7 resultados para Bronze Turkey (Meleagris gallopavo)

em Helda - Digital Repository of University of Helsinki


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Kalkkunoiden teuraskuljetuksissa lintuja pidetään kuljetuspäällyksissä, joiden korkeuden on esitetty olevan riittämätön suurimpien kalkkunakukkojen kuljetukseen, mutta tieteellisiä tutkimuksia aiheesta on vähän. Jalostuksella saavutetut nopeakasvuiset ja suuret lihakset voivat lisäksi altistaa kalkkunat mahdollisesti kivuliaille lihassairauksille. Tutkielman tavoitteena oli selvittää lihasentsyymiarvojen vaikutusta kalkkunoiden käyttäytymiseen erikorkuisissa kuljetuspäällyksissä. Tutkimuksessa analysoitiin kreatiinikinaasin (CK) ja aspartaattiaminotransferaasin (ASAT) aktiivisuutta kalkkunoiden seerumissa, sillä näiden solunsisäisten entsyymien yhtäaikainen esiintyminen seerumissa on todettu olevan merkki lihasvauriosta ja täten kuvaavan eläimen heikentynyttä hyvinvointia. Tutkimuksessa käytettiin 36 lihantuotantoon jalostettua kalkkunakukkoa. Kutakin lintua testattiin kahtena eri päivänä noin viikon välein. Testattavien lintujen paino oli keskimäärin 16,5 ± 0,2 kiloa. Linnut olivat eri testikerroilla satunnaistetusti erikorkuisissa häkeissä. Häkkikorkeudet olivat 40, 55 ja 90 cm. Linnut olivat paikallaan olevissa häkeissä kuusi tuntia, jonka ajan niiden käyttäytymistä videoitiin. Kustakin linnusta otettiin verinäyte yhdellä testauskerralla kuvaamisen päätyttyä ja seerumista analysoitiin CK ja ASAT. Kalkkunoiden CK-aktiivisuus oli 25450,5 ±10402,6 IU/l ja ASAT-aktiivisuus 625,0 ±143,7 IU/l. Häkkikorkeudella ei ollut tilastollisesti merkitsevää korrelaatiota CK- eikä ASAT-aktiivisuuden kanssa (p = 0,86 ja p = 0,68), mutta CK- ja ASAT-arvot korreloivat positiivisesti keskenään (p < 0,001). Sekä CK- että ASAT-aktiivisuuksien ollessa korkeat linnut makasivat vähemmän 55 cm ja 90 cm korkeissa häkeissä testijakson ensimmäisinä tunteina. Paino ja CK-aktiivisuus olivat positiivisesti korreloituneet (p = 0,001). Kalkkunoiden lihasentsyymiarvoista on saatavilla heikosti tietoa, mutta verrattuna moniin muihin eläinlajeihin kalkkunoiden seerumin CK- ja ASAT-arvot ovat huomattavan korkeat. 40 cm korkeissa häkeissä linnut eivät voineet tilan ahtauden vuoksi seistä normaalissa asennossa jalat ojennettuina kuten muissa häkkikorkeuksissa. Linnuilla kivun liittymistä lihassairauksiin ei ole kuvattu, mutta kipu on varsin todennäköistä akuutissa vaiheessa. Kalkkunat siis saattavat mahdollisuuksien mukaan välttää makaamista kivun vuoksi. Jalostuksella saatu rintalihaksen nopea kasvu suhteettoman suureksi on todettu voivan aiheuttaa lihasvaurioita. On mahdollista, että jo suuri koko itsessään saattaa aiheuttaa kalkkunoille kipua. Tekijät, jotka kohottavat seerumin lihasentsyymiarvoja, aiheuttavat joka tapauksessa myös hyvinvointiongelmia. Nykyisin käytössä olevat matalat, 40 cm korkeat, kuljetuspäällykset voivat heikentää etenkin suurikokoisten kalkkunakukkojen kuljetuksen aikaista hyvinvointia, koska ne estävät lintuja seisomasta luonnollisessa asennossa ja niissä liikkuminen on muutenkin hyvin rajoitettua. Jotta jalostettujen kalkkunoiden lihasentsyymiarvoista voitaisiin tehdä tarkempia johtopäätöksiä, tarvitaan lisää tutkimuksia lihasentsyymiarvojen perustason määrittämiseksi. Lisätutkimuksia tarvitaan myös kalkkunoiden mahdollisesti kokeman kivun ja lihasentsyymiarvojen välisestä yhteydestä.

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The study analyzes the effort to build political legitimacy in the Republic of Turkey by ex-ploring a group of influential texts produced by Kemalist writers. The study explores how the Kemalist regime reproduced certain long-lasting enlightenment meta-narrative in its effort to build political legitimacy. Central in this process was a hegemonic representation of history, namely the interpretation of the Anatolian Resistance Struggle of 1919 1922 as a Turkish Revolution executing the enlightenment in the Turkish nation-state. The method employed in the study is contextualizing narratological analysis. The Kemalist texts are analyzed with a repertoire of concepts originally developed in the theory of narra-tive. By bringing these concepts together with epistemological foundations of historical sciences, the study creates a theoretical frame inside of which it is possible to highlight how initially very controversial historical representations in the end manage to construct long-lasting, emotionally and intellectually convincing bases of national identity for the secular middle classes in Turkey. The two most important explanatory concepts in this sense are di-egesis and implied reader. The diegesis refers to the ability of narrative representation to create an inherently credible story-world that works as the basis of national community. The implied reader refers to the process where a certain hegemonic narrative creates a formula of identification and a position through which any individual real-world reader of a story can step inside the narrative story-world and identify oneself as one of us of the national narra-tive. The study demonstrates that the Kemalist enlightenment meta-narrative created a group of narrative accruals which enabled generations of secular middle classes to internalize Kemalist ideology. In this sense, the narrative in question has not only worked as a tool utilized by the so-called Kemalist state-elite to justify its leadership, but has been internalized by various groups in Turkey, working as their genuine world-view. It is shown in the study that secular-ism must be seen as the core ingredient of these groups national identity. The study proposes that the enlightenment narrative reproduced in the Kemalist ideology had its origin in a simi-lar totalizing cultural narrative created in and for Europe. Currently this enlightenment project is challenged in Turkey by those who are in an attempt to give religion a greater role in Turkish society. The study argues that the enduring practice of legitimizing political power through the enlightenment meta-narrative has not only become a major factor contributing to social polarization in Turkey, but has also, in contradiction to the very real potentials for crit-ical approaches inherent in the Enlightenment tradition, crucially restricted the development of critical and rational modes of thinking in the Republic of Turkey.

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Joseph Brodsky, one of the most influential Russian intellectuals of the late Soviet period, was born in Leningrad in 1940, emigrated to the United States in 1972, received the Nobel Prize for Literature in 1987, and died in New York City in 1996. Brodsky was one of the leading public figures of Soviet emigration in the Cold War period, and his role as a model for the constructing of Russian cultural identities in the last years of the Soviet Union was, and still is, extremely important. One of Joseph Brodsky’s great contributions to Russian culture of the latter half of the twentieth century is the wide geographical scope of his poetic and prose works. Brodsky was not a travel writer, but he was a traveling writer who wrote a considerable number of poems and essays which relate to his trips and travels in the Soviet empire and outside it. Travel writing offered for Brodsky a discursive space for negotiating his own transculturation, while it also offered him a discursive space for making powerful statements about displacement, culture, history and geography, time and space—all major themes of his poetry. In this study of Joseph Brodsky’s travel writing I focus on his travel texts in poetry and prose, which relate to his post-1972 trips to Mexico, Brazil, Turkey, and Venice. Questions of empire, tourism, and nostalgia are foregrounded in one way or another in Brodsky’s travel writing performed in emigration. I explore these concepts through the study of tropes, strategies of identity construction, and the politics of representation. The theoretical premises of my work draw on the literary and cultural criticism which has evolved around the study of travel and travel writing in recent years. These approaches have gained much from the scholarly experience provided by postcolonial critique. Shifting the focus away from the concept of exile, the traditional framework for scholarly discussions of Brodsky’s works, I propose to review Brodsky’s travel poetry and prose as a response not only to his exilic condition but to the postmodern and postcolonial landscape, which initially shaped the writing of these texts. Discussing Brodsky’s travel writing in this context offers previously unexplored perspectives for analyzing the geopolitical, philosophical, and linguistic premises of his poetic imagination. By situating Brodsky’s travel writing in the geopolitical landscape of postcolonial postmodernity, I attempt to show how Brodsky’s engagement with his contemporary cultural practices in the West was incorporated into his Russian-language travel poetry and prose and how this engagement thus contributed to these texts’ status as exceptional and unique literary events within late Soviet Russian cultural practices.

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Seat belts are effective safety devices used to protect car occupants from severe injuries and fatalities during road vehicle accidents. Despite the proven effectiveness of seat belts, seat belt use rates are quite low, especially in developing countries, such as Turkey. The general aim of the present study was to investigate a large variety of factors related to seat belt use among Turkish car occupants using different perspectives and methods and therefore, to contribute to the design of effective seat belt use interventions for increasing seat belt use rates in Turkey. Five sub-studies were conducted within the present study. In the first sub-study, environmental (e.g., road type) and psycho-social factors (e.g., belt use by other car occupants) related to the seat belt use of front-seat occupants were investigated using observation techniques. Being male, of a young age, and traveling on city roads were the main factors negatively related to seat belt use. Furthermore, seat belt use by the drivers and front-seat passengers was highly correlated and a significant predictors of each other. In the second sub-study, the motivations of the car occupants for seat belt use and non-use were investigated using interview techniques. Situational conditions, such as traveling on city roads and for short distances, and not believing in the effectiveness and relevance of seat belt use for safety, were the most frequently reported reasons for not using a seat belt. Safety, habit and avoiding punishment were among the most frequently reported reasons for using a seat belt. In the third sub-study, the Theory of Planned Behavior (TPB) and the Health Belief Model (HBM) were applied to seat belt use using Structural Equation Modeling techniques. The TPB model showed a good fit to the data, whereas the HBM showed a poor fit to the data. Within the TPB model, attitude and subjective norm were significant predictors of intentions to use a seat belt on both urban and rural roads. In the fourth sub-study, seat belt use frequency and motivations for seat belt use among taxi drivers were investigated and compared between free-time and work-time driving using a survey. The results showed that taxi drivers used seat belts more when driving a private car in their free-times compared to when driving a taxi during their work-times. The lack of a legal obligation to use a seat belt in city traffic and fear of being attacked or robbed by the passengers were found as two specific reasons for not using a seat belt when driving a taxi. Lastly, in the fifth sub-study, the relationship of seat belt use to driver and health behaviors was investigated using a survey. Although seat belt use was related both to health and driver behaviors, factor analysis results showed that it grouped with driver behaviors. Based on the results of the sub-studies, a tentative empirical model showing different predictors of seat belt use was proposed. According to the model, safety and normative motivations and perceived physical barriers related to seat belt use are the three important predictors of seat belt use. Keywords: Seat belt use; environmental factors; psycho-social factors; safety and normative motivations; the Theory of Planned Behavior; the Health Belief Model; health behaviors; driver behaviors; front-seat occupants; taxi drivers; Turkey.

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Road traffic accidents are a large problem everywhere in the world. However, regional differences in traffic safety between countries are considerable. For example, traffic safety records are much worse in Southern Europe and the Middle East than in Northern and Western Europe. Despite the large regional differences in traffic safety, factors contributing to different accident risk figures in different countries and regions have remained largely unstudied. The general aim of this study was to investigate regional differences in traffic safety between Southern European/Middle Eastern (i.e., Greece, Iran, Turkey) and Northern/Western European (i.e., Finland, Great Britain, The Netherlands) countries and to identify factors related to these differences. We conducted seven sub-studies in which I applied a traffic culture framework, including a multi-level approach, to traffic safety. We used aggregated level data (national statistics), surveys among drivers, and data on traffic accidents and fatalities in the analyses. In the first study, we investigated the influence of macro level factors (i.e., economic, societal, and cultural) on traffic safety across countries. The results showed that a high GNP per capita and conservatism correlated with a low number of traffic fatalities, whereas a high degree of uncertainty avoidance, neuroticism, and egalitarianism correlated with a high number of traffic fatalities. In the second, third, and fourth studies, we examined whether the conceptualisation of road user characteristics (i.e., driver behaviour and performance) varied across traffic cultures and how these factors determined overall safety, and the differences between countries in traffic safety. The results showed that the factorial agreement for driver behaviour (i.e., aggressive driving) and performance (i.e., safety skills) was unsatisfactory in Greece, Iran, and Turkey, where the lack of social tolerance and interpersonal aggressive violations seem to be important characteristics of driving. In addition, we found that driver behaviour (i.e., aggressive violations and errors) mediated the relationship between culture/country and accidents. Besides, drivers from "dangerous" Southern European countries and Iran scored higher on aggressive violations and errors than did drivers from "safe" Northern European countries. However, "speeding" appeared to be a "pan-cultural" problem in traffic. Similarly, aggressive driving seems largely depend on road users' interactions and drivers' interpretation (i.e., cognitive biases) of the behaviour of others in every country involved in the study. Moreover, in all countries, a risky general driving style was mostly related to being young and male. The results of the fifth and sixth studies showed that among young Turkish drivers, gender stereotypes (i.e., masculinity and femininity) greatly influence driver behaviour and performance. Feminine drivers were safety-oriented whereas masculine drivers were skill-oriented and risky drivers. Since everyday driving tasks involve not only erroneous (i.e., risky or dangerous driving) or correct performance (i.e., normal habitual driving), but also "positive" driver behaviours, we developed a reliable scale for measuring "positive" driver behaviours among Turkish drivers in the seventh study. Consequently, I revised Reason's model [Reason, J. T., 1990. Human error. Cambridge University Press: New York] of aberrant driver behaviour to represent a general driving style, including all possible intentional behaviours in traffic while evaluating the differences between countries in traffic safety. The results emphasise the importance of economic, societal and cultural factors, general driving style and skills, which are related to exposure, cognitive biases as well as age, sex, and gender, in differences between countries in traffic safety.