In an epidemiologic cross-sectional study, 366 transport workers (age-range: 19-61 years) of a big German airport who are engaged in physical heavy work in unfavorable body positions in narrow freight spaces of airplanes, were investigated with regard to their subjective musculoskeletal complaints through a standardized anamnesis in an interview questionnaire. An additional clinical orthopedic examination was performed in 104 of the transport workers. Back pains were the most frequently reported complaints: at the time of examination 66% of the transport workers reported present back complaints. 57% had experienced previous back syndromes. Increasing age and stature were associated with a higher prevalence of these complaints. Years of exposure to transport work correlated positively with the prevalence of back complaints. After back complaints, knee complaints followed in the prevalence of locomotor complaints (41% of the interviewed workers). The prevalence increased with age and body weight significantly. Neck complaints were reported by 33% of the workers, arm complaints by 41%: again, age increased the prevalence of these complaints significantly. In the standardized clinical orthopedic examination, the prevalence of the functional findings were sometimes higher than in the interview. In contrast to the subjective complaints at the interview, individual factors (age, stature, weight, and work experience in the present occupation) had very little influence on the prevalence of objective findings. The clinical, epidemiologic screening methods employed have proved efficacious in detecting orthopedic disorders in an occupational collective. This study has shown that transport workers with wide discrepancies between body length and the space available in airplane cargo bellies, considerable overweight, or a history of former back syndromes should not be employed. Means to alter cargo belly dimensions in airplanes as well as the increased use of mechanical loading aids and additional training of the workers in proper lifting and carrying of cargo should be taken in to consideration.
Airport transport workers do manual work in loading and unloading the cargo space of passenger airplanes. In several types of airplanes the work has to be carried out in narrow spaces and in cramped positions. The present study describes the isometric strength of some muscle groups in 70 airport transport workers. Trunk extensors, trunk flexors, muscles involved in bimanual vertical lifting, elbow extensors, and elbow flexors were measured. A method with fixed positions and strictly isometric contractions was used. The strengths of the different muscle groups correlated with each other and with body weight; those of lifting, trunk flexors and biceps also with stature. The absolute strength of the muscle groups declined with advancing age at rates from 0.3% to 1.5% per year, the relative strength (N/kg body weight) by 0.9%-2.0% per year.
Loading and unloading of aircrafts involves lifting, moving, and carrying of heavy cargo in unfavourable body positions and in narrow spaces. This transport work was subjected to an investigation in a big airport. Forty-three male transport workers and foremen were studied during 46 total shifts. The type of activity was recorded by using the standardized procedure, the so-called "Arbeitswissenschaftliches Erhebungsverfahren zur Tätigkeitsanalyse" (AET). For time and motion analysis, body positions were recorded by continuous observation during the total shift. For typical activities the energy expenditure was determined. The strain caused by transport work was estimated by recording the heart rate with a portable cardiocorder during the total shift. The results show that both dynamic and static work are involved in the loading and unloading of aircrafts. The heart rate varied characteristically according to the body position and to type of activity. The body position was mainly determined by the height of the bellies (from 0.61-1.97 m) of different aircrafts. An additional influence due to weight carrying could be observed only in body positions with low energy expenditure. Recommendations for changing the height of the bellies or to the appropriate selection of workers were made.
Airplanes and airports are in potential danger during transport of highly toxic chemicals, and accidents can occur if the wrapping material is damaged. The chemicals are listed and classified by the International Civil Aviation Authority ICAO) (7). They are subdivided into nine classes, each marked by a special symbol. The classification is derived from the most important properties of the chemicals in relation to the air transport (Table 1). Special positions are listed in class 6. This does not mean, however, that the chemicals of all other classes are non-toxic. On the contrary, highly toxic substances also exist in each other class. For example, class 2 “compressed gas” includes dangerous toxic substances such as hydrochloric acid, fluorine, carbon monoxide or sulphur dioxide. Class 3 (“flammable liquids”) includes benzene, methanol, acrylonitrile and ethyl methyl ketone, for example. In class 6 (“poisons”), special poisons are listed such as tetraethyl lead, dimethyl mercury, organophosphates and aniline. Class 8 (“corrosives”) consists of poisons like bromide, dimethyl sulphate, phorphorous trichloride and hydrofloric acid.
The reduction of nightwork is an important preventive measure to limit possible negative effects of night shifts on well-being, health and social life. An example of a gradual reduction of nightwork in a group of transport workers at an airport is presented. After having carefully analysed the real number of persons needed during nighttime for loading and unloading aircrafts the number of shiftworkers who had to work between 02.00 and 06.00 h was reduced in a first step from 104 to 66 and in a second step to 38 persons.
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