Human and fishing vessel losses in sea accidents in the UK fishing industry from 1948 to 2008

Objective. To investigate long-term trends in mortality rates for accidents to fishing vessels in the UK fishing industry from 1948 to 2008; to investigate the circumstances and causes of these fishing vessel accidents and trends in fishing vessel losses. Material and methods. Examination of paper death inquiry files, death registers, marine accident investigative files, annual casualty and death returns. Results. Of 1039 fatalities from accidents to UK fishing vessels from 1948 to 2008, most (65%) resulted from vessels that foundered (or capsized or disappeared), followed by vessels grounding (21%), collisions (7%), and fires and explosions (5%). There was a significant increase over time of 1.04% per year in the overall fishing vessel loss rate and for vessels that foundered (5.19%), a reduction for vessels grounding (1.13%), but no trends for collisions or fires and explosions. Regarding mortality, there was a significant reduction over time for grounding (1.44%) and a non-significant reduction for vessel accidents overall, but no trends for other types of vessel accident. Mortality was highest during the winter months (for foundering and grounding), during night time (for grounding, fires and explosions), and afternoons (foundering and collisions). Since 1976, most fatalities from collisions (83%) occurred in the English Channel and North Sea, while 49% from grounding occurred off the west coast of Scotland. Conclusion. The mortality rate from fishing vessel casualties in UK fishing is still very high. Fatalities in recent years have often been linked to fishing vessels that are unstable, overloaded, and unseaworthy

Hospital contacts for injuries and musculoskeletal diseases among seamen and fishermen: A population-based cohort study

<p>Abstract</p> <p>Background</p> <p>We studied musculoskeletal diseases (MSD) and injuries among fishermen and seamen with focus on low back disorders, carpal tunnel syndrome (CTS), rotator cuff syndrome and arthrosis.</p> <p>Methods</p> <p>Cohorts of all male Danish seamen (officers and non-officers) and fishermen employed 1994 and 1999 with at least six months employment history were linked to the Occupational Hospitalisation Register. We calculated standardised incidence ratios (SIR) for the two time periods, using rates for the entire Danish workforce as a reference.</p> <p>Results</p> <p>Among fishermen, we found high SIRs for knee arthrosis, thoraco-lumbar disc disorders, injuries and statistically significant SIRs above 200 were seen for both rotator cuff syndrome and CTS. The SIR was augmented for injuries and reduced for hip arthrosis between the two time periods. The SIRs for injuries and CTS were high for non-officers. A sub-analysis revealed that the highest risk for CTS was found among male non-officers working as deck crew, SIR 233 (95% CI: 166–317) based on 40 cases. Among officers, the SIRs for injuries and MSDs were low. The number of employed Danish fishermen declined with 25% 1994–1999 to 3470. Short-term employments were common. None of the SIRs increased with increasing length of employment.</p> <p>Conclusion</p> <p>Both fishermen and non-officers have high SIRs for injuries and fishermen also for MSD. Only the SIR for injuries among fishermen was augmented between 1994 and 1999. Our findings suggest an association between the incidence of rotator cuff syndrome and CTS and work within fishery. Long-term cumulative effects of employment were not shown for any of the disease outcomes. Other conditions may play a role.</p

Actions for prevention and control of health threats related to maritime transport in European Union

Background: Actions at European Union level for International Health Regulations (IHR) 2005 implementation and maritime transport were focused on two European projects implemented between 2006 and 2011. Method: Situation analysis and needs assessment were conducted, a Manual including European standards and best practice and training material was developed and training courses were delivered. Ship-to-port and port-to-port communication web-based network and database for recording IHR Ship Sanitation Certificates (SSC) were established. Results: Fifty pilot inspections based on the Manual were conducted on passenger ships. A total of 393 corrective actions were implemented according to recommendations given to Captains during pilot inspections. The web-based communication network of competent authorities at ports in EU Member States was used to manage 13 events/outbreaks (dengue fever, Legionnaires' disease, gastroenteritis, meningitis, varicella and measles). The European information database system was used for producing and recording 1018 IHR SSC by 156 inspectors in 6 countries in accordance with the WHO Handbook for inspection of ships and issuance of SSC. Conclusions: Implementation of corrective actions after pilot inspections increased the level of compliance with the hygiene standards in passenger ships sailing within the EU waters and improved hygiene conditions. The communication tool contributed to improvement of outbreak identification and better management through rapid sharing of public health information, allowing a more timely and coordinated response. After the implementation of actions on passenger ships, the European Commission co-funded a Joint action that will expand the activities to all types of ships and chemical, biological and radio-nuclear threats (deliberate acts/accidental). © 2013 Elsevier Ltd. All rights reserved

The decision making process on public health measures related to passenger ships: the example of influenza pandemic 2009

Public health measures at sea ports have posed a challenge for public health competent authorities, especially in the context of the influenza pandemic of 2009. This paper discusses the response of authorities to notifications of infectious diseases on passenger ships and the importance of assessing the risks related to cases of influenza. It further provides options for health measures and considerations for decision making during a pandemic such as the influenza pandemic of 2009. Prevention and control of influenza have included action taken by both competent port authorities and ships' crews. Assessing the public health risk of each event reported from ships to competent authorities at ports is important before advice is given on implementation of control measures. Public health risk assessment involves appraisal of threats to passengers and crew on board the ship as well as to the population in the community. Any public health measures taken should be necessary and proportional to the threat. Measures at ports cannot alone be effective in the prevention of the spread of a disease to the community since other means of transport play a major role. Measures taken on board ships can be effective in containing the disease. Consistent policy based on common protocols and carried out by competent authorities at local, national, European, or international levels are essential