Homer Ramsdell Transportation Company v. La Compagnie Generale Transatlantique
Decision Date | 27 May 1901 |
Docket Number | No. 166,166 |
Parties | HOMER RAMSDELL TRANSPORTATION COMPANY, Plff. in Err. , v. LA COMPAGNIE GENERALE TRANSATLANTIQUE |
Court | U.S. Supreme Court |
This was an action at law, brought by the Homer Ramsdell Transportation Company, a corporation of New York, against the Compagnie G en erale Transatlantique, a corporation of the Republic of France, to recover damages caused by the defendant's steamship, the Bretagne, striking and injuring the plaintiff's pier in New York harbor.
The answer alleged, among other things, 'that at the time of the said collision the said steamship La Breatagne was in the command, and her movements and navigation entirely under the orders and direction, of a pilot duly licensed under, and compulsorily imposed upon the defendant by, the authority of the state of New York; and that the regular officers and crew of the said steamship in the service of the defendant had no part in the navigation of the said steamer except to carry out or execute the orders of the said pilot, which they did promptly and efficiently in every particular.'
The case was referred by the circuit court of the United States for the southern district of New York to Hon. William G. Choate, who reported in favor of the defendant, and filed an opinion published in 63 Fed. 848. That court gave judgment on his report for the defendant; and the plaintiff appealed to the circuit court of appeals for the second circuit, which certified to this court, together with the pleadings, the judgment of the circuit, court, and the report and opinion of the referee, the following statement of facts and questions of law:
'Certain questions of law arise in the cause concerning which the court desires the instructions of the Supreme Court for its proper decision, and which are as follows:
Mr. Wm. H. Harris for plaintiff in error.
Mr. E. K. Jones for defendant in error.
Mr. Justice Gray, after stating the case, delivered the opinion of the court:
The question whether the statutes of the state of New York impose compulsory pilotage on foreign vessels inward and outward bound to and from the port of New York by way of Sandy Hook depends, as both counsel admit, upon the true construction of the provisions which are copied in the margin.
The staute of 1857, chap 243, re-enacted in the statute of 1882, chap. 410, § 2119, after providing how the master of a vessel sailing under a costing license to or from the port of New York by the way of Sandy Hook, 'desirous of piloting his own vessel,' may obtain a license for such purpose from the commissioners of pilots, provides that every master of a foreign vessel bound to or from the port of New York by the way of Sandy Hook 'shall take a licensed pilot, or, in case of refusal to take such pilot, shall himself, owners or consignees, pay the said pilotage, as if one had been employed, and such pilotage shall be paid to the pilot first speaking or offering his services as pilot to such vessel.' It then goes on to provide that 'any person not holding a license as pilot under this act' or under the laws of New Jersey, who shall pilot any vessel to or from the port of New York by the way of Sandy Hook, shall be punished by fine or imprisonment, and that 'all persons employing a person to act as pilot, and not holding a license under this act' or under the laws of New Jersey, shall pay a fine.
By these provisions, not only is the master of a foreign vessel required to take a licensed pilot, or, in case of refusal to take such pilot, required to pay pilotage to the pilot first offering his services; but the subsequent provision as to any 'person not holding a license under this act,' construed in connection with the previous provision as to licensing the master of a coasting vessel as its pilot, evidently includes the master of a foreign vessel, and subjects him to fine or imprisonment if he pilots his own vessel.
The requirement to take a licensed pilot or pay pilotage, together with the penalty imposed on a master who pilots his own foreign vessel, clearly imposes compulsory pilotage. And it was held by this court in The China (1868) 7 Wall. 53, sub nom. The China v. Walsh, 19 L. ed. 67, that the statute of 1857 imposed such pilotage.
The statute of 1867, chap. 930, re-enacted in the statute of 1882, chap. 410, § 2100, enacts that a pilot bringing in a vessel from sea may by himself or one of his boat's company pilot her to sea when she next leaves the port; provided that if the owner shall desire to change the pilot, the commissioners of pilots may assign another one of the same pilot boat. But the right of the owner to object to one pilot does not make the selection of another by the commissioners a voluntary act of his.
The cases in the New York court of appeals, cited by the plaintiff, do not affect this question. In Brown v. Elwell (1875) 60 N. Y. 249, the only point decided was that a pilot licensed by the law of New Jersey could not recover pilotage under the statute of New York. And in Gillespie v. Zittlosen (1875) 60 N. Y. 449, the only point decided was that the pilot first offering his services could not recover pilotage if the master took another licensed pilot.
The answer to the first question certified must therefore be that the statutes of New York do impose compulsory pilotage on foreign vessels inward and out ward bound to and from the port of New York by the way of Sandy Hook.
This action is at common law. It is not, and, being for damages inflicted on land, could not be, in admiralty. The Plymouth (1865) 3 Wall. 20, sub nom. Hough v. Western Transp. Co. 18 L. ed. 125.
At common law, no action can be maintained against the owner of a vessel for the fault of a compulsory pilot.
In Carruthers v. Sydebotham (1815) 4 Maule & S. 77, 85, Lord Ellenborough, in holding that the act of the pilot was not the act of the master or mariners or owner of the ship, said:
In Atty. Gen. v. Case (1816) 3 Price, 302, 322, in the court of exchequer, the master of the vessel whose owners were held liable, as the court said,
In The Maria (1839) 1 W. Rob. 95, 106, Dr. Lushington, on a full review of those cases, held that upon general principles, and independently of the express provisions in the English statutes, the compulsory taking of a pilot relieved the owner from all responsibility for his acts.
In Lucey v. Ingram (1840) 6 Mees. & W. 302, 315, Baron Parke, delivering the judgment of the court of exchequer, spoke of the exemption of the master who was compelled to take a pilot, from liability by the common law, independent of statute,...
To continue reading
Request your trial-
Aurora Shipping Co. v. Boyce
... ... 53-71, 19 L.Ed ... 67; Homer Ramsdell Transp. Co. v. La Compagnie Generale ... Transatlantique, 182 U.S. 406-417, 21 Sup.Ct. 831, 45 ... L.Ed ... ...
-
South Port Marine, LLC v. Gulf Oil Limited, CIV. 98-20-P-H.
...for such damage had to be obtained in a common law court. See id. at 36-37; accord Homer Ramsdell Transp. Co. v. La Compagnie Generale Transatlantique, 182 U.S. 406, 411, 21 S.Ct. 831, 45 L.Ed. 1155 (1901); Johnson v. Chicago & Pac. Elevator Co., 119 U.S. 388, 396, 7 S.Ct. 254, 30 L.Ed. 447......
-
Continental Grain Company v. the
...Stevens, 170 U.S. 113, 18 S.Ct. 544, 42 L.Ed. 969. 18 The China, 7 Wall. 53, 19 L.Ed. 67; Homer Ramsdell Transp. Co. v. La Compagnie Generale Transatlantique, 182 U.S. 406, 21 S.Ct. 831, 45 L.Ed. 1155. 19 The City of Norwich, 118 U.S. 468, 503, 6 S.Ct. 1150, 1162, 30 L.Ed. 134; Consumers Im......
-
Crowell v. Benson Crowell v. Same
...53, 67, 68, 19 L. Ed. 67; Sherlock v. Alling, 93 U. S. 99, 105-108, 23 L. Ed. 819; Homer Ramsdell Transp. Co. v. La Compagnie Generale Transatlantique, 182 U. S. 406, 413, 414, 21 S. Ct. 831, 45 L. Ed. 1155. As to the basis of general average contribution, see Ralli v. Troop, 157 U. S. 386,......