Universal Maritime v. Wright

CourtCourt of Appeals for the Fourth Circuit
DecidedAugust 19, 1998
Docket97-2129
StatusPublished

This text of Universal Maritime v. Wright (Universal Maritime v. Wright) is published on Counsel Stack Legal Research, covering Court of Appeals for the Fourth Circuit primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Universal Maritime v. Wright, (4th Cir. 1998).

Opinion

PUBLISHED

UNITED STATES COURT OF APPEALS

FOR THE FOURTH CIRCUIT

UNIVERSAL MARITIME SERVICE CORPORATION, Petitioner,

v. No. 97-2129 BERNARD N. WRIGHT; DIRECTOR, OFFICE OF WORKERS' COMPENSATION PROGRAMS, UNITED STATES DEPARTMENT OF LABOR, Respondents.

On Petition for Review of an Order of the Benefits Review Board. (97-346, 97-346S)

Argued: January 28, 1998

Decided: August 19, 1998

Before LUTTIG and MICHAEL, Circuit Judges, and GOODWIN, United States District Judge for the Southern District of West Virginia, sitting by designation.

_________________________________________________________________

Affirmed in part, vacated in part, and remanded by published opinion. Judge Michael wrote the opinion, in which Judge Luttig and Judge Goodwin joined.

_________________________________________________________________

COUNSEL

ARGUED: Lawrence Philip Postol, SEYFARTH, SHAW, FAIR- WEATHER & GERALDSON, Washington, D.C., for Petitioner. Malcolm McLaurin Crosland, Jr., THE STEINBERG LAW FIRM, L.L.P., Mount Pleasant, South Carolina, for Respondents.

_________________________________________________________________

OPINION

MICHAEL, Circuit Judge:

This workers' compensation case involves a dispute over the mean- ing of "wages" as defined in § 2(13) of the Longshore and Harbor Workers' Compensation Act, 33 U.S.C. §§ 901-950 (LHWCA or Act). Universal Maritime Service Corporation (Universal Maritime) petitions this court to review a decision of the Benefits Review Board in which the Board interpreted "wages" to include vacation, holiday, and container royalty payments received by employees under a col- lective bargaining agreement. Universal Maritime contends that these payments are "fringe benefits" that the Act specifically excludes from the definition of "wages." Alternatively, the company argues that if these payments are wages, then Bernard Wright's receipt of these payments while he was disabled resulted in a (post-injury) wage- earning capacity that reduces his compensation under the Act. Because we conclude that (1) these payments are"wages" if they are earned through actual work and (2) Wright's receipt of this pay did not reflect his wage-earning capacity after his injury, we affirm the Board in part. However, we vacate in part and remand because the record is unclear as to whether vacation, holiday, and container roy- alty payments should be included in Wright's (pre-injury) "average weekly wages."

I.

A.

On April 17, 1995, Bernard Wright seriously injured a finger in the course of his employment with Universal Maritime at the Port of Charleston, South Carolina. Because his injury rendered him tempo- rarily and totally disabled from April 17, 1995, through December 31, 1995, Universal Maritime paid him temporary, total disability com- pensation. These payments, however, were based on an average

2 weekly wage that did not include Wright's historical earnings from vacation, holiday, and container royalty payments. 1 Instead, they were calculated from an average weekly wage of $591.34 that compensated Wright only for the loss of his hourly wage rate.

Wright received the vacation, holiday, and container royalty pay- ments pursuant to a collective bargaining agreement between the South Carolina Stevedores Association (SCSA) and his local chapter of the International Longshoremen's Association (ILA). This agree- ment set the wage rates for covered employees and required that the employers make monetary contributions into employee benefit funds that provide for (1) vacation and holiday payments, (2) container roy- alties, (3) pension and welfare benefits, and (4) Guaranteed Annual Income payments. To explain these contract provisions in their proper context, we begin with a discussion of pertinent aspects of the ship- ping industry.

B.

In the shipping industry a stevedore is an entity that loads and unloads cargo from merchant vessels at port.2 Stevedores usually are _________________________________________________________________ 1 In 1994, the year prior to his injury, Wright received $4,368.00 in vacation and holiday payments and $14,259.11 in container royalty pay- ments. In 1995 Wright's vacation and holiday pay remained the same, while his earnings from container royalties increased to $16,240.14. 2 Our discussion of the shipping industry draws from a variety of sources. See, e.g., Howlett v. Birkdale Shipping Co., 512 U.S. 92, 96 (1994); Jones & Laughlin Steel Corp. v. Pfeifer , 462 U.S. 523, 528 (1983); Federal Maritime Comm'n v. Pacific Maritime Ass'n, 435 U.S. 40, 46 n.9 (1978); Northeast Marine Terminal Co. v. Caputo, 432 U.S. 249, 254 n.4 (1977); Bay Ridge Operating Co. v. Aaron, 334 U.S. 446, 455 & n.9 (1948); Steamship Trade Ass'n v. Commissioner, 757 F.2d 1494, 1495-96 (4th Cir. 1985); Local 1814, Int'l Longshoremen's Ass'n v. Waterfront Comm'n, 667 F.2d 267, 269-70 (2d Cir. 1981); United States v. International Longshoremen's Ass'n, 460 F.2d 497, 499, 502-03 (4th Cir. 1972); id. at 504-06 (Boreman, J., concurring); Notice of Request by ILWU-PMA Pension Plan, 63 Fed. Reg. 5573, 5575 (1998); Longshoring and Marine Terminals, 59 Fed. Reg. 28,594, 28,630 (1994) (proposed rules); Air Contaminants, 57 Fed. Reg. 26,002, 26,492 (1992) (proposed rules); Notice of Request by STA-ILA Pension Plan, 53 Fed. Reg. 40,805, 40,807 (1988); American Bar Association, The Developing Labor Law 509, 1533 (Patrick Hardin ed., 3d ed. 1992).

3 independent companies that contract with shipowners to handle the cargo, although shipowners occasionally act as their own stevedores. Longshoremen, in turn, are persons hired by stevedoring concerns to perform the actual loading and unloading of goods. Most longshore- men are not permanent employees of any one stevedore or maritime carrier. Instead, their employment is casual in nature and is usually limited to the task of loading or unloading a specific ship that has arrived at port. Once the ship's cargo has been loaded or unloaded, the employment ends. Consequently, the work schedule of a long- shoreman can be "highly variable and unpredictable, from day to day, week to week, and season to season" since "[t]he amount of work available depends on the number of ships in port and their length of stay." Aaron, 344 U.S. at 455.

Longshoremen typically perform their duties in groups of twelve to twenty workers known as longshoring "gangs." The gang operates as a unit with longshoremen distributed between the ship and the pier to allow for the uninterrupted transfer of cargo. Moreover, membership in gangs often is fixed, which allows "permanent" gangs to become more efficient from teamwork developed over time. 3

Because longshoremen do not have permanent employers, they tra- ditionally have received job assignments though a union-organized "hiring hall" system in which workers are referred to stevedores as work becomes available. Under this system, longshoremen usually do not receive piecemeal paychecks from each individual employer.

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Smith v. United States
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Howlett v. Birkdale Shipping Co., S.A.
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