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Law 13/2013 was published in the Official State Gazette on 25 May and expressly clarified that concessions existing as at the entry into force of Law 27/1992 can benefit from the extensions set out in article 82.2, as currently in force, of the Consolidated Text of the Law on State Ports and the Merchant Marine. This article analyses and summarises the background and scope of this clarification. [ABSTRACT FROM AUTHOR]

Background: The study describes the 466 cases of malignant mesotheliomas (MM) collected by the National Mesothelioma Register (ReNaM) in Italy from 1993-2018 relating to subjects with exclusive asbestos exposure in merchant or military navy. Methods: The cases among maritime workers represent 1.8% of the total patients with defined exposure registered in the ReNaM, of which (45.4%) were among merchant maritime workers and 254 cases (54.5%) among the navy. The distribution by site of mesothelioma showed 453 (97.2%) MM cases of the pleura, 11 (2.3%) of the peritoneum, and 2 (0.4%) of the tunica vaginalis of the testis. With regard to occupational exposure, it was classified as certain in 318 (68.2%) cases, probable in 69 (14.8%) cases, and possible in 79 (16.9%) cases. Results: Among the 23 classified jobs, the highest percentages of certain exposures are among naval engineers, motor mechanics, machine captains, and sailors. Machine crew accounted for 49.3% of the cases, and deck crew for 27.6%. All cases began exposure on board between 1926 and 1988. Seamen were exposed to asbestos while at sea by living onboard ships and from the continual release of asbestos fibers due to the motion of a vessel. Conclusions: Epidemiological surveillance through the ReNaM has allowed us to verify among cases in the maritime, navy, and merchant marine sectors that, in the past, subjects were exposed regardless of the ship’s department where they have provided service; therefore, all these cases must be considered occupational diseases. [ABSTRACT FROM AUTHOR]

Part of the Merchant Marine Act of 1920, which declared U.S. merchant marine policy as it remains today, the Jones Act consists of two sections. First, § 27 imposed enhanced cabotage protections for U.S. coastwise shipping (prohibiting foreign ships from transporting cargo between two U.S. points), which had been suspended during World War I. Second, § 33 instituted a generous personal injury/death cause of action and jury trial for seafarers against their employers. Both sections are the strongest of their type in the whole world. After reviewing the history leading up to Jones Act § 27's cabotage provision, new light is shed on why § 33's negligence/jury remedy was enacted. This Article contends that after 100 years, the two sections have adversely impacted each other. As a result, the U.S. has to rely on other nations' ships to carry our international imports and exports although § 27 has benefitted certain key segments of the domestic maritime industry serving the U.S. This Article concludes with questions on whether we can expand our coastwise successes and improve our international shipping failures. [ABSTRACT FROM AUTHOR]

The article offers information on the Merchant Marine Act of 1920 Section 27 of the Act, known as the Jones Act regulates American coastwise shipping, which refers to the transportation of cargo between ports of the same country. It examines whether the Jones Act are compatible with current climate policy.

As official documents attest, the Boarding School for Merchant Ship Captains was the first college established in Istanbul to train merchant ship captains within the Ottoman Empire. The establishment and the regulations of the school were approved by Sultan Abdülhamid II on December 5, 1884. Nonetheless, the school’s opening was delayed until March 21, 1887, due to a lengthy process of securing budget allowances and preparing the groundwork for opening. According to its regulations, the school was established as a special branch of the Naval Academy. The mission of the school was to ensure the involvement of Ottoman citizens in the foreign-governed maritime commerce. A strong curriculum and modus operandi were set forth for this purpose. However, some inadequacies and problems emerged in the implementation, leading to unemployment among graduates. An attempt was made to solve the problem by placing the graduates in lower-ranking positions in the Navy. Graduates did not welcome this solution, which was also incompatible with the founding purpose of the school. Thus, the school was incorporated into the Naval Academy and provided education under its own name until the 1905–06 term. During the last three years of its operation, the remaining students were given the choice between a merchant and a military diploma. The school closed in 1909. [ABSTRACT FROM AUTHOR]

Copyright of Journal of Contemporary History / Časopis za Suvremenu Povijest is the property of Croatia Institute for History and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

This is a personal view of some fragments I know about the life and endeavours of Antonio Rodríguez Perea -- also known as "el Capi", "the Captain"--. First, a merchant officer, then a geologist and, above all, an activist and a fighter for worthy causes. There are several lives in Antonio's live, all in one, of which I can tell just about some. He has sailed the ocean, explored the emerged land, helped creating a union, hosted people at home in the long term, got involved in political governance, been a friend of his friends, made happier the life of everyone around and many more I simply ignore. In homage to Antonio, while still waiting for the seventh wave. [ABSTRACT FROM AUTHOR]

The impact of natural hazards constitutes a growing problem of considerable dimensions worldwide. Since the second half of the twentieth century, the increase in population, migration flows, the occupation of new spaces and the growing vulnerability of our society have led to an alarming increase in the risk of catastrophe or disaster due to natural phenomena. The content of this article focuses on the territory of Catalonia, analyzing geodynamic phenomena of both exogenous origin, and of endogenous origin that have a damaging impact on the territory. These phenomena are part of the geological and geomorphological processes (some of sudden occurrence but all recurrent) that change and evolve the Earth's surface (formation and erosion of its relief). In short, these are phenomena which are inherent to natural systems and which unquestionably condition living beings. The second part of the article discusses the management actions in the mitigation of geohazards and reflects on their shortcomings. It is considered that there is a good level of scientific and technical knowledge, but it is not always transferred to management actions. Databases with documentation on past disasters and a good evaluation of the risk exposure and the physical and social vulnerability of the territory are lacking. There are cartographies of danger and hazard zoning but not they do not yet cover the whole territory and in some cases the scales are inappropriate. There are well-designed civil protection plans but, to ensure their full effectiveness, the complete implementation of emergency plans at municipal level is needed. It is necessary to improve the coordination between the technical procedures, the mitigation actions and the planning of the territory. To do this, it is essential to make a coordination effort between the public administrations and the competent bodies. Regulations are fragmented and dispersed in different legislative areas, and this may lead to non-compliance. It has been found that, although ours is an industrialized, advanced and supposedly resilient society, citizens are not aware of their degree of exposure to natural risk, nor of their individual and collective vulnerability. To remedy this deficiency, it is necessary to improve the information to society and to educate children and young people in relation to natural hazards. Irresponsibility in territorial development, especially in decision-making on land use and urban planning, has led to a significant increase in exposure to disaster risk. [ABSTRACT FROM AUTHOR]

Copyright of Revista Internacional y Comparada de Relaciones Laborales y Derecho del Empleo is the property of ADAPT University Press and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Career adaptation is important for individuals, especially for individuals who are preparing for a future career. The purpose of this study is to describe the career adaptation of marine cadets and discuss the factors supporting the adaptation of marine cadet careers. The respondents were marine education cadets in Surabaya, Indonesia. Content analysis was used to analyses the data. Marine cadets that show the four dimensions of career adaptation are 58%. In addition, the results of the study showed that the highest supporting factors for career adaptation were parents, and the biggest inhibiting was the cadets themselves. Cadets feel irritable, bored, and feel don't have enough time to study. Cadets also feel the demands of high duties during education. Further research is needed related to internal and external factors that affect career adaptability. [ABSTRACT FROM AUTHOR]

To understand the distinctiveness of ports under state socialism, it is necessary to shift the focus from the built environment to flows of people, goods, knowledge and capital. In so doing, this article examines the operation of Yugoslavia's main shipping line, Jugolinija, from its inception in 1947 until 1960. This enterprise was based in the port of Rijeka, with both firm and port experiencing rapid growth during this period. The impact of state socialism can be seen in the primacy of the political over the profitability of the firm, with Jugolinija used to advance Yugoslavia's foreign trade and foreign policy, its interests being subordinated to the project of building self-managed socialism. It can also be seen in the unique challenges posed by having to operate at the intersection of the global market and a highly regulated economy – a situation that also created opportunities for the firm as a whole, as well as for its employees, who had access to foreign currency, travel and knowledge of the world. Jugolinija's privileged access to the world in what was still very much a closed society also created opportunities for 'leaks' of personnel and goods. Finally, socialist ideology left its imprint on Jugolinija's operations and shaped the ways in which its employees understood their work and the place of the firm within the Yugoslav economy. While it is tempting to see state socialism as 'getting in the way' of Jugolinija's business, in actuality the firm was remarkably successful both at operating within the Yugoslav socialist state framework, and capitalizing on the opportunities provided by access to the global market. Jugolinija's employees, in turn, profited from the mobility that came with working for the firm, sometimes at the expense of the enterprise and the state. [ABSTRACT FROM AUTHOR]

Efforts to improve the quality and quantity of seafarers in the Royal Navy and merchant service became a particular concern amidst the degeneration debates of late-Victorian Britain. Maritime reformers not only promoted fitness in adult sailors, but also particularly sought to improve health and physique of boy recruits in order to rear a new generation of healthy sailors. This article shows how both services experimented with tighter admission criteria and dietary and exercise reforms, and became early advocates of using metrical standards to exclude all but the fittest, healthiest boys from training opportunities. While the physical monitoring of boy recruits undoubtedly showed the value of early lifestyle interventions in fostering healthy development, the rising physical standards of British seafarers in this period was just as much the result of restrictive medical examinations as a commitment to welfare initiatives. [ABSTRACT FROM AUTHOR]

Nineteenth-century admission records to the St. John's General Hospital have recently been made available for analysis. Records are extant from 17 May 1886 to 30 December 1899, and of the 5,995 admissions during this period, it was possible to identify 294 unique male merchant seafarers. Individuals were most frequently admitted due to traumatic conditions, respiratory diseases, and sexually transmitted infections, results which resonate with previous historical studies of seafaring health. Cross-referencing individual seafarer's hospital admissions with crew list agreements from the Registrar General for Shipping and Seamen allowed for an examination of time spent in port before hospital admission, which provides a unique contribution to the historical literature on the health of the maritime workforce. This research sheds light upon the healthcare experience of merchant seafarers in the key port city of St. John's, Newfoundland and Labrador, emphasizing the value of hospital records in broader studies of occupational risks and hygiene. [ABSTRACT FROM AUTHOR]

The Italian domination was quite evident in Yugoslav-Italian rivalry at the Adriatic Sea from 1919 to 1929. Italian merchant fleet was much more developed than Yugoslav, both by number of ships and by their tonnage, while Italian ports were better equipped than Yugoslav. The advantage of Italy was also in the fact that it owned the most important ports on eastern Adriatic coast, Trieste and Rijeka/Fiume (since 1924), and that both were very well connected by railroads to Central Europe. The possibility of transport of people and goods by sea had exceptional influence on Yugoslav-Italian economic relations in that period, with Italian maritime companies holding the primacy in the trade exchange between the two countries. Over 70% of all Yugoslav export by sea from 1925 to 1927 was in the hands of Italian merchant fleet, which also covered significant percentage of all Yugoslav imports. The rivalry between the two countries continued after 1929, and it was also characterized by the Italian domination.