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December 23, 2009

28 CREWMAN IN DANGER ON DISABLED INDIAN FREIGHTER

On December 21, 2009, a 740 foot Indian flagged freighter, SURYAVIR, has lost power and is battling high winds and seas 540 miles southwest of Alaska’s Adak Island. The vessel has 28 crewmen on board and is currently handling 20-30 foot seas and 50 mile an hour winds. There are no current plans to abandon the ship which has been in continuos contact with the United States Coast Guard. The Maersk ALTAIR is in route to the disabled vessel to provide assistance if necessary, a commercial tug has also been dispatched and is scheduled to reach the vessel on Tuesday. The SURYVAIR was in route from China to the Columbia river and is reported to be carrying no cargo.

COAST GUARD VESSEL COLLIDES WITH SMALL RECREATIONAL VESSEL KILLING AN 8-YEAR-OLD CHILD IN SAN DIEGO BAY

A 33-foot-long Coast Guard vessel crashed into a 24-foot recreational vessel killing an 8-year-old child and seriously injuring five others. The accident happened in San Diego Bay during the annual Parade of Lights. Weather conditions were fair and clear, and the cause of the accident is under investigation. The Coast Guard vessel was reportedly responding to a grounded vessel.

December 21, 2009

WASHINGTON CRAB FISHERMAN MISSING OVERBOARD NEAR LA PUSH, WASHINGTON

A 20 year old crab fisherman has been reported as lost overboard from the F/V VICIOUS FISHER 20 miles west of La Push, Washington. The crewman was wearing rain gear and no life jacket or flotation device. The Coast Guard is conducting a search for the missing fisherman. The VICIOUS FISHER is home ported in Bellingham, Washington.

This is the second crab fisherman lost overboard in Washington in three weeks. In the first week of December, a crewman was lost from the F/V BALLAD. The commercial crab fishery in Washington and Oregon remains the most deadly fishery on the west coast. Few safety regulations apply to uninspected commercial fishing vessels involved in the Washington and Oregon crab fisheries.

The families of crewmen lost in fishing accidents have rights under Federal Maritime laws including the Jones Act and the Death On the High Seas Act.

December 10, 2009

MARITIME EMPLOYERS MUST CONDUCT RANDOM DRUG TESTS OF 50 PERCENT OF LICENSED CREWMEN

The U.S. Coast Guard issued a notice setting the minimum random drug testing rate for covered crewmembers on U.S. vessels for the year 2010 at 50%. Employees involved in serious marine incidents involving injuries, loss of life, collisions, sinkings, etc. must also be tested for drug and alcohol within two hours of the accident

Under 46 CFR 16.230, the Coast Guard requires marine employers to establish random drug testing programs for covered crewmembers on inspected and uninspected vessels.

Every marine employer is required by 46 CFR 16.500 to collect and maintain a record of drug testing program data for each calendar year, and submit this data by 15 March of the following year to the Coast Guard in an annual MIS report. Marine employers may either submit their own MIS reports or have a consortium or other employer representative submit the data in a consolidated MIS report.

The purpose of setting a minimum random drug testing rate is to assist the Coast Guard in analyzing its current approach for deterring and detecting illegal drug abuse in the maritime industry. The testing rate for calendar year 2010 is 50 percent.

The Coast Guard may lower this rate if, for two consecutive years, the drug test positive rate is less than 1.0 percent, in accordance with 46 CFR part 16.230(f)(2).

Since 2008 MIS data indicates that the positive rate is greater than one percent industry wide (1.53 percent), the Coast Guard announces that the minimum random drug testing rate will continue at 50 percent of covered employees for the period of January 1, 2010 through December 31, 2010 in accordance with 46 CFR 16.230(e).

Each year, the Coast Guard will publish a notice reporting the results of random drug testing for the previous calendar year's MIS data and the minimum annual percentage rate for random drug testing for the next calendar year.

32 FOOT GILL NET BOAT LIMIT TO STAY IN PLACE IN BRISTOL BAY, ALASKA

The 32 foot limit on salmon drift boats in Bristol Bay will stay in place. The Alaska Board of Fisheries failed to pass a proposal to repeal the 32 foot limit during its December, 2009 meeting in Anchorage. The board vote on the proposal was deadlocked at 3-3 with one board member abstaining. Supporters advocating the increase in the length argued that larger vessels would permit flooded fish holds and chilling systems to be installed thereby increasing a higher quality product. Alaska permit holders generally opposed the proposal and thought that a larger boat base might come to dominate the fishery. A similar proposal to eliminate the 32 foot restriction was rejected in 2006.

SINKING CRAB BOAT TOWED TO CRESCENT CITY

On Wednesday, a small crab fishing vessel with four people on board began taking on water about one mile south of Crescent City Harbor. The Coast Guard responded to the Mayday by dispatching a 47 foot motor life boat, and an MH Dolphin Helicopter from Humbolt Bay. The vessel was stabilized and towed to safety. There were no reported injuries. The flooding of the vessel reportedly occurred through a defect in the vessel’s salt water intake.

Improper maintenance and repairs of vessels can quickly lead to a disaster at sea. Vessels should be equipped with adequate high water alarms and bilge pumps. All vessels and their crews must be trained in abandon ship and survival training before departing port. The Coast Guard provides dockside safety exams for fishing vessels free of charge. These dockside exams for uninspected vessels focus on safety equipments such as epirbs, survival suits, and life rafts.

December 9, 2009

NEWPORT OREGON AND BELLINGHAM WASHINGTON CONTINUE TO BATTLE OVER NOAA HOME PORT

The Government Accounting Office has upheld an appeal of the National Oceanic and Atmospheric Administration’s, ( NOAA), decision to relocate its home port from Seattle to Newport. The decision to appeal the move was made by the Port of Bellingham who claimed that NOAA did not consider the fact that the Newport location was within the 100 year flood plain of the Yaquina River and therefore violated Federal rules for construction of new facilities.

The 20 year lease at stake is for the home port of four NOAA research ships that begins in 2011 and is worth in excess of $40 million dollars. The NOAA home port involves an estimated 78 shoreside employees and up to 178 researchers aboard the vessel. However, the home port location would also support and employ numerous related private industries. The NOAA center had been previously located in Seattle for the past sixty years.

NOAA has indicated that they will work with Government Accounting Office to alleviate their concerns over the Newport location. Don Mann, manager of the Port of Newport, has indicated that work is continuing ahead on the project and that the Port has hired various contractors and engineers to start work on the new Newport facility. Newport’s rent bid of $2.5 million for the NOAA site was substantially less than the Port of Bellingham’s $4 million dollar per year bid.

December 7, 2009

COMPLEX REGIONAL PAIN FREQUENTLY SEEN IN MARITIME INJURY CASES

Working as a crewman aboard a ship, tug, barge or fishing vessel, constantly exposes crewman to the risk of injuries to their hands, feet, arms and legs. Complex Regional Pain Syndrome (CRPS) is a frequent complication of those hand, feet, arm, and leg injuries that requires early diagnosis and treatment to maximize recovery. There is no prevention for CRPS and early diagnosis and treatment is key to slowing the progression of what may develop into a chronic pain that renders a maritime worker disabled.

CRPS is a chronic pain condition. It is a neurological disorder that affects the central and peripheral nervous systems. Statics show that CRPS may develop in 1 to15 percent of injuries to the peripheral nerves and in 10 to 30 percent of injuries involving fractures. Although the exact physiological mechanism of CRPS is still under investigation, CRPS is clearly related to trauma. Even a minor injury can trigger Complex Regional Pain Syndrome.

CRPS, which is also referred to as reflex sympathetic dystrophy (RSD), can be severely disabling, causing constant intense burning pain in one or more extremities. Pain and swelling in the affected limb may spread. CRPS victims have cold sensitivity and develop stiff muscles and joints that may result in contractions and muscle wasting. In the late stages of CRPS, depression and mood changes are frequently present, bone scans may show diffuse demineralization of the bones and osteoporosis in the affected hand, foot, arm, or leg.

Treatments for CRPS include injections and nerve blocks that numb the affected nerves or pain fibers. Internal pain pumps may be prescribed that deliver medications directly into the spinal cord. Spinal cord simulators may also be utilized along with bio feed back as part of the patient’s therapy. In severe and chronic cases, surgery sympathectomy may be performed to attempt to cut the nerves to the affected area.

Early medical literature suggested that patients with CRPS had a predisposing personality factor. However, current medical literature disproves that CRPS requires a preexisting personality disorder, and instead supports that the severity of pain and disability associated with CRPS can lead to depression and anxiety disorders.

Injured seamen and fishermen who have suffered injuries to their hands, feet, arms or legs should be carefully watched for potential signs of development of CRPS. If following a traumatic injury, you develop symptoms of constant burning pain in an arm, leg, hand or foot, contact your doctor for follow up and carefully explain your symptoms. CRPS can develop as a complication of surgery for broken bones and is a risk factor of carpel tunnel releases.

The maritime injury lawyers at Beard Stacey & Jacobsen have handled Jones Act injury claims for injured seaman suffering from CRPS. Injuries involving CRPS frequently leave an injured fisherman or seaman unable to return to their prior employment. Getting seaman expert medical care for CRPS injuries is vital. Pain clinic treatment is frequently needed and the seaman’s employer in almost all cases is obligated to pay for all the injured seaman’s reasonable and necessary medical bills. If the underlying injury that caused the CRPS to develop was the result of negligence or unseaworthiness, the seaman may be entitled to damages for past and future pain and suffering, loss of enjoyment of life, disability, lost wages, lost wage earning capacity, future medical expenses and more. If you have questions about your rights compensation for a maritime injury involving CRPS contact Beard Stacey & Jacobsen for a free initial consultation.

December 4, 2009

MORE DETAILS RELEASED ON DEATH OF ILWACO FISHERMAN

The crewman who was lost overboard the crab fishing boat BALLAD has been identified as Steve Neva of Ilwaco, Washington. Clatsop County recovery divers found Neva’s body caught in crab gear and lines wrapped in the propellor shaft. Evidence indicates that he was trapped beneath vessel. There was no indication that Neva had been injured by the vessel’s propeller.

Chinook, Washington crab fisherman David Lethin has ownership interest in the BALLAD. Lethin owns multiple other vessels including the ALEUTIAN BALLAD which is now be utilized in the Alaska trade to show tourists a working crab boat. Lethin’s vessels have also been highlighed in the Discovery Channel’s Deadliest Catch television show.

F/V BALLAD LOSES CREWMAN OFF COLUMBIA RIVER BAR

A 32 years old crewman was lost overboard and drown Wednesday while working on the crab boat BALLAD. The accident happened 10 miles from the Columbia River Entrance. The man was reported to be wearing only rain gear and no flotation work vest at the time of the accident.

The BALLAD is home ported in Chinook, Washington and is a 56 foot crab fishing vessel. Coast Guard records indicate the vessel is owned by Ballad Inc. of Chinook, Washington. The crew of the BALLAD issued a may day call at 1:00 p.m. reporting the man overboard. Helicopter crews from North Bend and Astoria responded to the call and a motor life boat crew from Cape Disappointment in Ilwaco was also dispatched to the search for the crewman. A dive team from Clatsop County was able to recover the crewman’s body whose identity is being withheld pending notification of family.

Tragically, this death again highlights the extreme dangers of the Washington and Oregon State Dungeness crab fisheries. Resent studies released by the National Transportation and Safety Board showed that Dungeness crab fisherman in Washington and Oregon were ten times more likely to die while working than other commercial fisherman. The Coast Guard had implemented operation Safe Crab in an attempt educate fisherman on common safety concerns. Owners of some crab boats in the Ilwaco and Chinook areas require all crewman to wear a floatation type work vest while working on deck.

Families of fisherman who are lost at sea have claims for compensation under Federal Maritime law. Those laws are very complex, particularly where the case involves a death on the high seas. Beard Stacey & Jacobean is one of the nations most experienced maritime law firms in representing families in claims for wrongful death.

December 2, 2009

WASHINGTON STATE SUPREME COURT UPHOLDS SANCTIONS FOR DISCOVERY ABUSE CLEARING WAY FOR REINSTATEMENT OF $ 8 MILLION DOLLAR JUDGMENT

In a landmark decision, the Washington State Supreme Court has reinstated an 8 million dollar default judgment entered in favor of a car crash victim seriously injured while a passenger in a Hyundai Accent. The Washington State Supreme Court stated that trial courts need not tolerate deliberate and willful discovery abuse and that in appropriate cases, entry of judgment in favor of the opposing party may be warranted.

Court Rules throughout the nation permit parties in litigation to serve upon opposing parties requests to produce information and records relevant to the lawsuit. This discovery process is central to our American System of justice. In this case, the plaintiff Jesse Magana was rendered a paraplegic in the accident as the result of an alleged negligent design of the car passenger seat which collapsed in the accident. In 2000 and 2001, Magana submitted discovery requests to Hyundai asking for Hyundai to produce documents relating to prior seat back failures in Hyundai products.

Hyundai objected and provided evasive answers to Magana discovery requests seeking information about seat back failures in Hyundai cars. After years of litigation, including a first trial and appeal, Magana moved for an order to compel full and complete responses by Hyundai to the discovery request. Hyundai opposed the motion to produce the prior seat back failure documents claiming it was burdensome and would not lead to discovery of admissible evidence. The trial court rejected Hyundai’s arguments and agreed with Magana and ordered Hyundai to produce the documents. After this order was issued in November, 2005, Hyundai then disclosed that there had been nine other instances of known seat back failures. This disclosure was made just two weeks before Magana’s second trial was to commence.

Based upon Hyundai’s previous failure to disclose the nine prior seat back failures, Magana moved for entry of default judgment. Magna argued that Hyundai delayed in producing the documents for nearly five years severely prejudicing his case. The trial court entered a default judgment against Hyundai for failure to comply with the discovery rules. The trial court found that Hyundai had willfully violated the discovery rules by not disclosing the prior seat back failures when requested to do so in discovery.

The Washington Appellate Court similarly found that Hyundai’s discovery responses were false, misleading, and evasive. However the Appellate Court held that entry of a default judgment in favor of Magana was too severe of a sanction based upon a finding that there was inadequate evidence to support the claim that the late production by Hyundai substantially prejudiced Magana.

The Washington State Supreme Court reversed the Appellate Court’s decision and found that in fact, the entry of the default judgement was proper. The Washington State Supreme Court held that Hyundai should have timely responded to Magana’s discovery requests relating to prior seat back failures. Importantly, the decision stated that Magana should not have had to file a motion to compel to require Hyundai to produce the relevant documents. Critical to the decision to enter a default judgment was the determination that Hyundai’s late disclosure had prejudiced Magana’s ability to prepare for trial. As noted by the trial court, sanctions for discovery violations should not reward a party who has committed the violations and granting a continuance would only have exacerbate this situation in Magana case.

Most importantly, the Washington State Supreme Court ruled in Magana that broad discovery is permitted under the Court Rules, “it is not grounds for objection that the information sought will not be admissible at trial if the information sought appears likely to lead to discovery of admissible evidence. The Supreme Court Stated:

"If a party objects to an interrogatory or request for production, then the party must seek a protective order under CR 26(c). If the party does not seek a protective order, that the party must respond to the discovery request. The party may not simply ignore or fail to respond to the request. An evasive answer or misleading answer is to be treated as a failure to answer."

The Magana decision places the burden on the party resisting relevant discovery requests to either produce the documents requested or seek a protective order. A party in Washington State can no longer hide critical, relevant documents behind objections and evasive answers or they will be running the risk of severe Court ordered sanctions.

Maritime injury lawyers representing injured seaman and fisherman frequently battle issues such as that presented in Magana. The practice previously utilized by big maritime employers of objections to discovery and providing incomplete and evasive answers will have to change in the wake of the Washington State Supreme Court’s decision in Magana. Complete crew list should be produced, accidents aboard other vessels owned by the Defendants should be produced, and complete earning records should all now be produced. The burden will be on the employer to get a protective order from the Court rather than simply “ignoring” or objecting to valid requests for discovery.

THREE RESCUED FROM SINKING FISHING VESSEL NEAR COOS BAY OREGON

Three crewman were rescued Tuesday from the 38 foot fishing vessel MANATEE. The vessel began taking on water near the entrance to Coos Bay, Oregon. The United States Coast Guard sent a 47 foot motor life boat to rescue the crewmen. The vessel reportedly sank and an investigation into the cause of the sinking and salvage efforts are underway. Records indicate the MANATEE was built in 1941 and is owned by William Merrit. There are no reported injuries at this time.

The Coos Bay bar entrance is notoriously dangerous in heavy seas and high tides. Studies by the National Transportation and Safety Bureau have identified the Oregon Coast Crab fishery as the most dangerous fishery on the West Coast. Tragedy appears to have been diverted in this case, but safety precautions must be followed at all times to prevent seamen and fishermen lives from being lost.

December 1, 2009

STATE OF ALASKA TO PAY OUT OF STATE FISHERMAN $ 70 MILLION

Fisherman from outside of the State of Alaska who paid “out of state fees” for commercial fishing licenses and permits from 1984 to 2004 will receive up to $ 70 million dollars in compensation. As the result of a class action lawsuit filed in 1984, the Alaska Court has ruled that the State of Alaska must reimburse out of state fisherman for excessive charges. The Court held that charging the non-Alaska fisherman a fee differential violated the privileges and immunities clause of the United States Constitution. Much of the $70 million dollars is the result of the 11% compound interest rate that was set on the damages. Prior to 2004, the State of Alaska had customarily charged non-residents as much as three times more for fishing permits and licenses than it charged Alaska residents. The refunds must be approved by the Alaska State legislature but are anticipated to be paid out to claimants beginning in 2010. The compensation plan is complicated and not all non-residents will receive compensation. Issues still remain over reasonable attorneys fees and the State of Alaska’s contribution to those legal fees.