Opinion ID: 1749674
Heading Depth: 1
Heading Rank: 4

Heading: Did the trial court err in denying appellant's defense of limitation of disability?

Text: 46 U.S.C.A. section 183, provides: (a) The liability of the owner of any vessel, whether American or foreign, for any embezzlement, loss, or destruction by any person of any property, goods, or merchandise shipped or put on board of such vessel, or for any loss, damage, or injury by collision, or for any act, matter, or thing, loss, damage, or forfeiture, done, occasioned, or incurred, without the privity or knowledge of such owner or owners, shall not, except in the cases provided for in subsection (b) of this section, exceed the amount or value of the interest of such owner in such vessel, and her freight then pending. (b) In the case of any seagoing vessel, if the amount of the owner's liability as limited under subsection (a) of this section is insufficient to pay all losses in full, and the portion of such amount applicable to the payment of losses in respect of loss of life or bodily injury is less than $60 per ton of such vessel's tonnage, such portion shall be increased to an amount equal to $60 per ton, to be available only for the payment of losses in respect of loss of life or bodily injury. If such portion so increased is insufficient to pay such losses in full, they shall be paid therefrom in proportion to their respective amounts. (c) For the purposes of this section the tonnage of a seagoing steam or motor vessel shall be her gross tonnage without deduction on account of engine room, and the tonnage of a seagoing sailing vessel shall be her registered tonnage. Provided, that there shall not be included in such tonnage any space occupied by seamen or apprentices and appropriated to their use. (d) The owner of any such seagoing vessel shall be liable in respect of loss of life or bodily injury arising on distinct occasions to the same extent as if no other loss of life or bodily injury had arisen. (e) In respect of loss of life or bodily injury the privity or knowledge of the master of a seagoing vessel or of the superintendent or managing agent of the owner thereof, at or prior to the commencement of each voyage, shall be deemed conclusively the privity or knowledge of the owner of such vessel. (f) As used in subsections (b), (c), (d), and (e) of this section and in section 183b of this title, the term seagoing vessel shall not include pleasure yachts, tugs, towboats, towing vessels, tank vessels, fishing vessels or their tenders, self-propelled lighters, nondescript self-propelled vessels, canal boats, scows, car floats, barges, lighters, or nondescript non-self-propelled vessels, even though the same may be seagoing vessels within the meaning of such term as used in section 188 of this title. R.S. § 4283; Aug. 29, 1935, c. 804, § 1, 49 Stat. 960; June 5, 1936, c. 521, § 1, 49 Stat. 1479. Testimony as to the value of the Nuevo and its cargo was offered outside the presence of the jury. The fair market value of the Nuevo was established at $35,000. The cargo or fish at the time of the accident was valued at $800. A motion, subsequent to the verdict of the jury concerning the limitation of liability defense, was heard by the trial judge. Ralph Douglas Horn, part owner of Fishboats, Inc., admitted he knew the ice box was placed on the deck and allowed it to remain there. He also admitted that a seaman was more likely to be injured if he went on board during bad weather. Horn testified the captain of the Nuevo worked for Fishboats, Inc., and Fishboats could control whether or not he left port. He qualified his statement by saying he left it to the captain's discretion as to whether or not the boat left port. In Coryell v. Phipps, 317 U.S. 406, 63 S.Ct. 291, 87 L.Ed. 363 (1943), the Supreme Court held the burden was upon the party seeking to invoke limitation of liability. In Tug Ocean Prince, Inc. v. United States, 584 F.2d 1151 (2d Cir.1978), the Second Circuit Court of Appeals stated: In a limitation proceeding such as this, the burden of proof as to the absence of privity or knowledge is on the petitioners, Red Star. Coryell v. Phipps, 317 U.S. 406, 63 S.Ct. 291, 87 L.Ed. 363 (1943). It is the owner's duty to use due and proper care to provide a competent master and crew and to see that the ship is seaworthy; any loss occurring by reason of fault or neglect in these particulars is within his privity. Terracciano v. McAlinden Construction Co., 485 F.2d 304 (2d Cir.1973); Re Reichert Towing Line, 251 F.2d 214 (2d Cir.), cert. denied, 248 U.S. 565, 39 S.Ct. 9, 63 L.Ed. 424 (1918). Seaworthiness is a relative term depending upon its application to the type of vessel and the nature of the voyage. The general rule is that the vessel must be staunch, strong, well equipped for the intended voyage and manned by a competent and skillful master of sound judgment and discretion. The Niagara v. Cordes, 62 U.S. (21 How.) 7, 16 L.Ed. 41 (1859); The Framlington Court, 69 F.2d 300, 304 (5th Cir.), cert. denied, 292 U.S. 651, 54 S.Ct. 860, 78 L.Ed. 1500 (1934); Adams v. Bortz, 279 F. 521 (2d Cir. 1922); Northern Commercial Co. v. Lindblom, 162 F. 250 (9th Cir.1908). The burden to prove seaworthiness and the exercise of due diligence to make the ship seaworthy is upon the vessel owner or operator. Terracciano v. McAlinden Construction Co., supra. Red Star had a non-delegable duty to provide a qualified master and crew for the intended voyage. Boudoin v. Lykes Brothers Steamship Co., 348 U.S. 336, 75 S.Ct. 382, 99 L.Ed. 354 (1955); Petition of the United States, 178 F.2d 243, 252 (2d Cir.1949). See, Admiral Towing Co. v. Woolen, 290 F.2d 641, 646 (9th Cir.1961); Navegacion Castro Riva v. The M.S. Nordholm, 178 F. Supp. 736, 741, n. 19 (E.D.La. 1959), aff'd, 287 F.2d 398 (5th Cir. 1961). If then, the Ocean Prince was manned by an inadequate crew, Red Star's duty as shipowner was breached on either the theory of negligence or that of unseaworthiness. Incompetence of the navigator makes the vessel unseaworthy. Empire Seafoods, Inc. v. Anderson, 398 F.2d 204 (5th Cir.), cert. denied, 393 U.S. 983, 89 S.Ct. 449, 21 L.Ed.2d 444 (1968). (584 F.2d at 1155-56) The Fifth Circuit Court of Appeals has also ruled on limitation of liability in In Re Brasea, Inc., 583 F.2d 736 (5th Cir.1978), wherein it stated: We cannot agree. In ascertaining whether a shipowner is entitled to limitation, the Court must first determine which act or acts of negligence or conditions of unseaworthiness caused the injury. The Court then determines whether the shipowner had knowledge or privity of these specific acts or conditions. Farrell Lines, Inc. v. Jones, 530 F.2d 7 (5th Cir.1976). (583 F.2d at 738) See also Farrell Lines, Inc. v. Jones, 530 F.2d 7 (5th Cir.1976). The trial judge made a factual finding denying the limitation of liability defense on the ground that the owners of the Nuevo had general knowledge of the condition aboard the ship which rendered the vessel unseaworthy. After reviewing the record, we are unable to say the trial judge's findings on the issue are unsupported by substantial evidence. There is no merit in this argument.