Maritrans Inc. v. United States

40 Fed. Cl. 790, 28 Envtl. L. Rep. (Envtl. Law Inst.) 21, 47 ERC (BNA) 1051, 1998 U.S. Claims LEXIS 80
CourtUnited States Court of Federal Claims
DecidedApril 24, 1998
DocketNo. 96-483 C
StatusPublished
Cited by13 cases

This text of 40 Fed. Cl. 790 (Maritrans Inc. v. United States) is published on Counsel Stack Legal Research, covering United States Court of Federal Claims primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Maritrans Inc. v. United States, 40 Fed. Cl. 790, 28 Envtl. L. Rep. (Envtl. Law Inst.) 21, 47 ERC (BNA) 1051, 1998 U.S. Claims LEXIS 80 (uscfc 1998).

Opinion

OPINION & ORDER

HODGES, Judge.

I. Introduction

This is a takings case. Plaintiffs allege that 87 of their non-self-propelled tank vessels are effectively “taken” by the Oil Pollution Act of 1990 (OPA 90), Pub.L. No. 101-380 § 4115,104 Stat. 484.1 23and its implementing regulations. The tankers are being used to transport crude oil and refined petroleum products from port to port in domestic commerce.

The Oil Pollution Act of 1990 requires that all single-hulled vessels be retrofitted with double hulls to continue in operation or be [791]*791phased out of service according to a retirement schedule that began in January 1995. “The day that OPA 90 took effect, August 18, 1990, it immediately extinguished the greater part of the working life of every single hull tank vessel in the Maritrans’ fleet,” according to Maritrans. “The future revenue stream was terminated as of a date certain for each vessel ... the moment the statute was enacted into law.” The vessels currently owned by Maritrans have varying retirement dates, ranging from the years 2005 to 2015. Maritrans claims that the adverse economic effect of OPA 90 “was felt immediately,” however.

Defendant moved to dismiss for failure to state a claim upon which relief could be granted, asserting inter alia that plaintiffs did not possess a property right within the meaning of the Fifth Amendment. We denied that motion in April 1997: “Whether an industry is so highly regulated as to deprive its participants of a compensable property interest in maintaining operations is a matter of degree, and perhaps of fact. The U.S. shipping industry may be highly regulated, but we are not prepared to rule that plaintiffs cannot prove a set of facts that would entitle them to relief.”

Whether a property right is affected via a regulatory taking is determined by considering the three factors set forth by the Supreme Court in Penn Central Transp. Co. v. City of New York, 438 U.S. 104,124, 98 S.Ct. 2646, 2659, 57 L.Ed.2d 631 (1978).2 We held trial in July 1997 on one of these factors, the impact of the regulation on plaintiffs’ reasonable investment-backed expectations. The trial established that at the time plaintiffs built or acquired the vessels3 identified in Exhibit B to the complaint, they could not reasonably have anticipated that double hulls would be required during the estimated working lifetime of the vessels. Defendant asked that we address the issue of whether plaintiffs possess a property right protected by the Fifth Amendment.

II. Background

Plaintiffs own a domestic fleet of barges with an aggregate holding capacity of 4.3 million barrels of oil. Thirty-seven of Mari-trans’ vessels allegedly are affected by OPA 90. Eleven have been sold or scrapped for salvage as a result of the new regulation. Defendant acknowledges in its motion to dismiss that OPA 90 will have an effect on Maritrans:

Approximately 90 percent of Maritrans’ tank barges are not constructed with double hulls as required by OPA 90 and will be forced out of service, unless they are retrofitted with double hulls, upon each barge’s respective retirement date. Approximately sixteen percent of plaintiff’s fleet capacity is constructed with double hulls. Approximately ten percent of plaintiff’s fleet capacity is constructed with double bottoms but would have to be retrofit with double hulls or retired by 2014.

Plaintiffs contend that they deserve just compensation as a result. Plaintiffs’ complaint alleges, in part, that

The United States, in exercising authority under Section 4115 of OPA 90, has established regulations which effectively prohibit the operation of Plaintiffs’ tank vessels on or after their respective retirement dates without double hulls, and has taken the expected useful lives and associ[792]*792ated revenue streams from each such tank vessel since on or about August 18, 1990.
As a result of the passage of Section 4115 of OPA 90, the United States has taken, destroyed, and deprived Plaintiffs of compensable, investment-backed expectations in the working lives of their tank vessels as of the date of enactment of OPA 90, and has taken all economically viable use of Plaintiffs’ tank vessels which are not double hulled after their respective retirement dates. Such taking has frustrated and deprived Plaintiffs of its reasonable investment-backed expectations for the continued and prolonged use of such tank vessels.

Plaintiffs argue that the retrofitting requirement is not economically feasible, and that the regulation eliminates all possible alternative markets for these vessels to operate as single hull vessels.4

Defendant contends that plaintiffs do not have a property interest for purposes of the Fifth Amendment. Because the maritime industry is pervasively regulated, and because plaintiffs could have anticipated the requirement of double hulls, plaintiffs have no reasonable investment-backed expectations. The hulls of vessels have been subject to regulation and certain types of retrofitting have been demanded in the past, according to defendant.

Much of the present dispute centers around the foreseeability of the requirements of OPA 90. In 1980, Congress enacted legislation aimed at reducing the level of pollution from ocean-going vessels.5 This legislation gave the Coast Guard some leeway in deciding what regulations would best meet the goal of pollution reduction. As a result of the legislation, the Coast Guard proposed the adoption of a double hull requirement for all vessels. A National Academy of Science study commissioned by the Coast Guard in relation to the proposed rule-making found that double hulls would be effective in preventing “80 percent of the casualty related incidents and over 25 percent of the volume of oil spilled due to accidents.” On the other hand, the same study concluded that “the retirement of usable single hull tank barges ... would be wasteful and would create unnecessary demands for new capital investment. The financial burden could be of sufficient magnitude to bankrupt some barge operating companies.” The Coast Guard withdrew the proposed rule change in 1982.

Congress passed the Oil Pollution Act of 1990 after the March 1989 Exxon Valdez disaster involving a massive oil spill in Prince William Sound, Alaska. The new law provides a phasing-out period for all vessels that are not retrofitted with double hulls. A distinction is made between those vessels that have a single hull and single bottom, and those with a single hull and double bottom. The single hull-single bottom vessels must be upgraded to double hull or be retired by 2010. Double bottom vessels must be upgraded by 2015.

III. Discussion

The “takings” clause of the Fifth Amendment states, “nor shall private property be taken for public use without just compensation.” U.S. Const. amend. V. A finding that a government action constitutes such a taking reflects a determination that the public at large, rather than a single owner, must bear the burden of an exercise of federal power. See Agins v. City of Tiburon, 447 U.S. 255, 260, 100 S.Ct.

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40 Fed. Cl. 790, 28 Envtl. L. Rep. (Envtl. Law Inst.) 21, 47 ERC (BNA) 1051, 1998 U.S. Claims LEXIS 80, Counsel Stack Legal Research, https://law.counselstack.com/opinion/maritrans-inc-v-united-states-uscfc-1998.