• Skip to main content

Levinson and Stefani Injury Lawyers

Client-first legal representation for injury victims. Injured? Free Consultation:

(312) 376-3812

  • Home
  • About Us
    • Attorneys
      • Ken Levinson
      • Jay Stefani
      • Vanessa A. Gebka
    • Practice Areas
      • Truck Crashes
      • Bus Collisions
      • Auto Accidents
      • Child Injuries
  • Firm News
  • Library
    • Articles
    • Cases
    • Law
    • Video
  • Blog
  • For Lawyers
    • Focus Groups
  • Free Case Review

Blog

How an unexpected death can lead to questions about liability

February 9, 2017 by Levinson and Stefani Leave a Comment

AccidentThomas Hoy was rear-ended by Kurt Woltmann. Hoy sued Woltmann for negligence. After Woltmann’s deposition, Hoy sued Great Lakes for negligence under respondeat superior theory. Before Great Lakes could depose Woltmann, he died from causes unrelated to the accident.

Respondeat superior is a doctrine that considers whether an employer is liable for the torts of an employee when the employee commits the tort within the scope of employment. To determine if an employee was acting in the scope of their employment, the court looks to see if three elements are met: 1) was the conduct the kind of work the employee is employed to do; 2) did the conduct occur substantially within the approved temporal and geographical limits; and 3) was the purpose of the conduct, at least in part, to serve the employer?

Generally, travel to and from work is outside the scope of employment but there are two exceptions, which arise when an employer requires an employee to travel away from a regular workplace or when the employee’s travel is for their employer’s purposes rather than simply moving an employee to or from a regular job site. For example, when an employer tells an employee to drive to a non-work location to take an evening exam as part of a certification related to work, or when a company policy provides employees with reliable transportation home. Those fall within the purview of the exceptions. The second exception focuses on the travel itself and whether it serves the employer’s purpose other than simply moving the employees. In the second example, the travel was serving the employer’s company policy and therefore was a valid exception to the rule.

When Woltmann testified that he was heading towards headquarters to speak with his boss, the Court allowed the inferences that Woltmann was going to talk about something work related. Hoy argued that the second exception applied to him because a work-related meeting serves the employer’s interests. The Court did not find the argument persuasive, rather, application of Hoy’s argument would swallow the general rule. In other words, every time an employee appears for work they are serving the employer’s interests and if that satisfied the exception then every time an employee travels to or from work they are acting in the scope of employment.

The question turns on the goal of the travel. If that goal is nothing more than to convey an employee to a regular work site, then the conduct is outside the scope of employment and liability is not attached to the employer. Here, Woltmann was conveying himself to a regular work site, headquarters, and therefore, the employer was not liable.

Slip and fall cases: What qualifies as sufficient evidence?

January 30, 2017 by Levinson and Stefani Leave a Comment

slip_and_fall

You recall an injury sustained by a fall you took in the parking lot of a big-box store and you’re trying to prove that it was the store’s fault. What evidence will be sufficient in court? Well, that question is difficult because, like most negligence cases, there usually is not a single piece of evidence that conclusively shows fault. Recently, the 7th Circuit Court of Appeals revisited the burden of proof a plaintiff must furnish to prevail. But, because the plaintiff’s case was unsuccessful the analysis by the court merely leaves practitioners with a list of possible ways in which evidence is insufficient.

In Piotrowski v. Menard, Inc, the court of appeals held that: (1) customers must show that placement of the injury-causing object was due to the store owner’s negligence, and (2) that the store owner had actual or constructive notice of the dangerous condition that caused his/her injuries. The holding relied on precedent found in Zuppardi that required a plaintiff to show that “the foreign substance was related to the defendant’s business and (2) “offer some further evidence, direct or circumstantial, however slight, such as the location of the substance or the business practices of the defendant, from which it could be inferred that it was more likely that defendant or his servants, rather than a customer, dropped the substance on the premises.” The Zuppardi court goes on to give a lengthy list of all the events that could have set forth sufficient evidence. But, it may be misplaced to concluded that showing one of the hypotheticals would have been dispositive to the Zuppadri’s case.

Both holdings suggest that the court is looking for evidence that specifically provides a way in which the defendant caused the harmful condition, not merely speculation. In both cases the plaintiffs only demonstrated possible ways in which the conditions could have been created. This was insufficient. In short, a plaintiff must show either (1) the defendant negligence caused dangerous condition; or (2) the defendant had actual notice of condition and did nothing; or (3) the defendant had constructive awareness of the condition and did nothing. This is a high bar.

Why Trump’s auto plan is bad news for consumer protection laws

January 25, 2017 by Jay Stefani Leave a Comment

Photo: Marc Nozell
Photo: Marc Nozell

You don’t have to look far to see where this is going. On Tuesday President Trump met with leaders of the so-called Big Three to discuss the future of the American auto industry, and it appears the future doesn’t include the rights of the average American.

Sitting down with the CEOs of GM, Ford and Fiat Chrysler, Trump implored the nation’s largest auto manufacturers to start building plants in the U.S. He also urged them to hire American workers. In exchange, he promised to cut taxes and ease governmental and environmental regulations, which he believes are strangleholds to homegrown companies looking to invest domestically.

On its face, Trump’s logic is flawed. Manufacturing is significantly cheaper when outsourced to places like Mexico, and as Kristin Dziczek, director of the industry, labor and economics group at the Center for Automotive Research, described to the Washington Post: “the big automakers make investments knowing they will outlive any single president, regardless of what policies or regulations are put in place.”

The irony then of Trump’s plan is that it’s more likely to hurt average Americans than help them. The trick is to read between the lines. Easing regulations is likely code for eliminating accountability, thus giving big companies like Ford, GM and Fiat Chrysler nearly unmitigated protection in the event of a lawsuit.

I’m talking, of course, about liability, “the state of being responsible for something, especially by law”: the GM ignition switch crisis, for example, or the Takata airbag debacle. If you’re looking for blatant obfuscation, Volkswagen recently paid record fines for implementing a system that skewed the results of emissions tests. Our associate attorney, Brett Manchel, briefly touched on the definition of limited liability in a post about Uber’s new Terms of Service agreement. It’s worth reading to give you another perspective of what I’m talking about.

Like all companies subject to consumer protection laws, GM, Takata and Volkswagen have paid handsomely for defects that have either killed someone, or in Volkswagen’s case, killed the environment. It’s a pittance in comparison to lives lost and damage inflicted.

But money is money and no one likes to lose it. If Trump gets his way, we’re approaching a crucial juncture that has the potential to do real damage to consumer protection laws, giving corporations even more advantages than they already have.

Yesterday the New York Times wrote that representatives of the Big Three expressed optimism at the idea of a “a renaissance in American manufacturing,” now coming off a record sales year in 2016. That optimism is likely tempered by the fact that the White House sees big business as victims rather than perpetrators.

One of the nice things about living in a developed nation like the U.S. is that you shouldn’t have to worry about food being safe to eat, water being safe to drink, products safe to use. The reason for that is because regulations are frequently nothing more than safety rules. In case you haven’t already noticed, Trump the businessman doesn’t see it that way.

Jay Stefani is a partner at Levinson and Stefani. Follow him on Twitter. 

No recall for Tesla: Did the NHTSA miss a golden opportunity?

January 24, 2017 by Levinson and Stefani Leave a Comment

Tesla Model S
Tesla Model S

Last Thursday was another reminder that the National Highway Traffic Safety Administration is struggling to define what automation means for the future of the auto industry.

According to Reuters, the agency officially closed its investigation into the fatal crash that killed Joshua Brown, owner of a Tesla Model S, who set his car on autopilot as he was cruising on a highway west of Williston, Florida. The car ended up colliding with a tractor-trailer that was crossing an uncontrolled intersection.

Initial reports in May showed that the Tesla had failed to distinguish between the color of the white trailer and a bright-colored sky, therefore it did not slow its speed. Thickening the plot was the fact that Brown, 40, was reportedly watching a movie on a portable DVD player at the time of the crash.

When the NHTSA announced that it was planning to investigate further, people began to wonder if this was the start of something much more profound; part of the investigation was to determine whether Tesla’s semi-automation system — one of the few sanctioned systems being used on the road today — was defective, and whether a recall was necessary.

But after six months, the NHTSA has come to the conclusion that nothing about automation is conclusive. The final evaluation, released last week, determined that the Tesla was working in accordance with its specifications and that the company was not liable for any technical fiascos; no recalls were issued as a result.

“The Autopilot system,” as it says in the NHTSA report, “is an Advanced Driver Assistance System (ADAS) that requires the continual and full attention of the driver to monitor the traffic environment and be prepared to take action to avoid crashes.”

More from the NHTSA: “Although perhaps not as specific as it could be, Tesla has provided information about system limitations in the owner’s manuals, user interface and associated warnings/alerts, as well as a driver monitoring system that is intended to aid the driver in remaining engaged in the driving task at all times.”

While it’s hard to pin this particular crash on the Tesla automation system alone, it’s also hard to ignore that the NHTSA called out Tesla for not being “as specific as it could be …” Question is: In what respect? These are the specifics that are going to matter in the future, and it probably behooves the agency to elaborate. Looks like we’ll have to wait a little longer.

“A safety-related defect trend has not been identified at this time and further examination of this issue does not appear to be warranted,” says the concluding paragraph of the NHTSA’s investigative report. ”Accordingly, this investigation is closed. The closing of this investigation does not constitute a finding by NHTSA that no safety-related defect exists. The agency will monitor the issue and reserves the right to take future action if warranted by the circumstances.”

Given the shaky legal landscape surrounding autonomous vehicles, it’s time for the agency to go on heightened alert.

Traffic hot spots on inauguration day

January 19, 2017 by Levinson and Stefani Leave a Comment

 

inauguration

On Friday, Donald Trump will be sworn in as the 45th President of the United States. Crowds will mobilize, protests will ensue, and several roads in and around downtown Chicago are expected to funnel heavy traffic — both auto and pedestrian — starting today and heading well into the weekend. Keep an eye on these traffic hot spots as a result.

The Ghost Light Project | January 19, 5:30pm

The Ghost Light Project is organizing a communal gathering at theaters around the country to promote “inclusion, participation, and compassion for everyone regardless of race, class, religion, country of origin, immigration status, disability, age, gender identity, or sexual orientation.” Venues expected to participate: Victory Gardens Theater (2433 N. Lincoln), Steppenwolf (1650 N. Halsted), the Goodman (170 N. Dearborn) and others. If you know anything about the Chicago arts community, then you know to expect them in droves, especially on the north side of town.

Traffic hot spots:

  1. Lincoln
  2. Halsted
  3. Randolph
  4. Dearborn

The UIC Walkout and Rally | January 20, 10:40am

Students at the University of Illinois at Chicago — where you’ll recall a high-profile Trump protest took place late last year — are planning a mass exodus by stepping out of their classrooms and nearby buildings in an act of solidarity. As of Wednesday, more than 1,000 people indicated that they’re interested in attending the walkout, according to the to the event’s Facebook page. Participants will be making their way to the UIC quad, located smack dab between Harrison and Taylor Streets. Though the quad is relatively isolated from the main roads, foot traffic is expected to come from any number of directions. Halsted Street is also likely to feel the pinch.

Traffic hot spots:

  1. Harrison
  2. Taylor
  3. Halsted

Resist Trump | January 20, 3-5pm

Members of the Chicago Socialist Alternative are preparing to occupy Daley Plaza, with more than 7,300 people showing interest on the group’s Facebook event page. The rally is expected to end when the protest at Trump Tower starts at 5pm. Anticipate a steady stream of people moving from one place to the next. It’s a tight squeeze at Daley Plaza (50 W. Washington). A big crowd could lead to bigger road blockage.

Traffic hot spots:

  1. Randolph
  2. Clark
  3. Dearborn

Trump Tower Chicago Inauguration Day Protest | January 20, 5pm-midnight

Just about the time most people will be heading home for the weekend, Trump Tower becomes ground zero. Organizers have declared this a peaceful protest, which is expected to draw somewhere between 8-10,000 people. Again, that’s according to the Facebook event page. It’s a speculative number, but given the tenor of the current political climate 10,000 doesn’t seem so far fetched. As most Chicagoans know, Trump Tower is located at 401 N. Wabash, across from Lower and Upper Wacker Drive, just a stone’s throw away from Michigan Avenue. Expect some congestion in the area.

Traffic hot spots:

  1. Wabash
  2. Upper Wacker
  3. Lower Wacker
  4. Michigan Ave

Women’s March on Chicago | January 21, 10am

The Chicago Tribune is reporting that 22,000 attendees are expected on Saturday, January 21, a day that’s expected to reach unseasonably high temperatures in the upper 50s. The march begins at 10am at Jackson and Lake Shore Drive, south of Petrillo Music Shell at 235 S. Columbus and head west — a brief stretch north on Michigan Ave to Adams to Dearborn, Randolph and Clark Street, closing with stop at Federal Plaza. The march also includes rallying stops for speakers.

Update: The route for the Women’s March has changed, as the number of attendees has doubled in two days. Officials are now expecting upwards of 50,000 people for the march. The shortened route will begin in Grant Park and head directly west to Federal Plaza.

Traffic hot spots:

  1. Jackson

Chicago, it’s time to adopt the Idaho Stop law

January 17, 2017 by Jay Stefani Leave a Comment

idahostop

As an attorney who represents cyclists, a question persists: Are Illinois traffic statutes (and some of the country’s, for that matter) unduly bad for riders and for drivers?

About a month ago the Chaddick Institute for Metropolitan Development at DePaul University released a study that argued in favor of relaxing state mandates by, somewhat ironically, considering a law that was passed in 1982 by the Idaho state legislature called the “Idaho Stop.” The law essentially allows cyclists to treat stop signs as yield signs and red lights as stop signs.

Problem is the Idaho Stop is as controversial for lawmakers as it is obscure for the general public. Several states have tried to adopt it to no avail, and the skeptics in Illinois point out that introducing a law like the Idaho Stop in places like Chicago would simply validate every conceivable bad habit that motorists loathe about cyclists — on top of the fact that comparing traffic in Chicago to Idaho is like comparing apples to oranges.

“What works in downtown Boise,” wrote the Chicago Tribune’s Editorial Board shortly after the Chaddick study was released “isn’t what works in the traffic-choked Loop.”

The board continued: “We all know cyclists who breeze through uncongested intersections because … they can. But traffic laws are designed to inject a sense of what everyone must do at intersections and other choke points — not what they wish to do.”

It’s a valid point, but one that’s missing the big picture.

Why the Idaho Stop?

The Idaho Stop was designed to “align policy with the fact that many cyclists seek to maintain their energy and momentum at intersections without compromising safety,” according to the authors of the Chaddick study.

Here in Chicago just one in 25 cyclists make a complete stop when there’s no oncoming traffic, and hardly any offenders face any sort of traffic citation when they do. The authors at DePaul also concluded that a significant percentage of cyclists consider it a “negative physical experience to have their momentum interrupted by a stop sign or red traffic signal,” none of which is due to laziness.

For anyone who has ever ridden a bike, you know there are practical reasons for maintaining your momentum. One of the more interesting takeaways from the research collected at DePaul was the notion that “women are more vulnerable to truck collisions due to their tendency to be less likely to disobey red traffic signals than men,” a theory that was originally proposed by The Transport for London, saying that men avoided getting caught in a truck driver’s blind spot by deciding to judge traffic for themselves.

Thinking about it from the perspective of Idaho state legislators back in the ’80s: If cyclists are going to ignore traffic signals, anyway, shouldn’t we consider changing our objectives?

Promoting a state of mind

As it pertains to the law, proponents of the Idaho Stop base their logic on relatively simple principles, and even more so, on the statistics. Several states have lobbied to adopt the Idaho Stop, including Colorado and Oregon, always with numbers at their disposal and a goal to change conventional thinking.

“Cities with high biking rates tend to have a lower risk of fatal crashes for all road users,” continues the Chaddick study. “This benefit is likely due to the ‘safety in numbers’ phenomenon, the idea that drivers adjust their behavior in accordance with the perceived probability of encountering a bicyclist.”

And here we arrive at the crux of how the Idaho Stop works: by promoting a state of mind. The “safety in numbers” phenomenon is yet another controversial but obscure philosophy that, put in context, is a philosophy reinforced by facts.

In 2008, Jason Meggs, a member of UC Berkeley’s Environmental Health Science Division, contacted Idaho’s Office of Highway and Traffic Safety to analyze a years-worth of traffic injuries and fatalities. For the sake of time, here’s a brief summary of what he concluded: No evidence of long-term increase of injury or fatality rates; cycling injury rates dropped by 14.5 percent in 1983 with no change in the number of cycling fatalities.

Does Meggs’ research reflect the “safety in numbers” philosophy? I’m willing to bet there’s a good chance it did. Think of it this way: Bike lanes — especially protected ones — represent a significant change in the way we view traffic patterns/expectations, and they are known to greatly improve safety.

Herein lies the logic of the Chaddick Study and Idaho Stop, which as it stands, seems as logical a proposal as they come: awareness. And consider for a moment that Chicago implemented the Chicago Stop. Isn’t it conceivable that a driver is more likely to be aware of a cyclist whenever they happen to be in the vicinity? That’s the argument, basically. For a city that purports to be bike-friendly, would it be so wrong to try something new?

  • « Go to Previous Page
  • Page 1
  • Interim pages omitted …
  • Page 106
  • Page 107
  • Page 108
  • Page 109
  • Page 110
  • Interim pages omitted …
  • Page 128
  • Go to Next Page »

Levinson and Stefani Injury Lawyers in Chicago / Attorney Advertising