FRANK, Circuit Judge.
1. Respondent contends that the libellant’s damage was caused by his own negligence in ñot discharging his duty, as representative of the owner, to examine the governor and put it in seaworthy condition, and that therefore he cannot make that neglect of that duty the basis of his claim, citing United States Steel Products Co. v. Noble, 2 Cir., 10 F.2d 89. Assuming for the moment that, as found by the trial judge, libellant was guilty of negligence, we cannot agree with respondent’s contention. For there is sufficient evidence that the flywheel was defective, and that, if it had not been, the generator could have been stopped in sufficient time, on January 18, 1943, to prevent the bursting of the flywheel. Called by the respondent, the witness Crum, in charge of the metallurgical laboratory of the American Bureau of Shipping, testified that “parts of” the flywheel were “not a sound casting” of cast-iron, that its porosity was “a little excessive,” it being in a “spongy porous condition,” that “porosity” had an “effect on the bursting speed of the wheel,” and that “porosity is an indication of weakness, and the weaker or stronger the metal the lower bursting speed would be required to cause a failure.” Marsters, the first assistant engineer, in a statement made on January 18, shortly after the accident, said, “If the flywheel had not disintegrated until a moment later I would have succeeded in shutting off the steam which would have stopped the generator”; later he testified that he “thought if the wheel was perfect it would never have broken” and that “the flywheel must have been defective or it wouldn’t have broken.” Libellant similarly testified. On the assumption that libellant was negligent as found, here is a case in which the unseaworthiness of the flywheel was a concurrent cause which made it proper to “divide the damages.” And we incline to the belief that, in such a case, division on a 30%-70% basis is not erroneous
[85]*852. We need not decide that question. For we agree with the libellant that the findings as to his negligence are not adequately supported by the evidence.
The only eyewitness who testified before the trial judge concerning libellant’s conduct was libellant himself.1 All the other evidence on that subject consisted of statements, by deposition or otherwise, of witnesses whom the trial judge neither saw nor heard. We are, therefore, in as good a position as the trial judge to evaluate that testimony and to draw inferences from it. In such circumstances, it has frequently been held, we are not bound by his findings.
Libellant testified that Kegerries, second assistant engineer, had told him in Philadelphia that the previous chief engineer, libellant’s predecessor, having been informed of an instance when there had been excessive speeding up and because of “trouble with the generator,” had told Kegerries “to close in on the steam valves”; that Kegerries had reported to him the speeding up of the generator on December 28, 1942; that libellant had then carefully investigated, testing by an indicator, and had found nothing wrong. True, libellant did not make a test without a load, nor did he disassemble the governor to check its parts. But his reasons for not doing so were entirely satisfactory: Here was a new ship; upon examining the operations, he found them satisfactory; after testing the governor, he regarded Kegerries’ report as showing no defects in the governor. Libellant testified further that it was his opinion when the ship sailed from Philadelphia .on December 29 that the governor was in first-class condition, and that no speeding up occurred on the voyage before the accident on January 18.
Kegerries said in his deposition that only “minor trouble” had been experienced before the accident; that once on his watch, before libellant joined the ship, the generator had speeded up abnormally and that this had occurred a second time on December 28 when the ship was at Philadelphia. Kegerries further testified that, although when on watch he always made entries in the engine-room log, he made no entries concerning excessive speeding up. On one of the two occasions of what he called excessive speeding up, he said that he was “fooling around” with one of the dynamos, and that to cut down the speed he had closed “the steam off” and then “built it up to the speed again” so that he “could cut it into the other dynamo” which was running normally. Thus Kegerries’ testimony, so far as it differs from libellant’s, shows at most an instance of speeding up on December 28, before the ship left Philadelphia. It does not show that anything of the sort occurred during the subsequent journey prior to the accident.
Baldwin, third assistant engineer, in his brief deposition, said that on one occasion the governors had not operated promptly enough, and that he had then, under instructions from libellant, tested the speed after adjusting the governor’s set screw, and that “it was running the right speed.” There is nothing in his deposition to show that this incident occurred after the ship left Philadelphia.
The evidence on which respondent principally relies to sustain the finding of libellant’s negligence is the deposition of Marsters given on November 2, 1943. Previously, on January 18, 1943, Marsters had made a statement in which he said, “There was no trouble with the generator or any machinery on the voyage South to the Canal Zone. We had the usual minor troubles.” After he made that statement, he began suit against the ship, on July 23, for the damages to him resulting from the accident. There ensued settlement negotiations conducted by his lawyer; Marsters was aware that they were progressing favorably. Two or three weeks before his deposition, his lawyer and the defendant in his suit had agreed on a settlement figure of $8,500. The formal settlement at that figure occurred on November 3, the day following the principal part of Marsters’ deposition; the settlement check was dated October 28, at or about which time defendant’s lawyer received assurance from Marsters’ lawyer (so the latter testified in a deposition) that “in my judgment it [86]*86would be accepted, but I did not guaranty it,” because, so he said, Marsters had not finally given his approval. Marsters’ lawyer further testified that, at defendant’s suggestion, he did not “discuss the figure” with Marsters until after Marsters’ deposition on November 2. Marsters came to his lawyer’s office on November 3 to execute the releases. In his deposition on November 2, he testified that there had been some “trouble” at Guantanamo Bay and at Colon, and that on each of those .occasions he had suggested to libellant that the governor be adjusted. But he was unable to explain why, in his January statement and in an interview in August about the accident with libellant’s lawyer, he had not intimated any belief that the accident had been due to failure to adjust the governor and had not mentioned that he had suggested adjustment of the governor to libellant.
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FRANK, Circuit Judge.
1. Respondent contends that the libellant’s damage was caused by his own negligence in ñot discharging his duty, as representative of the owner, to examine the governor and put it in seaworthy condition, and that therefore he cannot make that neglect of that duty the basis of his claim, citing United States Steel Products Co. v. Noble, 2 Cir., 10 F.2d 89. Assuming for the moment that, as found by the trial judge, libellant was guilty of negligence, we cannot agree with respondent’s contention. For there is sufficient evidence that the flywheel was defective, and that, if it had not been, the generator could have been stopped in sufficient time, on January 18, 1943, to prevent the bursting of the flywheel. Called by the respondent, the witness Crum, in charge of the metallurgical laboratory of the American Bureau of Shipping, testified that “parts of” the flywheel were “not a sound casting” of cast-iron, that its porosity was “a little excessive,” it being in a “spongy porous condition,” that “porosity” had an “effect on the bursting speed of the wheel,” and that “porosity is an indication of weakness, and the weaker or stronger the metal the lower bursting speed would be required to cause a failure.” Marsters, the first assistant engineer, in a statement made on January 18, shortly after the accident, said, “If the flywheel had not disintegrated until a moment later I would have succeeded in shutting off the steam which would have stopped the generator”; later he testified that he “thought if the wheel was perfect it would never have broken” and that “the flywheel must have been defective or it wouldn’t have broken.” Libellant similarly testified. On the assumption that libellant was negligent as found, here is a case in which the unseaworthiness of the flywheel was a concurrent cause which made it proper to “divide the damages.” And we incline to the belief that, in such a case, division on a 30%-70% basis is not erroneous
[85]*852. We need not decide that question. For we agree with the libellant that the findings as to his negligence are not adequately supported by the evidence.
The only eyewitness who testified before the trial judge concerning libellant’s conduct was libellant himself.1 All the other evidence on that subject consisted of statements, by deposition or otherwise, of witnesses whom the trial judge neither saw nor heard. We are, therefore, in as good a position as the trial judge to evaluate that testimony and to draw inferences from it. In such circumstances, it has frequently been held, we are not bound by his findings.
Libellant testified that Kegerries, second assistant engineer, had told him in Philadelphia that the previous chief engineer, libellant’s predecessor, having been informed of an instance when there had been excessive speeding up and because of “trouble with the generator,” had told Kegerries “to close in on the steam valves”; that Kegerries had reported to him the speeding up of the generator on December 28, 1942; that libellant had then carefully investigated, testing by an indicator, and had found nothing wrong. True, libellant did not make a test without a load, nor did he disassemble the governor to check its parts. But his reasons for not doing so were entirely satisfactory: Here was a new ship; upon examining the operations, he found them satisfactory; after testing the governor, he regarded Kegerries’ report as showing no defects in the governor. Libellant testified further that it was his opinion when the ship sailed from Philadelphia .on December 29 that the governor was in first-class condition, and that no speeding up occurred on the voyage before the accident on January 18.
Kegerries said in his deposition that only “minor trouble” had been experienced before the accident; that once on his watch, before libellant joined the ship, the generator had speeded up abnormally and that this had occurred a second time on December 28 when the ship was at Philadelphia. Kegerries further testified that, although when on watch he always made entries in the engine-room log, he made no entries concerning excessive speeding up. On one of the two occasions of what he called excessive speeding up, he said that he was “fooling around” with one of the dynamos, and that to cut down the speed he had closed “the steam off” and then “built it up to the speed again” so that he “could cut it into the other dynamo” which was running normally. Thus Kegerries’ testimony, so far as it differs from libellant’s, shows at most an instance of speeding up on December 28, before the ship left Philadelphia. It does not show that anything of the sort occurred during the subsequent journey prior to the accident.
Baldwin, third assistant engineer, in his brief deposition, said that on one occasion the governors had not operated promptly enough, and that he had then, under instructions from libellant, tested the speed after adjusting the governor’s set screw, and that “it was running the right speed.” There is nothing in his deposition to show that this incident occurred after the ship left Philadelphia.
The evidence on which respondent principally relies to sustain the finding of libellant’s negligence is the deposition of Marsters given on November 2, 1943. Previously, on January 18, 1943, Marsters had made a statement in which he said, “There was no trouble with the generator or any machinery on the voyage South to the Canal Zone. We had the usual minor troubles.” After he made that statement, he began suit against the ship, on July 23, for the damages to him resulting from the accident. There ensued settlement negotiations conducted by his lawyer; Marsters was aware that they were progressing favorably. Two or three weeks before his deposition, his lawyer and the defendant in his suit had agreed on a settlement figure of $8,500. The formal settlement at that figure occurred on November 3, the day following the principal part of Marsters’ deposition; the settlement check was dated October 28, at or about which time defendant’s lawyer received assurance from Marsters’ lawyer (so the latter testified in a deposition) that “in my judgment it [86]*86would be accepted, but I did not guaranty it,” because, so he said, Marsters had not finally given his approval. Marsters’ lawyer further testified that, at defendant’s suggestion, he did not “discuss the figure” with Marsters until after Marsters’ deposition on November 2. Marsters came to his lawyer’s office on November 3 to execute the releases. In his deposition on November 2, he testified that there had been some “trouble” at Guantanamo Bay and at Colon, and that on each of those .occasions he had suggested to libellant that the governor be adjusted. But he was unable to explain why, in his January statement and in an interview in August about the accident with libellant’s lawyer, he had not intimated any belief that the accident had been due to failure to adjust the governor and had not mentioned that he had suggested adjustment of the governor to libellant. Asked by libellant’s lawyer whether he did not know of a pending settlement of his suit, he replied, “No sir, I do not * * * I don’t know anything about a settlement.” When, a few days after the settlement was made, libellant’s lawyer, on November 9, 1943, further examined Marsters, on a second deposition, Marsters showed his animus: Asked about the statement he had made in January, he replied: “How can you use any statement against me, because my case is settled * * * I don’t know as I need to talk to you * * * I will answer nothing. I am not paid for coming here.” He made no entries in the log book concerning excessive speeding. In all the circumstances, if his testimony tended to show such speeding, it is entitled to no credence. But even in his deposition, Marsters did not testify that there had been excessive speeding of the engine or any fault with the governor in controlling the flywheel’s speed. He said merely that at Guantanamo Bay the generators “speed-ed a little bit * * * but nothing — nothing exorbitant * * * They * * * speeded up a little, which they will”; and that at Colon they “speeded up just slightly — a little faster.” We think that Marsters’ testimony does not support a finding of defendant’s negligence.2
We have, then, these significant facts: (a) To the date of the accident, the logbook contains not a single reference to any excessive speed, or any trouble with any of the generators, (b) There is no credible evidence contradicting libellant’s testimony that, after the ship left Philadelphia, there was no speeding up. The findings of the trial judge, that on the trip to the Canal Zone the outboard generator had twice speeded up slightly above normal when the load was taken off and that this was known to libellant, is therefore not supported by the evidence. For, as we fyave seen, even Marsters did not in his deposition say that such speeding up occurred on the journey to the Canal Zone;3 [87]*87Kegerries merely testified that such speeding up had occurred at Philadelphia; and Baldwin, testifying in his deposition to one such incident, did not say when it occurred. Accordingly, we think that the findings of fact and inferences on which the trial judge based his conclusion that libellant was guilty of negligence were “clearly erroneous.”
3. We cannot say that, on this record, the trial judge erred in allowing $7,500 for pain and suffering. We think that the trial judge’s method of computing libellant’s loss of earning power was not erroneous. We see no error in the refusal to make a deduction for income taxes in the estimate of libellant’s expected earriings; such deductions are too conjectural. Libellant, having left the marine hospital, is not entitled to recover the fees paid to his own physician or his private hospital expenses.
The decree should be modified so as to add, as of February 29, 1944, the 30% deducted by the trial judge.
Affirmed on respondent’s appeal; modified on libellant’s appeal.
See, e.g., The Coastwise, 2 Cir., 68 F.2d 720, 721; Equitable Life Assur. Co. v. Irelan, 9 Cir., 123 F.2d 462, 464; Fleming v. Palmer, 1 Cir., 123 F.2d 749, 751; Midwood Associates v. Commissioner, 2 Cir., 115 F.2d 871, 872; United States v. Mitchell, 8 Cir., 104 F.2d 343, 346.