Jackson Creek Marine, LLC v. State of Maryland

Court of Appeals for the Fourth Circuit·Decided September 3, 2025·No. 24-1788·Published

Opinion

PUBLISHED

UNITED STATES COURT OF APPEALS FOR THE FOURTH CIRCUIT

No. 24-1788

IN THE MATTER OF THE COMPLAINT OF JACKSON CREEK MARINE, LLC, AS OWNER OF THE TUG JACQUELINE A,

Plaintiff – Appellee,

UNITED STATES OF AMERICA, Intervenor,

v. STATE OF MARYLAND, Claimant – Appellant.

Appeal from the United States District Court for the Eastern District of Virginia, at Norfolk. Elizabeth W. Hanes, District Judge. (2:23-cv-00115-EWH-LRL)

Argued: May 7, 2025 Decided: September 3, 2025

Before WYNN, RICHARDSON, and BERNER, Circuit Judges

Affirmed by published opinion. Judge Richardson wrote the opinion, in which Judge Wynn and Judge Berner joined.

ARGUED: David Harlen Sump, WILLCOX & SAVAGE, P.C., Norfolk, Virginia, for Appellant. Marissa Marriott Henderson, VENTKER HENDERSON STANCLIFF, PLLC, Norfolk, Virginia, for Appellees. Sophia Shams, UNITED STATES DEPARTMENT OF JUSTICE, Washington, D.C., for Intervenor. ON BRIEF: Anthony G. Brown, Attorney

General, Linda DeVuono, Assistant Attorney General, OFFICE OF THE ATTORNEY GENERAL OF MARYLAND, Baltimore, Maryland; Christopher A. Abel, Amelia A. Gilmer, WILLCOX & SAVAGE, P.C., Norfolk, Virginia, for Appellant. David N. Ventker, VENTKER HENDERSON STANCLIFF, PLLC, Norfolk, Virginia; Thomas J. Schoenbaum, JD, PhD, Shefelman Distinguished Professor of Law, UNIVERSITY OF WASHINGTON SCHOOL OF LAW, Seattle, Washington, for Appellee. Brian M. Boynton, Principal Deputy Assistant Attorney General, Charles W. Scarborough, Anne Murphy, Appellate Staff, Civil Division, UNITED STATES DEPARTMENT OF JUSTICE, Washington, D.C.; Jessica D. Aber, United States Attorney, OFFICE OF THE UNITED STATES ATTORNEY, Richmond, Virginia, for Intervenor.

RICHARDSON, Circuit Judge:

A tugboat accidentally crashed its barge into a Maryland bridge, causing millions of dollars of damage. Under ordinary liability rules, those millions would be put on the tug owner’s tab. But an old admiralty law, the Exoneration and Limitation of Liability Act, might cap the tug owner’s liability at the value of the vessel and its cargo—considerably less than the damage incurred by Maryland. A boon for the tug owner, a burden for the state fisc.

The tugboat owner brought an action under the Limitation Act. In response, Maryland filed a claim contesting the liability limits under the Act. It now comes before us on an interlocutory appeal from the denial of its motion to dismiss, urging that sovereign immunity prevents applying the Limitation Act to cap its recovery. We disagree. While broad, sovereign immunity does not protect state claimants like Maryland who voluntarily join actions brought by vessel owners under the Limitation Act. We thus affirm the district court and permit this limitation action to proceed below. I. BACKGROUND In an ordinary lawsuit, one or more plaintiffs file a complaint in court against one or more defendants alleging wrongdoing and seeking redress. A limitation action under the Exoneration and Limitation of Liability Act operates differently. See 46 U.S.C. § 30501 et seq. So to understand the proceedings below, we first summarize how the Limitation Act works.

A. The Limitation Act Passed in 1851, the Limitation Act was intended “to provide assistance to American shipowners and thereby place them in a favorable position in the competition for world trade” by limiting the liability of vessel owners for “maritime mishap[s].” Maryland Cas. v. Cushing, 347 U.S. 409, 413–14 (1954). 1 When a vessel inflicts “loss, damage, or injury by collision . . . without the privity or knowledge of the owner,” the owner’s liability is capped at “the value of the vessel and the pending freight.” 46 U.S.C. § 30523(a)–(b). To effectuate this liability cap, the Limitation Act authorizes vessel owners to “bring a civil action in a district court” to resolve the claims against them in a single proceeding. § 30529.

The Limitation Act was “badly drafted even by the standards of the time.” Lewis v.

Lewis & Clark Marine, Inc., 531 U.S. 438, 447 (2001) (quotation omitted). It provided only an “outline” of how limitation actions were to work, leaving the “details . . . to be prescribed by judicial authority.” Id. (quoting Providence & N.Y. S.S. Co. v. Hill Mfg. Co., 109 U.S. 578, 590 (1883)). So in 1872, the Supreme Court promulgated rules to flesh out how limitation actions worked. Id. The current instantiation of those rules is embodied in Supplemental Rule F of the Federal Rules of Civil Procedure. Supplemental Rules for Admiralty or Maritime Claims and Asset Forfeiture Actions (Suppl. Rule), Rule F.

1

“The power of Congress to legislate upon the subject has been derived both from the power to regulate commerce and from the clause in the Constitution extending the judicial power to ‘all cases of admiralty and maritime jurisdiction.’” Old Dominion S.S. Co. v. Gilmore, 207 U.S. 398, 404 (1907) (quoting U.S. Const. art. III, § 2).

Under the Limitation Act and the procedures established in Rule F, a vessel owner whose vessel has been involved in a collision can bring a limitation action by filing a complaint in district court 2 no later than six months after receiving written notice of a claim. § 30529(a); Suppl. Rule F(1). Along with the complaint, the vessel owner deposits money or securities equal to the value of the vessel and its pending freight with either the court or a trustee. § 30529(b); Suppl. Rule F(1). Once the shipowner has done so, the Act commands that “all claims and proceedings against the owner shall cease.” § 30529(c). If necessary, the vessel owner may request the court to enjoin all other actions pending against the owner with respect to the collision. Suppl. Rule F(3). The vessel owner must then directly notify all persons known to possess claims against the owner that the limitation action is occurring; for the remaining unknown potential claimants, the court provides notice by publication. Suppl. Rule F(4). Though notified, persons with claims against the vessel owner are not required to file their claims, as the filing of the limitation action is not itself a lawsuit and does not name them as defendants. A claim may be filed and, if a person “desires to contest . . . the right to limitation of liability,” they must file their claim and “serve an answer” to the complaint so contesting. Suppl. Rule F(5).

Armed with this understanding of how limitation actions work, we can turn to the case’s facts and procedural history.

2

The rules for selecting an appropriate venue for the limitation action are laid out in Rule F(9). They are irrelevant to this suit.

B. Factual and Procedural History In March 2015, a barge pushed by the Tug Jacqueline A allided—nautical terminology for a collision between a ship and a stationary object—with the fendering system on Maryland’s Nanticoke River Memorial Bridge. Following the allision, the tugboat’s owner, Jackson Creek Marine, LLC, timely filed a Limitation Act complaint in the Eastern District of Virginia, properly invoking the district court’s admiralty jurisdiction. 28 U.S.C. § 1333(1). The complaint sought to cap Jackson Creek’s total liability for the allision at the alleged value of the tug and its cargo at the time: $900,000. Jackson Creek also deposited that amount with the district court. As with all complaints under the Limitation Act, Jackson Creek’s complaint does not name a defendant.

Finding that Jackson Creek satisfied the conditions for bringing a limitation action, the district court issued an order staying and restraining all proceedings arising out of the allision. The order also gave notice that anyone who wished to challenge Jackson Creek’s entitlement to limited liability, or the amount of liability, could do so.

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