AIMS: Seafaring is known as a high-risk industry. The aims were to describe the incidence of non-fatal injuries among seafarers, including testing the hypothesis that long working hours might result in higher injury rates. METHODS: A questionnaire study of injury on the latest tour of duty was carried out among seafarers in 11 countries with 6461 participants. The seafarers were asked if they were injured during the latest tour of duty and what was the number of hours worked. RESULTS: During the latest tour of duty, 9.1% of all seafarers were injured and 4.3% had an injury with at least 1 day of incapacity. The injury incidence rates for cargo ships and tankers: 39.5 per 1 million work hours and 37.6 per 100,000 days. Multivariate analyses: incidence rate ratios (IRR) for >70 working hours per week compared with <57 h: 0.90 [95% confidence interval (95% CI) = 0.61-1.32]; non-officers compared with officers: IRR = 1.57 (95% CI = 1.14-2.15); seafarers <35 years compared with > or =35 years of age: IRR = 2.11 (1.57-2.86); tour lengths > or =117 days compared with <117 days: IRR = 0.27 (0.19-0.39). Main work area on the deck and in the service area compared with work in the engine room: IRR = 0.37 (0.27-0.52) and IRR = 0.49 (0.26-0.91), respectively. CONCLUSIONS: There was no evidence that long working hours alone resulted in higher injury rates. Low self-perceived health, lack of use of personal protection and lack of occupational safety on board were significantly related to an increase in the injury risk.
AIMS: Seafaring is known as a high-risk industry. The aims were to describe the incidence of non-fatal injuries among seafarers, including testing the hypothesis that long working hours might result in higher injury rates. METHODS: A questionnaire study of injury on the latest tour of duty was carried out among seafarers in 11 countries with 6461 participants. The seafarers were asked if they were injured during the latest tour of duty and what was the number of hours worked. RESULTS: During the latest tour of duty, 9.1% of all seafarers were injured and 4.3% had an injury with at least 1 day of incapacity. The injury incidence rates for cargo ships and tankers: 39.5 per 1 million work hours and 37.6 per 100,000 days. Multivariate analyses: incidence rate ratios (IRR) for >70 working hours per week compared with <57 h: 0.90 [95% confidence interval (95% CI) = 0.61-1.32]; non-officers compared with officers: IRR = 1.57 (95% CI = 1.14-2.15); seafarers <35 years compared with > or =35 years of age: IRR = 2.11 (1.57-2.86); tour lengths > or =117 days compared with <117 days: IRR = 0.27 (0.19-0.39). Main work area on the deck and in the service area compared with work in the engine room: IRR = 0.37 (0.27-0.52) and IRR = 0.49 (0.26-0.91), respectively. CONCLUSIONS: There was no evidence that long working hours alone resulted in higher injury rates. Low self-perceived health, lack of use of personal protection and lack of occupational safety on board were significantly related to an increase in the injury risk.