United States v. Callan

22 F. App'x 434
CourtCourt of Appeals for the Sixth Circuit
DecidedOctober 15, 2001
DocketNo. 99-5934
StatusPublished
Cited by12 cases

This text of 22 F. App'x 434 (United States v. Callan) is published on Counsel Stack Legal Research, covering Court of Appeals for the Sixth Circuit primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
United States v. Callan, 22 F. App'x 434 (6th Cir. 2001).

Opinion

PER CURIAM.

Defendant, Brennan James Callan, was tried, convicted, and sentenced for tampering with a vessel of the United States with the intent to injure or endanger the safety of the vessel in violation of 18 U.S.C. [438]*438§ 2275. He raises numerous issues on appeal. Because we find no merit to Cal-lan’s claims, we affirm.

This case involves the sinking of the Belle of Louisville (“the Belle”), the historic river steamboat docked at a wharf along the Ohio River in Louisville, Kentucky. On Saturday, August 23, 1997, the Belle arrived back in port following an evening adult dance cruise with a few hundred passengers. The boat docked at approximately 11:30 p.m. and was tied into a shoreside water connection.

Sometime between midnight and 12:15 a.m. on August 24th, the flood valve located in the engine room of the Belle was opened approximately two revolutions causing water from the hook-up to the city water system to pour into the boat’s hull. The valve handle was difficult to turn. The valve was located on a pipe which was connected to the boat’s potable water intake system. Opening the valve resulted in a massive influx of water (55 to 60 gallons per minute) that went undetected by the boat’s night watchman for several hours. The internal rush of water ultimately caused the boat to tilt sideways allowing water from the river to pour over the sides of the boat. Collectively, the water from the open valve and the river caused a portion of the boat to sink and settle onto the riverbed shelf. Despite the government’s theory that an intruder crept aboard the Belle in the dead of night and opened the valve, no eyewitness saw an intruder go on board and open the valve, there are no fingerprints that the intruder left on the handle of the valve, and there is no confession.

The partial sinking of the Belle was not discovered by the night watchman until approximately 7:00 a.m. on August 24, 1997. Thereafter, people were able to go aboard the boat and open the throttle and a couple other valves in order to bleed steam off the boilers and thereby prevent a possible explosion. Some of them were in the water when electrical power to the Belle was still on. A diver named Milton Hettinger was one of the people who assisted with the work on the Belle that Sunday morning. He testified that he attached a one-inch thick metal cable around a cleat at the bow of the boat to prevent the Belle from slipping further into the Ohio River. He stated that if the cable had snapped, he “could have been cut in two like hot butter.” J.A. at 751. The Belle was eventually recaptured, repaired, and is currently in full operation.

The United States Coast Guard conducted a thorough investigation of the Belle’s sinking and issued a report. The Coast Guard recorded the interviews of dozens of witnesses, assessed all of the physical evidence, and reviewed all of the circumstances surrounding the open flood valve. In the end, however, the Coast Guard could not be sure whether the flood valve was opened before, during, or after the passengers disembarked following the cruise. The Coast Guard found that the valve could have been opened by a passenger during the evening cruise or by a crew member. The investigation by the Coast Guard revealed no direct evidence of any intentional criminal activity.

Engine room crew members of the Belle testified that during every cruise the flood valve was kept under their constant watch, the engine room was never left unmanned, and no passenger was allowed to touch the flood valve. They further testified that no passenger had ever opened the flood valve during a cruise, and no crew member had ever accidentally opened the flood valve in the course of his duties. Chief Engineer Leroy Culp and Striker Steve Priser also testified that no one had touched the flood valve during the August 23rd cruise. Finally, crew members were instructed that [439]*439the flood valve was not to be used during the operating season because it would leak water into the hull.

On September 8, 1997, Jefferson County Judge-Executive Dave Armstrong (now the mayor of Louisville) and Police Chief Ron Riccuci held a television news conference to announce that the county was initiating its own criminal investigation. Thereafter, Judge Armstrong would come down to the wharf each day that the Belle was still located there and get a briefing from everyone involved in the salvage operation. Then, he would take a megaphone, approach the crowd of people that had gathered, give a briefing, and entertain questions from the crowd.

During the investigation, the county sought the assistance of defendant Brennan James Callan, a local steamboat enthusiast and self-claimed “former engineer on the Belle.” Defendant was 31 years old at the time. Callan is a lifelong resident of Louisville and an avid scholar of sunken steamboats. Although he had previously worked in the Belle’s engine room, at the time of the Belle’s sinking the defendant was a full-time student at the University of Louisville.

Callan had worked on the Belle during the summer of 1994, but was terminated at the end of the season. Engineers Michael Pfleider and James McCoy testified that they terminated the defendant for poor work performance. Upon being told that he was discharged, the defendant became argumentative, made excuses, and blamed other crew members for whatever happened. Callan reapplied for a job in 1995, 1996, and 1997, but was never rehired. After Callan’s last rejection on August 8, 1997 for a deck hand position, he “looked disappointed ... waved his hand up, turned around and walked off.” J.A. at 540. Later that day, Callan went to the wharf close to midnight. He spoke with the night watchman, Robert Stiles, and observed the watchman begin his security rounds.

Callan was first interviewed at his parents’ home by Detective Denny Butler of the Jefferson County Police Department on the morning of September 16, 1997. Throughout his life, the defendant had gathered countless collectibles and other memorabilia of the Belle and other boats. A small part of his collection included photographs of the Belle, including some of the boat’s engine room. Callan invited Detective Butler into the basement of his residence where he said he had a blueprint of the Belle. Callan mentioned that he was working on a technical manual that described inefficiencies and problems in the operations of the engineering department, as well as problems with the management of the Belle. Defendant shared his Belle memorabilia and research, and offered his insights on the boat. Callan, however, did not have any memorabilia about the sinking. Detective Butler asked Callan if he thought the sinking was an accident. Callan said, “No. I think it was an intentional act.” J.A. at 374. Defendant also offered theories as to who might have opened the flood valve and how it might have been done.

Defendant described the security system on the Belle and how one could defeat it. He told Detective Butler that an intruder could gain access to the engine room by three methods: 1) opening a door near the engine room; 2) climbing through a horizontal hatchway parallel to the “pitman arm” that cranked the boat’s paddle wheel; and 3) walking along the pitman arm itself, which led directly into the engine room. In addition, Callan explained in detail when the night watchman would start his security rounds and what the watchman would do.

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535 U.S. 1004 (Supreme Court, 2002)

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Bluebook (online)
22 F. App'x 434, Counsel Stack Legal Research, https://law.counselstack.com/opinion/united-states-v-callan-ca6-2001.