In connection with the Utah Transit Authority's construction of a high-speed commuter rail line, the Utah Department of Transportation (UDOT) classified a certain railroad crossing as public. The Public Service Commission upheld the classification. Union Pacific Railroad sought review of the Commission's decision upholding UDOT's public classification. The Supreme Court affirmed, concluding that the Commission did not err in determining that UDOT correctly classified the crossing as public, as Union Pacific failed to present enough evidence to support its arguments that the crossing was formally vacated or abandoned or that the crossing was a new road that never became public. View "Union Pac. R.R. v. Utah Dep't of Transp." on Justia Law

The railroad was originally sued under the Federal Employers’ Liability Act in 2002 in Mississippi, where Fennell lived and worked and was allegedly exposed to asbestos. He had also worked for the railroad in Louisiana. In 2006, after discovery, the Mississippi court dismissed without prejudice. In 2009, Fennell refiled in the circuit court of St. Clair County, Illinois. The railroad sought dismissal under the interstate doctrine of forum non conveniens. The circuit court denied the motion; the appellate court affirmed. The Illinois Supreme Court reversed, stating that the circuit court did not consider all of the relevant factors. The citizens of St. Clair County should not be asked to bear the burden of this lawsuit. The majority of the witnesses, including treating physicians, are in Mississippi and not subject to Illinois subpoenas. Although the St. Clair County circuit court cited “almost 80 years of relevant evidence as to the defendant’s knowledge of the exposure to asbestos” that were held by the defendant’s Belleville law firm located in the county, the supreme court ruled that such documents can be copied and that this is not sufficient to tip the balance as to the proper forum.View "Fennell v. IL Cent. R.R. Co." on Justia Law

Respondent purchased a luxury sports car from Desert Audi. Defendant contracted with Nex-Day Auto Transport, Inc. to facilitate delivery of the vehicle to Washington. Nex-Day negotiated with Dynamic Transit Company/Knights Company (Knights) for delivery of the vehicle. Knights picked up the car, transported it to Washington, but demanded that Nex-Day tender payment for its unrelated past-due invoices before it would proceed with the delivery. Nex-Day failed to do so, and Knights refused to deliver Respondent's vehicle. Respondent brought an action against Knights, alleging various state-law claims. After filing its answer, Knights filed a motion to dismiss Respondent's complaint, asserting that Respondent's state-law claims were preempted by the Carmack Amendment's federal liability limitation for interstate cargo carriers. The district court concluded that the Carmack Amendment was inapplicable and denied Knights' motion. The district court then granted judgment in Respondent's favor. The Supreme Court affirmed, holding (1) the district court properly denied Knights' motion to dismiss; (2) substantial evidence supported the district court's judgment; and (3) the district court's award of damages was proper.View "Dynamic Transit v. Trans Pac. Ventures" on Justia Law

Section 207 of the Passenger Rail Investment and Improvement Act of 2008, 49 U.S.C. 24101, empowers Amtrak and the FRA to jointly develop performance measures to enhance enforcement of the statutory priority Amtrak's passenger rail service has over trains. AAR challenged the statutory scheme as unconstitutional. The court concluded that section 207 impermissibly delegated regulatory authority to Amtrak. The court need not reach AAR's separate argument that Amtrak's involvement in developing the metrics and standards deprived its members of due process. Accordingly, the court reversed the judgment of the district court. View "Assoc. of American Railroads v. U.S. Dept. of Transp., et al." on Justia Law

CSX, an interstate rail carrier, filed suit challenging Alabama's sales and use taxes. At issue was whether exempting CSX's main competitors from Alabama's sales tax was discriminatory as to rail carriers in violation of the Railroad Revitalization and Regulation Reform Act of 1976 (4-R Act), 49 U.S.C. 11501(b)(4). After establishing a comparison class of competitors and showing that its competitors did not pay the sales tax on diesel fuel purchases, CSX made a prima facie showing of discrimination under section 11501(b)(4). Alabama then failed to meet its burden by showing a "sufficient justification" for the exemptions. Accordingly, the court reversed the judgment of the district court, holding that Alabama's sales tax violated the 4-R Act, and remanded to the district court with instructions to enter declaratory and injunctive relief in favor of CSX. View "CSX Transp., Inc. v. AL Dept. of Revenue, et al." on Justia Law

A property owner sought a driveway permit from the State Department of Transportation (DOT) to connect its proposed subdivision's system of roads to a state road by which the property was accessed. Two railroad companies opposed the permit, claiming that the rail traffic at a nearby crossing, located approximately one-quarter of a mile away from the proposed driveway connection, might pose a safety hazard to future residents. Consequently, a DOT engineer denied the permit. On appeal, a DOT division engineer granted the permit request subject to the conditions that the owner make improvements to the railroad crossing and obtain the owning and operating railroads' consent to the improvements. On judicial review, the trial court ruled in favor of DOT, finding the agency acted within the scope of its powers in issuing the driveway permit subject to these conditions. The court of appeals affirmed. The Supreme Court reversed, holding that the conditions imposed by DOT in this case were not statutorily authorized, and therefore, DOT exceeded its authority when it issued the conditional permit. View "High Rock Lake Partners, LLC v. Dep't of Transp." on Justia Law

Illini Concrete formally ceased doing business in October 2009 and sold certain of its assets, including delivery trucks, to Kienstra. The Teamsters Local Union, which represents concrete mixer drivers and others employed by Illini and then by Kienstra, alleged that Kienstra laid off 14employees, declined to make good on Illini’s unfunded liability to its employees’ union pension fund, subcontracted work to competitors to avoid hiring back union employees,and refused to hear grievances regarding the asset sale and its effect on the employees. The Union claimed that the asset sale was a ruse to allow Illini to evade obligations under its collective bargaining agreement and sought a declaration that Kienstra is Illini’s alter ego, bound by the CBA. The district court denied motions to compel arbitration. Kienstra and Illini Concrete filed an interlocutory appeal. The Seventh Circuit dismissed for lack of appellate jurisdiction, citing the Federal Arbitration Act, 9 U.S.C. 1, which states that “nothing [in the FAA] shall apply to contracts of employment of seamen, railroad employees, or any other class of workers engaged in foreign or interstate commerce.” View "Int'l Bhd. of Teamsters, Local Union No. 50 v. Kienstra Precast, LLC" on Justia Law

A 1952 collective bargaining agreement still governs aspects of the employment of some members of the Brotherhood of Locomotive Engineers and Trainmen, including the attendance and leave policy. In 2003 the Union Pacific Railroad adopted a new attendance policy. The union demanded arbitration under the Railway Labor Act, 45 U.S.C. 153, arguing that the new attendance policy conflicted with the 1952 agreement. An arbitrator found that the 2003 attendance policy did not conflict with the 1952 agreement. The union sought to vacate the arbitration award. The district court granted summary judgment against the union. The Seventh Circuit affirmed, holding that the arbitrator did not exceed his jurisdiction in interpreting the 1952 agreement. View "Bhd. of Locomotive Eng'rs & Trainmen v. Union Pac. R.R. Co." on Justia Law

The plaintiff, driving to a doctor’s office, attempted to turn left across three lanes of oncoming traffic. The two closest oncoming lanes stopped, but in the curbside lane she collided with a private ambulance, making a nonemergency transfer of a patient from a hospital to a nursing home, without flashing lights or siren. Plaintiff suffered a brain injury and has no memory of the collision. In plaintiff’s negligence suit, defense claimed immunity under the Emergency Medical Services Systems Act, 210 ILCS 50/3.150(a), which provides that any person licensed under it “who in good faith provides emergency or non-emergency medical services … in the normal course of their duties … shall not be civilly liable as a result of their acts or omissions in providing such services unless such acts or omissions … constitute willful and wanton misconduct.” The trial court granted summary judgment for the defense. The appellate court reversed. The Illinois Supreme Court reversed, reinstating the defense judgment. The Act does not limit immunity to patients in the ambulance. The legislature granted broad immunity out of concern that fear of liability would deter people from becoming emergency workers or deter emergency workers from performing their duties. View "Wilkins v. Williams" on Justia Law

Norfolk employees who run trains include train service workers and engine service workers. Engineers are engine service workers who operate locomotives. Train service workers perform switching and groundwork; they include conductors and trainmen. BLET is the authorized representative under the Railway Labor Act for Norfolk’s locomotive engineers, while UTU represents conductors and trainmen. Despite this division, an employee may pay dues to UTU or BLET and have either union handle grievances, 45 U.S.C. 152. Train service employees advance to engine service positions through Norfolk’s Engineer Training program. UTU’s CBA governs the employee’s work until he completes the program. After that, the employee is covered by BLET’s CBA. UTU filed a grievance on behalf of members in Norfolk’s Virginia Division. The men challenged the engineer seniority roster, arguing they should be ranked in the order they became trainmen, not in the order they became engineers. The national agreement between BLET and Norfolk, the national agreements between UTU and Norfolk, and regional arrangements among BLET, UTU, and Norfolk were presented to the Public Law Board arbitration panel, which decided in the employees’ favor. BLET sought to vacate; the district court granted summary judgment to UTU and Norfolk. The Sixth Circuit affirmed.View "Bhd of Locomotive Eng'rs v. United Transp. Union" on Justia Law