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

Plaintiff worked as a longshoreman as early as 1998 and worked regularly for Cooper from 2008 through the date of his injury on June 22, 2018, never going more than a week and a half without working. He performed various jobs including operating a front-end loader and track hoe, flagging cranes, and loading barges. Employer classified Plaintiff as a non-assigned employee, meaning he was not assigned to a specific vessel. Employer has other employees who are assigned to vessels.Plaintiff was hurt when he fell to the deck of a ship he was working on. He filed suit against Employer in federal district court in November 2020, alleging that he was a seaman and a member of the crew, and bringing claims of Jones Act negligence, failure to pay maintenance and cure, and unseaworthiness. In the alternative, Plaintiff alleged that if he was not a seaman and was covered by the LHWCA.The District Court found Plaintiff failed to cite evidence that showed a genuine dispute of material fact as to whether he was a seaman and, alternatively, as to vessel negligence.The Fifth Circuit affirmed, finding that Plaintiff did not have a connection to the ship he was working on at the time he was injured, and that he could not establish vessel negligence. View "Johnson v. Cooper T. Smith Stevedoring" on Justia Law

In 2008, Intervenors-Appellees Caterpillar Financial Services Asia Pte Ltd (“Caterpillar”) and Eksportfinans ASA (“Eksportfinans”) provided a loan to Marfield Limited Incorporated (“Marfield”) for the construction of an offshore construction vessel. To secure payment of this loan, Marfield executed and delivered a First Preferred Naval Mortgage to Eksportfinans and a Second Preferred Naval Mortgage to Caterpillar on December 19, 2008. As further security for outstanding sums owed to Caterpillar, Marfield executed a Third Preferred Naval Mortgage on April 17, 2014, encumbering the vessel. The vessel was flagged in Panama, so all three of those mortgages were submitted to the Panama government.In 2012, Caterpillar and Intervenor-Appellee the Norwegian Government (“Norway”) provided a loan to Shanara Maritime International S.A. (“Shanara”) for the construction of another offshore construction vessel. Once both vessels were complete, there were chartered until early 2014, when the Mexican government seized them. On February 28, 2014, Marfield and Shanara terminated their bareboat charters of the vessels, and the vessels remained in the Mexican government’s custody. Shanara and Marfield could not generate revenue on the vessels and began to fall behind on their loan payments to IntervenorsAppellees Caterpillar, Norway, KFW, and Eksportfinans (collectively, the “Lenders”). Shortly after that, the Mexican government separately seized the vessels in connection with the bankruptcy.Subsequently, the district court entered findings, including that (1) Marfield and Shanara are in default under the loan agreements; and (2) the Lenders’ preferred ship mortgages related to said default outrank Plaintiff's state-created liens arising from PLaintiff's attachment of the vessells under Texas state law. The Fifth Circuit affirmed, finding no clear error. View "Corporativo Grupo v. Marfield Ltd" on Justia Law

Two years after an unfortunate single-boat accident, one of the boat’s two occupants died as a result of his injuries. The boat in which he was a passenger had struck a warning sign that was totally submerged at the time of the allision between the boat and sign. His estate and survivors sued the companies responsible for the sign in question. The district court granted summary judgment to the Defendants on the ground that the incident occurred on water governed by Louisiana law rather than federal. The parties agreed that if Louisiana law governs, the claims are barred. At issue in this appeal is whether or not the allision occurred in “navigable” waters such that federal law governs   The Fifth Circuit affirmed. The court explained that navigational servitude relates to actualities – “the waters below the ordinary high-water mark,” “the line of the shore,” and so forth, id. – rather than potentialities. Should the Corps permanently flood the Refuge, the water there would likely be navigable. But as the parties agree that the Corps has not, in fact, permanently flooded the refuge, the water may not be said to be navigable under this theory. Further, the unvegetated channel establishes the ordinary high-water mark of the Bayou; water outside of that channel is not navigable. Moreover, Plaintiffs here failed to present even slight evidence concerning a commercial purpose for the channel in question. Accordingly, the court found that the water in which the allision occurred was not navigable and summary judgment was proper. View "Newbold v. Kinder Morgan SNG Operator" on Justia Law

Nippon Yusen Kabushiki Kaisha (“NYK”), incorporated and headquartered in Japan, is a major global logistics company that transports cargo by air and sea. On June 17, 2017, the ACX Crystal, a 730-foot container ship chartered by NYK, collided with the destroyer USS Fitzgerald in Japanese territorial waters. Personal representatives of the seven sailors killed sued NYK in federal court, asserting wrongful death and survival claims under the Death on the High Seas Act.  In both cases, the plaintiffs alleged that NYK, a foreign corporation, is amenable to federal court jurisdiction under Fed. R. Civ. P. 4(k)(2) based on its “substantial, systematic and continuous contacts with the United States as a whole. The district court granted NYK’s motion to dismiss for lack of personal jurisdiction under Fed. R. Civ. P. 12(b)(2).   The Fifth Circuit affirmed, rejecting Plaintiffs’ invitation to craft an atextual, novel, and unprecedented Fifth Amendment personal jurisdiction standard. The court explained that under the Supreme Court’s reigning test for personal jurisdiction, the district court did not err in absolving NYK from appearing in federal court. The court wrote that general jurisdiction over NYK does not comport with its Fifth Amendment due process rights. NYK is incorporated and headquartered in Japan. As a result, exercising general jurisdiction over NYK would require that its contacts with the United States “be so substantial and of such a nature to render [it] at home” in the United States. Here, NYK’s contacts with the United States comprise only a minor portion of its worldwide contacts. View "Douglass v. Nippon Yusen Kabushiki" on Justia Law

Plaintiff-Appellant XL Insurance America, Inc. (“XL”), as subrogee of Boh Bros. Construction Co., L.L.C. (“Boh Bros.”), challenged the district court’s summary judgment in favor of Defendant-Appellee Turn Services, L.L.C. (“Turn”).   On appeal, Turn devotes significant ink to its contention that Boh Bros.’s responsibility for repairing the dolphin does not equate to a proprietary interest in it.   The Ninth Circuit vacated and remanded. The court held that Robins Dry Dock is not implicated by the $1.2 million that XL paid Boh Bros. to cover the repairs. The court explained that for nearly a century, Robins Dry Dock & Repair Co. v. Flint, 275 U.S. 303 (1927), has limited plaintiffs’ ability to recover “purely economic claims . . . in a maritime negligence suit.”1 “[A]bsent physical injury to a proprietary interest”—or one of a few other limited exceptions—plaintiffs asserting such claims are out of luck. The court explained the “spectre of runaway recovery lies at the heart of the Robins Dry Dock rubric.”   Further, the court concluded that it is clear that the doctrine would be inapplicable here if XL had paid the money directly to Plains because Plains had a proprietary interest in the damaged dolphin. That the money passes through the hands of an intermediary—here, Boh Bros.—is irrelevant to the concerns animating Robins Dry Dock. View "XL Insurance America v. Turn Services" on Justia Law

N&W filed a maritime limitation action in federal district court after Plaintiff was injured on a ship owned by N&W Marine Towing. The district court initially stayed Plaintiff from prosecuting claims against N&W in other forums, however, the court lifted its stay after Plaintiff made certain stipulations.The Fifth Circuit reasoned that under the Limitation of Liability Act, shipowners “may bring a civil action in a district court of the United States for limitation of liability.” The Limitation Act allows shipowners to limit their liability for an array of incidents, as long as the incident giving rise to liability occurred without the p knowledge of the owner.Here, after N&W filed its limitation action, three parties filed claims: Wooley, Turn Services, and RCC. However, RCC and N&W settled, and Turn Services assigned its claims to Plaintiff, leaving him as the only remaining claimant. The court found that Plaintiff’s stipulation both recognized the district court’s exclusive jurisdiction over the limitation proceeding and stated that Plaintiff would not seek to enforce a damage award greater than the value of the ship and its freight until the district court had adjudicated the limitation proceeding. Thus, the court found that the district court did not abuse its discretion by lifting the stay and allowing Plaintiff to pursue remedies in other forums. Further, the court found that N&W’s arguments regarding removal are not relevant to the issue of whether the district court abused its discretion by lifting the stay. View "Wooley v. N&W Marine Towing" on Justia Law

Epic Companies, LLC ("Epic") was a general contractor specializing in the decommissioning of oil platforms. Epic hired the vessel Nor Goliath to lift oil platform components out of the water. These components were then transported to shore by tugboats, which were owned by various other companies.When Epic went bankrupt, the company's suppliers filed suit in the district court to recoup their costs. Several towing companies joined in the suit, asserting maritime liens under the Commercial Instruments and Maritime Liens Act ("CIMLA") against the Nor Goliath. The towing companies claimed that they provided "necessary services" by towing the barges ashore. The district court granted summary judgment in Nor Goliath's favor.The Fifth Circuit affirmed. CIMLA provides that those who provide "necessary services" to a vessel obtain a maritime lien against the vessel and may bring a civil claim to enforce this lien. Under 46 U.S.C. Sec. 31301(4), necessary services include repairs, supplies, towage, and the use of dry dock or marine railway. Here, the Nor Goliath's role was to lift platform components out of the water and place them on barges. Thus, the Nor Goliath's necessaries were the goods and services used to accomplish this task, but not those related to Epic's larger goal of decommissioning oil platforms. Thus, the Fifth Circuit held that the towing companies did not perform necessary services to the Nor Goliath. View "Central Boat Rentals v. M/V Nor Goliath" on Justia Law

The Fifth Circuit affirmed the district court's judgment in an action concerning the allision between three vessels passing each other in the Hahnville Bar, a bend between mile markers 124.5 and 126 in the Mississippi River where a number of moorings are located. The court concluded that the district court did not err in allowing the parties' respective liabilities, in limiting the parties' liability, or in dismissing the personal injury claim. In this case, the district court did not clearly err in allocating liability as to the Elizabeth, the Loretta, or the Aris T. The court agreed with the district court's ruling that the Limitation of Liability Act does not allow the Elizabeth Interests or the Loretta Interest to limit liability in this case. Furthermore, the Aris T's negligence was attributable solely to the compulsory pilot, Pilot Leone, and therefore, the Aris T is only liable in rem. Finally, in regard to the personal injury claim, the court concluded that the proximate cause element was not satisfied where claimant's unforeseeable panic caused the accident. View "SCF Waxler Marine, LLC v. Genesis Marine, LLC" on Justia Law

After SCF delivered its barge to a loading facility operated by Terral, the barge sank while secured at Terral's facility. Terral then filed suit against SCF, alleging general maritime negligence, unseaworthiness, breach of contract, and indemnity. Underlying Terral's claims is the allegation that a fracture on the barge preexisted delivery of the barge to Terral and is estimated to be two to four weeks old. In Terral's second amended complaint, it added contribution and salvage claims. SCF counterclaimed against Terral for negligence and breach of duty.The Fifth Circuit affirmed the district court's grant of summary judgment to SCF on all of Terral's claims, concluding that Terral cannot show that there is a genuine issue of material fact over an essential element of each of its claims for which it bears the burden of proof. In this case, the district court correctly determined that Terral bears the burden of proof for all of its claims. In regard to the non-salvage claims, the court concluded that Terral lacked sufficient evidence to show that the hull was fractured prior to the barge's delivery. The court also concluded that Terral's salvage claim is foreclosed because Terral had a preexisting duty as the barge's bailee, a duty of ordinary care owed to SCF. View "Terral River Service, Inc. v. SCF Marine Inc." on Justia Law

The Fifth Circuit affirmed the district court's refusal to vacate a second default judgment against the Elephant Group. The court concluded that the district court had jurisdiction over the Elephant Group, and that the Elephant Group failed to present a meritorious defense, as opposed to mere legal conclusions.In this case, Tango Marine, a Grecian corporation, filed suit in district court against the Elephant Group, two Nigerian businesses, seeking maritime attachment and garnishment pursuant to Federal Rule of Civil Procedure Supplemental Rule B. Tango Marine subsequently sought entry of default, which the clerk entered. When no motion for default judgment appeared before the district court, the district court ordered Tango Marine to file its motion for default judgment or explain its failure. Tango Marine then filed its motion for default judgment and the Elephant Group participated in the suit by filing a motion for extension of time and to have the default set aside. With the initial default set aside, the Elephant Group filed a motion to dismiss under Federal Rule of Civil Procedure 12(b). In response, Tango Marine filed an amended complaint and a response opposing the motion to dismiss. The Elephant Group responded only to this response to the motion to dismiss and never filed an answer to the amended complaint. Tango Marine ultimately asked the clerk for a second entry of default due to the Elephant Group's failure to answer the amended complaint, which the clerk granted. View "Tango Marine, S.A. v. Elephant Group, Ltd." on Justia Law