John Brown v. Natl Railroad Passenger Corp. , 705 F.3d 531 ( 2013 )


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  •      Case: 11-60654    Document: 00512126166      Page: 1   Date Filed: 01/28/2013
    IN THE UNITED STATES COURT OF APPEALS
    FOR THE FIFTH CIRCUIT  United States Court of Appeals
    Fifth Circuit
    FILED
    January 28, 2013
    No. 11-60654                       Lyle W. Cayce
    Clerk
    JOHN L. BROWN,
    Plaintiff - Appellant
    v.
    ILLINOIS CENTRAL RAILROAD COMPANY,
    Defendant - Appellee
    Appeal from the United States District Court
    for the Southern District of Mississippi
    Before HIGGINBOTHAM, ELROD, and HAYNES, Circuit Judges.
    PATRICK E. HIGGINBOTHAM, Circuit Judge:
    In May 2008, an Amtrak passenger train struck the appellant, John
    Brown, as he drove his garbage truck across railroad tracks owned and
    maintained by Illinois Central Railroad Company (“Illinois Central”). Brown
    sued, claiming that Illinois Central failed to signalize the crossing properly. The
    district court awarded summary judgment to Illinois Central. We affirm.
    I.
    On an afternoon, John Brown was driving his Mack garbage truck south
    along County Line Road on his usual route in Copiah County, Mississippi.
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    Robert Purnell, Brown’s assistant, was riding on the rear of the truck. Not far
    behind Brown, a southbound Amtrak passenger train cruised down tracks
    parallel to County Line Road, tracks that Illinois Central then owned and
    maintained.
    As he had for years, Brown turned right onto Hartley Lane, bearing west
    toward the railroad tracks about 56 feet ahead. An advance warning sign stood
    22 feet from the tracks, followed by a “railroad crossbuck” sign 15 feet from the
    tracks.   About nine seconds after Brown turned onto Hartley Lane, the
    southbound Amtrak train struck his truck broadside, throwing Brown and
    Purnell from the truck and tearing it to pieces. Both men sustained serious
    injuries, the Amtrak train derailed, and a number of passengers suffered minor
    injury.
    Amtrak engineer Mervill Cheatwood and foreman Mark Burris were
    operating the train at the time of the accident. Both men testified that they saw
    Brown turn off of County Line Road ahead of them, and that the view between
    the train and the truck was unobstructed as the truck turned onto Hartley Lane
    and until impact.1 Both men also testified that Brown never stopped before he
    entered the crossing. As soon as Cheatwood realized a collision was inevitable,
    he applied the train’s emergency brake.             The train’s event data recorder
    indicates that Cheatwood triggered the brake some 232 to 239 feet from impact.
    It is undisputed that the Amtrak train was within the federally mandated speed
    limit at the time of the collision.2
    1
    Burris first saw Brown’s truck when it was “right in the process of turning.”
    Cheatwood first saw the truck before it turned onto Hartley Lane, while it was still moving
    south on County Line Road.
    2
    The Amtrak train’s event data recorder indicated that the train’s maximum speed
    within the five minutes prior to impact was 80 miles per hour — within the federally
    mandated speed limit for the Illinois Central tracks.
    2
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    George Lewis saw the crash while driving south down County Line Road.
    Lewis testified that he watched Brown turn onto Hartley Lane ahead of him.
    Lewis also testified that he heard the Amtrak train blow its horn as it emerged
    from a tree line well before the Hartley Lane crossing, and that Brown turned
    onto Hartley Lane and drove onto the tracks without ever stopping.
    An accident reconstruction team engaged by Illinois Central prepared
    photographs that attempt to reproduce Brown’s view to the north after he turned
    onto Hartley Lane. The images show that a motorist approaching the crossing
    has a clear view of oncoming southbound trains and suggest that Brown should
    have been able to see the approaching Amtrak train at least 43 feet before he
    reached the tracks.3 Illinois Central’s accident reconstruction expert testified
    that when Brown was 62 feet from impact, his sight distance along the tracks
    was 1200 feet, and that by the time Brown reached the advance warning sign 22
    feet from the tracks, his line of sight increased to more than 2600 feet. Brown’s
    liability expert confirmed that at a point on Hartley Lane 25 feet to the east of
    the crossing, visibility to the north exceeds 2000 feet. Moreover, Brown’s
    accident reconstruction expert testified that the Amtrak train was about 1145
    feet from the crossing nine seconds before impact (when Brown began his turn
    onto Hartley Lane), and that Brown should have been able to see the oncoming
    train from the advance warning sign.
    Nine local residents testified that visibility at the Hartley Lane crossing
    was adequate to negotiate the tracks safely. Brown himself testified that he
    had regularly traversed the crossing for years, admitting that “you can see a long
    3
    The first photograph, taken at a point 43 feet to the east of the tracks, shows the
    Amtrak train clearly visible at 463 feet from impact. The second photograph, taken 22 feet
    to the east of the tracks, shows the train clearly visible at 290 feet from impact. The third
    photograph, taken 14 feet to the east of the tracks, show the train clearly visible at 232 feet
    from impact. Before the district court, Illinois Central introduced expert testimony that
    explains the facts and assumptions underlying the photographic reconstruction.
    3
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    way” up the tracks. When Illinois Central’s attorney asked Brown why he had
    not requested his assistant, Purnell, to flag the crossing for him, Brown
    appeared incredulous:
    Q:      If you’ve got a helper with you, such as Mr. Purnell . . . and
    you need his assistance directing you, flagging you to back up,
    go forward, or whatever, do you ask him and use him for that?
    A:      Yes, sir, I would.
    ***
    Q:      If you felt like you needed his assistance flagging across the
    railroad tracks, would you ask him?
    A:      No sir. Because to go across railroad tracks forward, why
    would I — why would I ask him to flag me?
    ***
    Q:      Did you — you’re saying you did not need his assistance for
    going forward across the tracks, correct?
    A:      No, sir. In the couple years I’ve been down there, I haven’t
    had — haven’t needed anybody to go forward to go across the
    railroad tracks.
    Q:      Because you can see?
    A:      Yes, sir.
    Brown and Purnell sued Amtrak and Illinois Central in the Southern
    District of Mississippi, invoking diversity. Before the district court, Brown and
    Purnell claimed that (1) Amtrak breached its statutory duty to blow the train’s
    horn continuously within 900 feet of the crossing,4 and (2) Illinois Central
    breached its common law duty to make an extrahazardous railroad crossing
    reasonably safe by installing active signaling devices. In support of their
    signalization claim against Illinois Central, Brown and Purnell sought to admit
    testimony from Dr. Gary Long, who intended to testify that the Hartley Lane
    crossing was extrahazardous and needed active signals.
    4
    See Miss. Code Ann. § 77-9-225. Amtrak’s event data recorder indicated that the train
    began blowing its horn approximately 1170 feet before the crossing, blowing it continuously
    until impact. A number of witnesses confirmed that the horn sounded for a long period of time
    prior to the collision. However, two witnesses in the vicinity of the accident testified that they
    only heard one blast from the train’s horn immediately before the collision. Other witnesses
    testified that they heard only the collision.
    4
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    Amtrak and Illinois Central moved for summary judgment.                     Illinois
    Central also moved to exclude Dr. Long’s testimony under Federal Rule of
    Evidence 702. The district judge granted both of Illinois Central’s motions but
    denied Amtrak’s motion for summary judgment.5 Brown’s horn claim against
    Amtrak proceeded to trial and the jury returned a verdict in Amtrak’s favor.
    Brown has accepted the jury verdict and appeals only his signalization claim
    against Illinois Central. Purnell does not appeal.
    II.
    Brown claims that the district court erred by excluding Dr. Long’s
    testimony under Rule 702, complaining that the district court made “no
    assessment whatsoever . . . in regards to Expert Long’s qualifications to testify
    that the crossing was extrahazardous.”
    We review a trial court’s decision to exclude expert testimony for abuse of
    discretion.6 “A trial court abuses its discretion when its ruling is based on an
    erroneous view of the law or a clearly erroneous assessment of the evidence.”7
    As read by Daubert, Rule 702 requires trial courts to ensure that proffered
    expert testimony is “not only relevant, but reliable.”8 To determine whether
    5
    The district court found a fact issue on Brown’s horn claim, reasoning that though
    Amtrak’s event data recorder clearly showed that the Amtrak train had sounded its horn
    during the statutorily mandated interval, witness accounts conflicted.
    6
    Moore v. Ashland Chem. Inc., 
    151 F.3d 269
    , 274 (5th Cir. 1998).
    7
    Knight v. Kirby Inland Marine, Inc., 
    482 F.3d 347
    , 351 (5th Cir. 2007) (quoting
    Bocanegra v. Vicmar Servs., Inc., 
    320 F.3d 581
    , 584 (5th Cir. 2003)).
    8
    Daubert v. Merrell Dow Pharmaceuticals, Inc., 
    509 U.S. 579
    , 589 (1993). Rule 702
    provides that:
    A witness who is qualified as an expert by knowledge, skill, experience,
    training, or education may testify in the form of an opinion or otherwise if: (a)
    the expert’s scientific, technical, or other specialized knowledge will help the
    trier of fact to understand the evidence or to determine a fact in issue; (b) the
    testimony is based on sufficient facts or data; (c) the testimony is the product
    5
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    proffered testimony is reliable, the trial court must make “a preliminary
    assessment of whether the reasoning or methodology underlying the testimony
    is . . . valid and of whether that reasoning or methodology properly can be
    applied to the facts in issue.”9 Ultimately, the trial court must also find an
    “adequate fit between the data and the opinion proffered.”10
    Dr. Long’s preliminary report to the district court concluded that the
    Hartley Lane crossing is “extraordinarily hazardous or ultrahazardous” and
    “needs active warning devices.” First, Long observed, the crossing is “extremely
    narrow, only about 16'-7" wide.” Second, the 115-degree angle of the intersection
    is “dangerous[ly] skewed.” Third, “the crossing surface [is] not smooth” because
    of “loose gravel or ballast” scattered on the pavement.              Fourth, the roadway
    leading up to the crossing is on a “steep incline[],” rising over 2.5 feet in
    elevation “[w]ithin the short space of 55 feet.” Finally, Long suggested, the
    crossing fails to satisfy the sight-distance guidelines promulgated by the U.S.
    Department of Transportation (“USDOT”). However, during cross-examination
    at the subsequent Daubert hearing, Long admitted that visibility from the
    advance warning and crossbuck signs exceeded the value specified in the
    guidelines. When counsel for Illinois Central asked Long “why . . . anybody in
    this courtroom [should] think that [his] testimony about [the] extra-hazardous
    nature of the crossing and sight distance and all is reliable,” Long responded
    that “it’s based on obviously education and experience.”
    The district court granted Illinois Central’s Daubert motion, concluding
    that Long had failed to articulate a credible methodology to sustain his
    of reliable principles and methods; and (d) the expert has reliably applied the
    principles and methods to the facts of the case.
    Fed. R. Evid. 702.
    9
    
    Daubert, 509 U.S. at 592–93
    .
    10
    
    Moore, 151 F.3d at 276
    (citation omitted) (internal quotation marks omitted).
    6
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    conclusions.11 We agree. To establish reliability under Daubert, an expert bears
    the burden of furnishing “some objective, independent validation of [his]
    methodology.”12 “The expert’s assurances that he has utilized generally accepted
    [principles] is insufficient.”13 In this case, Long professed to base his findings on
    the standards and customs of the transportation engineering profession. To that
    end, his preliminary report mentioned a variety of public and private guidelines
    and publications on roadway design and traffic control devices.14 However, the
    report failed to explain how any of these authorities support Long’s conclusions
    relating to the “narrow” pavement, “skewed” angle, “rough” surface, and “steep”
    incline of the Hartley Lane crossing.15 Indeed, the USDOT’s sight-distance
    guidelines suggest that visibility at the Hartley Lane crossing was more than
    adequate.16 Apparently recognizing the lack of objective support for his findings,
    11
    See Brown v. Ill. Cent. R.R. Co., No. 3:08-CV-559, slip op. at 13 (S.D. Miss. Mar. 28,
    2011) (“Dr. Long apparently intends to proffer an opinion on the standards, customs and
    practices applicable to professional engineers . . . . However, Dr. Long fails to identify with
    specificity which standards, customs and practices he contends apply.”).
    12
    
    Moore, 151 F.3d at 276
    .
    13
    
    Id. (citation omitted). 14
             Among other authorities, Long’s report mentions the Green Book, the Manual on
    Uniform Traffic Control Devices (“MUTCD”), and the Traffic Control Devices Handbook. The
    Green Book is a manual on roadway design published by the American Association of State
    Highway and Transportation Officials. The MUTCD is published by the U.S. Department of
    Transportation. The Traffic Control Devices Handbook is a supplement to the MUTCD
    published by the Institute of Transportation Engineers.
    15
    Curiously, many of the findings in Long’s report are supported by detailed references
    to published standards; however, these findings also happen to be irrelevant to Brown’s
    signalization claim. For instance, Long refers to particular tables and provisions in the
    MUTCD in his discussion of possible deficiencies in the crossbuck and advance warning signs
    at the Harley Lane crossing. However, on appeal, Brown does not claim that there were
    deficiencies in either sign.
    16
    Perhaps recognizing that published sight-distance requirements were not his
    strongest point, Long emphasized that “[t]he minimum safe sight distances are a standard,
    not a regulation . . . the minimum values must be increased where variations in conditions
    exist.”
    7
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    Long emphasized his own “education and experience,” urging that “[c]ontrary to
    some thinking, standards related to safety do not always have to be adopted by
    some official agency in order to exist.” But we have long held that “[w]ithout
    more than credentials and a subjective opinion, an expert’s testimony that ‘it is
    so’ is not admissible.”17 Long’s analysis is transparently subjective and the
    district court did not abuse its discretion by excluding his testimony.18
    III.
    Brown next argues that the district court erred in granting summary
    judgment to Illinois Central.          We review a district court’s order of summary
    judgment de novo, applying the same standard as the district court.19 “Summary
    judgment is proper if the evidence shows that there is no genuine issue as to any
    material fact and that the moving party is entitled to judgment as a matter of
    law.”20
    Under Mississippi law, a railroad company owes the public a duty to
    signalize railroad crossings. Generally, it can satisfy this duty by complying
    with certain minimum statutory requirements,21 including the obligation to place
    17
    Hathaway v. Bazany, 
    507 F.3d 312
    , 318 (5th Cir. 2007) (quoting Viterbo v. Dow
    Chem. Co., 
    826 F.2d 420
    , 424 (5th Cir.1987)).
    18
    As the district court observed, Long’s preliminary report also offered a number of
    plainly inadmissible legal opinions. For example, Long disputed the local sheriff’s report that
    the speed limit on Hartley Lane was 15 miles per hour, concluding that under his
    interpretation of Mississippi law, the limit actually defaulted to 65 miles per hour. Long also
    engaged in a detailed analysis of federal regulations to demonstrate that Illinois Central’s
    common law tort duties were not preempted by federal law.
    19
    Jenkins v. Cleco Power, LLC, 
    487 F.3d 309
    , 313 (5th Cir. 2007) (citation omitted).
    20
    
    Id. (citation omitted). 21
              See, e.g., Mitcham v. Ill. Cent. Gulf R.R. Co., 
    515 So. 2d 852
    , 854–55 (Miss. 1987)
    (observing that “duties and obligations at railroad crossings . . . [are] predominantly a matter
    of statutory law” and upholding jury verdict for the defendant railroad company because the
    company had complied with minimum statutory requirements and the crossing was not
    8
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    a “railroad crossbuck” sign at a specified distance from the railroad crossing.22
    However, if a railroad crossing is “unusually dangerous” or “extrahazardous,”
    the Mississippi Supreme Court has held that “ordinary care requires the railroad
    company to meet the peril with unusual precautions,” such as gates, lights, or
    other active signaling devices.23
    Brown does not assert that Illinois Central failed to maintain the Hartley
    Lane crossing in accordance with statutory requirements, and the only issue in
    dispute is whether the crossing was so “unusually dangerous” as to trigger a
    common law duty to install additional signaling devices.                   The Mississippi
    Supreme Court has held that “[t]he test of whether a railroad crossing is
    unusually dangerous [is] . . . the ability of the traveler to observe the approach
    of the train from the direction in which it is coming.”24 In cases where the
    railroad has posted the statutorily mandated railroad crossbuck or other
    warning signs, “[t]he railroad [is] entitled to assume that approaching motor
    vehicle drivers would upon seeing the signs slow sufficiently to see whether or
    not a train was on or near the crossing.”25 For example, in Mitcham v. Illinois
    Central Gulf Railroad Co., the Mississippi Supreme Court affirmed a lower
    court’s decision that visibility was adequate where a motorist at a crossbuck sign
    unusually dangerous); Wilner v. Miss. Exp. R.R. Co., 
    546 So. 2d 678
    , 681–82 (Miss. 1989)
    (granting directed verdict to the railroad company, reasoning that the company had complied
    with the statutory crossbuck requirement and that “nothing about [the] crossing . . . made it
    deceptively dangerous, or any more dangerous than the hundreds of others in this state”).
    22
    See Miss. Code Ann. § 77-9-247. The railroad company must also clear obstructing
    vegetation within 300 feet of the crossing’s centerline. See 
    id. § 77-9-254. 23
            Ill. Cent. R.R. Co. v. White, 
    610 So. 2d 308
    , 318 (Miss. 1992) (quoting New Orleans
    & Ne. R.R. Co. v. Lewis, 
    214 Miss. 163
    , 172, 
    58 So. 2d 486
    , 489 (Miss. 1952)); Donald v. Gulf
    M. & O. R.R. Co., 
    71 So. 2d 776
    , 777 (Miss. 1954).
    24
    Irby v. Travis, 
    935 So. 2d 884
    , 897 (Miss. 2006); Ill. Cent. R.R. Co. v. McDaniel, 
    151 So. 2d 805
    , 811 (Miss. 1963); 
    Donald, 71 So. 2d at 777
    .
    25
    
    Wilner, 546 So. 2d at 681–82
    .
    9
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    15 feet from the subject crossing could see approximately 1955 feet along the
    railroad tracks.26
    To be entitled to summary judgment, Illinois Central must show that the
    Hartley Lane crossing was not “unusually dangerous” as a matter of Mississippi
    law. Illinois Central faces a high burden, as the Mississippi Supreme Court has
    held that the question of whether a crossing is “unusually dangerous” should
    generally be submitted to a jury.27 However, where photographs and undisputed
    measurements establish that a driver approaching the crossing would have had
    an unobstructed view of an oncoming train, the Court has instructed trial courts
    to grant judgment as a matter of law. For example, in Illinois Central Railroad
    Co. v. Burns, the Court granted a directed verdict to the railroad where
    photographic evidence and testimony established that a driver entering the
    subject railroad crossing could see some 1000 feet along the tracks toward the
    oncoming train.28 Similarly, in Illinois Central Railroad Co. v. Smith, the Court
    granted a directed verdict to the railroad where photographic evidence and
    testimony established that a motorist could see roughly 425 feet along the tracks
    
    26 515 So. 2d at 854
    ; see also Lowery v. Ill. Cent. Gulf R.R., 
    356 So. 2d 584
    , 587 (Miss.
    1978) (affirming jury verdict in favor of railroad where witnesses testified that at a point 15
    feet from the crossing, a motorist could see 500 feet along the railroad track toward an
    oncoming train).
    27
    See, e.g., Ill. Cent. R.R. Co. v. Hawkins, 
    830 So. 2d 1162
    , 1171 (Miss. 2002).
    28
    
    Burns, 396 So. 2d at 640
    . While Burns dealt with a private railroad crossing —
    where a railroad’s duties are arguably lower — the Mississippi Supreme Court has applied
    Burns as a measuring stick in public crossing cases. See, e.g., 
    Hawkins, 830 So. 2d at 1171
    (“In Illinois Cent. Gulf R.R. v. Burns, . . . this Court found that a jury verdict against the
    railroad for negligent maintenance of its right-of-way was against the overwhelming weight
    of the evidence. In Burns, however, it was noted that there was an unobstructed view for more
    than 1000 feet. The same can not be said for the Mileston crossing.”).
    10
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    at a point 350 feet from the crossing, and roughly 1300 feet along the tracks at
    a point 216 feet from the crossing.29
    Here, Illinois Central’s photographs show that a motorist approaching the
    Hartley Lane crossing from the east has a clear view of oncoming southbound
    trains. Moreover, Brown’s own experts testified that visibility to the north
    exceeds 2000 feet at a point 25 feet from the tracks, and that the Amtrak train
    was 1145 feet from the crossing when Brown began his turn onto Hartley Lane.
    Brown urges that “the real question is whether the sight distance was adequate
    beyond 25 feet from a crossing where 80 mph trains are expected.” However,
    Brown is mistaken. Under Mississippi law, Illinois Central was entitled to rely
    on the fact that Brown would surveil the tracks upon reaching the advance
    warning sign (22 feet from the crossing) or the railroad crossbuck (15 feet from
    the crossing).30 Brown’s argument is also in tension with Illinois Central’s
    photographs and expert testimony, as well as the testimony of the Amtrak
    engineer and foreman, which suggest that Brown had an unobstructed view of
    the Amtrak train as he turned onto Hartley Lane and at all times thereafter.31
    29
    See Ill. Cent. R.R. Co. v. Smith, 
    140 So. 2d 856
    , 857–58 (Miss. 1962); see also 
    Wilner, 546 So. 2d at 682
    (granting directed verdict to defendant railroad because “there is nothing
    about this crossing which made it deceptively dangerous, or any more dangerous than the
    hundreds of others in this state”).
    30
    See 
    Wilner, 546 So. 2d at 681–82
    (“By clear, unmistakable signs and language there
    was a warning of a crossing. The railroad was entitled to assume that approaching motor
    vehicle drivers would upon seeing the signs slow sufficiently to see whether or not a train was
    on or near the crossing.”); 
    Mitcham, 515 So. 2d at 855
    (Miss. 1987) (“Mitcham . . . urges that
    . . . a motorist should be permitted to drive at the maximum speed limit without regard to the
    fact that he is approaching a railroad crossing, and that the distance of unobstructed vision
    should be based on this speed. This contention is wholly without merit and borders on the
    ridiculous . . . . [A] motorist also ha[s] a duty to look and listen as he approaches a crossing.”).
    31
    Illinois Central’s photographic reconstruction indicates that Brown had a clear view
    of the train at least 43 feet before reaching the tracks. Moreover, its expert testified that when
    Brown was 62 feet from impact, his sight distance to the north along the tracks was at least
    1200 feet. Brown’s own expert testified that the Amtrak train was 1145 feet to the north of
    the crossing when Brown began his turn onto Hartley Lane. Consistent with the testimony
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    As for Brown’s suggestion that the train’s speed rendered the crossing unusually
    dangerous, Brown’s own expert observed that at a point from the crossbuck 15
    feet before the crossing, the view was “adequate . . . to see a train approaching
    at 80 miles per hour . . . with sufficient time to make an appropriate decision
    whether to cross the track or wait.”
    Brown also claims that the district court erred in failing to give due
    consideration to the many other problems that Dr. Long identified with the
    crossing. However, even supposing that Long’s ruminations on the crossing’s
    “narrow” pavement, “skewed” angle, “rough” surface, and “steep” incline are
    admissible, the Mississippi Supreme Court recently clarified that such factors
    are irrelevant to a railroad company’s tort duties at public crossings, reasoning
    that railroad companies “d[o] not have any control over the grade of the crossing,
    nor any responsibility to change it,” and that “[l]ikewise, [they are] not
    responsible for paving the roads leading to the crossing.”32 Moreover, even if the
    conditions Long identifies are not irrelevant as a matter of law, Long’s report
    fails to show how they rendered the Hartley Lane crossing “deceptively
    dangerous, or any more dangerous than the hundreds of other[ crossings in
    Mississippi].”33 Illinois Central has established that it is entitled to summary
    judgment.
    IV.
    The judgment of the district court is AFFIRMED.
    of Illinois Central’s and Brown’s experts, Amtrak engineer Cheatwood testified that he first
    saw Brown’s truck while it was still moving south on County Line Road.
    32
    Ill. Cent. Gulf R.R. Co. v. Travis, — So. 3d —, 
    2012 WL 5951413
    at *15–17 (Miss.
    Nov. 29, 2012) (en banc).
    33
    
    Wilner, 546 So. 2d at 682
    (granting directed verdict to railroad company).
    12