KENNEDY v. HOEGH AUTOLINERS SHIPPING PTE, LTD.

CourtDistrict Court, D. New Jersey
DecidedJune 12, 2020
Docket2:18-cv-08599
StatusUnknown

This text of KENNEDY v. HOEGH AUTOLINERS SHIPPING PTE, LTD. (KENNEDY v. HOEGH AUTOLINERS SHIPPING PTE, LTD.) is published on Counsel Stack Legal Research, covering District Court, D. New Jersey primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
KENNEDY v. HOEGH AUTOLINERS SHIPPING PTE, LTD., (D.N.J. 2020).

Opinion

UNITED STATES DISTRICT COURT FOR THE DISTRICT OF NEW JERSEY

NOT FOR PUBLICATION

BARBARA KELLY f/k/a BARBARA Civil Action No. KENNEDY, and ALFATAH KENNEDY, OPINION & ORDER Plaintiffs, 2:18cv8599 ES-SCM v.

[D.E. 41] HOEGH AUTOLINERS SHIPPING PTE, LTD., HOEGH AUTOLINERS, INC., HOEGH AUTOLINERS SHIPPING AS, and/or HOEGH AUTOLINERS MANAGEMENT AS, as owner of the vessel Hoegh Masan voy. 66,

Defendants. STEVEN C. MANNION, United States Magistrate Judge. Before this Court is defendant Hoegh Autoliners Shipping PTE, LTD’s (“Hoegh PTE”) motion to dismiss for insufficient process, insufficient service of process, and lack of personal jurisdiction.1 Plaintiffs Barbara Kelly and her husband Alfatah Kennedy (together, “the Kennedys”) oppose and informally request additional time for discovery and service of process. For the reasons set forth herein, the Kennedys’ informal motion for additional time for service of process and time for jurisdictional discovery are granted. Hoegh PTE’s motion to dismiss is

1 (ECF Docket Entry No. (“D.E.”) 41, Notice of Motion). Unless indicated otherwise, the Court will refer to documents by their docket entry number and the page numbers assigned by the Electronic Case Filing System. administratively terminated without prejudice to refiling after completion of jurisdictional discovery.

I. BACKGROUND AND PROCEDURAL HISTORY On October 18, 2015, Barbara Kennedy was injured while working as a harbor worker for Ports America, Inc. aboard the Motor Vessel Hoegh Masan Voy. 66 (“the Vessel”) while it was docked in Port Newark, New Jersey.2 As a result of these injuries, she and her husband brought this action pursuant to the Longshore and Harbor Workers’ Compensation Act (“LHWCA”)3 against Hoegh PTE, Hoegh Autoliners Shipping (“Hoegh Shipping”), Hoegh Autoliners, Inc. (“Hoegh Autoliners”), and Hoegh Autoliners Management AS (“Hoegh Management”).4 It is not disputed that Hoegh PTE, a Singapore corporation, is the title owner of the Vessel.5 The Kennedys allege that Hoegh PTE or one of the other Hoegh entities was in possession or

control of the Vessel at the time of her injury.6 It was Hoegh PTE’s practice to tie down vehicles being transported across the ocean.7 The Vessel’s crew was responsible for removing the tie downs and stowing them before the stevedores boarded to remove the vehicles.8 Mrs. Kennedy tripped and fell over a tie that was not properly stowed before she boarded to move vehicles.9

2 (D.E. 25, Sec. Amend. Complt. ¶ 1).

333 U.S.C. § 905(b). 4 (D.E. 25, Sec. Amend. Complt. ¶ 1).

5 (D.E. 26, Ans. ¶¶ 5, 10).

6 (D.E. 25, Sec. Amend. Complt. ¶ 10).

7 (D.E. 25, Sec. Amend. Complt. ¶ 12).

8 (D.E. 25, Sec. Amend. Complt. ¶¶ 12-15).

9 (D.E. 25, Sec. Amend. Complt. ¶¶ 19-22). The Second Amended Complaint was filed with the consent of the parties.10 The Hoegh Defendants answered on the same date11 and the parties stipulated to the dismissal of Hoegh Autoliners, Hoegh Shipping, and Hoegh Management.12 An order dismissing those parties with prejudice was entered on June 19, 2019, leaving Hoegh PTE as the sole remaining defendant.13

On November 11, 2019, Hoegh PTE moved to dismiss.14 The Kennedys have opposed. II. MAGISTRATE JUDGE AUTHORITY

Magistrate judges may ready dispositive motions for resolution by report and recommendation, but are authorized to decide any non-dispositive motion designated by the Court.15 This District blanketly specifies that magistrate judges may determine all non-dispositive pre-trial motions.16 Non-dispositive motions include motions for jurisdictional discovery17 and motions for extension of time for service of process.18

10 (D.E. 24, Stip.).

11 (D.E. 26, Ans.).

12 (D.E. 27, Stip.).

13 (D.E. 29, Order of Dismissal).

14 (D.E. 41).

15 28 U.S.C. § 636(b)(1)(A). 16 L. CIV. R. 72.1(a)(1); 37.1. 17 Vandeveire v. Newmarch, 2013 WL 6054804, at *3, 2013 U.S. Dist. LEXIS 162851 (D.N.J. Nov. 15, 2013). 18 Klagsburn v. Va’ad Harabonim, 53 F. Supp.2d 732, 733 n.1 (D.N.J. 1999). III. LEGAL STANDARD AND ANALYSIS

This action concerns claims by a harbor worker for negligence against the title owner of the vessel on which she was injured.19 The LHWCA provides in pertinent part: (b) In the event of injury to a person covered under this Act caused by the negligence of a vessel, then such person … may bring an action against a vessel as a third party.... 20 The Act did not “specify the acts or omissions of the vessel that would constitute negligence,” the bounds of a vessel's duty are “left to be resolved through the ‘application of accepted principles of tort law and the ordinary process of litigation.”21 Shipowners owe a duty to exercise ordinary care in turning over a vessel to the stevedoring contractor.22 This includes a duty to “warn of latent defects in the cargo stow and cargo area” of “hazards that are not known to the stevedore and that would be neither obvious to nor anticipated by a skilled stevedore in the competent performance of its work.”23 For these reasons, the turn over duty is “narrow when the alleged defect occurs in the cargo stow or cargo area (an area typically within the purview of the stevedores)….”24

19 Howlett v. Birkdale Shipping Co., S.A., 512 U.S. 92, 96, 114 S. Ct. 2057, 2062, 129 L. Ed. 2d 78 (1994) (citations omitted).

20 33 U.S.C. § 905(b).

21 Scindia Steam Navigation Co. v. De Los Santos, 451 U.S. 156, 165-66 (1981).

22 Howlett v. Birkdale Shipping Co., S.A., 512 U.S. 92, 98, 114 S. Ct. 2057, 2063, 129 L. Ed. 2d 78 (1994) (citing Scindia Steam, 451 U.S., at 167, 101 S.Ct., at 1622).

23 Howlett, 512 U.S. at 105, 114 S. Ct. at 2067, 129 L. Ed. 2d 78 (citations Scindia Steam, 451 U.S., at 167, 101 S.Ct., at 1622).

24 Jones v. Sanko S.S. Co., Ltd, 148 F.Supp.3d 374, 388 (D.N.J. 2015). A vessel owner, however, will not have liability if the vessel was within the possession and control of a bareboat charterer.25 A “bareboat charterer” (a/k/a demissee or owner pro hac vice) is one who assumes “full possession and control of” a vessel in “bare” condition for a period of time and provides a crew to navigate and maintain it in seaworthy condition.26 “It has long been

recognized in the law of admiralty that… the bareboat charterer is to be treated as the owner” and is “personally liable for the unseaworthiness of a chartered vessel….”27 “Because the bareboat charterer stands in the shoes of the owner, the bareboat charterer assumes the duties and responsibilities appurtenant to ownership, and the owner is relieved of the same.”28 Conversely, a “time charterer” obtains use of a vessel for a fixed charter period during which the vessel owner (or owner pro hac vice) retains control of the vessel.29 If there is a dispute whether a charter is a bareboat or a time charter, a time charter “is presumed to exist as a matter of law and such presumption may be overcome only by specific facts showing a demise charter existed.”30

25 Rose v. Chaplin Marine Transp., Inc., 895 F. Supp. 856, 859 (S.D.W. Va. 1995).

26 Reed v. S. S. Yaka, 373 U.S. 410, 412–13, 83 S. Ct. 1349, 1351–52, 10 L. Ed. 2d 448 (1963); Jones v. Sanko Steamship Co., Ltd, 148 F. Supp.

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KENNEDY v. HOEGH AUTOLINERS SHIPPING PTE, LTD., Counsel Stack Legal Research, https://law.counselstack.com/opinion/kennedy-v-hoegh-autoliners-shipping-pte-ltd-njd-2020.