Justia Admiralty & Maritime Law Opinion Summaries

This appeal arose from an accident that occurred on the Mobile River. Groton Pacific Carriers, Inc., and International Tanker Management Holding LTD. ("ITM") appealed a judgment in favor of Carl Jackson, as personal representative of the estate of Carl L. Williams, deceased, and as next friend of Camren Lamarcus Williams, Jayden Eugene Williams, and Cartez Labruce Williams, minors; and Edward L. Purdue. Purdue and Williams were working for Mo-Bay Shipping Services, Inc. as line handlers. In 2008, they were dispatched by Mo-Bay to meet the ocean-going tanker MT Glenross. They were to use a Mo-Bay boat to transport the Glenross's steel mooring lines from where the Glenross was anchored to shore-side bollards located a few hundred yards away. The accident occurred while Purdue and Williams were handling one of the Glenross's mooring lines. As a result of either a mechanical problem with the ship's winch or improper operation of the winch by the Glenross's crew, the mooring line continued to be reeled in, and the boat Williams and Purdue were in, which was connected to the line, was pulled out of the water and up the side of the Glenross's hull. Williams and Purdue held onto the boat as it was lifted from the water. The boat, however, broke free from the line, fell into the river, and capsized. Williams and Purdue, who were not wearing life vests, fell into the water. Purdue was able to climb atop the capsized boat and was rescued. Williams, who could not swim, drowned. Count one of the complaint alleged that Purdue and Williams were "Jones Act seamen" and asserted a Jones Act claim against Mo-Bay. Count one additionally alleged general maritime-law claims of negligence and unseaworthiness against Groton Pacific, ITM, and Cypress. Count one also made an alternative claim that Purdue and Williams were longshoremen and/or harbor workers entitled to recover from Groton Pacific, ITM, and Cypress under the Longshore and Harbor Workers' Compensation Act. Count two of the complaint asserted claims under Alabama law, including a wrongful-death claim. The jury returned a verdict in favor of Jackson and Purdue. The jury also found Purdue and Williams guilty of 25% comparative fault. On appeal, Groton Pacific and ITM argued that the trial court erred in ruling before trial that Williams and Purdue were harbor workers. Groton and ITM argue that that ruling led the trial court into a number of subsequent legal errors, including incorrectly charging the jury, particularly with respect to the type of damages available, and refusing to allow the jury to apportion any fault to Mo-Bay. The Supreme Court concluded that the trial court erred in ruling as a matter of law that Williams and Purdue were harbor workers. The case therefore was reversed and remanded for further proceedings. View "Groton Pacific Carriers, Inc. v. Jackson" on Justia Law

The plaintiffs in this case consist of four Charleston citizens' groups. Plaintiffs brought suit seeking an injunction against what they believed to be the unlawful use of a terminal by the Carnival Corporation's cruise ship, the "Fantasy." The Terminal is within the City's Old and Historic District which is listed on the National Register of Historic Places maintained by the United States Department of the Interior. Plaintiffs' complaint sought injunctive relief based on ten claims: seven based on City ordinances, a public nuisance claim, a private nuisance claim, and a claim based on the South Carolina Pollution Control Act. Following a hearing, the trial court commissioned a report which concluded: that as a matter of law, none of the ordinances applied to the Fantasy's use of the Terminal; the Pollution Control Act did not govern the Fantasy's discharges in South Carolina waters; but that the complaint made sufficient allegations to set forth both a private and a public nuisance cause of action. Plaintiffs and Defendants filed exceptions to the report. After considering the report and the exceptions, the Supreme Court dismissed the noise ordinance, sign ordinance, and Pollution Control Act claims, and withheld ruling on the motions to dismiss on the five zoning and two nuisance claims. After ordering briefing on the issues of standing, preemption, and whether the zoning ordinances applied to the Fantasy's use of the Terminal, the Supreme Court concluded Plaintiffs lacked standing. Accordingly, the Court granted Carnival's motions to dismiss. View "Carnival Corporation v. Historic Ansonborough Neighborhood" on Justia Law

American, a corporation in the business of transporting petroleum products by water, filed suit against the City for common law negligence and for violation of 33 U.S.C. 494, which required that a drawbridge over navigable water be opened promptly by the persons owning or operating such bridge upon reasonable signal for the passage of boats and other water craft. Due to a mechanical malfunction, which American alleged was the result of negligence, the City did not open the Pelham Parkway Bridge, delaying American's tug and barge for approximately two and a half days. At issue was whether, under maritime law, an owner of a vessel could be awarded damages for economic loss due to negligence in the absence of physical damage to its property. Although the court concluded that Robins Dry Dock & Repair Co. v. Flint has been overread to establish a rule barring damages for economic loss in the absence of an owner's property damage, the court believed that the rule has been so consistently applied in admiralty that it should continue to be applied unless and until altered by Congress or the Supreme Court. View "American Petroleum and Transport v. City of New York" on Justia Law

Plaintiff filed personal injury and wrongful death claims against the United States and Coast Guard under the Suits in Admiralty Act (SIAA), 46 U.S.C. 30901-30918. Plaintiff and her husband fell overboard their boat and her husband subsequently died of drowning. The court concluded that the Coast Guard neither increased the danger facing plaintiff and her husband nor induced reliance on the part of either plaintiff, her husband, or a third party. Accordingly, plaintiff could not prove that the Coast Guard breached its duty to her or her deceased husband, and the district court properly entered summary judgment on plaintiff's tort claims. The court also found that the rulings on the issues of spoliation and the timeliness of the motion reflected proper exercises of the district court's discretion and the court affirmed as to these issues. The court also affirmed the district court's ruling that the Coast Guard's response to plaintiff's Freedom of Information Act (FOIA), 5 U.S.C. 552, request satisfied its duty under that Act. View "Turner v. United States" on Justia Law

These consolidated cases arose out of an accident aboard Estis Rig 23, a barge supporting a truck-mounted drilling rig. The principal issue was whether seamen could recover punitive damages for their employer's willful and wanton breach of the general maritime law duty to provide a seaworthy vessel. Like maintenance and cure, unseaworthiness was established as a general maritime claim before the passage of the Jones Act, 46 U.S.C. 30104; punitive damages were available under general maritime law; and the Jones Act did not address unseaworthiness or limit its remedies. Accordingly, the court reversed and remanded, concluding that punitive damages remained available as a remedy for the general maritime law claim of unseaworthiness. View "McBride, et al. v. Estis Well Service L. L. C." on Justia Law

The 19th-century steamship S.S. Central America, the “Ship of Gold,” sank in the Atlantic Ocean in 1857, taking many tons of gold with her. The wreckage was discovered more than 130 years later by explorers led by Thompson, in one of the most significant finds in maritime history. Thompson is a fugitive from the law. Those who assisted Thompson in locating the wreckage signed non-disclosure agreements in exchange for a percentage of the net recovery, but none have received payment. In their suit, Thompson’s business entities asserted a two-year statute of limitations for actions in salvage and three counterclaims. The district court rejected the time-bar argument and granted summary judgment against all counterclaims. While an interlocutory appeal was pending, the district court granted prejudgment attachment and an injunction against one of the entities and Thompson, forbidding them from divesting certain assets. The Sixth Circuit agreed that the time bar does not apply, affirmed summary judgment against the counterclaims for failure to raise an issue of fact material to the disposition of the case, and upheld the injunction. View "Williamson v. Recovery Ltd. P'ship" on Justia Law

Plaintiffs, seafarers who worked aboard cruise ships operated by NCL, filed suit under the Seaman's Wage Act, 46 U.S.C. 10313 et seq. Plaintiffs alleged that NCL did not pay them their full wages because their compensation did not take into account the amounts they were required to pay their helpers to complete their work on embarkation days. On appeal, plaintiffs argued that the district court erred in not awarding penalty wages under the Act. The court concluded that the district court made findings of fact which were supported by the record and the district court did not err by failing to award penalty wages based upon these findings. There was simply no evidence of willful, arbitrary, or willful misconduct on the part of NCL. Accordingly, the court affirmed the judgment of the district court. View "Wallace, et al. v. NCL (Bahamas) Ltd." on Justia Law

Plaintiffs, the crew of an Ecuadorian fishing boat, filed suit against the United States, alleging that the United States harmed plaintiffs and their property when the Coast Guard boarded the boat in search of drugs. The court held that, on the evidence submitted by the parties, reciprocity with Ecuador existed; the discretionary function exception applied generally to plaintiffs' claims because most of the actions by the Coast Guard were discretionary; the government could have violated its non-discretionary policy of paying damages to the owner of the boat; and to the extent that plaintiffs could establish that the United States violated that mandatory obligation, sovereign immunity did not bar this action. Accordingly, the court affirmed in part, vacated in part, and remanded for further proceedings. View "Tobar v. United States" on Justia Law

Plaintiff worked for the Association of Maryland Pilots as a launch boat operator. Plaintiff was later promoted to assistant station manager. In 2008, Plaintiff was diagnosed with silicosis. Plaintiff sued the Association pursuant to the Jones Act, alleging negligence in regard to injuries he suffered from exposure to free silica during his employment. Whether Plaintiff's claim was properly made under the Jones Act depended on whether Plaintiff was a "seaman" at the time of the alleged negligence. To distinguish seamen from land-based workers, the U.S. Supreme Court has held that a seaman must ordinarily have spent at least thirty percent of work time in service of a vessel in navigation. The lower courts concluded Plaintiff was not a seaman at the time of his injury and therefore granted summary judgment for the Association. The Court of Appeals affirmed, holding that Plaintiff did not spend at least thirty percent of his work time performing sea-based duties, and therefore, Plaintiff was not a seaman for purposes of the Jones Act. View "Dize v. Ass'n of Md. Pilots" on Justia Law

Railroad conductor Sean Janes was injured while railcars were being loaded onto a barge built to transport railcars and non-rail cargo at the same time. Janes and his family sued the barge owner, alleging that placing cargo across the tracks and failing to provide devices to stop moving railcars from hitting the non-rail cargo made the barge unseaworthy under federal maritime law. After a bench trial, the superior court found that the barge was reasonably fit for its intended purpose and that Janes had not proved that the barge was unseaworthy. On appeal, Janes argued the trial court erred by rejecting his unseaworthiness claim. Because the superior court's findings of fact were not clearly erroneous and because the court committed no legal error, the Supreme Court affirmed. View "Janes v. Alaska Railbelt Marine, LLC" on Justia Law