À procura da identidade de Heinz : um modelo de compreensão da motivação moral

RESUMO: As teorias psicológicas da moralidade dividem-se na conceptualização da motivação moral, o tema desta dissertação. Os modelos construtivistas, apoiados na epistemologia genética, privilegiam a cognição como factor determinante mas, as teorias que enfatizam o funcionamento individual admitem que as emoções e a identidade interferem na tendência de cada pessoa agir moralmente. Particularmente apoiados na segunda perspectiva, testámos um modelo preditor da motivação moral com três variáveis, identidade, identidade moral e integridade, todas avaliadas por medidas psicométricas, em duas amostras. A primeira era composta por 320 estudantes do 12º ano de uma escola do concelho de Lisboa, com idades compreendidas entre 18 e 20 anos (M=18,22; Dp=0,49), 108 masculinos e 194 femininos e a segunda era composta por 174 sujeitos, estudantes finalistas de cursos profissionais de uma escola do concelho de Lisboa frequentada por alunos provenientes de ambientes sociais caracterizados pelo stresse sócio-económico e familiar, e até, em bastantes casos, que já tinham participado em actos ilegais relacionados com furto, vandalismo, tráfico de drogas, e agressões, com idades compreendidas entre 18 e 22 anos (M=18,98; Dp=1,075), 104 masculinos e 70 femininos. A primeira amostra foi considerada normativa e a segunda de risco psicossocial. Para avaliar a motivação moral foi construída uma medida que incluiu dois aspectos: a consciência moral, relativa à avaliação objectiva e subjectiva que os indivíduos fazem das situações morais que através de processos de análise de conteúdo foi distinguida em três categorias exclusivas: não transgressão, transgressão relativizada e transgressão; e a autoatribuição de emoções que indica a probabilidade objectiva dos indivíduos cometerem acções morais. Foi verificada a existência de diferenças individuais em ambas as medidas da motivação moral e, também, a existência de diferenças na atribuição de emoções em função da consciência moral: os sujeitos da categoria transgressão apresentaram atribuições mais negativas do que os sujeitos de transgressão relativizada e estes, por sua vez, apresentaram atribuições mais negativas que os sujeitos da categoria não transgressão. Estes resultados confirmam o papel da identidade na motivação moral. A análise da predição confirmou que a integridade, a identidade e a identidade moral, em ordem decrescente de capacidade explicativa, constituem factores preditores tanto da consciência moral como da auto-atribuição de emoções. ABSTRACT: Moral motivation, the subject of this thesis, is differently viewed by several psychological perspectives. Constructivist models supported by genetic epistemology define cognition as the determinant factor while theories that emphasize individual functioning admit that emotions and identity have a central role in the way that persons could morally act. Particularly supported in this second approach we tested a predictive model of moral motivation with three variables, identity, moral identity and integrity, all evaluated by psychometric scales, in two samples. The first sample had 320 graduate high school students with age between 18 and 20 (M=18,22; SD=0,49), 108 male and 194 female and the second sample had 174 graduate students of vocational courses in high school of a risk social and familiar environment, many of them had already done illegal acts such as stealing, vandalism, drug traffic and aggressions; they had ages between 18 and 22 (M=18,98; SD=1,08), 104 male and 70 female. The first sample was considered normative and the second one was classified as psychosocial risk. To evaluate moral motivation we developed a measure that assesses two aspects: moral conscience, who includes both objective and subjective evaluation of moral situations that was distinguished in three exclusive categories by procedures of content analysis: non-transgression, justifiable transgression and transgression; and self-attribution of emotion that indicates the likelihood of committing moral actions. We observed individual differences in both measurements of moral motivation and also verified differences in emotional attribution on the basis of moral conscience: the individuals of transgression category presented more negative attributions than those of justifiable transgression and in turn the latter presented more negative attributions than individuals of non-transgression category. These results confirm the role of identity in moral motivation. The predictor analysis confirmed integrity, identity and moral identity, in descending order of explanatory power, as predictive variables of moral consciousness and self-attribution of emotions.

Estratégias de resolução de conflitos em adolescentes angolanos e portugueses

Pretendemos estudar situações de conflito interpessoal e sócio-moral e comparar as estratégias de resolução que são escolhidas por adolescentes de contextos culturais diferentes. Participaram no estudo 89 adolescentes, 44 portugueses e 45 angolanos, com idades compreendidas entre os 14 e os 16 anos, distribuídos de forma equivalente pelos dois géneros. Foram construídos quatro dilemas que configuram situações de conflito interpessoal e moral habituais entre adolescentes (humilhação, inveja, rivalidade entre grupos e traição amorosa) e foram utilizadas quatro medidas, atribuição de comportamento e de emoção, perceção de ganhos e antecipação de custos. Os resultados revelaram que a escolha de estratégias de resolução de conflitos interpessoais (agressão física, agressão verbal, indiferença, negociação e outras) é insensível ao género, mas varia inter-medidas nas histórias de inveja e de traição, varia com o conteúdo sócio-moral das situações, sobretudo entre a história de traição amorosa e as outras histórias, e varia inter-culturas também para a história de traição, onde se verificam diferenças estatísticas nas três medidas. Os resultados mostram ainda que os adolescentes têm dificuldade em antecipar os custos associados às estratégias de resolução de conflitos interpessoais, pois optam maioritariamente por não responder a esta questão.

A prática do interacionismo sociodiscursivo da língua portuguesa escrita : projeto de reescrita textual

A dificuldade na produção da língua portuguesa escrita e a constante desmotivação dos alunos para escrever tem sido a grande preocupação dos educadores. Seguimos como fundamentação teórica da língua portuguesa escrita o interacionismo sociodiscursivo na abordagem da teoria de Bronckart e Bakhtin, o gênero discursivo segundo Bakhtin e a teoria do Habitus na concepção de Bourdieu, na intenção de reconhecer na língua escrita a manifestação concreta da competência linguística dos textos escolares e dos contextos sociais. Nessa perspectiva pretendemos analisar a prática interacionista sociodiscursiva e cognitiva da língua portuguesa escrita a partir dos textos dos alunos do ensino médio, e da reescrita dos textos de acordo com as orientações realizadas pelo professor. Conhecer o interacionismo sociodiscursivo na prática, nas produções textuais escritas dos alunos, foi o grande desafio da pesquisa. A partir da parte empírica foi possível verificar que os textos reescritos apresentaram avanço em vários aspectos, já que alguns alunos conseguiram sobressair em quesitos esperados pelo professor, mas outros alunos permaneceram presos ao primeiro texto sem modificação na estrutura ou argumentação, limitando-se às correções gramaticais. Nenhum aluno ousou recorrer a numa nova argumentação, ou ainda a uma nova estratégia em defesa dos argumentos propostos. Percebese a necessidade de novos caminhos que direcionem o professor em suas correções textuais capazes de motivarem os alunos a refletirem e que permitam que os alunos recorram à interação com o professor para melhorarem de maneira consciente as suas produções textuais.

A Gestão Documental na Autoridade Portuária de Barcelona

Este relatório de estágio representa o trabalho desenvolvido na Autoritat Portuària de Barcelona (APB), mais precisamente no Centro de Documentação da Autoridade Portuária de Barcelona, num período de 150 horas, onde tive a oportunidade de passar pelos diferentes serviços de documentação e realizar as tarefas inerentes a uma Instituição com idêntica tipologia àquela onde presto idêntica atividade em Portugal. Descreve-se a empresa e o trabalho desenvolvido no Centro de Documentação (CENDOC), considerando todas as funções desenvolvidas ao nível da gestão documental, na biblioteca, no arquivo intermédio, histórico e no arquivo fotográfico. O serviço de Arquivo agiliza a gestão de um fundo documental com mais de 3.900 metros lineares de documentos textuais, 500 metros lineares de documentação gráfica e cartográfica e 75.000 fotografias. Também gere o Património Cultural Móvel da APB, tanto o fundo documental do Arquivo Histórico (textual e imagens), como as coleções de objetos artísticos de interesse histórico e cultural (pinturas, esculturas, artes decorativas, cartas náuticas, modelos de navios). Toda a documentação do Arquivo Intermédio foi devidamente tratada, higienizada e organizada num novo espaço de arquivo, com melhores condições de acondicionamento. Aproveitando este trabalho, foi desenvolvido um novo Plano de Classificação em maio de 2012, no mesmo período que desenvolvi o estágio, a fim de melhorar o serviço de Arquivo. O serviço da Biblioteca tem ao alcance dos seus utilizadores um fundo de 1276 publicações periódicas e mais de 2.300 monografias, catalogadas no programa informático CDS/ISIS. A sua classificação é feita com base na Classificação Decimal Universal (CDU), e a partir de um tesauro especifico elaborado pelos técnicos do CENDOC. Enquanto Técnica Superior no Centro de Documentação e Informação na Administração do Porto de Lisboa (APL), o desenvolvimento deste estágio trouxe um importante contributo para o serviço que desempenho no Centro de Documentação e Informação na Administração do Porto de Lisboa. Este Estágio possibilitou, sem dúvida, um melhor conhecimento teórico e prático no âmbito das tarefas inerentes ao mesmo, e a capacitação para o desenvolvimento de projetos relacionados com as funções que desempenho, no Centro de Documentação e Informação da Administração do Porto de Lisboa.

Reactive Halogens in the Marine Boundary Layer (RHaMBLe): the tropical North Atlantic experiments

The NERC UK SOLAS-funded Reactive Halogens in the Marine Boundary Layer (RHaMBLe) programme comprised three field experiments. This manuscript presents an overview of the measurements made within the two simultaneous remote experiments conducted in the tropical North Atlantic in May and June 2007. Measurements were made from two mobile and one ground-based platforms. The heavily instrumented cruise D319 on the RRS Discovery from Lisbon, Portugal to São Vicente, Cape Verde and back to Falmouth, UK was used to characterise the spatial distribution of boundary layer components likely to play a role in reactive halogen chemistry. Measurements onboard the ARSF Dornier aircraft were used to allow the observations to be interpreted in the context of their vertical distribution and to confirm the interpretation of atmospheric structure in the vicinity of the Cape Verde islands. Long-term ground-based measurements at the Cape Verde Atmospheric Observatory (CVAO) on São Vicente were supplemented by long-term measurements of reactive halogen species and characterisation of additional trace gas and aerosol species during the intensive experimental period. This paper presents a summary of the measurements made within the RHaMBLe remote experiments and discusses them in their meteorological and chemical context as determined from these three platforms and from additional meteorological analyses. Air always arrived at the CVAO from the North East with a range of air mass origins (European, Atlantic and North American continental). Trace gases were present at stable and fairly low concentrations with the exception of a slight increase in some anthropogenic components in air of North American origin, though NOx mixing ratios during this period remained below 20 pptv. Consistency with these air mass classifications is observed in the time series of soluble gas and aerosol composition measurements, with additional identification of periods of slightly elevated dust concentrations consistent with the trajectories passing over the African continent. The CVAO is shown to be broadly representative of the wider North Atlantic marine boundary layer; measurements of NO, O3 and black carbon from the ship are consistent with a clean Northern Hemisphere marine background. Aerosol composition measurements do not indicate elevated organic material associated with clean marine air. Closer to the African coast, black carbon and NO levels start to increase, indicating greater anthropogenic influence. Lower ozone in this region is possibly associated with the increased levels of measured halocarbons, associated with the nutrient rich waters of the Mauritanian upwelling. Bromide and chloride deficits in coarse mode aerosol at both the CVAO and on D319 and the continuous abundance of inorganic gaseous halogen species at CVAO indicate significant reactive cycling of halogens. Aircraft measurements of O3 and CO show that surface measurements are representative of the entire boundary layer in the vicinity both in diurnal variability and absolute levels. Above the inversion layer similar diurnal behaviour in O3 and CO is observed at lower mixing ratios in the air that had originated from south of Cape Verde, possibly from within the ITCZ. ECMWF calculations on two days indicate very different boundary layer depths and aircraft flights over the ship replicate this, giving confidence in the calculated boundary layer depth.

Danish razors and Swedish rocks: Cosmology and the Bronze Age landscape

A recent study has suggested that the decorated Bronze Age metalwork of South Scandinavia depicted the path of the sun through the sky during the day and through the sea at night. At different stages in its journey it was accompanied by a horse or a ship. Similar images are found in prehistoric rock art, and this paper argues that, whilst there are important differences between the images in these two media, they also signal some of the same ideas.

Radiative forcing due to changes in ozone and methane caused by the transport sector

The year 2000 radiative forcing (RF) due to changes in O3 and CH4 (and the CH4-induced stratospheric water vapour) as a result of emissions of short-lived gases (oxides of nitrogen (NOx), carbon monoxide and non-methane hydrocarbons) from three transport sectors (ROAD, maritime SHIPping and AIRcraft) are calculated using results from five global atmospheric chemistry models. Using results from these models plus other published data, we quantify the uncertainties. The RF due to short-term O3 changes (i.e. as an immediate response to the emissions without allowing for the long-term CH4 changes) is positive and highest for ROAD transport (31mWm-2) compared to SHIP (24 mWm-2) and AIR (17 mWm-2) sectors in four of the models. All five models calculate negative RF from the CH4 perturbations, with a larger impact from the SHIP sector than for ROAD and AIR. The net RF of O3 and CH4 combined (i.e. including the impact of CH4 on ozone and stratospheric water vapour) is positive for ROAD (+16(±13)(one standard deviation) mWm-2) and AIR (+6(±5) mWm-2) traffic sectors and is negative for SHIP (-18(±10) mWm-2) sector in all five models. Global Warming Potentials (GWP) and Global Temperature change Potentials (GTP) are presented for AIR NOx emissions; there is a wide spread in the results from the 5 chemistry models, and it is shown that differences in the methane response relative to the O3 response drive much of the spread.

Numerical modeling of the propagation environment in the atmospheric boundary layer over the Persian Gulf

Strong vertical gradients at the top of the atmospheric boundary layer affect the propagation of electromagnetic waves and can produce radar ducts. A three-dimensional, time-dependent, nonhydrostatic numerical model was used to simulate the propagation environment in the atmosphere over the Persian Gulf when aircraft observations of ducting had been made. A division of the observations into high- and low-wind cases was used as a framework for the simulations. Three sets of simulations were conducted with initial conditions of varying degrees of idealization and were compared with the observations taken in the Ship Antisubmarine Warfare Readiness/Effectiveness Measuring (SHAREM-115) program. The best results occurred with the initialization based on a sounding taken over the coast modified by the inclusion of data on low-level atmospheric conditions over the Gulf waters. The development of moist, cool, stable marine internal boundary layers (MIBL) in air flowing from land over the waters of the Gulf was simulated. The MIBLs were capped by temperature inversions and associated lapses of humidity and refractivity. The low-wind MIBL was shallower and the gradients at its top were sharper than in the high-wind case, in agreement with the observations. Because it is also forced by land–sea contrasts, a sea-breeze circulation frequently occurs in association with the MIBL. The size, location, and internal structure of the sea-breeze circulation were realistically simulated. The gradients of temperature and humidity that bound the MIBL cause perturbations in the refractivity distribution that, in turn, lead to trapping layers and ducts. The existence, location, and surface character of the ducts were well captured. Horizontal variations in duct characteristics due to the sea-breeze circulation were also evident. The simulations successfully distinguished between high- and low-wind occasions, a notable feature of the SHAREM-115 observations. The modeled magnitudes of duct depth and strength, although leaving scope for improvement, were most encouraging.

The impact of traffic emissions on atmospheric ozone and OH: results from QUANTIFY

To estimate the impact of emissions by road, aircraft and ship traffic on ozone and OH in the present-day atmosphere six different atmospheric chemistry models have been used. Based on newly developed global emission inventories for road, ship and aircraft emission data sets each model performed sensitivity simulations reducing the emissions of each transport sector by 5%. The model results indicate that on global annual average lower tropospheric ozone responds most sensitive to ship emissions (50.6%±10.9% of the total traffic induced perturbation), followed by road (36.7%±9.3%) and aircraft exhausts (12.7%±2.9%), respectively. In the northern upper troposphere between 200–300 hPa at 30–60° N the maximum impact from road and ship are 93% and 73% of the maximum effect of aircraft, respectively. The latter is 0.185 ppbv for ozone (for the 5% case) or 3.69 ppbv when scaling to 100%. On the global average the impact of road even dominates in the UTLS-region. The sensitivity of ozone formation per NOx molecule emitted is highest for aircraft exhausts. The local maximum effect of the summed traffic emissions on the ozone column predicted by the models is 0.2 DU and occurs over the northern subtropical Atlantic extending to central Europe. Below 800 hPa both ozone and OH respond most sensitively to ship emissions in the marine lower troposphere over the Atlantic. Based on the 5% perturbation the effect on ozone can exceed 0.6% close to the marine surface (global zonal mean) which is 80% of the total traffic induced ozone perturbation. In the southern hemisphere ship emissions contribute relatively strongly to the total ozone perturbation by 60%–80% throughout the year. Methane lifetime changes against OH are affected strongest by ship emissions up to 0.21 (± 0.05)%, followed by road (0.08 (±0.01)%) and air traffic (0.05 (± 0.02)%). Based on the full scale ozone and methane perturbations positive radiative forcings were calculated for road emissions (7.3±6.2 mWm−2) and for aviation (2.9±2.3 mWm−2). Ship induced methane lifetime changes dominate over the ozone forcing and therefore lead to a net negative forcing (−25.5±13.2 mWm−2).

Reactive Halogens in the Marine Boundary Layer (RHaMBLe): the tropical North Atlantic experiments

The NERC UK SOLAS-funded Reactive Halogens in the Marine Boundary Layer (RHaMBLe) programme comprised three field experiments. This manuscript presents an overview of the measurements made within the two simultaneous remote experiments conducted in the tropical North Atlantic in May and June 2007. Measurements were made from two mobile and one ground-based platforms. The heavily instrumented cruise D319 on the RRS Discovery from Lisbon, Portugal to São Vicente, Cape Verde and back to Falmouth, UK was used to characterise the spatial distribution of boundary layer components likely to play a role in reactive halogen chemistry. Measurements onboard the ARSF Dornier aircraft were used to allow the observations to be interpreted in the context of their vertical distribution and to confirm the interpretation of atmospheric structure in the vicinity of the Cape Verde islands. Long-term ground-based measurements at the Cape Verde Atmospheric Observatory (CVAO) on São Vicente were supplemented by long-term measurements of reactive halogen species and characterisation of additional trace gas and aerosol species during the intensive experimental period. This paper presents a summary of the measurements made within the RHaMBLe remote experiments and discusses them in their meteorological and chemical context as determined from these three platforms and from additional meteorological analyses. Air always arrived at the CVAO from the North East with a range of air mass origins (European, Atlantic and North American continental). Trace gases were present at stable and fairly low concentrations with the exception of a slight increase in some anthropogenic components in air of North American origin, though NOx mixing ratios during this period remained below 20 pptv (note the non-IUPAC adoption in this manuscript of pptv and ppbv, equivalent to pmol mol−1 and nmol mol−1 to reflect common practice). Consistency with these air mass classifications is observed in the time series of soluble gas and aerosol composition measurements, with additional identification of periods of slightly elevated dust concentrations consistent with the trajectories passing over the African continent. The CVAO is shown to be broadly representative of the wider North Atlantic marine boundary layer; measurements of NO, O3 and black carbon from the ship are consistent with a clean Northern Hemisphere marine background. Aerosol composition measurements do not indicate elevated organic material associated with clean marine air. Closer to the African coast, black carbon and NO levels start to increase, indicating greater anthropogenic influence. Lower ozone in this region is possibly associated with the increased levels of measured halocarbons, associated with the nutrient rich waters of the Mauritanian upwelling. Bromide and chloride deficits in coarse mode aerosol at both the CVAO and on D319 and the continuous abundance of inorganic gaseous halogen species at CVAO indicate significant reactive cycling of halogens. Aircraft measurements of O3 and CO show that surface measurements are representative of the entire boundary layer in the vicinity both in diurnal variability and absolute levels. Above the inversion layer similar diurnal behaviour in O3 and CO is observed at lower mixing ratios in the air that had originated from south of Cape Verde, possibly from within the ITCZ. ECMWF calculations on two days indicate very different boundary layer depths and aircraft flights over the ship replicate this, giving confidence in the calculated boundary layer depth.

Data assimilation for state and parameter estimation: application to morphodynamic modelling

Data assimilation is predominantly used for state estimation; combining observational data with model predictions to produce an updated model state that most accurately approximates the true system state whilst keeping the model parameters fixed. This updated model state is then used to initiate the next model forecast. Even with perfect initial data, inaccurate model parameters will lead to the growth of prediction errors. To generate reliable forecasts we need good estimates of both the current system state and the model parameters. This paper presents research into data assimilation methods for morphodynamic model state and parameter estimation. First, we focus on state estimation and describe implementation of a three dimensional variational(3D-Var) data assimilation scheme in a simple 2D morphodynamic model of Morecambe Bay, UK. The assimilation of observations of bathymetry derived from SAR satellite imagery and a ship-borne survey is shown to significantly improve the predictive capability of the model over a 2 year run. Here, the model parameters are set by manual calibration; this is laborious and is found to produce different parameter values depending on the type and coverage of the validation dataset. The second part of this paper considers the problem of model parameter estimation in more detail. We explain how, by employing the technique of state augmentation, it is possible to use data assimilation to estimate uncertain model parameters concurrently with the model state. This approach removes inefficiencies associated with manual calibration and enables more effective use of observational data. We outline the development of a novel hybrid sequential 3D-Var data assimilation algorithm for joint state-parameter estimation and demonstrate its efficacy using an idealised 1D sediment transport model. The results of this study are extremely positive and suggest that there is great potential for the use of data assimilation-based state-parameter estimation in coastal morphodynamic modelling.