The National Transportation Safety Board (NTSB) investigates aviation, railroad, highway, marine and pipeline accidents to determine their probable cause and issues safety recommendations to reduce the risk of future accidents. This article considers the final phase of NTSB investigations, as well as the options available to interested parties thereafter.
The National Transportation Safety Board (NTSB) investigates aviation, railroad, highway, marine and pipeline accidents to determine their probable cause and issues safety recommendations to reduce the risk of future accidents. This article considers the analytic phase of NTSB investigations, which follows the factual phase.
The National Transportation Safety Board (NTSB) investigates aviation, railroad, highway, marine and pipeline accidents to determine their probable cause and issues safety recommendations to reduce the risk of future accidents. This article outlines the NTSB's investigation process within the initial 30 days following an incident.
The National Transportation Safety Board (NTSB) investigates aviation, railroad, highway, marine and pipeline accidents to determine their probable cause and issues safety recommendations to reduce the risk of future accidents. This article provides companies with an overview of how they can best prepare for NTSB investigations into transport accidents.
The US wind energy sector has been growing, with a substantial focus on offshore wind farm development. One significant factor in such developments is the regulatory requirements applicable to vessels involved in the construction and maintenance of the offshore wind farm structures. Until recently, a significant question remained unresolved: whether the Jones Act coastwise trade requirements apply to vessels involved in wind farm construction.
The National Transportation Safety Board (NTSB) investigates aviation, railroad, highway, marine and pipeline accidents to determine their probable cause and issues safety recommendations to reduce the risk of future accidents. It is critical that companies carefully navigate their activities with the NTSB during the first 24 to 48 hours after an incident. That is not the time to learn about how the NTSB conducts accident investigations. This article provides companies with an overview of NTSB investigations.
The true impact of the COVID-19 crisis on commercial transport has been felt from the onset of the pandemic; however, the gravity of that impact has manifested itself across borders and even on a local level. This article provides a general overview of the changes that have occurred in light of the recent health crisis and the continued efforts that the trucking industry is implementing to respond appropriately.
In response to the COVID-19 pandemic, the United States Coast Guard has released a series of marine safety information bulletins to keep the marine industry informed and provide guidance for the continued safe operation of the maritime transportation system. The bulletins detail key maritime issues associated with the COVID-19 pandemic, including reporting requirements for illness or death, vessel inspections, exams, documentation and federal drug testing requirements.
The US Fifth Circuit Court of Appeals recently confirmed the Dorion test for determining whether a contract is a maritime contract and extended the test to all mixed service contracts. Whether a contract is 'maritime' is a vital distinction for anyone operating in the maritime or offshore industries in the United States, as it can have far-reaching implications with respect to governing law, risk allocation and the enforceability of contractual indemnity provisions.
In a landmark decision, the Supreme Court has precluded the recovery of punitive damages for unseaworthiness claims. This decision conclusively resolves a long-running split between federal appellate courts and settles a source of uncertainty in the US maritime industry. With this question resolved, vessel owners and maritime employers are better positioned to assess their exposure for personal injuries and can now arrange the necessary insurance coverages to manage the risks.
New Jersey's 'no-fault' automobile insurance scheme has been the subject of repeated reforms over the past 40 years. It aims to strike an appropriate balance between providing accident victims with prompt compensation for accident-related losses and reducing insurance costs for the motoring public at large. In a recent decision with potentially far-reaching implications, the New Jersey Supreme Court rejected the validity of an entire category of damages in motor vehicle accident suits.
Whether a party should seek to apply general maritime law to an incident is not always obvious and the consequences can be even less apparent. Following a 2015 collision by a Ride the Ducks vehicle into a tour bus in Seattle, which killed five and injured more than 60 people, the jurors awarded $123 million to the plaintiffs and split liability between the duck boat owner and the company that had refurbished the World War II-era vehicle. Interestingly, the owners did not file a limitation action.
The Supreme Court will soon decide whether a Jones Act seafarer can recover punitive damages in a personal injury suit based on a vessel's unseaworthiness. The court recently heard oral arguments in The Dutra Group v Batterton, which has teed up the issue that will resolve a split among the circuit courts and provide clarity on the availability of punitive damages for seafarers in general maritime law causes of action. It is unclear how the court will rule on this long-contested issue.
Serious or fatal accidents involving tractor trailers or other commercial vehicles often arise in part from a maintenance defect in the vehicle. When this occurs and the matter proceeds to litigation, counsel for the plaintiff will shine a bright spotlight on the pre-trip inspection that was or should have been performed by the driver. This article addresses three key liability issues that commercial vehicle owners and operators should consider in their practices, policies and procedures pertaining to pre-trip inspections.
In Bisso v Inland Waterways Corp the Supreme Court held that clauses in towage contracts that release the tug owner from all liability from its own negligence are invalid as they contravene public policy. Since then, the courts have struggled with the extent to which Bisso precludes exculpatory clauses in towage contracts. However, Bisso has been widely criticised and the courts have circumvented it by creating various exceptions.
The Ninth Circuit recently held that punitive damages are available to seafarers who sustain injuries from unseaworthy conditions under the general maritime law. In doing so, it rejected a previous Fifth Circuit decision. The decision appears to suggest that if an owner knows of the unseaworthiness but does nothing, it is immune from punitive damages; yet, if an owner knows nothing, it may still be subject to punitive damages if the unseaworthy condition is sufficiently egregious in the opinion of the court.
The US Court of Appeals for the Eleventh Circuit recently reinforced the availability of a maritime attachment as a means of obtaining security for a foreign arbitration. However, in so doing, the court highlighted that a maritime attachment must include an element of obtaining jurisdiction and may not be used solely to obtain security from a party already subject to the court's jurisdiction.
The US Court of Appeals for the Fifth Circuit recently ruled that the responsible party for an oil spill may obtain contribution for purely economic damages from another tortfeasor under the Oil Pollution Act 1990 irrespective of the general maritime law's economic loss rule. This decision provides some comfort to statutorily designated responsible parties that are held strictly liable in the first instance for significant costs relating to clean-up, remediation and third-party damages resulting from an oil spill.
Over the years, a number of US Customs and Border Control (CBP) rulings have addressed the ability of foreign-flagged vessels to conduct certain activities relating to the offshore energy industry. CBP recently issued a notice of proposed modifications and revocations of its prior letter rulings relating to these activities, which would require them to be conducted by qualified vessels with coastwise endorsements under the Jones Act regulations.
US courts continue to rule against physical fuel suppliers in the ongoing saga following the financial collapse of OW Bunker & Trading A/S. Separate courts in three leading maritime judicial circuits recently ruled that physical bunker suppliers contracted by OW Bunker to provide fuel to vessels were not entitled to maritime liens against the vessels. More decisions on this issue are expected at both the district and appellate court levels.