Justia Admiralty & Maritime Law Opinion Summaries

This appeal arose out of a case involving an allision, collision between a moving vessel and a stationary object, between a USACE vessel and a private yacht, the Marquessa, owned and operated by appellants. Appellants appealed from the district court's award of damages in their favor, arguing that it was infirm in various respects. The court held that the district court did not err in applying the doctrine of constructive total loss; the district court reasonably credited testimony establishing a market value for the Marquessa; there was an insufficient basis in the record for determining the fact or extent of the alleged damage to the antennas and computers; and the district court did not err in amending its initial judgment to account for appellants' stipulation. Accordingly, the judgment of the district court was affirmed. View "F.C. Wheat Maritime Corp. v. United States" on Justia Law

Plaintiff appealed from an order of the district court vacating the attachment, pursuant to Rule B of the Supplemental Rules for Admiralty or Maritime Claims and Asset Forfeiture Actions of the Federal Rules of Civil Procedure, of a check issued by the district court clerk made payable to defendant. At issue was whether the validity of a Rule B attachment of a treasury check issued from the Southern District's Court Registry Investment System (CRIS), representing the proceeds of electronic funds transfers whose attachment was vacated under Shipping Corp. of India Ltd. v. Jaldhi Overseas Pte Ltd. The court held that the jurisdictional defect that led to the vacatur under Jaldhi likewise precluded the attachment of the same funds in the CRIS. Accordingly, the judgment was affirmed. View "India Steamship Co. Ltd. v. Kobil Petroleum Ltd." on Justia Law

This case involved the Carmack Amendment to the Interstate Commerce Act, 49 U.S.C. 14706, which set up a framework for the timely filing of claims against carriers for damaged cargo. In this case, it was undisputed that neither the shipper nor the shipping broker filed either a claim or a lawsuit within the prescribed time limitations. Therefore, were the court to create some exception to the statutorily authorized, contractually mandated requirements of prompt filing, the court would blow a hole in the balance struck by the Carmack Amendment and undermine Congress's intent to protect carriers against stale claims. Therefore, the court reversed the judgment of the district court in favor of the shipping broker and remanded with instructions to dismiss the lawsuit. View "Dominion Resources Serv. v. 5K Logistics, Inc." on Justia Law

The interlocutory appeals subject to the motion before the court arose from conjoined multi-party actions stemming from a maritime disaster during which the M/V Rickmers Genoa vessel collided with the M/V Sun Cross vessel in the Yellow Sea. On their motion to dismiss appeals from two interlocutory orders for summary judgment entered in their favor in the district court, or in the alternative, for consolidation of the appeals in the captioned actions involving claims arising out of the maritime casualty, the ESM party defendants contended that the appeals were premature and not authorized by the maritime interlocutory appeal statute, 28 U.S.C. 1292(a)(3), and that consolidation of the appeals was warranted by reason of equity and economy. The court held that, given that the district court had determined conclusively all of the claims against the ESM parties, and that decision was unaffected by any remaining claims, the court could exercise appellate jurisdiction over the present appeals under section 1292(a)(3). Delaying appeal merely because a "final judgment" as to all of the claims against all of the parties had not been issued would defeat the interlocutory nature of section 1292(a)(3) and effectively render the statute a nullity in the modern era of litigation in which admiralty suits frequently involved multiple parties and claims. Therefore, the motion to dismiss was denied. The court granted, however, the motion brought by ESM insofar as they sought consolidation because the appeals arose from the same conjoined multi-party litigation in the district court, and consolidation would be both efficient and equitable for the disposition of the appeals. Moreover, consolidation was unopposed. View "Chem One, Ltd. v. M/V Rickmers Genoa; Atlantic Coast Yacht Sales, Inc. v. ESM Group, Inc.; St. Paul Travelers v. M/V Rickmers Genoa" on Justia Law

This case stemmed from plaintiff's allegations that, while she was employed with defendant on one of its cruise ships, she was drugged by other employees, raped, and physically injured while she was unconscious, and when she reported to officials of the cruise line what had happened to her, they treated her with indifference and even hostility, failed to provide her with proper medical treatment on board, and interfered with her attempts to obtain medical treatment and counseling ashore. Plaintiff subsequently asserted five claims against defendant involving violations of the Jones Act, 46 U.S.C. 30104, or the general maritime law applicable to the Seaman's Wage Act, 46 U.S.C. 10313. Plaintiff's remaining five claims involved common law tort claims. At issue was whether plaintiff's claims fell within the scope of the arbitration clause in the crew agreement. The court held that the district court did not err in holding that Counts VI, VII, VIII, IX, and X of plaintiff's complaint did not fall within the scope of the arbitration provision where all five of these claims involved factual allegations about how the cruise line and its officials treated plaintiff after learning that she had been raped, including allegations that she was kept on the ship against her will, that she was prevented from getting medical attention off the ship, that her rape kit was destroyed in the incinerator, and that her confidentiality as a rape victim was intentionally violated. The court held, however, that the remaining five counts arose directly from her undisputed status as a "seaman" employed by defendant and fell within the scope of the arbitration provision. Therefore, the district court erred in denying defendant's motion to compel arbitration for Counts I, II, III, IV, and V. View "Doe v. Princess Cruise Lines, Ltd." on Justia Law

This case stemmed from Odyssey Marine Exploration, Inc.'s (Odyssey) discovery of a 19th Century Spanish vessel in international waters where Odyssey filed a verified admiralty complaint in rem against the shipwrecked vessel and sought a warrant of arrest. The Kingdom of Spain, the Republic of Peru, and twenty-five individuals filed claims against the res and Spain subsequently filed a motion to dismiss, arguing that the res was a Spanish warship and the district court lacked subject matter jurisdiction over Odyssey's claims because the vessel was immune from judicial arrest under the Foreign Sovereign Immunities Act (FSIA), 28 U.S.C. 1602-1611. The court affirmed the district court's grant of Spain's motion to dismiss where the district court correctly applied the Rule 12(b)(1) standard for factual challenges to jurisdiction to Spain's motion to dismiss; the district court did not abuse its discretion by evaluating Spain's Rule 12(b)(1) motion based on the extensive record before it; the evidence in the record fully supported the finding of the district court that the res was the Nuestra Senora de las Mercedes (Mercedes), a Spanish vessel that sank in 1804, for the purposes of sovereign immunity and the district court correctly decided that FSIA immunity applied to the arrest of the Mercedes; the cargo aboard the Mercedes was treated as part of the shipwreck of the Mercedes for sovereign immunity purposes; and the district court did not err when it ordered the Odyssey to release the recovered res to the custody of Spain. View "Odyssey Marine Exploration v. The Unidentified Shipwrecked Vessel, et al." on Justia Law

The Port of Los Angeles is run by a Board of Harbor Commissioners under a municipal ordinance (the tariff) and leases terminal facilities to operators that load and unload ships. Federally-licensed short-haul drayage trucks move cargo in and out of the Port. In response to concerns over proposed port expansion, the Board implemented a Clean Truck Program that involved a standard “concession agreement,” governing the relationship between the Port and drayage companies. It required a placard on each truck including a phone number and submission a plan listing off-street parking locations. Other requirements relate to financial capacity, truck maintenance, and drivers. The Board amended the tariff to make it a misdemeanor for a terminal operator to grant access to an unregistered drayage truck. An association of drayage companies sued, claiming that the requirements are expressly preempted by the Federal Aviation Administration Authorization Act of 1994 (FAAAA), 49 U.S.C. 4501(c)(1), and that even if the requirements are valid, the Port may not enforce them by withdrawing a right to operate at the Port. The district court ruled in favor of the Port. The Ninth Circuit affirmed, finding only the driver-employment provision preempted. A unanimous Supreme Court reversed in part. The FAAAA expressly preempts the placard and parking requirements, which relate to a motor carrier’s price, route, or service with respect to transporting property and “hav[e] the force and effect of law.” The Port exercised classic regulatory authority in forcing terminal operators and, therefore, trucking companies, to alter their conduct by implementing a criminal prohibition punishable by imprisonment. The Port’s proprietary intentions do not control. The Court declined to determine, in a “pre-enforcement posture” whether precedent limits the way the Port can en¬force the financial-capacity and truck-maintenance requirements. View "Am. Trucking Ass'ns., Inc. v. City of Los Angeles" on Justia Law

Lozman’s floating home was a plywood structure with empty bilge space underneath to keep it afloat. He had it towed several times before deciding on a marina owned by the city of Riviera Beach. After various disputes and unsuccessful efforts to evict him from the marina, the city brought an admiralty lawsuit in rem against the home, seeking a lien for dockage fees and damages for trespass. The district court found the floating home to be a “vessel” under the Rules of Construction Act, which defines a “vessel” as including “every description of watercraft or other artificial contrivance used, or capable of being used, as a means of transportation on water,” 1 U. S. C. 3; concluded that admiralty jurisdiction was proper; and awarded fees and damages. The Eleventh Circuit affirmed, noting that the home was “capable” of movement over water despite subjective intent to remain moored indefinitely. The Supreme Court reversed, holding that the case was not moot, although the home has been destroyed. Lozman’s floating home is not a “vessel.” The definition of “transportation” must be applied in a practical way; a structure does not fall within its scope unless a reasonable observer, looking to the home’s physical characteristics and activities, would consider it designed to a practical degree for carrying people or things over water. But for the fact that it floats, nothing about Lozman’s home suggests that it was designed to any practical degree to transport persons or things over water. It had no steering mechanism, had an unraked hull and rectangular bottom 10 inches below water, and had no capacity to generate or store electricity. It lacked self-propulsion, unlike an ordinary houseboat. The Court considered only objective evidence to craft a “workable and consistent” definition that “should offer guidance in a significant number of borderline cases.” View "Lozman v. City of Riviera Beach" on Justia Law

The Port of Los Angeles is run by a Board of Harbor Commissioners under a municipal ordinance (the tariff) and leases terminal facilities to operators that load and unload ships. Federally-licensed short-haul drayage trucks move cargo in and out of the Port. In response to concerns over proposed port expansion, the Board implemented a Clean Truck Program that involved a standard “concession agreement,” governing the relationship between the Port and drayage companies. It required a placard on each truck including a phone number and submission a plan listing off-street parking locations. Other requirements relate to financial capacity, truck maintenance, and drivers. The Board amended the tariff to make it a misdemeanor for a terminal operator to grant access to an unregistered drayage truck. An association of drayage companies sued, claiming that the requirements are expressly preempted by the Federal Aviation Administration Authorization Act of 1994 (FAAAA), 49 U.S.C. 4501(c)(1), and that even if the requirements are valid, the Port may not enforce them by withdrawing a right to operate at the Port. The district court ruled in favor of the Port. The Ninth Circuit affirmed, finding only the driver-employment provision preempted. A unanimous Supreme Court reversed in part. The FAAAA expressly preempts the placard and parking requirements, which relate to a motor carrier’s price, route, or service with respect to transporting property and “hav[e] the force and effect of law.” The Port exercised classic regulatory authority in forcing terminal operators and, therefore, trucking companies, to alter their conduct by implementing a criminal prohibition punishable by imprisonment. The Port’s proprietary intentions do not control. The Court declined to determine, in a “pre-enforcement posture” whether precedent limits the way the Port can en¬force the financial-capacity and truck-maintenance requirements. View "Am. Trucking Ass'ns., Inc. v. City of Los Angeles" on Justia Law

Lozman’s floating home was a plywood structure with empty bilge space underneath to keep it afloat. He had it towed several times before deciding on a marina owned by the city of Riviera Beach. After various disputes and unsuccessful efforts to evict him from the marina, the city brought an admiralty lawsuit in rem against the home, seeking a lien for dockage fees and damages for trespass. The district court found the floating home to be a “vessel” under the Rules of Construction Act, which defines a “vessel” as including “every description of watercraft or other artificial contrivance used, or capable of being used, as a means of transportation on water,” 1 U. S. C. 3; concluded that admiralty jurisdiction was proper; and awarded fees and damages. The Eleventh Circuit affirmed, noting that the home was “capable” of movement over water despite subjective intent to remain moored indefinitely. The Supreme Court reversed, holding that the case was not moot, although the home has been destroyed. Lozman’s floating home is not a “vessel.” The definition of “transportation” must be applied in a practical way; a structure does not fall within its scope unless a reasonable observer, looking to the home’s physical characteristics and activities, would consider it designed to a practical degree for carrying people or things over water. But for the fact that it floats, nothing about Lozman’s home suggests that it was designed to any practical degree to transport persons or things over water. It had no steering mechanism, had an unraked hull and rectangular bottom 10 inches below water, and had no capacity to generate or store electricity. It lacked self-propulsion, unlike an ordinary houseboat. The Court considered only objective evidence to craft a “workable and consistent” definition that “should offer guidance in a significant number of borderline cases.” View "Lozman v. City of Riviera Beach" on Justia Law