Abstract

Resistance to alcohol hangover may be a risk factor for alcohol use disorder. Previous research to establish the prevalence of hangover resistance in a drinking population has either not used comparable intoxication levels or has considered hangover resistance over a limited time frame. The purpose of this study was to examine the prevalence of lifetime hangover negative (LHN) drinkers across comparable eBAC values ranging from 0 to 500 mg/dl. Students at an eastern Canadian university were surveyed about their heaviest drinking episode in the past month and indicated whether they had ever experienced a hangover in their lifetime (LHN) and, if they had, the hangover severity they experienced the next day. eBACs were calculated and the percentage of LHN drinkers was computed at each 10 mg/dl eBAC increment from 0 to 500 mg/dl. Most LHN drinkers (58% female, 71% male) had an eBAC on their heaviest drinking occasion below 80 mg/dl. Above eBACs of 80 mg/dl, 5.8% of female and 5.1% of male drinkers were lifetime hangover negative. The results suggest that only a small percentage of heavy drinkers lay claim to being lifetime hangover negative.

Abstract

n efficient system to transport goods domestically and internationally is a key element of the logistics chain. Road freight transport has a direct impact on poverty as it employs millions of people and generates a significant portion of Gross Domestic Product, or GDP, especially in low and middle-income countries. Trucking is the primary form of transportation for domestic, trans-border, and international cargo, in Central America. Road freight transport is now vital to production, distribution, and mobilization, driving economic, social, and environmental progress. In short, trucking is the backbone of economies around the world. In the past 20 years, the industry has advanced as technology has improved communication, management, productivity, including vehicle efficiency. Their objective in doing so is to expand markets, generate wealth on the basis of efficient specialization, introduce competition, and lower costs for production, distribution, services, and research and development. When road freight transport services are efficient, they support these objectives; when they are not they act as nontariff barriers to trade, creating delays, raising costs, worsening congestion and pollution. Such barriers prolong and destabilize delivery schedules, hinder 'just in time' inventory management and industrial processes, and impede the efficient combination of factors of production.