian plaza around Times Square - a much-publicized experiment that in February became permanent policy, even though it did not improve traffic flow as much as hoped. The Big Apple has also dabbled in shorter-term but larger-scale street closures, barring cars on a stretch of streets leading from the Brooklyn Bridge to Central Park on a series of summer Saturdays in 2008 and 2009. And on June 7, New York City Mayor Michael Bloomberg announced a somewhat less sexy but nonetheless significant change in the city's infrastructure, instituting dedicated bus-only lanes on Manhattan's East Side to speed transit up and down the island. 

  Each of the measures instituted in the U.S.'s largest city turns over what had been primarily automotive-ruled space to pedestrians, cyclists or mass transit. In doing so the city follows a trend that has caught on in Europe and Latin America - in some cases long ago - but that has been slow to take root in the U.S. If New York and other American cities such as Portland, Ore., prove to be on the vanguard domestically, the changes there could portend a shift in the way urbanites in the U.S. use their streets in the years and decades to come. 

  "It clearly is a trend," says Lester Brown, president of the nonprofit Earth Policy Institute in Washington, D.C. "I think there are many cities that are ahead on this. Several years ago I was in Stockholm, and already there were many blocks where cars were banned." 

  Brown points to Enrique Peñalosa, who served as mayor of Bogotá, Colombia, from 1998 to 2001, as a pioneer in the kinds of changes now reaching the U.S. "He's the one who really redefined things when he took office," Brown says. The city's bus rapid transit (BRT) network, TransMilenio, is in many ways more like a subway system, with its own median-protected lanes and station platforms for loading and unloading passengers. Similar BRT systems have sprung up in places such as Mexico City and Ahmedabad, India, giving over lanes of the road exclusively to bus traffic. 

  "Thinking about why these kinds of reclamation make sense, I always talk about the spatial efficiency of walking, biking and buses," says Paul White, executive director of the New York City nonprofit advocacy group Transportation Alternatives. "When you think about what cities are, they are defined by their density - by definition the space between buildings is limited." The car, he adds, is the lowest density mode of transportation; that is, a person traveling by car takes up far more space than someone on a bicycle or on a bus. "In many respects cities are all the same in terms of supply and demand," White says. "There's always more demand for street use than there are streets." 

  Looking forward, White sees a more malleable future for the way streets are used. With retractable barriers, city planners can create socalled time-flexible streets, which might be open to vehicle traffic during part of the day and pedestrian-only at other times. "You're accommodating peak use - that could be peak deliveries in the morning and peak pedestrian use during lunchtime," he says. "That's something I think you'll see more of, and something we're pushing for." 

By John Matson June 15, 2010, http://www.scientificamerican.com/article.cfm?id=car-free-streets, Acesso em 19/06/2010 (adapted) 

De acordo com o texto,