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Transport Industry (transport + industry)

Distribution by Scientific Domains

Humanities and Social Sciences	50%

Selected Abstracts

Identification of occupational cancer risk in British Columbia: A population-based case,control study of 2,998 lung cancers by histopathological subtype

AMERICAN JOURNAL OF INDUSTRIAL MEDICINE, Issue 3 2009
Amy C. MacArthur MHSc
Abstract Background Few studies have investigated occupational lung cancer risk in relation to specific histopathological subtypes. Methods A case,control study was conducted to evaluate the relationship between lung cancer and occupation/industry of employment by histopathological subtype. A total of 2,998 male cases and 10,223 cancer controls, diagnosed between 1983 and 1990, were identified through the British Columbia Cancer Registry. Matched on age and year of diagnosis, conditional logistic regression analyses were performed for two different estimates of exposure with adjustment for potentially important confounding variables, including tobacco smoking, alcohol consumption, marital status, educational attainment, and questionnaire respondent. Results For all lung cancers, an excess risk was observed for workers in the primary metal (OR,=,1.31, 95% CI, 1.01,1.71), mining (OR,=,1.53, 95% CI, 1.20,1.96), machining (OR,=,1.33, 95% CI, 1.09,1.63), transport (OR,=,1.50, 95% CI, 1.08,2.07), utility (OR,=,1.60, 95% CI, 1.22,2.09), and protective services (OR,=,1.27, 95% CI, 1.05,1.55) industries. Associations with histopathological subtypes included an increased risk of squamous cell carcinoma in construction trades (OR,=,1.25, 95% CI, 1.06,1.48), adenocarcinoma for professional workers in medicine and health (OR,=,1.73, 95% CI, 1.18,2.53), small cell carcinoma in railway (OR,=,1.62, 95% CI, 1.06,2.49), and truck transport industries (OR,=,1.51, 95% CI, 1.00,2.28), and large cell carcinoma for employment in the primary metal industry (OR,=,2.35, 95% CI, 1.11,4.96). Conclusions Our results point to excess lung cancer risk for occupations involving exposure to metals, polyaromatic hydrocarbons and asbestos, as well as several new histopathologic-specific associations that merit further investigation. Am. J. Ind. Med. 52:221,232, 2009. © 2008 Wiley-Liss, Inc. [source]

A leading indicator approach to predicting short-term shifts in demand for business travel by air to and from the UK

JOURNAL OF FORECASTING, Issue 6 2005
Nenad Njegovan
Abstract This paper uses the probit model to examine whether leading indicator information could be used for the purpose of predicting short-term shifts in demand for business travel by air to and from the UK. Leading indicators considered include measures of business expectations, availability of funds for corporate travel and some well-known macroeconomic indicators. The model performance is evaluated on in- and out-of-sample basis, as well as against a linear leading indicator model, which is used to mimic the current forecasting practice in the air transport industry. The estimated probit model is shown to provide timely predictions of the early 1980s and 1990s industry recessions and is shown to be more accurate than the benchmark linear model. Copyright © 2005 John Wiley & Sons, Ltd. [source]

Comment expliquer le déclin de Montréal comme centre de transports aériens: une question de géographie économique?

THE CANADIAN GEOGRAPHER/LE GEOGRAPHE CANADIEN, Issue 1 2007
CARINE DISCAZEAUX
L'objectif de cet article est de comprendre l'évolution des activités aériennes à Montréal. Plaque tournante majeure dans les années 1960, Montréal voit ses activités aériennes ralentir dès le milieu des années 1970. Quelles sont les origines véritables de ce ralentissement? Ce déclin est souvent attribuéà la construction d'un second aéroport international à Montréal-Mirabel en 1975. Mais qu'en est-il exactement? Ceci nous amène à nous interroger sur les facteurs de localisation des activités aériennes de manière générale. S'agit-il d'une activité de service qui se localise selon une logique de places centrales, en fonction de la taille des villes? Faut-il plutôt chercher ailleurs, par exemple dans les conditions technologiques et réglementaires propres à l'industrie? Pour y répondre, nous proposons une analyse en deux temps. D'abord, nous nous servirons des outils de régression afin d'évaluer l'importance du poids de l'économie locale comme facteur explicatif du trafic aérien. Cette première partie est essentiellement statique. Dans un deuxième temps, nous effectuerons une analyse à caractère davantage historique des activités aériennes de Montréal depuis 1945, pour renouer à la fin avec les résultats de l'analyse de régression. This paper explores the evolution of air traffic levels in Montréal. While Montréal was a major hub-airport in the 1960's, its level of air traffic dropped in the mid-1970s. This decline is often blamed on the construction of a second International airport at Montréal-Mirabel in 1975. Is this the right explanation? We raise the question whether the spatial organization of air traffic in general can explain the decline. Does the geography of air travel correspond to central place theory, and as a function of city size? Or should we examine the technological and policy environment within the air transport industry? In considering these questions, we follow a two step analysis. First, regression techniques are used to assess the importance of the local economy as a predictor of the level of air traffic. This section is essentially static. Second, an historical analysis of aviation activity in Montréal since 1945 is presented in order to corroborate the regression results. [source]

In situ off-farm work in the transport industry among oil palm smallholders in Sabah: Negotiating the borders of licit and illegal activities

ASIA PACIFIC VIEWPOINT, Issue 1 2009
Fadzilah Majid Cooke
Abstract This paper examines the informal transport sector within the smallholder oil palm economies of Kinabatangan and Lahad Datu areas of eastern Sabah by looking at the metaphoric border that is constructed between licit and illegal activities that take place on roads. It describes the work of two groups of drivers, namely, those who are themselves smallholders who provide a crucial service to the community in getting their fresh fruit bunches to mills on time; and the piret (pirate) taxis who transport passengers including foreign nationals, some of whom are illegal workers. Many have been driving for some time, thereby challenging the notion about off-farm work as providing a temporary safety net to smallholders. Drivers whose permits may be current may have used illegal means (such as meminggir , logging without licence), to accumulate the initial funds for acquiring their vehicles and necessary permits. Moreover, their clients are unconcerned about their ,illegal' status. Consequently, this paper maintains that there is no agreed-upon norms about legality/illegality, and law enforcement being uneven, the zone in which drivers operate is a fluid one. [source]