Coast Guard Investigates, Reports No Leakage From Deepwater Horizon Well Head

The United States Coast Guard reports that two remotely operated vehicles deployed to the Macondo 252 well head in the Gulf of Mexico have confirmed there is no oil leaking from the well head.

According to the agency, as part of the investigation into recent reports of sheen observed in the vicinity of last year's BP Deepwater Horizon oil spill, two ROVs were deployed to survey the well head. The ROVs conducted a full survey of the well head and vicinity, looking for evidence of leaking oil. Additionally, a zoom lens was used to examine both the well head and the base of the well head to look for smaller, less obvious signs of leakage. The ROV also visited the two relief well sites. No evidence of leaking oil was found.

Experts from the Coast Guard, National Oceanic & Atmospheric Administration, BOEMRE, DOI, and representatives from BP, as well as the State On-Scene Coordinators for Louisiana and Mississippi, viewed the live feed from the ROVs and agreed that nothing shown from the ROVs indicated any sort of leak from the well head.

The video and data collected by the ROVs was to be verified for accuracy once the vehicles were retrieved.

The Deepwater Horizon, a massive offshore oil rig leased to BP PLC, was drilling southeast of Venice, La., in 5,000 feet of water when it exploded April 20, 2010, after a well blowout. While most of the 126-member crew were fortunate to escape from the burning oil rig before it sank into the Gulf of Mexico, eleven rig workers died and 30 others were seriously injured.  The accident also resulted in the largest marine oil spill in United States history.

To discuss a case with an experienced maritime lawyer, contact a maritime attorney online at Arnold & Itkin LLP, or call the maritime law office of Arnold & Itkin LLP toll free at 866-222-2606.

Break In Service Negated Seaman Status

A rig worker’s three-year hiatus from employment meant that his status as a seaman failed to carry over when he was injured while re-employed in off-vessel jobs.

Abram v. Nabors Offshore Corporation, No. 11-20166 (August 24, 2011) (per curiam) (unpublished)

In a summary calendar decision, the United States Court of Appeals for the Fifth Circuit affirmed a district court’s determination that a former seaman no longer qualified as such at the time he was injured while working for Nabors Offshore Corporation.

The evidence established that Ricky Abram worked for Nabors in various jobs on drilling rigs from 1994 until 2002, and again from 2005 until 2009.  The testimony of Abram and his co-workers showed that his first period of employment was on jack-up drilling rigs.  The testimony was silent as to whether he worked on those rigs from 2005 to 2009, his second period of employment.

Nabors, however, offered evidence supported by its personnel records which indicated that Abram did no work on vessels from 2005 to 2009.  That was the relevant time period, the court said.  In a prior case, for instance, the court had held that a mere four-month hiatus in employment was significant enough to require a separate evaluation of duties during a worker’s period of re-employment, for purposes of determining whether the employee qualified as a “seaman” when injured.

Because no evidence disputed the time periods and nature of Abram’s work in his 2005-2009 employment, he did not qualify as a seaman when he was injured.  Unfortunately for Abram, this ultimately meant the district court did not err in granting summary judgment for Nabors on his Jones Act, general maritime law claims for the injuries he suffered while on the job.

Arnold & Itkin LLP attorneys serve clients in Texas and throughout the nation, handling maritime injury and many other types of complex cases.

If you have any questions regarding a maritime incident or have suffered a maritime injury, contact a maritime attorney online at Arnold & Itkin LLP for a free consultation, or call our maritime law office toll free at 866-222-2606.

Houston Maritime Injury Attorneys Applaud Commercial Shrimping Safety Program

Houston maritime attorneys Kurt Arnold and Jason Itkin recently applauded an initiative to reduce deaths and injuries in the commercial shrimping industry by providing customized safety classes and training for Gulf shrimpers.

The program is the result of a partnership between the University of Texas Southwest Center for Agricultural Health, Injury Prevention and Education and the U.S. Coast Guard.

“We were gratified to learn of this partnership that is aimed at seeking ways to stem the tide of accidents and injuries among Gulf shrimp boat workers,” said Arnold, a founding partner of Arnold & Itkin LLP and an experienced Houston maritime accident attorney.

“We hope all Gulf shrimping firms will seek out this additional education and training for their working crews and managers,” Arnold said.

A study by the Southwest Center found that shrimping is the most dangerous job in commercial fishing. The Southwest Center’s director, Dr. Jeffrey Levin, reported drowning and becoming caught in machinery as the top two causes of commercial fishing deaths.

The outreach program, mentioned here earlier, has reached about 500 of the several thousand Gulf shrimp fishermen as of late July, according to the Associated Press.

“As maritime attorneys, we see the disabling injuries that are all too common among shrimpers and commercial fishermen of all kinds, as well as among other maritime crews,” said Itkin, a veteran Houston maritime injury lawyer and Arnold & Itkin LLP founding partner.

“Clearer communication and additional training is certain to be helpful. We applaud the partnership of the Southwest Center and the Coast Guard, and the initiative of those shrimpers who have already participated in the new program,” Itkin said.

Unfortunately, too many injuries and deaths on fishing boats are not the result of employee conduct but, rather, the result of boat owners’ and employers’ recklessness and negligence, Arnold said.

“When workers are injured because of negligence or recklessness, they or their families need to act quickly to contact attorneys who are well versed in maritime law, the Jones Act and other avenues for securing proper compensation for the costs, pain and suffering that catastrophic injuries entail,” Arnold said.

The maritime lawyers at Arnold & Itkin LLP, a Houston personal injury law firm, provide legal guidance on all aspects of maritime law and the benefits that offshore workers are entitled to under the Jones Act, the Death on the High Seas Act, the principle of maintenance and cure, or the Longshore and Harbor Workers’ Compensation Act.

Arnold & Itkin LLP handles maritime claims at port cities along the Gulf Coast in Texas, Louisiana, Mississippi and Alabama. The firm can be contacted toll free at (877) 398-4972 or using the firm's online form.


CRUISE Act Would Address Foreign Cruise Ships' Access To Domestic Ports

Proposed legislation introduced last month by U.S. Representative Blake Farenthold, of Texas, seeks to amend federal maritime law to address what Rep. Farenthold believes is an outmoded restriction on the ability of foreign cruise ships to call at United States ports.

Under current law, the Jones Act (Section 27 of the Merchant Marine Act of 1920) generally restricts foreign-flagged, -built and -crewed vessels from steaming directly between U.S. ports.  Instead, in order to travel directly between domestic ports of call, cargo and passenger vessels must be U.S.-flag ships that were built in the United States and are owned by U.S. citizens or permanent residents.  As originally enacted, the Jones Act restriction was intended to protect and support the United States maritime industry.  It has come under criticism, however, by those who cite changed economic realities in the shipping industry.

Rep. Farenthold’s legislation, the Creating and Restoring U.S. Investment and Stimulating Employment Act (CRUISE Act)*, H.R. 2460, takes aim at perceived barriers to tourism-based economic development by allowing “operation of foreign-flag cruise ships in the coastwise trade of the United States.”  The bill would, in essence, exempt foreign-flag cruise ships from the Jones Act restriction against making consecutive calls at U.S. ports.

According to media reports, Farenthold notes that in 2009 the cruise industry generated some 15,000 jobs and revenues of $788 million in Texas via the state's sole port now servicing cruise ships, in Galveston.  The deepwater ports in Brownsville, Port Lavaca, and Corpus Christi are cited as other Texas ports that might benefit from receiving cruise ship visits if the changes proposed in the CRUISE Act are approved.

The Act would exclude a variety of vessels from its definition of exempted “passenger vessels.”  These would include public vessels, those owned or operated by a state or local government, and those used for transportation between particular places on a regular schedule.  The exclusions presumably address businesses such as domestic ferry operators, who have voiced concerns in the past in regard to Jones Act amendments that would open foreign shipping operations between domestic ports.

The CRUISE Act has been referred to the Committee on Transportation and Infrastructure.

For a free consultation regarding a maritime injury or other maritime claim, call a maritime accident lawyer at Arnold & Itkin LLP toll free at (877) 632-8168, or contact us online. Our maritime injury attorneys can advise you on all aspects of maritime law, including the Jones Act, the Longshore and Harbor Workers’ Compensation Act, the principle of maintenance and cure and the Death on the High Seas Act.

Shrimping Vessel Saved By Prompt Action On Part Of Crew, Coast Guard

The United States Coast Guard recently responded to a commercial shrimping vessel in distress off the Texas coast.  The prompt action by the shrimp boat's crew in summoning aid, and the Coast Guard’s fast and effective response, prevented the vessel from sinking some 14 miles out to sea.

The Coast Guard’s rescue operation began when a radio call from the Odin’s crew indicated that the ship was taking on water through its propeller shaft in the pre-dawn hours on Sunday morning.  A Coast Guard rescue helicopter was dispatched and reached the vessel within approximately 45 minutes.  Two de-watering pumps were lowered, along with a rescue swimmer.

The pumps reduced the water level inside the shrimping vessel sufficiently to allow it to stay afloat while it was towed back to port by a sister vessel.

The pilot of the Coast Guard’s rescue helicopter praised the Odin’s crew for its prompt call for immediate assistance.  “The crew of this boat did the right thing by using VHF-marine channel 16 to contact the Coast Guard early enough that it was still a controllable situation,” he said.

The dire situation facing the shrimping vessel Odin in the early morning darkness demonstrates yet again the substantial dangers that maritime workers face every day as they earn a living at sea.  The crew of the Odin is to be commended for acting quickly to summon aid; their prompt action may have avoided injury or loss of life, as well as loss of the vessel itself.

Arnold & Itkin LLP attorneys serve clients in Texas and throughout the nation, handling maritime injury and many other types of complex cases.

We provide free consultations, and we can advise you on all aspects of maritime law and the benefits you are entitled to under the Jones Act, the Death on the High Seas Act, the principle of maintenance and cure, or the Longshore and Harbor Workers’ Compensation Act.

Deepwater Horizon Trial Charted

During the August monthly status conference in the pending Deepwater Horizon litigation, federal district judge Carl J. Barbier, of the United States District Court for the Eastern District of Louisiana, set out the likely schedule and format for trial proceedings anticipated to get underway early in 2012.

Judge Barbier related that trial should commence on February 27, 2012, as scheduled, with the action going forward in three phases.  Phase one will be an “incident” phase that focuses on the facts surrounding the catastrophic blowout aboard the Deepwater Horizon drilling rig, as well as the ensuing fiery blast, the loss of the oil rig, and the enormous release of oil into the Gulf of Mexico.  That phase could last as long as several months.

The second phase of trial will start after an intermediate break, and will see the court and the parties address the amount of oil spilled during the Deepwater Horizon catastrophe.  Also at issue will be establishing and allocating responsibility among the defendants for bringing the gushing Macondo well under control and ultimately stopping the flow of oil into the marine environment.

The third and final phase of the trial proceedings will resolve all other pending issues, including issues pertaining to cleanup efforts in which parties and others sought to contain, break up, and collect the spilled oil.

Also to be litigated during trial is the issue of whether defendant Transocean can limit the amount of its liability to claimants under maritime law.

The Deepwater Horizon, a massive offshore oil rig leased to BP PLC, was drilling southeast of Venice, La., in 5,000 feet of water when it exploded April 20, 2010, after a well blowout. While most of the 126-member crew were fortunate to escape from the burning oil rig before it sank into the Gulf of Mexico, eleven rig workers died and 30 others were seriously injured.  The accident also resulted in the largest marine oil spill in United States history, with nearly 5 million gallons of oil estimated to have been discharged into the Gulf of Mexico.

If you have any questions regarding a maritime incident or have suffered a maritime injury, contact a maritime attorney online at Arnold & Itkin LLP for a free consultation or call our maritime law office toll free at 866-222-2606.

Eleventh Circuit Sets Out "Borrowed Servant" Standard In LHWCA Actions

The United States Court of Appeals for the Eleventh Circuit recently addressed its standard for determining whether a borrowed-employment relationship exists in cases arising under the Longshore and Harbor Workers' Compensation Act.

Langfitt v. Federal Marine Terminals, Inc., No. 10-12088 (11th Cir. July 29, 2011) (Tjoflat, J.)

Bruce Langfitt worked as a temporary day laborer for labor broker Able Body Temporary Services, Inc..

Able Body supplied Langfitt and other employees to Federal Marine Terminals, Inc. (FMT), which needed assistance at a longshoring facility in Florida.

Langfitt was seriously injured while performing longshoring services for FMT.

As compensation for his injury, Langfitt received Longshore and Harbor Workers’ Compensation Act (LHWCA) benefits from Able Body’s LHWCA insurer.  It was undisputed that Langfitt was engaged in maritime employment when he was injured, and so he was eligible for LHWCA compensation for the injury received while he was supplied to FMT for longshoring work.

Seeking to supplement his LHWCA benefits, Langfitt sued FMC, contending that he was injured by the negligence of one of FMT’s employees.

FMT responded that it was Langfitt’s employer for purposes of LHWCA, which meant that LHWCA benefits were the sole remedy that he was entitled receive.  FMT cited LHWCA § 905(a), LHWCA’s exclusive remedy provision.  33 U.S.C. § 905(a).

The federal district court in Florida agreed and granted summary judgment in favor of FMT.

The United States Court of Appeals for the Eleventh Circuit affirmed, holding that FMT was Langfitt’s “borrowing employer” for purposes of LHWCA, so that his negligence claim was barred by § 905(a).

In an extended discussion of the law governing who qualifies as a LHWCA “employer” in cases like Langfitt’s, the Eleventh Circuit observed that its approach has been to apply the common law borrowed-servant doctrine, with modifications that accommodate important policy concerns unique to LHWCA.

Under the borrowed servant doctrine, an employee who is directed or allowed to perform services for another may become the employee, or “borrowed servant,” of the other (the “borrowing employer”), with the borrowing employer being held liable to third parties on account of the borrowed servant’s negligence in the scope of the borrowed-employment relationship.

The same considerations that determine whether someone was an employee, rather than an independent contractor, guide the borrowed-servant analysis, the court said, except that the focus is which of the two potential employers had the right to control the worker’s performance.

In cases arising under LHWCA, the focus is even more limited than at common law. The borrowed-servant doctrine is applied in the LHWCA context only to assess whether an employee covered under the Act, and injured in the course of employment, was a borrowed servant at the time of injury.  Where this is found to be true, the term “employer” in the Act encompasses the borrowing employer, with the result that the borrowing employer is liable to the employee for LHWCA benefits but remains immune from tort liability under the LHWCA exclusive remedy provision.

According to the Eleventh Circuit, the borrowed-servant doctrine had to be restated in LHWCA cases.  A restatement of the doctrine was necessary because LHWCA represents a statutorily imposed “industrial bargain,” like all workers’ compensation laws.  Under the bargain, the covered employee gives up the right to sue the employer for negligence, and thus loses the possibility of a more significant damages award from the employer; the employer, for its part, loses its common law defenses available in employee negligence actions.  The benefits are that the employee receives more certain compensation for injuries arising from the employment, regardless of fault; the employer, in turn, avoids litigation expenses and pays only scheduled LHWCA benefits.

That bargain, according to the court, meant that for purposes of the borrowed-servant doctrine, the issue was not only whether a borrowing principal assumed control over an employee from his or her general employer, but also whether the employee gave deliberate and informed consent to the borrowed-employment relationship.  Only then could the relationship result in a bar to the employee’s common law tort claims.

The court distilled its analysis to an express statement of the standard for determining whether a borrowed-employment relationship exists in cases arising under the LHWCA:

When a general employer transfers its employee to another person or company, the latter is the employee’s borrowing employer for purposes of the LHWCA, and thus is liable for the Act’s compensation and has the benefit of the Act’s tort immunity, if each of the following three criteria is satisfied:

Employee Consent to the New Employment Relationship. The employee must be shown to have given deliberate and informed consent to the new employment relationship with the borrowing principal. The test is objective, and the employee’s consent may be shown to have been given either expressly or impliedly.

Borrowing Principal’s Work Being Done. The work being performed by the employee at the time of the injury must be shown to have essentially been that of the borrowing principal—that is, that it was primarily the borrowing principal’s interests that were being furthered by the employee’s work.

Borrowing Principal Assumed Right to Control the Details of Employee’s Work. The borrowing principal must be shown to have received, from the employee’s general employer, the right to control the manners and details of the employee’s work. This might be evidenced by: (a) an express agreement between the general employer and the borrowing principal that directly evidences a transfer of control over the employee to the borrowing principal; (b) the borrowing principal’s actual exercise of control; (c) the borrowing principal’s furnishing of the equipment and space necessary for the employee to perform the work; (d) the borrowing principal’s right to terminate the employee’s relationship with the borrowing principal; and (e) the method and obligation of payment for the employee’s services.

In Langfitt’s case, the court concluded that the elements of the analysis were met.  Working for a labor broker, Langfitt knew that he would be assigned to new work situations on a regular basis, and this implied his consent to working under the control of Able Body’s clients.  Likewise, here Langfitt’s assignment to the FMT job was voluntary, and one which he willingly accepted.

The “control” element also was satisfied, as Able Body expressly ceded authority to control Langfitt to FMT for purposes of the longshoring operations.  FMT also could terminate Langfitt’s employment with FMT, it furnished the place for performance of FMT’s work, and it was obligated to compensate FMT for his work.  The record showed, too, that FMT actually did exercise control over Langfitt’s work.

Thus, because all the elements necessary for a borrowed-employment relationship were met, the district court did not err in concluding that FMT was Langfitt’s borrowing employer for purposes of LHWCA and that, consequently, Langfitt’s negligence claim was barred by 33 U.S.C. § 905(a).

Arnold & Itkin LLP attorneys serve clients in Texas and throughout the nation, handling maritime injury and many other types of complex cases.

If you have any questions regarding a maritime incident or have suffered a maritime injury, use the form on this page to contact a maritime attorney online at Arnold & Itkin LLP for a free consultation, or call our maritime law office toll free at 866-222-2606.

Study To Address Worker Safety In Offshore Renewable Energy Operations

The Bureau of Ocean Energy Management, Regulation and Enforcement (BOEMRE) has announced the start of a new study that will focus on regulating worker safety in the rapidly expanding offshore renewable energy field.

According to its August 1 announcement, the federal bureau has engaged the National Research Council’s Marine Board to carry out the study, which will consider worker safety issues in connection with offshore renewable energy operations on the Outer Continental Shelf (OCS).  The study should be completed within one year, no later than the end of July 2012.

BOEMRE indicates that the study will identify particular hazards in the offshore energy operations workplace, including a variety of risks associated with construction and maintenance of offshore wind turbines.  At its conclusion the study is to identify areas not adequately addressed in current regulations, and make recommendations on means of enhancing workplace safety regulation.

“We are committed to ensuring that offshore energy development is conducted safely,” said BOEMRE Director Michael R. Bromwich. “The results of this study will enhance and enlarge our understanding of the potential risks faced by workers during construction and operation of renewable energy facilities on the OCS.”

The maritime injury attorneys at Arnold & Itkin LLP applaud all efforts to improve worker safety in offshore energy operations, whether in the field of renewable or non-renewable energy production.

Working in the offshore energy field is an inherently dangerous job.  The developers, owners and operators of offshore renewable energy sources are obliged to ensure that they adopt the best procedures, and provide the best equipment, to prevent accidents and preserve the health and lives of their workers.  As has been demonstrated all too often in the offshore oil industry, when that doesn’t happen, it is the workers and their families who suffer the consequences.

In some cases, offshore workers’ injuries may be covered under the Jones Act, a federal law that protects seamen who are injured or killed on the job due to the negligence of their employers.  While Jones Act settlements can assist families in coping with the injuries and pain and suffering that accompany accidents at sea, preventing accidents by maintaining rigorous workplace safety is always the best “remedy” for Gulf Coast workers.

To discuss a case with an experienced maritime lawyer, contact a maritime attorney online at Arnold & Itkin LLP using the form on this page, or call the maritime law office of Arnold & Itkin LLP toll free at 866-222-2606.

 

Employer's Contribution Liability On Defendants' Third-Party Admiralty Claims Was Not Restricted By Its Workers' Compensation Exposure To Injured Employee

In re RQM, LLC, No. 10 CV 5520 (N.D. Ill. July 26, 2011) (St. Eve, J.) (Memorandum Opinion)

Scot Vandenberg’s employer, Trace Ambulance, Inc., sponsored an event on a motor yacht that it chartered from RQM, LLC.  Vandenberg was seriously injured when he fell from an upper deck of the yacht.  As a result, Vandenberg and his wife brought personal injury claims against RQM and the motor yacht’s manufacturer, Brunswick Corporation, in state court.

RQM filed suit in the United States District Court for the Northern District of Illinois, seeking to eliminate or limit its liability to the Vandenbergs pursuant to the Shipowners’ Limitation of Liability Act, 46 U.S.C. §§ 30505, et seq.  The Vandenbergs responded by asserting negligence and strict liability claims against Brunswick in the federal proceeding, as well as negligence claims against RQM.

Both RQM and Brunswick filed third-party admiralty or maritime claims against Trace, seeking contribution or indemnification in the event they were found liable to the Vandenbergs.

Trace responded that it could not be liable to RQM and Brunswick for any amount beyond its liability under state workers’ compensation law (the Illinois Workers’ Compensation Act).  Trace cited an Illinois Supreme Court decision which held that an employer could not be found liable for contribution in an amount that exceeded its workers’ compensation exposure.

RQM and Brunswick moved to strike Trace’s defense, which they said ran afoul of federal admiralty law by limiting their contribution claims.  The federal district court agreed.

A prime benefit of applying federal law in admiralty is uniformity, the court observed.  And while state remedies are not automatically preempted by admiralty law, a state may not modify or supplement maritime law if it does so in a way that clearly conflicts with admiralty law.

As pertinent here, the Supreme Court had created a nonstatutory right of contribution in admiralty cases.  Under the admiralty law’s comparative fault system, damages are allocated among multiple tortfeasors according to the determined liability of each.

Thus, to cap contributions from third-party defendant employers such as Trace would deprive RQM and Brunswick of substantial admiralty rights, namely the full extent of their proportionate liability.  This meant that Trace’s attempt to limit its liability to the amount of its workers’ compensation liability necessarily failed.

The court therefore struck Trace’s maritime defense in the ongoing federal proceedings under the Shipowners’ Limitation of Liability Act.

To discuss a case with an experienced maritime lawyer, contact a maritime attorney online at Arnold & Itkin LLP, or call the maritime law office of Arnold & Itkin LLP toll free at 866-222-2606.

Fifth Circuit: Damaged Jacob's Ladder Violated Ship Owner's Turnover Duty

No exception to turnover duty existed where crack in ladder's rung was not “open and obvious” danger.

McCuller v. Nautical Ventures, L.L.C., No. 09-31084 (5th Cir. July 28, 2011) (per curiam) (unpublished)

Benjamin McCuller worked for Halliburton Energy Services as a longshoreman at a marine terminal in Louisiana.  In order to board the docked vessel C-Legend, owned by Nautical Ventures, L.L.C., McCuller was required to use a Jacob’s ladder deployed by the C-Legend’s crew.

After using the Jacob’s ladder several times, McCuller was descending the ladder when a rung snapped.  McCuller fell to the dock, sustaining knee and back injuries.

McCuller and his wife sued Nautical under the Longshore and Harbor Workers’ Compensation Act (LHWCA), 33 U.S.C. § 905(b), for breach of Nautical’s “turnover duty.”  The turnover duty requires a vessel owner to exercise ordinary care under the circumstances to turn over the ship and its equipment in such condition that an expert and experienced stevedoring contractor, mindful of the dangers he should reasonably expect to encounter, will be able by the exercise of ordinary care to carry on cargo operations with reasonable safety to persons and property.

Upon trial, the United States District Court for the Eastern District of Louisiana found that Nautical had breached its turnover duty by deploying a defective Jacob’s ladder, which had been damaged several weeks earlier.

The court awarded damages to the McCullers for Benjamin’s lost wages, pain and suffering, and medical expenses, and for the loss of consortium.

The court rejected the couple’s damage claims for the loss of Benjamin’s household services and for the cost of in vitro fertilization. The McCullers sought the latter on the ground that one of Benjamin’s surgeries rendered him incapable of producing sperm.

Because McCuller was holding a clipboard while climbing down the Jacob’s ladder, the court found him thirty percent at fault in his accident.  The court reduced the damage award proportionately.

Nautical appealed, arguing that the danger of the damaged Jacob’s ladder was open and obvious, so that McCuller should have seen the danger himself, and there was no duty to warn him about the risk of injury.

The Fifth Circuit concluded that the district court did not err in finding that the dangerous condition of the ship’s Jacob’s ladder was not “open and obvious.”  While there does exist such an exception to the turnover duty, it did not apply here.

In essence, as the district court concluded, the damaged condition of the ladder would not have been open and obvious to McCuller.  He had no experience climbing Jacob’s ladders, and the ladder in question belonged to the C-Legend and was deployed by its crew.  McCuller would not have known what to look for even if he had a duty to inspect the ladder before using it, and the small crack in the rung that led to the accident would not necessarily have been something that McCuller would focus on as likely to cause the rung to fail.  It was Nautical Ventures’s duty to inspect its own ladder before deployment.

Likewise, the court said, McCuller’s focus was on climbing the ladder while it was hanging from the side of a docked ship, so that what was open and obvious to him, from that position, was not what would have been open and obvious to a ship’s crewman during a reasonable inspection of the ladder while it was laid out on the ship’s deck.

The court likewise rejected Nautical’s attempt to lay blame for the accident with Halliburton as McCuller’s stevedore-employer.  While a stevedore does have a duty to provide a reasonably safe place to work, that duty was not so expansive that stevedores had to thoroughly inspect and discover non-obvious dangers on a vessel, the court admonished.  Here, Halliburton had no duty to inspect the C-Legend in such a way that it would discover a small crack in one of the rungs of the ship’s Jacob’s ladder.

Turning to the McCullers' claims on appeal, the court observed that they challenged the district court’s finding that Benjamin was thirty percent at fault for his injuries, and they disputed certain components of the damages award.

The court affirmed as to the district court’s finding that McCuller was partially at fault.  The district court heard Benjamin’s explanation about how he came down the ladder, and there was evidence that Halliburton’s safety protocol did not authorize carrying the clipboard and that doing so was unsafe.

The district court did err, however, in awarding damages for future medical expenses.  While both sides vigorously disputed the maximum amount that should be awarded for the McCullers’ future medical expenses, the minimum amount cited by Nautical’s experts was $400,000.  The district court awarded only $100,000, with no explanation as to why the award was substantially below even the lowest cost projected by the parties’ experts.  The discrepancy required that the award be vacated and the issue remanded for further proceedings.

As to the McCullers’ requests for damages for loss of household services and in vitro fertilization, the district court did not err by not awarding such damages.  The couple claimed that Mrs. McCuller had to perform household chores after McCuller’s injury, but Nautical introduced evidence that Benjamin could engage in activities that involved standing, bending, squatting and climbing, so that he still could do chores around the house as he had done before he was injured.

The evidence also supported the district court’s conclusion that it was highly speculative that the McCullers required medical assistance to conceive another child due to McCuller’s injuries.  Evidence of record indicated that the couple had suffered from fertility problems before the injury.

_________________________

Arnold & Itkin LLP attorneys serve clients in Texas and throughout the nation, handling maritime injury and many other types of complex cases.

If you have any questions regarding a maritime incident or have suffered a maritime injury, contact a maritime attorney online at Arnold & Itkin LLP for a free consultation using the form on this page, or call our maritime law office toll free at 866-222-2606.