Justia Transportation Law Opinion Summaries

Scott Lupia, a locomotive engineer for New Jersey Transit Rail Operations, Inc. (NJT), was injured when the air conditioning (A/C) unit in his cab malfunctioned, causing the temperature to rise to 114 degrees Fahrenheit. Despite notifying his supervisors, Lupia was instructed to operate the train, leading to his collapse from heat exhaustion and subsequent permanent injuries. Lupia filed a lawsuit under the Federal Employers’ Liability Act (FELA), alleging that NJT violated the Locomotive Inspection Act (LIA) by failing to maintain the locomotive's parts and appurtenances, including the A/C unit, in safe operating condition.The United States District Court for the Southern District of New York denied NJT's motion for summary judgment, holding that a temperature control system, including an A/C unit, is considered a "part and appurtenance" of a locomotive under the LIA. The court found sufficient evidence that NJT's failure to maintain the A/C unit in proper condition posed an unnecessary danger of personal injury. During the trial, the court allowed Lupia to introduce a report to impeach NJT’s witness and permitted arguments regarding noneconomic damages. The jury awarded Lupia significant damages for lost earnings and pain and suffering.The United States Court of Appeals for the Second Circuit reviewed the case and affirmed the District Court's judgment. The appellate court agreed that a temperature control system is an integral part of a locomotive and that NJT was required to maintain the A/C unit in safe operating condition once it chose to use it as part of its temperature control system. The court also found no abuse of discretion in the District Court's evidentiary rulings and its decision to allow arguments on noneconomic damages. View "Lupia v. New Jersey Transit Rail Operations, Inc." on Justia Law

The Department of Transportation (DOT) issued a Rule on April 30, 2024, requiring airlines to disclose ancillary service fees, such as baggage and change fees, during the booking process. The Rule aims to protect consumers from surprise charges and is expected to provide significant societal and consumer benefits. The Rule took effect on July 1, 2024, with compliance deadlines for airlines and third-party ticket agents set for later dates. Various airlines and airline associations challenged the Rule, arguing it exceeds DOT’s authority, is arbitrary and capricious, and bypassed the required notice and comment process.The airlines and associations first sought a stay from the DOT, which was denied. They then petitioned the United States Court of Appeals for the Fifth Circuit for a stay pending review. The petitioners argued that the Rule exceeds DOT’s statutory authority under 49 U.S.C. § 41712(a), which allows the DOT Secretary to investigate and adjudicate unfair or deceptive practices but does not authorize the creation of detailed legislative rules. The petitioners also claimed that the Rule imposes significant compliance costs that would cause irreparable harm.The United States Court of Appeals for the Fifth Circuit granted the stay, finding that the petitioners made a strong showing that the Rule likely exceeds DOT’s authority. The court noted that the Rule mandates specific disclosure practices without the adjudicatory process required by the statute. The court also found that the petitioners would suffer irreparable harm due to the nonrecoverable compliance costs. The court concluded that there is no public interest in perpetuating unlawful agency action and expedited the petition for review to the next available oral argument panel. View "Airlines for America v. Department of Transportation" on Justia Law

The plaintiffs, We CBD, LLC, and We C Manage, LLC, sought to transport hemp by air from Oregon to Switzerland in October 2020. They engaged Ed Clark, a charter broker, who then contacted Planet Nine Private Air, LLC, to arrange the transport. Planet Nine was informed that the cargo was legal hemp. The flight was scheduled to depart on November 8, 2020, but upon landing for refueling in Charlotte, North Carolina, U.S. Customs officials detained the plane and seized the cargo, suspecting it to be illegal marijuana. Subsequent tests confirmed high THC levels, leading to the destruction of the cargo.The plaintiffs filed a lawsuit in the Western District of North Carolina, alleging state law claims against Planet Nine for the destruction of their cargo. Planet Nine moved for summary judgment, arguing that the plaintiffs' claims were preempted by the Montreal Convention, an international treaty governing air transport. The district court agreed, ruling that the Montreal Convention preempted the plaintiffs' state law claims because the events causing the damage occurred during the carriage by air.The United States Court of Appeals for the Fourth Circuit reviewed the case and affirmed the district court's decision. The appellate court held that the plaintiffs' claims were indeed preempted by the Montreal Convention. The court reasoned that the critical events, including the plane's detention and the cargo's seizure and testing, occurred during the carriage by air. The court also noted that the public authority defense under the Montreal Convention applied, as the destruction of the cargo was carried out by U.S. Customs in connection with its transit. Thus, the plaintiffs' state law claims were preempted, and the summary judgment in favor of Planet Nine was affirmed. View "We CBD, LLC v. Planet Nine Private Air, LLC" on Justia Law

The case involves the Western Coal Traffic League (the League), a coalition of coal shippers, petitioning for a writ of mandamus to compel the Surface Transportation Board (the Board) to take action on a proceeding related to the concept of "revenue adequacy" in freight rail shipping rates. The Board had opened an informational docket in April 2014 to gather public comments on how it calculates and applies revenue adequacy in rate cases. Over the next six years, the Board collected information through written comments and public hearings but had not issued a decision since February 2020. The League participated in the hearings and submitted comments advocating for changes to the Board's framework.The League filed a petition for a writ of mandamus in May 2023, arguing that the Board's delay in responding to the comments was unreasonable and requesting the court to compel the Board to publish a notice of proposed rulemaking or issue a final decision within 90 days. The League relied on the Administrative Procedure Act (APA) to argue that the Board's inaction was a clear violation of its duty to act promptly.The United States Court of Appeals for the District of Columbia Circuit reviewed the case. The court noted that mandamus is an extraordinary remedy reserved for clear violations of a duty to act. The court found that it lacked jurisdiction to issue the writ because the Board's management of the Revenue Adequacy docket did not constitute a "final order" subject to judicial review under the Hobbs Act. The Board had convened the proceeding solely to gather public comments without any statutory duty or plans to undertake a rulemaking or specific regulatory action. Consequently, the court dismissed the League's petition for mandamus for lack of jurisdiction. View "In re: Western Coal Traffic League" on Justia Law

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