Insurance Law Does Not Have to be Boring

Although insurance law sometimes has the reputation of being “dry” and boring, as marine insurance practitioners, we come across a variety of cases that show how interesting and creative insurers and claimants can be.

One example we recently discovered was Peters v. Firemen's Ins. Co., 67 Cal. App. 4th 808 (1998), in which the issue was the scope of the word "use" in an insurance policy covering a luxury yacht. The insured had been sued in an underlying action by an ex-girlfriend for negligence, battery, intentional transmission of an incurable disease (herpes), and fraud. The insured yacht owner tendered the action to Firemen's, his liability insurer.  Firemen's denied coverage on the ground, in pertinent part, that the liability did not arise out of the "use" of the yacht. The underlying action settled, and the insured then filed a lawsuit against Firemen's for its failure to defend and indemnify him.

While the complaint in the underlying action mentioned nothing about a boat, the insured maintained that the policy provided coverage for the action because it arose out of the "ownership, maintenance or use" of his yacht. The trial court granted summary judgment to Firemen's, and the insured appealed.

On appeal, the insured argued that it was a "fateful romantic boat voyage at Thanksgiving" that caused the damage, because it was the "prestigious" yacht that led to the "sexfilled sailing adventure and oral copulation which resulted in the transmission of the herpes virus." Id. at 812.

In a brief opinion, the appellate court disagreed and found that there was no causal connection between the yacht and the transmission of the disease, stating:

[I]t is apparent that the extrinsic facts raised by appellant do not come within the "use" provision of his yacht policy. Neither the movement of appellant's yacht nor the manner of its operation had anything to do with the transmission of the herpes virus from appellant to Susan L.  Appellant is not claiming that his yacht plunged into a wave trough, causing him to stumble and fall, mouth open, onto Susan L.'s vagina. Rather, the yacht merely provided a situs--along with appellant's house and Susan L.'s house--wherein appellant executed his plan to engage in a variety of "very free sexual activities" with Susan L.  This is not the type of boat "use" contemplated by appellant's yacht policy. Id. at 813.

The court also noted the following in a footnote:

Appellant does, however, hypothesize that the disease may have been transmitted if "he helped steady [Susan L.] on the rocky boat" or if the amorous couple hit an ocean swell causing them to fall and a herpes infection on his finger caused a herpes infection on her finger which was then somehow transferred to her vagina. Apart from its absurdity, appellant's speculation is unsupported by the record. There is no proof that appellant ever steadied Susan L. on the boat, and certainly not by grabbing her crotch. . . . Appellant cannot establish a potential for coverage unless there are some colorable facts supporting his theories.

Further proof that even marine insurance law need not always be boring.

King County Jury Imposes Punitive Damages in Maritime Maintenance and Cure Claim

A King County jury recently awarded an injured seaman $1.5 million in damages, which included $1.2 million in punitive damages against his employer, Icicle Seafoods of Seattle.  The plaintiff Dana Clausen argued, and the jury found, that Icicle had failed to pay for necessary treatment and had withheld a medical report substantiating the need for this treatment.  The jury found that the company "callously" refused to pay for this medical care, which justified a punitive damages award.

This case is notable in that it  comes shortly after the U.S. Supreme Court's decision of Atlantic Sounding Co. v. Townsend (previously discussed on the Seattle Maritime Blog), which held that that a seaman can recover punitive damages on a maritime maintenance and cure case if there is a showing of “willful and wanton” conduct by the defendant.

The jury's finding in this case appears to follow the logic of Atlantic Townsend in justifying punitive damages in a maritime injury claim, but it will be interesting to see whether Icicle will challenge this award or seek further clarification of this punitive damages rule from the appellate courts.

A brief story about this verdict was recently published by the Seattle Times.

Lafcadio Darling specializes in maritime and commercial litigation, representing a wide variety of business and consumer clients. In addition to being licensed in Washington and California, Lafcadio also holds an LL.M. from University College London and is a licensed solicitor in England & Wales

Coast Guard Proposes New Rules for Merchant Mariners

On November 17, 2009, the U.S. Coast Guard published proposed amendments to its regulations to fully incorporate the 1978 International Convention on Standards of Training Certification and Watchkeeping for Seafarers (STCW Convention) and the Seafarer's Training Certification and Watchkeeping Code (STCW Code) into the Coast Guard's rules.

These amended rule changes can be found on the Federal Register website.

Comments on the proposed rules must be submitted to the Coast Guard's online docket no later than February 16, 2010 or send via mail to the USCG Docket Management Facility.

The Coast Guard's proposed new regulations make numerous important changes to the rules for licensing and credentialing merchant mariners.  These regulations also extend the STCW requirements to all seagoing vessels of less than 200 Gross Register Tons/500 Gross Tonnage on international voyages.

It will be interesting to observe the public comments on these proposed rules and what changes, if any, the Coast Guard will make before they go into effect. 

Lafcadio Darling specializes in maritime and commercial litigation, representing a wide variety of business and consumer clients. In addition to being licensed in Washington and California, Lafcadio also holds an LL.M. from University College London and is a licensed solicitor in England & Wales

Second Circuit Continues to Erode the Power of Rule B

 

The US Court of Appeals for the Second Circuit upheld the equitable vacatur of a maritime attachment, even though all the requirements for the Rule B attachment had been met. In Proshipline v. Aspen Infrastructures, the plaintiff sought and obtained a Rule B attachment in the Southern District of New York, based on the (correct) assertion that defendant was not present in the District. Defendant moved to vacate the attachment, pointing out that the parties were engaged in a similar maritime lawsuit in the Southern District of Texas, where plaintiff had its corporate headquarters and where defendant was subject to personal jurisdiction. The District Court vacated the attachment because, among other things, the party that attached the funds and the party that owned the funds were present in another federal jurisdiction. Plaintiff appealed. In affirming the vacatur, the Appellate Court noted that equitable vacatur of writs of attachment, in contrast to vacatur for failure to comply with Rule B, turns not on the owner of attached funds’ relationship with the jurisdiction of attachment, but on both parties’ relationship with another jurisdiction. See ProShipLine v. Aspen Infrastructures, www.ca.2.uscourts.gov/decisions.

Problems with Washington Excise Tax and Coast Guard Documented Vessels

An increasing number of clients have had difficulty with the Washington State Department of Revenue's interpretation of RCW 88.02, regarding the registration of pleasure vessels in the State of Washington.  Washington imposes an excise tax on vessels over 16 feet in length for the privilege of using Washington waters for their vessels or yachts.  Boat owners obtain a Washington decal which they obtain paying the excise tax, measured at .5% of the vessel's value.  However, owners with vessels documented with the U.S. Coast Guard have often been told by Washington State Department of Licensing that only a decal is needed, not the registration, which would imply that the excise tax is not required. 

This apparent interpretation problem could result in a variety of results which is always a problem when dealing with taxing authorities. 

 

End of the Winter Storm: Second Circuit Reverses Course on Rule B

On October 16, 2009, the Second Circuit Court of Appeals issued its decision of The Shipping Corporation of India v. Jaldhi Overseas PTE, Ltd., reversing its controversial 2002 decision of Winter Storm, Ltd. v. TPI. The Winter Storm court had held that electronic fund transfers (EFTs) could be seized under Admiralty Rule B as they momentarily pass through intermediary banks on the way to their final destination. Because this case applied to New York's intermediary banks, which handle the vast majority of international dollar transactions, the Winter Storm case caused an explosion of Rule B claims being filed in New York courts and against New York banks, attempting to seize funds being sent to and from defendants all over the world. This in turn gave rise to a large "cottage industry" within New York maritime firms, who quickly mastered this Rule B process and used the Winter Storm rule to great advantage for their clients and for themselves.

Although the Jaldhi Overseas court recognized that it should not reverse prior precedents lightly, the court found that (1) the Winter Storm court had incorrectly concluded that prior case law in the circuit supported the finding that EFTs were attachable and (2) in the absence of controlling admiralty law precedent, the court should have used New York state law, which says that EFTs are not the property of the transferor or transferee while in transit. The court also cited the significant and negative consequences of Winter Storm on New York courts and banks as justification for changing the law of the circuit.

Assuming this ruling stands, it is not an exaggeration to say that this case will send a shock wave through the maritime law community, particularly in New York City. Since 2002, hundreds of plaintiffs and their attorneys have used the Winter Storm rule to massively increase the Rule B practice in New York federal courts. This has obviously resulted in a significant new line of business for many New York maritime firms. The Second Circuit’s reversal of Winter Storm will not only change the legal landscape in the circuit, but will also likely deal a blow to the balance sheets and employment prospects of many New York attorneys and firms. In the current economic climate, that will hardly be welcome news for the admiralty bar in the Big Apple.

A longer discussion and description of this decision, is available on our firm website.

You can also view a copy of the Jaldhi Overseas decision.

Recent Admiralty Jurisdiction Case Law

A few recent federal maritime decisions have shed further light on the boundaries of admiralty jurisdiction in the U.S. courts:

In Vasquez v. GMD Shipyard Corp., No. 08-4566 (2nd Cir., September 15, 2009), the Second Circuit Court of Appeals found that a tort claim arising out of a death at a shipyard "graving dock" was properly in admiralty, even though the dock had no water in it at the time of the incident.

In In re Complaint of Mission Bay Jet Sports, LLC, No. 08-56142 (9th Cir. June 24, 2009), the Ninth Circuit Court of Appeals found that a tort claim by passengers on a Sea-Doo watercraft who were injured while riding in San Diego's Mission Bay was subject to admiralty jurisdiction.

In New Hampshire Ins. Co. v. Home Sav. and Loan Co. of Youngstown, Ohio, No. 08-3902 (6th Cir. September 24, 2009), the Sixth Circuit Court of Appeals rejected the argument by an insurer that its policy, styled a "marine insurance policy," was sufficient to implicate federal admiralty jurisdiction in a declaratory judgment action, when a large number of the coverages in the policy were non-maritime.

Although none of these cases is ground-breaking or controversial, they do give lawyers valuable clues as to the positions the federal courts will take regarding admiralty jurisdiction with in certain common types of cases. 

Further description and commentary on these cases can be found here.

 

Fish Tender Operators Need to Read the Fine Print on Their Tender Charters

Fish tender vessels transport fresh fish from the catcher vessels on the fishing grounds to processing facilities. Some fish tender vessels are specialized tenders, while others are vessels primarily engaged in other trades, such as crabbing, that supplement their annual income conducting fish tender operations. The agreement for the use of the tender vessel usually takes the form of a tender charter, under which the processor charters the exclusive use of the tender vessel for a term.

The terms most important to the tender vessel operators appear to be the daily charter hire rate, and the guaranteed minimum number of days of the charter. Equally important should be which . . .

Continue Reading...

Who Should Hold Title While Constructing a Yacht?

Investing in yacht construction can be risky business for owners and builders alike. Defaulting buyers can cause huge cash flow problems for builders, which spill over to impact other projects under construction. Buyers are concerned about their projects getting bogged-down by or absorbed into a builder’s insolvency.

When a builder files for bankruptcy, who owns the projects under construction is frequently an issue. At such times, owners holding title to what they have paid for can usually extricate those assets from the builder’s bankruptcy and move the project elsewhere for completion. Builders, on the other hand, often prefer to hold title to the yacht until they have been paid in full. Further complicating the issue may be sales tax concerns and the blurring of when and where the sale of the yacht occurred. If the builder holds title to the yacht until completion and delivery, the yacht, in its incomplete state, becomes an asset of the builder’s bankruptcy estate and is potentially available to pay the claims of creditors if the builder is in a liquidation proceeding (Chapter 7) or abandons the construction contract in a reorganization proceeding (Chapter 11).

Where the builder holds title until completion and delivery, the best way to protect the buyer is usually to have the builder grant the buyer a UCC security interest in the uncompleted hull and all materials purchased for the construction of the yacht. To properly protect their interests, buyers must properly perfect their security interest and ensure that all materials purchased for the construction of the yacht are promptly and properly identified (labeled) as being allocated to the project, and preferably segregated from other materials in the builder’s yard. But there are also additional means to protect a buyer’s interest in purchasing a yacht that are beyond the scope of this post.
 

Ninth Circuit Holds that Pennsylvania Rule Does Not Apply to Maritime Personal Injury Claims

In a recent decision (MacDonald v. Kahikolu, 2009 U.S. App. LEXIS 20162 (9th Cir. 2009)), the Ninth Circuit Court of Appeals held that the Pennsylvania Rule--which effectively shifts the burden of proving fault from plaintiff to defendant in certain maritime collision cases--should not be applied to maritime personal injury claims.

Although prior case law had suggested this conclusion, the MacDonald case has made the Ninth Circuit's position clear.  However, the MacDonald court also recognized that other federal appeals courts, including the Second, Third and Fifth Circuits, have read the Pennsylvania Rule more broadly and applied it to non-collision cases.

A further discussion of this case and a link to the court's opinion can be found here.

Lafcadio Darling specializes in maritime and commercial litigation, representing a wide variety of business and consumer clients. In addition to being licensed in Washington and California, Lafcadio also holds an LL.M. from University College London and is a licensed solicitor in England & Wales.