Avero Belgium Insurance v. American Airlines, Inc.

423 F.3d 73, 2005 U.S. App. LEXIS 19279
CourtCourt of Appeals for the Second Circuit
DecidedOctober 6, 2005
DocketDocket 04-2137-CV
StatusPublished
Cited by15 cases

This text of 423 F.3d 73 (Avero Belgium Insurance v. American Airlines, Inc.) is published on Counsel Stack Legal Research, covering Court of Appeals for the Second Circuit primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Avero Belgium Insurance v. American Airlines, Inc., 423 F.3d 73, 2005 U.S. App. LEXIS 19279 (2d Cir. 2005).

Opinion

JOSÉ A. CABRANES, Circuit Judge.

This appeal arises from an effort by a shipper to recover from an air carrier for loss of goods transported by international air freight. We are asked to determine which version of the treaty governing air transportation was in effect between the United States and Belgium on March 9, 2001 — the date on which the air carrier’s waybill 1 in this case was issued. Specifically, the question presented is whether, at that time, the United States was a party to The Hague Protocol of 1955 that amended the Warsaw Convention of 1929. 2

The United States District Court for the Southern District of New York (Robert W. Sweet, Judge) answered this question in the affirmative, holding that the United States had acceded to The Hague Protocol *76 when it ratified Montreal Protocol No. 4 in 1998. Because we hold that the United States did not become a party to The Hague Protocol until after the Senate consented to the Protocol’s ratification on July 31, 2003, see S. Treaty Doc. No. 107-14 (2003), we reverse the judgment of the District Court and remand for further proceedings consistent with this opinion.

BACKGROUND

On March 9, 2001, American Airlines, Inc. (“defendant” or “AA”) issued an air waybill to Asco Industries, N.V. (“Asco”) for the carriage of five crates from Brussels, Belgium to Tulsa, Oklahoma. The waybill listed Chicago as the only stop en route, but, due to rescheduling, the cargo was shipped through Dallas. Only one of the five crates arrived in Tulsa. On August 16, 2002, this action for damages for the loss of the other four crates was brought against AA by Asco’s subrogated underwriter, Royal & Sun Alliance Insurance (“plaintiff’).

In the District Court, defendant airline maintained that its liability for the lost crates was limited to $20 per kilogram by Article 22(2) of the Original Warsaw Convention. 3 See note 2, ante. Plaintiff responded that defendant could not take advantage of the limitation on liability set forth in Article 22(2) of the Original Warsaw Convention because defendant had failed to comply with the requirements of Articles 9 and 8(c) of the Convention, both of which had to be fulfilled in order to trigger Article 22(2)’s limitation of liability. Article 9 states that “if the air waybill does not contain all the particulars set out in article 8(a) to (i) ..., the carrier shall not be entitled to avail himself of the provisions of this convention which exclude or limit his liability.” 49 Stat. at 3017. In turn, Article 8(c) requires that “[t]he air waybill shall contain ... [t]he agreed stopping places.” Id. at 3016. Plaintiff alleged that defendant had not met these requirements — and could not limit its liability pursuant to the treaty — because defendant’s air waybill listed Brussels, Chicago, and Tulsa, but the shipment was rerouted through Dallas. 4

Defendant replied that in 2001 the United States and Belgium both adhered, not to the Original Warsaw Convention, but to the amended version adopted by The Hague Protocol of 1955, see note 2, ante, and that Article VI of The Hague Protocol deleted most of the “air consignment note” requirements of the Original Warsaw Convention, including the “agreed stopping places” requirement of Article 8(c). See 478 U.N.T.S. at 379.

On February 21, 2003, plaintiff moved for partial summary judgment on the limited liability issue, urging that the United States had not yet ratified The Hague Protocol at the time the air waybill was *77 signed (March 9, 2001), and that the unamended Original Warsaw Convention therefore governs the instant dispute. Defendant opposed the motion on the ground that the United States had acceded to The Hague Protocol on March 4, 1999, when the United States’ ratification of Montreal Protocol No. 4, see note 2, ante, took effect.

On July 23, 2003, the District Court denied plaintiffs motion for partial summary judgment, finding that the United States had acceded to The Hague Protocol by virtue of its ratification of Montreal Protocol No. 4 in 1998. See Royal & Sun Alliance Ins. v. Am. Airlines, Inc., 277 F.Supp.2d 265, 267 (S.D.N.Y.2003). On March 13, 2004, the parties agreed to a stipulated judgment, subject to plaintiffs right to appeal the District Court’s denial of partial summary judgment. That appeal is now before this Court.

DISCUSSION

We review a grant or denial of summary judgment de novo. See Schwan-Stabilo Cosmetics GmbH & Co. v. Pacificlink Int’l Corp., 401 F.3d 28, 31 (2d Cir.2005). For the reasons that follow, we hold that the District Court erred in finding that The Hague Protocol of 1955 governs the present dispute. When the United States ratified Montreal Protocol No. 4 in 1998 (effective March 4, 1999), it did not accede to The Hague Protocol. Rather, it expressed an intention not to be bound by The Hague Protocol against States that, like Belgium, were not parties to Montreal Protocol No. 4. This intention is evident from the treaty language and is not overcome by any “secondary” evidence of the United States’ intentions. We therefore reverse the District Court’s denial of plaintiffs motion for partial summary judgment and remand the cause to the District Court. We further direct the District Court to grant plaintiffs motion for partial summary judgment consistent with our holding that the Original Warsaw Convention governs the instant dispute.

A. The Law of Treaties

We look principally to two factors in determining whether a particular international agreement constitutes binding treaty law in the United States: (1) whether the United States has consented to be bound by that agreement, and (2) whether that agreement, by its terms, has entered into force as of the date in question.

1. Consent To Be Bound

The Constitution vests the President with the “Power, by and with the Advice and Consent of the Senate, to Make Treaties, provided that two thirds of the Senators present concur.” U.S. Const, art. II, § 2, cl. 2. This and other “ ‘constitutional provisions have come to be regarded as explicit textual manifestations of the inherent presidential power to administer ... the foreign policy of the United States.’ ” Tachiona v. United States, 386 F.3d 205, 213 (2d Cir.2004) (quoting Laurence H. Tribe, American Constitutional Law § 4-3, at 638 (3d ed.2000)). While the President alone has the authority to negotiate and ratify treaties, see United States v. Curtiss-Wright Exp. Corp., 299 U.S. 304, 319, 57 S.Ct. 216, 81 L.Ed. 255 (1936), he cannot act unilaterally, see Tachiona, 386 F.3d at 212; see also The Federalist No. 69 (Alexander Hamilton) (reprinted in IV The Papers of Alexander Hamilton

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423 F.3d 73, 2005 U.S. App. LEXIS 19279, Counsel Stack Legal Research, https://law.counselstack.com/opinion/avero-belgium-insurance-v-american-airlines-inc-ca2-2005.