Kansas City Southern and the Texas Mexican Railway Company v. Port of Corpus Christi Authority of Nueces County, Texas

CourtCourt of Appeals of Texas
DecidedDecember 10, 2009
Docket13-09-00212-CV
StatusPublished

This text of Kansas City Southern and the Texas Mexican Railway Company v. Port of Corpus Christi Authority of Nueces County, Texas (Kansas City Southern and the Texas Mexican Railway Company v. Port of Corpus Christi Authority of Nueces County, Texas) is published on Counsel Stack Legal Research, covering Court of Appeals of Texas primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Kansas City Southern and the Texas Mexican Railway Company v. Port of Corpus Christi Authority of Nueces County, Texas, (Tex. Ct. App. 2009).

Opinion

NUMBER 13-09-00212-CV

COURT OF APPEALS

THIRTEENTH DISTRICT OF TEXAS

CORPUS CHRISTI - EDINBURG

KANSAS CITY SOUTHERN AND THE TEXAS MEXICAN RAILWAY COMPANY, Appellants,

v.

PORT OF CORPUS CHRISTI AUTHORITY OF NUECES COUNTY, TEXAS, Appellee.

On appeal from the 319th District Court of Nueces County, Texas.

OPINION Before Chief Justice Valdez and Justices Rodriguez and Garza Opinion by Justice Garza This is an appeal from a final judgment granting an application for temporary

injunction and a motion to stay arbitration. Appellants, Kansas City Southern (“KCS”) and

the Texas Mexican Railway Company (“Tex Mex”), contend that the trial court erred in

granting the application and motion filed by appellee, the Port of Corpus Christi Authority

of Nueces County, Texas (“PoCCA”). By four issues, KCS and Tex Mex argue that: (1)

the trial court erred by failing to issue additional and amended findings of fact and

conclusions of law; (2) PoCCA’s sovereign immunity has been waived by certain provisions

of the Texas Local Government Code and Texas Water Code; (3) the claims at issue are covered by binding arbitration agreements; and (4) PoCCA waived its sovereign immunity

as to attorney’s fees by filing a declaratory judgment action. We affirm.

I. BACKGROUND

The underlying dispute arose from PoCCA’s demolition of the Tule Lake Lift Bridge,

a moveable road and rail bridge built in the 1950s that connected the north and south sides

of the ship channel servicing the Port of Corpus Christi. In 1960, Tex Mex and two other

common carrier railroads entered into an agreement with the City of Corpus Christi,

Nueces County, and Nueces County Navigation District No. 1. That agreement, entitled

“Primary Agreement,” provided in part that the various rail carriers would operate and maintain the rail facilities at the Port on an annually rotating basis. In exchange, the

navigation district1 would provide the rail carriers with free and equal access to the Port’s

facilities, including the Tule Lake Lift Bridge, without charge. The 1960 Primary Agreement

did not contain an arbitration clause.

Subsequently, in 1997, the rail carriers entered into additional agreements with

PoCCA, including a “Joint Operating Agreement” which created the Port of Corpus Christi

Railroad Association in order to provide what PoCCA describes as “an economical

common carrier switching service through a third-party contractor selected by [PoCCA].”

The Joint Operating Agreement included a promise by PoCCA to provide to the rail carriers

“equal rights and privileges . . . of joint use and operations over the Tule Lake Lift Bridge

and railroad trackage located thereon without payment of any rental or fee.” The Joint

Operating Agreement also stated in part that maintenance of the Tule Lake Lift Bridge

would be provided by Nueces County and maintenance of the railroad trackage located on

the bridge would be provided by PoCCA.

Another agreement, entitled the “Second Corpus Christi Joint Track Agreement,”

was executed in 1997 in order to define the rights and responsibilities of the various rail

1 In 1981, Nueces County Navigation District No. 1 was renam ed by the legislature as the Port of Corpus Christi Authority of Nueces County, Texas.

2 carriers with respect to the Port facilities. In particular, this agreement defined which

parties would have control of operations and were responsible for maintenance with

respect to portions of track located on Port property known as the “Savage Lane Line” and

the “MoPac Connection.” The Joint Track Agreement provided, in part, that Tex Mex would

“at all times” have management rights and control of operations over “SL-3” and “SL-4,”

referring to segments of the Savage Lane Line precisely defined in the agreement. This

agreement also provided in part that “[m]aintenance of . . . [t]hat portion of SL-2 [another

defined segment of the Savage Lane Line] outside [Union Pacific’s] right-of-way, SL-3, [the

PoCCA]-owned portion of [MoPac Connection] . . . [and] SL-4 shall be performed by Tex Mex.”

Both the 1997 Joint Operating Agreement and the 1997 Joint Track Agreement

included broad arbitration clauses. The Joint Operating Agreement provided:

In the event any disagreement shall arise between any two or more of the parties hereto as to the meaning of any provision hereof, or as to any matter arising under this agreement . . . or in the event any such disagreement shall arise between any of the parties hereto on the one hand and [PoCCA] on the other hand, then, upon the written request of any party involved on either side of such disagreement, the matter in controversy shall be submitted to three disinterested arbitrators . . . to be appointed as hereinafter provided.

The Joint Track Agreement stated:

In case any disagreement shall arise between two or more of the parties hereto relative to the construction or interpretation of any part of this agreement, or concerning the observance or performance of any of its terms or conditions, or as to any other matter of dispute arising under this agreement, then such question shall be submitted to the arbitrament of persons . . . to be chosen as follows . . . .

By the 1990s, the Tule Lake Lift Bridge had become antiquated and was in such a

state of disrepair that PoCCA determined “it was dangerous, no longer functional and

should be replaced.”2 In order to preserve the rail carriers’ access to the north side of the

2 According to KCS, the prim ary m otivation for PoCCA to rem ove the Tule Lake Lift Bridge was the fact that large oil tankers could not easily pass through the bridge’s relatively narrow opening. To support this contention, KCS points to a 2007 presentation by PoCCA to its governing com m ission supporting rem oval of the bridge, in which a large oil tanker’s passage through the bridge opening is likened to “[t]hreading the eye of the needle.” PoCCA denies that the accom m odation of large oil tankers was a reason for the bridge’s rem oval.

3 ship channel, PoCCA constructed the Joe Fulton International Trade Corridor (the “Fulton

Corridor”), which consisted in part of rail trackage extending the full length of the north side

of the ship channel, thereby linking the south and north sides of the ship channel by

circumventing the channel altogether. The Fulton Corridor trackage was put into service

in 2007. Subsequently, PoCCA removed the span of the Tule Lake Lift Bridge, and on

April 11, 2008, it demolished the remaining lifting towers.

On September 26, 2008, KCS3 sent a letter to PoCCA demanding arbitration of

claims arising from the failure to maintain and the eventual demolition of the Tule Lake Lift

Bridge. Specifically, KCS asserted that the Port breached the 1960 and 1997 agreements by failing to properly maintain the bridge and its trackage and by failing to provide free,

open, and equal access to the bridge for as long as Tex Mex desired. KCS would later

argue that it suffered “direct damages” as a result of the bridge’s removal, in that: (1) it

must now “travel a long circuitous route” to gain access to the Port’s Joint Yard and

Common Interchange Yard, causing “additional direct expenses for added fuel, locomotive

use and crew time”; and (2) in order to get to the north side of the Port, it must now use

tracks belonging to Union Pacific and must pay trackage fees to Union Pacific for such use.

In response to the arbitration demand, PoCCA filed an application for temporary

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