McDermott, Inc. v. AmClyde

511 U.S. 202, 114 S. Ct. 1461, 128 L. Ed. 2d 148, 1994 U.S. LEXIS 3122
CourtSupreme Court of the United States
DecidedApril 20, 1994
Docket92-1479
StatusPublished
Cited by317 cases

This text of 511 U.S. 202 (McDermott, Inc. v. AmClyde) is published on Counsel Stack Legal Research, covering Supreme Court of the United States primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
McDermott, Inc. v. AmClyde, 511 U.S. 202, 114 S. Ct. 1461, 128 L. Ed. 2d 148, 1994 U.S. LEXIS 3122 (1994).

Opinion

Justice Stevens

delivered the opinion of the Court.

A construction accident in the Gulf of Mexico gave rise to this admiralty case. In advance of trial, petitioner, the plaintiff, settled with three of the defendants for $1 million. Respondents, however, did not settle, and the case went to trial. A jury assessed petitioner’s loss at $2.1 million and allocated 32% of the damages to respondent AmClyde and 38% to respondent River Don Castings, Ltd. (River Don). The question presented is whether the liability of the nonsettling defendants should be calculated with reference to the jury’s allocation of proportionate responsibility, or by giving the nonsettling defendants a credit for the dollar amount of the settlement. We hold that the proportionate approach is the correct one.

I

Petitioner McDermott, Inc., purchased a specially designed, 5,000-ton crane from AmClyde. 1 When petitioner *205 first used the crane in an attempt to move an oil and gas production platform — the “Snapper deck” — from a barge to a structural steel base affixed to the floor of the Gulf of Mexico, a prong of the crane’s main hook broke, causing massive damage to the deck and to the crane itself. The malfunction may have been caused by petitioner’s negligent operation of the crane, by AmClyde’s faulty design or construction, by a defect in the hook supplied by River Don, or by one or more of the three companies (the “sling defendants”) that supplied the supporting steel slings. 2

Invoking the federal court’s jurisdiction under 28 U. S. C. §§1332 and 1333(1), 3 petitioner brought suit against Am-Clyde and River Don and the three sling defendants. The complaint sought a recovery for both deck damages and crane damages. On the eve of trial, petitioner entered into a settlement with the sling defendants. In exchange for $1 million, petitioner agreed to dismiss with prejudice its claims against the sling defendants, to release them from all liability for either deck or crane damages, and to indemnify them against any contribution action. The trial judge later ruled that petitioner’s claim for crane damages was barred by East River S. S. Corp. v. Transamerica Delaval Inc., 476 U. S. 858 (1986).

In its opening statement at trial, petitioner McDermott “accepted responsibility for any part the slings played in causing the damage.” 4 McDermott, Inc. v. Clyde Iron, 979 *206 F. 2d 1068, 1070 (CA5 1993). The jury found that the total damages to the deck amounted to $2.1 million and, in answer to special interrogatories, allocated responsibility among the respective parties: 32% to AmClyde, 38% to River Don, and 30% jointly to McDermott and the sling defendants. 5 The court denied a motion by respondents to reduce the judgment pro tanto by the $1 million settlement, and entered judgment against AmClyde for $672,000 (32% of $2.1 million) and against River Don for $798,000 (38% of $2.1 million). Even though the sum of those judgments plus the settlement proceeds exceeded the total damages found by the jury, the District Court concluded that petitioner had not received a double recovery because the settlement had covered both crane damages and deck damages. 6

The Court of Appeals held that a contractual provision precluded any recovery against AmClyde and that the trial judge had improperly denied a pro tanto settlement credit. It reversed the judgment against AmClyde entirely and reduced the judgment against River Don to $470,000. It arrived at that figure by making two calculations. First, it determined that petitioner’s “full damage[s] award is $1.47 million ($2.1 million jury verdict less 30% attributed to McDermott/sling defendants).” 979 F. 2d, at 1081. Next, it deducted the “$1 million received in settlement to reach *207 $470,000.” Ibid. It treated this figure as the maximum that could be recovered from the nonsettling defendants. Because it was less than River Don’s liability as found by the jury (38% of $2.1 million or $798,000), it directed the entry of judgment against River Don in that amount. Ibid.

Because we have not previously considered how a settlement with less than all of the defendants in an admiralty ease should affect the liability of nonsettling defendants, and because the Courts of Appeals have adopted different approaches to this important question, we granted certiorari. 509 U. S. 921 (1993).

II

Although Congress has enacted significant legislation in the field of admiralty law, 7 none of those statutes provides us with any “policy guidance” or imposes any limit on our authority to fashion the rule that will best answer the question presented by this case. See Miles v. Apex Marine Corp., 498 U. S. 19, 27 (1990). We are, nevertheless, in familiar waters because “the Judiciary has traditionally taken the lead in formulating flexible and fair remedies in the law maritime.” United States v. Reliable Transfer Co., 421 U. S. 397, 409 (1975).

In the Reliable Transfer case we decided to abandon a rule that had been followed for over a century in assessing damages when both parties to a collision are at fault. We replaced the divided damages rule, which required an equal division of property damage whatever the relative degree of fault may have been, with a rule requiring that damages be assessed on the basis of proportionate fault when such an allocation can reasonably be made. Although the old rule avoided the difficulty of determining comparative degrees of *208 negligence, we concluded that it was “unnecessarily crude and inequitable” and that “[pjotential problems of proof in some cases hardly require adherence to an archaic and unfair rule in all cases.” Id., at 407. Thus the interest in certainty and simplicity served by the old rule was outweighed by the interest in fairness promoted by the proportionate fault rule.

Our decision in Reliable Transfer was supported by a consensus among the world’s maritime nations and the views of respected scholars and judges. See id., at 403-405. No comparable consensus has developed with respect to the issue in the case before us today.

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Bluebook (online)
511 U.S. 202, 114 S. Ct. 1461, 128 L. Ed. 2d 148, 1994 U.S. LEXIS 3122, Counsel Stack Legal Research, https://law.counselstack.com/opinion/mcdermott-inc-v-amclyde-scotus-1994.