Evans v. Trinity Industries, Inc.

137 F. Supp. 3d 877, 2015 U.S. Dist. LEXIS 133577, 2015 WL 5786725
CourtDistrict Court, E.D. Virginia
DecidedSeptember 29, 2015
DocketCivil Action No. 2:15cv314
StatusPublished
Cited by5 cases

This text of 137 F. Supp. 3d 877 (Evans v. Trinity Industries, Inc.) is published on Counsel Stack Legal Research, covering District Court, E.D. Virginia primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Evans v. Trinity Industries, Inc., 137 F. Supp. 3d 877, 2015 U.S. Dist. LEXIS 133577, 2015 WL 5786725 (E.D. Va. 2015).

Opinion

MEMORANDUM OPINION AND ORDER

REBECCA BEACH SMITH, Chief Judge.

This matter comes before the court on the Defendants’ Motion for Judgment on the Pleadings (“Motion”) and Memorandum in Support thereof, filed on July 31, 2015. ECF Nos. 28, 29. The Plaintiffs filed their Memorandum in Opposition to the Motion on September 4, 2015, ECF No. 40, and the Defendants filed a Reply on September 11, 2015. ECF No. 41. The matter has been fully briefed and is ripe for review.1 For the reasons that follow, the Defendants’ Motion is DENIED.

I. FACTUAL AND PROCEDURAL BACKGROUND

The Plaintiffs initially filed their Complaint on March 6, 2015, in the Eastern District of Texas. Compl., ECF No. 1. The Defendants subsequently moved to transfer venue to the Northern District of Texas. Mot. to Change Venue, ECF No. 13. On June 23, 2015, the Texas court denied the motion and, instead,'transferred the case to the Eastern District of Virginia. Order, ECF No. 20.

Because the matter now comes before this court on a motion for judgment on the pleadings under Federal Rule of Civil Procedure 12(c), the facts that are alleged in the Complaint are assumed to be true and viewed in the light most favorable to the Plaintiffs.2 The Plaintiffs have sued the Defendants for personal injuries sustained in an automobile accident, which occurred in Cape Charles, Virginia, on November 23, 2011. Compl. ¶ 7.

The Plaintiffs, a married couple, were injured when their 2003 Nissan Murano veered off the road and collided with an ET-Plus guardrail “impact head” (the “ET-Plus”), which was manufactured by the Defendants. Id. ¶¶7, 10. The guardrail rammed through the front driver-side door;' puncturing the pásseñger compartment. Id. ¶ 8. As a result of the accident, Mr. Evans sustained various injuries including a fractured fibula, and Mrs. Evans suffered ■ a chest wall contusion. Id. ¶ 9.

The ET-Plus is intended, upon impact, to extrude, the guardrail through the impact head, causing the guardrail to flatten out like a ribbon and deflect away from the colliding vehicle. In theory, this “allows the energy from the impact to be absorbed and prevent the guardrail from penetrating the vehicle upon impact.” Id. ¶ 10. The ET-Plus involved in the Plaintiffs’ crash failed to do so in dramatic fashion, as evidenced by the photographs included in the Complaint. Id. ¶ 8.

The Plaintiffs allege that the Federal Highway Administration (“FHWA”) originally approved a version of the ET-Plus that functioned correctly to minimize injuries from collisions. Id. ¶ 12. Thereafter, however, different versions of the ET-Plus “started appearing along the National Highway System and on the roads in Virginia.” Id. ¶¶ 16-17. One iteration, which [880]*880appeared sometime between 2000 and 2005, allegedly reduced the exit gap of the impact head from one-and-a-half inches (1.5") to one inch (1"). Id. ¶ 16. A second variation, which appeared in early. 2005, allegedly reduced , the size of the feeder chute, from five inches (5") to four inches (4"), as well as the overall height of the ET-Plus. Id. ¶ 17. These modifications decreased the amount of space in the impact head’s chute for the guardrail to feed through upon impact. Id. ¶ 22.

The Defendants were required to obtain FHWA approval not only before the ET-Plus was initially used on public highways and roads, but also before any changes in the product design could be implemented. Id. ¶ 15. In cither words, if the Defendants wanted to alter the ET-Plus design, they had to submit the modified product for additional testing to determine crash-worthiness before it could be approved by the FHWA for public use.

The Plaintiffs allege that the Defendants did hot seek pre-approval for the ET-Plus impact head modifications that occurred in the early 2000s and in early 2005.' Specifically, the Plaintiffs contend that the Defendants petitioned the FHWA twice, in September 2005 and August 2007, to make certain changes to the ET-Plus design, but did not make mention of the earlier alterations to the impact head in either request. Id. ¶¶ 19-20. In' fact, the Plaintiffs allege; the Defendants never notified the FHWA, or any other government entity for that matter, of the earlier changes, to the ET-Plus. Id. ¶ 21.

Furthermore, the Plaintiffs contend that these design changes, which the Defendants implemented without prior testing and FHWA authorization, were so substantial that the newer, modified ET-Plus no longer functioned as intended. The modifications allegedly cause the guardrail to lock up on impact; then, instead of diverting away from the vehicle and dissipating the force of the collision, the guardrail is forced violently into the vehicle, id. ¶23, as allegedly occurred in the 2011 crash involving the Plaintiffs. Id. ¶ 8. The Plaintiffs contend that “literally hundreds of thousands of these unapproved, secretly modified, inherently dangerous ET-Plus systems have been in use across the country for several years preceding” the Plaintiffs’ accident. Id. ¶ 25.

Three years after the accident involving the Plaintiffs, a jury in the Eastern District of Texas rendered a verdict against the Defendants, in a qui tam lawsuit for violations of the federal False Claims Act (“FCA”). Id. ¶24. The Plaintiffs allege that the jury in the qui tam suit found the following:

(1) the Defendants had conducted crash tests in 2005 of the modified ET-Plus system, and the tests had all failed; and, therefore,
(2) the Defendants “knew of the dangerous conditions created by its unapproved, modified ET-Plus system,” which was at that time ubiquitous along the nation’s highways and roads; and, thus,
(3) when the Defendants represented to, the FHWA that the ET-Plus was not modified in such a manner, the.Defendants “knowingly made, used, or caused to be made or used, a false record or statement material to a false or fraudulent claim.”

Id. ¶¶ 24-25.3 The verdict of the jury in the qui tam case forms the crux of the Plaintiffs’ argument in opposition to the instant Motion.

[881]*881For purposes of the instant Motion, the Defendants argue that the Plaintiffs’ claims are time-barred by the applicable statutes of limitations for personal injury, as the Complaint was filed more than two years after the accident involving the ET-Plus. Mem. Supp. at 1. The Defendants, therefore, seek judgment on the pleadings in their favor, pursuant to Federal Rule of Civil Procedure 12(c). The Plaintiffs, however, invoke the doctrine of fraudulent concealment, alleging that the Defendants’ fraudulent conduct with respect to the unapproved ET-Plus modifications operated to toll the applicable limitations period until the product’s defects were revealed by the verdict in the qui tam trial in 2014. Compl. ¶ 27.

II. STANDARD OF REVIEW

Free access — add to your briefcase to read the full text and ask questions with AI

Related

Cite This Page — Counsel Stack

Bluebook (online)
137 F. Supp. 3d 877, 2015 U.S. Dist. LEXIS 133577, 2015 WL 5786725, Counsel Stack Legal Research, https://law.counselstack.com/opinion/evans-v-trinity-industries-inc-vaed-2015.