International Navigation Company v. Farr Bailey Manufacturing Company

• Decision Date: 22 April 1901
• Docket Number: No. 193,193
• Parties: INTERNATIONAL NAVIGATION COMPANY, Petitioner , v. FARR & BAILEY MANUFACTURING COMPANY
• Court: U.S. Supreme Court

181 U.S. 218

21 S.Ct. 591

45 L.Ed. 830

INTERNATIONAL NAVIGATION COMPANY, Petitioner,

v FARR & BAILEY MANUFACTURING COMPANY.

No. 193.

Argued March 12, 13, 1901.

Decided April 22, 1901.

This was an action brought by the Farr & Bailey Manufacturing Company against the International Navigation Company, owner of the steamship Indiana, in the district court of the United States for the eastern district of Pennsylvania, in admiralty, to recover the sum of $2,084.15, for damages to twenty bales of burlaps which were delivered to the navigation company at Liverpool, England, on board that steamship, in good order and condition, for carriage to the manufacturing company at Philadelphia. Upon the arrival of the steamship at Philadelphia the burlaps were found to have been damaged by sea water. The case was heard in the district court, and the libel sustained, and the cause referred to a commissioner to determine the extent of the loss. 94 Fed. Rep. 675. The navigation company applied for a reargument, which was had, and thereupon the libel was dismissed. 94 Fed. Rep. 678. From this decree the manufacturing company appealed to the circuit court of appeals for the third circuit, and that court, one of its members dissenting, reversed the decree of the district court, and held the navigation company liable. 39 C. C. A. 197, 98 Fed. Rep. 636. The case was then brought to this court on certiorari.

In the first opinion of the district court it was stated that —

'In May, 1895, twenty bales of burlaps in good condition were received by the vessel in Liverpool, consigned to the libellant, in Philadelphia, and a bill of lading was given therefor. The bales were stowed with some other goods in compartment No. 3 of the lower steerage deck; but the compartment was not full, only one tier of cargo, 2 or 3 feet high, covering the floor, so that access to the ports was very easy and unobstructed. Four or five days after the vessel left Liverpool water was discovered in the compartment; and when the hatches were opened, a day or two later, it was found that the after port on the starboard side was admitting water freely as the vessel rolled. Both covers of the port were unfastened and open, but there was no sign of injury to either or to the surroundings of the port. No severe weather had been encountered, and no accident was known to have happened to the vessel. The ports in the compartment were inspected the day before the vessel sailed, and were believed to be closed; but several hours elapsed between the time of inspection and the time of sailing. The libellant's burlaps were injured by the water thus taken into the ship, and the present suit has been brought to determine the respondent's liability.'

'We have little difficulty in coming to the conclusion that the vessel was a staunch boat, properly manned, equipped, and supplied, and that she was in all respects fit for the voyage, except in the one respect of which the libellant complains,—the condition of the after port on the starboard side in compartment No. 3.'

And it was found 'as a fact, that the port in question was either not fastened at all, or was insecurely fastened, when the vessel left Liverpool.'

In the second opinion it was said:

'It seems to me that, although the owners of the vessel provided the proper equipment for the porthole under consideration, and although the failure to close it properly was due to negligence in the use of such equipment, nevertheless the result was unseaworthiness, because the vessel set sail with a hole in her side that was not only unknown to her officers, but was believed not to exist. She was therefore not in a condition to afford due protection to the cargo in this particular compartment. If the hole had been caused by collision while she lay at her berth, and she had been sent upon her voyage without repair, it could not be successfully asserted that she was seaworthy, although the proper tools and materials might have been among the ship's stores, and the failure to repair might be properly said to have been due to negligence in failing to use the equipment at hand.'

The circuit court of appeals said that——

'These goods were stowed in a compartment on the lower steerage deck in such manner as to admit of free access being had to the port through which the water subsequently entered. This port, and others similarly situated, were inspected on the day before the vessel sailed, and they were believed to be closed and properly fastened; but, after the Indiana had proceeded for four or five days upon her voyage, water made its appearance in the compartment, and a day in Congress assembled. That it shall not be the glass cover and the iron dummy of the port in question were open, and that through this opening the water was admitted. There had been no severe weather, no accident was known to have happened, and the port, its covers, fastenings, and surroundings, did not appear to have been in any way broken or impaired.'

And found as to the port:

'The impression made upon us by the evidence is that it was probably closed, but, be this as it may, certain it is that it was not securely fastened; and we are of opinion that, by reason of this fact, the vessel was unseaworthy.'

Messrs. J. Rodman Paul and Biddle & Ward for petitioner.

Messrs. John F. Lewis and Horace L. Cheyney for respondent.

Mr. Chief Justice Fuller delivered the opinion of the court:

Counsel for petitioner states that the question raised on this record is: 'Was the Indiana unseaworthy at the time of beginning her voyage from Liverpool to Philadelphia, or was the failure to securely fasten the port covers and keep them fastened a fault or error in the management of the vessel under the exemption of the 'Harter act?"

Act of February 13, 1893 (27 Stat. at L. 445, chap. 105), entitled 'An Act Relating to Navigation of Vessels, Bills of Lading, and to Certain Obligations, Duties, and Rights in Connection with the Carriage of Property.' The 1st, 2d, and 3d sections read:

'Be it enacted by the Senate and House of Representatives of the United The courts below concurred in the conclusion that the Indiana was unseaworthy when she sailed because of the condition of the porthole, but the district judge on the reargument felt constrained to yield his individual convictions to the rule he understood to have been laid down in The Silvia, 171 U. S. 462, 43 L. ed. 241, 19 Sup. Ct. Rep. 7.

The Silvia was decided, as all these cases must be, upon its particular facts and circumstances. The case is thus stated by Mr. Justice Gray, who delivered the opinion of the court:

'The Silvia, with the sugar in her lower hold, sailed from Matanzas for Philadelphia on the morning of February 16, 1894. The compartment between decks next the forecastle had been fitted up to carry steerage passengers, but on this voyage contained only spare sails and ropes and a small quantity of stores. This compartment had four round ports on each side, which were about 8 or 9 feet above the water line when the vessel was deep-laden. Each port was 8 inches in diameter, furnished with a cover of glass 5/8 of an inch thick, set in a brass frame, as well as with an inner cover or dummy of iron. When the ship sailed the weather was fair, and the glass covers were tightly closed, but the iron covers were left open in order to light the compartment should it become necessary to get anything from it,...