In May 2017, the EuropeanAviationSafetyAgency (EASA) published the final draft of Notice of Proposed Amendment concerning drones (EASA NPA 2017-05 (A)), which is likely to be- come law by mid-2018. The EASA NPA defines three categories of drone operations 1) Open (low risk), 2) Specific (higher risk) and 3) Certified. According to the new legislation, each pi- lot and drone must be registered with a national body such as the CAA. However, for stand- ard operations using an off the shelf UAV, the open category license might then be easier to obtain than under current legislation.
The Agency’s main aim in the area of infrastructure services is to ensure a safe and efficient working environment for staff, delegates and visitors. The area covers a wide range of services, including office- accommodation planning and acquisition, environmental management, contracts and procurement, security, telecommunications, reception, switchboard, archiving, mail, reprographics, providing technical assistance to meeting rooms, management of confidential waste, health & safety, fire and emergency plans, business-continuity planning, inventory, office equipment and supplies, maintenance, refurbishment and fitting-out, management of catering facilities, and the financial management of 30 budget lines.
The transport of goods and people both within, and from outside, of the European Union (EU) depends heavily on it seas and oceans, and the ports located on Eu- rope’s coasts. The European Maritime SafetyAgency (EMSA) plays a significant role in monitoring and protecting those maritime regions of Europe from pollu- tion, and also in areas such as maritime safety and maritime security. Since its es- tablishment in 2002, the role of EMSA has developed so that it offers a broad range of implementation and operational services to the European Commission and to EU Member States. The operational tasks of EMSA include providing a pollution prevention service, for example, and earth observation services using satellite imagery. In particular its CleanSeaNet (CSN) Service offers a European satellite-based oil spill and vessel detection service to help identify pollution en- tering the marine environment from ships in EU waters. This chapter provides an overview of the activities of EMSA in general, and then considers in more detail the CSN Service. It examines data on satellite imagery for the period 2007-2011 for the North Sea region of Europe, and identifies how those images have con- tributed to monitoring the region to identify oil inputs to the sea.
Safe work procedures and clear guidelines for maintenance work A well-defi ned workfl ow for each maintenance task needs to be prepared and safe work procedures must be clearly communicated and understood. Procedures need to be in place for unexpected events. Part of the safe system of work should be to stop work when faced with an unforeseen problem or a problem exceeding one’s own competence. Eff ective and continuous communication All relevant information related to the maintenance operations should be shared between all parties concerned. This includes not only the workers directly involved in the maintenance task, but also those likely to be aff ected by it or who may be working in the immediate vicinity. Communication between maintenance and production staff , as well as between the diff erent contractors involved, is crucial. Continuous improvement/development Safety and health performance during maintenance operations should be continuously evaluated and improved based on audits and inspections, the results of risk assessment, incident, accident and near-miss investigations and feedback from employees, contractors and OSH personnel. Safety training Workers performing maintenance tasks, including contractors, should be competent in their professional areas of responsibility. They should also receive safety and health training, and be informed about the hazards related to specifi c jobs and about safe working procedures. There is a legal obligation for employers to provide information and training on health and safety to all employees who need it, including temporary staff and contractors. Maintenance included in the comprehensive health and safety management system Maintenance tasks and their health and safety aspects should be an integral part of a company’s comprehensive health and safety management system, including all the elements mentioned above. The safety management system should be continuously developed and improved.
A review, under Article 5(3), of the cardiovascular safety of non-selective non-steroidal anti- inflammatory drugs (NSAIDs), stemming from new clinical and epidemiological study data. The CHMP concluded that it cannot be excluded that non-selective NSAIDs may be associated with a small increase in the absolute risk for thrombotic events, especially when used at high doses for long-term treatment. However, these medicinal products are important treatments for arthritis and other painful conditions, and the overall benefit-risk balance for non-selective NSAIDs remains favourable when used in accordance with the product information.
The proportion of marketing authorisation applications preceded by scientific advice is growing but still stood at 30% (11 out of 31) for applications submitted in 2004, the majority of which (30) came to an opinion in 2005. Eight of the 23 (35%) positive outcomes of applications submitted in 2004, which came to an opinion in 2005, were preceded by scientific advice. There is an association between prior scientific advice and success of marketing authorisation applications. Of the 139 applications with an outcome that have been submitted to the Agency since 2001, 40 of the 104 with a positive opinion (38.4%) received scientific advice. In contrast, 7 of the 35 applications that were either withdrawn or had a negative opinion (20%) were preceded by scientific advice. There are several reasons that account for a negative opinion on applications preceded by scientific advice. Applications may encounter major objections from the CHMP on the design of studies, small or no clinical effect, and major safety concerns. There could also be failure to request scientific advice on relevant
June saw the first meeting of the OSHwiki Scientific Committee, made up of representatives of PEROSH (Partnership for European Research in Occupational Safety and Health) member organisations. The committee members act as ambassadors for the project and lead on strategic decisions about its direction. OSHwiki was launched at the XX World Congress on Safety and Health at Work in Frankfurt in August. The launch involved presentations and a dedicated stand and was publicised with press conferences and press releases, receiving significant media coverage. The launch was a great success, creating a lot of interest: in fact, 100 new authors were accredited this year. Throughout the year, new articles were published, many in English but also some in French and Macedonian. EU-OSHA strengthened its collaboration with the United States Occupational Safety and Health Administration (OSHA), which contributed articles. In 2015, the Scientific Committee will meet again. EU-OSHA will work on revising and updating articles written in 2010 and 2011, and will also be adapting and transferring material from the current corporate website for inclusion in OSHwiki when the
Given the lack of research into this area, and the rec- ommendations from the EuropeanAgency for Safety and Health at Work, we decided to conduct a study into the prevalence of shoulder MSDs in a working age fe- male population not exposed to specific occupational risk factors such as heavy and/or repetitive work, using three different standard measurement tools (question- naires, orthopaedic clinical examination and imaging) to see if there were any differences in prevalence values observed. In this way, we hoped to create a possible refer- ence for future prevalence studies comparing a “general” population and subjects exposed to specific musculoskel- etal risk factors. To our knowledge, this is the first study to use these three tools to measure prevalence in the same female, working-age population.
Management: Data Elements for Transmission of Individual Case Safety Reports). The EMEA also provided input on behalf of the Eudravigilance Expert Working Group (EV-EWG) to the topic ICH- M1 (Medical Dictionary for Drug Regulatory Activities (MedDRA)) and contributed as editor to the ICH Rapporteur for ISO Task Force 215, Work Group 6 (Pharmacy and medication). In addition, the EMEA participated in the working groups of the Council for International Organizations of Medical Sciences (CIOMS) on signal detection, vaccines and Standardised MedDRA Queries (SMQ). Confidentiality arrangements were signed between the European Commission, the EMEA, the
Another of the Agency’s flagship projects in recent years has been the European Survey of Enterprises on New and Emerging Risks (ESENER), which gives us a real-time picture of how some important workplace risks are being managed in Europe. The aim is to build up a picture of the current situation in Europe’s workplaces, especially in relation to psychosocial risks such as work-related stress, violence and harassment, to give policymakers information that will help with their decision- making, as well as helping organisations learn from each other in tackling these risks. In 2011 the process began of carrying out a secondary analysis of the great store of valuable data that the project has gathered so far, to try to make sense of it: four reports were prepared over the course of the year. During 2011 the Agency continued to present the results of ESENER at the national level.
The EuropeanAgency for Safety and Health at Work (EU-OSHA) aims to make Europe's workplaces safer, healthier and more productive by developing, collecting, analysing and disseminating impartial information. An Advisory Committee on Safety, Hygiene and Health Protection at Work was set up in 1974 to assist the European Commission with the drafting of legislation in these areas. The Action Programme adopted by the Commission on 20 November 1989 relating to the implementation of the Community Charter of the Fundamental Social Rights of Workers made provision for creating an Agency for Health and Safety at Work. This led to the setting up of the Agency in 1994 under Regulation (EC) 2062/94 (subsequently amended - see consolidated text).
The Single Eurasian Sky was modelled after the Single European Sky and is administered by the Eurasian Economic Commission. This provides for one comprehensive market for air services and a single air traffic zone, which makes it easier for new flight paths and increased flights in the EAEU (IBP Inc, 2015). Creating an Open Skies agreement with the member states will encourage more international travel, competitive prices with airlines, efficient airline procedures, facilitate tourism, provide for more jobs, and improve flight experiences (Hormats, 2012). In looking beyond the boundaries of the Eurasian Economic Union, it has been stated that a greater cooperation between the EAEU and EU would strengthen both unions, to potentially create a common economic space (Gotev, 2019). Therefore, it might be worthy to examine the possibility of increased coordination and shared information between Eurasian and European agencies.
The Agreement was negotiated during several years of the presidency of Viktor Yanukovich. It was initialled in March 2012, and was due to be signed at the EU’s Vilnius summit in November 2013. But at the last minute President Yanukovich decided not to sign it, thereby triggering the Maidan uprising and ultimately Russia’s aggression in annexing Crimea and the hybrid war in the eastern Donbas region. The signing of the Agreement therefore took place later in two stages, first for its political content in March 2014 by Prime Minister Arseniy Yatsenyuk, and then for its economic content in June 2014, by the newly elected President Petro Poroshenko. The Ukrainian Parliament, Verkhovna Rada, and the European Parliament ratified the Agreement in September 2014, and the EU member states followed in the course of 2015 and early 2016 (with one member state still to complete ratification).
The involvement of the Soviet Union in Persia’s affairs has already been suggested. A major cause of problems for the India route was that the British were implicated in a four-cornered struggle for influence in Persia, which also involved the Soviet Union and Germany. Prior to 1900, Britain’s naval supremacy had enabled it to deter incursion by rival powers into the carefully-protected environs of India, and even to dictate the type and level of foreign activity in the Gulf region. As the Gulf gained new strategic importance in the 1920s, it became clear that the ambitions of the Soviets Union and Germany in the area had grown. Therefore a British strategic air route had become a necessity, while a civil route was desirable. Concomitantly, the development of international aviation increased opportunities for the Germans and Soviets to develop new relationships both with each other and with Persia. As these links developed, the parties concerned often lacked concrete objectives. Thus the participants became ensnared in a nebulous cold war of petty dalliances and intrigues, in which tangible achievements were not easy to quantify. The efforts of the countries frequently amounted to no more than merely seeking a reduction of influence of another power. This struggle would ultimately prove neither satisfying nor productive, and for the British had the side-effect of damaging their air ambitions.
Costs for design, development and implementation of Airport Carbon Accreditation have been borne by ACI EUROPE. Airport Carbon Accreditation is a non-for-profit initiative, with participation fees set at a level aimed at allowing for the recovery of the aforementioned costs. The scope of Airport Carbon Accreditation, i.e. emissions that an airport operator can control, guide and influence, implies that aircraft emissions in the LTO cycle are also covered. Thus, airlines can benefit from the gains made by more efficient airport operations to see a decrease in their emissions during the LTO cycle. This is coherent with the objectives pursued with the inclusion of aviation in the EU ETS as of 1 January 2012 (Directive 2008/101/EC) and can support the efforts of airlines to reduce these emissions.
The Accel-Decel (AD) manoeuvre profile is shown in Figure 5-8. The desired track is indicated by a series of cones along the centre-line of the course, with markers to the left and right indicating the boundaries of desired and adequate lateral tracking performance. The available test course distance at the NRC was 800ft. The performance criteria are detailed in Table 5-2 and remain unchanged from the ADS-33E-PRF criteria apart from the requirement for 30° nose up attitude at the end of the manoeuvre. This was relaxed due to the FBW safety trip limits and FoV issues. The manoeuvre is started from a stabilised hover. To initiate the MTE, the pilot should rapidly increase power to approximately 95% of the maximum continuous power, maintaining altitude constant using pitch attitude, and hold collective constant during the acceleration to an airspeed of 40 knots (Relaxed from the ADS-33E-PRF requirement of 50 knots due to space constraints on the NRC flight test course). Upon reaching the target airspeed, the pilot should initiate a deceleration by aggressively reducing the power and holding altitude constant. The peak nose-up attitude should occur just before reaching the final stabilised hover.
concentration, 50%; NER: non-extractable residues; NOEC: no observed effect concentration; OECD: Organisation for Economic Cooperation and Development; P: persistence; PBT: persistent, bioaccumulative and toxic; PCBs: polychlorinated biphenyls; PFOS: perfluorooctane sulfonate; PPPs: plant protection products; QSAR: quantitative structure-activity relationships; REACH: Registration, Evaluation, Authorisation and Restriction of Chemicals; SETAC: Society for Environmental Toxicology and Chemistry; SFO: single first order; STOT RE: specific target organ toxicity - repeated exposure; SVHC: substances of very high concern; T: toxicity; t/a: tons per year; TBT: tributyltin hydride; TG: test guideline; TGD: Technical Guidance Document; TMF: trophic magnification factor; UBA: Umweltbundesamt (German Federal Environment Agency); US EPA: United States Environmental Protection Agency; vPvB: very persistent and very bioaccumulative; WoE: weight of evidence.