Virginia International Gateway v. City of Portsmouth

CourtSupreme Court of Virginia
DecidedOctober 31, 2019
Docket180810
StatusPublished

This text of Virginia International Gateway v. City of Portsmouth (Virginia International Gateway v. City of Portsmouth) is published on Counsel Stack Legal Research, covering Supreme Court of Virginia primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Virginia International Gateway v. City of Portsmouth, (Va. 2019).

Opinion

PRESENT: All the Justices

VIRGINIA INTERNATIONAL GATEWAY, INC. OPINION BY v. Record No. 180810 JUSTICE WILLIAM C. MIMS October 31, 2019 CITY OF PORTSMOUTH

FROM THE CIRCUIT COURT OF THE CITY OF PORTSMOUTH James C. Hawks, Judge

In this case, we consider whether a real estate appraiser must be licensed in Virginia to

offer expert testimony in a tax-assessment dispute. We also consider whether the taxpayer met

its burden of proving that the assessment overvalued the subject property.

I. BACKGROUND AND MATERIAL PROCEEDINGS BELOW

Virginia International Gateway, Inc. (“VIG”) owns a marine container terminal in the

City of Portsmouth fronting the Elizabeth River. The terminal consists of 610 acres including a

wharf, buildings, eight “ship-to-shore” (“STS”) cranes, and other improvements. When

container ships dock at the wharf, the STS cranes unload shipping containers onto a large

container yard. Surrounding the container yard is a system of 30 remotely operated rail-mounted

gantry cranes. These gantries straddle the container yard, moving along the rails to pick up and

place containers onto waiting trucks. The terminal also uses four rubber-tire gantry cranes for

this task. The rubber-tire gantries differ from the rail-mounted gantries in that they are diesel-

powered rather than electric, require an onboard driver to operate, and have tires permitting them

to move freely around the yard.

For taxation purposes, VIG’s real property includes the land, buildings and improvements

on the land, the wharf, and the eight STS cranes which are considered fixtures. For the 2015–16

tax year, the City assessed the total value of VIG’s real property at $361,084,820 with the

following valuations: Land: $72,946,280 Buildings: $34,357,850 Improvements: $98,425,460 Wharf: $92,998,850 STS Cranes: $62,322,200 Other Real Property: $34,180

The rail-mounted gantries and rubber-tire gantries are considered personal property for tax

purposes. The City assessed the 30 rail-mounted gantries at $27,467,070 and the four rubber-tire

gantries at $2,809,250 in both 2015 and 2016.

VIG believed the assessments for its real and personal property were above fair market

value. It filed separate applications to correct the 2015–16 real estate and personal property

assessments pursuant to Code § 58.1-3984. The City answered, denying that the assessments

exceeded fair market value. In addition, the City filed a counterclaim to the real property

application contending that the fair market value was actually several hundred thousand dollars

more than the assessment. The trial court consolidated the two cases for trial, which occurred in

late 2017.

A. Evidence of Real Property Valuation

At trial, VIG offered expert testimony to support its position that the actual fair market

value of the real property was $197,217,000. It relied on Glen Fandl, a taxation consultant and

real estate appraiser with experience evaluating complex industrial properties, to establish the

value of the land, buildings, improvements, and wharf—every aspect of the real property except

the STS cranes. Fandl held an active New York real estate appraisal license for all times relevant

to this appeal. His work with VIG began in 2015, when he reviewed the City’s assessments,

visited the property, and arrived at a preliminary valuation of the real estate “in the hope of

settling the case informally.” When litigation became inevitable, Fandl obtained a temporary

Virginia license active from January 28, 2016 to January 27, 2017, then conducted a formal

2 appraisal of the property’s value. Fandl acknowledged that he based his formal appraisal on the

initial valuation he developed in 2015 but testified that once he obtained Virginia licensure, he

updated his findings to comply with the Uniform Standards of Professional Appraisal Practice

(“USPAP”) and other requirements for formal appraisals. He completed his appraisal report in

October 2016.

The City objected to Fandl’s testimony and expert qualification because he lacked

Virginia licensure at the time of trial. After hearing argument, the trial court overruled the

objection. It explained: “I understand that, you have to be licensed to work as an appraiser. But

to qualify as an expert in this court is my determination, and I recognize Mr. Fandl as

[eminently] qualified to testify both as to personal and real estate issues before this [c]ourt.”

Fandl relied on a combination of the cost and sales-comparison methods to appraise the

property. He followed the City’s practice of assessing the unimproved land, buildings,

improvements, and the wharf separately. Fandl appraised the unimproved land by comparing the

property to commercial property sales around Portsmouth as well as sales of similar, though

undeveloped, waterfront parcels around the country. He divided the unimproved land into the

same categories used by the City, concluding that the waterfront acreage was worth $9,030,000;

the commercial land was worth $16,117,000; the wetlands were worth $1,284,000; and the

remaining land was worth $34,000. He opined that the unimproved land was worth a total of

$26,465,000. Fandl employed the Marshall & Swift Valuation Service—a standard costing

manual for commercial real estate appraisal—to estimate the replacement cost of the buildings

and account for their depreciation. He concluded that the buildings had a total fair market value

of $18,508,000.

3 Fandl then considered the improvements to the property—what he described as any

improvements to the land other than the buildings or wharf, such as concrete pads, asphalt, curbs,

and rails. To appraise the improvements, Fandl used the original cost information from when the

terminal was first constructed, then trended those costs forward to the relevant date and adjusted

for depreciation using schedules in Marshall & Swift as well as supplemental information from

sources such as highway department data. He concluded that the fair market value of all the

improvements was $61,125,650. He used the same approach to assess the wharf, which he

appraised at $53,918,000. Fandl appraised the total fair market value of all real property other

than the STS cranes at $163,017,000.

VIG then called Maarten Verheijen, a broker specializing in buying and selling container-

handling equipment used by marine ports, to testify regarding the value of the STS cranes and

other port equipment. The trial court qualified Verheijen as an expert in the field of valuing

specialized marine terminal equipment, including STS cranes, rail-mounted gantries, and rubber-

tire gantries. Verheijen acknowledged that he was unfamiliar with USPAP, International

Valuation Standards, or the sales-comparison, income, and cost methods, the three primarily

accepted appraisal methods in Virginia. When asked on cross-examination whether he was

familiar with those valuation methods, he responded: “[I]f you are referring to any standards of

appraising in the United States, then, no, we’ve never heard of them. We’ve never—we do not

adhere to those standards because we are not from the United States.” When asked whether he

was familiar with “the actual steps that are required by appraisal organizations in Virginia and

the United States,” Verheijen testified that he was “not familiar with any steps that any appraisal

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