Mooring operations on modern ships remain one of the least mechanized types of work. The widespread introduction of automation practically did not affect the most frequent production operation performed by the deck crew. Most techniques for mooring a vessel are done manually. Mooring operations are the "center" of injuries on all fl oating equipment without exception [1]. In their production, a high frequency of bruises, wounds and bone fractures was established. The largest percentage of traumatism is injuries to the hands (58.6%). The lower extremities are damaged in 35.2% of cases, the head and
Members of vessel`s crew of transport and fi shing fl eets is a professional group of industrial workers contingent operating the important links of the economic mechanism of many types of industries. Loss of ability to work, disability, and in some cases may be fatal occupational traumas of members of vessel`s crew, determine the socio-hygienic and medical nature of the problem and its economic importance. The analysis of the provision of medical care in 2216 occupational damages of members of vessel`s crew of the Northern Water`s Basin obtained on board of ships of sea transport, river transport and fi shing fl eets. Occupational accidents on vessels were 156.4 per 1000 employees, including 198.2 in the sea transport ones; 132.9-river transport and 67.7-fi shing. Women from among this cohort of industrial workers are injured on vessels in 1.8 times less often than men. With increasing production time traumatism of members of vessel`s crew sequentially reduced by more than 3.4-fold in patients with experience of over 15 years compared persons the fi rst year of operation. The volume of urgent measures in vessel`s medical point due to the high frequency of fractures among the victims (60.7), includingopen (10.7); extensive infected wounds with massive damages of deeply lying tissues (23.7) wearing complicated or a combined character. Occupational falls from a height with ladders into the open hold or overboard occur with the sailors and minders when performing general vessel`s, cargo-handling and mooring work (9%). Proportion damages of members of vessel`s crew in alcoholic intoxication on vessel when performing work up to 8% in the total traumatism, including in sea transport fl eet-9% (18.0); river transport-9% (9.9) and fi sheries ones-4% (2.8). Deadly accidents of members of vessel`s crew reached 10% in the overall structure of traumas. Risk factors in the composition of members of vessel`s crew of sea and river transport and fi shing fl eets in the Northern Water`s Basin depended of type of work performed, special vessel`s affected, drinking of alcohol, sex, age, length of service.
Introduction: Epidemiological study of Traumatic Brain Injury (TBI) and the improvement of the organizational capabilities of medical care at all stages of its provision plays an important role in forecasting and social and labor rehabilitation of the sailing crew. Planning the development of the neurosurgical service of port hospitals is impossible without knowing the structure of TBI, both in severity and sectoral, occupational and territorial prevalence. Materials and methods: The analysis of the treatment of 92 patients from members of the vessel`s crew who received industrial TBI with a disability while performing voyage tasks in the northern water basin was carried out. When working on the material, analytical and statistical methods were used. The significance of differences was calculated using a t-test for independent samples. Results: In the general structure of traumatism of the studied contingent of the members of the vessel`s crew, TBI accounted for 4.1% of cases, while in the territorial population, they reach 30.0% - 40.0%. Most of the victims worked in the transport fleet of the northern water basin - 68.7% (9.4), while in the fishing fleet - 17.2% (3.3) and the river fleet - 14.1% (4.6). Command staff: navigators (10.5), captains (10.1), chiefs of radio stations (7.4), skippers (6.8), as well as boatswains (27.8), who are responsible for organizing and conducting deck operations, receive TBI 4.0 - 2.5 times more often than rank-and-file personnel. This distribution becomes easy to understand if we take into account that 43.4% of the damage was sustained during the performance of ship operations related to movement on ladders and decks, in the engine room, and their hasty execution by the supervisors in the absence of safety precautions leads to severe TBI. The members of the vessel`s crew receive them several times less often when performing loading and unloading operations (0.9), closing holds (0.4), mooring, and servicing deck mechanisms (0.2 each). The probability of getting TBI is especially high during the first three years of work in the specialty (34.8% of all injuries). With an increase in work experience, injuries decrease by more than 1.4 times among workers with 15 years of work experience. Every third TBI (36.5%) on ships is associated with a fall of the victim from a height, that is, it is a catatrauma. All injuries arise from collisions with blunt objects. Discussion: Every twenty-fifth work-related injury with loss of ability to work, sustained by the members of the vessel`s crew of the northern water basin, while performing ship operations, is a TBI. The minimum knowledge required for shipboard crew members, and ship managers to suspect this life-threatening condition, is given during an injury first aid session that is required by the ship’s medical officer. Conclusion: 1. In the general structure of industrial injuries of the studied contingent of the members of the vessel`s crew, TBI accounted for 4.1% of cases, while in the territorial population, they reach 30.0% - 40.0%. The incidence of TBI in men from among the members of ve+-ssel`s crew is only 1.5 times higher than in women and is the highest in people under 20 years of age (4.8%; 11.0). 2. Most of the victims worked in the transport fleet of the northern water basin - 68.7% (9.4), while in the fishing fleet - 17.2% (3.3) and river - 14.1% (4.6). The members of the vessel`s crew receive them several times less often when performing loading and unloading operations (0.9), closing holds (0.4), mooring, and servicing deck mechanisms (0.2 each). Every third TBI (36.5%) on ships is associated with a fall of the victim from a height, that is, it is a catatrauma. 3. TBI, accompanied by a concussion, in the northern basin accounts for up to two-thirds of all head injuries, of which 69.5% fall on the most able-bodied and productive age of workers (20-39 years). Concussions occur 4 times more often in the transport fleet than in the fishing and river fleet. Sailors and minders make up 44.3% of the victims. Falls from a height onto decks, mooring lines, into the hold, or overboard were the cause of 78.5% of concussions. 4. Mild brain contusions are a rarer pathology and occur mainly in transport and fishing fleets with rank-and-file personnel during falls from a height. 5. Brain contusions of moderate and severe degrees occur only in the transport fleet in the youngest men: in every second case, the patients were 20-29 years old. Every third victim is a sailor, every sixth is a minder. A severe degree of brain injury was more often observed in persons who received TBI while servicing deck mechanisms, moving along ladders, and mooring operations. More than half of them are associated with falls from a height.
Introduction: Occupational eye traumatism of members of vessel`s crews of the Northern Water`s Basin are relevant, but little studied medical problem. Material and methods:The analysis of a continuous sample of various eye traumatism in 79 patients, working on the vessels of the basin was carried out. Analytical and statistical methods were used for the analysis. Results:In water transport, eye traumatism was found in men from among of members of vessel`s crews signifi cantly more often than in women (P <0.001). Every second injury occurs to sailors aged 20-29. In 30-39 and 40-49 years -their number is reduced by half. Individual cases of eye damage were observed in persons under 20 years and over 50 years. In every second case of an injury to the eye, of members of the technical operation service ("machine command") received; operation -47.3%; production -2.7%. Among the injured there were no representatives of the radio-technical service, product processing, household, medical and sanitary. Outcomes of eye injuries of members of vessel`s crews of the Northern Water`s Basin during the study period should be considered good. Most sailors return to work in their specialty. Disability group III is set in 2.7% of cases.Conclusions: 1. The socio-economic signifi cance of the industrial eye traumatism of the transport and fi shing fl eets of the Northern Water`s Basin allows to classify members of vessel`s crews as a group at increased risk of this occurrence of injuries.3. During the voyages on ships, workers' eyes were injured by 40.2% of observations and foreign bodies (34.6%; P<0.05). Contusions (18.2%; P<0.05) and burns (7.0%; P<0.01) are signifi cantly inferior to them. 4. Ordinary composition: motorists and sailors are most vulnerable to eye injuries (P<0.05). Mechanics, navigators and other ship specialists made up only one fourth of the victims. 5. Most of the eye damage on ships occurs during the maintenance and repair of machinery in the engine room; maintenance of deck machinery (P<0.01); repair of electrical equipment (P<0.001); general ship works associated with ramps and decks. Eye injuries occur when working with hatch closures, cleaning of holds, mooring operations, plumbing work. 6. Foreign bodies enter during the transportation of bulk cargo (sand, gravel), grain, work on the cleaning of holds, scrapping the hull in the absence of protective equipment. Foreign bodies of the organ of vision -the predominant injury of the seamen of the transport fl eet (P<0.001).7. Based on the obtained results, a database of occupational eye traumatism on water transport is formed to describe professional features, algorithmically predictable structure depending on the area of navigation, features of the transported cargo, climatic and geographical factors.
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