Vessel Owner Exonerated by Divine Intervention

A common defense in maritime personal injury and property damage litigation is the “Act of God,” also known as force majeure.  It is premised on the argument that the event causing an injury or loss is the result an extraordinary and unexpected manifestation of the forces of nature that was unforeseeable and could not have been protected against by reasonable diligence.  The trouble is, more often than not marine casualties are at least partly the result of some substandard human conduct; and when a party’s own negligence or wrong-doing contributes to a casualty, it will not be exonerated by blaming an Act of God.  Consequently, this defense is rarely successful.

But this approach worked in the case of Wendelboe v. Seariver Maritime, Inc., et al.  In that case, Seariver prevailed in a lawsuit brought by the chief engineer/safety coordinator of the Exxon New Orleans who was injured after being battered by an unusually large wave that crashed over the ship’s main deck.  Another crew member was washed from the deck and lost at sea by the same wave.

The chief engineer sought to hold Seariver liable, arguing that the accident resulted from its negligence in exposing him to the risk of harm or because of some unseaworthiness of the ship.  The court rejected the claims of fault by Seariver and instead found that the accident was caused by a rogue wave that occurred during a relatively calm spell after a recent period of rough weather.  The court also observed that Seariver had shipboard practices and policies in place to promote the safety of its crew during expected heavy sea conditions.  Because the accident was caused by an unexpected and unusual natural force, without any culpability on the part of Seariver, the chief engineer had no basis to recover against Seariver.

A defendant bears a difficult burden in proving that an accident was caused solely by an “Act of God.” To succeed with this defense, the defendant must prove that the accident was attributable to natural causes and that it was not negligent in contributing to the accident.  Seariver Maritime met this heavy burden in this case and was found to be free from fault, accordingly.

Note: This article first appeared in WorkBoat magazine, and it can be found on WorkBoat’s website.

Economic Loss Rule Precluded Vessel Owner’s Tort Recovery Against Shipyard

Associated Gas & Oil Co. (“Associated”) purchased liftboats from Offshore Marine, Inc. (“OMI”).  Pursuant to the parties’ agreement, OMI was to make certain additions and improvements to the vessels.  In order to install additional living quarters on one of the boats, the shipyard had to cut, extend and re-weld a crane boom and cradle stanchion of the hydraulic pedestal crane mounted on the vessel.

Associated acquired the liftboats to carry out contract work in Nigeria that it had recently won and, once modified, had to ship the vessels from Louisiana to Nigeria.  En route to Nigeria, the flotilla transporting the liftboats had to navigate rough seas.  This caused the re-welded stanchion to snap at the site of the weld.  This allowed the boom swing free and cause damage to the living quarters.  The flotilla was diverted to St. Thomas, British Virgin Islands to assess the damage.  Finally underway, the flotilla experienced more rough seas and was diverted to Trinidad.  The flotilla was eventually sent back to Louisiana for repairs.

In the ensuing litigation that involved several interested parties, Associated asserted claims against the shipyard that performed the repair work, alleging that its negligence caused the damage and that the delays and inability of Associated to utilize the boats in Nigeria caused further financial loss.  The shipyard moved for summary judgment, arguing that the economic loss rule announced in East River Steamship Corp. v. Transamerica Delaval, Inc., 476 U.S. 858 (1986), precluded Associated’s recovery of economic losses.  The district court granted the motion and Associated appealed.

The Fifth Circuit’s analysis centered on the applicability of East River and its economic loss rule.  East River involved a shipbuilder that contracted with a company to design, manufacture and supervise the installation of turbines in supertankers.  Once in service, the turbines malfunctioned.  The Supreme Court held that no duty, under a negligence or strict products liability theory, is owed by a manufacturer to prevent a product from injuring itself.  476 U.S. at 871.  The Fifth Circuit has extended East River’s applicability to claims against a provider of professional services to a vessel manufacturer and to a repairer of a vessel.  The Fifth Circuit explained that “[t]he public policy concerns underpinning tort duties are not present here, and that parties are capable of defining satisfactory performance and allocating the risk of defective performance in their contract.”  Nathaniel Shipping, Inc. v. General Elec. Co., 932 F.2d 366, 368 n.3 (5th Cir. 1991).

Despite Associated’s attempts to distinguish itself from East River and its progeny, the court was unconvinced and quoted East River’s statement that “[d]amage to a product itself is most naturally understood as a warranty claim.  Such damage means simply that the product has not met the customer’s expectations, or, in other words, that the customer has received ‘insufficient product value.’”  476 U.S. at 872.  The Fifth Circuit stated simply that those claims are best left to contract and warranty law, not tort law.  Finding that East River was applicable to the facts, the Fifth Circuit affirmed the summary judgment entered against Associated.  Notably, the unpublished opinion was originally released on January 3, 2013 but was subsequently redesignated for publication on March 12, 2013.

Smith Mar., Inc. v. L/B KAITLYN EYMARD, 12-30378, 2013 WL 886226 (5th Cir. Jan. 3, 2013), redesignated as published opinion Mar. 12, 2013.

Testbank Maritime Rule Affirmed: Recovery Limited to Plaintiffs Who Sustain Physical Damage to Proprietary Interest

On May 31, 2011, the vessel JULIE MARIE, owned by Bertucci Contracting Co., LLC (“Bertucci”), allided with the Leo Kerner Bridge (“the bridge”), which links the Louisiana communities of Lafitte and Barataria.  Because of the accident, the bridge was closed for several days for repairs.  Bertucci filed a complaint-in-limitation under the Limitation of Liability Act in the Eastern District of Louisiana.  Numerous claimants filed answers, including Appellants.  Additionally, a separate class action suit was filed on behalf of residents of Barataria, seeking to recover damages resulting from the closure of the bridge, including loss of use of property, loss of income and revenue, and damages due to inconvenience.  The district court consolidated the class action proceeding with Bertucci’s limitation proceeding.  Bertucci filed a motion to dismiss Appellants’ claims pursuant to Federal Rule of Civil Procedure 12(b)(6), and the district court granted Bertucci’s motion to dismiss Appellants’ claims in both the limitation proceeding and in the class action.  The district court held that in maritime negligence cases, recovery for economic damages is barred unless a plaintiff sustains physical damage to a proprietary interest, pursuant to State of Louisiana ex rel Guste v. M/V TESTBANK, 752 F.2d 1019 (5th Cir. 1985) (en banc).  Appellants appealed the dismissal of their claims.

Appellants argued that the Testbank rule should not bar recovery because they are not maritime actors and, thus, Louisiana law should apply, even though their claims may be heard in federal court pursuant to maritime jurisdiction.  The Fifth Circuit found Appellants’ attempts to distinguish Testbank and its progeny unpersuasive.  The court reiterated that its en banc opinion in Testbank reviewed and reaffirmed the “prevailing” maritime rule that “denie[s] a plaintiff recovery for economic loss if that loss resulted from physical damage to property in which he had no proprietary interest.”  Further, the Fifth Circuit has clearly held that “state law does not supply an alternative remedy to [a claimant] when its claim was already denied in its proper maritime jurisdiction.”  “Maritime law specifically denies recovery to non proprietors for economic damages.  To allow state law to supply a remedy when one is denied in admiralty would serve only to circumvent the maritime law’s jurisdiction.”

Appellants alternatively argued that even if Testbank is not distinguishable, the district court erred in dismissing their claims because some of the claimants might have suffered physical injuries.  The Fifth Circuit opined that while Appellants assert that the bridge damage and closing interfered with the use of their property, interference with access is not physical damage.  Thus, the district court correctly dismissed the claims because Appellants alleged no facts, even if construed liberally, that plausibly state a claim for physical damages.  The Fifth Circuit affirmed the district court’s dismissal of Appellants’ claims in the limitation proceeding and in the class action.

In Re: Bertucci Contracting Co., L.L.C., — F.3d —- (5th Cir. 2013).

Fifth Circuit: No Right to Restitution for Maintenance and Cure Payments

When Plaintiff was hired, he completed a pre-employment medical questionnaire.  Plaintiff failed to disclose his serious preexisting back problems, affirmatively answering “no” to several inquiries about those problems.  After working for Employer for a few months, Plaintiff allegedly injured his back.  Employer paid maintenance and cure for five years.  After Plaintiff filed suit for additional maintenance and cure, Employer learned through discovery about Plaintiff’s extensive back problems.  Employer won a partial summary judgment on a McCorpen defense, which extinguished liability for maintenance and cure because  Plaintiff’s failure to disclose the prior back problems.

Then, Employer filed a counterclaim against Plaintiff to recover the maintenance and cure payments already made.  The district court issued an opinion awarding Employer restitution for the sums previously paid.

The Fifth Circuit, in a 2-1 opinion, determined that the district court erred by awarding restitution, no matter the egregious facts concerning Plaintiff’s maintenance and cure claim.  In short, restitution is not available even if a seaman obtains maintenance and cure based on fraud.

A maritime employer’s obligation to pay an injured seaman maintenance and cure is an essential part of the employment relationship, whether characterized as contractual or otherwise.  In Still v. Norfolk & Western Railway Co., Justice Black’s opinion for the Court clarified that a worker’s fraud in procuring his employment does not vitiate the employment relationship, allowing him to maintain a suit for damages under the Federal Employers’ Liability Act.  Courts including ours have since recognized that Still’s logic and congressionally rooted paternal policy applies with equal force to seamen.  The McCorpen defense rests, if somewhat uneasily, alongside Still and progeny, permitting an employer to extricate itself from its maintenance obligation by demonstrating that the seaman “intentionally concealed” a material medical condition in obtaining his employment.  Though most courts have accepted McCorpen, Transocean’s novel attempt to invoke the case as an affirmative right of recovery finds virtually no support, and we are not inclined to accede.

The district court’s concern with the egregious facts here is understandable, but the sweeping counterclaim it endorses would mark a significant retreat from our hoary charge to safeguard the well-being of seamen.  Already, even without fraud, an employer may offset any Jones Act damages recovered by the seaman to the extent they duplicate maintenance and cure previously paid.  This, if the employer “show[s] that the damages assessed against it have in fact and in actuality been previously covered.”  Yet we are urged to strike a new balance and allow an employer who establishes a McCorpen defense to automatically recover prior maintenance, without requiring the employer to prove duplication and regardless of the outcome of the primary suit.  In cases where no damages are recovered, or the award is insufficient to offset the seaman’s restitution liability, the employer would gain an affirmative judgment against the seaman.  Although most likely uncollectible, the judgment would stand as a serious impediment to the seaman’s economic recovery, and its threat would have a powerful in terrorem effect in settlement negotiations.

Don’t forget to check out Judge Edith Brown’s dissent, which is well worth the read:

Just because honest seamen are entitled to avoid the hassles of complex workers’ compensation schemes does not mean that seamen who intentionally or willfully conceal prior medical conditions are entitled to the same benefits.  This court recognized as much in McCorpen, and has consistently applied that principle for over fifty years.  This case is therefore distinguishable from Still, in which the Supreme Court held that an employee could recover under the Federal Employers’ Liability Act even if the individual obtained his job by false representations.  . . .  Here, there is no question as to whether Boudreaux is entitled to the benefits of maintenance and cure as a result of his misrepresentations.  He is not and was not, and I would therefore hold that Transocean is entitled to restitution.  There is no reason to reject this general equitable principle in the face of willful and intentional misconduct engaged in on land by a non-maritime employee, simply because, by virtue of that very misconduct, the individual later obtained maritime employment and became unjustly enriched at the expense of his maritime employer.

Boudreaux v. Transocean Deepwater, Inc., — F.3d —- (5th Cir. 2013).