Update On The Duck Boat Accident:The Tug Boat Mate Takes The 5th- Is He Guilty?

His reason for exercising his 5th Amendment right against self incrimination does not necessarily mean he has criminal culpability. What it does mean is that his lawyers informed and advised him that whatever he discusses with the NTSB could be used against him, not just in a criminal hearing having to do with the deaths of two of the passengers, but also in the civil case that is sure to be filed. That's a corporate and insurance issue.The tug's owner, K-Sea Transportation Partners of East Brunswick, N.J. and their liability carrier are paying for the defense of their employees in the current legal proceedings. Whether we, the public, like it or not, they have an interest in insulating their employees in a way that protects K-Sea's and the insurance carrier's bottom line.

Here's a recent TV interview from fellow personal injury attorney Ken Rothweiler of the Philadelphia law firm of Eisenberg, Rothweiler, Winkler Eisenberg & Jeck, P.C. which sheds more light on the issue.

Can Progressive Insurance Company Raise Your Rates If You Work The Late Shift?

Apparently they can.  And, as one commentator has said, it's like big brother insurance company looking over your shoulder.

Under their "MyRate" program, Progressive will mail you a wireless data recorder, which you the policyholder then plug into your car's on-board diagnostic port.  The device records your speed, braking habits and time of driving amongst other things. In exchange, you conceivably can get lower premiums if your driving habits are in the lower risk category, according to Progressive.  

The riskiest time to drive is between 12:00 a.m. and 4:00 a.m.  according to Progressive's data.

The problem is,  the company can use this device to surcharge an insured who is forced to work the midnight shift, for example; or if the insured drives on congested city streets during rush hour and is forced to frequently hit the brakes, another indicator of high risk driving habits according to Progressive.

All of this irks Lance Haver Philadelphia's director of consumer affairs, whose concern is that the collection of this data not be used against the consumer. The Pennsylvania Insurance Department has so far rejected Progressive's plans to employ the system in Pennsylvania. Progressive is using their MyRate program in other states.

How The Duck Boat Accident Could Have Been Avoided


How do you prove who is responsible for the Delaware River duck boat tour accident?

Just like car accident cases, the evaluation of liability in boating accident cases is determined by looking at the “rules of the road.” The rules are technically called the Federal Inland Navigation Rules. They are Coast Guard navigation regulations, and all boat captains are required to follow them. If they don’t, bad things happen, as did last week in Philadelphia.

By now most of the country has heard about the collision between a “Ride The Ducks” duck boat and a barge on The Delaware River. A tugboat was pushing an empty barge and the duck boat was on the blind side of the barge.

I’ve been on the Ride The Ducks boat with my wife and three kids. We also did the same tour in Boston. I never considered that a collision between the boats we were on and a larger vessel could have occurred. The duck boats were landing craft for the Allied troops in World War II. They had done battle against the Nazis during D-Day and the Japanese at Iwo Jima. How could they not be safe? But tragedy happened, and now two Hungarian teenagers, visiting Philadelphia on a group trip, are dead. Right here in Philadelphia.

Who’s at fault? Certainly the tug boat operator, and the company that operates the tug. It’s inconceivable that the tug boat would not have a vantage point on all sides so the operator could see what happening on the river or so that an assistant could report to him. The rules of the road require that the tugboat pushing the barge have a proper lookout.

The duck boat had a small fire on the boat and was disabled in the water for at least fifteen minutes. It did not issue a distress call to the Coast Guard. It did call the home base of the tour company and was waiting for assistance. Here are just a few questions to which I'd like to know the answers.

  • What caused the fire?
  • What do the maintenance and inspection records reveal for the boat?
  • Why was there no distress call sent to the Coast Guard by the captain of the duck boat?
  • Why did the duck boat captain wait until the last few seconds when the barge was bearing down on the duck boat to tell passengers to jump into the water?
  • Why not get them out sooner?
  • Were there sufficient numbers of accessible and usable life vests?
  • Was enough training provided to the captain and his assistant of the duck boat insofar as this type of incident?
  • Why wasn’t the air horn on the duck boat operational?
  • What sort of assistance did the tugboat captain have in terms of lookout on the tugboat or the barge?
  • Was the tugboat captain monitoring Channel 13, the ship to ship channel, or Channel 16, the emergency contact channel?

The rules of the road apply to all water ways. As an avid kayaker in the back bays of South Jersey, I frequently see small boats and jet skis in the areas where I kayak. I can tell by how those craft are operated that the captain of the boat or operator of the jet ski has no idea of his or her legal obligations on the water.

Philadelphia’s duck boat tragedy will now set the standard for all duck boat tours around the country. New procedures will have to be place before these tours begin again. This, from a Philadelphia Inquirer article written by David O’Reilly and Linda Loyd sums up the scenario:

 

A vessel stalled in the middle of that teeming shipping channel is the stuff of maritime nightmares. It is also a scenario envisioned by a former Coast Guard commandant a decade ago when he barred duck-craft tours from the port. "I didn't allow it on my watch, because I was concerned about an incident like this possibly happening," said Capt. Gregory F. Adams, superintendent of the Port of Philadelphia from 1998 to 2002. He had ridden the amphibious sightseeing vehicles in Baltimore, he said. "It's an entirely different operation there. They are in more protected waters outside of commercial navigation areas. Each port is different." At Penn's Landing, he said, "the whole main channel of the Delaware runs right along the Pennsylvania side of the river. It just didn't seem like a good idea."

 

 

Does Freedom Of Information In The Information Age Extend To The Video Recording Of Personal Injury Trials?

I recently tried a personal injury case in Philadelphia County, Pennsylvania. My client asked me before the trial started whether there was going to be a video recording of his trial. He observed the videographer set up equipment, but I explained  this was for the playing of the expert deposition testimony that had been taken a week before the trial began. He wanted a video copy of his trial. I explained to my client that the judge would not allow the trial to be videotaped for a variety of reasons, and that I had never seen it done before. But it got me thinking, why not videotape entire  trials?

Certainly my client’s case, though very important to my client and to me, was not a high profile case. What would be the point of memorializing the trial on video? To keep as a record of one’s life? After all, the court reporter was recording the trial without video, so that a transcript could be made in the event of an appeal. I offered that to my client, but explained that it would be expensive because we would have to pay the court reporter for transcribing her recording page by page. My client declined.

Ultimately we must balance the positive and negative consequences of videotaping entire personal injury trials. I think at a minimum it would make for a great teaching tool. Law school students as well as anyone, including trial lawyers, who are students of trial advocacy would greatly benefit from seeing themselves and others try cases.

I place myself in the group of trial lawyers who are always trying to improve their trial advocacy skills. Lawyers are required to take Continuing Legal Education classes as one of their State licensing requirements. In Pennsylvania, lawyers must take at least twelve credits of classes per year (about 3 full day classes per year) to retain their licenses. Most trial lawyers, myself included, focus on taking trial advocacy courses. There is always more to learn. The laws change. Technology improves how we can present evidence in the courtroom. A trial lawyer must stay on top of that information. So, I’d love to see and review my own trials, to critique myself and have other lawyers critique me.

Is this likely to happen? Not anytime soon; this despite the fact that an entire trial can now be recorded on an ipod or Droid. In other words, non intrusive technology is readily available to all of us, but it is simply not favored by the courts.

I read an interesting article on point in the Wall Street Journal by Cameron Stracher, a media lawyer in New York. He was commenting on the fact that only sketch drawings of the admitted Times Square bomber Faisal Shahzad were allowed from the courtroom. Here’s what he said about the continued ban on video recordings in the courtroom.

It can't be a concern for privacy or decorum: For better or worse, high-profile trials (the only ones anyone is interested in) are a media circus even without cameras in the courtroom. The only explanation is that judges don't trust technology, and actually prefer imprecision to exactitude....In other words, imprecise drawings are OK; accurate photographs are not. Similarly, verbatim written transcripts are not problematic, but a sound recording capturing the nuance of a person's voice poses a real threat.