Kansas City Southern v. Port of Corpus Christi Authority

305 S.W.3d 296, 2009 Tex. App. LEXIS 9392, 2009 WL 4688884
CourtCourt of Appeals of Texas
DecidedDecember 10, 2009
Docket13-09-00212-CV
StatusPublished
Cited by13 cases

This text of 305 S.W.3d 296 (Kansas City Southern v. Port of Corpus Christi Authority) 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 v. Port of Corpus Christi Authority, 305 S.W.3d 296, 2009 Tex. App. LEXIS 9392, 2009 WL 4688884 (Tex. Ct. App. 2009).

Opinion

OPINION

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; (8) 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 PoC-CA’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 *300 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 district 1 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 PoC-CA 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 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-8” 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....

*301 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 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, KCS 3 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 injunction and motion to stay arbitration with the trial court on October 22, 2008. See Tex. Civ. Prac. & Rem.Code Ann. § 171.028(a) (Vernon 2005) (providing that “[a] court may stay an arbitration commenced or threatened on application and a showing that there is not an agreement to arbitrate”).

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305 S.W.3d 296, 2009 Tex. App. LEXIS 9392, 2009 WL 4688884, Counsel Stack Legal Research, https://law.counselstack.com/opinion/kansas-city-southern-v-port-of-corpus-christi-authority-texapp-2009.