Alexandros Vessel
Kathleen Denson
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I recently reviewed a risk assessment (RA) related to hazards in Ship-to-Ship (STS) operations and I found it very difficult to understand how a master or C/O could implement what was included in the RA.
Considering that the RA is a statutory requirement, I thought that failure to correctly interpret it or even implement it could result in liability for the shipowner and the technical operator since the latter is responsible for the vessel compliance in respect of the ISM.
The clarity of a risk assessment is very important since the master should have clear guidance as to what the hazards are, how the casual factors affect them, what control measures are in place, and what further risk-mitigating actions are needed. Concentrating on STS matters, the RA reflects the statutory requirements as presented through the approved STS Plan and the vessel's compliance with the latest ICS/SIGTTO/OCIMF/CDI 2013, thereby referred to as OCIMF STS guidelines.
as defined by the flag regulations and Industry best practices. Transparency in such processes supports the anticipated clarity for the end-user of a risk assessment process. As such, the risk assessment of shipborne processes, inclusive of STS should be at least assessed on the basis of the following key points.
Although the organization wants to make sure that all procedural plans and guidelines are included as control measures, the above reference actually does the opposite and indirectly instructs the Master to do nothing. In case of an incident, the Master's decision-making along with the needed preparedness will be questioned, and eventually, any possible damages will be attributed to crew negligence.
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Purpose : To evaluate intraindividual microvascular inter-eye differences in diabetic patients with same stage diabetic retinopathy (DR) in both eyes as assessed using optical coherence tomography angiography (OCTA).
Methods : In this cross-sectional study, fovea-centered swept-source 6x6mm OCTA scans were acquired using a 200kHz OCTA device. Vessel density (VD) and fractal dimension (FD) were calculated on binarized, vessel-segmented images in the superficial capillary plexus (SCP) and deep capillary plexus (DCP). Absolute difference (δabs) and asymmetry index between eyes was assessed and compared across DR stages by Kruskal-Wallis tests. Comparison of VD and FD between left and right side was done by linear mixed models.
Results : 336 eyes of 168 patients with DR stages ranging from mild non-proliferative to proliferative DR were included for analysis. The inter-eye comparison revealed significantly lower VD in the SCP (estimate [95% CI] =-0.009 [-0.01; -0.006], p
Conclusions : OCTA metrics provide important information on the retinal microvasculature in systemic diseases such as DR. Our results reveal a significant inter-eye difference with lower VD and FD in the SCP of the left compared to the right eye.
View OriginalDownload Slide Binarized images of the superficial (left) and deep capillary plexus (right). Big vessels (highlighted in red) were excluded before analysis of vessel density and fractal dimension.
Hundreds of fishermen like him are turning in their boats and their licences, partly because catches are down, partly because the EU and the Greek government are offering them cash to leave the trade, under a scheme to protect fish stocks.
Europe's environment agency says those stocks have reached a critical level in the Mediterranean, with serious implications for the people living on its shores who have found their food there for centuries.
Pagonis says the catch has fallen by 50 percent in recent years, a repercussion he believes of over-fishing, lack of regulation and pollution. That, together with higher running costs for his boat, forced his hand.
"This is the option chosen mainly by the fishermen. While there is an option to switch its use, from a fishing vessel to a tourist or passenger vessel, there is a reduced subsidy," an agriculture ministry official said.
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The α6β1-integrin is a major laminin receptor, and formation of a laminin-rich basement membrane is a key feature in tumour blood vessel stabilisation and pericyte recruitment, processes that are important in the growth and maturation of tumour blood vessels. However, the role of pericyte α6β1-integrin in angiogenesis is largely unknown. We developed mice where the α6-integrin subunit is deleted in pericytes and examined tumour angiogenesis and growth. These mice had: (1) reduced pericyte coverage of tumour blood vessels; (2) reduced tumour blood vessel stability; (3) increased blood vessel diameter; (4) enhanced blood vessel leakiness, and (5) abnormal blood vessel basement membrane architecture. Surprisingly, tumour growth, blood vessel density and metastasis were not altered. Analysis of retinas revealed that deletion of pericyte α6-integrin did not affect physiological angiogenesis. At the molecular level, we provide evidence that pericyte α6-integrin controls PDGFRβ expression and AKT-mTOR signalling. Taken together, we show that pericyte α6β1-integrin regulates tumour blood vessels by both controlling PDGFRβ and basement membrane architecture. These data establish a novel dual role for pericyte α6-integrin as modulating the blood vessel phenotype during pathological angiogenesis.
Dr Alexandros Glykas, CEO of STS service provider auditing company, DYNAMARINe, says that in contrast to other operations involving significant third-party risks, the STS business model has a unique feature - charterers and cargo owners bear the costs and select the STS provider, while tanker operators execute the operation and assume liability for safety (despite having limited or no control over the selection of the third-party service providers).
The rise of the Dark Fleet and its use of STS, and the resulting potential for environmental damage, was noted at the last Marine Environment Protection Committee (MEPC) meeting in July 2023. MEPC 80 proposed an Assembly resolution to raise awareness of potential environmental risks. The document proposed a draft Assembly resolution to encourage action, including enhanced monitoring of such operations.
LEG 110 urged Flag States to enforce measures that lawfully prohibited or regulated STS transfers, upholding the spirit of safety requirements in IMO conventions. It also requested Flag States consider requiring vessels to update their STS operations manuals, including notifying the Flag State during mid-ocean operations.
The six rescued Filipino crew members of Alexandros T, the bulk carrier that sank off the coast of South Africa on May 3, were taken to the mainland Tuesday by the rescue ship CSE Fortune Express and will be flown by by military helicopter to the Durban City Air Force Base. This was announced Tuesday by the Department of Foreign Affairs. According to Virgilio Reyes Jr., Philippine ambassador to Pretoria, South Africa, accomodations for the survivors have been arranged with the air base, where they would get medical attention and psychological counseling before being sent back to the Philippines. A representative from the Greece-based Overseas Marine Enterprises Inc., which owns Alexandros T, is expected to arrive in South Africa to pay the crew members their salaries and benefits and make arrangements with authorities for their flight back home. The survivors, Reyes said, have spoken via satellite phone with their relatives in the Philippines. The seafarers are Allan Omol, 4th engineer; Aljess F. Miranda, bosun; Lee M. Alemania, deckboy; Elizer B. Paulina, deckboy; Reantonio L. Vergara, deck cadet; and Sherie R. Montano, engine boy, all crewmembers of MV Alexandros T. The vessel sank evening of May 3 some 300 nautical miles from Port Elizabeth, South Africa. The bulk carrier had 33-man crew, 24 of whom were Filipinos. In a talk with one of the survivors, Reyes said all those rescued were wearing life jackets. The survivor related how a huge wave suddenly slammed into the ship, throwing all of them into the cold water. They then swam to a life raft about 15 meters away from them. Although it was night, they were able see the life raft in the moonlight. He added there were originally eight of them holding onto each other in the water, but three were carried away by violent waves. Another crew member holding on to another life raft was the last to be rescued. He said the embassy is coordinating with South African maritime authorities in the continuing search for the other survivors in the sea mishap. - GMANews.TV
Dr Ntovas' research interests cover the content of maritime legislation with a view to assessing its adoption, implementation and enforcement in a wide range of substantive areas, wherein based on the precepts of the market economy and promotion of public interest alike, the uniformity and consistency of shipping law can be improved and progressively developed across domestic jurisdictions. Maritime labour law, cyber-security of ships and ports, freedom of navigation, piracy and transnational organised crime, decommission of platforms and offshore installations, and the future regulation of unmanned vessels, reflect some of the professional areas that he is involved in at various stages. His research is particularly informed by recent and ongoing key developments, as well as traditional and newly surfaced challenges that have reshaped the legal landscape of shipping law, or soon they will do so.
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