U.S. Ship Management, Inc. v. Maersk Line, Ltd.

357 F. Supp. 2d 924, 2005 U.S. Dist. LEXIS 2523, 2005 WL 396365
CourtDistrict Court, E.D. Virginia
DecidedFebruary 11, 2005
DocketCIV.A. 1:05MC001
StatusPublished
Cited by17 cases

This text of 357 F. Supp. 2d 924 (U.S. Ship Management, Inc. v. Maersk Line, Ltd.) is published on Counsel Stack Legal Research, covering District Court, E.D. Virginia primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
U.S. Ship Management, Inc. v. Maersk Line, Ltd., 357 F. Supp. 2d 924, 2005 U.S. Dist. LEXIS 2523, 2005 WL 396365 (E.D. Va. 2005).

Opinion

MEMORANDUM OPINION

ELLIS, District Judge.

This petition to confirm an arbitration award is the most recent volley in a protracted battle between petitioner and respondent regarding the operating rights to certain commercial ships enrolled in the Maritime Security Program. Other skirmishes in this battle have erupted in various venues, including New York, North Carolina, and the District of Columbia. At issue on a threshold motion to transfer the matter to the District Court for the District of Columbia are the following questions:

(i) whether, as required under 28 U.S.C. § 1404(a), this case might have been brought in the District of Columbia, ie., whether venue and jurisdiction over the defendant are proper there; and
(ii) whether the case should be transferred to the District of Columbia “in the interest of justice,” under 28 U.S.C. § 1404(a), so that it may be heard and decided by the judge already considering two related cases pending there.

For the reasons that follow, transfer of this case to the District Court for the District of Columbia is warranted.

I.

U.S. Ship Management (“USSM”), a Delaware corporation headquartered in Charlotte, North Carolina, brings this action pursuant to the Federal Arbitration Act (“FAA”), 9 U.S.C. §§ 6 & 9, for an order confirming an arbitration award in an arbitration initiated against respondent Maersk Line, Ltd. (“MLL”). MLL, a Delaware corporation headquartered in Norfolk, Virginia, is a subsidiary of'AP. Mol-ler-Maersk, A/S (“Moller”), a maritime company based in Denmark.

*927 In a short time, a deceptively simple contract dispute has sprouted multiple lawsuits, arbitrations, and administrative agency proceedings. A summary of the underlying dispute and the procedural history of the various related cases is necessary to frame the issues raised by the motion at bar.

A. The Underlying Dispute

At the heart of this litigation is a contract dispute between MLL and USSM regarding operating rights to fifteen vessels enrolled in the Maritime Security Program (“MSP”). The MSP, administered jointly by the United States Maritime Administration (“MARAD”) and the Department of Defense, is intended to ensure the availability of U.S. commercial ships for U.S. military use in the event of a national emergency. See 46 U.S.C. app. § 1187 et seq. More specifically, the MSP authorizes the federal government, through MARAD, to enter into MSP operating agreements to pay private contractors an annual fee of $2.1 million per vessel in exchange for the vessels’ availability to the military if required for national defense or other security needs. See 46 U.S.C. app. § 1187a. The ships otherwise operate as commercial vessels sailing under the U.S. flag. The award of MSP contracts is made pursuant to a priority system based in part on the citizenship status of the petitioning company. 1

In 1999, Moller (MLL’s parent) acquired the international shipping business of Sea-Land Services, Inc., which included the operating rights to fifteen MSP-enrolled vessels. Given the financial benefits of being an MSP contractor, MLL desired to become the MSP contractor for the transferred vessels. Yet, at the time, it was unclear whether MLL was eligible to become a transferee of these additional MSP operating agreements. 2 Thus, to facilitate the overall regulatory approval of the acquisition of Sea-Land, MARAD proposed an arrangement modeled on a previous acquisition. 3 In essence, the arrangement was as follows:

• Sea-Land owned “bareboat charters” to these vessels, which required the vessel owner (in this case various financial institutions) to retain passive title but to relinquish possession, command, and navigation of the vessels to Sea-Land;
*928 • USSM was created to assume Sea-Land’s MSP operating agreements and to operate the vessels as the bareboat charterer; and
• These same ships were in turn chartered by USSM to MLL under “time charters,” which permitted MLL to use the vessels, but required USSM, as owner and operator, to furnish a crew and to maintain the vessels.

With USSM as an intermediary, MLL could retain the vessels in its commercial fleet while also ensuring their eligibility for the MSP program. Also of note in this agreement is that MLL negotiated a further provision, which, according to MLL, permits it to elect to terminate the arrangement and become the MSP contractor, rather than continuing to use USSM as an intermediary, if “permitted by applicable laws and regulations” to do so. 4

The negotiations required to settle these agreements 5 were extensive and took place chiefly in the District of Columbia. See Declaration of Kenneth C. Gaulden. Significantly, USSM and MLL conducted at least twenty-five (25) negotiating sessions, nineteen (19) of which were held within the District of Columbia. Id. At these sessions, representatives of both parties were physically present in the District and MLL’s President and CEO testified in the arbitration proceedings that he was present at one session in Washington D.C. with “senior officers of USSM” that went “an entire day and through until the middle of the night,” during which the framework for the time charter agreements was hammered out. Id.

B. Litigation History

On April 29, 2003, MARAD, responding to an MLL request, issued an opinion letter stating that MLL was eligible to become the MSP contractor for the fifteen vessels. 6 Although the letter found MLL to be an eligible transferee, MARAD did not guarantee that approval would be granted if such an application were submitted. On April 30, 2003, in response to MARAD’s finding that MLL was an eligible transferee, MLL attempted to exercise its alleged contractual right to terminate the time charter agreements and to become the MSP contractor for the fifteen vessels. -Yet, USSM rejected MLL’s election and refused to file the application to initiate the transfer proceeding.

Following USSM’s refusal, MLL notified USSM that MLL considered USSM to be in default of the time charters. Exercising a provision in the time charters that permitted MLL to act as USSM’s attorney-in-fact upon default, MLL filed a transfer application on both its own and USSM’s behalf.

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357 F. Supp. 2d 924, 2005 U.S. Dist. LEXIS 2523, 2005 WL 396365, Counsel Stack Legal Research, https://law.counselstack.com/opinion/us-ship-management-inc-v-maersk-line-ltd-vaed-2005.