Smithland Towing & Construction, LLC

CourtDistrict Court, W.D. Kentucky
DecidedJanuary 2, 2024
Docket5:18-cv-00113
StatusUnknown

This text of Smithland Towing & Construction, LLC (Smithland Towing & Construction, LLC) is published on Counsel Stack Legal Research, covering District Court, W.D. Kentucky primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Smithland Towing & Construction, LLC, (W.D. Ky. 2024).

Opinion

UNITED STATES DISTRICT COURT WESTERN DISTRICT OF KENTUCKY PADUCAH DIVISION

In re Smithland Towing & Construction LLC, as Title Owner, and WRBM d/b/a Western Rivers Boat Management, Inc. as Operator and Owner pro hac vice of the William E. Strait, no. 2070550, for exoneration from or limitation of liability No. 5:18-cv-113-BJB

* * * * * OPINION & ORDER Alice Stewart, widowed by a shipyard explosion, has filed a motion for judicial approval of her settlement with Hutco Services, Inc., her husband’s employer. Although many claims run between many parties in this limitation-of-liability action, a claim by Stewart directly against Hutco apparently isn’t among them.1 Nor is any claim by her two minor children, whom the Hutco settlement would also bind. DN 215. Given her guardianship of those two minors, Stewart confidently asserts that “Kentucky law requires the approval of the settlement by this court,” pointing to KRS § 387.125(6). Id. at 2. That provision states: “Subject to the approval of the court in which the action, claim, or proceeding has been filed, a guardian may settle or compromise the action, claim, or proceeding on behalf of the ward.” But the Court is not nearly as confident that this Kentucky procedural rule applies in a federal admiralty case. And even if that provision does apply, it is hardly clear that KRS § 387.125(6) requires judicial approval of a settlement between parties that aren’t formally adverse before this Court.

1 Smithland Towing & Construction LLC and WRBM LLC filed this lawsuit after a towboat owned by Smithland Towing and operated by WRBM—the WILLIAM E. STRAIT— exploded on January 19, 2018, while being rebuilt at the First Marine Shipyard. Complaint (DN 1) ¶ 10. Alice Stewart is the widow of Quentin Stewart, a worker killed by the explosion. See Answer, Claim, and Third-Party Complaint (DN 19) at 5. Stewart answered the limitation complaint, asserted a claim under Kentucky’s wrongful-death statute against Smithland Towing and WRBM, and (in the same document) filed a third-party complaint against First Marine Shipyard, Joe Rupcke, Four Rivers Marine Coating, and Thermal Control and Fabricating LLC. That claim asserted diversity jurisdiction and alleged that these parties negligently caused Quentin Stewart’s death. Id. at 1, 4, 9. Billy Koonce, another worker who was injured in the explosion, and Rosemary Wright, whose husband was also killed by the explosion, filed third-party complaints against Hutco—asserting that it negligently caused the explosion. Id. at 4; DNs 26, 27. Stewart’s motion raises at least three tricky questions: jurisdiction, statutory interpretation, and justiciability. A. To start, what is the basis for the Court’s jurisdiction? The limitation complaint, filed by Smithland Towing & Construction LLC, invoked the Court’s admiralty jurisdiction. See DN 1 (“Jurisdiction in this [limitation] action exists pursuant to admiralty and maritime jurisdiction of the United States Courts, 28 U.S.C. § 1333[.]”). Stewart’s third-party complaint invoked diversity jurisdiction, and pled admiralty jurisdiction in the alternative. Third-Party Complaint (DN 19) ¶ 1 (“Jurisdiction of this court, with regard to third party claims, is based on 28 U.S.C.A. § 1332, diversity of citizenship …. In the alternative, Alice Stewart asserts maritime jurisdiction against these third party defendants pursuant to 28 U.S.C.A. § 1333.”). The basis for jurisdiction—admiralty or diversity—matters for at least two reasons. First, it bears on the question whether state law (like KRS § 387.125(6)) applies. In diversity cases, substantive state law and federal procedural law apply under the Erie doctrine. See generally Erie R.R. Co. v. Tompkins, 304 U.S. 64 (1938).2 Federal courts that have considered the question have held that “judicial approval of settlements involving minors [is] a matter of substantive state law.” Goesel v. Boley Int’l (H.K.) Ltd., 806 F.3d 414, 419 (7th Cir. 2015) (collecting cases). So if the Court is sitting in diversity, state law appears to apply, meaning the judicial-approval statute is at least potentially before the Court. In admiralty cases, however, deciding whose law applies is more complex.3 “The exercise of admiralty jurisdiction … does not result in automatic displacement

2 “Stated in general terms, Erie’s core doctrine is that the substantive law to be applied in any federal case is state law, except when the matter before the court is governed by the United States Constitution, an Act of Congress, a treaty, international law, the domestic law of another country, or federal common law.” WRIGHT & MILLER, FEDERAL PRACTICE & PROCEDURE § 4501 (3d ed. 2023). 3 One of the problems with the lack of adversarial briefing here is that the content of the “federal” rule that would apply outside a typical Erie situation isn’t entirely clear. The parties haven’t pointed to a rule authorizing minor settlements without judicial approval in admiralty. On the other hand, neither is the Court aware of an admiralty rule similar to Kentucky’s requiring judicial approval of minor settlements. And it may well be that if admiralty does apply, the substantive rule of decision doesn’t even change because federal law, though formally applicable, would simply absorb the state rule on point. See generally 1 ADMIRALTY & MARITIME LAW § 4:4 (6th ed. 2023) (“[S]ince the body of federal maritime statutes and judicially created general maritime law is not a complete system, judges in admiralty cases frequently adopt state law rules through a process of ‘borrowing,’ thereby incorporating state law doctrines into the general maritime law.”); cf. Great Lakes Ins. Co v. Raiders Retreat LLC, 143 S. Ct. 999 (2023) (granting certiorari to decide whether a rule of federal common law governs the enforceability of maritime contracts’ choice-of-law provisions that displace state conflict-of-law laws). of state law.” Yamaha Motor Corp., U.S.A. v. Calhoun, 516 U.S. 199, 206 (1996). Determining whether state law applies “is one of the most perplexing issues in the law.” 1 ADMIRALTY & MARITIME LAW § 4:4 (6th ed. 2023); see also Wright & Miller, § 3671.3 (“[T]he comparatively small role that state law plays within the realm of admiralty is somewhat puzzling[.]”). Furthermore, whether and to what extent this inquiry preempts, absorbs, or displaces the typical Erie inquiry remains unclear. Some commentators have recognized, with confidence rivaling Stewart’s, that “the Erie doctrine applies, whatever the ground for federal jurisdiction, to any issue or claim which has its source in state law.” Wright & Miller, § 4520 (quoting Maternally Yours v. Your Maternity Shop, 243 F.2d 538, 540 n.1 (2d Cir. 1956)). This would appear to reach “an action in admiralty under the wrongful-death statute of a state,” such that “the substantive law of the state is applicable.” 2 AM. JUR. 2d ADMIRALTY § 107. Elsewhere, however, the same authorities equivocate: In “admiralty and maritime matters” and other areas where “there is a strong national or federal concern originating from the Constitution,” “an Erie analysis is unnecessary….” WRIGHT & MILLER § 4514. Second, the basis for jurisdiction sets the framework for deciding which state’s law applies.

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