"No Cash - No Splash" Policy of Vessel Repairer Can Prove Costly

 By Jess G. Webster


Any vessel repairer who withholds possession of a vessel until repair invoices are paid in full is at risk for liability for conversion. Conversion is wrongfully denying possession of personal property from the party entitled to possession. In the recent case of 4H Construction Corp. v. Superior Boat Works, Inc., the U.S. District Court for the Northern District of Mississippi held that a shipyard that refused to redeliver a barge to the barge owner until the shipyard’s disputed charges were paid in full was liable for conversion.  The court awarded damages in the amount needed to compensate the barge owners for loss of use of the barge during the pendency of the lawsuit. 

The court ruled that the maritime lien enjoyed by the shipyard was a non-possessory lien, which could only be enforced against the vessel by an action in rem. Furthermore, there was no separate agreement between the parties allowing for the shipyard to retain possession of the vessel until its charges were paid in full, which may have changed the result. 

Vessel owners would be wise not to enter into contractual commitments that leave them vulnerable to being coerced into paying patently unreasonable charges in order to secure possession of their vessels.   A better approach is an agreement to escrow the amount of disputed charges until the reasonableness of charges is resolved by agreement or arbitration.

 

 


Gulf Oil Spill: U.S. government calls limitation request "unconscionable" - Transocean backs down

As was previously discussed on our firm website, Transocean--the owner of the oil rig DEEPWATER HORIZON--made waves by filing an action in U.S. federal court seeking to limit its liability for the catastrophic oil spill in the Gulf of Mexico to $26.7 million.

Recently, the U.S. Department of Justice decisively condemned this attempt to limit liability as "unconscionable."  Comparing Transocean to the owners of the infamous ocean liner RMS TITANIC, who also tried to use the Limitation of Liability Act, a letter from the Attorney General's office strongly criticized Transocean's move and sought confirmation from Transocean that it was not trying to limit its liability under the Oil Pollution Act of 1990.

Transocean responded quickly by "clarifying" that it never intended to limit its liability under the OPA through this filing and seemed to hastily retreat from the apparently broad sweep of its original limitation filing.

It seems that Transocean is trying to cover its bases legally, while avoiding too much heat from the authorities or from the general public.  Regardless of whether the limitation action succeeds, this will be a difficult tight-rope for Transocean to walk.

A longer discussion of these recent developments can be found on our website.

 

 

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.

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.

 

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.

 

U.S. Supreme Court Confirms that Punitive Damages Available in Maritime Maintenance and Cure Claims

Last month, the U.S. Supreme Court in Atlantic Sounding Co. v. Townsend, 2009 WL 1789469 (U.S. June 25, 2009) held that a seaman can recover punitive damages on a maritime maintenance and cure case if there is a showing of “willful and wanton” conduct.

In July 2005, Edgar Townsend was allegedly injured while working aboard the tug boat Thomas. His employer, Atlantic Sounding Co., Inc. sought declaratory judgment in a federal district court to determine its obligations toward him under maritime law. Mr. Townsend counterclaimed, alleging in part that Atlantic Sounding’s arbitrary and willful failure to pay maintenance and cure for his injuries justified punitive damages. Atlantic Sounding moved to dismiss and, when the motion was denied, appealed.

The United States Court of Appeals for the 11th Circuit affirmed the district court. The court held it was bound by its prior decision in Hines v. J.A. LaPorte, Inc. There, it concluded a seaman may recover punitive damages when an employer arbitrarily and willfully refuses to pay maintenance and cure for his injuries. It reasoned that the Supreme Court’s decision in Miles v. Apex Marine Corp. did not apply. In that case, the Court held that recovery for "non-pecuniary loss in the wrongful death of a seaman was not available under general maritime law". The court of appeals reasoned that Miles was not "clearly on point" to the facts in Mr. Townsend's case.

On appeal, the Supreme Court agreed with the lower courts, explaining that: "Because punitive damages have long been an accepted remedy under general maritime law, and because nothing in the Jones Act altered this understanding, such damages for the willful and wanton disregard of the maintenance and cure obligation should remain available in the appropriate case as a matter of general maritime law.” The Court also observed that “limiting recovery for maintenance and cure to whatever is permitted by the Jones Act would give greater pre-emptive effect to the Act than is required by its text, Miles [v. Apex Marine Corp., 498 U.S. 19 (1990)], or any of this Court's other decisions interpreting the statute."

In one sense, this case is not controversial since it only purports to maintain the existing rule for maritime cases.  However, the Supreme Court's significant reduction in punitive damages in the recent EXXON VALDEZ case suggested that the current Court disfavors punitive damages, particularly in maritime cases.  The Atlantic Sounding decision is interesting because shows that, despite its ruling in the EXXON case, the Court remains willing to recognize punitive damages in maritime cases.

A copy of the Court’s opinion can be found at http://www.supremecourtus.gov/opinions/08pdf/08-214.pdf