Justia Transportation Law Opinion Summaries

The plaintiffs, five Muslim U.S. citizens, allege they have been placed on the Terrorist Screening Dataset, commonly known as the "terrorist watchlist." This list includes the No-Fly List, which prevents individuals from boarding flights, and the Selectee List, which subjects individuals to enhanced security screening. Four plaintiffs claim they are on the Selectee List due to repeated enhanced screenings, while one plaintiff, Adis Kovac, claims he is on both the No-Fly List and the Selectee List. Each plaintiff sought redress through the Department of Homeland Security’s Traveler Redress Inquiry Program (TRIP), but only Kovac received confirmation of his No-Fly List status.The plaintiffs filed a lawsuit in the U.S. District Court for the Northern District of Texas against various federal agency heads, alleging violations of their constitutional rights and unlawful agency action under the Administrative Procedure Act (APA). The district court dismissed several claims, including due process and equal protection claims, and later dismissed Kovac’s No-Fly List claims as moot after he was removed from the list. The remaining APA claims were addressed at summary judgment, where the district court ruled that the agencies had statutory authority to maintain the watchlist and that the TRIP procedures were not arbitrary and capricious.The United States Court of Appeals for the Fifth Circuit reviewed the case de novo. The court affirmed the district court’s decision, holding that the relevant federal agencies have clear statutory authority to create, maintain, and use the watchlist for screening airline passengers. The court found that the statutory framework, including the Aviation and Transportation Security Act, the Homeland Security Act, and subsequent legislation, provided unambiguous authority for the watchlist. The court did not address whether the major questions doctrine applied, as the statutory authority was clear. The court also concluded that the plaintiffs lacked standing to challenge the watchlist’s use in contexts unrelated to airport security. View "Kovac v. Wray" on Justia Law

This case involves a vehicular collision that occurred in a construction zone on Interstate 10 in LaPlace, Louisiana. The plaintiff, Frank Cushenberry, was driving a commercial vehicle when he collided with a truck owned by Barber Brothers Contracting Company, LLC. The truck was partially in the right lane of the highway while backing up to move traffic cones. The collision resulted in significant injuries to Mr. Cushenberry, including a traumatic brain injury.The case was initially heard in a lower court, where the jury found Barber Brothers 100% at fault for the accident and awarded substantial damages to Mr. Cushenberry, his wife, and their two minor children. Barber Brothers appealed the decision, arguing that the trial court erred in its jury instructions and that the jury erred in finding Barber Brothers solely at fault.The Supreme Court of Louisiana found that the trial court did err in its jury instructions, but that this error was not reversible. The court also found that the jury erred in finding Barber Brothers solely at fault for the accident. The court determined that Barber Brothers was 80% at fault and Mr. Cushenberry was 20% at fault.The court also found that the jury abused its discretion in awarding general damages of $10,750,000.00 to Mr. Cushenberry, and loss of consortium damages of $2,500,000.00 to his spouse, Robin Cushenberry, and $1,500,000.00 to each of their minor children. The court reduced these awards to $5,000,000.00 in general damages to Mr. Cushenberry, and loss of consortium damages of $400,000.00 to Mrs. Cushenberry and $100,000.00 to each child.As amended, the trial court judgment was affirmed. View "BARBER BROTHERS CONTRACTING COMPANY, LLC VS. CAPITOL CITY PRODUCE COMPANY, LLC" on Justia Law

The case involves a products liability action against American Honda Motor Co., Inc. (Honda) for an alleged negligent design of a seat-belt system in a 2011 Honda Odyssey. The plaintiff, Sarah Milburn, was severely injured in a car accident while riding in an Uber vehicle, a 2011 Honda Odyssey. Milburn was seated in the third-row middle seat, which had a ceiling-mounted detachable Type 2 anchor system for the seat belt. Milburn fastened her seat belt incorrectly, leaving her lap unbelted. The accident resulted in Milburn becoming a quadriplegic.The trial court rendered judgment in favor of Milburn based on the jury's verdict, and the court of appeals affirmed. The court of appeals held that legally sufficient evidence supported the jury’s findings that the presumption of nonliability applied and that the presumption was rebutted.The Supreme Court of Texas reversed the court of appeals’ judgment. The court held that the presumption of nonliability applied as a matter of law because the 2011 Odyssey’s design complied with mandatory federal safety standards that were applicable to the Odyssey at the time of manufacture and governed the product risk that allegedly caused harm. The court further held that the presumption was not rebutted, as no evidence supports the jury’s finding that the federal safety standards failed to adequately protect the public from unreasonable risks of injury. Therefore, the court rendered a take-nothing judgment for Honda. View "AMERICAN HONDA MOTOR CO., INC. v. MILBURN" on Justia Law

The case involves Angela Horton and Kevin Houser, who sued the Kansas City Southern Railway Company (KC Southern) for the wrongful death of their mother. They alleged that KC Southern negligently maintained a railroad crossing by raising the crossing grade over time to form a “humped crossing” and by failing to replace a missing yield sign. The jury found both parties negligently caused the accident and assigned equal responsibility to each. The trial court awarded Horton fifty percent of the damages. The court of appeals reversed the judgment and remanded for a new trial, holding that federal law preempts a negligence claim based on the humped crossing, but supports a finding that the missing yield sign proximately caused the accident.The Supreme Court of Texas affirmed the court of appeals’ judgment, but on different grounds. The court held that federal law does not preempt the humped-crossing claim and that no evidence supports the jury’s finding that the absence of the yield sign proximately caused the accident. The court concluded that only one of the two allegations could support the jury’s negligence finding, and it could not be certain which of the two allegations the jury relied on. Therefore, the court agreed with the court of appeals that the trial court’s use of a broad-form question to submit the negligence claim constituted harmful error and that a new trial is required. However, the court remanded for a new trial on the humped-crossing allegation rather than on the missing-yield-sign allegation. After further review, the court reversed its previous decision and reinstated the trial court’s judgment, concluding that the submission of the broad-form question did not constitute harmful error. View "HORTON v. THE KANSAS CITY SOUTHERN RAILWAY COMPANY" on Justia Law

The case involves Donald Aaron Hesser, who was charged with felony driving under the influence (DUI) after a motorcycle accident. Hesser was found unconscious at the scene and was taken to the hospital for treatment. Upon learning of Hesser's four previous DUI convictions, Montana State Trooper Daniel Arnold requested that the hospital retain a blood sample taken from Hesser. An investigative subpoena was later issued for Hesser's medical records and blood sample, which revealed a blood alcohol content of .208. Hesser pleaded guilty but reserved his right to appeal the denial of his motion to suppress the blood sample evidence.The District Court of the Eighth Judicial District, Cascade County, denied Hesser's motion to suppress the blood sample evidence. Hesser argued that Trooper Arnold lacked the authority to apply for an investigative subpoena, as only a prosecutor could do so under § 46-4-301(3), MCA. He also contended that there was insufficient probable cause for the subpoena. The District Court found that a prosecutor had sought the subpoena and that it was supported by probable cause, given Hesser's serious accident, the unexplained nature of the accident, and his prior DUI convictions.Upon review, the Supreme Court of the State of Montana affirmed the lower court's decision. The court found that there was sufficient probable cause for the issuance of the investigative subpoena. The court also determined that Trooper Arnold was authorized to request a blood draw under § 61-8-402(2)(a), MCA (2019), as Hesser, being unconscious, was considered statutorily not to have withdrawn his consent under § 61-8-402(3), MCA (2019). View "State v. Hesser" on Justia Law

Jacob Marion, a minor, was struck and injured by a train operated by Grand Trunk Western Railroad Company while he was walking down the railroad tracks listening to music. The train's conductor and engineer saw Marion walking with his back to the train from a distance of about three-quarters of a mile. They sounded the train's horn when they were approximately 18 seconds away from Marion, but he did not respond. The emergency brake was applied only one second before the train struck Marion. Marion's guardian brought a negligence action against the railroad company and its employees. The defendants argued that the collision was not caused by their negligence but by Marion's failure to exercise ordinary care for his own safety.The trial court granted the defendants' motion for summary disposition, noting that they had attempted to alert Marion of the train's approach and that Marion was old enough to understand the dangers of trains. The plaintiff appealed this decision. The Court of Appeals reversed the trial court's decision, holding that a train engineer has a duty to stop or slow down when a person in the train’s path fails to respond to a warning signal. The defendants then sought leave to appeal to the Supreme Court.The Supreme Court of Michigan affirmed the decision of the Court of Appeals. The court held that when a train operator sees a person on the tracks, there is a presumption that the person will move to a place of safety. However, when it becomes apparent that the person will not or cannot get out of the way, that presumption is overcome, and the train operator has a duty to take steps to avoid a collision. The court found that there were genuine issues of material fact as to whether the defendants were negligent, and therefore, summary disposition was not warranted. The case was remanded to the trial court for further proceedings. View "Marion V Grand Trunk Western Railroad Company" on Justia Law

The case involves a dispute over the duty of care owed by a common carrier, the Kanawha Valley Regional Transportation Authority (KRT), to a passenger, Sandy K. Hayes, who had safely exited the carrier's bus. After disembarking, Hayes crossed the road and was struck by another vehicle. Hayes sued KRT, arguing that it breached its duty to use the "highest degree of care" towards her. The circuit judge disagreed and granted summary judgment to KRT, finding no evidence of any duty that was breached.The Circuit Court of Kanawha County granted summary judgment in favor of KRT. The court found that KRT did not have a duty to Hayes after she flagged the stop, exited the bus, and crossed the road where she was struck by a vehicle. The court determined that KRT owed Hayes no high duty of care after she exited the bus and found no factual disputes remaining for a jury to resolve.The Supreme Court of Appeals of West Virginia affirmed the circuit court's decision. The court held that a common carrier owes the highest degree of care to a passenger who is in the act of boarding, is upon, or is in the act of disembarking from, the carrier’s vehicle. However, once a passenger safely and freely disembarks from a common carrier’s vehicle at his or her chosen destination, the carrier’s contract to safely transport the passenger ends and the former passenger assumes the status of a pedestrian. From that point, the carrier owes the former passenger only a duty of ordinary care. The court found that KRT's high duty of care ended when Hayes safely disembarked from the bus and that she offered no evidence that KRT breached its ordinary duty of care. View "Hayes v. Kanawha Valley Regional Transportation Authority" on Justia Law

The case involves Trenton Palmer, an experienced private pilot, who was charged by the Federal Aviation Administration (FAA) for flying his plane at an altitude of less than 100 feet above ground level and within 500 feet of people, a house, and other structures. The FAA claimed that Palmer violated a regulation establishing minimum safe altitudes. An administrative law judge (ALJ) found Palmer guilty of the violation, and the National Transportation Safety Board (NTSB) affirmed the decision. Palmer appealed, arguing that the ALJ committed multiple prejudicial errors and that the complaint against him should have been dismissed.Previously, the ALJ had denied Palmer's motion to dismiss the FAA’s complaint on the ground that the complaint failed to give fair notice of the charges. The ALJ found that Palmer violated Sections 91.119(a), (c), and 91.13(a) of the FAA regulations. The ALJ mitigated Palmer’s suspension from 120 days to 60 days. Palmer appealed the ALJ’s decision to the Board and the FAA cross-appealed the ALJ’s mitigation of Palmer’s suspension. On de novo review, the Board affirmed the ALJ’s order and reversed the ALJ’s mitigation of the Administrator’s sanction because the Administrator’s selected sanction was supported by a reasonable explanation and there were no mitigating circumstances.The United States Court of Appeals for the District of Columbia Circuit upheld the decision from the NTSB. The court found that Palmer's arguments on appeal as to the Section 91.119 violations turn on whether he proved his defense that the low flight was necessary for takeoff or landing. The court rejected Palmer's claim of inadequate notice as legally unsupported and facially implausible. The court also found no error in the ALJ’s reliance on expert witness testimony and the Board’s subsequent affirmance. The court denied Palmer’s petition for review. View "Palmer v. FAA" on Justia Law

The case involves MCR Oil Tools, L.L.C., who filed a petition for review against the United States Department of Transportation, its Secretary Pete Buttigieg, the Pipeline and Hazardous Materials Safety Administration, and William S. Schoonover in his official capacity as Associate Administrator of Hazardous Materials Safety. The petition was filed in response to an order from the Department of Transportation.The case was brought before the United States Court of Appeals for the Fifth Circuit. Prior to this, the case had been reviewed by the Department of Transportation, but the details of the lower court's proceedings and decisions are not provided in the document.The United States Court of Appeals for the Fifth Circuit granted the petition for review. The court decided to expedite the matter to the next available randomly designated regular oral argument panel. Additionally, the court ruled that the motions for stay pending review and for administrative stay should be decided by the argument panel. The court carried these motions with the case, consistent with their panel practice. However, the court did not express any opinion on the disposition of these motions. View "MCR Oil Tools v. United States Department of Transportation" on Justia Law

In November 2021, David Goyco was struck and injured by an automobile while operating a low-speed electric scooter (LSES). Goyco filed a claim for personal injury protection (PIP) benefits under his personal automobile policy with Progressive Insurance Company. Progressive denied the claim, arguing that Goyco's LSES did not meet the definition of an "automobile" and that Goyco could not be considered a "pedestrian" under the New Jersey Automobile Reparation Reform Act, commonly known as the No-Fault Act. Goyco filed a complaint, asserting that LSES riders should be considered "pedestrians" entitled to PIP benefits under the No-Fault Act. The trial court denied relief to Goyco, and the Appellate Division affirmed.The Supreme Court of New Jersey affirmed the lower courts' decisions. The court held that an LSES rider does not fall within the definition of "pedestrian" for purposes of the No-Fault Act. The court found that Goyco's LSES was a "vehicle" that used a rechargeable electric motor and was therefore "propelled by other than muscular power" and was "designed for use on highways, rails and tracks." The court also rejected Goyco's reliance on a 2019 statute that provides that an LSES should be considered equivalent to a bicycle, stating that the statute was not intended to have any effect on the No-Fault Act. The court concluded that Goyco was not a pedestrian entitled to PIP benefits under Progressive's No-Fault insurance policy. View "Goyco v. Progressive Insurance Company" on Justia Law