Justia International Law Opinion Summaries

The case involves Havana Docks Corporation, which held a 99-year usufructuary concession at the Port of Havana, Cuba. This concession, granted in 1905, allowed Havana Docks to build and operate piers at the port. The Cuban Government expropriated this concession in 1960, and Havana Docks has not received compensation for this expropriation. The concession was set to expire in 2004. Havana Docks filed a claim with the Foreign Claims Settlement Commission, which certified its loss at $9.179 million.The United States District Court for the Southern District of Florida ruled in favor of Havana Docks, awarding over $100 million in judgments against four cruise lines—Royal Caribbean Cruises, Norwegian Cruise Line Holdings, Carnival Corporation, and MSC Cruises—for trafficking in the confiscated property from 2016 to 2019. The court found that the cruise lines had engaged in trafficking by docking their ships at the terminal, using the property to embark and disembark passengers, and using it as a starting and ending point for shore excursions.The United States Court of Appeals for the Eleventh Circuit reviewed the case. The court held that Havana Docks' limited property interest had expired in 2004, and therefore, the cruise lines did not traffic in the confiscated property from 2016 to 2019. The court affirmed the district court's ruling that Havana Docks is a U.S. national under Title III of the Helms-Burton Act but reversed the judgments against the cruise lines for the 2016-2019 period. The case was remanded for further proceedings regarding Havana Docks' claims against Carnival for alleged trafficking from 1996 to 2001. View "Havana Docks Corporation v. Royal Caribbean Cruises, Ltd." on Justia Law

In the early hours of August 21, 2017, the M/V ALNIC, a Liberian-flagged oil-and-chemical tanker, collided with the U.S.S. JOHN S. MCCAIN, a Navy destroyer, in the Singapore Strait. The collision resulted in the deaths of ten Navy sailors and injuries to dozens more. Both vessels sustained significant damage. Energetic Tank, Inc., the owner of ALNIC, sought exoneration from or limitation of liability for the collision. Forty-one Navy sailors or their representatives, along with the United States, filed claims for damages against Energetic. Energetic counterclaimed against the United States. The parties agreed on the monetary value of the damages to ALNIC and MCCAIN as $442,445 and $185 million, respectively.The United States District Court for the Southern District of New York concluded that Singapore law would govern the determination of liability and the calculation of damages. After a Phase 1 bench trial, the district court denied Energetic’s petition for exoneration or limitation of liability, allocating 80% of the fault to the United States and 20% to Energetic. The court indicated it would proceed to a Phase 2 trial to determine damages to the Sailor-Claimants. Energetic appealed, and while the appeal was pending, the district court dismissed Energetic’s claims for contribution or indemnity against the United States for any damages awarded to the Sailor-Claimants, citing sovereign immunity. Energetic also appealed this order. The district court retroactively certified its earlier opinion on the apportionment of liability as a final judgment as to the United States. Several Sailor-Claimants cross-appealed, challenging the application of Singapore law to the calculation of damages.The United States Court of Appeals for the Second Circuit found no error in the district court’s apportionment of liability under Singapore law or its sovereign immunity ruling, affirming the district court’s judgment and order on Energetic’s appeals. However, the court dismissed the Sailor-Claimants’ cross-appeals for lack of jurisdiction, as the choice-of-law ruling was a non-appealable collateral order. View "In the Matter of Energetic Tank, Inc." on Justia Law

The case involves Kholkar Vishveshwar Ganpat, an Indian citizen, who contracted malaria while working as a crew member on a Liberian-flagged ship managed by Eastern Pacific Shipping Pte., Limited (EPS), a Singaporean company. Ganpat alleges that EPS failed to adequately provision the ship with antimalarial medication for its voyage to Gabon, a high-risk malaria area in Africa. Ganpat's illness resulted in gangrene, amputation of several toes, and a 76-day hospitalization. He filed a lawsuit against EPS in the United States, seeking relief under the Jones Act and the general maritime law of the United States. He also asserted a contractual claim for disability benefits.The district court initially deferred making a choice-of-law ruling. However, after discovery, the court ruled that the law of the United States (the Jones Act and general maritime law) governs Ganpat’s tort claims and claim for breach of the collective bargaining agreement. EPS appealed this decision.The United States Court of Appeals for the Fifth Circuit reversed the district court's decision. The appellate court disagreed with the district court's assessment of the Lauritzen-Rhoditis factors, which are used to determine whether maritime claims are governed by the law of the United States or the conflicting law of a foreign nation. The appellate court found that none of the factors that the Supreme Court has deemed significant to the choice-of-law determination in traditional maritime shipping cases involve the United States. The court concluded that Ganpat’s maritime tort and contract claims should be adjudicated under the substantive law of Liberia, the flag state of the ship on which Ganpat was working when he contracted malaria. The case was remanded for further proceedings consistent with this opinion. View "Ganpat v. Eastern Pacific Shipping" on Justia Law

In 2023, the State of Texas, under the direction of Governor Greg Abbott, installed a floating barrier in the Rio Grande near Eagle Pass, Texas. The United States government filed a civil enforcement action against Texas, alleging that the installation of the barrier violated the Rivers and Harbors Appropriation Act of 1899 (“RHA”). The United States sought a preliminary injunction, which was granted by the district court, ordering Texas to cease work on the barrier and to relocate it to the Texas riverbank. Texas appealed this decision.The United States Court of Appeals for the Fifth Circuit affirmed the district court's decision. The Court of Appeals found that the United States demonstrated a likelihood of success on the merits of its RHA claims. The court determined that the part of the Rio Grande where the barrier was installed was a navigable waterway and that the barrier constituted an obstruction to this waterway. The court also found that the barrier was a structure as defined by the RHA and that it had been constructed without necessary authorization.In addition, the court found that the United States had demonstrated that it was likely to suffer irreparable harm in the absence of preliminary relief. The court noted that the barrier strained diplomatic relations with Mexico, interfered with the ability of the International Boundary and Water Commission to implement the provisions of a treaty concerning the allocation of waters in the Rio Grande, and posed a risk to human life.The court also held that the balance of equities favored the United States and that the issuance of a preliminary injunction was in the public interest. Specifically, the court noted that the barrier threatened navigation and federal government operations on the Rio Grande, and also posed a potential threat to human life.Taking all of these factors into account, the court ruled that the district court did not abuse its discretion in granting a preliminary injunction ordering Texas to cease work on the barrier and to relocate it. View "USA v. Abbott, No. 23-50632 (5th Cir. 2023)" 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

Vastardis, a citizen of Greece and Chief Engineer onboard the Liberian-registered petroleum tanker, Evridiki, was convicted of offenses related to maritime pollution: failing to maintain an accurate Oil Record Book for several weeks, 33 U.S.C. 1908(a); falsifying high-seas Oil Record Book entries, Sarbanes-Oxley Act, 18 U.S.C. 1519; obstructing justice in the Coast Guard’s investigation of the Evridiki, 18 U.S.C. 1505; and making false statements, 18 U.S.C. 1001. The district court imposed a $7,500 fine, a $400 special assessment, and three years’ probation. Vastardis was barred from entering or applying for visas to enter the U.S.The Third Circuit affirmed the convictions but vacated the portion of the sentence that precludes Vastardis from entering the U.S. while under court supervision. The deception at issue involved falsely documenting bilge water discharges that occurred when the Evridiki was on the high seas and were only discovered when the Evridiki was docked in the Delaware Bay port. Vastardis cannot be convicted in a U.S. court for crimes occurring in international waters, but the convictions here were based on the presence of inaccurate records in U.S. waters, so the district court had subject matter jurisdiction even though the actual entries may have been made beyond U.S. jurisdiction while on the high seas. View "United States v. Vastardis" on Justia Law

Plaintiff appealed the denial of her petition to "vacate and/or alternatively to deny recognition and enforcement" of the foreign arbitral award in favor of her employer, Carnival, on her claims under the Jones Act and U.S. maritime law for injuries related to her carpal tunnel.The Eleventh Circuit affirmed the district court's denial of the petition, holding that plaintiff failed to establish that the foreign arbitral award offended the United States' most basic notions of morality and justice. Weighing the policies at issue and considering the specific unique factual circumstances of this case, the court held that plaintiff's Article V(2)(b) of the New York Convention defense failed. Therefore, the court held that the district court did not err in denying plaintiff's request that it refuse to enforce the arbitral award and dismissing her claims. View "Cvoro v. Carnival Corp." on Justia Law

The Virgin Islands is a U.S. territory that can set and receive proceeds from duties, Virgin Islands Port Authority (VIPA) is authorized to “determine, fix, alter, charge, and collect reasonable rates, fees, rentals, ship’s dues and other charges.” Since 1968, VIPA has set wharfage and tonnage fees for Virgin Islands ports. Customs collected those fees from 1969-2011, deducting its costs. The remaining funds were transferred to VIPA. In 1994, the Virgin Islands and Customs agreed to “the methodology for determining the costs chargeable to [the Virgin Islands] . . . for operating various [Customs] activities.” The agreement cited 48 U.S.C. 1469c, which provides: To the extent practicable, services, facilities, and equipment of agencies and instrumentalities of the United States Government may be made available, on a reimbursable basis, to the governments of the territories and possessions of the United States. Customs increased collection costs, which outpaced the collection of the disputed fees starting in 2004, leaving VIPA without any proceeds. After failed efforts to resolve the issue, VIPA notified Customs in February 2011, that VIPA would start to collect the fees in March 2011. VIPA sued Customs to recover approximately $ 10 million in disputed fees that Customs collected from February 2008 to March 1, 2011. The Federal Circuit affirmed a judgment in favor of Customs. Customs had authority to collect the disputed fees during the time at issue under the 1994 agreement, in combination with 48 U.S.C. 1469c. View "Virgin Islands Port Authority v. United States" on Justia Law

A flag painted on the side of a vessel is not "flying" for the purpose of making a "claim of nationality or registry" under the Maritime Drug Law Enforcement Act, 46 U.S.C. 70502(e). In this case, the United States Coast Guard stopped a vessel in international waters and arrested the crew members aboard the vessel. The crew members argued that the United States lacked jurisdiction because the painted Colombian flag constituted a claim of nationality under section 70502(e)(2) that obliged the Coast Guard to ask Colombian officials about the vessel. The Fifth Circuit affirmed defendant's convictions for drug offenses, holding that the United States had jurisdiction over the vessel and its crew because the painted Colombian flag on its hull was not flying for the purpose of making a claim of nationality or registry. Finally, the court rejected alternative arguments. View "United States v. Obando" on Justia Law

Plaintiff, a United States citizen, worked as the lead trumpeter on a passenger Royal Caribbean cruise ship. The ship is a Bahamian flagged vessel with a home port in Fort Lauderdale, Florida. Royal Caribbean, the operator of the vessel, is a Liberian corporation with its principal place of business in Florida. After plaintiff became ill while working for Royal Caribbean, he filed suit alleging unseaworthiness, negligence, negligence under the Jones Act, maintenance and cure, and seaman’s wages and penalties. Royal Caribbean moved to compel arbitration, and the district court granted the motion. This appeal presents an issue of first impression: whether a seaman’s work in international waters on a cruise ship that calls on foreign ports constitutes “performance . . . abroad” under the United Nations Convention on the Recognition and Enforcement of Foreign Arbitral Awards, 9 U.S.C. 202. The Convention makes enforceable an arbitration agreement between United States citizens if their contractual relationship “envisages performance . . . abroad.” The court affirmed the order compelling arbitration of the dispute because a seaman works abroad when traveling in international waters to or from a foreign state. View "Alberts v. Royal Caribbean Cruises, Ltd." on Justia Law