Justia Transportation Law Opinion Summaries

In this case, Glen Pace, a Mississippi resident, appealed the dismissal of his claims against multiple corporate defendants over personal injuries he suffered in a Texas airplane crash. The United States District Court for the Southern District of Mississippi dismissed the claims against the out-of-state defendants for lack of personal jurisdiction and held that the two Mississippi defendants were improperly joined, which allowed removal to federal court.Upon review, the United States Court of Appeals for the Fifth Circuit affirmed the district court’s ruling. The appellate court agreed that Pace failed to state a claim against either in-state defendant, and thus, they were improperly joined. As for the out-of-state defendants, the court found that the district court lacked personal jurisdiction over them. The court reasoned that the aircraft crash, any equipment failure, and the injuries all occurred in Texas, and Pace's subsequent medical treatment and damages in Mississippi did not constitute an actual injury felt in the state for the purpose of establishing personal jurisdiction. The court held that Pace's injuries from the crash occurred in Texas and his subsequent medical treatment in Mississippi were "consequences stemming from the actual tort injury," which do not confer personal jurisdiction.The court also denied Pace's request for jurisdictional discovery, stating that Pace failed to present specific facts or reasonable particularity regarding jurisdictional facts. The court stressed that its decision should not be interpreted as implying a view on the merits of Pace’s claims. View "Pace v. Cirrus Design Corp" on Justia Law

The case revolves around a dispute between two cities, Norwalk and Cerritos, both located in California. In 1974, Cerritos enacted an ordinance restricting commercial and heavy truck traffic to certain major arteries within the city. The ordinance was amended in 2019 and 2020, resulting in the removal of one of these arteries. Consequently, Norwalk sued Cerritos, arguing that the ordinance created a public nuisance by diverting extra truck traffic through Norwalk and thus causing various "adverse effects" linked to heavier traffic flow. Cerritos claimed immunity under Civil Code section 3482, which shields a city from public nuisance liability for actions "done or maintained under the express authority of a statute". The Court of Appeal of the State of California Second Appellate District found that the Vehicle Code explicitly authorized cities to regulate the use of their streets by commercial or heavy vehicles. Therefore, the court held that Cerritos was immune from liability for the public nuisance of diverting traffic into Norwalk. The court stated that the immunity conferred by Civil Code section 3482 applied not only to the specific act expressly authorized by the statute, but also to the consequences that necessarily stemmed from that act. The court affirmed the judgment in favor of Cerritos. View "City of Norwalk v. City of Cerritos" on Justia Law

Plaintiff-Appellant Joseph Brent Mattingly, an employee of R.J. Corman Railroad Services, LLC (“Corman Services”), suffered injuries while repairing a bridge owned and operated by Memphis Line Railroad (“Memphis Line”). Mattingly filed a lawsuit seeking recovery under the Federal Employers’ Liability Act (“FELA”), which covers employees of common carriers by railroad. The U.S. District Court for the Eastern District of Kentucky granted summary judgment in favor of the defendants, ruling that Mattingly was not employed by a common carrier, a prerequisite for FELA coverage.On appeal, the U.S. Court of Appeals for the Sixth Circuit affirmed the lower court's decision. The appellate court rejected Mattingly’s argument that Corman Services, his employer, was a common carrier because it was part of a “unitary” railroad system managed by Corman Group. The court held that Corman Services' bridge repair and construction services did not provide an inextricable function for Memphis Line’s common carrier services and thus, did not qualify as a common carrier under FELA. The court further rejected Mattingly’s assertion that he was a “subservant” of a common carrier. The court found that Mattingly failed to demonstrate that Memphis Line, a common carrier, controlled or had the right to control the daily operations of Corman Services, as required to establish a master-servant relationship under common law.The court also held that Mattingly's claims regarding discovery issues were unpreserved for appeal, as he did not adequately inform the district court of his need for discovery in compliance with Federal Rule of Civil Procedure 56(d). View "Mattingly v. R.J. Corman R.R. Grp., LLC" on Justia Law

In a case brought before the United States Court of Appeals for the Tenth Circuit, Bruce McWhorter, a mechanic, had his certification revoked by the Federal Aviation Administration (FAA) after it was discovered that he had not replaced certain components of an aircraft's engine despite claiming to have performed a major overhaul. McWhorter appealed the decision to an administrative law judge who affirmed the FAA's decision. McWhorter then sought to appeal this decision to the National Transportation Safety Board (NTSB), but failed to serve the FAA with his notice of appeal in a timely manner. The NTSB dismissed McWhorter's appeal on these grounds. McWhorter subsequently petitioned for a review of the NTSB’s dismissal, but did so 111 days after the NTSB issued its final order, exceeding the 60-day limit prescribed by law.The court clarified that the 60-day limit for seeking appellate review stipulated in 49 U.S.C. § 1153(b)(1) is not a jurisdictional requirement, but rather a claim-processing rule. This means that a petitioner’s failure to comply with this time limit does not affect the court’s jurisdiction to hear the appeal. However, the court found that McWhorter had not established reasonable grounds for the delay in filing his petition for review, as required by the same statute for petitions filed after the 60-day limit. The court determined that the primary blame for the delay was on McWhorter, not on any confusion created by the FAA or the NTSB. Therefore, the court denied McWhorter's petition as untimely. View "McWhorter v. FAA" on Justia Law

The Supreme Court of Texas, in this case, addressed two questions relating to the interpretation of Section 16.064(a) of the Texas Civil Practice and Remedies Code certified by the United States Court of Appeals for the Fifth Circuit. The questions pertained to the application of this statute when a case is dismissed for lack of jurisdiction, but the court could have had jurisdiction had the claimants properly pleaded the jurisdictional facts and when the subsequent action is to be filed within 60 days after the dismissal becomes final.The first question was whether Section 16.064(a) applies when the prior court dismissed the action because of lack of jurisdiction, but the court would have had jurisdiction if the claimants had properly pleaded the jurisdictional facts. The Supreme Court of Texas answered in the affirmative, concluding that the statute applies even if the prior court could have had jurisdiction, as long as it dismissed the action due to a perceived lack of jurisdiction.The second question was whether the subsequent action was filed within sixty days after the dismissal became final. The Supreme Court of Texas also answered this question in the affirmative, holding that a dismissal or other disposition becomes final under Section 16.064(a)(2) when the parties have exhausted their appellate remedies and the courts' power to alter the dismissal has ended.The factual background of the case involved two flight attendants who alleged that they were injured when a smoke detector on a flight malfunctioned. They initially filed a suit against The Boeing Company in a federal district court in Houston, then refiled their claims in a federal district court in Dallas. After the Dallas district court dismissed the case due to a lack of jurisdiction (based on inadequate pleading of diversity jurisdiction), the flight attendants appealed. The Fifth Circuit affirmed the dismissal, and the flight attendants subsequently refiled their claims in state court. Boeing then moved to dismiss the action based on the two-year statute of limitations. The Houston district court granted the motion and dismissed the suit, leading to the certified questions. View "SANDERS v. THE BOEING COMPANY (U.S. Fifth Circuit 22-20317)" on Justia Law

CSX Transportation, Inc. is a freight railroad company. General Mills, Inc. operates a cereal processing plant in Georgia near one of CSX’s rail lines. A small connecting railroad connects CSX’s main rail line to General Mills’s plant. A contract between CSX and General Mills governs the use of the sidetrack.A General Mills employee suffered severe injuries while working on the sidetrack and then sued CSX for negligence. A jury found CSX liable, and CSX sought indemnification from General Mills, citing a contractual provision providing General Mills was required to indemnify CSX—regardless of whether CSX alone was responsible. The district court dismissed one of CSX’s breach-of-contract claims and granted General Mills summary judgment on the other.The Eleventh Circuit found that, under the parties’ agreement, General Mills was not required to indemnify CSX if CSX was solely negligent. However, the court disagreed with the district court that Georgia's vouchment doctrine barred CSX from litigating the issue of General Mills’s negligence. Thus, the Eleventh Circuit remanded for the district court to determine if General Mills was at least partially at fault for the injury. If so, then General Mills must indemnify CSX for at least a portion of the settlement and related expenses. View "CSX Transportation, Inc. v. General Mills, Inc." on Justia Law

The United States Maritime Administration (“MARAD”) approved a shipping company’s request to replace two vessels operating in the Pacific trade within the Maritime Security Program. Matson Navigation Co., a competitor in the Pacific, petitions for review of the replacements. As a source of jurisdiction, Matson points to the Hobbs Act, under which the DC Circuit had original jurisdiction over some acts of MARAD.   The DC Circuit reversed two orders of the district court, consolidated with these petitions, that held jurisdiction over Matson’s claims under the Administrative Procedure Act (“APA”) and was exclusive in the court of appeals. The court wrote that Matson was not a “party” to the replacement proceedings for either vessel, therefore, the court denied the petitions for direct review. The court explained that whether a case begins in district court or is eligible for direct review in the court is a policy decision that is for “Congress rather than us to determine.” The court wrote that as Matson’s counsel stated at oral argument, the company is just “trying to get review.” Because sending limited comments based on limited information to an informal agency proceeding does not confer “party” status under the Hobbs Act, that review starts in the district court. View "Matson Navigation Company, Inc. v. DOT" on Justia Law

A former BNSF Railway Company employee died from lung cancer in 2018. Plaintiff, on behalf of her late husband’s estate, brought this wrongful death action against BNSF under the Federal Employers’ Liability Act (FELA), alleging that her husband’s cancer was caused by his exposure to toxins at work. The district court excluded Plaintiff’s expert witness testimony and granted summary judgment to BNSF.   The Eighth Circuit affirmed. The court wrote that there is no direct evidence that Plaintiff’s husband was exposed to asbestos or diesel combustion fumes. Even if a jury could infer that Plaintiff’s husband had been exposed, there is no evidence of the level of exposure. The court explained that while a quantifiable amount of exposure is not required to find causation between toxic exposure and injury, there must be, at a minimum, “evidence from which the factfinder can conclude that the plaintiff was exposed to levels of that agent that are known to cause the kind of harm that the plaintiff claims to have suffered,” There is no such evidence here. Moreover, the court explained that the district court did not abuse its considerable discretion by determining that the expert’s opinion lacked a sufficient foundation and that, in turn, his methodology for proving causation was unreliable. View "Rebecca Lancaster v. BNSF Railway Company" on Justia Law

Five people were killed when a commercial truck rear-ended a line of traffic on an interstate highway. The truck driver was prosecuted and sentenced to prison for his misconduct. The issue on this appeal was the liability, if any, of the manufacturer of the truck. Plaintiffs, suing on behalf of the heirs and estates of the decedents, contended the manufacturer, Daimler Trucks North America, should have been held liable in tort under design-defect and warning-defect theories of products liability because it failed to equip the truck with two collision-mitigation systems—forward-collision warning and automatic emergency braking—and did not warn of the dangers caused by that failure. The district court granted summary judgment to Daimler. After its review of the district court record, the Tenth Circuit Court of Appeals affirmed, finding many of the arguments made by Plaintiffs on appeal were inadequately preserved for appellate review, and the remaining arguments lacked merit. View "Butler, et al. v. Daimler Trucks North America" on Justia Law

The Supreme Court affirmed in part and reversed in part the judgment of the district court denying three plaintiffs' motion for summary judgment in this suit brought to challenge the City of Des Moines' use of the state's income offset program to collect automated traffic citation penalties and granting summary judgment in favor of the City, holding that the district court erred in granting summary judgment as to a preemption claim and a claim for unjust enrichment.Specifically, the Supreme Court held that the district court properly dismissed Plaintiffs' claims that, among other things, the City's use of the income offset program amounted to an unconstitutional taking and that their right to procedural due process was violated. As to Plaintiffs' contention that the City's use of the program was preempted by state law, however, the district court reversed in part, holding that the district court erred in dismissing one plaintiff's preemption claim with respect to his requests for declaratory and injunctive relief and in dismissing two plaintiffs' claim for unjust enrichment. The Court remanded this case for further proceedings. View "Livingood v. City of Des Moines" on Justia Law