Schilling R S
Br J Ind Med. 1971 Jan;28(1):27-35.
Schilling, R. S. F. (1971). 28, 27-35. Hazards of deep-sea fishing. During the nineteenth century sailing smacks suffered heavy losses at sea. Their replacement by steam trawlers and motor vessels reduced casualties to both ships and men. The accident mortality of fishermen in England and Wales has been grossly underestimated by the Registrar General of Births and Deaths because all but a few deaths at sea are reported separately to the Registrar General of Shipping and Seamen and are not taken into account in calculating mortality rates. By including deaths at sea in the period 1959-63, fishermen's standardized mortality ratio for accidents is increased from 466 to 1 726. Between 1958 and 1967, 92 fishermen on British trawlers lost their lives as a result of casualties to vessels; and 116 from individual accidents, mostly by drowning. The importance of individual accidents is emphasized by the fact that in years when ther was no heavy loss of life from vessel casualties, fishermen's fatal accident rates were at least twice those of coal miners and more than 20 times the rate of men in manufacturing industries. Crews of distant-water vessels have higher fatal accident rates than crews of near- and middle-water vessels (2·3 against 1·8 per 1 000 man-years); for skippers and mates on distant-water vessels the rate is 3·2 per 1 000 man-years which is higher than the corresponding rate of 2·6 for deck-hands and almost double that for other crew members. In 47 out of 90 trawlers lost or serioulsy damaged, the cause of the casualty was attributable to negligent navigation. Fatigue due to excessively long hours of work may contribute to casualties to both vessels and individuals. The Committee of Inquiry into Trawler Safety set up by the British Government after the loss of three trawlers in 1968 made many recommendations for higher standards of design, construction, and stability of vessels for the deep-sea fleet and for a reduction in the hours of work for deck-hands. The Committee also recommended the supply of a support ship at sea offering special services such as weather forecasting, medical and technical aid, and the provision of occupational health services for fishermen in port.
席林，R. S. F.（1971年）。第28期，27 - 35页。深海捕鱼的危险。在19世纪，帆船遭受了严重的海上损失。蒸汽拖网渔船和机动船取代了帆船，减少了船只和人员的伤亡。英格兰和威尔士渔民的事故死亡率被出生和死亡登记总长严重低估了，因为除了少数海上死亡事故外，所有海上死亡事故都另行报告给航运和海员登记总长，在计算死亡率时未被考虑在内。将1959 - 1963年期间的海上死亡事故计算在内，渔民事故的标准化死亡率从466上升到1726。1958年至1967年期间，英国拖网渔船上有92名渔民因船只伤亡丧生；116人死于个人事故，主要是溺水。个人事故的重要性体现在以下事实：在没有因船只伤亡导致大量人员死亡的年份里，渔民的致命事故率至少是煤矿工人的两倍，是制造业工人事故率的20多倍。远洋船只船员的致命事故率高于近海和中海船只船员（每1000人年分别为2.3起和1.8起）；远洋船只的船长和大副的事故率为每1000人年3.2起，高于甲板水手相应的2.6起的事故率，几乎是其他船员事故率的两倍。在90艘损失或严重受损的拖网渔船中，有47艘的伤亡原因可归咎于疏忽航行。长时间工作导致的疲劳可能会导致船只和人员伤亡。1968年三艘拖网渔船失事之后，英国政府成立了拖网渔船安全调查委员会，该委员会就提高深海船队船只的设计、建造和稳定性标准以及减少甲板水手的工作时间提出了许多建议。该委员会还建议在海上提供一艘支援船，提供诸如天气预报、医疗和技术援助等特殊服务，并为港口的渔民提供职业健康服务。
