L & C Marine Transport, Ltd. v. Ward
| Decision Date | 22 March 1985 |
| Docket Number | No. 84-8303,84-8303 |
| Citation | 755 F.2d 1457 |
| Parties | L & C MARINE TRANSPORT, LTD., et al., Plaintiffs-Appellees, v. Johnny WARD, Linda Ward, and Robert Freeman, Claimants-Appellants. |
| Court | U.S. Court of Appeals — Eleventh Circuit |
J. Anderson Harp, J. Sherrod Taylor, Columbus, Ga., for Ward.
Ralph Lorberbaum, Savannah, Ga., for Freeman.
Gustave R. Dubus, Savannah, Ga., for plaintiffs-appellees.
Appeal from the United States District Court for the Southern District of Georgia.
Before JOHNSON and CLARK, Circuit Judges, and LYNNE *, District Judge.
Appellants brought suit in the Superior Court of Chatham County, Georgia, to recover for personal injuries sustained while preparing to unload the OSWEGO PLANTER, a cargo vessel owned by appellee L & C Marine Transport Limited 1 and operated by appellee Oswego Latex Carrier Corporation. In response, the appellees instituted this action in the United States District Court for the Southern District of Georgia, petitioning for exoneration from or limitation of liability. The appellants then appeared as claimants in the federal court proceedings and sought to prove the appellees negligent. After a bench trial, the district court entered summary judgment exonerating the appellees, and this appeal ensued. We affirm.
Johnny Ward and Robert Freeman were injured by a flailing steel cable while attempting to rig one of the OSWEGO PLANTER's cargo booms. Use of the boom had become necessary when the shore-based cargo equipment rented from the port authority broke down. Having performed similar operations on numerous prior occasions, Ward and Freeman were familiar with the task of rigging and operating the cargo boom, and were authorized to use the vessel's equipment if necessary.
The accident occurred atop a platform from which the workers could operate four five-ton cargo booms, as well as a twenty-two-ton boom that had been added to the OSWEGO PLANTER in 1972. Ward and Freeman were injured when they attempted to lower one of the five-ton booms. The boom is lowered by a steel cable called the "topping lift wire." One end of the topping lift wire is attached to the free end of the cargo boom. The cable is then threaded through a pulley high on the ship's mast and connected by a clamp to a non-powered winch (called the "topping lift reel") located at the base of the mast. The boom is raised and lowered by spooling the topping lift wire on and off the topping lift reel.
The source of power for raising and lowering the boom is applied through a second steel cable (called the "bull wire"), which is connected to a powered winch that rests on the platform a few feet away from the topping lift reel. When fully rigged, the bull wire runs directly from a circular drum on the powered winch (called the "gypsy head") to the topping lift reel, separated on the reel from the topping lift wire by a circular steel divider plate. To raise the boom, the powered winch is operated so that the bull wire spools from the topping lift reel onto the gypsy head and the topping lift wire is spooled onto the reel. The boom is lowered by gravity when the powered winch is operated so that the bull wire spools from the gypsy head to the topping lift reel and the topping lift wire spools off the reel.
Cargo ships frequently enter port with their cargo equipment fully rigged and their booms in an upright, or "topped," position. In this instance, however, the OSWEGO PLANTER's chief officer had ordered the bull wire removed from the gypsy head so that the powered winch could be used in an unrelated operation. The section of the bull wire removed from the gypsy head was left loosely coiled on top of the topping lift reel. A locking bar designed to catch, when dropped, the teeth of two ratchet wheels found on either end of the topping lift reel held the cargo boom in its topped position. Thus, when Ward and Freeman mounted the platform, their first task was to re-attach the bull wire to the gypsy head.
According to federal safety regulations, "the bull wire shall be secured to the gypsy head by shackle or other equally strong method." 29 C.F.R. Sec. 1918.54(e)(1). Ward and Freeman did not employ a shackle, for that would have necessitated finding and attaching the end of the bull wire to the gypsy head and then operating the powered winch until all of the loose cable was wound onto the gypsy head. Rather, they chose to make several wraps around the gypsy head from somewhere in the middle of the bull wire, leaving the remainder on the floor of the platform. As the boom was being lowered, Freeman was to guide by hand the remainder of the bull wire onto the gypsy head. Ward was to operate the powered winch, and a third worker was to disengage the locking bar and hold it up.
After lowering the cargo boom a short distance, the workers stopped to check its position. The locking bar was not engaged. The boom began to shake and fall. Freeman could not hold on to the bull wire against the weight of the falling boom. He let go, and as the boom fell the topping lift wire spooled off the topping lift reel so fast that when it reached its end the clamp was snatched off. Simultaneously, the bull wire was spooled off the floor, around the gypsy head, and onto the topping lift reel with increasing speed. The flying bull wire severed Ward's feet from his body and struck Freeman in the abdomen.
The appellants propound three factual bases for liability, each of which is grounded upon the legal duty of the appellees to turn over the cargo vessel and its equipment to the longshoremen in such condition that expert and experienced workers will be able, by the exercise of reasonable care, to carry on cargo operations with reasonable safety. Scindia Steam Navigation Co. v. De Los Santos, 451 U.S. 156, 167, 101 S.Ct. 1614, 1622, 68 L.Ed.2d 1 (1981); Marine Terminals v. Burnside Shipping Co., 394 U.S. 404, 416, 89 S.Ct. 1144, 1151, 22 L.Ed.2d 371 (1969). First, the appellants contend that the workspace on the platform was inadequate due to the presence of a wooden box used to store cables and accessories for the cargo booms. In particular, Ward claims that the placement of the box prevented his escape from the flailing bull wire. Second, the appellants claim the locking bar was rusted and bent, making it inoperable and resulting in its failure to stop the falling cargo boom. Third, the appellants argue that the appellees' failure to deliver the OSWEGO PLANTER to the longshoremen with its cargo gear fully rigged constituted negligence and was a substantial factor in causing their injuries.
The district court rejected these arguments and found instead that the accident resulted directly from the operational negligence of the longshoremen in failing to use a shackle to secure the bull wire to the gypsy head and in failing to engage the locking bar while checking the position of the boom. Detailed federal safety regulations require that a shackle be employed, when one is available, to connect the bull wire to the gypsy head. 2 The district court found in this case that at least one shackle was present on the platform and other shackles were available elsewhere on the ship. This finding is not challenged on appeal. Had the bull wire been shackled, concluded the district court, all of the loose cable would have been wound around the gypsy head and the powered winch would have served to brake the falling boom. Alternatively, had the locking bar been engaged when the lowering operations were halted, control of the boom would not have been lost.
The appellants challenge several of the district court's findings of fact. These findings can be set aside on appeal only if "clearly erroneous." Fed.R.Civ.P. 52(a). A finding of fact is clearly erroneous when "the reviewing court on the entire evidence is left with the definite and firm conviction that a mistake has been committed." United States v. United States Gypsum Co., 333 U.S. 364, 395, 68 S.Ct. 525, 542, 92 L.Ed. 746 (1948); see e.g., Lincoln v. Board of Regents of University System of Georgia, 697 F.2d 928, 940 (11th Cir.1983). Here, the parties introduced evidence supporting contrary theories of what caused the appellants' injuries. The district court, in turn, made crucial evaluations of witness credibility, particularly where the expert testimony conflicted. Under these circumstances, we should be reluctant to overturn the district court's findings. E.g., Charpentier v. Fluor Ocean Services, Inc., 613 F.2d 81, 85 (5th Cir.1980). Where the evidence supports more than one conclusion and the trial court has decided to weigh it more heavily in favor of one of the litigants, "[s]uch a choice between two permissible views of the weight of the evidence is not 'clearly erroneous.' " United States v. Yellow Cab Co., 338 U.S. 338, 342, 70 S.Ct. 177, 179, 94 L.Ed. 150 (1949); see e.g., Baylor v. Jefferson County Board of Education, 733 F.2d 1527, 1532 (11th Cir.1984).
(1) Did the wooden box prevent Ward's escape?
The district court found that the wooden box was in no way related to the falling of the boom nor did it prevent Ward's escape from the flying bull wire. The court also found that the size of the available work space was sufficient for the safe...
To continue reading
Request your trial
- Chaney v. Fayette Cnty. Pub. Sch. Dist. & Curtis R. Cearley
-
Bobo v. Tenn. Valley Auth.
...of abundant evidence that was admitted, the district court's consideration of it was harmless. See L & C Marine Transp., Ltd. v. Ward , 755 F.2d 1457, 1463 (11th Cir. 1985). Put somewhat differently, based on the evidence that was properly considered, the district court did not err in findi......
-
Csx Transp., Inc. v. State Bd. of Equalization
...based on "crucial evaluations of witness credibility, particularly where the expert testimony conflicted." L&C Marine Transp., Ltd. v. Ward, 755 F.2d 1457, 1461 (11th Cir.1985). The district court also based its finding on the failure of the Railroad to state what the terminal growth rate s......
-
U.S. v. Burton
...that no payment had been received from MCEDC on or about April 14, 1983, corroborated his testimony. See L & C Marine Transport, Ltd. v. Ward, 755 F.2d 1457, 1463 (11th Cir.1985); Coughlin v. Capitol Cement Co., 571 F.2d 290, 307 (5th C. Newly Discovered Evidence Appellants argue that the d......