Olympic Tug & Barge Inc v. Lovel Briere LLC

District Court, W.D. Washington·Decided April 10, 2023·No. 2:22-cv-01530·Unknown

Opinion

1 2

3 4 5 6 7 UNITED STATES DISTRICT COURT WESTERN DISTRICT OF WASHINGTON 8 AT SEATTLE

9 10 OLYMPIC TUG & BARGE, INC., et CASE NO. C22-1530JLR al., 11 ORDER GRANTING IN PART Plaintiffs, AND DENYING IN PART 12 v. MOTION TO DISMISS COUNTERCLAIMS

13 LOVEL BRIERE LLC, 14 Defendant. 15 I. INTRODUCTION 16 Before the court is Plaintiffs Olympic Tug & Barge, Inc. (“Olympic”) and Harley 17 Marine Financing, LLC’s (“HMF”) (collectively, “Plaintiffs”) motion to dismiss 18 Defendant Lovel Briere LLC’s (“Lovel Briere”) amended counterclaims. (Mot. (Dkt. 19 # 36); Reply (Dkt. # 39).) Lovel Briere opposes Plaintiffs’ motion. (Resp. (Dkt. # 38).) 20 The court has considered the motion, all materials submitted in support of and in 21 22 1 opposition to the motion, and the governing law. Being fully advised,1 the court 2 GRANTS in part and DENIES in part Plaintiffs’ motion to dismiss.

3 II. BACKGROUND 4 This case arises from Lovel Briere’s attempt to increase the monthly charter hire 5 rate for the barge LOVEL BRIERE (the “Vessel”) under a bareboat charter agreement 6 (the “Agreement”). (See Compl. (Dkt. # 1); id., Ex. A (“Agreement”); Am. Ans. (Dkt. 7 # 35) at 5-12 (“Counterclaims”).) Below, the court sets forth the factual and procedural 8 background relevant to Plaintiffs’ motion to dismiss.

9 A. Factual Background 10 In 2013, non-party Harley Franco was the founder, chief executive officer 11 (“CEO”), chairman of the board of directors, and majority owner of Harley Marine 12 Services (“HMS”). (Counterclaims ¶ 1.) HMS, which has since been renamed 13 Centerline Logistics Corporation2 (“Centerline”), is the direct or indirect parent of

14 Plaintiffs Olympic and HMF. (Godden Decl. (Dkt. # 4) ¶¶ 1-3; Franco Decl. (Dkt. # 25) 15 ¶ 3.) In May 2013, Mr. Franco formed Lovel Briere, and Lovel Briere purchased the 16 Vessel from its constructor. (Counterclaims ¶ 4.) Lovel Briere then chartered the Vessel 17 to HMS through Olympic. (Id.) 18

20 1 Plaintiffs request oral argument; Lovel Briere does not. (See Mot. at 1; Resp. at 1.) The court concludes that oral argument would not be helpful to its disposition of the motion. See Local Rules W.D. Wash. LCR 7(b)(4). 21

2 Because it appears that Centerline was still known as HMS during the key events at 22 issue in this matter, the court refers to HMS (rather than Centerline) throughout this order. 1 Olympic and Lovel Briere entered into the Agreement on May 22, 2013. (Compl. 2 ¶ 8; see Agreement.) To avoid conflicts of interest, HMS’s then-chief financial officer,

3 Todd Prophet, represented HMS’s interests in entering into the Agreement and Mr. 4 Franco recused himself from any vote of HMS’s board of directors involving the terms of 5 the Agreement. (Counterclaims ¶ 5.) The Agreement was prepared by HMS’s attorney 6 at Mr. Prophet’s direction, and Mr. Prophet determined the charter hire rate. (Id. ¶¶ 6, 8.) 7 Lovel Briere asserts that the parties used the short form Agreement because the charter 8 was a “related party transaction that was based upon the mutual assumption that Mr.

9 Franco would remain as CEO and majority owner of HMS.” (Id. ¶ 6.) 10 Mr. Franco signed the Agreement on behalf of Lovel Briere, and Mr. Prophet 11 signed on behalf of Olympic. (Agreement at 2.) The Agreement provides that Lovel 12 Briere would charter the Vessel to Olympic for a term of 87 months, for a “[m]inimum 13 monthly payment of $75k/month.” (Id. at 1.) It specifies that the lease “is a triple net

14 lease which includes bank fees and other misc[ellaneous] charges” and states that the 15 lease would “automatically renew and extend in perpetuity until and unless terminated by 16 either party in writing.” (Id.) The Agreement further provides that it (1) “may not be 17 modified except through a writing signed by both parties” and (2) “constitutes the entire 18 agreement between the parties and replaces all prior and contemporaneous agreements,

19 written and oral.” (Id. § 9(f).) 20 The Agreement does not contain any terms that expressly govern the process for 21 changing the charter hire rate. (See generally id.) Lovel Briere, however, alleges that 22 “the term ‘minimum’ was included in the charter hire rate term to provide for upward 1 adjustments to the charter hire rate if Lovel Briere’s financing expenses, bank fees, and 2 other charges increased or other circumstances warranted.” (Counterclaims ¶ 11.) It also

3 alleges that Mr. Franco and Mr. Prophet agreed, and “took steps to ensure,” that the 4 charter hire rate “would be and remain within the range of commercially reasonable 5 charter hire rates for barges of the same capacities and condition as the [Vessel].” (Id. 6 ¶ 9; see also id. ¶ 12 (alleging that a “basic assumption” of the Agreement was that Mr. 7 Franco would remain CEO of HMS and that he and Mr. Prophet “would negotiate in 8 good faith to modify the charter hire rate” if there were changes in Lovel Briere’s

9 financing expenses or if the charter hire rate was no longer commercially reasonable).) 10 Mr. Prophet passed away in June 2017. (Id. ¶ 13.) In January 2018, HMS’s then 11 chief operating officer, Matt Godden, asked Mr. Franco to amend the Agreement to 12 extend the charter for 10 years. (Id. ¶ 14.) Lovel Briere asserts that Mr. Godden 13 represented to Mr. Franco that HMS needed the amendment so that it could issue bonds

14 to refinance its existing debt and fund its operations, and that Mr. Franco relied on this 15 representation when he agreed to amend the charter. (Id. ¶¶ 14-15.) Lovel Briere alleges, 16 however, that Mr. Godden’s actual purpose for seeking the extended charter was to 17 “misrepresent to the U.S. government the availability of the [Vessel] to fulfill the 18 requirements of a government solicitation.” (Id. ¶ 16.) According to Lovel Briere, the

19 Vessel was not available for the solicitation because it was under contract with one of 20 HMS’s major customers, was “on the wrong coast,” and “was not suited to fulfill the 21 needs of the government solicitation.” (Id.) 22 1 Mr. Franco and Mr. Godden executed the amendment to the charter on January 3, 2 2018. (Agreement at 3 (“Amendment”).) The Amendment extended the term of the

3 Agreement for 120 months, until December 31, 2027, but did not increase the $75,000 4 per month charter hire rate. (Id.) Olympic assigned the Agreement, as amended, to HMF 5 in May 2018. (Godden Decl. ¶ 8.) 6 In July 2018, shortly after HMS completed its successful issuance of bonds to 7 refinance its operations, HMS’s board of directors voted to terminate Mr. Franco as CEO. 8 (Counterclaims ¶ 18.) The termination was effective in spring 2019. (Id.) As a result,

9 Mr. Franco is also no longer an owner of HMS. (Id. ¶ 19.) Meanwhile, Mr. Godden was 10 appointed CEO of HMS (now known as Centerline) and received 13% of its equity 11 ownership. (Id. ¶ 18.) 12 In 2022, the financing for Lovel Briere’s purchase of the Vessel expired and Lovel 13 Briere “was forced” to refinance the mortgage debt on the Vessel. (Id. ¶ 20.) According

14 to Lovel Briere, its finance expenses, bank fees, and other charges have “materially 15 increased” since the parties entered into the Agreement. (Id.) As a result, Lovel Briere’s 16 current monthly loan payment “substantially exceeds” the $75,000 charter hire rate 17 currently paid by Plaintiffs. (Id.) Lovel Briere represents that this increase effectively 18 prevents it from refinancing its existing mortgage debt and puts it at risk of further

19 increases in its financing costs and possible foreclosure. (Id.) 20 On September 27, 2022, Lovel Briere’s attorney wrote a letter to Mr. Godden, 21 now CEO of Centerline, to give notice that Lovel Briere was increasing the charter hire 22 rate of the Vessel from $75,000 per month to $150,000 per month, effective November 1, 1 2022. (Compl., Ex.

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