Intermodal competition changes with changes in technology, economics, and environmental concerns. Trucks and airships are generally considered not to be competitors, but this depends on the distance of haul. The tonne...Intermodal competition changes with changes in technology, economics, and environmental concerns. Trucks and airships are generally considered not to be competitors, but this depends on the distance of haul. The tonne-kilometer cost of trucking rises much more quickly with distance than it does the cost of a cargo airship. At some distance, the two modes are direct substitutes. The costs of the Mexico-Canada refrigerated truck supply chain are compared with the costs of a 100t-lift, electrically-powered airship. The flight characteristics of the Hindenburg Zeppelin are used as a model for a modern cargo airship. The supply chain cost of trucking tomatoes is used to test the theorical proposition. The cost difference works out to about US10￠/kg (5￠/lb) advantage for trucking Mexican tomatoes to Canada. However, this cost disadvantage of the airship could be made up by their vibrationless ride, better air circulation and one-day service versus four days by truck. This alternative form of transportation could have a positive impact on worldwide north-south distribution of food. Airships can overcome trade barriers and distance to open new markets for perishable food exports. In addition, they would reduce the carbon emissions of transport. Canada imports 160,000 refrigerated truckloads of fruits and vegetables by from the southern US and Mexico. With an average driving distance of 3,000 km, these trucks emit 606,000 MT of CO<sub>2</sub> annually. Airships powered by hydrogen fuel cells would have zero-carbon emissions. Markets are not yet incorporating the environmental advantage of airships in any freight comparison, but inevitably this will be important.展开更多
<b><span>Background</span></b><span><span>: Often, long-distance truck drivers’ (LDTDs’) work predisposes them to sexually transmitted infections (STIs) whose outcomes are influen...<b><span>Background</span></b><span><span>: Often, long-distance truck drivers’ (LDTDs’) work predisposes them to sexually transmitted infections (STIs) whose outcomes are influenced by access and behavior of seeking sexual health care. </span><b></b></span><b><b><span>Methodology</span></b><span>:</span></b><span> In this study, we assessed the utilization of HIV/STI preventive services and associated factors among 296 LDTDs operating along the northern corridor highway using an interviewer-administered questionnaire for data collection at Mlolongo stopover in Machakos, Kenya. Responses for the investigated variables, including condom use, history of HIV testing, frequency of HIV testing, antiretroviral therapy (ART) use and follow-up for the HIV positive and STI treatment, were assigned a score of either 1 or 0 depending on the question’s dimension. Following summing up for each participant, we computed a weighted score ranging between 0 and 1 by dividing the summed responses by the number of eligible variables. We arbitrarily multiplied these scores by 8 to generate endpoint scores ranging from one to eight for each participant to help create a dichotomized outcome variable for utilization levels: limited utilization (1 to 4) and good utilization (5 to 8). Association between certain independent variables and the outcome variable (level of utilization of H.I.V./STIs preventive services) w</span><span>as</span><span style="font-family:;" "=""><span><span> analyzed using binomial logistic regression analysis in R statistical software. </span><b></b></span><b><b><span>Results</span></b><span>:</span></b><span> The mean age of the LDTDs was 38.4 years, ranging from 24 - 57 years. The majority (n = 287, 97%) of the LDTDs had been tested on HIV at least once since the beginning of their career. Only 4.9% of the LDTDs had been tested on HIV within the previous three months. Of the 175 LDTDs who reported a history of STI, most (n = 173, 98.9%) of them had sought treatment. Condom use rates were higher (97.1%) among the LDTDs who had sexual interactions with casual sexual partners compared to 47.2% among regular sexual partners. Analyses classed most of the respondents (n = 231, 78.0%) as having good utilization, while the rest (22%) had limited utilization. History of STI was independently associated with utilizing HIV/STI preventive services (OR 8.4;95% CI;4.5,</span></span><span style="font-family:;" "=""> </span><span style="font-family:;" "=""><span><span>16.7;P < 0.001). </span><b></b></span><b><b><span>Conclusion</span></b><span>:</span></b> </span><span>Although most of the LDTDs were </span><span>classed to have good utilization of HIV/STI preventive services, the uptake of subsequent HIV testing services among </span><span>them</span><span style="font-family:;" "=""><span> was low at only 4.9%. </span><span>The association of STI history with utilization levels that we determined supports policies of integrating HIV and STI services in the delivery of sexual healthcare provision among LDTDs.</span></span>展开更多
文摘Intermodal competition changes with changes in technology, economics, and environmental concerns. Trucks and airships are generally considered not to be competitors, but this depends on the distance of haul. The tonne-kilometer cost of trucking rises much more quickly with distance than it does the cost of a cargo airship. At some distance, the two modes are direct substitutes. The costs of the Mexico-Canada refrigerated truck supply chain are compared with the costs of a 100t-lift, electrically-powered airship. The flight characteristics of the Hindenburg Zeppelin are used as a model for a modern cargo airship. The supply chain cost of trucking tomatoes is used to test the theorical proposition. The cost difference works out to about US10￠/kg (5￠/lb) advantage for trucking Mexican tomatoes to Canada. However, this cost disadvantage of the airship could be made up by their vibrationless ride, better air circulation and one-day service versus four days by truck. This alternative form of transportation could have a positive impact on worldwide north-south distribution of food. Airships can overcome trade barriers and distance to open new markets for perishable food exports. In addition, they would reduce the carbon emissions of transport. Canada imports 160,000 refrigerated truckloads of fruits and vegetables by from the southern US and Mexico. With an average driving distance of 3,000 km, these trucks emit 606,000 MT of CO<sub>2</sub> annually. Airships powered by hydrogen fuel cells would have zero-carbon emissions. Markets are not yet incorporating the environmental advantage of airships in any freight comparison, but inevitably this will be important.
文摘<b><span>Background</span></b><span><span>: Often, long-distance truck drivers’ (LDTDs’) work predisposes them to sexually transmitted infections (STIs) whose outcomes are influenced by access and behavior of seeking sexual health care. </span><b></b></span><b><b><span>Methodology</span></b><span>:</span></b><span> In this study, we assessed the utilization of HIV/STI preventive services and associated factors among 296 LDTDs operating along the northern corridor highway using an interviewer-administered questionnaire for data collection at Mlolongo stopover in Machakos, Kenya. Responses for the investigated variables, including condom use, history of HIV testing, frequency of HIV testing, antiretroviral therapy (ART) use and follow-up for the HIV positive and STI treatment, were assigned a score of either 1 or 0 depending on the question’s dimension. Following summing up for each participant, we computed a weighted score ranging between 0 and 1 by dividing the summed responses by the number of eligible variables. We arbitrarily multiplied these scores by 8 to generate endpoint scores ranging from one to eight for each participant to help create a dichotomized outcome variable for utilization levels: limited utilization (1 to 4) and good utilization (5 to 8). Association between certain independent variables and the outcome variable (level of utilization of H.I.V./STIs preventive services) w</span><span>as</span><span style="font-family:;" "=""><span><span> analyzed using binomial logistic regression analysis in R statistical software. </span><b></b></span><b><b><span>Results</span></b><span>:</span></b><span> The mean age of the LDTDs was 38.4 years, ranging from 24 - 57 years. The majority (n = 287, 97%) of the LDTDs had been tested on HIV at least once since the beginning of their career. Only 4.9% of the LDTDs had been tested on HIV within the previous three months. Of the 175 LDTDs who reported a history of STI, most (n = 173, 98.9%) of them had sought treatment. Condom use rates were higher (97.1%) among the LDTDs who had sexual interactions with casual sexual partners compared to 47.2% among regular sexual partners. Analyses classed most of the respondents (n = 231, 78.0%) as having good utilization, while the rest (22%) had limited utilization. History of STI was independently associated with utilizing HIV/STI preventive services (OR 8.4;95% CI;4.5,</span></span><span style="font-family:;" "=""> </span><span style="font-family:;" "=""><span><span>16.7;P < 0.001). </span><b></b></span><b><b><span>Conclusion</span></b><span>:</span></b> </span><span>Although most of the LDTDs were </span><span>classed to have good utilization of HIV/STI preventive services, the uptake of subsequent HIV testing services among </span><span>them</span><span style="font-family:;" "=""><span> was low at only 4.9%. </span><span>The association of STI history with utilization levels that we determined supports policies of integrating HIV and STI services in the delivery of sexual healthcare provision among LDTDs.</span></span>
