Falconer v. Penn Maritime, Inc.

421 F. Supp. 2d 190, 64 Fed. R. Serv. 3d 344, 2006 A.M.C. 1430, 2006 U.S. Dist. LEXIS 10073, 2006 WL 620791
CourtDistrict Court, D. Maine
DecidedMarch 10, 2006
DocketCIV.05-42-B-W
StatusPublished
Cited by6 cases

This text of 421 F. Supp. 2d 190 (Falconer v. Penn Maritime, Inc.) is published on Counsel Stack Legal Research, covering District Court, D. Maine primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Falconer v. Penn Maritime, Inc., 421 F. Supp. 2d 190, 64 Fed. R. Serv. 3d 344, 2006 A.M.C. 1430, 2006 U.S. Dist. LEXIS 10073, 2006 WL 620791 (D. Me. 2006).

Opinion

ORDER ON PLAINTIFF’S MOTION FOR A NEW TRIAL

WOODCOCK, District Judge.

On July 30, 2000, Bruce Falconer, an Assistant Engineer for Penn Maritime, fell into an open hatch on Penn Maritime’s tug, the VALIANT, dropped approximately fourteen feet, and sustained a crush injury to his thoracic spine, rendering him paralyzed below his mid-chest. Mr. Falconer filed a Jones Act and unseaworthiness claim against his employer. After a three-week trial, the jury returned a verdict in favor of Mr. Falconer; it assessed a total damage award of $5,062,060.00, reduced by 35% due to Mr. Falconer’s own negligence, for a final verdict of $3,290,339.00. Jury Verdict (Docket # 116); Judgment (Docket # 120). Mr. Falconer moves for a new trial on liability claiming the Court erred in certain eviden-tiary and other rulings and for a new trial on damages claiming the Jury was too parsimonious in awarding $100,000.00 in pain and suffering damages. This Court denies Mr. Falconer’s motion.

I. Statement of Facts

On July 30, 2000, Penn Maritime employees Bruce Falconer, Captain Kim Du-plantis, and Port Engineer Manuel Carval-heiro, were working together on the Tug VALIANT in drydock at Tampa, Florida. 1 That morning, Mr. Falconer resolved to *193 mount a transition piece onto an engine in the lower engine room located below the upper and main decks. 2 To access the lower engine room, hatches at the upper and main decks had to be opened and the transition piece, a relatively large piece of equipment, had to be lowered by crane through the open hatches.

The three men, who were alone on the vessel, opened the hatches by using the crane on the upper deck. After opening the hatch on the upper deck, they used' the crane to lift the cover off the main deck hatch and brought it to the upper deck. Captain Duplantis noticed the underside of the main deck hatch cover needed painting. Captain Duplantis decided to paint it while Mr. Falconer and Mr. Carvalheiro attached the transition piece. The main deck hatch cover on the upper deck, a hole approximately 5 feet by 5 feet was left open on the main deck.

As Mr. Falconer and Mr. Carvalheiro began working on moving and securing the transition piece, Captain Duplantis went to the open main deck hatch and began to erect a safety railing around the hole. The safety railing consisted of stanchions and a rope. The stanchions were to be fixed in the inside lip of the hatch and once secure, the rope would be strung from stanchion to stanchion, creating a rope railing around the hatch opening.

Captain Duplantis had some difficulty locating the safety rail equipment and as he was erecting the stanchions, Mr. Car-valheiro informed him that-the transition piece job would take much less time than the hatch painting job and it made more sense to close the hatch. At that point, Captain Duplantis removed the stanchion or stanchions and began looking for a cable sling and shackles to attach to the hatch cover and reclose the main hatch. As Captain Duplantis was looking for this equipment near the open hole, Mr. Falconer appeared on the main deck.

Mr. Falconer was carrying a large flat box on top of which was a gasket that he intended to install between the engine and the transition piece. He held the box and gasket with both hands in front of himself, making a V shape. Captain Duplantis asked Mr. Falconer where the shackles were located and Mr. Falconer responded and proceeded forward. As he walked toward the open hatch, Captain Duplantis shouted, “Hatch Open”, a standard warning in these circumstances aboard vessels like the Tug VALIANT.

There are two versions of what occurred next. 3 The first is that after walking close to the open hatch, Mr. Falconer bumped into a doorway, lost his balance, and fell into the hatch opening. Captain Duplantis recalled that Mr. Falconer walked near the open hatch and turned to enter the engine room doorway. The captain testified that Mr. Falconer stopped suddenly as if the gasket box had struck the sides of the doorway. Captain Duplantis described Mr. Falconer moving backwards, dropping *194 the box, and turning as if he had lost his balance. He said Mr. Falconer appeared to try and grab a part of the hatch opening as he fell into it. Mr. Falconer’s counsel raised a second possibility: that Mr. Falconer simply walked straight into the open hole.

Mr. Falconer suffered a devastating personal injury. He sustained a basal skull fracture, a spinal fracture at T6-7, and significant sequelae, including pulmonary problems, infection, and neuropathic pain. Although he has use of his arms, he has no feeling below mid-chest and his mid to lower body is permanently paralyzed. He is permanently confined to a wheelchair. He required extensive spinal stabilization surgery and faces the possibility of future surgery. He has experienced a host of problems and faces others, including scoliosis, renal failure, significant bladder and bowel problems, arthritis, shoulder symptoms, and a shortened life expectancy. He underwent a rigorous course of physical and occupational therapy and continues to require ongoing therapy. He has undergone psychological counseling.

Mr. Falconer has persevered despite his substantial limitations. Mr. Falconer comes from a family of high achievement and he is intelligent, having graduated from Maine Maritime Academy in 1984 with a bachelor of science in engineering. At the time of the accident, he held a license from the United States Coast Guard as a second assistant engineer-— steam and diesel. Before the accident, Mr. Falconer was physically fit and active and he has been unable to continue many of the more strenuous activities, such as mountain climbing and snowshoeing. He has, however, remained as active as possible. He has participated in such activities as scuba-diving training, handicapped skiing (water and downhill), hand cycling, snowmobiling, fishing, and boating. These activities, however, require the active assistance of others and he has been able to do them only rarely. His daily routine includes two or three hours of exercise with home-exercise equipment. He has not been as actively involved with his son, Connor. Before his accident, he played sports with Connor and helped coach his Little League team. Since his accident, he has been able to go to Connor’s games, but occasionally has had difficulty in the absence of handicap facilities. The injury has had an impact on his marriage. His wife, Lee Falconer, has continued to be loving and supportive; however, his injury has affected both him and her, and as a consequence, them.

Regarding special damages, Penn Maritime previously advanced a total of $397,098.00 for such items as a new mortgage-free, wheelchair-accessible home, a wheelchair-accessible van, and home-exercise equipment as well as advanced lost wages in the amount of $82,503.00. The parties ultimately agreed that Mr. Falconer’s medical bills had been paid to date and were not an element of damage.

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421 F. Supp. 2d 190, 64 Fed. R. Serv. 3d 344, 2006 A.M.C. 1430, 2006 U.S. Dist. LEXIS 10073, 2006 WL 620791, Counsel Stack Legal Research, https://law.counselstack.com/opinion/falconer-v-penn-maritime-inc-med-2006.