Justia Transportation Law Opinion Summaries

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

Ye sought to recover against GlobalTranz, a freight broker, following the death of her husband in a highway accident. Ye claimed, under Illinois law, that GlobalTranz negligently hired the motor carrier (Sunrise) that employed the driver of the truck that caused the accident. Ye obtained a $10 million default judgment against Sunrise.The district court concluded that the Federal Aviation Administration Authorization Act’s express preemption provision in 49 U.S.C. 14501(c)(1) bars Ye’s claim against GlobalTranz and that the Act’s safety exception in 14501(c)(2)(A) does not save the claim. The Seventh Circuit affirmed, noting the significant economic effects that would result from imposing state negligence standards on brokers. Congress broadly disallowed state laws that impede its deregulatory goals, with a specific carveout for laws within a state’s “safety regulatory authority." Ye’s negligent hiring claim against GlobalTranz falls within 14501(c)(1)’s express prohibition on the enforcement of state laws “related to a ... service of any ... broker ... with respect to the transportation of property.” Rejecting the "safety exception" claim, the court reasoned that a common law negligence claim enforced against a broker is not a law that is “with respect to motor vehicles." View "Ye v. GlobalTranz Enterprises, Inc." on Justia Law

Jaranowski worked as a conductor for the Railroad for 22 years. While operating a railroad switch in 2020, he seriously injured his neck. He sued the railroad under the Federal Employers’ Liability Act (FELA), 45 U.S.C. 51, alleging that he was injured because the railroad failed to maintain the switch properly. He accused the railroad of ordinary negligence and negligence per se based on alleged violations of Federal Railroad Administration (FRA) Track Safety Standards, 49 C.F.R. 213. The district court concluded that Jaranowski had failed to present evidence that would support a finding that the railroad had actual or constructive notice of any defect in the switch before he was injured and granted the Railroad summary judgment.The Seventh Circuit reversed. Actual or constructive notice is required to violate the federal Track Safety Standards, however, Jaranowski presented sufficient evidence to create a genuine dispute as to whether the railroad at least should have known that the switch was defective before he was injured. A reasonable jury could accept Jaranowski’s account of the facts and the report of his expert, who examined the switch, to conclude that the Railroad’s prior inspection was performed without due care. View "Jaranowski v. Indiana Harbor Belt Railroad Co." on Justia Law

Norfolk Southern Railway Company (Norfolk Southern) petitioned for review of a decision of the Surface Transportation Board (STB or Board), the successor agency to the Interstate Commerce Commission (ICC) charged with authorizing certain rail carrier transactions under the Interstate Commerce Act. Norfolk Southern is a rail carrier that owns a 57.14 percent share of the Norfolk & Portsmouth Belt Line Railroad Company (Belt Line), the operator of a major switching terminal in Norfolk, Virginia. Norfolk Southern’s majority interest goes back to 1982, when its corporate family acquired and consolidated various rail carriers with smaller ownership interests in the Belt Line. Norfolk Southern’s competitor, CSX Transportation, Inc. (CSX), owns the remainder of the Belt Line’s shares (42.86 percent). This case involves a different question raised before the Board for the first time:  whether the ICC/Board approvals of Norfolk Southern’s subsequent corporate-family consolidations in 1991 and 1998 authorized Norfolk Southern to control the Belt Line. The Board again answered no. Norfolk Southern petitioned for review.   The DC Circuit affirmed. The court concluded that the Board’s decision regarding the 1991 and 1998 transactions is neither arbitrary nor capricious. The Board reasonably sought to avoid an absurd interpretation of 49 C.F.R. Section 1180.2(d)(3)’s corporate-family exemption that would allow a carrier to gain control of a new entity without following the Board’s review requirements and then “cure that unauthorized acquisition by reorganizing the corporate family.” The Board reasonably rejected Norfolk Southern’s claim that, by reshuffling the pieces of its corporate family, it acquired control authority of the Belt Line sub silentio. View "Norfolk Southern Railway Company v. STB" on Justia Law

The Supreme Court affirmed the judgment of the appellate court reversing the judgment of the trial court in favor of Plaintiff in this negligence action, holding that the appellate court properly concluded that the "highway defect statute," Conn. Gen. Stat. 13a-149, was Plaintiff's exclusive remedy.Plaintiff was traveling behind a snowplow when the snowplow hit a manhole cover and knocked it off. Plaintiff's vehicle fell into the open manhole, rendering his vehicle inoperable and injuring him. Plaintiff brought this civil action alleging that Defendant's snowplow operator was negligent under Conn. Gen. Stat. 52-557n. The jury returned a verdict in favor of Plaintiff. The appellate court reversed, concluding that Plaintiff's sole remedy was an action pursuant to section 13a-149. The Supreme Court affirmed, holding that the appellate court correctly concluded that the highway defect statute was the exclusive remedy by which Defendant could recover for his injuries. View "Dobie v. City of New Haven" on Justia Law

Two years after an unfortunate single-boat accident, one of the boat’s two occupants died as a result of his injuries. The boat in which he was a passenger had struck a warning sign that was totally submerged at the time of the allision between the boat and sign. His estate and survivors sued the companies responsible for the sign in question. The district court granted summary judgment to the Defendants on the ground that the incident occurred on water governed by Louisiana law rather than federal. The parties agree that if Louisiana law governs, the claims are barred. At issue in this appeal is whether or not the allision occurred in “navigable” waters such that federal law governs.   The Fifth Circuit affirmed, holding that the allision occurred on non-navigable waters. The first ground on which the Plaintiffs claim that the allision took place on navigable water is that the “navigational servitude” for the Refuge is alleged to be 65 feet above the mean sea level (“MSL”). The court explained that the parties agree that the Corps has not in fact permanently flooded the refuge; the water may not be said to be navigable under this theory. Further, the unvegetated channel establishes the ordinary high-water mark of the Bayou; water outside of that channel is not navigable. Finally, the court held that Plaintiffs here fail to present even slight evidence concerning a commercial purpose for the channel in question. View "Newbold v. Kinder Morgan SNG Operator" on Justia Law

Decedent was employed by Jones as a construction worker. Jones was under contract with DOT to perform construction work on I-580 in Oakland. Much of this work was performed at night because it required lane closures. A car operated by a drunk driver entered the closed lanes of the project site and struck Decedent, who died on the scene. A wrongful death lawsuit against DOT asserted vicarious liability for the negligence of its employees; failure to discharge a mandatory duty; and dangerous condition on public property. The court dismissed the mandatory duty claim. DOT offered evidence that it did not instruct or control Jones as to how to comply with its safety obligations but that Jones complied with its safety plan on the night in question and that the contract between DOT and Jones delegated to Jones the responsibility for selecting the means for performing, including ensuring worker safety.The trial court concluded DOT was not liable for Decedent’s death as a matter of law because DOT delegated to Jones its duty to provide a safe work environment and the conduct of the drunk driver was not reasonably foreseeable. The court of appeal affirmed, rejecting arguments that admissible evidence was wrongfully excluded. Plaintiffs failed to present evidence that DOT retained control over the construction site and actually exercised that control in such a way as to affirmatively contribute to Decedent's injuries, as required under California law. View "Marin v. Department of Transportation" on Justia Law

After Plaintiff prevailed at trial and was awarded $58,240 in damages, plus post-judgment interest, Plaintiff sought attorneys’ fees in the amount of $701,706, litigation costs in the amount of $43,089.48, and additional filing and transcript-preparation fees in the amount of $1,620.45. The district court ultimately awarded attorneys’ fees in the amount of $570,771 and filing and transcript-preparation fees in the amount of $1,620.45 but denied the request for litigation costs. Defendant BNSF Railway Company (BNSF) appealed, asserting that the district court abused its discretion with respect to the award of attorneys’ fees.   The Eighth Circuit affirmed in part, reversed in part, and reduced the award of fees by $103,642.50. BNSF first argued that the award of fees is unreasonable because Plaintiff only achieved limited success. The court reasoned that Plaintiff undisputedly prevailed at trial on his FRSA claim. As this claim was at the heart of Plaintiff’s case, his degree of success is significant, regardless of the fate of his FELA claim or another theory of liability underlying his FRSA claim.   However, the court found that BNSF’s request for the reduction of fees related to the first trial, however, has merit. The court wrote that Plaintiff undisputedly offered the jury instruction that contained a legal error based on Eighth Circuit precedent, which required vacatur of the judgment. The court agreed with BNSF that Plaintiff is not entitled to fees that were unreasonably caused by his own legal error. View "Edward Blackorby v. BNSF Railway Company" on Justia Law

The Supreme Court affirmed the judgment of the court of appeals dismissing Plaintiffs' claim against the Texas Department of Transportation (TxDOT) alleging premises liability based on the condition of a construction zone, holding that Plaintiffs failed to establish a waiver of sovereign immunity under the Tort Claims Act.On a late while traveling through a roadway construction site, Plaintiffs - a motorcyclist and his wife - collided with a vehicle that crossed into their lane. Plaintiffs sued several parties, including TxDOT, alleging that the demarcation of opposing travel lanes with painted yellow stripes and buttons instead of concrete barriers, a condition called for in the project's traffic-control plan, created an unreasonably dangerous condition, causing their injuries. TxDOT filed a plea to the jurisdiction and motion for summary judgment, which the trial court denied. The court of appeals reversed and dismissed for want of jurisdiction, ruling that TxDOT retained its immunity from suit. The Supreme Court affirmed, holding that Plaintiffs failed to create a fact issue regarding an essential element of their premises-defect claim: the existence of an unreasonably dangerous condition. View "Christ v. Tex. Dep't of Transportation" on Justia Law