The implications of introducing shift work and flexible working hours into the UK clothing industry were examined, with special reference to the effects on personnel, plant utilisation and garment costs. A total of 37 garment manufacturing establishments, within 17 companies, were visited; 91 managers (for production and economic data)and 1018 supervisors and operatives, 87% female and 13% male, (for social data) were consulted. The main points arising from the survey are:- 1 . Social (i) The average age and length of service of respondents were respectively 30.4 and 7.1 for women and 40 and 13.9 for men. Nearly three fifths were married and over half of the women had children, most of them at school or pre-school stage. (ii) Over four fifths were committed to some kind of housework; 3 to 5 hours between 17.00 and 24.00 hours were usually spent on this task but about 9% spent more than 5 hours on it. (iii) Over half would be very much bothered by the inability to carry on their individual and/or group social activities. About two thirds would also be concerned by a change in the period of and time for sleep and meal times. Nearly two fifths used public transport for the journey to work. (iv) Only 15% had worked on multiple shifts previous to their present employment and 16% left their previous job because of being on shifts or unsuitable hours. About one fifth worked currently part-time and only 13% wanted to change their existing working system so that they might gain extra convenience and leisure in their working life. (v) The unsolicited personal choice of working systems were mainly shifts (13%), flexible working hours (14%) and part-time day work (30%); working only in school hours appeared to attract the choice of about 40% of the women. (vi) From the points above, it seemed that a high proportion of married female workers, mostly with dependent children and committed to housework, would probably react against shift work. The availability of part-time work together with the normal day work habit acquired would also affect the employees' attitudes towards the acceptance of even flexible working hours. 2. Production (i) The main problems involved with introducing shift work were considered to be sharing of equipment, bonus and piece rate payment and responsibility for quality failures. Dislike of sharing machines by operatives was considered to be a severe problem in sewing section and the extent of this dislike seemed higher in traditional rather than non traditional clothing areas; the operatives' age and length of service appeared to affect their attitudes. The smaller the period of time for each job then the less the problem of sharing payment and responsibility could become. (ii) Introduction of flexible working hours could create the difficulties of shortage and/or excess of supply of work within the production flow with interdependent operations; the extent of the problem could vary with the amount of work in progress and the period of time spent by each operative on the garment and/or its parts. Economic (i) Garment cost elements are material, labour, variable and fixed overheads (survey averages 50.6%, 24.9%, 8% and 16.5%), of which labour and variable overheads would be affected by introducing multiple shifts and only fixed overheads by flexible working hours. There should be a decrease in variable overheads per garment because of sharing a fixed amount of cost between shifts, an increase in labour cost due to shift premium and an increase in fixed overheads because of longer opening hours of the plant on flexible working hours. (ii) The capital employed on plant and machinery, C, could often be divided by the number of shifts so that this could help to increase profitability by a factor of 2 or 3. (iii) General formulae were established, using the most relevant variables, for calculating the profitability and profitability ratios of different working schemes. Generally, if the number of shifts are increased then the profitability of the plant could be very greatly increased. This was well illustrated from the calculated profitability ratios of about 2 and 3 respectively, when industrial survey values were used, for 2 and 3 shift systems replacing a single shift system. Profitability of flexible working hours would, theoretically, be less than that of single shift, but there might be some economic gains, such as reduced rates of labour turnover and absenteeism (which are currently high in the garment industry), arising from the introduction of flexible working hours. / Iranian Ministry of Science and Higher Education and Teheran Polytechnic

Ett byggprojekt använder idag cirka 21% av den tid som finns tillgänglig och står under den övriga tiden stilla. Samtidigt beräknas ungefär en tredjedel av arbetsdagens timmar försvinna som slöseri. En optimal situation hade inneburit ett 100% nyttjande av den tillgängliga tiden vilket i sig kunnat innebära en ökad effektivitet. Tidsanvändningen inom ett projekt påverkar resursanvändningen, där resursen arbetskraft idag motsvarar mellan 10–60% av den totala projektkostnaden. Planeringen av den tillgängliga tiden görs med hjälp av tidplaner och arbetsplatsens arbetstider blir styrande vid upprättandet av en tidplan. Genom att förändra arbetstiderna så förändras nyttjandegraden av den tillgängliga arbetstiden vilket möjliggör för en ökad effektivitet inom ett byggprojekt. Syftet med den genomförda studien har varit att undersöka vilka hinder och drivkrafter som finns för en förändring av de nuvarande arbetstiderna vid ett byggprojekt. Fokus har varit ett valt ombyggnadsprojekt i Stockholm. Målet med studien var att genom en kartläggning och identifiering av faktorerna bidra till en ökad förståelse och kunskap inom området samt redogöra för de interna förutsättningarna som bör finnas för en förändring av arbetstiderna. För att besvara syftet genomfördes en utforskande abduktiv fallstudie. Genom workshopar och intervjuer inhämtades primärdata direkt från fallprojektet, samtidigt som en litteraturstudie genomfördes med utgångspunkt i vad som framkommit av studiens inledande del. I slutskedet genomfördes en simulering av fallprojektets tidplan för två valda aktiviteter där den ordinarie arbetstiden ersattes av skiftarbete och en utökad arbetstid i form av en 7-dagarsvecka, med syftet att teoretiskt testa en arbetstidsförändring. Förändringen visade på en minskning om 43% respektive 19% av den totala kalendertiden. Resultatet från studien visar att det finns 15 stycken faktorer som påverkar eller påverkas av att arbetstiderna skulle förändras vid byggprojektet. Faktorerna kan ses som antingen drivkrafter eller hinder, där de interna drivkrafterna antingen kan ses som incitament till en förändring eller som resultat av förändringen. De interna drivkrafter som identifieras i studien är kontraktshandlingar, förseningar, arbetsmetoder, projektets utgifter samt produktionstid/tid för färdigställande. Interna hinder som identifieras ses som svårigheter och hindrande faktorer. Dessa faktorer identifieras som projektorganisationen, informationsöverföring, personalutrymmen, säkerhet, administrativa arbetsuppgifter samt arbetsplatslogistik. Som externa hinder identifieras arbetstid och arbetstidslagen, kollektivavtal, lönemodeller och lokala regler inom Stockholm stad. De interna förutsättningarna som bör finnas för en implementering av förändrade arbetstider är en tidig förankring mellan delaktiga parter, att arbetsplatsens kapacitet fastställs med avseende på resurserbehovet samt att implementeringen regelbundet följs upp. Studien indikerar på att man genom dessa tre insatser kan ge ett projekt de rätta förutsättningarna till en framgångsrik implementering av förändrade arbetstider. Slutligen rekommenderas fallföretaget att fortsatt utvärdera behovet av dagens arbetstider samt hur behovet av en arbetstidsförändring ser ut, eftersom studien indikerar på att det finns fördelar för ett projekt med helt eller delvis förändrade arbetstider i produktionen. / A construction project today uses about 21% of the time that is available and stands still for the rest of the time. At the same time, it is estimated that about a third of the working day's hours will disappear as waste. An optimal situation would be a 100% utilization of the available time, which could mean increased efficiency. The use of time within a project affects the use of resources, where the labor costs today corresponds to between 10–60% of the total project cost. The planning of the available time is done with schedules and the workplace's working hours become governing when establishing a schedule. By changing working hours, the utilization rate of the available working hours changes, which enables increased efficiency within a construction project. The purpose of the completed study has been to investigate the obstacles and driving forces that exist for a change in the current working hours of a construction project. The focus has been on a redevelopment project in Stockholm. The aim of the study was to contribute to an increased understanding and knowledge in the area through a mapping and identification of the factors and to account for the internal conditions that should exist for a change in working hours.  To answer the purpose, an exploratory abductive case study was conducted. Through workshops and interviews, primary data were obtained directly from the case project. Meanwhile a literature study was carried out based on the introductory part of the study. In the final phase, a simulation of the case project's schedule was carried out for two selected activities where the regular working hours were replaced by shift work and an extended working hours in the form of a 7-day week, with the aim of theoretically testing a change in working hours. The change resulted in a reduction of 43% and 19% of the total calendar time.  The results show that there are 15 factors that affect or are affected by the fact that working hours would change during the construction project. The factors are either driving forces or obstacles, where the internal driving forces can either be incentives for a change or as a result of the change. The internal driving forces identified in the study are contract documents, delays, working methods, project expenses and production time/time for completion. Internal barriers that are identified are difficulties and hindering factors. These factors are identified as the project organization, information transfer, staff spaces, security, administrative tasks and workplace logistics. Working hours and the Working Hours Act, collective agreements, wage models and local rules within the City of Stockholm are identified as external obstacles. The internal preconditions that should exist for an implementation of changed working hours are an early anchoring between the parties involved, that the workplace's capacity is determined regarding the need for resources and that the implementation is followed up regularly. The study indicates that through these three initiatives one can give a project the right conditions for a successful implementation of changed working hours.  Finally, the company is recommended to continue evaluating the need for current working hours and what the need for a change in working hours looks like, as the study indicates that there are benefits with completely or partially changed working hours in production.

Under hösten 2023 infördes ett nytt direktiv gällande 11 timmars sammanhängande dygnsvilaför anställda inom Sveriges kommuner och regioner. Direktivet har förändratarbetsförutsättningarna för vårdpersonal, en yrkesgrupp som ofta arbetar skift. Syftet medstudien var därför att undersöka vårdpersonals upplevelse av work-life balance vid skiftarbetesedan det nya direktivet trädde i kraft. För att undersöka detta genomfördes en kvalitativstudie bestående av åtta semistrukturerade intervjuer med undersköterskor och sjuksköterskor,vilka analyserades med en induktiv tematisk analys. Resultatet visade att respondenternalägger stor vikt vid att försöka separera arbetslivet från privatlivet för att på så sätt skapabalans i livet. Trots detta upplevde dock majoriteten av respondenterna att arbetet går ut överprivatlivet. Resultatet tyder på att det nya direktivet gällande 11 timmars sammanhängandedygnsvila har haft en negativ inverkan på respondenternas work-life balance / During the autumn of 2023, the new directive regarding 11 hours of continuous daily rest foremployees within Sweden's municipalities and regions was introduced. The directive haschanged the working conditions for healthcare staff, a professional group that often works inshifts. The purpose of the study was therefore to investigate the healthcare workers'experience of work-life balance during shift work since the new directive came into effect. Toexamine this, a qualitative study was performed in which eight semi-structured interviewswere conducted with assistant nurses and nurses, which were analyzed using inductivethematic analysis. The results showed that the respondents put a lot of emphasis on trying toseparate work life from private life in order to create balance in life. Despite this, however,the majority of respondents felt that work overrides private life. The results indicate that thenew directive regarding 11 hours of continuous daily rest have had a negative impact on therespondents' work-life balance.

Objetivo: Este estudo teve como objetivo principal analisar o efeito presumido do horário irregular de trabalho, do índice de massa corporal (IMC) e da atividade física nos aspectos cardiometabólicos e de sono em motoristas de caminhão. Métodos: Foi realizado um estudo transversal em uma população de 101 motoristas de caminhão que trabalhavam em uma transportadora de cargas de São Paulo (SP). Após os critérios de exclusão, permaneceram no estudo 57 motoristas (26 do turno diurno e 31 do turno irregular). Os motoristas responderam a um questionário sobre dados sociodemográficos e do trabalho, além do Questionário Internacional de Atividade Física, IPAQ e um questionário para avaliar demanda, controle e apoio social no trabalho. Foram medidas a massa corporal, a estatura, circunferências abdominal e do quadril e o perímetro cervical. Foi realizada uma coleta de sangue em jejum de 12 horas para determinação das concentrações plasmáticas de glicemia, colesterol total e frações triglicérides, leptina, grelina e insulina. Os motoristas também utilizaram por sete dias consecutivos actímetros para estimar os padrões de sono. Para comparação das características sociodemográficas, de trabalho, de saúde e estilo de vida, medidas antropométricas, atividade física, hábitos alimentares, aspectos de sono, parâmetros fisiológicos, bioquímicos e hormonais foram realizados testes de estatística inferencial, após a realização da estatística descritiva. Resultados: Os motoristas obesos apresentaram concentrações de leptina cerca de cinco vezes maior em relação aos eutróficos (p<0,01), sendo que estas foram 40 por cento maiores entre os obesos do turno irregular em relação aos obesos do turno diurno (p<0,01). Por outro lado, os motoristas obesos apresentaram menor concentração de grelina que os motoristas eutróficos (p<0,04). O IMC médio dos motoristas irregulares foi significativamente maior do que dos motoristas diurnos (28,4 ± 3,8 kg/m2 vs 26,4 ± 3,6 kg/m2, p=0,04). A prática de atividade física no tempo de lazer foi baixa em ambos os grupos (<150 min/semana). O teste de Mann-Whitney mostrou que os motoristas do turno irregular eram mais ativos fisicamente do que os motoristas do turno diurno (99 ± 166 min/semana vs 23 ± 76 min/semana, p<0,01). A análise de covariância revelou que os motoristas do turno irregular moderadamente ativos apresentaram maiores pressões arteriais sistólica e diastólica (143,7 e 93,2 mmHg, respectivamente) que os motoristas diurnos moderadamente ativos (116 e 73,3 mmHg, respectivamente) (p<0,05), assim como maior concentração de colesterol total que os motoristas diurnos moderadamente ativos (232,1 e 145 mg/dl, respectivamente) (p=0,01). Independentemente da prática de atividade física, motoristas irregulares apresentaram concentrações mais elevadas de colesterol total e LDL-colesterol (211,8 e 135,7 mg/dl, respectivamente) do que os diurnos (161,9 e 96,7 mg/dl, respectivamente) (Ancova, p<0,05). Considerando-se os motoristas dos dois turnos, observou-se associação entre atividade física e menor latência do sono (Ancova, p=0,04) e melhor eficiência do sono (Ancova, p=0,02). Conclusões: Para a população estudada, a prática de atividade física não foi associada à redução da presença de fatores de risco cardiometabólicos, embora tenha sido associada a uma boa qualidade de sono. A associação observada entre as concentrações dos hormônios reguladores do apetite e o IMC, em conjunto com a associação entre turno e obesidade, sugere a necessidade de realizar estudos sobre o papel do turno de trabalho nas alterações hormonais. Além disso, devido à demanda elevada, longas jornadas e maior tempo de trabalho na profissão, o trabalho dos motoristas de caminhão está associado ao desenvolvimento de fatores de risco cardiometabólicos / Objective: The main aim of this study was to analyse the putative effect of irregular-shift work, body mass index (BMI) and physical activity on cardiometabolic and sleep aspects in truck drivers. Methods: A cross-sectional study was undertaken of 101 truck drivers working for a São Paulo-based transportation company (São Paulo State). A total of 57 drivers (26 day-shift and 31 irregular-shift workers) were included in the study after application of the exclusion criteria. All drivers completed a questionnaire collecting data on sociodemographic data and work characteristics, and also completed the International Physical Activity Questionnaire (IPAQ) along with a questionnaire assessing load, control and social support in the workplace. Measurements of BMI, height, waist/hip circumferences and cervical perimeter were taken. Fasting blood samples (12 hrs.) were collected to determine concentrations of plasma glucose, total cholesterol, triglyceride fractions, leptin, ghrelin and insulin. Drivers also wore actigraphy devices for seven consecutive days to estimate sleep patterns. After descriptive statistical analysis, inferential statistical tests were employed to compare the following data: sociodemographic, work, health and life-style characteristics, anthropometric measurements, physical activity, dietary habits, sleep aspects, as well as physiological, biochemical and hormonal parameters. Results: Obese drivers had five-fold higher concentrations of leptin than normal-weight drivers (p<0.01), with leptin levels 40 per cent greater in irregular-shift than day-shift obese (p<0.01). Obese drivers had lower ghrelin levels than drivers of normal weight (p<0.04). Mean BMI was significantly higher among irregularshift than day-shift workers (28.4 ± 3.8 kg/m2 vs 26.4 ± 3.6 kg/m2, p=0.04). The practice of leisure-time physical activity was generally low in both groups (<150 min/week). Results of the Mann-Whitney test showed that irregular-shift drivers were more physically active than day-shift workers (99 ± 166 min/week vs 23 ± 76 min/week, p<0.01). Analysis of covariance revealed that moderately-active irregular-shift workers had higher systolic and diastolic arterial pressures (143.7 and 93.2 mmHg, respectively) than moderately-active day-shift workers (116 and 73.3 mmHg, respectively) (p<0.05) as well as higher total cholesterol concentrations (232.1 and 145 mg/dl, respectively) (p=0.01). Independently of the practice of physical activity, irregular-shift drivers had higher total cholesterol and LDL-cholesterol concentrations (211.8 and 135.7 mg/dl, respectively) than day-shift workers (161.9 and 96.7 mg/dl, respectively (Ancova, p<0.05). For drivers of both shift types, an association between physical activity and shorter sleep latency (Ancova, p=0.04) and superior sleep efficiency (Ancova, p=0.02) was observed. Conclusions: For the population studied, the practice of physical activity was not associated with reduced presence of the cardiometabolic risk factors, although it has been associated with good quality sleep. The association observed between concentration of appetite-regulating hormones and BMI, and also between shift-type and obesity, points to the need for further studies investigating the role of shift work in hormonal changes. In addition, given the elevated work load, long working hours and time on the job associated with the profession, working as a truck driver is associated with the development of cardiometabolic risk factor

Objetivo: Este estudo teve como objetivo verificar a associação entre queixas de dores musculoesqueléticas e turno irregular de trabalho, assim como avaliar a resposta de uma intervenção fisioterapêutica nas queixas musculoesqueléticas e em parâmetros do sono. Este estudo foi realizado em duas etapas. A primeira etapa constituiu um estudo transversal com 71 motoristas de caminhão que trabalhavam em uma empresa transportadora de cargas localizada na cidade de São Paulo (SP). Após os critérios de exclusão, teve início a segunda etapa do estudo. Participaram desta etapa 49 motoristas, sendo 24 do horário irregular, que inclui o horário noturno e 25 do horário diurno. Dentre estes 49 motoristas, 13 concordaram em participar de um programa de intervenção fisioterapêutica por 16 sessões (quatro meses). Os motoristas responderam a um questionário sobre dados sociodemográficos e de condições de trabalho, além de um específico sobre queixa de dores musculoesqueléticas e utilizaram por dez dias consecutivos actímetros em conjunto com protocolos de atividades diárias para estimar os padrões de sono. A intervenção consistiu de sessões de exercícios de alongamento e fortalecimento muscular. A análise do quadro doloroso foi realizada pela Escala Visual Analógica e pelo Questionário Nórdico de Sintomas Osteomusculares. Resultados: 80,3 por cento dos motoristas referiram dor musculoesquelética nos últimos 12 meses, sendo que a prevalência de dores para a coluna vertebral foi de 66,2 por cento nesse mesmo período. O sono de má qualidade foi referido por 48 por cento dos motoristas do horário diurno e por 52 por cento dos motoristas do horário irregular e não houve associação significativa entre o sono de má qualidade e horário de trabalho (p=0,08). Foi encontrada associação entre sono de má qualidade e queixa de dor musculoesquelética para todas as regiões estudadas, exceto para os membros inferiores (p<0,05) nos últimos 12 meses e na última semana antecedente à pesquisa. Para as regiões com maior prevalência de queixa de dor os fatores associados foram a área da transferência (p<0,001) e o sono de má qualidade (p=0,05). Dos participantes da segunda etapa, os motoristas do horário irregular tem maior chance de apresentar sono de curta duração em relação aos motoristas do horário diurno (p<0,001). As variáveis estatisticamente significativas associadas para a duração do sono foram o horário irregular de trabalho (p<0,001) e dirigir acima de 10 horas (p=0,04). A duração do sono e o horário de trabalho foram preditores para queixa de dor na coluna dorsal, lombar e vertebral em relação aos últimos 12 meses. Dos 13 motoristas que iniciaram a intervenção, somente dois do horário diurno a completaram. Houve percepção da melhora do quadro álgico por estes motoristas. Conclusões: Há elevada prevalência de dores musculoesqueléticas entre motoristas, independente do horário de trabalho. Entretanto, sono de má qualidade, curta duração de sono e presença de dor parecem estar associados. Embora o programa de intervenção fisioterapêutica para redução de dores musculoesqueléticas tenha sido bem avaliado pelos motoristas, sua realização foi dificultada pela escolha da empresa dos horários e dias da semana em que a mesma foi realizada. / Objective: The objective of this study was to determine the association between musculoskeletal pain complaints and irregular shift work and to assess response to a physiotherapeutic intervention in terms of musculoskeletal pain and sleep parameters. This study was performed in two stages. The first stage entailed a cross-sectional study involving 71 truck drivers working for a freight company in São Paulo city (São Paulo State). The second stage of the study commenced after applying the exclusion criteria and included 49 drivers, 24 of whom worked irregular hours, including night shifts, and 25 that worked day shifts only. Of the 49 drivers, 13 agreed to take part in a physiotherapeutic intervention program of 16 sessions (four months). The drivers answered a questionnaire collecting sociodemographic and work-related data in addition to a specific questionnaire on musculoskeletal pain complaints. Participants wore actimeters for 10 consecutive days and filled out daily activity forms to estimate sleep patterns. The intervention comprised sessions of stretching and muscle strength exercises. Pain symptoms were assessed using the Visual Analog Scale and the Nordic Osteomuscular Symptoms Questionnaire. Results: A total of 80.3 per cent of the drivers reported musculoskeletal pain in the past 12 months, and pain prevalence for the spinal column was 66.2 per cent over the same period. Poor sleep quality was reported by 48 per cent of drivers on day shifts and by 52 per cent of drivers working irregular hours. No statistically significant association between poor sleep and work times was detected (p=0.08). An association between poor sleep quality and musculoskeletal pain was found for all body regions studied, except for lower limbs (p<0.05) in the past 12 months and the week preceding the study. The associated factors for the regions with higher prevalence of pain complaints were transfer area (p<0.001) and poor sleep quality (p=0.05). Of the participants in the second stage, drivers working irregular shifts had a greater likelihood of having short sleep duration compared to drivers working day shifts (p<0.001). A statistically significant association was identified between sleep duration and the variables working irregular shifts (p<0.001) and driving for longer than 10 hours (p=0.04). Sleep duration and work shift were predictors for pain complaints in the dorsal spine, lumbar spine and spinal column over the past 12 months. Of the 13 drivers who initially embarked on the intervention, only two of the day shift drivers completed the program. All drivers perceived pain improvements. Conclusions: There is a high prevalence of musculoskeletal pain among drivers, irrespective of work shift. Poor sleep quality, short sleep duration and presence of pain appear to be associated factors. Although the physiotherapeutic intervention program for reducing musculoskeletal pain was assessed positively by the drivers, its implementation was hampered by the times and days of the week chosen by the company to run the program.

Objetivo: Comparar a sobrecarga no sistema musculoesquelético e na qualidade de vida de trabalhadores em turnos fixos matutinos, vespertinos e noturnos. Métodos: A amostra deste estudo foi composta de 254 trabalhadores de uma empresa ligada ao setor automotivo. As coletas foram realizadas em uma cidade brasileira de médio porte no ano de 2011. Os trabalhadores foram divididos em grupos de turnos: G1. 87 Trabalhadores do Turno Matutino (6:00 - 14:00); G2. 87 Trabalhadores do Turno Vespertino (14:00 - 22:00); G3. 80 Trabalhadores do Turno Noturno (22:00 - 6:00). Foram aplicados os seguintes instrumentos: Questionário Sociodemográfico, Questionário Nórdico de Sintomas Musculoesqueléticos e Questionário de Qualidade de Vida SF-36. Foi estimada a prevalência, com respectivo intervalo de 95% de confiança, para as queixas músculoesqueléticas. Análises bivariadas foram usadas para identificar possíveis associações entre as queixas musculoesqueléticas e as variáveis independentes. Resultados: Analisando o odds ratio da ocorrência de dor em função das variáveis: idade, escolaridade, composição familiar, função, tempo de trajeto até o trabalho, realização de outras atividades, tempo de vínculo empregatício e qualidade de vida avaliada pelo SF-36, verificou-se que o tempo de trajeto maior que 30 minutos representa é um risco associado (OR 2,51; IC95%: 1,34 - 4,69) à presença de dor e o relato de melhor qualidade de vida, proteção (OR 0,16; IC95%: 0,08 - 0,29). Nas análises associativas, a qualidade de vida foi a única variável significativa foi para o turno de trabalho. O turno noturno foi associado a pior qualidade de vida (OR 2,07; IC95%: 1,11 - 3,84). Conclusões: Não houve associação entre as queixas músculoesqueléticas e os diferentes turnos de trabalho. A qualidade de vida dos trabalhadores mostrou um efeito protetivo para a dor, porém apresentou- se pior nos trabalhadores do turno noturno, quando comparados aos turnos matutinos e vespertinos / This study aims to evaluate the impact of night work on the musculoskeletal system and the quality of life for workers who perform their work in shifts. The study was conducted in a company linked to the automotive industry. The sample was composed of 254 workers. The workers were divided into the following shift groups: G1- 87 Morning (6:00 to 14:00); G2 - 87 Evening (14:00 - 22:00); G3 - 80 Night (22:00 to 6:00).It was applied the following assessment tools: Nordic Musculoskeletal Questionnaire and the Quality of Life Questionnaire SF-36, plus a personally identifiable form. The prevalence, with 95% confidence for musculoskeletal complaints was estimate. Bivariate analyzes were used to identify possible associations between musculoskeletal complaints and independent variables. Analyzing the odds ratio for the occurrence of pain in terms of the variables age, education, family composition, function, time commuting to work, carrying out other activities, length of employment and quality of life assessed by the SF-36, there there was no statistical association between the variables, except the SF-36, which showed that the better quality of life, greater protection for pain (OR 0.16, 95% CI 0.19 to 0.30)

Foram analisadas todas as ausências e acidentes de trabalho ocorridos entre 1354 trabalhadores das seções de prensas pesadas de indústrias automobilísticas da região da Grande São Paulo. O trabalho era organizado em quatro sistemas de turnos semi-contínuos: 3 turnos fixos, 1 turno vespertino-noturno fixo, 2 turnos rodiziantes mensais e 3 turnos rodiziantes quinzenais. As análises das características dos trabalhadores envolvidos em episódios de faltas e acidentes evidenciou que o tempo de empresa é uma importante variável, e se relaciona de forma inversamente proporcional à frequência dos episódios. Quanto aos sistemas de turnos, foram observados maiores coeficientes de frequência de faltas por doença nos sistemas de 3 turnos fixos. Os períodos da manhã e da tarde apresentaram maiores valores nos coeficientes de ausências por doença que o período vespertino-noturno e noturno. Em relação às faltas injustificadas, o turno fixo vespertino-noturno teve valores mais elevados que os outros sistemas de turnos e o período vespertino-noturno apresentou maiores ausências que à tarde e à noite. Não houve diferenças quanto à frequência, gravidade e duração de acidentes e os períodos de trabalho em 3 sistemas de turnos. Somente no esquema de 3 turnos fixos, a frequência de acidentes foi maior a tarde que à noite. O sistema de 3 turnos fixos teve coeficientes de frequência, gravidade e duração dos acidentes semelhantes a dos turnos rodiziantes quinzenais. A única diferença foi observada entre os turnos rodiziantes mensais e quinzenais. Os primeiros apresentaram maior frequência de episódios. O estudo do não absentismo em trabalhadores que permaneceram 24 meses nos sistemas de turnos, mostrou que a proporção do não absentismo injustificado é inferior ao não absentismo doença, em 3 sistemas de turnos. A proporção dos não acidentados é menor que a das faltas por doença em 2 sistemas de turnos (rodiziantes mensais e fixos vespertinos-noturnos) e equivalente a dos episódios injustificados no sistema de 3 turnos fixos. As faltas injustificadas representaram um problema mais sério que as ausências por doença, nas indústrias estudadas. / The variables associated to the occurrence of absenteeism spells sickness absence, unjustified absence and accidents at work among shift workers were studied, in four types of semicontinuous shiftwork (3 fixed shifts, 1 late afternoon shift, 2 monthly rotating shifts, 3 fortnightly rotating shifts). The research was conducted among 1,354 workers in heavy sheet metal stamping sections of automotive plants located in the Greater São Paulo area. In any type of shift-schedule the time on the job appeared as an important variable inversely proportional to the frequency of the spells. The 3 fixed shifts schedule presented the highest sickness absence ratio. The sickness absence ratios were higher during the late afternoon and night shifts and on morning and evening working hours than in late-afternoon and night periods. The unjustified absences ratios were higher during the late afternoon shifts. This work period showed a higher absences than evening and night. No significant differences were found regarding the frequency, severity and length ratios of the accidents at work during the periods (morning, evening and night) in neither of the 3 shift systems. The 3 fixed shifts showed a higher accident frequency at evening than at noon. The ratios of the frequency, severity and accident length, respectively of the 3 fixed shifts system, were of the same values as those of the fortnightly rotating shifts system. A difference was observed between the monthly and fortnightly rotating shifts. The former presented a higher frequency of the accidents. The survey of the shift workers who worked 24 months on the job showed that the unjustified non-absenteeism ratio is lower than the sickness non-absenteeism ratio, for the three shifts systems. The non-accident absenteeism ratio is lower than the sickness non-absenteeism ratios in two shifts systems (monthly rotating and fixed late afternoon) and it is equal to the ratio of unjustified absence for the 3 fixed shifts. Unjustified absences represented more serious problems than sickness absences in studied industries.

No description available.

Foram analisadas todas as ausências e acidentes de trabalho ocorridos entre 1354 trabalhadores das seções de prensas pesadas de indústrias automobilísticas da região da Grande São Paulo. O trabalho era organizado em quatro sistemas de turnos semi-contínuos: 3 turnos fixos, 1 turno vespertino-noturno fixo, 2 turnos rodiziantes mensais e 3 turnos rodiziantes quinzenais. As análises das características dos trabalhadores envolvidos em episódios de faltas e acidentes evidenciou que o tempo de empresa é uma importante variável, e se relaciona de forma inversamente proporcional à frequência dos episódios. Quanto aos sistemas de turnos, foram observados maiores coeficientes de frequência de faltas por doença nos sistemas de 3 turnos fixos. Os períodos da manhã e da tarde apresentaram maiores valores nos coeficientes de ausências por doença que o período vespertino-noturno e noturno. Em relação às faltas injustificadas, o turno fixo vespertino-noturno teve valores mais elevados que os outros sistemas de turnos e o período vespertino-noturno apresentou maiores ausências que à tarde e à noite. Não houve diferenças quanto à frequência, gravidade e duração de acidentes e os períodos de trabalho em 3 sistemas de turnos. Somente no esquema de 3 turnos fixos, a frequência de acidentes foi maior a tarde que à noite. O sistema de 3 turnos fixos teve coeficientes de frequência, gravidade e duração dos acidentes semelhantes a dos turnos rodiziantes quinzenais. A única diferença foi observada entre os turnos rodiziantes mensais e quinzenais. Os primeiros apresentaram maior frequência de episódios. O estudo do não absentismo em trabalhadores que permaneceram 24 meses nos sistemas de turnos, mostrou que a proporção do não absentismo injustificado é inferior ao não absentismo doença, em 3 sistemas de turnos. A proporção dos não acidentados é menor que a das faltas por doença em 2 sistemas de turnos (rodiziantes mensais e fixos vespertinos-noturnos) e equivalente a dos episódios injustificados no sistema de 3 turnos fixos. As faltas injustificadas representaram um problema mais sério que as ausências por doença, nas indústrias estudadas. / The variables associated to the occurrence of absenteeism spells sickness absence, unjustified absence and accidents at work among shift workers were studied, in four types of semicontinuous shiftwork (3 fixed shifts, 1 late afternoon shift, 2 monthly rotating shifts, 3 fortnightly rotating shifts). The research was conducted among 1,354 workers in heavy sheet metal stamping sections of automotive plants located in the Greater São Paulo area. In any type of shift-schedule the time on the job appeared as an important variable inversely proportional to the frequency of the spells. The 3 fixed shifts schedule presented the highest sickness absence ratio. The sickness absence ratios were higher during the late afternoon and night shifts and on morning and evening working hours than in late-afternoon and night periods. The unjustified absences ratios were higher during the late afternoon shifts. This work period showed a higher absences than evening and night. No significant differences were found regarding the frequency, severity and length ratios of the accidents at work during the periods (morning, evening and night) in neither of the 3 shift systems. The 3 fixed shifts showed a higher accident frequency at evening than at noon. The ratios of the frequency, severity and accident length, respectively of the 3 fixed shifts system, were of the same values as those of the fortnightly rotating shifts system. A difference was observed between the monthly and fortnightly rotating shifts. The former presented a higher frequency of the accidents. The survey of the shift workers who worked 24 months on the job showed that the unjustified non-absenteeism ratio is lower than the sickness non-absenteeism ratio, for the three shifts systems. The non-accident absenteeism ratio is lower than the sickness non-absenteeism ratios in two shifts systems (monthly rotating and fixed late afternoon) and it is equal to the ratio of unjustified absence for the 3 fixed shifts. Unjustified absences represented more serious problems than sickness absences in studied industries.

Objectives: To determine the physiological strain on industrial workers under thermal stress on extended shifts. To continuously measure deep body core temperatures, heart rates, fluid intake, changes in hydration state and physical fatigue in order to establish acceptable levels of physiological strain. To develop a rational heat stress index compatible with these limits. To design working-in-heat protocols for a self-paced workforce. Methods: A series of studies was conducted over 77 shifts on a group of approximately 50 male volunteers working in thermally stressful environments. Continuously- recorded deep body core temperatures, heart rates, fluid consumption, urinary specific gravity and physical fatigue were measured and recorded. A new field protocol was developed to assess physical fatigue over the working shift. An original methodology was developed to allow any heat stress index to be assessed on a comparative basis with any other index. A review of the commonly used occupational heat stress indices was conducted. A new rational heat stress index was developed, based on existing biophysical relationships and recommended physiological strain limits of deep body core temperature and sweat rate. New protocols designed for self-paced work incorporating the significant risk factors for heat illness were developed and implemented in a workforce of approximately 2000 workers exposed to heat stress. The previous protocols used a shortened shift as the primary intervention to protect worker health. The subsequent protocols removed the shortened shift and replaced this with a range of other interventions. Deep body core temperature, heart rate, fluid consumption, hydration state and fatigue were measured before and after the changes in protocols. / Results: Comparisons of heat stress indices confirmed the wide divergence in guidance provided by many of the commonly-used indices in terms of acceptable working environments. It also highlighted a number of serious shortcomings in the most widely-used indices, especially WBGT and ISO7933. A new, rational heat stress index called Thermal Work Limit (TWL) was developed. This included development of a computer model incorporating key thermal physiological parameters (deep body core temperature, mean skin temperature, sweat rate, skin wettedness). There was no increase in heat stress (as indicated by average workplace environmental conditions), deep body core temperature, mean heart rate, or changes in hydration status after the changes in protocols. Average environmental conditions were severe (WBGT 30.9° C, sd 2.0° C, range 25.7-35.2° C). Environmental conditions in the study were much hotter than those considered acceptable under standards such as the ACGIH. The results showed that miners regularly exceeded those limits allowable under most current indices in terms of maximum deep body core temperature (avg 38.3° C, std dev 0.4° C), maximum temperature rise (1.4° C, 0.4° C) and maximum heat storage (431 kJ, 163 kJ), without reporting any symptoms of heat illness. A significant component of the observed elevated core temperatures was due to the normal circadian rhythm, which was measured at 0.9° C (std dev 0.2° C). Evidence was found that workers "self-pace" when under thermal stress. Fluid intake averaged 0.8 l/h during exposure (sd 0.3 l/h, range 0.3-1.5 1/h). Average urinary specific gravity at start-, mid- and end of shift was 1.0251, 1.0248 and 1.0254 respectively; the differences between start and mid-shift, mid and end-shift, and start and end-shift were not significant. / However, a majority of workers were coming to work in a moderately hypohydrated state (urinary specific gravity avg 1.024, std dev 0.0059). Involuntary dehydration was not found to occur in the study group. This is in contrast to several other studies and some of the leading heat stress standards, which are based on the premise that workers are unable to maintain their hydration status when working in the heat, even when their fluid consumption is equal to their sweat rate. Continuous heart rates measured over a shift (avg 103 bpm, 14% of shifts exceeding avg 110 bpm, 5% exceeding avg 120 bpm) were in excess of those allowable under most current indices On average, workers experienced a peak 10- minute heart rate of 140 bpm and a peak 30-minute heart rate of 130 bpm during their shifts. There was a significant increase in fatigue in the first half of the working shift (P=0.001), with workers on average showing a significant recovery in the second half of their shift (p=0.04). Conclusions: Current heat stress indices provide little common agreement as to acceptable levels of thermal strain or stress for workers, at equivalent levels of environmental stress. IS07933 is seriously flawed and the ACGIH WBGT guidelines are too conservative for acclimatised workers and are unlikely to become widely adopted by industries with well-acclimatised workers. Many of the existing indices show internal inconsistencies. / Most of the physiological heat strain limits used in existing rational heat stress indices (in terms of deep body core temperature and heart rate) are conservative for self-paced, acclimatise d, non-dehydrating male workers. Involuntary dehydration is not unavoidable when acclimatised workers are exposed to thermal stress. Heat stress standards should not limit heat exposure durations for self- paced workers who have access to water on the basis of an unavoidable body water loss. Physical fatigue does occur in workers under heat stress on extended shifts; however, most workers show a significant increase in fatigue in the first half of their shift; whereas data indicates self-paced workers undergo significant recovery in terms of fatigue in the second half of the shift. As the heat exposures in this study cover a wide range of temperatures, humidity levels, wind speeds, body morphology and VO2max, these conclusions are applicable to most thermally stressful settings involving well-informed, well-acclimatised and self-paced male workers. The major category of work type not covered by this study is that of workers in fully-encapsulated (vapour-barrier) protective clothing. In addition, this study examined acute effects of heat stress and strain, not effects that might only be manifest with chronic exposure to heat.