Farnsworth v. Towboat Nantucket Sound, Inc.

36 F. Supp. 3d 247, 2014 A.M.C. 2052, 2014 WL 3749158, 2014 U.S. Dist. LEXIS 102506
CourtDistrict Court, D. Massachusetts
DecidedJuly 28, 2014
DocketCivil No. 13-11192-FDS
StatusPublished
Cited by3 cases

This text of 36 F. Supp. 3d 247 (Farnsworth v. Towboat Nantucket Sound, Inc.) is published on Counsel Stack Legal Research, covering District Court, D. Massachusetts primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Farnsworth v. Towboat Nantucket Sound, Inc., 36 F. Supp. 3d 247, 2014 A.M.C. 2052, 2014 WL 3749158, 2014 U.S. Dist. LEXIS 102506 (D. Mass. 2014).

Opinion

MEMORANDUM AND ORDER ON DEFENDANT’S MOTION TO CONFIRM THE ARBITRATION AWARD

SAYLOR, District Judge.

This is a claim arising out of a marine salvage contract. Plaintiff Rodney Farns-worth III signed a salvage contract with defendant Towboat Nantucket Sound, Inc., on board his vessel at 3:30 a.m., after defendant’s towboat had pulled the vessel off a rocky shoal. The contract included a mandatory arbitration clause. Farnsworth contends, among other things, that the arbitration clause is voidable because he was forced to sign the salvage contract under duress. This case was stayed pending the outcome of the arbitration proceedings.

On November 15, 2013, the arbitration panel issued a decision in favor of Towboat Nantucket and denying the relief sought by Farnsworth. Towboat Nantucket has moved to confirm the arbitration award.

For the following reasons, the motion to confirm the arbitration award will be granted.

I. Background

A. Factual Background

The facts are set forth as alleged in the complaint unless otherwise noted.1

On July 28, 2012, at around 8:00 p.m., Rodney Farnsworth III was anchoring his motor yacht, the M/Y AURORA, in the Weepecket Island anchorage in Buzzards Bay, Massachusetts. According to Farns-worth, an errant depth-sounder reading [250]*250caused the vessel to run aground. He contends that despite the grounding, the vessel was undamaged, completely buoyant, and watertight.

According to defendant, that evening there was a line of thundershowers moving east through the Woods Hole area with heavy rain, lightning, and winds around 20 knots gusting to 33 knots. (Brown Aff., Docket No. 28, Ex. A ¶ 2). The thunderstorms had many lightning strikes and reduced visibility to less than 300 feet. (Id. ¶ 6). The tide was low and the water in the area near Farnsworth’s vessel was shallow and rocky. (See id. ¶¶2, 9, 12).

Farnsworth requested assistance from Towboat New Bedford on his radio. He had a towing insurance policy that covered tows, but not salvages. (Id. ¶ 14). Approximately an hour after the vessel was grounded, the vessel NORTHPOINT from Towboat Nantucket responded to his call. Farnsworth allowed the NORTHPOINT to give him a towline. The vessel was secured but was not moved in order to prevent possible damage. (Id. ¶¶ 10-12).

After the line was made secure, the captain of the towboat called Farnsworth on his cell phone. According to the captain, he told Farnsworth that the towboat’s services would not be covered by the towing policy “due to the rocky location and weather conditions where he was stranded.” (Id. ¶ 14).

Between midnight and 1:00 a.m., the tide rose. By about 2:00 a.m., the NORTH-POINT was able to pull the AURORA to deeper water. In the course of that operation, the vessel was pulled onto rocks, causing some damage to the hull. The vessel, however, remained operational and (according to Farnsworth) seaworthy.

Farnsworth then cast off the towline and sailed the AURORA to the harbor in Woods Hole. The NORTHPOINT also sailed to Woods Hole. While the ships were anchored there, two Towboat Nantucket employees boarded the AURORA.

Farnsworth contends that he was forced to sign a standard towing reimbursement agreement for the towing of his vessel. He was also required to execute another contract giving Towboat Nantucket rights to a salvage award for towing the vessel. After refusing three times, Farnsworth eventually signed the salvage contract. The contracts were signed at approximately 3:30 a.m. on July 29.

Farnsworth contends that he had no choice to sign the salvage contract because he was aboard his vessel with two Towboat Nantucket employees in a remote location at a late hour. According to Farnsworth, the employees told him they would not leave without the signed contract.

The salvage contract contained an arbitration provision that stated as follows:

In the event of any dispute arising out of this Contract including any dispute regarding this salvage or concerning the reasonableness of any fees or charges hereunder, all parties agree to binding arbitration in the United States in accordance with the Rules for Recreational and Small Commercial Vessel Salvage Arbitration of the Society of Maritime Arbitrators, Inc. Arbitrators shall be familiar with maritime salvage. Any award hereunder shall include interest, attorneys’ fees and costs, and arbitration administration expenses and shall be final and binding. For the purpose of enforcement, the Award may be entered for judgment in any court of competent jurisdiction.

(Salvage Contract, Docket No. 28, Ex. E, at 1).

B. Towing and Salvaging

A tow is “a service rendered by one vessel to aid the propulsion or to [251]*251expedite the movement of another vessel.” 2 Admiralty & Mar. Law § 12-1 (5th ed.). Generally, a contractual compensation rate is paid for a tow. Id. § 12-2.

In contrast, salvage “is the compensation allowed to persons by whose voluntary assistance a ship at sea or her cargo or both have been saved in whole or in part from impending sea peril, or in recovering such property from actual peril or loss, as in cases of shipwreck, derelict, or recapture.” The Sabine, 101 U.S. 384, 384, 25 L.Ed. 982 (1879); see also Faneuil Advisors, Inc. v. O/S Sea Hawk, 50 F.3d 88, 92 (1st Cir.1995) (“The admiralty doctrine of salvage, which rewards volunteers who save ships from dangers at sea, is an equitable doctrine that dates back to the Romans.”). “The presence of a marine peril is necessary for salvage; otherwise the contract is only for towage.” 2 Admiralty & Mar. Law § 12-1.

When a vessel is salvaged, the sal-vor is entitled to compensation based on (1) the labor expended by the salvor, (2) the promptitude, skill, and energy displayed by the salvor, (3) the value of the property employed by the salvor, (4) the risk incurred by the salvor, (5) the value of the property saved, and (6) the degree of danger from which the property was rescued. The Blackwall, 77 U.S. 1, 14, 10 Wall. 1, 19 L.Ed. 870 (1869); see also New Bedford Marine Rescue, Inc. v. Cape Jeweler’s Inc., 240 F.Supp.2d 101, 115 (D.Mass.2003) (reciting the Blackwall factors and awarding $11,000 award for salvage of a vessel worth $60,000). As a result, salvage awards are generally higher than the compensation for a tow. Cf. 2 Admiralty & Mar. Law § 16-5 (“[T]he theory of salvage law is that the award comes out of the property saved....”).

Towboat Nantucket claimed that Farns-worth owed it $95,546 for salvaging the AURORA, or 15 percent of the vessel’s undisputed value of $689,972. (Arbitration Award, Docket No. 26, Ex. A at 5, n. 9).

C. Procedural Background

On May 15, 2013, Farnsworth filed this action, requesting a preliminary injunction to prevent defendant from enforcing the arbitration clause of the salvage contract.

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Bluebook (online)
36 F. Supp. 3d 247, 2014 A.M.C. 2052, 2014 WL 3749158, 2014 U.S. Dist. LEXIS 102506, Counsel Stack Legal Research, https://law.counselstack.com/opinion/farnsworth-v-towboat-nantucket-sound-inc-mad-2014.