Justia U.S. 5th Circuit Court of Appeals Opinion Summaries

The district court declined to decide as a matter of law whether nine individual plaintiffs, former vessel-based tankermen on Blessey barges, were exempt from the Fair Labor Standards Act (FLSA), 28 U.S.C. 1292(b), as seamen. Blessey filed this interlocutory appeal challenging the district court's denial of its motion for summary judgment. The court concluded that the district court erred when it determined that Owens v. SeaRiver Maritime, Inc. required it to hold that loading and unloading duties performed by vessel-based tankermen were nonseaman duties as a matter of law; instead, the court's review of the relevant law and undisputed facts lead it to conclude that loading and unloading was seaman work when done by these vessel-based plaintiffs; and, consequently, the district court erred when it denied Blessey's motion for summary judgment on this issue. In this case, the tankermen performed duties crucial to the mission and purpose for the unit tow and were at all times engaged in work regarding the safe and efficient operation of a "vessel as a means of transportation" under 29 C.F.R. 783.31. Accordingly, the court vacated and remanded. View "Coffin, et al. v. Blessey Marine Services, Inc." on Justia Law

Celtic Marine filed suit against Justice in this maritime dispute for breach of contract. After the parties reached two settlements and both were not fulfilled, Celtic Marine moved for summary judgment to enforce an acceleration clause contained in the second agreement for all payments due under the first settlement agreement. Celtic Marine also moved to reopen the case under Rule 60(b)(6). The district court granted both motions, granting leave for Celtic Marine to amend its complaint and then denied Justice's motion to reconsider. The court concluded that 28 U.S.C. 1292(a)(3) does not grant the court jurisdiction over the district court's Rule 60(b) order and, therefore, the court dismissed Justice's appeal for want of jurisdiction. In regards to summary judgment, the court concluded that there was no genuine dispute that the email exchange did not amend the October Settlement Agreement and Celtic Marine did not waive its right to exercise the acceleration clause. Accordingly, the court affirmed the district court's grant of summary judgment.View "Celtic Marine Corp. v. James C. Justice Co., Inc." on Justia Law

This case arose out of the sinking of a vessel owned by Hornbeck while at R&R's shipyard for repairs. R&R's liability insurer, National, filed suit to disclaim liability under its policy. Hornbeck counterclaimed. The district court found that R&R was negligent and that National was liable for the ensuing damages. The court concluded that the district court did not clearly err in finding that R&R was negligent under bailment law where the vessel was delivered to R&R afloat, R&R had full custody of the vessel, and the vessel sank while under R&R's care; even if the salvage company had been negligent, R&R would remain fully liable because this negligence was a foreseeable consequence of R&R's own negligence; under Rule 13(a), Hornbeck had standing to bring its counterclaim and the district court properly ruled on that claim after deciding R&R's liability; and the district court erred in the amount of damages it awarded and in applying an 18% interest rate. Accordingly, the court affirmed in part, reversed in part, and remanded for the entry of judgment and the appropriate assessment of interest on that judgment. View "National Liability & Fire Ins. Co. v. R & R Marine, Inc., et al." on Justia Law

Plaintiff filed a Jones Act suit alleging that EBI was negligent in the construction and/or maintenance of the LC-400 shipyard crane. A jury concluded that plaintiff was a Jones Act, 33 U.S.C. 902(3), seaman and that EBI's negligence caused his injury from the crane, awarding him past and future physical pain and suffering, past and future mental pain and suffering, and future lost wages. EBI appealed. The court concluded that the evidence supported the jury's finding that plaintiff was a seaman under the Jones Act; because the district court's seaman status instruction was clear and consistent with the usual articulation, the court concluded that the district court did not err in its instruction on the issue of seaman status; the evidence was sufficient to support the jury's finding of negligence; and because the court could not discern to what extent plaintiff's award for emotional suffering was based upon the non-compensable harm caused by a relative's death, his awards were tainted. Accordingly, the court affirmed the judgment of the district court as it related to liability but vacated the judgment as it related to damages, remanding for further proceedings. View "Naquin, Sr. v. Elevating Boats, L.L.C." on Justia Law

Plaintiff, injured while employed by GC, filed suit against GC alleging that he was working as a seamen at the time of his accident and sought damages under the Jones Act, 46 U.S.C. 30104, for GC's negligence. Travelers, which provided coverage to GC at the time of plaintiff's accident, moved to intervene. In this appeal, the court held that an insurer who makes voluntary Longshore Harbor Workers' Compensation Act (LHWCA), 33 U.S.C. 901-950, payments to an injured employee on behalf of the employer acquires a subrogation lien on any recovery by the employee in a Jones Act suit against the employer based on the injuries for which the insurer has already compensated him. Therefore, Travelers was entitled to the disputed funds in the district court's registry, and Travelers could intervene for the purpose of collecting these funds. Accordingly, the court reversed the district court's denial of the motion to intervene filed by Travelers and remanded with instructions. View "Chenevert v. Travelers Indemnity Co." on Justia Law

The Parishes filed suit against BP and others involved in the "Deepwater Horizon" oil spill, seeking to recover penalties under The Louisiana Wildlife Protection Statute, La. R.S. 56:40:1. On appeal, the Parishes challenged the denial of its motion to remand to state court and dismissal of its claims as preempted by federal law. The court concluded that the state law claims were removable pursuant to the broad jurisdictional grant of section 1349 of the Outer Continental Shelf Lands Act (OCSLA), 43 U.S.C. 1349. The court also concluded that the district court correctly concluded that the Parishes' claims were preempted by the Clean Water Act (CWA), 33 U.S.C. 1321, as interpreted in International Paper Co v. Ouellette, and that Congress did not reject that interpretation explicitly or by negative implication in the CWA or when it passed the Oil Pollution Act (OPA), 33 U.S.C. 2718(c). Accordingly, the court affirmed the judgment of the district court. View "In Re: Deepwater Horizon" 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

This appeal arose out of an allision between a vessel owned by Settoon and an oil well. On appeal, Settoon challenged the district court's grant of summary judgment in favor of the umbrella insurers. The court concluded that the umbrella insurers were not liable for damages resulting from the allision because Settoon failed to provide them notice within 30 days; SNIC was liable to Settoon because delayed delivery prevented SNIC from relying on the exclusions in the policy and the conditions precedent of the exceptions to the exclusions; and prejudgment interest should be calculated from the date Settoon paid for the allision. Accordingly, the court reversed and remanded for calculation of prejudgment interest and affirmed the district court's judgment in all other respects. View "In Re: Settoon Towing, L.L.C." on Justia Law

Plaintiff was operating in the Gulf Intracoastal Waterway (ICW) under its contract with the Corp when it was struck by a passing vessel. This admiralty appeal challenged the district court's finding of liability arising from the allision in the ICW. The court agreed with the district court and held that plaintiff violated Inland Navigation Rule 9 (INR 9) by mooring in a narrow channel; and that the violation triggered the rule of The Pennsylvania, shifting the burden of proving causation to the dredge. Because plaintiff failed to rebut the presumption of causation by demonstrating that the dredge was not a cause of the allision, the court affirmed the district court's judgment holding plaintiff partially liable. The court found that the district court committed no error in finding plaintiff 70 percent liable and thus affirmed the allocation of fault. View "Mike Hooks Dredging Co., Inc. v. Eckstein Marine Serv., Inc., et al" on Justia Law

This appeal arose out of a maritime accident where a vessel owned by Bertucci hit the Leo Kerner bridge in Louisiana. Claimants, residents of an affected community, argued that they suffered damages as a result of the accident. The court affirmed the district court's dismissal of the claims, holding that the case was barred by Supreme Court and circuit precedent. The law of this circuit did not allow recovery of purely economic claims absent physical injury to a proprietary interest in a maritime negligence suit. Claimants failed to point to any facts that might plausibly state a claim for physical damages of any kind. View "In Re: Bertucci Contracting" on Justia Law