Port of Anchorage: A Billion-Dollar Mess that Other Ports Will Also Face?

In an article appearing in the Anchorage Daily News on January 15, 2011, it was reported that the largest economic development project under way in Anchorage has stalled under a cloud of construction troubles and ballooning costs. The completion date for the massive dock replacement project at the Port of Anchorage has been pushed back to 2021 from a target of 2011 set before major construction began. The price tag, which was $360 million as of 2005, has escalated to $1 billion.

It was further reported that port officials remain convinced the dock can be built as designed. "Although these setbacks are frustrating, they are not insurmountable and the project remains on track," the port says in written answers to questions.

An editorial that appeared on the same date noted that big shippers do not have much faith in the project. A retired executive called it a "mess" and fears more problems will be discovered. Neither shipper referenced was confident that promised permanent berths will be built.

Other Northwest ports may be facing similar problems so it will be of interest to see how things play out with renovating the Port of Anchorage.

Federal Government Extends Fishing Exemption to Vessel Permit Discharge Requirement

As was previously discussed on this blog, fishing vessels and commercial vessels under 79 feet had enjoyed a 2-year exemption to the EPA's Vessel General Permit (VGP) requirement (except for ballast water discharge), but that exemption was due to expire on July 31, 2010.  On July 30, 2010 President Obama signed PL 111-215 into law, extending the moratorium for these vessels to December 18, 2013.  During that period, neither the EPA nor the states may require National Pollution Discharge Elimination System (NPDES) permits incidental to the normal operation of fishing vessels of any size and other non-recreational vessels less than 79 feet in length. 

However, as with the previous exemption, this moratorium does not apply to ballast water discharges from vessels greater than or equal to 300 gross registered tons or with a ballast capacity of 8 cubic meters (2113 gallons) or more.  Operators of those vessels must submit a Notice of Intent (NOI) in accordance with EPA rules.

It seems that many in the industry were not aware of the VGP regime at the outset, and the expiration of the moratorium was causing concern that there would be widespread non-compliance.  The extension of this moratorium provides the EPA with time to study the problems of vessel discharges and craft adequate rules, and also provides the industry with time to become familiar with this permit program and plan for the future.  Nonetheless, the ballast discharge permit requirement remains in force, and the industry must ensure current compliance with these rules. 

 

Ninth Circuit Holds that Death on the High Seas Act Preempts Alien Tort Statute - But Not Always

By Lafcadio Darling

The Ninth Circuit Court of Appeals recently held that the specific provisions of the federal Death on the High Seas Act (DOHSA) preempted a wrongful death claim under the more general Alien Tort Statute (ATS).  However, the court also held that this preemption was not absolute.

Bowoto v. Chevron arose out of a protest aboard an oil rig nine miles off the Nigerian coast.  When the owner of the rig (a subsidiary of oil giant Chevron) authorized Nigerian Government  Security Forces to move in, the incident turned deadly and numerous protesters were killed or injured.  Several injured protesters and the estate of one of those killed sued in U.S. federal court, claiming that Chevron and related companies were liable under the ATS.  The case was ultimately tried to a jury, who found in favor of Chevron on all claims.

One of the issues on appeal was the trial court's pre-trial ruling that the DOHSA preempted wrongful death claims under the ATS.  The court affirmed this outcome, but in a qualified way.  After summarizing the history of the DOHSA and Supreme Court case law, the Ninth Circuit  held that, in this case, the wrongful death claim was precluded by the more detailed provisions of the DOHSA.  However, the court refused to rule out the possibility of a such a wrongful death claim under the ATS, finding that  "[t]here may .. be situations where a plaintiff can simultaneously pursue claims under both DOHSA and the ATS." 

While the outcome of this case is not surprising--particularly in light of the facts and the jury verdict in favor of Chevron--the Ninth Circuit's ruling that DOHSA does not totally preclude a concurrent death claim under the ATS is more intriguing.  The Bowoto court gave little guidance as to when a plaintiff might be able to bring concurrent DOHSA and ATS claims; rather, the it simply pointed to the Supreme Court's recognition that "DOHSA does not address every issue of wrongful death law" and refused to rule out the possibility.

It will be interesting to see whether future plaintiffs will try to assert concurrent ATS and DOHSA claims and, if they do, how those claims will be handled by the federal courts.  While this author suspects that such concurrent DOHSA/ATS cases will be rare indeed, only time and jurisprudence will provide the answer.

 

 

Second Circuit Deals Another Blow to Rule B Claimants

The fallout from the Second Circuit Court of Appeals' overturning of the now-infamous Winter Storm case continues.

As had been previously discussed on this blog, the Second Circuit's ruling in Winter Storm, Ltd. v. TPI authorized claimants from around the world to use Admiralty Rule B to attach Electronic Fund Transfers (EFTs) passing through New York banks.  This was significant because many US-Dollar funds transfers--even those involving totally foreign transactions--often will instantaneously pass through intermediary banks in New York.  As a result of the Winter Storm ruling, parties could obtain security for their claims by seeking a Rule B attachment in New York and tying up funds held by the opposing party, no matter where the dispute was being decided or where the EFTs were headed.

This Rule B procedure had developed into a cottage industry for many New York maritime attorneys, but in October 2009 the Second Circuit reversed course in the case of The Shipping Corporation of India v. Jaldhi Overseas PTE, Ltd., overruling Winter Storm and holding that EFTs cannot be attached under Rule B.  This case, which was also reported on this blog, generated a lot of comment and subsequent litigation on the status of the thousands of Rule B cases that were pending in New York federal courts.

Now the Second Circuit has weighed in again, giving courts a free hand in managing these Rule B cases.  In the recent decision of Sinoying Logistics Pte Ltd. v. Yi Da Xin Trading Corp., the Second Circuit upheld the District Court's sua sponte dismissal of a Rule B attachment of EFTs and dismissal of the case on jurisdictional grounds.  The appeals court found that the District Court acted properly when finding that no Rule B jurisdiction existed and, in the absence of any proof of further property located in the district, dismissal of the complaint was correct. 

Although this is not a surprising result, this case is another confirmation that the death knell for Rule B attachments of EFTs has been sounded by the Second Circuit.  The hopes, held by some, that courts would retreat from the Jaldhi ruling or limit its scope have surely been dashed.  It also confirms that courts in the Second Circuit will have no obligation to protect claimants who used this mechanism in reliance on the Winter Storm and who are now left without security for their claims.

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 a LL.M. from University College London and is a licensed solicitor in England & Wales

 

Federal Judge Overturns 6-month Drilling Moratorium - Government vows quick response

By Mark Fahrenkrug and Lafcadio Darling

On June 2, 2010, U.S. District Judge Martin Feldman ruled that the Federal government had acted in an arbitrary and capricious manner when deciding to impose a deep water drilling moratorium in the Gulf of Mexico, and concluding it therefore could not stand.  This ruling was the result of a legal challenge to the moratorium mounted by several parties who work in the oil extraction industry in the Gulf. 

In his ruling, Judge Feldman took particular note of disagreement by some members of the panel advising the “National Commission on the BP Deepwater Horizon Oil Spill and Offshore Drilling,” as to the scientific support for the hazards posed by deep drilling.  Based on this finding, the Judge enjoined the moratorium; not surprisingly, the government plans an emergency appeal, which will no doubt ask the 5th Circuit Court of Appeals to enter an injunction until a full appeal can be entertained.

In a statement issued on the same day, U.S. Secretary of the Interior Ken Salazar defended the moratorium, vowing to issue a further moratorium order that addresses the District Court's concerns.

This case not only involves one of the largest environmental and economic disasters in United States history, but also implicates other issues such as separation of powers and the proper role of regulators of activity on public land after permits have been issued but in the face of changing circumstances.

Stay tuned, as this story is bound to quickly develop in interesting ways.

The text of the District Court's ruling can be found here.
 

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.

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

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