Productively Pursuing and Maximizing Insurance Claims
Maximizing insurance claims starts with locating and notifying all potentially responsive coverages when facing a loss or claim. This article offers a 101 about what types of maritime-, transportation-, and shipping-related events insurance may cover and how to go about productively pursuing an insurance recovery when disaster strikes—even if your insurance company says “no.”
Two Overarching Types of Insurance
Without getting too far into the weeds of the many different types of insurance coverage available to policyholders, think about them as falling into one of these two broad buckets: (1) first-party insurance coverage, and (2) third-party insurance coverage.
First-party insurance describes coverages that respond to a policyholder’s losses, which do not involve any claim asserted against the policyholder (e.g., you, your business, your employer). First-party property policies such as marine property insurance and bumbershoot property insurance, for example, typically insure against loss of, or damage to, the policyholder’s property (e.g., structures, terminals (including piers, breasting dolphins, storage tanks, etc.), electronic equipment), as well as coverage for lost business revenue. These first-party property policies frequently are “all risk” policies, meaning they cover the policyholder’s losses unless caused by an expressly excluded peril that the insurer can prove (e.g., ordinary wear and tear). Property policies often include business interruption coverage and coverage for inventory or goods lost or damaged in transit. Other types of first-party policies relevant to the maritime industry include:
Inland Marine Insurance that protects movable business property for policyholders that aren’t on the seas, including trucking and construction companies, property developers, and contractors, for example;
Marine Hull and Machinery Insurance that protects from physical damage to ships, vessels, and their machinery on the water, at the dock, and under construction for most sizes of commercial vessels including tugs, barges, dredges, and passenger vessels;
Marine Cargo Insurance that protects goods while in transit, across various modes of transportation, and while in storage; and
Political Risk Insurance that protects against losses caused by “political” events in a foreign country.
Third-party insurance coverage sometimes is called liability insurance. That’s because it includes policies that provide insurance for the policyholder’s liability to third parties alleging damages. Perhaps the most well-known form of third-party insurance for policyholders in the maritime industry is maritime general liability insurance (and excess bumbershoot liability insurance), which provides broad coverage for allegations asserted against the policyholder for bodily injury, property damage, and product and completed operation for marine risks. Other types of potentially relevant third-party policies include:
Cargo Owner’s Liability Insurance to protect against the risks for property damage, bodily injury to third parties, and as a result of pollution from a cargo event in ocean transit;
Shipowners’ Liability (“SOL”) Insurance for a shipowner’s exposure arising from an alleged breach of a contract of carriage and certain liabilities that fall outside of the Protection and Indemnity (“P&I”) Club’s standard P&I rules;
Directors and Officers (“D&O”) Insurance that protects companies and their corporate officers and directors against claims alleging wrongful acts and may cover legal fees for responding to subpoenas and search warrants; and
Pollution Liability Insurance to supplement or bolster pollution coverage that may exist in other marine liability (and property) insurance; some policyholders have standalone pollution liability insurance to broadly cover allegations of property damage from an actual or threatened pollution incident (spill) including fines, penalties, criminal defense, and more.
A single event can implicate several types of coverage found in multiple different insurance policies. For example, a vessel colliding with a terminal may involve loss to:
the terminal’s structures and equipment covered by a marine property insurance policy;
the terminal owner’s profits covered by business interruption insurance (and other time element coverages);
claims by third parties (adjacent property owners or the government, for example) alleging property damage from pollutants released from the vessel or terminal’s structures that are covered by marine general liability insurance and pollution liability insurance;
claims by shareholders alleging malfeasance in allowing the collision to happen (depending on which entity was responsible for the tugs, for example) that are covered by D&O insurance; and
this does not begin to untangle the myriad insurance implications when analyzing claims against the vessel and potential subrogation claims.
It’s important to look for responsive coverage from a company’s entire insurance portfolio when facing a loss or claim.
Three Things to Keep in Mind When Pursuing Insurance
Many policyholders don’t productively or efficiently pursue all of the insurance that is provided by their insurance policies. Here are three considerations when filing claims:
Be prompt. One of the most important first steps in pursuing insurance is to make sure that notice of a loss, claim, or occurrence is prompt and otherwise meets the requirements of the insurance policy.
Be thorough. It is important to look at all potentially responsive coverages that may be located in several different insurance policies with varying notice provisions. The general rule is that notices should be given under all possible policies that might be triggered—regardless of type, year, or layer. The old adage “better safe than sorry” never rings more true than when it comes to a company giving notice to its insurers.
Be diligent. As already stressed, the notice provisions in insurance policies also may specify how, and in what form, notice should be given. The policies typically identify to whom notice should be addressed, and request a statement regarding all the particulars of the underlying claims.
After a loss or claim has occurred, the policyholder should present its claim to the insurer in a way that will maximize coverage. Many legal issues, such as trigger of coverage, number of occurrences, and allocation, can significantly affect the existence or amount of an insurance recovery. Moreover, certain causes of loss or liability may be excluded from coverage, while others are not. These are complex issues that vary by state law and require a high level of legal sophistication to be understood and applied to the facts of a particular case.
The insurer may respond to its policyholder’s notice letter with a request for information. Such requests may seek to have the policyholder characterize its claim in a way that will limit coverage. Before the policyholder engages in any such communications with its insurance company, the policyholder should know what legal issues are likely to arise, and how best to describe its claim to maximize coverage.
It’s important to get the little things right from the beginning to avoid being blindsided and enhance the likelihood of succeeding at the finish line.
Understanding the U.S. Embassy Paris Certification Requirement
Last week, the U.S. Embassy in Paris issued a letter and certification form to multiple French companies requiring companies that serve the U.S. Government to certify their compliance with U.S. federal anti-discrimination laws. This certification request was issued in furtherance of President Trump’s Executive Order 14173 on Ending illegal Discrimination and Restoring Merit-Based Opportunities, issued on January 21, 2025. This Order addresses programs promoting Diversity, Equity and Inclusion (DEI) and requires that government contractors’ employment, procurement and contracting practices not consider race, color, sex, sexual preference, religion or national origin in ways that violate the United States’ civil rights laws.
Certification Contents
The certification requires U.S. Government contractors to certify that they comply with all applicable U.S. federal anti-discrimination laws and do promote DEI in violation of applicable U.S. federal anti-discrimination laws.
While the letter was issued by the U.S. Embassy in Paris and is arguably limited to contractors serving that embassy, the requirement under the Executive Order extends to all contractors doing business with any U.S. Government agency.
Any company submitting the certification with knowledge that it is false will be deemed to have violated the U.S. False Claims Act, which imposes liability on individuals and companies who defraud governmental programs.
Implications for French Companies
This letter raises questions about the extraterritorial application of U.S. laws to foreign companies and their reach. In particular, while the Executive Order clearly applies to companies (irrespective of nationality) that directly supply or provide services to the U.S. Government, it is unclear whether, for example, the French parent of a U.S. subsidiary providing services to the U.S. Government would be subject to the certification.
The issue is complicated by the fact that French law in some ways conflicts with the provisions of the Executive Order – for instance, requiring that mid-sized and large companies have a minimum percentage of women sitting on their boards.
Neither the Executive Order nor the documents mention any exemptions or carve-outs for suppliers and service providers.
Conclusion
The U.S. Embassy’s certification requirement underscores the current complexities faced by international businesses in dealing with the U.S. Government. French companies should consider carefully assessing their DEI programs and overall compliance with U.S. federal laws while continuing to adhere to their own legal obligations, striking a careful balance as best they can.
FAR on the Chopping Block: Potential Impacts on Protests
As those in the federal contracting community wait anxiously for rumored and hinted at changes to the Federal Acquisition Regulation (“FAR”), we are beginning to evaluate how certain of those changes might most impact our clients. In the first of a series engaging in some mild—or wild, depending on your outlook—speculation about these potential changes, we take a look at how the removal of certain FAR requirements might impact bid protests.
One of the cardinal rules of bid protests is that protests not alleging solicitation improprieties must be filed no later than 10 days after the basis of protest is known or should have been known. 4 C.F.R. § 21.2(b). There is a key exception, however—for procurements under which a debriefing is requested. If requested, a debriefing is required, and the initial protest cannot be filed before the debriefing date offered and must be filed no later than 10 days after the debriefing concludes. In other words, a protester’s timeliness clock does not start ticking until the debriefing concludes.
But what does it mean for a debriefing to be “required,” and does that requirement stem primarily or exclusively from the FAR or from statute? Our understanding is that the FAR re-write currently underway is intended to eliminate non-statutory FAR requirements, which means identifying a statutory basis for FAR clauses will be key to understanding the potential scope of any pending revisions. FAR 15.506 is perhaps the most commonly cited provision creating a “requirement” for agencies to offer debriefings in certain circumstances, but the requirement for a post-award debriefing in certain circumstances is actually established by 41 U.S.C. § 3704, which provides:
When a contract is awarded by the head of an executive agency on the basis of competitive proposals, an unsuccessful offeror, on written request received by the agency within 3 days after the date on which the unsuccessful offeror receives the notification of the contract award, shall be debriefed and furnished the basis for the selection decision and contract award.
Given their statutory origin, debriefings should continue even if removed from the FAR, meaning the Government Accountability Office (“GAO”) protest deadlines would likely remain unchanged for standalone contracts.
Notably, though, 41 U.S.C. § 3704 applies only to contracts. While FAR 16.505 extends the debriefing requirements of FAR 15.506 to procurements for orders under multiple award contracts where the value of the order exceeds six million dollars, there is no statutory requirement to provide debriefings for task order procurements, regardless of their size. Accordingly, if both FAR 15.506 and 16.505 were removed, protests of task orders would have to be filed no later than 10 days from when the basis of protests was known or should have been known, while protests for standalone contracts under FAR Part 15 would continue to be governed by the debriefing-triggered timeliness requirements.
GAO has repeatedly held that only a “procurement statute or regulation” can make a debriefing “required”; agency policy is insufficient. As a result, only Congress would be able to remedy the dichotomy between timeliness triggers for contracts and task orders created by the removal of FAR 16.505, unless the administration changed course on the regulation.
This dichotomy would also extend to the contents of debriefings, at least for civilian agencies. While FAR 15.506’s minimum requirements for the contents of debriefings mirror those outlined in 41 U.S.C. § 3704, FAR 16.505 has no statutory impetus. Accordingly, agencies would not be required to provide any information to offerors after award of a task order. It is unclear if the FAR rewrite project will extend to agency supplements, including the Defense Federal Acquisition Regulation Supplement (“DFARS”), but it’s worth noting that the enhanced debriefing procedures outlined in the DFARS were statutorily mandated by the 2018 National Defense Authorization Act and therefore may be required even if cut from the DFARS.
If—again, hypothetically—Section 16.505 was removed from the FAR, there could be a drastic reduction in the number of task order-related protests or in their likelihood of succeeding. Under the Federal Acquisition Streamlining Act (“FASA”), the Court of Federal Claims (“COFC”) lacks jurisdiction to hear protests challenging the issuance or award of a task order. And unlike at COFC, protesters at GAO are not entitled to the full evaluation record in response to their protest. Rather, GAO will require the production of documents related only to the specific protest grounds filed. Without a debriefing, task order protesters may struggle to identify sufficient bases of protest to receive portions of the record that reveal errors. This could reduce their likelihood of success and generally discourage task order protests.
Of course, debriefings aren’t the only things on the chopping block for FAR 2.0. Agency-level protests could disappear entirely. While GAO and COFC each have jurisdiction established by statute, agency protests have no such basis. The agency-level protest process was established by FAR 33.103 in a response to Executive Order 12979 issued by President Clinton in 1995. If FAR 33.103 did not survive into the next iteration of the regulations, protesters would have no option to raise their challenges with the procuring agency. Although agency protests may be at risk, GAO is both statutorily mandated and has its governing regulations located in a different section of the Code of Federal Regulations from the FAR—which would likely spare it from significant shakeup.
Navigating Emission Control Areas: Operational, Legal, and U.S. Enforcement Risks of MARPOL Annex VI’s Low Sulphur Fuel Requirements
The North American Emissions Control Area (“ECA”), which has been in force well over a decade, is one of four existing ECAs around the world. Effective May 1, 2025, the Mediterranean Sea ECA will become the fifth. In March 2026, pursuant to MARPOL Annex VI, Regulation 13, the Canadian Arctic and Norwegian Sea will also be designated as ECAs, increasing the global total to seven. These two ECAs will become enforceable on March 1, 2027. In addition to these ECAs, other port States around the world have separately implemented domestic emissions control regulations in their territorial seas, with China being a prominent example.
The establishment of these new ECAs and similar emissions control regimes throughout the world will result in an increasing number of vessels crossing ECA boundaries—sometimes multiple times on a single voyage—and on a more frequent basis. The use of different fuel types has in more and more cases led to operational and safety challenges, which has inevitably translated into heightened legal and enforcement risks. Given this expansion of ECAs worldwide, and the growing patchwork of other related port State emissions requirements, it is more important than ever to revisit the various legal and operational risks that have emerged over time, particularly those in the United States, to ensure compliance and mitigate potential risks.
Background
Among other requirements, vessels subject to the International Convention for the Prevention of Pollution from Ships (“MARPOL”) must comply with low sulphur requirements set forth in Regulation 14 of Annex VI. These requirements mandate that ships use fuel with a sulphur content of no more than 0.5 percent when operating outside an ECA, and no more than 0.1 percent when operating inside an ECA. Alternatively, ships can install approved exhaust gas cleaning systems (“EGCS” or “scrubbers”) to meet these standards. EGCS remove sulphur from engine exhaust, achieving an equivalent reduction in sulphur emissions as required by the regulations.
Fuel Switching While Underway
Some estimates suggest approximately 10-15 percent of existing vessels subject to MARPOL are equipped with scrubbers, though that percentage is rising as many newbuild orders include installation of these systems.
Vessels not fitted with scrubbers may not carry onboard high sulphur fuel oil or other bunkers with a sulphur content exceeding the global cap of 0.5 percent. If a vessel transits through an ECA, it must consume ultra-low sulphur fuel oil, marine gas oil, or other fuel with a sulphur content no more than 0.1 percent. Vessels equipped with scrubbers may consume any combination of fuels, so long as the EGCS is fully operational and reduces the sulphur content to a level at or below applicable limits.
Whether or not a vessel is fitted with scrubbers, fuel oil changeover procedures are required by MARPOL Annex VI for vessels entering an ECA. The fuel oil changeover procedure must allow sufficient time for the fuel oil service system to be fully purged of all fuel oil exceeding the applicable sulphur limit before entering an ECA. Outside of ECAs, most ships that do not have scrubbers fitted primarily operate on very low sulphur fuel oil to meet the 0.50 percent global sulphur requirement. Upon approaching a designated ECA, such vessels undergo fuel switching to meet the more stringent emission requirements within the ECA of 0.1 percent sulphur content. Upon leaving the ECA, this process is essentially reversed.
Vessels fitted with scrubbers must also comply with local port State discharge prohibitions or other requirements for scrubber washwater, such as the U.S. Environmental Protection Agency’s Vessel General Permit or other state discharge regulations in the United States, such as California, where the use of scrubbers is not permitted.
Operational Risks—ECA Transits
The process of switching from higher sulphur fuels to lower sulphur fuels, and vice versa, must be undertaken with meticulous attention to detail by crew, following clear, standardized procedures to avoid operational failures.
Fuel changeovers, while necessary for regulatory compliance, pose safety considerations. The process typically involves a series of operations, including adjusting fuel systems, purging lines, and ensuring compatibility between the fuels. These challenges are well known, including the potential for fuel contamination, failure to properly control the temperature and viscosity of the marine fuel during transition, potential EGCS malfunction, and human error, among others. Experience has shown that these challenges can, under some circumstances, lead to loss of propulsion, loss of electrical power, engine damage, and other operational disruptions and mishaps.
Legal Risks Under U.S. Law—Reporting and Compliance
When these challenges materialize into operational disruptions or other incidents, this inevitably triggers a variety of potential reporting requirements, particularly in the United States, and the attendant significant legal risks of not reporting when required by law to do so. In addition, any non-compliance with low sulphur fuel standards—and failure to maintain accurate records in connection with these and related emissions requirements—can also result in civil or criminal penalties under applicable U.S. law.
Key reporting requirements for owners and operators of vessels, and their crews, when calling on U.S. ports include:
Marine Casualty Reporting: Depending on the facts and circumstances, failure of or damage to ship’s equipment, loss of propulsion, loss of electrical power, or other similar occurrence associated with fuel changeovers and ECA compliance may be considered a reportable “marine casualty” under 46 CFR § 4.05-1.
Hazardous Condition Reporting: Apart from the marine casualty reporting requirement, depending on the facts and circumstances, such incidents and occurrences could also potentially be considered a reportable “hazardous condition” under the Ports and Waterways Safety Act (“PWSA”). A “hazardous condition” is defined in 33 CFR § 160.2020 as “any condition that may adversely affect the safety of any vessel, bridge, structure, or shore area or the environmental quality of any port, harbor, or navigable waterway of the United States. It may, but need not, involve collision, allision, fire, explosion, grounding, leaking, damage, injury or illness of a person aboard, or manning-shortage.”
Determining whether a particular incident qualifies as a reportable “marine casualty” and/or “hazardous condition” under U.S. law is a fact-specific determination. This evaluation is influenced by the nature and severity of the incident, its location, the conditions, the circumstances surrounding it, and various other relevant factors. The U.S. Coast Guard issued guidance on marine casualty and other reporting requirements in Navigation and Vessel Inspection Circular 01-15. Since these reports must generally be made “immediately,” it is often prudent to report the incident right away, along with any necessary response actions being undertaken by the vessel to address the situation. Penalties can be significant for failure to report in a timely manner.
Failure to report a “marine casualty” can result in civil penalties for both individuals and corporate vessel owners and operators. Failure to report a “hazardous condition” under PWSA regulations can result in both civil and criminal penalties.
Submitting a prompt written or verbal report to the U.S. Coast Guard when an occurrence happens typically fulfills both regulatory requirements. In the event of a reportable “marine casualty,” the regulation also mandates the submission of CG Form 2692 within five days. This form serves as the method to report to the U.S. Coast Guard the specifics of what occurred.
Conclusion
The implementation of the Mediterranean Sea ECA and the upcoming designations of the Canadian Arctic and Norwegian Sea as ECAs underscore the continued global commitment to reducing vessel emissions. However, using low sulphur fuels in ECAs may present operational challenges, safety concerns, and legal risks, especially in the United States. As the decarbonization of shipping evolves, the use of alternative fuels and changes to vessel design may exacerbate these risks over time.
To mitigate legal and enforcement risks, vessel owners and operators should review their Safety Management Systems and operational procedures to ensure they align well with U.S. reporting and other regulatory requirements and policies cited above.
FedRAMP 20x – Major Overhaul Announced to Streamline the Security Authorization Process for Government Cloud Offerings
On March 24, 2025, the Federal Risk and Authorization Management Program (“FedRAMP”) announced a major overhaul of the program, which is being called “FedRAMP 20x.” The FedRAMP 20x announcement stated there are no immediate changes to the existing authorization path based on agency sponsorship and assessment against the FedRAMP Rev 5 baseline.[1] However, once the initiative kicks off, we expect major changes to speed up and streamline that authorization path that likely will be welcomed by industry partners and cloud service providers participating in the program. Below are key points based on the recent FedRAMP 20x announcement.
The primary goals of the FedRAMP 20x initiative include:
Seeking to implement the use of automated validation for 80% of FedRAMP requirements, which would leave about 20% of narrative as opposed to the current 100% narrative explanations required in the document submission package.
Leaning on industry partners to provide continuous simple standardized machine-readable validation of continuous monitoring decisions.
Fostering trust between industry and federal agencies to promote direct relationships between cloud service providers and customers. Note, this appears to indicate that the FedRAMP Program Management Office (“PMO”) will have a much smaller role moving forward with respect to the authorization process and assessments.
Replacing annual assessments with simple automated checks.
Replacing the significant change process with an approved business process that will not require additional oversight to be developed in collaboration with industry.
FedRAMP 20x is an initiative that will be implemented in phases. The timeline for Phase 1 has not been announced but, once it is open, Phase 1 seeks to streamline the authorization process for eligible participants and authorized cloud service offerings in weeks rather than months. Phase 1 will focus on Software-as-a-Service offerings with the following characteristics:
Deployed on an existing FedRAMP Authorized cloud service offering using entirely or primarily cloud-native services;
Minimal or no third party cloud interconnections with all services handling federal information FedRAMP Authorized;
Service is provided only via the web (browser and/or APIs);
Offering supports a few standard customer configured features needed by federal agencies (or the cloud provider willing to build that capability quickly); and
Existing adoption of commercial security frameworks are a plus (SOC 2, ISO 27000, CIS Controls, HITRUST, etc.).
The practical implications of Phase 1 appear to be positive. Cloud service providers will be able to submit fewer pages for authorization submissions (i.e., less narrative, and more standard configuration choices for documentation). The documentation required for Phase 1 includes (1) documentation of security controls implemented by the cloud service provider and (2) materials demonstrating the cloud service provider’s existing commercial security framework to the extent it overlaps with FedRAMP requirements (e.g., a Security & Privacy Policy). There will be an automated validation component for Phase 1 authorizations, which may involve making configuration changes as needed to meet certain security controls. Following the assessment process, the cloud service offering will receive a score related to Confidentiality, Integrity, and Availability of federal information, and federal agencies will review this information to make risk assessments prior to adoption. Lastly, there will be changes to continuous monitoring with the replacement of annual assessments with simple automated checks and a new significant change process that will not require additional oversight.
Overall, with less documentation and narrative explanation, a more automated process with quicker authorization timelines, and less burdensome continuous monitoring activities due to enhancements through automation, the goal of FedRAMP 20x changes is to establish more efficient authorization and continuous monitoring processes. This should make it easier for cloud providers to sell their offerings to the government. Industry participation is a major focus of the new initiative. There are community engagement groups planning to begin meeting immediately and there will be opportunities for public comment as new ideas and documentation are rolled out. The community group meetings are focused on four topics: (1) Rev 5 Continuous Monitoring, (2) Automating Assessments, (3) Applying Existing Frameworks, and (4) Continuous Reporting. For those in this space, it will be important to participate to ensure industry partners are involved in shaping the program. The schedule for the meetings can be found here.
FOOTNOTES
[1] The FedRAMP Rev. 5 baseline aligns with National Institutes of Standards and Technology (“NIST”) Special Publication (“SP”) 800-53, Security and Privacy Controls for Federal Information Systems and Organizations, Revision 5.
VHA and DLA Enter Into Another Interagency Agreement: Déjà Vu All Over Again?
In March 2025, the Defense Logistics Agency (“DLA”) and the Veterans Health Administration (“VHA”) entered into another interagency agreement. The agencies announced that the purpose of the 10-year, $3.6 billion agreement is to align supply chain requirements and centralize logistical support DLA will provide to all VHA healthcare facilities nationwide.
The 2025 agreement follows three DLA and VHA interagency agreements entered into between 2018 and 2020. In 2018, DLA and VHA entered into an agreement under which VHA began transitioning its medical supplies purchasing to DLA’s Electronic Catalog (“ECAT”). In 2019, the agencies entered into another interagency agreement which allowed VHA to access medical and surgical items by leveraging the DLA supply chain and provided for creating a centralized ordering system, rather than using the separate VHA and DLA systems.
In December 2020, the agencies expanded their 2019 agreement. The 2020 agreement created a strategic partnership allowing VHA to pilot adoption of the DLA Defense Medical Logistics Standard Support (“DMLSS”) inventory management system. DMLSS serves as the primary system for DLA’s Medical Surgical Prime Vendor (“MSPV”) program. In 2021, the agencies announced plans to merge their MSPV programs. The plan was for the VA MSPV program to wind down and transition to the DLA MSPV program by September 2023. However, the merger was scuttled because of a bid protest filed at the U.S. Court of Federal Claims.
Companies selling medical and surgical supplies to the federal government might wonder whether the March 2025 agreement is nothing more than another interagency agreement between DLA and VHA extending their partnership. Alternatively, because we currently are living in a Department of Government Efficiency (“DOGE”) government contracts streamlining environment, the March 2025 agreement could mean DLA and VHA are getting ready to take another run at consolidating their MSPV programs.
More States Ban Foreign AI Tools on Government Devices
Alabama and Oklahoma have become the latest states to ban from state-owned devices and networks certain AI tools with links to foreign governments.
In a memorandum issued to all state agencies on March 26, 2025, Alabama Governor Kay Ivey announced new policies banning from the state’s IT network and devices the AI platforms DeepSeek and Manus due to “their affiliation with the Chinese government and vast data-collection capabilities.” The Alabama memo also addressed a new framework for identifying and blocking “other harmful software programs and websites,” focusing on protecting state infrastructure from “foreign countr[ies] of concern,” including China (but not Taiwan), Iran, North Korea, and Russia.
Similarly, on March 21, 2025, Oklahoma Governor Kevin Stitt announced a policy banning DeepSeek on all state-owned devices due to concerns regarding security risks, regulatory compliance issues, susceptibility to adversarial manipulation, and lack of robust security safeguards.
These actions are part of a larger trend, with multiple states and agencies having announced similar policies banning or at least limiting the use of DeepSeek on state devices. In addition, 21 state attorneys general recently urged Congress to pass the “No DeepSeek on Government Devices Act.”
As AI technologies continue to evolve, we can expect more government agencies at all levels to conduct further reviews, issue policies or guidance, and/or enact legislation regarding the use of such technologies with potentially harmful or risky affiliations. Likewise, private businesses should consider undertaking similar reviews of their own policies (particularly if they contract with any government agencies) to protect themselves from potential risks.
Maritime Chokepoints and Freedom of Navigation The US Federal Maritime Commission Investigation Into “Transit Constraints”
On March 14, 2025, the US Federal Maritime Commission (FMC) announced the initiation of a nonadjudicatory investigation into transit constraints at international maritime “chokepoints.”
The Federal Register notice initiating the investigation identified the following seven global maritime passageways that may be subject to such constraints: (1) the English Channel, (2) the Malacca Strait, (3) the Northern Sea Passage, (4) the Singapore Strait, (5) the Panama Canal, (6) the Strait of Gibraltar and (7) the Suez Canal. The FMC announcement is another sign of the continued merger of national security, trade issues and global shipping and transportation issues.
The FMC has a statutory mandate to monitor and evaluate conditions affecting shipping in US foreign trade. 46 U.S.C.42101(a) provides that the commission “shall prescribe regulations affecting shipping in foreign trade … to adjust or meet general or special conditions unfavorable to shipping in foreign trade,” when those conditions are the result of a foreign country’s laws or regulations or the “competitive methods, pricing practices, or other practices” used by the owners, operators or agents of “vessels of a foreign country.” The FMC is also required under 46 U.S.C. 46106 to report to Congress on potentially problematic practices of ocean common carriers owned or controlled by foreign governments, e.g., China. The FMC will conduct this investigation in accordance with its procedures for a nonadjudicatory investigation set forth in 46 CFR Part 502, Subpart R.
The FMC is conducting this investigation into any actions by a foreign country or other maritime interests that might constitute anticompetitive practices, irregular pricing or pricing that is deemed prejudicial to US foreign trade interests, and any other practices of government authorities, vessel owners, operators or agents affecting transit through such passageways. That is an incredibly broad mandate, and there is complete uncertainty as to what “remedies” or “proposed actions” the FMC might recommend so as to remediate any perceived constraints on transit.
However, given the potentially severe and disruptive impact of the proposed actions currently being considered by the Office of the US Trade Representative (USTR) in relation to the ongoing Section 301 investigation into “China’s Targeting of the Maritime, Logistics, and Shipbuilding Sectors for Dominance,” 1 this new FMC investigation bears careful monitoring and engagement by affected parties.
Some commentators have already concluded that this new FMC investigation is simply a new front in the trade war the US is waging on the Chinese maritime and shipbuilding industries. Seatrade Maritime News claims that the FMC investigation is “not about trade at all,” but rather a continuation of the “China witch hunt” that started with the USTR Section 301 investigation.2 Others see the inclusion of the Panama Canal in the FMC investigation as an extension of the Trump administration’s stated desire to “take back” the canal, although in truth, the recent controversy over the Panama Canal was in part related again to China, and concerns over the involvement of the Panama Ports Company, a subsidiary of Hong Kong-based Hutchison Port Holdings.3 The references in the FMC notice of initiation to “other maritime interests” and “other practices of government authorities,” including irregular pricing or “pricing that is deemed prejudicial to US foreign trade interests,” appear to be a veiled reference to the Panama Maritime Authority and allegations that US vessels were being treated differently. Most commentators now agree that the FMC investigation is another element or tool that the administration intends to use to reduce US reliance on foreign-owned cargo vessels, and indeed force cargo interests to use US vessels.4 In this context, the focus on the Suez Canal may actually be a US ploy to target and extract concessions out of Egypt;5 the English Channel may be more about targeting the UK and France.
The FMC summarizes its individual concerns about (1) the English Channel, (2) the Malacca Strait, (3) the Northern Sea Passage, (4) the Singapore Strait, (5) the Panama Canal (6) the Strait of Gibraltar, and (7) the Suez Canal in the Federal Register notice. In summary, the concerns range from congestion, limited passing opportunities, an elevated risk of collisions, navigational challenges, variable weather conditions, environmental risks, geopolitical tensions, security threats and, in some areas, piracy and smuggling.
With respect to the Northern Sea Passage, the FMC notes that this is emerging as a critical maritime chokepoint as the region’s waters become ice free for longer periods, with it offering a shortcut between Europe and Asia 6. Reference is made to Russia seeking control over the route and its strategic importance being amplified by increased military activity from Russia, China and NATO forces.
In the section on the Panama Canal, while noting that Panama’s ship registry is one of the world’s largest, the FMC notes that remedial measures it can take include “refusing entry to US ports by vessels registered in countries responsible for creating unfavorable conditions.” In addition to Panama, states that control other areas in which chokepoints are located operate some of the world’s other largest ship registries, such as Singapore, Malaysia and Indonesia. If this investigation leads to the US refusing entry to, or imposing penalties on, vessels flagged in these states, or on vessels owned by interests from these states, it could have very farreaching implications.
As is foreseen in the impact of the Section 301 proposed actions, these measures could have the potential to significantly raise the costs of calling at US ports (either by way of reduced availability of tonnage or the imposition of direct penalties) with these costs being passed down the charterparty chain and then ultimately to customers and consumers.
The FMC notes that other significant constraints affecting US shipping may arise quickly in the global maritime environment. For example, when the Singapore-flagged containership Dali struck a bridge in Baltimore, Maryland in March 2024, six people were killed and maritime access to the Port of Baltimore was blocked, a situation that persisted for many weeks and led to losses that have been estimated to reach as high as US$4 billion.
Interested parties are permitted to submit written comments by May 13, 2025, with experiences, arguments and/or data relevant to the above-described maritime chokepoints, particularly concerning the effects of laws, regulations, practices or other actions by foreign governments, and/or the practices of owners or operators of foreign-flag vessels, on shipping conditions in these chokepoints.
The FMC states that it welcomes comments not only from government authorities and container shipping interests, but also from tramp operators, bulk cargo interests, vessel owners, individuals and groups with relevant information on environmental and resource-conservation considerations, and anyone else with relevant information or perspectives on these matters.
In particular, the FMC has expressed an interest in information and perspectives on the following six questions:
What are the causes, nature and effects, including financial and environmental effects, of constraints on one or more of the maritime chokepoints described above?
To what extent are constraints caused by or attributable to the laws, regulations, practices, actions or inactions of one or more foreign governments?
To what extent are constraints caused by or attributable to the practices, actions or inactions of owners or operators of foreign-flag vessels?
What will likely be the causes, nature and effects, including financial and environmental effects, of any continued transit constraints during the rest of 2025?
What are the best steps the FMC might take, over the short term and the long term, to alleviate transit constraints and their effects?
What are the obstacles to implementing measures that would alleviate the above transit constraints and their effects, and how can these be addressed?
It will be interesting, and indeed imperative, for global shipping interests to monitor the comments received and how the proposed measures are developed accordingly.
A recent Bloomberg News article went so far as to indicate that the “Billion-Dollar US Levies on Chinese Ships Risk a ‘Trade Apocalypse’.”
Interestingly, there are some notable exclusions from the list of the seven “chokepoints,” including some that are significantly more problematic and/or more important to global trade flows, including the Black Sea and the Bosphorus, the Strait of Hormuz, and the Bab Al Mandeb Strait.
The Carnegie Endowment for International Peace published a February 19, 2025 article examining the US motivations behind the Panama Canal gambit.
TradeWinds posits in one article that the FMC may try to ban or detain ships from the “maritime chokepoint” countries, or restrict or ban service to the US by shipping lines or vessel operators that are said to contribute to issues relating to transit through these passageways.
For example, this may be about the US getting preferential deals for US vessels; e.g., US-flagged vessels being given free Suez transits by the Egyptian government, under threat of measures against Egypt being imposed if not.
Although consultant Darron Wadey at Dynaliners in the Netherlands has expressed a view, quoted in Seatrade Maritime News, that this route is “an outlier” in the list and has “zero relevance” to US foreign trade.
Fifth Circuit Court of Appeals Negates Ruling on Federal Contractor Minimum Wage
On March 28, 2025, the Fifth Circuit Court of Appeals vacated its previous ruling that permitted a $15 per hour minimum wage for federal contractors, shortly after President Donald Trump revoked the Biden administration rule setting that wage rate.
Quick Hits
The Fifth Circuit vacated its decision to uphold a $15 per hour minimum wage for federal contractors.
The court acted shortly after President Trump rescinded a Biden administration rule raising the minimum wage for federal contractors to $15 per hour.
An Obama-era rule establishing a $13.30 per hour minimum wage for federal contractors still stands.
On the website for the U.S. Department of Labor, the agency said it is “no longer enforcing” the final rule that raised the minimum wage for federal contractors to $15 per hour with an annual increase depending on inflation.
As of January 1, 2025, the minimum wage for federal contractors was $17.75 per hour, but that rate is no longer in effect. Therefore, an Obama-era executive order setting the minimum wage for federal contractors at $13.30 per hour now remains in force.
Some federal contracts may be covered by prevailing wage laws, such as the Davis-Bacon Act or the McNamara-O’Hara Service Contract Act. Those prevailing wage laws are still applicable.
Many states have their own minimum wage, and those vary widely.
Background on the Case
In February 2022, Louisiana, Mississippi, and Texas sued the federal government to challenge the Biden-era Executive Order 14026, which directed federal agencies to pay federal contractors a minimum wage of $15 per hour. The states argued the executive order violated the Administrative Procedure Act (APA) and the Federal Property and Administrative Services Act of 1949 (FPASA) because it exceeded the president’s statutory authority. The states also claimed the executive order represented an “unconstitutional exercise of Congress’s spending power.”
On February 4, 2025, the Fifth Circuit Court of Appeals upheld the $15 per hour minimum wage for federal contractors. A three-judge panel ruled that this minimum wage rule was permissible under federal law.
On March 14, 2025, President Trump rescinded the Biden-era executive order that established a $15 per hour minimum wage for federal contractors. In effect, that made the earlier court ruling moot, according to the Fifth Circuit.
Next Steps
Going forward, the Obama-era $13.30 minimum wage rate for federal contractors still stands. Federal contractors operating in multiple states may wish to review their policies and practices to ensure they comply with state minimum wage laws and federal prevailing wage laws. If they use a third-party payroll administrator, they may wish to communicate with the administrator to confirm legal compliance.
Strengthening Government Fraud Enforcement: Administrative False Claims Act Provides Agencies Tool to Bring Fraud Claims
Enacted as part of the recent National Defense Authorization Act (NDAA), the U.S. Congress established a significant new fraud enforcement mechanism, called the Administrative False Claims Act (AFCA), which empowers federal agencies to investigate and adjudicate more fraud cases involving false claims and statements made to the government.
Quick Hits
The Administrative False Claims Act (AFCA) significantly strengthens agencies’ ability to combat fraud involving federal funds by allowing direct prosecutions.
The AFCA raises the maximum claim amount from $150,000 to $1 million, expands definitions of false claims that trigger liability beyond those involving claims for money, and establishes reimbursement guidelines for investigation costs.
The AFCA further broadens liability by including false statements not tied to a claim for payment and extends the timeframe for pursuing allegations of fraud.
On December 23, 2024, then-President Joe Biden signed the 2025 NDAA (also known as the “Servicemember Quality of Life Improvement and National Defense Authorization Act (NDAA) for Fiscal Year 2025”). Buried in the lengthy legislation is a section creating the AFCA, which revamps the underutilized Program Fraud Civil Remedies Act (PFCRA) of 1986. The AFCA expands the types of fraud cases that federal agencies can directly pursue, raising the claim ceiling to $1 million and allowing agencies to recover investigation costs.
Background
The PFCRA was enacted in 1986 to provide administrative agencies with a mechanism to pursue low-dollar-value fraud cases. However, the statute has been underutilized historically. In particular, a 2012 study conducted by the U.S. Government Accountability Office (GAO) revealed that during the fiscal years 2006 to 2010, only five civilian agencies—the U.S. Department of Housing and Urban Development (HUD), U.S. Department of Health and Human Services (HHS), the U.S. Department of Energy, the Corporation for National and Community Service (now named AmeriCorps), and the Nuclear Regulatory Commission—had utilized the PFCRA. Notably, HUD referred 96 percent of the cases, while other agencies referred only six cases over five years, according to the GAO study.
Key Amendments Under the AFCA
The AFCA introduces several significant amendments to strengthen the former PFCRA:
Increased Claim Ceiling—The maximum claim amount has been raised from $150,000 to $1 million, adjusted for inflation.
Conformance With FCA Provisions—The AFCA aligns its provisions with those found in the False Claims Act (FCA), one of the government’s primary tools for combating fraud against the federal government, ensuring consistency in fraud enforcement.
Reverse False Claims—The AFCA expands the definition of a false claim to include claims made to an “authority,” including federal agencies, executive departments, and designated federal entities, “which has the effect of concealing or improperly avoiding or decreasing an obligation to pay or transmit property, services, or money to the authority.”
Reimbursement for Investigation Costs—The AFCA also provides that agencies are reimbursed for the costs of investigations from amounts collected, including “any court or hearing costs,” making it more financially viable for agencies to pursue fraud cases.
Expanded Jurisdiction for Appeals—The AFCA specifies who can hear appeals for agencies without ALJs, broadening the scope of administrative review.
No Qui Tam Provision—However, unlike the FCA, the AFCA does not include a qui tam provision, which allows private individuals, known as “relators” or “whistleblowers,” to file lawsuits on behalf of the government and potentially receive a portion of any recovered damages.
Promulgation of Regulations—The AFCA will further require authorities to promulgate regulations and procedures to carry out the act and its amendments by June 23, 2025.
Revision of Limitations—The AFCA expands the limitation period for pursuing allegations, requiring the person alleged to be liable to be notified of the allegation within six years from the date the violation is alleged to have been committed or within three years after the material facts are discovered or “reasonably should have been known,” but not more than ten years from the date the alleged violation was committed.
Semiannual Reporting—The AFCA also amends the reporting obligations for federal government agencies, departments, and entities, requiring semiannual reports to include data on AFCA claims: the number of cases reported, actions taken—including statistical tables showing pending and resolved cases, average time to resolve cases, and final agency decisions appealed—and instances in which officials reviewing cases declined to proceed.
Next Steps
The AFCA represents a significant shift in administrative fraud enforcement as the federal government under the Trump administration focuses on reducing fraud and waste. The law strengthens and enhances the government’s ability to investigate and prosecute allegations of fraud, particularly those involving smaller dollar amounts, by providing agencies with a mechanism to prosecute allegations of fraud without having to go through the U.S. Department of Justice (DOJ) and the FCA process.
Moreover, the AFCA also expands the scope of potential liability, covering false statements even in the absence of a claim for payment. However, the AFCA lacks a qui tam provision that would incentivize whistleblowers to come forward with false claims allegations.
Moreover, the AFCA provides another antifraud tool as the Trump administration has sought to use the FCA against businesses to stop “illegal” diversity, equity, and inclusion (DEI) programs. There is potential that the AFCA could be used similarly as part of the administration’s efforts.
However, there are still questions regarding the AFCA’s authorization of administrative law judges (ALJs) and other officials to oversee cases. In its 2024 decision in Securities and Exchange Commission v. Jarkesy, the Supreme Court of the United States vacated a civil monetary penalty that was imposed in an ALJ proceeding. The Court found that this penalty violated the defendant’s right to a jury trial under the Seventh Amendment of the U.S. Constitution, raising concerns about the constitutionality of ALJ proceedings, particularly concerning monetary penalties.
Attention Department of Labor Contractors and Grantees: A Federal Court Hits Pause on Executive Orders Related to Diversity, Equity, and Inclusion
Federal courts continue to grapple with challenges to President Trump’s executive orders (“EOs”) related to diversity, equity, and inclusion (“DEI”), particularly EO 14151, Ending Radical And Wasteful Government DEI Programs And Preferencing, and EO 14173, Ending Illegal Discrimination and Restoring Merit-Based Opportunity. As we’ve noted in our coverage of the litigation first filed in the District Court of Maryland, there has been a sense of whiplash among the courts, with the District Court initially issuing a nationwide injunction that was then stayed by the Fourth Circuit Court of Appeals. Now a second federal court has weighed in, issuing a new, nationwide temporary restraining order (“TRO”). This new TRO is more limited than the prior preliminary injunction issued by the District Court of Maryland, in that the new TRO only applies to Department of Labor (“DOL”) contractors and grantees. Nevertheless, the Court’s reasoning could be helpful to the contractors and grantees of other agencies facing renewed demands to execute the DEI Certification.
Case Background
The case is Chicago Women in Trades v. Trump et al., 1:25-cv-02005. It was filed on February 26, 2025, in the U.S. District Court for the Northern District of Illinois by Chicago Women in Trades (“CWIT”), an Illinois-based non-profit and DOL grantee whose mission is to prepare women to enter and remain in high-wage skilled trades, such as carpentry, electrical work, welding, and plumbing.
On March 18, 2025, CWIT filed a Motion for a TRO broadly seeking to preclude “any and all federal agencies” from taking action adverse to a federally funded contract, grant, or other implementing vehicle, where that action is animated by either EO 14151 or EO 14173. Alternatively, CWIT sought an injunction prohibiting only DOL from (1) taking any adverse action animated by EO 14151 or EO 14173 on any of the federal grants by which CWIT receives funding, as either a grant recipient, sub-recipient, or subcontractor; and (2) directing any other grant recipient or contractor under which CWIT operates as a sub-recipient or subcontractor from taking any adverse action on any of those grants on the basis of the anti-diversity EOs. Thus, the Plaintiff essentially offered the Court a choice of whether to fashion broad relief, or narrow relief.
The Executive Orders
We have previously written extensively about the two EOs at issue. The EO provisions that are relevant to the CWIT litigation include (1) the Termination Provision of EO 14151 (requiring the termination of “equity-related” contracts and grants), (2) the Certification Provision of EO 14173 (requiring contractors and grantees to execute a certification that they do not operate DEI programs that run afoul of applicable antidiscrimination laws and stating that compliance with antidiscrimination laws is material to the government’s payment decisions under the False Claims Act (“FCA”)), and (3) the Enforcement Provision of EO 14173 (requiring the Attorney General to prepare a report identifying potential targets for investigation and enforcement related to DEI).
Scope and Effect of the March 27, 2025, TRO
The Termination Provision: Per the terms of the TRO, DOL “shall not pause, freeze, impede, block, cancel, or terminate any awards, contracts or obligations” or “change the terms of” current agreements “with CWIT” on the basis of the Termination Provision in EO 14151. Note that this part of the TRO does not apply to agencies other than DOL or to contractors or grantees other than CWIT.
The Certification Provision: The Court ordered that DOL “shall not require any grantee or contractor to make any ‘certification’ or other representation pursuant to” the Certification Provision of EO 14173. Note that this applies not only to CWIT, but to any and all DOL contractors and grantees. The Court found that a TRO precluding “any enforcement” of the Certification Provision is warranted in order to ensure that CWIT has complete relief, given that CWIT works in conjunction with other organizations that may be deemed to provide DEI-related programming, and because other similarly situated organizations would not need to show different facts to obtain the relief sought by CWIT.
The Enforcement Provision: The Court ordered that the Government shall not initiate any False Claims Act enforcement “against CWIT” pursuant to the Certification Provision of EO 14173.
The main takeaway for the federal contracting and grant community is that DOL cannot ask any of its contractors and grantees to sign the DEI Certification of EO 14173. The rest of the TRO is limited to CWIT. The Northern District of Illinois may have limited the relief available under the TRO due to the Fourth Circuit’s March 14, 2025, ruling to stay a much broader preliminary injunction that was issued by the District Court of Maryland. (According to Judge Rushing of the Fourth Circuit, “[t]he scope of the preliminary injunction alone should raise red flags: the district court purported to enjoin nondefendants from taking action against nonplaintiffs.”)
Conclusion
Although Judge Kennelly of the Northern District of Illinois issued a TRO that applies only to DOL contractors and grantees, his reasoning can serve as a roadmap for the contractors and grantees of other agencies who may receive the EO 14173 DEI Certification. Judge Kennelly expressed concern that the EOs likely violate the First and Fifth Amendments of the Constitution, as well as the Spending Clause and the Separation of Powers. As such, the Northern District of Illinois is now the second federal court to call out both the vagueness of the challenged EOs and the government’s unwillingness to define the EOs’ key concepts, such as “DEI” and “illegal DEI”. Accordingly, contractors and grantees faced with the DEI Certification should increasingly feel that it is reasonable to respond by bringing the ambiguities in the certification language to the attention of the Contracting Officer, while, as we have previously suggested, contemporaneously memorializing the basis for the contractor’s reasonable interpretation of the ambiguous certification, in order to assist in the defense of any potential FCA claim.
Another Court Partly Blocks DEI-Related Executive Orders; U.S. Government Continues to Stay Its Course
On Thursday, March 26, 2025, a federal judge for the Northern District of Illinois issued a Temporary Restraining Order (TRO) prohibiting enforcement of portions of Executive Order 14151 (“the J20 EO”) and Executive Order 14173 (“the J21 EO”), two of President Trump’s first directives seeking to eliminate Diversity, Equity, and Inclusion (DEI), previously explained here.
This order has implications for federal contractors and grant recipients nationwide, at least for now.
The Case
The case, Chicago Women in Trades v. Trump et. al., was brought by a Chicago-based association, Chicago Women in Trades (CWIT), that advocates for women with careers in construction industry trades. Federal funding has constituted forty percent of CWIT’s budget. After the issuance of the J20 and J21 EOs, CWIT received an email from the U.S. Department of Labor’s (DOL) Women’s Bureau stating that recipients of financial assistance were “directed to cease all activities related to ‘diversity, equity and inclusion’ (DEI) or ‘diversity, equity, inclusion and accessibility’ (DEIA).” Similarly, one of its subcontractors emailed CWIT to immediately pause all activities directly tied to its federally funded work related to DEI or DEIA. CWIT brought the action against President Trump, the DOL, and other agencies alleging, among other things, that its Constitutional rights were violated by various provisions in both EOs. For example, CWIT argued that the J20 EO targeted “DEI,” “DEIA,” “environmental justice,” “equity,” and “equity action plans” without defining any such terms. This lack of definition, according to CWIT, makes it difficult to understand what conduct is permissible and what is not.
Contractor “No DEI” Certifications Blocked
The ruling enjoins the DOL and, by extension, its Office of Federal Contract Compliance Programs (OFCCP) from enforcing two discrete portions of the Executive Orders: (1) Section 2(b)(i) of the J20 EO (the “Termination Provision”), authorizing the agency to terminate a government contract or grant based on the awardee’s alleged DEI-related activities; and (2) Section 3(b)(iv) of the J21 EO (the “Certification Provision”), requiring federal contractors and grant recipients to certify that they do not operate any program promoting unlawful DEI. A Memorandum Opinion and Order accompanying the TRO emphasizes that its ruling constrains only one agency, at least for now.
The injunction against the Termination Provision is also narrow in that it applies only to the plaintiff, CWIT. Specifically, the TRO blocks the DOL from taking any adverse action related to any contracts with the plaintiff. The TRO further forbids the federal government from initiating any enforcement action under the False Claims Act against the plaintiff. Nevertheless, the TRO does carry nationwide implications, in that it prohibits the DOL from requiring any contractor or grantee to make any certification or other representation pursuant to the terms of the J21 EO’s Certification Provision.
Other Initiatives to Curb DEI Continue
Despite judicial opinions criticizing the EOs, most notably in a case currently under review by the U.S. Court of Appeals for the Fourth Circuit, governmental agencies continue to move forward with actions supportive of the EOs, and enforcement against public and private entities for DEI initiatives or other practices. For example:
On March 19th, the U.S. Equal Employment Opportunity Commission and the U.S. Department of Justice (DOJ) issued multiple documents explaining the administration’s view of DEI as a form of workplace discrimination.
On March 26th, the DOJ issued a Memorandum to all U.S. law schools regarding race-based preferences in admissions and employment decisions.
On March 27th, two agencies issued press releases announcing investigations: the U.S. Department of Health and Human Services announced action against an unnamed “major medical school in California,” and the DOJ issued a press release stating that it is looking into whether four major universities in California use “DEI discrimination” in their admissions practices. The DOJ announcement concludes that “compliance investigations into these universities are just the beginning of the Department’s work in eradicating illegal DEI and protecting equality under the law.”
On March 28th, the administration made headlines across Europe after two French newspapers published the template of a letter and accompanying form sent by the U.S. Department of State to companies in France, Belgium, Italy, and other European Union nations that do business with the federal government, demanding compliance with the J21 EO and requesting completion of a form to certify “compliance in all respects with all applicable federal anti-discrimination law…” and that the contractor does not “operate any programs promoting Diversity, Equity, and Inclusion that violate any applicable Federal anti-discrimination laws.”
What’s Next?
The court will consider further injunctive relief in the coming weeks, and may convert the TRO into a preliminary injunction after a hearing scheduled for April 10, 2025. At present, at least a dozen lawsuits have been filed challenging the Executive Orders regarding DEI, while Executive Branch agencies continue to pursue enforcement activities aligned with the EOs and administration policy.