XL Specialty Insurance v. Bollinger Shipyards, Inc.

57 F. Supp. 3d 728, 2014 U.S. Dist. LEXIS 155504, 2014 WL 5524407
CourtDistrict Court, E.D. Louisiana
DecidedOctober 31, 2014
DocketCivil Action No. 12-2071
StatusPublished
Cited by6 cases

This text of 57 F. Supp. 3d 728 (XL Specialty Insurance v. Bollinger Shipyards, Inc.) is published on Counsel Stack Legal Research, covering District Court, E.D. Louisiana primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
XL Specialty Insurance v. Bollinger Shipyards, Inc., 57 F. Supp. 3d 728, 2014 U.S. Dist. LEXIS 155504, 2014 WL 5524407 (E.D. La. 2014).

Opinion

ORDER AND REASON

SARAH S. VANCE, District Judge.

Before the Court are three motions for summary judgment and a motion to dismiss. The first motion, filed by Bollinger,1 seeks a ruling that its liability insurer, XL Specialty Insurance Company, is obligated to pay Bollinger the defense costs it has incurred in defending against an underlying lawsuit.2 Bollinger also requests that the Court award it statutory penalties, attorneys’ fees, costs, and legal interest. The second motion, filed by XL, seeks a ruling that XL is not required to reimburse Bollinger for those defense costs.3 In the third motion, filed by Continental Insurance Company, Bollinger’s excess liability insurer, Continental, contends that its insurance policies do not afford Bollinger defense or indemnity in the underlying lawsuit.4 The fourth motion, filed by XL,5 seeks to dismiss Bollinger’s First Amended and Supplemental Complaint,6 which was filed after briefing was nearly complete on the three motions for summary judgment. The Court heard oral argument on the motions for summary judgment on July 1, 2014.

The Court finds that XL is entitled to summary judgment because the policy unambiguously does not cover the allegations in the underlying lawsuit. Accordingly, the Court GRANTS XL’s motion for summary judgment and DENIES Bollinger’s cross-motion for summary judgment. In light of the Court’s grant of summary judgment in XL’s favor, XL’s motion to dismiss Bollinger’s amended complaint is DENIED as moot.

The Court GRANTS Continental’s motion for summary judgment because the only claims remaining in the underlying lawsuit are not covered by Continental’s excess policies.

I. BACKGROUND

This is an insurance coverage dispute regarding whether XL and Continental are obligated to pay defense costs that Bollinger incurred in defending against a False Claims Act suit brought by the United States. Both the False Claims Act suit and the present action are substantively and procedurally complex, and so it is necessary to set out the background of this case in some detail. The Court will, first, describe the underlying lawsuit giving rise to Bollinger’s claim for insurance coverage and outline the events leading to the present litigation; second, set forth the procedural history of this case; third, analyze the provisions of the various insurance policies that Bollinger claims provide coverage for the underlying lawsuit; and finally, identify the various grounds upon which the parties move for summary judgment.

A. The Underlying Lawsuit

1. The United .States’ Allegations

The underlying lawsuit arose out of Bol-linger’s involvement in the United States [734]*734Coast Guard’s Deepwater program to modernize its fleet of water vessels, aircraft, and electronics systems.7 The United States alleged that Bollinger violated the False Claims Act, 31 U.S.C. §§ 3729 et seq., and committed fraud and negligent misrepresentation in connection with its work on that program. The facts giving rise to that suit, as alleged in the United States’ complaint, are as follows.

In 1999, the United States selected Integrated Coast Guard Systems (ICGS), an entity comprised of Lockheed Martin Corporation (LMC) and Northrop Grumman Ship Systems, Inc. (NGSS), to serve as lead contractor of the Deepwater program, and ICGS in turn subcontracted a portion of that work to Bollinger.8 Bollinger was responsible for incorporating a thirteen-foot extension into eight 110-foot Coast Guard patrol boats.9 Bollinger’s responsibilities included the “design, engineering, performance requirements, and construction” of the modified cutters.10

During the initial stages of the program, the Coast Guard grew concerned about the feasibility of extending the cutters.11 Specifically, the Coast Guard worried “that lengthening the vessel[s] w[ould] increase primary stress in the hull girder” and consequently make the vessels more susceptible to damage.12 In October 2000, in response to these concerns, Bollinger prepared a longitudinal strength analysis that compared the section modulus (a measure of the vessel’s longitudinal strength) of its design with the section modulus required by the American Bureau of Shipping (ABS).13 Bollinger submitted this analysis to the Coast Guard stating that “the required section modulus is 3113 [inches cubed] and the actual section modulus of the patrol boat is 7152 [inches cubed].” This statement indicated that Bollinger’s proposed design of the modified cutters yielded a section modulus that was greater than the ABS standard by a factor of 2.3.14 Bollinger allegedly obtained this value by using a thicker hull plating in its design calculations than would actually be used in the modified cutters.15 The United States alleged that, because “there was no provision in the proposal for replacing the hull plating on the 100-Ft [boats] with thicker hull plating during the conversion, using this thicker hull plating in the calculations was not reasonable.”16

According to the complaint, the Coast Guard, relying in part on Bollinger’s representations that the modified cutters would possess sufficient hull strength, selected IGCS to perform the work on the Deepwater program.17 The Coast Guard and ICGS entered into a contract in June 2002.18 The contract “contained a Contract Data Requirements List (CDRL), which identified information that ICGS and its subcontractors were .required to provide the Coast Guard concerning the assets and other contract deliverables,” [735]*735and the contract required that “[f]inal de-liverables ... accurately represent the delivered condition of each asset.”19 Specifically, the contract “required ICGS and its subcontractors to provide the Coast Guard with CDRL S012-11, a Hull Load and Strength Analysis (HLSA) to verify that the 123-Ft WPB modification design met program and contract requirements.”20

In August 2002 the Coast Guard awarded the first Delivery Task Order for modification of the 110-foot patrol boats.21 Later in August 2002, ABS offered to provide Bollinger with a “confidential assessment” of the proposed hull design for the converted boats.22 Bollinger executives discussed the offer internally, but ultimately decided to decline the offer, allegedly because they were concerned that an ABS assessment “would find that the 123-Ft WPB design would require additional structure or structural support.”23

Around the same time, Bollinger performed three different calculations of the section modulus of the proposed 123-foot cutter design using three different sets of input values.24

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Bluebook (online)
57 F. Supp. 3d 728, 2014 U.S. Dist. LEXIS 155504, 2014 WL 5524407, Counsel Stack Legal Research, https://law.counselstack.com/opinion/xl-specialty-insurance-v-bollinger-shipyards-inc-laed-2014.