Mobil Oil Corp. v. Higginbotham-confusion Returns to Maritime Wrongful Death Actions
Publication year | 1979 |
In 1967, a helicopter carrying three passengers and a pilot returning from an offshore drilling platform crashed into the Gulf of Mexico beyond Louisiana's territorial waters, killing all aboard. The families of the decedents instituted a wrongful death suit in admiralty,(fn1) seeking recovery under general maritime law, the Death on the High Seas Act (DOHSA),(fn2) and the Jones Act.(fn3) The federal district court found Mobil Oil Corporation, the owner and operator of the helicopter, negligent.(fn4) In awarding damages the district court limited recovery to pecuniary losses, holding that a pecuniary loss limitation applied regardless of the theory of recovery.(fn5) Specifically, the court denied plaintiffs recovery for loss of society damages.(fn6) The Court of Appeals for the Fifth Circuit reversed, holding that under recent Supreme Court and Fifth Circuit decisions, beneficiaries of a decedent wrongfully killed on the high seas could recover loss of society damages under general maritime law despite the pecuniary loss limitation of DOHSA.(fn7) Because of conflicting decisions in the circuit courts of appeals regarding the precise limits of the cause of action and remedies for wrongful death under general maritime law,(fn8) the Supreme Court granted certiorari(fn9) and, reversing the court of appeals, held in
Consequently, DOHSA now provides the exclusive remedy for wrongful deaths occurring on the high seas.(fn12) By so holding, however, the Court ignored the legislative history of DOHSA, which does not mandate this result.(fn13) Moreover,
Prior to 1970, general maritime law, while allowing recovery for injuries, recognized no action for wrongful death absent legislation specifically authorizing such recovery.(fn16) Although all the states had wrongful death statutes,(fn17) territorial limitations often prevented the statutes from covering deaths on the high seas.(fn18) Also, because of the unique status of seamen,(fn19) the state statutes were often unavailable to them.(fn20) Thus, to supplement state statutes Congress in 1920 enacted the Jones Act, which provided protection for seamen,(fn21) and DOHSA, which created a cause of action for wrongful death on the high seas but explicitly left state statutes to govern in state territorial waters.(fn22) After 1920, then, the beneficiary of the victim of a maritime wrongful death had three possible theories of recovery as a substitute for general maritime law: DOHSA, the Jones Act, and state wrongful death statutes.
Between 1920 and 1970, however, anomalies developed because of the territorial and statutory limitations of these three means of recovery.(fn23) The anomalies stem from the statutes' failures to provide adequate remedies for the doctrine of unseaworthiness, which predicates liability on the breach of a shipowner's obligation to provide a ship reasonably able to perform its intended journeys.(fn24) First, if a Jones Act seaman was injured in territorial waters because of an unseaworthy vessel, he could recover under general maritime law.(fn25) But if the seaman died in territorial waters, his beneficiary was denied any recovery under all three statutory theories.(fn26) Second, a breach of the unseaworthiness doctrine on the high seas produced liability under DOHSA, but an identical breach produced no liability within territorial waters, unless the victim was a longshoreman covered by a state statute encompassing unseaworthiness.(fn27) Finally, a Jones Act seaman had no cause of action for an unseaworthiness-caused death in territorial waters, but a longshoreman, killed in the same accident, would have a cause of action if the state statute encompassed unseaworthiness.(fn28)
In 1970, in
Four years later in
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