Justia Admiralty & Maritime Law Opinion Summaries

In this case, Defendant-Appellee Martin Andersson purchased an insurance policy for his vessel from Plaintiff-Appellant Great Lakes Insurance SE. The vessel ran aground off the coast of the Dominican Republic, and Great Lakes brought a declaratory judgment action to determine coverage under the policy. Andersson filed counterclaims for breach of contract and equitable estoppel. Great Lakes' motion for summary judgment was denied, and Andersson was granted partial summary judgment on his breach of contract claim. Great Lakes appealed, claiming the district court erred in refusing to apply the policy's definition of seaworthiness.The United States Court of Appeals for the First Circuit held that under the absolute implied warranty of seaworthiness, the insured vessel must be seaworthy at the policy's inception, and if not, the policy is void. The court affirmed the district court's ruling, stating that Great Lakes' argument that the absolute implied warranty required the vessel to carry up-to-date charts for all geographic areas covered by the policy in order to be considered seaworthy was unsupported by admiralty case law and was unreasonable.Additionally, the court held that Great Lakes' argument that the express terms of the policy required updated paper charts for every location that could be navigated under the entirety of the policy coverage area was unsupported by the express language of the policy itself. The court found no precedent supporting the claim that updated paper charts for every location covered by the policy were required to be onboard the vessel at the inception of the policy. As a result, the Court of Appeals affirmed the district court's decision in favor of Andersson. View "Great Lakes Insurance SE v. Andersson" on Justia Law

The United States Court of Appeals for the Eleventh Circuit affirmed the judgment of the United States District Court for the Middle District of Florida. The case involved Asdrubal Quijada Marin and Juan Carlos Acosta Hurtado, two Venezuelan nationals who were apprehended by the United States Coast Guard in the Caribbean Sea. They were convicted after a bench trial for conspiracy to possess with intent to distribute five kilograms or more of cocaine while aboard a vessel subject to the jurisdiction of the United States and possession with intent to distribute five kilograms or more of cocaine on a vessel subject to the jurisdiction of the United States, pursuant to the Maritime Drug Law Enforcement Act.On appeal, Marin and Acosta Hurtado challenged the court's jurisdiction, arguing that the indictment should have been dismissed for lack of jurisdiction and the evidence should have been suppressed due to violation of their Fourth Amendment rights. They also contended that their detention at sea for 48 days prior to indictment constituted unnecessary delay and outrageous government conduct.The Court of Appeals held that the District Court properly exercised jurisdiction over Marin and Acosta Hurtado under the Maritime Drug Law Enforcement Act because Cameroon, the flag nation of the vessel, had consented to United States jurisdiction over the crew of the vessel. It also held that the Northland’s stop and search of the Zumaque Tracer did not violate the Fourth Amendment, so the District Court did not err in denying the motion to suppress evidence based on a Fourth Amendment violation. The Court also held that the District Court did not err in denying Acosta Hurtado’s motion to dismiss based on unnecessary delay arguments. Lastly, the Court held that Acosta Hurtado's claim of outrageous government conduct was meritless. View "USA v. Hurtado" on Justia Law

In this case, a law firm, Thompson, MacColl & Bass, LLC, P.A. (TM&B), was sued by its former client, ST Engineering Marine, Ltd. (STEM), for professional negligence. STEM owned a vessel that was arrested due to several entities, including Sprague Operating Resources, LLC (Sprague), asserting maritime liens for unpaid services. STEM had sought advice from TM&B to analyze these lien claims. TM&B advised STEM that Sprague's lien was valid and should be paid. Acting on this advice, STEM paid Sprague and subsequently sued TM&B, alleging that TM&B's advice was negligent as it failed to consider the unsettled state of relevant maritime lien law.The United States Court of Appeals for the First Circuit affirmed the decision of the United States District Court for the District of Maine, which had found in favor of STEM. The Court of Appeals held that TM&B breached its duty of care to STEM by failing to conduct adequate legal research and by not appropriately counseling STEM about the uncertainty of Sprague's lien claim. The court also found that TM&B's negligence was the actual and proximate cause of STEM's loss, concluding that STEM would have prevailed in contesting Sprague's lien claim but for TM&B's erroneous advice. The court ordered TM&B to pay STEM $261,839.04 in damages. View "ST Engineering Marine, Ltd. v. Thompson, MacColl & Bass, LLC, P.A." on Justia Law

In a collision between two vessels on the Mississippi River, the United States Court of Appeals for the Fifth Circuit ruled that Louisiana law, not general maritime law, governs the burden of proof for the pilot's error.On January 3, 2019, the M/V STRANDJA, piloted by Captain Robert Johnson, drifted from its anchorage into the middle of the river, colliding with the M/V KIEFFER E. BAILEY, owned by Marquette Transportation Company Gulf-Inland LLC. The collision caused damage to both vessels. Marquette brought claims against STRANDJA's owner, Balkan Navigation Ltd, and manager, Navigation Maritime Bulgare JSC (collectively referred to as "Balkan"), alleging their negligence caused the collision.A jury found that Marquette was not negligent and that Balkan and Captain Johnson were each 50% at fault. The jury awarded Marquette $114,000 in damages and awarded Balkan $0 in damages. Both Balkan and Captain Johnson appealed the judgment.The Fifth Circuit affirmed the judgment that Marquette was not negligent, and therefore not liable for the accident. However, the court found that the district court erred in instructing the jury to apply general maritime law, which only requires a finding of ordinary negligence by a preponderance of the evidence, to the claim against Captain Johnson. Instead, the court held that Louisiana law, which requires clear and convincing evidence of gross negligence or willful misconduct, should have been applied.As a result, the court vacated the judgment against Balkan and Captain Johnson and remanded the case for a new trial, applying the correct standard of proof under Louisiana law. The court also ordered Marquette to amend its complaint within 14 days to allege admiralty jurisdiction as the jurisdictional basis for its claim against Balkan. View "Marquette Transportation Company Gulf-Inland, L.L.C. v. Navigation Maritime Bulgare" on Justia Law

In 2023, the State of Texas, under the direction of Governor Greg Abbott, installed a floating barrier in the Rio Grande near Eagle Pass, Texas. The United States government filed a civil enforcement action against Texas, alleging that the installation of the barrier violated the Rivers and Harbors Appropriation Act of 1899 (“RHA”). The United States sought a preliminary injunction, which was granted by the district court, ordering Texas to cease work on the barrier and to relocate it to the Texas riverbank. Texas appealed this decision.The United States Court of Appeals for the Fifth Circuit affirmed the district court's decision. The Court of Appeals found that the United States demonstrated a likelihood of success on the merits of its RHA claims. The court determined that the part of the Rio Grande where the barrier was installed was a navigable waterway and that the barrier constituted an obstruction to this waterway. The court also found that the barrier was a structure as defined by the RHA and that it had been constructed without necessary authorization.In addition, the court found that the United States had demonstrated that it was likely to suffer irreparable harm in the absence of preliminary relief. The court noted that the barrier strained diplomatic relations with Mexico, interfered with the ability of the International Boundary and Water Commission to implement the provisions of a treaty concerning the allocation of waters in the Rio Grande, and posed a risk to human life.The court also held that the balance of equities favored the United States and that the issuance of a preliminary injunction was in the public interest. Specifically, the court noted that the barrier threatened navigation and federal government operations on the Rio Grande, and also posed a potential threat to human life.Taking all of these factors into account, the court ruled that the district court did not abuse its discretion in granting a preliminary injunction ordering Texas to cease work on the barrier and to relocate it. View "USA v. Abbott, No. 23-50632 (5th Cir. 2023)" on Justia Law

Vigor Marine, LLC  hired Western to tow a drydock, which was damaged in a storm off the coast of California. In an attempt to bring the drydock to shelter in Monterey Bay, Western’s tug towed the drydock into the Monterey Bay National Marine Sanctuary, where it capsized and sank. Western sued Vigor, seeking recovery of the towing fee under its contract with Vigor and a declaratory judgment that it would not be liable for any damages or penalty sought by the government under the National Marine Sanctuaries Act (NMSA). Vigor counterclaimed for breach of contract and negligence by Western.   The Ninth Circuit affirmed in all respects but one the district court’s judgment after a bench trial in an admiralty action brought by Western against Vigor Marine; vacated an award of prejudgment interest; and remanded. The panel affirmed the district court’s grant of partial summary judgment to Vigor on the grounds that Western was negligent as a matter of law in allowing the drydock to sink in the Sanctuary, and there were no material issues of fact regarding Western’s lack of awareness of the legal consequences of allowing the drydock to sink there. After a trial on the remaining claims, the district court denied both parties’ contract claims and held that both had been negligent. Vacating the district court’s award of prejudgment interest on the $40,000 award against Western, the panel held that interest should run from the date of Vigor’s expenditures rather than the date the drydock sank. The panel remanded to allow the district court to recalculate the prejudgment interest based on the correct date. View "WESTERN TOWBOAT COMPANY V. VIGOR MARINE, LLC" on Justia Law

N&W Marine Towing (N&W) filed in federal district court a verified complaint in limitation (the Limitation Action), pursuant to the Limitation of Liability Act of 1851 (Limitation Act) and Rule F of the Supplemental Rules for Certain Admiralty and Maritime Claims. The complaint filed in N&W’s Limitation Action alleged that on February 29, 2020, the M/V Nicholas, which is owned by N&W, was towing six barges up the Mississippi River when the wake of a cruise ship, the Majesty of the Seas, caused one of the Nicholas’s face wires to break. After dismissing N&W from the case, no claims remained in the State Court Petition because Wooley had settled his claims against the other defendants. Therefore, the district court severed Wooley’s State Court Petition from the Limitation Action and dismissed it. The district court retained jurisdiction over the Limitation Action but stayed and administratively closed it to allow Wooley to pursue any claims available to him against N&W in Louisiana state court pursuant to the saving to suitors clause. N&W and Wooley cross-appealed.   The Fifth Circuit affirmed. The court determines that a nondiverse defendant was improperly joined, the improperly joined defendant’s citizenship may not be considered for purposes of diversity jurisdiction, and that defendant must be dismissed without prejudice. After determining that N&W had been improperly joined, the district court correctly considered only the citizenship of the properly joined State Court Petition defendants. As they were diverse from Wooley, removal based on diversity jurisdiction was permitted. View "Wooley v. N&W Marine Towing" on Justia Law

On August 31, 2020, N&W Marine Towing (N&W) filed in federal district court a verified complaint in limitation, Case No. 2:20-cv-2390 (the Limitation Action), pursuant to the Limitation of Liability Act of 1851 (Limitation Act) and Rule F of the Supplemental Rules for Certain Admiralty and Maritime Claims. The Limitation Act provides that once a shipowner brings a limitation action “all claims and proceedings against the owner related to the matter in question shall cease.” The district court issued a Stay Order. Wooley, Turn Services (Wooley’s employer), and Royal Caribbean Cruises (RCC) (the owner of the Majesty of the Seas) all filed claims against N&W in the Limitation Action. N&W and Wooley cross-appeal. Seeking to remain in federal court. On cross-appeal, Wooley contends that the outcome of the case was correct, but if this court were to determine that N&W was properly joined, then Wooley contends the district court erred in denying his motion to remand. The main issue on appeal is whether the district court erred in dismissing an improperly joined, nondiverse defendant when the only independent jurisdictional basis for removal was admiralty jurisdiction.   The Fifth Circuit affirmed. The court explained that, like in Flagg, the Louisiana state court here would have had no choice but to dismiss Wooley’s claims against N&W because of the district court’s Stay Order. The district court could have retained jurisdiction over claims against RCC had RCC remained in the case. However the federal court could not retain jurisdiction over claims against a nondiverse defendant (N&W) without some other basis for federal jurisdiction over those claims. View "Trey Wooley v. N&W Marine Towing" on Justia Law

Appellant worked as a barge cleaner for T.T. Barge Services, which provides barge cleaning services to Ingram Barge Company. Appellant asserted negligence claims against Ingram after Appellant was injured by caustic soda that he was cleaning up on Ingram Barge 976, which was moored to one of T.T.’s work barges at the time of his injury. After Ingram filed a district court complaint to limit liability, Appellant counterclaimed and asserted claims of negligence against Ingram. T.T. also filed a claim for contribution and indemnity against Ingram. The district court granted summary judgment (1) as to Appellant’s lack of seaman status under the Jones Act and (2) as to all of Appellant’s negligence claims against Ingram. The district court then dismissed the case with prejudice. Appellant challenged the district court’s orders.   The Fifth Circuit affirmed. The court explained that T.T.’s Cleaning Barge is semi-permanently and indefinitely attached to land by steel cables, except for rare moves during repairs or to accommodate nearby dredging operations. Therefore, the district court did not err in finding that T.T.’s Cleaning Barge lacked vessel status at summary judgment.   Further, the court explained that to qualify as a Jones Act seaman, a plaintiff must satisfy two requirements. First, an employee’s duties must ‘contribute to the function of the vessel or to the accomplishment of its mission. Second, that employee must have a connection to a vessel in navigation that is substantial in terms of both its duration and its nature. Here, Ratcliff lacks a substantial connection to Ingram’s barges. View "Ingram Barge v. Ratcliff" on Justia Law

Plaintiff fell while stepping from a dock to a boat. He sued his employer—a yacht club in Long Beach—under federal admiralty law. The trial court sustained the club’s final demurrer to the second amended complaint. The court ruled there was no admiralty jurisdiction.   The Second Appellate District affirmed the court’s ruling without deciding about admiralty jurisdiction. The court explained that Congress in 1984 specified employees covered by state workers’ compensation law working at a “club” are covered by state workers’ compensation law and not federal law if they are eligible for state workers’ compensation. The court wrote that Plaintiff concedes the yacht club is a “club.” Federal law thus makes California state workers’ compensation law paramount, which means Plaintiff’s exclusive remedy is workers’ compensation. The court wrote that a core part of the state workers’ compensation bargain is that injured workers get speedy and predictable relief irrespective of fault. In return, workers are barred from suing their employers in tort. Thus, the trial court correctly dismissed Plaintiff’s tort suit against his employer. View "Ranger v. Alamitos Bay Yacht Club" on Justia Law