The Suborder Clupeoidei Bleeker, 1859 comprises mostly marine fishes, which form large schools feeding on plankton. The fossil record of the suborder in the Late Paleogene reveals that clupeoids were abundant in the Western, Central, as well as Eastern Paratethys. Clupeoid descriptions from the Polish Outer Carpathians (SE Poland, Central Paratethys) remain incomplete due to usage of ‘collective species’, taxonomical inaccuracies, and lack of clear links between extinct and extant representatives. In this paper we present a new clupeoid, † Beksinskiella gen. nov., from the Oligocene of the Outer Carpathians, Poland. The new genus encompasses the nominal species † Maicopiella longimana (Heckel, 1850). † Beksinskiella gen. nov. has a unique combination of characters (skull roof with frontoparietal striae; smooth opercle; 6–7 branchiostegal rays; 42–48 vertebrae; dorsal and anal fins with 21–23 rays; the last two rays of the anal fin being elongated, and the presence of a complete series of abdominal scutes with the postpelvic ones poorly developed), supporting recognition of a new genus of the Suborder Clupeoidei. Similarities and differences between fossil and extant genera of Cluepoidei are discussed to shed light on their relationship.

Martes wenzensis Stach, 1959 is the only European Pliocene marten and possible ancestor of an evolutionary lineage leading through Martes vetus Kretzoi, 1942 to Martes martes Linnæus, 1758. Its occurrence ranged between c. 3.6–2.2 Ma and its presence is recorded herein from four sites: three Polish and one Bulgarian (Varshets). The oldest record from Węże 1, dated to 3.6–3.2 Ma, is also the most abundant and the type locality for this species. Only isolated teeth came from two other Polish sites, Węże 2 and Rębielice Królewskie 1A, dated to 2.5–2.2 Ma. The visceocranium from Varshets (c. 2.5 Ma) shows intermediate features between the type specimen from Węże 1 and the Early Pleistocene M. vetus, its possible descendant. The palaeontological records corroborate well with molecular data. The comparison of marten crania from Węże 1 and Varshets shows decrease in size and massiveness of teeth during the evolution of the species. Martes wenzensis shows an admixture of features inherent to M. vetus, M. martes, and M. foina Erxleben, 1777. The species resembles more M. vetus and M. martes than M. foina. It is described as a large, robust marten, with a flat forehead, short and broad viscerocranium, wide snout, robust canines, elongated and narrow premolars and enlarged carnassials.

The well-known Pleuronectia badensis Fontannes, 1882 (currently classified as Cristatopecten cristatus badense) is declared as a n omen protectum against the older synonym Pecten burdigalensis var. polonica Pusch, 1837 considered a nomen oblitum. It ranges from the early to the late Miocene (Burdigalian–Messinian) of the NE Atlantic and Mediterranean. In the Central Paratethys it appeared in the early Miocene (Karpatian, correlating with the latest Burdigalian) and became extinct in the middle Miocene (Late Badenian, correlating with the early Serravallian). In Poland – the northernmost part of Central Paratethys – the occurrence of this taxon is limited to the late Early Badenian (late Langhian).

In the region of the Caucasus considered herein two large structural complexes have been identified: an autochthone, including the Gagra-Java zone (GJZ) of the Greater Caucasus fold-and-thrust belt, the Kura foreland basin (KFB), and an allochthone consisting of the Utsera-Pavleuri, Alisisgori-Chinchvelta, Sadzeguri- Shakhvetila, Zhinvali-Pkhoveli nappes and Ksani-Arkala parautochthone. The nappes are established on the basis of paleogeographic reconstructions, structural data, as well as drilling and geophysical data. The leading mechanism for the nappe formation is the advancement to the north and the underthrusting of the autochthone under the Greater Caucasus (A-type subduction). The nappes were formed mainly in the Late Alpine time (Late Eocene–Early Pliocene) and include only the sedimentary cover of the Earth’s crust (thin-skinned nappes). However the basal detachment (décollement) of the nappes, according to seismic data, penetrates deeply and cuts the pre-Jurassic crystalline basement, and even the entire Earth’s crust representing thick-skinned deformation. The total horizontal displacement of the flysch nappes of the southern slope of the Greater Caucasus in their eastern (Kakhetian) part is 90–100 km. While, considering the folding of the entire Greater Caucasus, the total transverse shortening of the Earth‘s crust within its limits is equal to 190–200 km.

Understanding the Cenozoic tectonic evolution of grabens rich in lignite is important in the context of the accumulation of ~40–650 m of peat, as well as the exploitation of later formed lignite seams with a thickness of ~20–250 m. Six such areas were selected for a detailed palaeotectonic analysis: the Gostyń, Szamotuły, Legnica, Zittau, Lubstów, and Kleszczów grabens. During the analysis, borehole data were used, taking into account the compaction of peat at the transition to lignite, in order to reconstruct the magnitude of the total subsidence. This made it possible to distinguish between regional (covering areas also outside the grabens) and local (occurring only in the grabens) tectonic movements, and among the latter, tectonic and compactional subsidence. The hypothetical palaeosurface of the mires was reconstructed based on the lignite decompaction. As a result, it was possible to determine whether the examined peat/lignite seams underwent post-depositional uplift and/or subsidence. Between one (Gostyń Graben) and four (Zittau Basin and Kleszczów Graben) stages of tectonic subsidence were distinguished in the studied lignite-bearing areas. In the case of the Zittau Basin, as well as the Lubstów and Kleszczów grabens, post-depositional stages of tectonic uplift were also indicated. Like the boundaries of lithostratigraphic units, the successive stages of the Cenozoic tectonic development of the examined grabens are diachronic.

‘The special military operation’ conducted by the Russian Federation, including the ‘anti-terrorist operation’ in the Black and Azov Seas carried out by its Black Sea Fleet, meets the definition of aggression, which, in addition to violating the UN Charter, also violates the provisions of UNCLOS (Article 301) and the San Remo Manual (general provisions, first three sections). The unilateral announcement (through a navigational warning) of an ‘anti-terrorist operation’, and in fact a sea blockade of Ukrainian ports, is contrary to the content of UNCLOS (freedom of navigation) and does not meet the requirements for methods of fighting at sea (sea blockade, zones - San Remo Manual).
The missile attacks on civilian and protected objects located on the territory of the Ukrainian state, carried out by ships and aircraft of the Black Sea Fleet, as well as artillery and missiles shelling of coastal towns, constitute a gross violation (war crime) of the international humanitarian law of armed conflicts (San Remo Manual). On contrary, the use of unmanned surface vehicles (drones) by the Ukrainian side in the arak on the Sevastopol base is in accordance with the provisions of the Manual (means of warfare at sea). Particular attention in the discussed armed conflict deserves art. 35 (c) UNCLOS relating to the Turkish Straits, which allows Turkey (based on the Montreaux Convention) to significantly influence the strategic and operational situation in the Black Sea by denying the use of the straits to warships (Turkey closed them to warships all flags). The voting procedure for informal members of the UN Security Council should be considered ineffective, which in the discussed case, when the aggressor is a state – a permanent member of the Security Council makes it difficult to apply measures provided for by international law against it and forces the use of ad hoc solutions, such as ‘grain corridors’.

This article examines the meaning and evolution of the practical implementation of the ‘genuine link’ concept over the years since the rise of the flag-of-convenience (FOC) registries in the 1920s. The author notes that while the competition between Flag States become fiercer, the regulations on ship safety, pollution prevention or shipboard working and living conditions are becoming standardized and ubiquitous. By being regulated by international instruments, in effect restricting regulatory powers of Flag States. Likewise, the enforcement of these provisions is becoming internationalized – with the omnipresence of classification societies and introduction of PSC regimes. At the same time, author identifies a lack of adequate regulations in respect of employment of seafarers, most notably wages and social security contributions, both at the national (Flag State) and international level. This legal loophole encourages Port States to introduce local solutions, irrespective of Flag State regulations. Such developments weaken the ‘genuineness’ of the ‘genuine link’ between ship and its Flag State.

The bill of lading is one of the most important transport documents in maritime trade. Due to certain contract-like features it exhibits, it is sometimes incorrectly identified as a contract for the carriage of cargo by sea. The purpose of this article is to present the features of the bill of lading that exclude the possibility of equating this document with a contract for the carriage of goods by sea. A bill of lading is not a contract, but a unilateral declaration of the carrier’s will, in which the carrier confirms acceptance of the cargo on the ship and undertakes to deliver it to the legitimate recipient at the port of destination. A bill of lading is a transport document for cargo and a commodity security. For this reason, it cannot be said that a bill of lading is merely an evidence of the conclusion of a contract for the carriage of goods by sea.

Marine casualties, at sea or in port waters, are not only caused by large passenger or cargo vessels, which, due to their size, may have difficulty in giving way or stopping safely, but also small vessels such as marine yachts or jet skis, which have a high manoeuvrability but mistakes made when navigating or manoeuvring by the operators of these vessels can be serious. The aim of this article is to analyze the collision of two such crafts in port waters in the aspect of criminal liability of the perpetrator of the accident for causing it.

Wrecks lying on the seabed pose a risk to both shipping and the marine environment and the interests of the country in whose area the wreck is located. This problem has been recognized internationally and resulted in the enactment of the Nairobi International Convention on the Removal of Wrecks under the auspices of the IMO. Under the convention, it is the ship’s registered owner who is financially responsible for removing the wreck from the seabed. In addition, the convention imposes an obligation to carry insurance or provide other financial security to cover the cost of removing the wreck. The interested state party will be able to make direct claims to insurers for claims related to the removal of the wreck. The scope of the convention covers the exclusive economic zone in principle, but it also contains optional provisions allowing its provisions to be extended to the territorial waters of the interested states.