Maritime Case Research Articles

Sentiment analysis of Canadian maritime case law: a sentiment case law and deep learning approach

Historical information in the Canadian Maritime Judiciary increases with time because of the need to archive data to be utilized in case references and for later application when determining verdicts for similar cases. However, such data are typically stored in multiple systems, making its reachability technical. Utilizing technologies like deep learning and sentiment analysis provides chances to facilitate faster access to court records. Such practice enhances impartial verdicts, minimizing workloads for court employees, and decreases the time used in legal proceedings for claims during maritime contracts such as shipping disputes between parties. This paper seeks to develop a sentiment analysis framework that uses deep learning, distributed learning, and machine learning to improve access to statutes, laws, and cases used by maritime judges in making judgments to back their claims. The suggested approach uses deep learning models, including convolutional neural networks (CNNs), deep neural networks, long short-term memory (LSTM), and recurrent neural networks. It extracts court records having crucial sentiments or statements for maritime court verdicts. The suggested approach has been used successfully during sentiment analysis by emphasizing feature selection from a legal repository. The LSTM + CNN model has shown promising results in obtaining sentiments and records from multiple devices and sufficiently proposing practical guidance to judicial personnel regarding the regulations applicable to various situations.

Enhancing Legal Sentiment Analysis: A Convolutional Neural Network–Long Short-Term Memory Document-Level Model

This research investigates the application of deep learning in sentiment analysis of Canadian maritime case law. It offers a framework for improving maritime law and legal analytic policy-making procedures. The automation of legal document extraction takes center stage, underscoring the vital role sentiment analysis plays at the document level. Therefore, this study introduces a novel strategy for sentiment analysis in Canadian maritime case law, combining sentiment case law approaches with state-of-the-art deep learning techniques. The overarching goal is to systematically unearth hidden biases within case law and investigate their impact on legal outcomes. Employing Convolutional Neural Network (CNN)- and long short-term memory (LSTM)-based models, this research achieves a remarkable accuracy of 98.05% for categorizing instances. In contrast, conventional machine learning techniques such as support vector machine (SVM) yield an accuracy rate of 52.57%, naïve Bayes at 57.44%, and logistic regression at 61.86%. The superior accuracy of the CNN and LSTM model combination underscores its usefulness in legal sentiment analysis, offering promising future applications in diverse fields like legal analytics and policy design. These findings mark a significant choice for AI-powered legal tools, presenting more sophisticated and sentiment-aware options for the legal profession.

선박압류 관할권과 해사사건의 실체적 관할권에 관한 법률문제 연구

선박압류는 해양산업분야의 가장 특색있는 법률제도 중 하나로서 선박압류 과정에서 두 가지 관할권의 문제가 발생할 수 있는데, 첫 번째가 선박압류 관할권에 관한 사항이고, 나머지 하나가 해사사건의 실체적 관할권에 관한 사항이다. 영미법계 국가와 대륙법계 국가는 일찍이 "선박을 압류한 법원이 사건에 관련된 선박을 압류함으로써 해사사건의 실체적 관할권을 취득할 수 있는지 여부"에 대해 그 견해를 달리하고 있었다. 이 문제에 관해 해상 선박의 나포에 관한 특정 조항에 관한 1952년 통합 국제 협약、버거 규칙 및 1999년 선박나포에 관한 국제협약은 선박압류 관할권과 해사사건의 실체적 관할권의 관계를 규정하고 있으며, 해사사건의 실체적 관할권의 충돌을 완화하기 위하여 적극적인 노럭을 하고 있다. 그러나 국제협약 자체의 한계, 각 국가의 국내법 차이 등으로 인해 국제 해사 분야의 실체적 관할권 충돌 문제는 여전히 해결되지 못하고 있다. 이에 본 논문은 선박압류와 관련된 국제협약 및 영미법계와 대륙법계 국가의 입법상황을 살펴봄으로써 선박압류 관할권과 해사사건의 실체적 관할권 사이의 관계를 정립하고, 이를 바탕으로 중국의 선박압류 관할권과 해사사건의 실체적 관할권에 대한 입법적·사법적 지위에 대한 분석을 통해 중국의 정당한 선박압류 관할권 및 해사사건의 실체적 관할권제도의 문제점과 입법적 보안을 제시하고자 한다. Arrest of ships is one of the most distinctive legal systems in the maritime field. In the process of arresting ships, there may be two kinds of jurisdictions involved, one is the jurisdiction to arrest ships, and the other is the substantive jurisdiction of maritime case. There are different view in common law and civil law countries as to "whether the court arresting a ship can acquire the substantive jurisdiction of maritime case because of the arrest of the ship involved".In order to coordinate the differences between the two legal systems on this issue,〈International Convention Relating to the Arrest of Sea-Going Ships 1952〉,〈Hamburg Rules〉 and 〈International Convention on Arrest of Ships 1999〉 have stipulated the relationship between the jurisdiction to arrest ships and the substantive jurisdiction of maritime case, which has made a positive exploration to ease jurisdictional conflicts of international maritime action. However, due to the limitations of international conventions, legislative differences between different countries and forum shopping of maritime claimant, the jurisdictional conflicts of international maritime action is still serious. This paper analyzes the development history of the relationship between the jurisdiction to arrest ships and the substantive jurisdiction of maritime case by analyzing the international conventions related to the arrest of ships and the legislative status of the common law and civil law countries, and on the basis of the analysis of the legislative and judicial status of the jurisdiction to arrest ships and the substantive jurisdiction of maritime case in China, it makes several suggestions to improve the jurisdiction to arrest ships and the substantive jurisdiction of maritime case in China, namely, the Chinese courts should adhere to the principle of international comity in the judicial practice of maritime litigation, introduce the doctrine of forum non conveniens into 〈Special Maritime Procedure Law of the People"s Republic of China〉, and strengthen international judicial cooperation, in order to ease the jurisdictional conflicts between countries.

The whereabouts of interorganizational learning: a maritime case study

Purpose This paper aims to present the results from a case study that investigated interorganizational learning in a buyer and seller relationship in the context of the maritime industry. This examination emphasized unraveling how the buyer and seller in the case study interacted and transferred knowledge when using a new business model that relied on servitization. Furthermore, this paper also addresses and discusses work practices, and the relationship between intra- and interorganizational learning. Design/methodology/approach A case study entailing the introduction of digital technology and a new business model into the maritime industry was used as an empirical example of interorganizational learning. The case study was conducted over a period of over one year and focused on a buyer of freight ships and a seller of servitized technology used on the ships. The organizations involved were the ships, the shipowner’s office and the ship engine supplier. The primary data acquisition methods comprised semi-structured interviews and observations. Findings The case identified interorganizational learning within the organizations at the individual, group and organizational levels, but only a few learning signs could be viewed as bidirectional interorganizational learning that can create knowledge and competitive advantages for the organizations. This is explained by the interorganizational learning context and the organizations’ motivation for learning at a strategic level. Originality/value This paper addresses an identified need for empirical studies on how interorganizational learning unfolds within organizations and connects to intraorganizational learning. Interorganizational learning studies often examine partnerships and joint ventures, in which partners have entered into these relationships with learning as a specific goal. By choosing a case in which interorganizational collaboration is anchored in operational matters, the study demonstrates the importance of motivation and agenda when entering into partnerships, concerning how inter- and intraorganizational learning develops within organizations. Furthermore, approaching these levels from an interrelated and practice-oriented perspective challenges established success criteria for interorganizational learning.

Environmental sensitivities of shallow-cumulus dilution – Part 2: Vertical wind profile

Abstract. This second part of a numerical study on shallow-cumulus dilution focuses on the sensitivity of cloud dilution to changes in the vertical wind profile. Insights are obtained through large-eddy simulations of maritime and continental cloud fields. In these simulations, the speed of the initially uniform geostrophic wind and the strength of geostrophic vertical wind shear in the cloud and subcloud layer are varied. Increases in the cloud-layer vertical wind shear (up to 9 ms-1km-1) lead to 40 %–50 % larger cloud-core dilution rates compared to their respective unsheared counterparts. When the background wind speed, on the other hand, is enhanced by up to 10 m s−1 and subcloud-layer vertical wind shear develops or is initially prescribed, the dilution rate decreases by up to 25 %. The sensitivities of the dilution rate are linked to the updraft strength and the properties of the entrained air. Increases in the wind speed or vertical wind shear result in lower vertical velocities across all sets of experiments with stronger reductions in the cloud-layer wind shear simulation (27 %–47 %). Weaker updrafts are exposed to mixing with the drier surrounding air for a longer time period, allowing more entrainment to occur (i.e., the “core-exposure effect”). However, reduced vertical velocities, in concert with increased cloud-layer turbulence, also assist in widening the humid shell surrounding the cloud cores, leading to entrainment of more humid air (i.e., the “core–shell dilution effect”). In the experiments with cloud-layer vertical wind shear, the core-exposure effect dominates and the cloud-core dilution increases with increasing shear. Conversely, when the wind speed is increased and subcloud-layer vertical wind shear develops or is imposed, the core–shell dilution effect dominates to induce a buffering effect. The sensitivities are generally stronger in the maritime simulations, where weaker sensible heat fluxes lead to narrower, more tilted, and, therefore, more suppressed cumuli when cloud-layer shear is imposed. Moreover, in the experiments with subcloud wind shear, the weaker baseline turbulence in the maritime case allows for a larger turbulence enhancement, resulting in a widening of the transition zones between the cores and their environment, leading to the entrainment of more humid air.

Kenya – Somalia: Maritime Case Update

Africa Research Bulletin: Economic, Financial and Technical SeriesVolume 56, Issue 9 p. 22711B-22711B Continental Developments Kenya – Somalia: Maritime Case Update First published: 06 November 2019 https://doi.org/10.1111/j.1467-6346.2019.09138.xRead the full textAboutPDF ToolsRequest permissionExport citationAdd to favoritesTrack citation ShareShare Give accessShare full text accessShare full-text accessPlease review our Terms and Conditions of Use and check box below to share full-text version of article.I have read and accept the Wiley Online Library Terms and Conditions of UseShareable LinkUse the link below to share a full-text version of this article with your friends and colleagues. Learn more.Copy URL Share a linkShare onFacebookTwitterLinkedInRedditWechat No abstract is available for this article. Volume56, Issue9November 2019Pages 22711B-22711B RelatedInformation

Rock Solid: How the Philippines Won Its Maritime Case against China, written by Marites Dañguilan Vitug

Rock Solid: How the Philippines Won Its Maritime Case against China, written by Marites Dañguilan Vitug

Use of evidential reasoning for eliciting bayesian subjective probabilities in human reliability analysis: A maritime case

Modelling the interdependencies among the factors influencing human error (e.g. the common performance conditions (CPCs) in Cognitive Reliability Error Analysis Method (CREAM)) stimulates the use of Bayesian Networks (BNs) in Human Reliability Analysis (HRA). However, subjective probability elicitation for a BN is often a daunting and complex task. To create conditional probability values for each given variable in a BN requires a high degree of knowledge and engineering effort, often from a group of domain experts. This paper presents a novel hybrid approach for incorporating the evidential reasoning (ER) approach with BNs to facilitate HRA under incomplete data. The kernel of this approach is to develop the best and the worst possible conditional subjective probabilities of the nodes representing the factors influencing HRA when using BNs in human error probability (HEP). The proposed hybrid approach is demonstrated by using CREAM to estimate HEP in the maritime area. The findings from the hybrid ER-BN model can effectively facilitate HEP analysis in specific and decision-making under uncertainty in general.

Concept risk assessment of a hydrogen driven high speed passenger ferry

A concept risk assessment of a hydrogen and fuel cell driven high speed passenger ferry has been performed. The study focused on fatality risk related to the hydrogen systems on the vessel, both during operation and while moored in harbour overnight. The main objective with the study was to evaluate whether the risk related to the hydrogen systems is equivalent to that of conventionally fuelled vessels and can be considered acceptable according to the requirements of the IGF-code (International Code of Safety for Ships Using Gases or Other Low-flashpoint Fuels). Since hydrogen behaves differently than other flammable gases, some adjustments to existing models and vulnerability criteria have been proposed. The conclusion of the study is that the estimated risk related to hydrogen systems is relatively low, and much lower than the expected acceptable risk tolerance level of 0.5–1.0 fatalities per 109 passenger km. Furthermore, for the overnight mooring in harbour the estimated risks are well within acceptable limits. The work presented is part of a maritime case study performed within MoZEES, a Norwegian research centre for environmentally friendly technology and zero emission transport.

Three-Dimensional Modelling of Precipitation Enhancement by Cloud Seeding in Three Different Climate Zones

This study numerically investigates precipitation enhancement from cumuliform clouds in three different climate regions: (1) Arid climate of the United Arab Emirates (UAE); (2) maritime climate of Thailand; and (3) continental climate of Serbia. Recently developed core/shell sodium chloride (NaCl)/titanium dioxide (TiO2) nanostructure (CSNT) aerosol was tested as a precipitation enhancer in all three climate regions. Previous experimental studies in cloud chambers and idealized numerical simulations demonstrated that CSNT is a significantly more effective precipitation enhancer than the traditional NaCl. Here, CSNT and NaCl seeding agents are incorporated into the WRF (Weather Research and Forecasting) model microphysics with explicate treatment of aerosol. Our results show that CSNT is a profoundly more effective precipitation enhancer in the case of arid climate characterized with low humidity. The accumulated surface precipitation in the arid test was 1.4 times larger if CSNT seeding agent was used instead of NaCl. The smallest difference in the effectiveness between CSNT and NaCl was observed in the maritime case due to their similar activation properties at high values of relative humidity.

Modeled aerosol-cloud indirect effects and processes based on an observed partially glaciated marine deep convective cloud case

A tropical maritime case of deep convective clouds was studied using a state-of-the-art aerosol-cloud model in order to evaluate the microphysical mechanisms of aerosol indirect effects (AIE). The aerosol-cloud scheme used is a hybrid bin/bulk model, which treats all phases of clouds and precipitation allowing a detailed analysis of process-level aerosol indirect effects on targeted cloud types. From the simulations, a substantially huge total AIE on maritime clouds of −17.44 ± 6.1 Wm−2 was predicted primarily because maritime clouds are highly sensitive to perturbations in aerosol concentrations because of their low background aerosol concentrations. This was evidenced by the conspicuous increases in droplet and ice number concentrations and the subsequent reductions in particle mean sizes in the present-day. Both the water-only (−9.08 ± 3.18 Wm−2) and the partially glaciated clouds (−8.36 ± 2.93 Wm−2) contributed equally to the net AIE of these maritime clouds. As for the partially glaciated clouds, the mixed-phase component (−14.12 ± 4.94 Wm−2) of partially glaciated clouds was dominant, whilst the ice-only component (5.76 ± 1.84 Wm−2) actually exhibited a positive radiative forcing at the top of the atmosphere (TOA). This was primarily because ice water contents aloft were diminished significantly owing to increased snow production in the present-day.

Rock Solid: How the Philippines Won Its Maritime Case against China

Rock Solid: How the Philippines Won Its Maritime Case against China

Effects of solid aerosols on partially glaciated clouds

Sensitivity tests were conducted using a state‐of‐the‐art aerosol–cloud to investigate the key microphysical and dynamical mechanisms by which solid aerosols affect glaciated clouds. The tests involved simulations of two contrasting cases of deep convection—a tropical maritime case and a midlatitude continental case, in which solid aerosol concentrations were increased from their pre‐industrial (1850) to their present‐day (2010) levels. In the midlatitude continental case, the boosting of the number concentrations of solid aerosols weakened the updrafts in deep convective clouds, resulting in reduced snow and graupel production. Consequently, the cloud fraction and the cloud optical thickness increased with increasing ice nuclei (IN), causing a negative radiative flux change at the top of the atmosphere (TOA), that is, a cooling effect of −1.96 ± 0.29 W/m2. On the other hand, in the tropical maritime case, increased ice nuclei invigorated upper‐tropospheric updrafts in both deep convective and stratiform clouds, causing cloud tops to shift upwards. Snow production was also intensified, resulting in reduced cloud fraction and cloud optical thickness, hence a positive radiative flux change at the TOA—a warming effect of 1.02 ± 0.36 W/m2 was predicted.

Maritime illness and death reporting and public health response, United States, 2010-2014.

Deaths and certain illnesses onboard ships arriving at US ports are required to be reported to the US Centers for Disease Control and Prevention (CDC), and notifications of certain illnesses are requested. We performed a descriptive analysis of required maritime illness and death reports of presumptive diagnoses and requested notifications to CDC's Division of Global Migration and Quarantine, which manages CDC's Quarantine Stations, from January 2010 to December 2014. CDC Quarantine Stations received 2891 individual maritime case reports: 76.8% (2221/2891) illness reports, and 23.2% (670/2891) death reports. The most frequent individual illness reported was varicella (35.9%, 797/2221) and the most frequently reported causes of death were cardiovascular- or pulmonary-related conditions (79.6%, 533/670). There were 7695 cases of influenza-like illness received within aggregate notifications. CDC coordinated 63 contact investigations with partners to identify 972 contacts; 88.0% (855/972) were notified. There was documentation of 6.5% (19/293) receiving post-exposure prophylaxis. Three pertussis contacts were identified as secondary cases; and one tuberculosis contact was diagnosed with active tuberculosis. These data provide a picture of US maritime illness and death reporting and response. Varicella reports are the most frequent individual disease reports received. Contact investigations identified few cases of disease transmission.

Uncertainty in Fleet Renewal: A Case from Maritime Transportation

This paper addresses the fleet renewal problem and particularly the treatment of uncertainty in the maritime case. A stochastic programming model for the maritime fleet renewal problem is presented. The main contribution is that of assessing whether or not better decisions can be achieved by using stochastic programming rather than employing a deterministic model and using average data. Elements increasing the relevance of uncertainty are also investigated. Tests performed on the case of Wallenius Wilhelmsen Logistics, a major liner shipping company, show that solutions to the model we present perform noticeably better than solutions obtained using average values.

Forming stakeholder alliances to unlock alternative and unused biomass potentials in bioenergy regions

In recent discussions on renewable energy, bioenergy is strongly linked to the extended cultivation of maize as energy crop and often coincides with negative public perception. However, the 2014 amendment to the 2012 version of the EEG puts an increased focus on the use of alternative substrates and residual biomass for bioenergy production, which could result in improved sustainability impacts. In this paper, we focus on the potentials of so-called alternative biomass and explore how these types of biomass can be embedded into a sustainable management of both the landscape and the energy system. In particular, we address the question of how alternative and unused biomass potentials can be made available for regionally embedded, sustainable bioenergy solutions. Based on GIS analyses of regional biomass potentials we discuss this approach in a transdisciplinary study focussing on the Northwestern part of Germany located close to the North Sea border. Two case studies comprising a total of three biogas plants are examined, of which one is located directly at the North Sea coast (maritime case study) and the other facing an inland (terrestrial) situation. The GIS analyses of these two studied areas reveal substantial potentials of alternative biomass, which are not exploited thus far. Results of the assessment and possible participatory actions of various stakeholders and their benefits are discussed, focussing on higher shares of regional biomass for bioenergy production. This study stresses the importance of achieving integration and participation of a variety of actors along the entire bioenergy supply network and highlights the need for cross-sectoral collaboration in order to exploit the identified alternative biomass potentials and thus improve the sustainability impact of bioenergy production.

Freedom, Identity, and the Social History of Empire in Atlantic Cuba, 1795–1817

This essay examines a maritime case involving a Charleston-based French privateer in 1795 as well as members, subjects, and citizens of multiple societies from Western Africa, Cuba, Spain, and Great Britain in order to reveal the fluid legal foundations of trans-Atlantic regimes with respect to slavery and freedom. The French maritime seizure of a British slaving vessel in the Caribbean and the subsequent transfer of enslaved African peoples from British to French to Spanish authority in Cuba set the stage for nearly 40 years of litigation in both hemispheres. The case led to legal disputes in Philadelphia, Madrid, and Havana as members of this Atlantic society sought to confront the most prominent political and social issues of this era. While officials in Philadelphia sought to avoid entanglement in the imperial wars between France and Great Britain, officials in Madrid and Havana competed with each other in order to define the legal identities of a group of Carabalí-Oru peoples onboard the British vessel. For their part, this group of Carabalí-Oru peoples exploited the ambiguities created by a system of Atlantic jurisprudence while relying on their memory of the Middle Passage in order to challenge their unjust enslavement in Cuba.

Climate change awareness and strategies for communicating the risk of coastal flooding: A Canadian Maritime case example

Rising sea levels, due to thermal expansion of the ocean, and higher frequency and intensity of coastal and inland storms threaten coastal communities worldwide. The implementation of pro-active, planned adaptation to reduce community vulnerability is strongly dependent upon people's perception of the threat posed to their communities at the local scale. Unfortunately, the scarcity of research into effective risk communication limits our understanding of how climate change evidence can most effectively raise risk awareness and inspire community adaptation.With a focus on a case study situated in the Tantramar area of South-East New Brunswick, Canada – an area subject to very large tidal forces from the Bay of Fundy – this study set out to assess public awareness about the link between climate change and elevated risk of regional dyke failure, measure how different multi-media visualizations influence public risk perception, and provide general recommendations for the development of flood risk communication strategies in coastal zones.The results from 14 focus groups (n = 157 participants) revealed that 81% of respondents felt that the problem of climate change was considerable or severe. However, when asked for their assessment of personal vulnerability to dyke failure and subsequent coastal flooding, only 35.6% considered themselves to be at considerable or severe personal risk. Gender, education, and age were found to significantly influence initial risk perception to varying degrees, and were also associated with changes in risk perception following the communication session. While geovisually-enhanced communication strategies, involving 3D flood animations and web-based GIS maps, were no more effective at raising risk awareness than a non-enhanced communication package, qualitative responses suggested that the geovisualizations had greater emotional impact (“shock”), and contributed disproportionately to an expressed desire to become politically and socially active around the issue. In conclusion, in addition to presenting evidence in a clear and compelling way, effective coastal flood risk communication requires a supportive framework capable of building trust and encouraging public dialogue. Recommendations towards creating this framework are provided.

Resolved Versus Parametrized Boundary-Layer Plumes. Part III: Derivation of a Statistical Scheme for Cumulus Clouds

We present a statistical cloud scheme based on the subgrid-scale distribution of the saturation deficit. When analyzed in large-eddy simulations (LES) of a typical cloudy convective boundary layer, this distribution is shown to be bimodal and reasonably well-fitted by a bi-Gaussian distribution. Thanks to a tracer-based conditional sampling of coherent structures of the convective boundary layer in LES, we demonstrate that one mode corresponds to plumes of buoyant air arising from the surface, and the second to their environment, both within the cloud and sub-cloud layers. According to this analysis, we propose a cloud scheme based on a bi-Gaussian distribution of the saturation deficit, which can be easily coupled with any mass-flux scheme that discriminates buoyant plumes from their environment. For that, the standard deviations of the two Gaussian modes are parametrized starting from the top-hat distribution of the subgrid-scale thermodynamic variables given by the mass-flux scheme. Single-column model simulations of continental and maritime case studies show that this approach allows us to capture the vertical and temporal variations of the cloud cover and liquid water.

Raindrop Size Distribution and Radar Parameters in Coastal Tropical Rain Systems of Northeastern Brazil

AbstractA dataset on raindrop size distribution (DSD) gathered in a coastal site of the Alagoas state in northeastern Brazil is used to analyze some differences between continental and maritime rainfall parameters. The dataset is divided into two subsets. One is composed of rainfall systems coming from the continent and moving eastward (i.e., offshore), representing the continental subset. The other is composed of rainfall systems that developed over the sea and are moving westward (i.e., inshore), representing the maritime subset. The mean conditional rain rate (i.e., for rain rate R > 0) is found to be higher for maritime (4.6 mm h−1) than for continental (3.2 mm h−1) conditions. The coefficient of variation of the conditional rain rate is lower for the maritime (1.75) than for the continental (2.25) subset. The continental and maritime DSDs display significant differences. For drop diameter D smaller than about 2 mm, the number of drops is higher for maritime rain than for continental rain. This reverses for D > 2 mm, in such a way that radar reflectivity factor Z for the maritime case is lower than for the continental case at the same rain rate. These results show that, to estimate precipitation by radar in the coastal area of northeastern Brazil, coefficients of the Z–R relation need to be adapted to the direction of motion of the rain-bearing system, inshore or offshore.