JUDGMENT
1 HIS HONOUR: The plaintiff, Lester Kevin Blyth, moves the Court for an order pursuant to s 60G of the Limitation Act, seeking an extension of time for pursuing a claim that arises out of the collision between the "Melbourne" and the "Voyager". The application was expressed in the alternative as being for an order under s 58 and, further, for an order pursuant to s 60C of the Limitation Act. However, ultimately the application was pursued in reliance upon ss 60G and 60I of the Limitation Act.
2 These sections are to be found in Pt 3 Div 3(3) of the statute. The sub-division provides a procedure for the discretionary relief of the limitation period where the plaintiff "was unaware of the fact, nature, extent or cause of the injury, disease or impairment at the relevant time": s 60F. Section 60F provides that the procedure is available for causes of action accruing on or after 1 September 1990 and also, by the operation of Sch 5, for causes of action that accrued before that date.
3 Section 60G provides the Court with a discretion to order that the limitation period for the cause of action be extended if it is determined that it is "just and reasonable" to do so.
4 Section 60G has to be read in conjunction with s 60I(1), which is in these terms:
"(1) A court may not make an order under section 60G or 60H unless it is satisfied that:
(a) the plaintiff:
(i) did not know that personal injury had been suffered, or
(ii) was unaware of the nature or extent of personal injury suffered, or
(iii) was unaware of the connection between the personal injury and the defendant's act or omission,
at the expiration of the relevant limitation period or at a time before that expiration when proceedings might reasonably have been instituted, and
(b) the application is made within 3 years after the plaintiff became aware (or ought to have become aware) of all 3 matters listed in paragraph (a) (i)-(iii)."
5 On 15 June 2000 the plaintiff filed his statement of claim in this cause and on the same date he filed the notice of motion for an extension of time.
6 At the time of the collision in February 1964, it was generally perceived that a serviceman could not sue the Commonwealth in negligence for personal injury allegedly suffered in peacetime: see Parker v The Commonwealth of Australia (1964) 112 CLR 295. In his written submissions, Mr Dicker accepted that that perception was entertained. However, in Groves v The Commonwealth (1981-82) 150 CLR 113 it was held that an action in negligence was maintainable against the Commonwealth by a serving member of the armed forces for harm suffered by the negligence of a fellow member of the armed forces whilst on duty in peacetime.
7 In order to succeed on the application, the plaintiff must first satisfy the Court that the issue arising under s 60I(1)(a)(i) or (ii) or (iii) is to be determined in his favour. If the plaintiff satisfies the Court on one of those issues and passes through the gateway provision, then the plaintiff must further satisfy the Court that it is "just and reasonable" to extend the limitation period under s 60G(2). Prima facie, the relevant limitation period expired on 10 February 1970, six years after the collision between the two vessels.
8 The plaintiff moves on his affidavit sworn on 13 May 2003, an affidavit on which he was extensively cross examined. Opposing the application, the defendant relied upon affidavits of Donna Robinson, the solicitor with the conduct of the matter on the defendant's behalf. Ms Robinson swore affidavits dated 12 March 2004, 22 July 2004 and 7 February 2005. Ms Robinson was cross examined on her affidavits. Three investigators retained by the defendant gave evidence concerning the outcome of their investigations in endeavouring to discover the whereabouts of witnesses who may be able to give evidence relevant to the issues in the cause. Those investigators were Peter Maxwell, Robert Tepper and Dennis Campanella.
9 In addition to the affidavits and oral evidence from the above sources, a very considerable body of documentary material was introduced into evidence. I do not intend in the course of this judgment to refer to all of that material although, of course, it has been necessary for me to consider it.
10 The plaintiff was born on 29 December 1944 and he enlisted in the Royal Australian Navy on 12 February 1962, so that he had served for two days short of two years when the collision between the "Melbourne" and the "Voyager" took place. The plaintiff joined for a term of nine years, and he said it was his intention to make the Navy a life-long career. In fact, the plaintiff was discharged from the Navy on 11 September 1964, some seven months after the collision. The plaintiff's affidavit records changes that the plaintiff asserted he noticed about himself after the collision, and it is his contention that because of the collision he lost faith in the Navy and those responsible for giving orders. He said he left the Navy because he no longer wished to remain in it, and that change in attitude he seeks to attribute to the effects of the collision upon him.
11 The case which the plaintiff would seek to make in the event that the extension of time is granted is that by reason of the defendant's negligence he developed post traumatic stress disorder, and he became unable to continue in the Navy and lost the wages and the pension he would have received had he continued to serve. It is contended that had he continued to serve, he could have expected promotion and with it increased pension benefits. After he left the Navy, the plaintiff never obtained any trade qualifications and the claim for loss of earnings and loss of earning capacity is a very substantial one indeed.
12 The plaintiff at the time of the collision was classified as a mechanical engineer (ME2), although not a qualified tradesman. He said that he was on watch in the engine room of the "Melbourne", in control of the stern throttle, when the impact occurred. He described in his affidavit his experience at the collision time and his fear, working below the waterline. Before the collision whilst he was still at his station, the plaintiff said that the order came down from the bridge for "Full steam astern", and he believed this to be an incorrect order. He said he questioned the mistake but eventually went to shut the valve. Before he was able to reach it, the collision occurred and he was thrown violently against the bulkhead. He said he was terrified for his life and for the lives of his mates. Subsequently he saw some of the "Voyager" survivors after they were taken on board the "Melbourne".
13 The plaintiff described his change in attitude as a serviceman after the collision. He said he became rebellious and that he drank heavily.
14 In para 13 of his affidavit the plaintiff referred to his decision to leave the Navy:
"THAT I knew I had to get out of the Navy. I hated the Navy for what had happened, my confidence in the Navy had entirely collapsed. I wrote to my father from jail but my letters were censored so I couldn't say how bad things were for me. When I got out of jail I wrote and told him what had happened and asked him to help me get out of the Navy. He agreed to help me and pulled some strings and got a Member of Parliament on his side and claimed he needed me to help work his settlers block. I was given a free discharge after only two and a half years in the service. I was relived [sic] to be away from the Navy but I felt terrible about what had happened to my life. I became distrustful of authority and rebellious. I argued with persons in authority. I was having nightmares. I couldn't sleep properly. I was on edge, I was confused and I felt guilty and anxious all the time. Before the collision I was very happy and content with the Navy. I only got into a bit of trouble once when I slept in late. There were character and efficiency assessments carried out on the 31st December 1963 which indicated that my character was very good and my efficiency, satisfactory. After the collision I believe my character assessments carried out on the 11th September 1964 showed a marked deterioration in my character and efficiency. My character was assessed as only fair and my efficiency was less then [sic] satisfactory. My change in attitude is reflected in the deterioration of my character and efficiency assessment."
15 Then, in para 17 the plaintiff said that he asked for a free discharge on the grounds that his father needed his help on his thirty acre property. Within that paragraph of his affidavit, he referred to a document to which I shall make further reference later, which document deals with the plaintiff's application. The plaintiff deposed in para 17 to his decision to leave the Navy as quickly as possible. He said that he asked for a free discharge on the grounds that his father needed his help on his thirty acre property but went on to say:
"Although my father did need some assistance on his block, in part, I was using the reason to help my father as an excuse to get out of the navy. The real reason I wanted to get out of the Navy is that I had had it, I knew I could no longer continue in the RAN after the collision. I thought my fears of going back to sea, my edginess, irritability, mood swings, anger, loss of confidence, nightmares, feeling uptight were all a normal reaction to the collision and I thought that in time I would gradually settle down and that I would just have to cope with these feelings the best way I could. I didn't think that I had a psychiatric injury as such."
16 It was on 26 August 1964 that the plaintiff made a successful "free" discharge application and his service thereby ceased. I will return to this later when considering the issue of prejudice.