Opinion ID: 2639478
Heading Depth: 2
Heading Rank: 3

Heading: The Inadequate Warning Device Theory

Text: ¶ 27 Pearl's fourth negligence theory is premised upon the Railroad's alleged failure to provide an adequate warning to motorists of the presence of an approaching train in light of the abnormally dangerous nature of the crossing (hereinafter the inadequate warning claim). As discussed supra in introduction to Part III of this opinion, federal regulations implementing the Crossings Program addressed the design of grade crossing improvements. 23 C.F.R. § 646.214(b). These regulations specify what constitutes adequate warning devices, which must be installed at crossings where Federal-aid funds participate in the installation of the devices. §§ 646.214(b)(3) and (4). The U.S. Supreme Court has held that when federal funds participate in the crossing improvement project, these regulations establish a standard of adequacy that `determines the devices to be installed.' Norfolk S. Ry. Co. v. Shanklin, 529 U.S. 344, 354, 120 S.Ct. 1467, 146 L.Ed.2d 374 (2000) (quoting CSX Transp., Inc. v. Easterwood, 507 U.S. 658, 671, 113 S.Ct. 1732, 123 L.Ed.2d 387 (1993)). Both Easterwood and Shanklin held that where §§ 646.214(b)(3) and (4) are applicable, state tort law is preempted. Easterwood, 507 U.S. at 670, 113 S.Ct. 1732; Shanklin, 529 U.S. at 352, 120 S.Ct. 1467. ¶ 28 In Easterwood, the U.S. Supreme Court determined that the federal regulations were inapplicable in that case because although federal funds had been obtained for placement of warning devices at the crossing in question, those warning devices were never actually installed. Easterwood, 507 U.S. at 671-73, 113 S.Ct. 1732. In light of Easterwood, the Shanklin Court held that these federal regulations are applicable to all warning devices actually installed with federal funds and that the applicability of these regulations does not depend on any individualized determination of adequacy by a diagnostic team or an FHWA official. Shanklin, 529 U.S. at 356, 120 S.Ct. 1467. ¶ 29 The record reflects that pursuant to an Arkansas Crossings Improvement Program in 1980, federal funds were used to install the crossbucks warning signs at the Pickering Street Crossing and that such warning signs remained present at the crossing at the time of the collision in the instant case. The record also reflects that this use of federal rail-highway monies for this project was approved by the Federal Highway Administration, thus satisfying the conditions of § 646.214(b)(4). [25] Since federal funds were used in the installation of warning devices actually installed at the Pickering Street Crossing, the conditions to applicability of §§ 646.214(b) were met in this case, thus triggering federal preemption pursuant to Shanklin and Easterwood. Because the federal regulations apply in this case with respect to the crossbucks at the crossing, this warning device meets the federal standard of adequacy, and such federal standard thereby displaces state and private decisionmaking authority. Easterwood, 507 U.S. at 670, 113 S.Ct. 1732 Shanklin, 529 U.S. at 354, 120 S.Ct. 1467. Any state law or rule that more or different crossing devices were necessary at [this] federally funded crossing is therefore preempted. Shanklin, 529 U.S. at 355, 120 S.Ct. 1467. Pursuant to these authorities, the warning devices present at the Pickering Street Crossing are deemed adequate as a matter of federal law and Pearl's negligence theory premised upon the Railroad's failure to provide an adequate warning is thereby preempted.