Justia U.S. 1st Circuit Court of Appeals Opinion Summaries

A group of Maine lobstermen challenged a state rule requiring all federally permitted lobster fishers to install electronic tracking devices on their vessels, which transmit GPS location data whenever the vessels are in the water. This rule was adopted by the Maine Department of Marine Resources (MDMR) to comply with an addendum to the Atlantic States Marine Fisheries Commission’s American Lobster Fishery Management Plan. The addendum aimed to reduce risks to North Atlantic right whales, improve fishery data, and support regulatory enforcement. The tracking devices must remain powered and transmit data at all times, including when vessels are docked or used for personal purposes.The plaintiffs filed suit in the United States District Court for the District of Maine, arguing that the MDMR Rule violated their rights under the Fourth Amendment, as well as equal protection and state administrative law. The district court granted the state’s motion to dismiss, holding that the plaintiffs failed to state a claim under the Fourth Amendment because the lobster fishery is a closely regulated industry and the rule was not unreasonably invasive. The court noted several concessions by the parties, including that the GPS tracking constituted a search, that the lobster industry is closely regulated, and that the search was administrative in nature.On appeal, the United States Court of Appeals for the First Circuit reviewed the dismissal de novo. The court held that the lobster industry is a closely regulated industry and that the administrative search exception, as articulated in New York v. Burger, 482 U.S. 691 (1987), applied. The court found that the MDMR Rule satisfied the Burger test: it served a substantial government interest, warrantless searches were necessary to the regulatory scheme, and the rule provided a constitutionally adequate substitute for a warrant. The First Circuit affirmed the district court’s dismissal. View "Thompson v. Wilson" on Justia Law

In April 2006, an oil tanker owned or operated by Ernst Jacob GmbH & Co. KG and insured by Shipowners Insurance & Guaranty Company, Ltd. ran aground off the coast of Puerto Rico. Although no oil was spilled, the response efforts to free the vessel and prevent a potential spill caused significant damage to coral reefs. The United States, acting through NOAA and in coordination with Puerto Rico’s Department of Natural and Environmental Resources, undertook restoration and assessment of the damaged natural resources. After unsuccessful attempts to secure payment from the responsible parties and their insurers, NOAA sought compensation from the Oil Spill Liability Trust Fund, which paid out restoration and assessment costs. Subsequently, the United States filed suit against the vessel’s owner and insurer to recover both compensated and uncompensated damages for injury to natural resources under the Oil Pollution Act of 1990 (OPA).The United States District Court for the District of Puerto Rico bifurcated the case into liability and damages phases. Without allowing discovery, the District Court granted partial summary judgment to the United States on liability, finding that the Coast Guard’s Federal On-Scene Coordinator (FOSC) had determined the grounding posed a “substantial threat of a discharge of oil,” and that this determination was not arbitrary or capricious. The court applied a deferential standard of review to the FOSC’s decision and did not address whether the damaged natural resources were “managed or controlled” by the United States, as required by OPA.On appeal, the United States Court of Appeals for the First Circuit held that it had jurisdiction under 28 U.S.C. § 1292(a)(3) due to the presence of admiralty claims. The court vacated and reversed the District Court’s grant of summary judgment, holding that liability under OPA requires proof by a preponderance of the evidence, not merely deference to the FOSC’s determination, and remanded for further proceedings, including resolution of whether the United States “manages or controls” the natural resources at issue. View "US v. Ernst Jacob GmbH & Co. KG" on Justia Law

A coastal town in Maine, known for its small population and proximity to a national park, experienced a significant increase in cruise ship tourism, with large vessels bringing thousands of passengers daily. In response to concerns about congestion, public safety, and the impact on local amenities, residents approved an ordinance capping the number of cruise ship passengers who could disembark in the town to 1,000 per day. The ordinance imposed fines for violations and was intended to address issues primarily at the waterfront and, to a lesser extent, in the downtown area.Several local businesses, a business association, and a pilots’ association challenged the ordinance in the United States District Court for the District of Maine. They argued that the ordinance was preempted by federal and state law, violated the Commerce Clause (including its dormant aspect), and infringed on due process rights. After a bench trial, the District Court largely ruled in favor of the town and an intervening resident, rejecting most claims but finding that the ordinance was preempted by federal regulations only to the extent it restricted crew members’ shore access. The court declined to enjoin the ordinance, noting the town’s intent to address this issue through further rulemaking.On appeal, the United States Court of Appeals for the First Circuit affirmed the District Court’s rejection of the state law preemption, federal preemption (except for the now-moot crew access issue), and due process claims. The First Circuit also affirmed the dismissal of discrimination-based Dormant Commerce Clause claims, finding no similarly situated in-state and out-of-state competitors. However, the court vacated and remanded the District Court’s dismissal of the Pike balancing Dormant Commerce Clause claim, instructing further analysis of whether the ordinance’s burdens on interstate commerce are clearly excessive in relation to its local benefits. The court dismissed as moot the appeals related to the crew access issue. View "Ass'n to Preserve and Protect Local Livelihoods v. Town of Bar Harbor" on Justia Law

In this case, a seaman, Magnus Aadland, filed a lawsuit in 2017 against Boat Santa Rita II, Inc. (BSR II) and related parties, alleging that he fell ill while working offshore in 2014 and was owed maintenance and cure, which were not provided. Aadland sought compensatory damages for unpaid maintenance and cure, emotional distress, punitive damages, and attorney's fees.The United States District Court for the District of Massachusetts initially ruled in favor of BSR II, finding that Aadland had reached maximum medical recovery (MMR) by the time of the trial in September 2020 and that BSR II had satisfied its duty of cure. The court also denied Aadland's claims for emotional distress, punitive damages, and attorney's fees.On appeal, the United States Court of Appeals for the First Circuit vacated the District Court's judgment, finding that the District Court had erred in its application of the law, particularly regarding the duty of cure and the applicability of the Fifth Circuit's decision in Gauthier v. Crosby Marine Service, Inc. The First Circuit remanded the case for further proceedings.On remand, the District Court ruled that Aadland had not reached MMR as of September 2020 and that BSR II owed cure in the amount of $605,338.07, which was the amount paid by Aadland's private insurer, Tufts. The court credited BSR II's $400,000 payment to Tufts and $238,374 in advances to Aadland against this amount, resulting in a credit for BSR II. The court again denied Aadland's claims for emotional distress, punitive damages, and attorney's fees.On further appeal, the First Circuit affirmed the District Court's judgment regarding emotional distress damages but vacated the judgment regarding punitive damages and attorney's fees, finding that BSR II's breach of its duty of cure was willful. The case was remanded for the District Court to determine whether punitive damages and attorney's fees should be awarded. The First Circuit also affirmed the District Court's finding that Aadland had not reached MMR as of September 2020 and the setoff amount for BSR II's payment to Tufts. View "Aadland v. Boat Santa Rita II, Inc." on Justia Law

The case involves the Massachusetts Lobstermen's Association, Inc. (MALA) challenging a final rule issued by the National Marine Fisheries Service (NMFS) that seasonally bans vertical buoy lines used in lobster and Jonah crab trap fishing in certain federal waters off Massachusetts from February 1 to April 30 each year. The NMFS issued this rule to protect the endangered North Atlantic right whales from entanglement in these buoy lines during their foraging period.Previously, the U.S. District Court for the District of Massachusetts ruled in favor of MALA, holding that the final rule conflicted with a temporary statutory authorization for lobster and Jonah crab fishing contained in a rider to the Consolidated Appropriations Act of 2023. The district court found that the final rule did not fall within the exception provided in the rider, which allowed for actions to extend or make final an emergency rule that was in place on the date of the rider's enactment, December 29, 2022. The court concluded that the 2022 emergency rule was not "in place" on that date because it was not actively preventing fishing in the Wedge area at that time.The United States Court of Appeals for the First Circuit reviewed the case and reversed the district court's decision. The appellate court held that the 2022 emergency rule was indeed "in place" on December 29, 2022, for the purposes of the rider's exception. The court reasoned that the emergency rule's findings and authority were still relevant and could serve as a basis for future regulatory actions, such as the final rule. Therefore, the final rule was lawful and enforceable under the exception provided in the rider. The case was remanded for further proceedings consistent with this opinion. View "Mass. Lobstermen's Ass'n, Inc. v. Nat'l Marine Fisheries Serv." on Justia Law

Three foreign nationals, crewmembers aboard the vessel MARGUERITA, were detained in the United States after the vessel was held in port in Maine due to alleged improper disposal of bilge water and inaccurate record-keeping. The plaintiffs were ordered to remain in the U.S. as potential material witnesses. They were later allowed to leave but returned for trial and were awarded for their contributions to the conviction of the vessel's operator.The plaintiffs filed a lawsuit under Bivens v. Six Unknown Named Agents of Federal Bureau of Narcotics and the Federal Tort Claims Act (FTCA) against various U.S. government entities and officials, alleging violations of their constitutional rights and various tort claims. The U.S. District Court for the District of Maine dismissed the Bivens claim and granted summary judgment for the defendants on the FTCA claims. The court found that the plaintiffs' detention and the revocation of their landing permits were authorized and that the plaintiffs did not show that the actions taken by the government officials were unlawful or unreasonable.The United States Court of Appeals for the First Circuit reviewed the case and affirmed the district court's decision. The appellate court held that the requirement for ships to maintain an Oil Record Book under 33 C.F.R. § 151.25 is valid and that the plaintiffs' detention was justified under the circumstances. The court also found that the plaintiffs failed to establish their claims for false arrest, false imprisonment, abuse of process, and intentional infliction of emotional distress under the FTCA. Additionally, the court concluded that the Bivens claim presented a new context and that special factors counseled hesitation in extending a Bivens remedy, particularly given the availability of alternative remedies and the implications for government policy and international relations. View "Hornof v. United States" on Justia Law

The case involves Puerto Rico Fast Ferries LLC ("Fast Ferries") and Mr. Cade, LLC and SeaTran Marine, LLC ("SeaTran") (collectively, "defendants-appellees"). Fast Ferries had entered into a Master Time Charter Agreement with Mr. Cade, LLC to charter the motor vessel Mr. Cade and procure a licensed crew. The agreement contained mediation and forum-selection clauses. When the final Short Form expired, Fast Ferries returned the vessel to its home port in Louisiana. A year later, Fast Ferries filed a complaint against Mr. Cade, LLC and SeaTran alleging breach of contract and liability pursuant to culpa in contrahendo. The defendants-appellees moved to dismiss the complaint, arguing that the Master Agreement was still in effect and required a written agreement for the charter of M/V Mr. Cade.The district court granted the motion to dismiss in part, concluding that the Master Agreement did not contain a termination date and remained in effect. Therefore, the contract's mediation and forum-selection clauses were binding on the parties. However, the district court did not address Fast Ferries' argument that SeaTran was not a signatory of the agreement and, therefore, could not invoke the mediation and forum-selection clauses contained therein.On appeal, the United States Court of Appeals for the First Circuit affirmed the district court's order on the defendants-appellees' motion to dismiss. The court held that the Master Agreement was still in effect and that SeaTran, despite being a non-signatory, could enforce the Master Agreement's mediation and forum-selection clauses. The court reasoned that Fast Ferries' claims against SeaTran were necessarily intertwined with the Master Agreement, and thus, Fast Ferries was equitably estopped from avoiding the mediation and forum-selection clauses with respect to SeaTran. View "Puerto Rico Fast Ferries LLC v. SeaTran Marine, LLC" on Justia Law

The case involves Maximiliano Fígaro-Benjamín, a co-conspirator in a multi-defendant drug conspiracy case. Fígaro-Benjamín was part of a crew that transported cocaine between Puerto Rico and St. Thomas on a vessel named the Black Wolfpack. The crew was intercepted by federal agents in January 2018. Fígaro-Benjamín was charged with conspiracy to possess with intent to distribute controlled substances and conspiracy to import controlled substances into the U.S. He pleaded guilty and was sentenced to 292 months in prison.Fígaro-Benjamín appealed his sentence, arguing that the district court relied on unreliable evidence at sentencing and incorrectly calculated his sentence. He also claimed that the court did not adequately explain its sentence. His arguments were based on the testimony of a co-conspirator, José Javier Resto Miranda, who testified at the trial of Fígaro-Benjamín's co-defendants.The United States Court of Appeals for the First Circuit affirmed the district court's decision. The court found that Fígaro-Benjamín's arguments did not hold up. It ruled that the sentencing court did not err in considering Resto's testimony, which was reliable and corroborated by other evidence. The court also found that the sentencing court correctly calculated Fígaro-Benjamín's guidelines sentencing range and did not err in finding that he was a supervisor in the trafficking operation. Lastly, the court found that the sentencing court adequately explained its sentence. View "US v. Figaro-Benjamin" on Justia Law

The case involves a dispute over the construction of an offshore wind project aimed at reducing reliance on fossil fuels. The project, proposed by Vineyard Wind 1, LLC, was expected to provide energy sufficient to power 400,000 Massachusetts homes. However, residents of Martha's Vineyard and Nantucket opposed the project, arguing that federal agencies failed to properly assess the potential impact of the project on the endangered North Atlantic right whale.Previously, the United States District Court for the District of Massachusetts had granted summary judgment in favor of the National Marine Fisheries Service (NMFS) and Vineyard Wind, rejecting the residents' challenge to a biological opinion issued by the NMFS and relied on by the Bureau of Ocean Energy Management in permitting the construction of the wind power project.In the United States Court of Appeals for the First Circuit, the residents challenged the lower court's decision, arguing that the NMFS's determination that the incidental harassment of up to twenty right whales constituted a "small number" under the Marine Mammal Protection Act (MMPA) was arbitrary, capricious, and unlawful. They also argued that NMFS's consideration of the "specified activity" and the "specific geographic region" within which that activity would occur for purposes of issuing the Incidental Harassment Authorization (IHA) to Vineyard Wind was impermissibly narrow in scope.The Court of Appeals affirmed the lower court's decision, finding that the NMFS's determination was not arbitrary or capricious and that it had properly delineated the "specific geographic region" for the purposes of the IHA. The court also found that the residents' concerns about the broader effect of the project on the right whale population were unwarranted, as the agency had considered the impact on the entire right whale population in its "negligible impact" analysis, its biological opinion, and in its participation in the Bureau of Ocean Energy Management's Environmental Impact Statement. View "Melone v. Coit" on Justia Law

In this case, Defendant-Appellee Martin Andersson purchased an insurance policy for his vessel from Plaintiff-Appellant Great Lakes Insurance SE. The vessel ran aground off the coast of the Dominican Republic, and Great Lakes brought a declaratory judgment action to determine coverage under the policy. Andersson filed counterclaims for breach of contract and equitable estoppel. Great Lakes' motion for summary judgment was denied, and Andersson was granted partial summary judgment on his breach of contract claim. Great Lakes appealed, claiming the district court erred in refusing to apply the policy's definition of seaworthiness.The United States Court of Appeals for the First Circuit held that under the absolute implied warranty of seaworthiness, the insured vessel must be seaworthy at the policy's inception, and if not, the policy is void. The court affirmed the district court's ruling, stating that Great Lakes' argument that the absolute implied warranty required the vessel to carry up-to-date charts for all geographic areas covered by the policy in order to be considered seaworthy was unsupported by admiralty case law and was unreasonable.Additionally, the court held that Great Lakes' argument that the express terms of the policy required updated paper charts for every location that could be navigated under the entirety of the policy coverage area was unsupported by the express language of the policy itself. The court found no precedent supporting the claim that updated paper charts for every location covered by the policy were required to be onboard the vessel at the inception of the policy. As a result, the Court of Appeals affirmed the district court's decision in favor of Andersson. View "Great Lakes Insurance SE v. Andersson" on Justia Law