Justia Transportation Law Opinion Summaries

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

Kelly Day appealed the district court’s dismissal of the diversity action she filed against SkyWest Airlines for personal injuries she allegedly sustained when a SkyWest flight attendant carelessly struck her with a beverage cart. The district court granted SkyWest’s motion to dismiss the action as preempted under the Airline Deregulation Act (“ADA”), which preempted state laws “related to a price, route, or service of an air carrier.” The Tenth Circuit Court of Appeals concurred with sister circuits that personal-injury claims arising out of an airline employee’s failure to exercise due care were not “related to” a deregulated price, route, or service. Therefore, the Court reversed the district court’s dismissal of Day’s action and remanded for further proceedings. View "Day v. SkyWest Airlines" on Justia Law

Norman Champine brought an action against the Michigan Department of Transportation in the Court of Claims alleging that defendant had breached its duty to maintain I-696. Plaintiff was driving on I-696 in Macomb County when a large piece of concrete dislodged from the road and crashed through the windshield of his car, causing serious injuries. The Court of Claims granted summary judgment in favor of defendant on the basis that plaintiff had failed to provide proper notice under MCL 691.1404. The court reasoned that plaintiff’s separate notice to defendant was inadequate because it was not filed in the Court of Claims, the complaint itself could not serve as notice, and the complaint had not identified the exact location of the highway defect. Plaintiff appealed, and the Court of Appeals affirmed in an unpublished per curiam opinion, holding that the filing of a complaint could not satisfy the statutory notice requirements. The Court of Appeals declined to address whether plaintiff also failed to adequately describe the location of the incident, even assuming plaintiff’s complaint could serve as proper notice. The Michigan Supreme Court determined “notice” was not defined by MCL 691.1404, so courts were permitted to consider its plain meaning as well as its placement and purpose in the statutory scheme. "The plain meaning of the word 'notice' in the context of the statute indicates only that the governmental agency must be made aware of the injury and the defect. The statute does not require advance notice beyond the filing of the complaint, and the Court of Appeals erred by holding otherwise. Plaintiff properly gave notice by timely filing his complaint in the Court of Claims." Nonetheless, the case had to be remanded to the Court of Appeals for that Court to address whether the complaint adequately specified the exact location and nature of the defect as required by MCL 691.1404(1). View "Champine v. Department of Transportation" on Justia Law

Dean McMaster brought a negligence action against DTE Energy Company, Ferrous Processing and Trading Company (Ferrous), and DTE Electric Company (DTE), seeking compensation for injuries he sustained when a metal pipe fell out of a scrap container and struck him in the leg. DTE, the shipper, contracted with Ferrous to sell scrap metal generated by its business. DTE and Ferrous moved for summary judgment, and the trial court granted the motion as to DTE but denied the motion as to Ferrous. McMaster settled with Ferrous and appealed with regard to DTE. The Court of Appeals affirmed, reasoning that DTE did not have a duty to warn of or protect McMaster from a known danger, relying on the open and obvious danger doctrine. McMaster sought leave to appeal to the Michigan Supreme Court, and the Supreme Court peremptorily vacated Part III of the opinion and remanded the case to the Court of Appeals for consideration of DTE’s legal duty under the law of ordinary negligence. On remand, the Court of Appeals again affirmed the trial court, finding that the common-law duty of a shipper was abrogated by Michigan’s passage of MCL 480.11a, which adopted the federal motor carrier safety regulations as part of the Motor Carrier Safety Act (the MCSA). The Supreme Court disagreed, holding that the common-law duty of care owed by a shipper to a driver was not abrogated by MCL 480.11a. As an issue of first impression, the Court adopted the “shipper’s exception” or “Savage rule” to guide negligence questions involving participants in the trucking industry, as this rule was consistent with Michigan law. Applying this rule, the Supreme Court affirmed on alternate grounds, the grant of summary disposition to DTE Electric Company (DTE) because there existed no genuine issue of material fact that DTE did not breach its duty to plaintiff. View "McMaster v. DTE Energy Company" on Justia Law

In this insurance dispute, the Supreme Court held that the MCS-90 endorsement, which provides that if a motor vehicle is involved in an accident the insurer may be required to pay any final judgment against the insured arising out of the accident, does not apply to an accident that occurred during an intrastate trip transporting non-hazardous property.One way motor carries can comply with the financial requirements of the federal Motor Carrier Act of 1980 is by adding an MCS-90 endorsement to their insurance policy. The insurer in this case brought an action seeking a declaration that the MCS-90 endorsement creating a suretyship whereby the insurer agreed to pay a final judgment against the insured in certain negligence cases did not apply. The trial court found that the MCS-90 endorsement applied, and the court of appeals affirmed. The Supreme Court reversed, holding (1) because the insured driver was neither engaged in interests commerce at the time of the action nor transporting hazardous property, the MCS-90 endorsement did not apply; and (2) the insurer had no duty to defend or indemnify the driver. View "Progressive Southeastern Insurance Co. v. Brown" on Justia Law

James Hamre died when an Amtrak train derailed in Dupont, Washington, in 2017. He was survived by his mother, who lived with him, and three adult siblings. Under the wrongful death statutes in effect at the time, James’ mother could recover for his wrongful death because she was dependent on him, while his siblings could recover nothing because they did not rely on James financially. The wrongful death beneficiary statute in effect at that time also denied any recovery to beneficiaries like parents or siblings if they did not reside in the United States. In 2018, one of James’ brothers, acting as his personal representative, agreed to a settlement and release with the National Railroad Passenger Corporation (aka Amtrak), on behalf of their mother, the only then qualifying wrongful death beneficiary. In 2019, the Washington Legislature amended RCW 4.20.020 to remove the requirement that second tier beneficiaries (parents and siblings) be both dependent on the decedent and residents of the United States. It explicitly stated that the amendment should apply retroactively to claims that were not time barred. In 2020, James’ siblings who qualified as beneficiaries under the revised statute brought wrongful death actions against Amtrak. Amtrak argued that retroactive application would violate its contracts clause and due process rights under the Washington Constitution. The federal district court certified two questions to the Washington Supreme Court to address the issue of retroactivity, and the Supreme Court concluded the Washington State Legislature intended the 2019 amendments to RCW 4.20.020 to apply retroactively to permit newly qualified second tier beneficiaries to assert wrongful death claims that were not time barred. View "Kellogg v. Nat'l R.R. Passenger Corp." on Justia Law