Systematic Review of Injuries and Chronic Musculoskeletal Pain Among High-speed Boat Operators.

INTRODUCTION: High-speed boat operators constitute a population at risk of work-related injuries and disabilities. This review aimed to summarize the available knowledge on workplace-related injuries and chronic musculoskeletal pain among high-speed boat operators. MATERIALS AND METHODS: In this systematic review, we searched Medline, Embase, Scopus, and the Cochrane Library Database for studies, published from 1980 to 2022, on occupational health and hazards onboard high-speed boats. Studies and reports were eligible for inclusion if they evaluated, compared, used, or described harms associated with impact exposure onboard high-speed boats. Studies focusing on recreational injuries and operators of non-planing boats were excluded. The primary outcome of interest was the incidence of acute injuries. The secondary outcome measures comprised the presence of chronic musculoskeletal disorders, pain medication use, and days off work. RESULTS: Of the 163 search results, 5 (2 prospective longitudinal and 3 cross-sectional cohort studies) were included in this systematic review. A total of 804 cases with 3,312 injuries sustained during 3,467 person-years onboard high-speed boats were included in the synthesis of the results. The pooled incidence rate was 1.0 per person-year. The most common injuries were related to the lower back (26%), followed by neck (16%) and head (12%) injuries. The pooled prevalence of chronic pain was 74% (95% CI: 73-75%) and 60% (95% CI: 59-62%) of the cohort consumed analgesics. CONCLUSIONS: Despite very limited data, this review found evidence that high-speed boat operators have a higher rate of injuries and a higher prevalence of chronic pain than other naval service operators and the general workforce. Given the low certainty of these findings, further prospective research is required to verify the injury incidence and chronic pain prevalence among high-speed boat operators.

Does Military High-speed Boat Slamming Cause Severe Injuries and Disability?

BACKGROUND: Many operators of professional high-speed boats suffer severe, acute, and permanent injuries caused by slamming-induced hull impacts. As the number of professional high-speed boats and their speed capabilities increase, operators are reporting increasing numbers and severity of injuries. However, the actual incidence rate of acute injuries and the prevalence of chronic musculoskeletal disorders are still unknown. QUESTIONS/PURPOSES: We sought to investigate, among professional high-speed boat operators, (1) the self-reported incidence rate of impact-induced injuries, (2) the most common types of injuries or injury locations, (3) what impact characteristics were reported, and (4) the prevalence of self-reported sick leave, disability, and medical or orthopaedic treatment. METHODS: This study was an internet-based survey among retired military high-speed boat operators. The survey was given to members of the Combatant Craft Crewman Association online user group (360 members). Participants answered questions on demographics, service branch, service years and capacity, boat type, types of events, injury location, severity, pain, disability, and need for treatment. Values are presented as the mean ± SD and proportions. Incidence rates are presented as injuries per person-year. A total of 214 members of the Combatant Craft Crewman Association participated in the survey (213 men, mean age 50 ± 9 years, mean BMI 29 ± 4 kg/m 2 ). A total of 59% (214 of 360) of those we surveyed provided responses; all provided complete survey responses. RESULTS: The self-reported incidence rate of impact-induced injuries was 1.1 injuries per person-year served onboard. A total of 32% (775 of 2460) of respondents reported injuries that affected the back, and 21% (509 of 2460) reported injuries that affected the neck. Among those who responded, 33% (70 of 214) reported loss of consciousness onboard, and 70% (149 of 214) reported having experienced impaired capacity to perform their job onboard because of impact exposure. A total of 49% (889 of 1827) of the reported injuries were attributed to impacts containing lateral forces, 18% (333 of 1827) to frontal impacts, and 12% (218 of 1827) were attributed to purely vertical impacts. Finally, 67% (144 of 214) of respondents reported at least one occasion of sick leave from training or missions. Seventy-two percent (155 of 214) applied for a Veterans Affairs disability rating, and 68% (105 of 155) of these had a rating of 50% or higher. Additionally, 39% (84 of 214) reported having had surgery during active duty, and 34% (72 of 214) reported surgery after leaving active service. CONCLUSION: The results suggest that in the investigated military population, exposure to slamming-induced impacts onboard high-speed boats may cause more injuries than previously reported. Most reported injuries are musculoskeletal, but the high number of reported slamming-induced events of unconsciousness is concerning. LEVEL OF EVIDENCE: Level IV, prognostic study.

Higher wear-rate of third-generation metal-backed Reflection cups with eto-sterilised UHMWPE at a mean 13 years follow-up.

Polyethylene (PE) wear and osteolysis is a recognised problem with non-cross linked PE liners and first generation modular cup designs. Wear particles induce osteolysis leading to aseptic loosening. We retrospectively compared the linear PE wear and implant survival and revision rates of the Reflection Cup and the Duraloc 300. After a mean clinical follow-up of 13 years (range 11-15 years), the 2D linear PE wear-rate of the Reflection liner (n = 68) was 0.23 mm/year, with a mean total wear of 3.14 mm (1.04-7.36), SD 1.45. The wear-rate of the Duraloc 300 cups (n = 32) was 0.14 mm/year, with a mean total wear of 1.84 mm (0.55-4.63), SD 1.07. The difference in PE wear-rate as well as mean total wear was highly significant (p = 0.0001). There was a positive correlation between wear-rate and both Oxford Hip Score and Harris Hip Score (p = 0.02). Large acetabular cup size (>54 mm), HA coating on the stem and age <50 years did not influence PE wear. The higher wear-rate in the Reflection liners could be related to the EtO sterilisation. Intermediate and long-term follow-up is advisable.

Fixation of trapezial implants in a trapeziometacarpal total joint prosthesis tested in a model of porcine bone.

High aseptic loosening rates have been reported in total joint prostheses of the carpometacarpal joint of the thumb, particularly in the trapezial component. The primary fixation of new implants may be tested in cadaver bones, but the anatomy of the pig is in many ways similar to that of the human, so we compared the central carpal bone from the forefoot of 6-month-old pigs, which has a saddle joint surface similar to the trapezium, to the trapezium in patients with carpometacarpal osteoarthritis. The mean (SD) bone mineral density of the 13 pig forefoot bones was 0.88 (0.12) g/cm(2) compared with 0.63 (0.16) g/cm(2) in the 31 human trapeziums. The measured size of the porcine bones was slightly larger than that of the human trapeziums. The similarity in form, size, and bone mineral density means that the central bone of the forefoot of 6-month-old pigs may be used for fixation tests in trapezial implants.