Justia Transportation Law Opinion Summaries

Shyan Frye, age 13, was struck by a train while walking her bicycle over a rail crossing in Huron Township, Michigan. At the time of the accident, the train was traveling below the applicable speed limit and its horn sounded for approximately 20 seconds before it reached the crossing—more than required by federal law. The collision proved fatal. Shyan’s mother sued CSX, the train’s owner, Gallacher, the train’s conductor; and Conrail, the owner of the track. The claims against Gallacher were resolved in his favor at summary judgment. A jury returned a verdict in favor of CSX and Conrail. The Sixth Circuit affirmed, upholding the district court’s entry of summary judgment for Gallacher. The court also upheld the district court’s refusal to strike a potential juror for cause during voir dire; evidentiary rulings admitting evidence of the potential side effects of an anti-depressant Shyan was taking at the time of her death, and excluding photographs of the railroad crossing after it was resurfaced; and the court’s refusal to give a jury instruction regarding the heightened duty of care imposed on tortfeasors when children are present. View "Frye v. CSX Transportation, Inc." on Justia Law

On December 11, 2008, the Baton Rouge area experienced a snowstorm. The storm was of sufficient magnitude to result in the issuance of a winter weather advisory and closure of area schools. The schools reopened the next day as the weather improved. At approximately 8:00 a.m. on the morning of December 12, Sherry Boothe was operating her vehicle eastbound on Greenwell Springs Road, after bringing her daughter to school. As Boothe crossed the Comite River Bridge to return home, she lost control of her vehicle. Her vehicle crossed the median, flipped, and came to rest in the opposite lane of oncoming traffic. According to Boothe, after exiting her vehicle, she believed she had hit either ice or oil because the road was slippery. Boothe ultimately sued the Department of Transportation and Development (“DOTD”), seeking personal injury damages arising from the accident, for not adequately sanding the bridge following the snowstorm. The Louisiana Supreme Court found the uncontroverted evidence in the record revealed there was ice on the roadway at the time of the accident, and DOTD failed to take proper measures to address this condition. This evidence pointed "so strongly in favor of the moving party that reasonable persons could not reach different conclusions." Accordingly, the Court found the district court did not err in granting the motion for judgment notwithstanding the verdict in favor of plaintiffs. View "Boothe v. Louisiana Dept. of Transportation & Development" on Justia Law

Batterton was working on a Dutra vessel when a hatch blew open and injured his hand. Batterton sued Dutra, asserting various claims, including unseaworthiness, and seeking general and punitive damages. The Ninth Circuit affirmed the denial of Dutra’s motion to dismiss the claim for punitive damages: The Supreme Court reversed. A plaintiff may not recover punitive damages on a claim of unseaworthiness. Precedent establishes that the Court “should look primarily to . . . legislative enactments for policy guidance” when exercising its inherent common-law authority over maritime and admiralty cases. Overwhelming historical evidence suggests that punitive damages are not available for unseaworthiness claims. The Merchant Marine Act of 1920 (Jones Act) codified the rights of injured mariners by incorporating the rights provided to railway workers under the Federal Employers’ Liability Act (FELA); FELA damages were strictly compensatory. The Court noted that unseaworthiness in its current strict-liability form is the Court’s own invention, coming after enactment of the Jones Act. A claim of unseaworthiness is a duplicate and substitute for a Jones Act claim. It would exceed the objectives of pursuing policies found in congressional enactments and promoting uniformity between maritime statutory law and maritime common law to introduce novel remedies contradictory to those provided by Congress in similar areas. Allowing punitive damages on unseaworthiness claims would also create bizarre disparities in the law and would place American shippers at a significant competitive disadvantage and discourage foreign-owned vessels from employing American seamen. View "Dutra Group v. Batterton" on Justia Law

Williams, age 17, was struck by a train while he and his friends were running away from a police officer. He sued the railway. The district court held, on summary judgment, that Williams was barred from recovery by Indiana law because he was more than 50% at fault for the accident. The Seventh Circuit affirmed. The Indiana Comparative Fault Act bars recovery in actions based on fault if the claimant’s fault exceeds 50% of the total fault, IND. CODE 34-51-2. No fact-finder could reasonably conclude that Williams bore 50% or less of the relative fault. Video evidence plainly shows that the train’s horn and bells were sounding and that its lights were on. The gate was down, with lights that faced the young men, and those lights were flashing. View "Williams v. Norfolk Southern Corp." on Justia Law

Loos sued BNSF under the Federal Employers’ Liability Act for injuries he received while working at BNSF’s railyard. A jury awarded him $126,212.78, ascribing $30,000 to lost wages. BNSF asserted that the lost wages constituted “compensation” taxable under the Railroad Retirement Tax Act (RRTA) and asked to withhold $3,765 of the $30,000. The district court and the Eighth Circuit rejected the requested offset. The Supreme Court reversed. A railroad’s payment to an employee for work time lost due to an on-the-job injury is taxable “compensation” under the RRTA. RRTA refers to the railroad’s contribution as an “excise” tax, 26 U. S. C. 3221, and the employee’s share as an “income” tax, section 3201. Taxes under the RRTA and benefits under the Railroad Retirement Act, 45 U.S.C. 231, are measured by the employee’s “compensation,” which both statutes define as “any form of money remuneration paid to an individual for services rendered as an employee.” The Court noted similar results under the Federal Insurance Contributions Act and the Social Security Act. View "BNSF Railway Co. v. Loos" on Justia Law

Ruark was working for Union Pacific, using a hydraulic rail drill. Ruark was involved connecting the drill to the hydraulic lines and used the machine to drill several holes without noticing any leaking fluid or other malfunction. As he drilled the last hole, Ruark reached down to turn the drill off. Hot fluid sprayed over him, including in his eyes. Ruark declined medical attention. The supervisor sent him home to clean up. Ruark returned the following day, but did not do much work, because, he claims, “it hurt too bad.” Ruark saw his regular nurse practitioner the next day, for “sinus and stomach problems.” Ruark did not return to work because he was convicted of a felony unrelated to the accident. Ruark sued under the Federal Employers Liability Act, 45 U.S.C. 51-60. Ruark’s prison sentence interrupted his trial preparation. The judge denied a motion for a continuance because the case had been pending for almost three years, Ruark had been well represented by his initial counsel, and Ruark's incarceration did not justify reopening exhausted deadlines and allowing Ruark to begin discovery anew. The judge allowed Ruark’s trial testimony by video deposition and deposition of Ruark’s treating physician. The Seventh Circuit affirmed the rejection of Ruark’s theory of negligence based on res ipsa loquitur. That doctrine requires that the defendant was in control of the instrumentality that caused the injury and that the plaintiff was not also negligent; those conditions were not met. A jury could not assume that “the matter spoke for itself.” The court did not abuse its discretion by refusing to grant a continuance. View "Ruark v. Union Pacific Railroad Co." on Justia Law

Plaintiff Matthew Ziniti sued defendant New England Central Railroad, Inc. after he was seriously injured in a train-car collision. Plaintiff appealed the trial court’s partial summary judgment ruling and the ensuing jury verdict for defendant, arguing the trial court erred by: (1) granting defendant summary judgment precluding him from presenting evidence that defendant’s failure to place a crossbuck on the right side of the road at the site of the railroad crossing, or to take steps to ensure that an “advance warning” sign was present, caused or contributed to the collision; (2) denying a request for the jurors to view the crossing where the accident occurred; (3) denying his motion for a directed verdict on the railroad’s negligence on account of its violation of a safety statute relating to maintenance of the railroad’s right of way; and (4) denying his request for an instruction on the sudden emergency doctrine. After reviewing the trial court record, the Vermont Supreme Court rejected each of these arguments and, accordingly, affirmed the judgment in favor of defendant. View "Ziniti v. New England Central Railroad, Inc." on Justia Law

Kopplin, a former train conductor, brought claims of negligence and negligence per se against the Wisconsin Central railroad under the Federal Employers’ Liability Act, 45 U.S.C. 51, alleging that Kopplin injured his elbow in trying to operate a broken railroad switch on January 24, 2014. The district court granted the railroad summary judgment because Kopplin could not prove that the broken switch caused his injury. The Seventh Circuit affirmed. A video of the incident shows no immediate signs of injury and Kopplin never mentioned any pain to his coworkers until two hours later. He had continued to perform other physical tasks. Kopplin’s sole causation expert conceded, in a deposition, that he knew so little about Kopplin’s job that it would be mere speculation to say throwing a switch even could cause the elbow injury and that he did not investigate whether Kopplin’s other physical activities could have caused his renewed elbow problems. That expert later provided an affidavit in which he definitively stated that the January 24 incident caused the elbow injury, explaining that the nature of the injury was so clear that there was no need to even consider other potential causes. The judge refused to consider the affidavit because it contradicted sworn deposition testimony. View "Kopplin v. Wisconsin Central Limited" on Justia Law

Terry Schulenberg, a train engineer for BNSF Railway Company, was injured when the train he was riding “bottomed out.” Schulenberg filed suit against BNSF, alleging liability for negligence under the Federal Employers’ Liability Act (FELA). BNSF filed motions to exclude Schulenberg’s expert witness and for summary judgment, both of which the district court granted. Schulenberg appealed, but the Tenth Circuit Court of Appeals concluded the district court did not abuse its discretion in excluding the expert witness because there was no discernable methodology offered for his opinions. And the Court concluded the district court was correct in granting summary judgment to BNSF because Schulenberg failed to present a dispute of material fact on his sole theory of liability on appeal, negligence per se. View "Schulenberg v. BNSF Railway Company" on Justia Law

George Straub, an employee of BNSF Railway Company (“BNSF”), injured his back and neck when, in the course and scope of his duties, he attempted to adjust the engineer’s chair of Locomotive #6295. Straub brought suit, asserting BNSF was (among other things) strictly liable for his injuries under the provisions of the Federal Locomotive Inspection Act (“LIA”). BNSF moved to dismiss; the district court concluded Straub’s injuries did not implicate LIA. The district court ruled the adjustment mechanism of the engineer’s seat was not an “integral or essential part of a completed locomotive.” Instead, according to the district court, the seat adjustment mechanism was a non-essential comfort device. In reaching this conclusion, the district court relied on the Tenth Circuit’s decision in King v. Southern Pacific Transportation Co., 855 F.2d 1485 (10th Cir. 1988). Straub appealed, arguing the district court’s reliance on King was misplaced. The Tenth Circuit held that the allegations set out in Straub’s complaint (i.e., that the engineer’s chair failed when moved initially and stopped abruptly as Straub was attempting to adjust it) stated a violation of LIA: “Once BNSF installed an engineer’s chair with a seat adjustment mechanism, 49 U.S.C. 20701(1) mandated that BNSF maintain the chair so that the seat adjustment device be ‘in proper condition and safe to operate without unnecessary danger of personal injury’ and 49 C.F.R. 229.7 mandated that BNSF maintain the chair so that the seat adjustment mechanism was ‘in proper condition and safe to operate in service . . . without unnecessary peril to life or limb.’” The Court reversed the district court’s grant of BNSF’s motion to dismiss Straub’s claim to the extent it depended on LIA-based strict liability, and remanded this matter for further proceedings. View "Straub v. BNSF" on Justia Law