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Legal Updates for Insurance Services

Household Vehicle Exclusion Lives on When Insured Validly Waives Inter-Policy Stacking

Legal Updates for Insurance Services – January 4, 2022

January 4, 2022

by Christopher W. Woodward

In Gramaglia-Parent v. Travelers Home and Marine Ins. Co., 2:20-cv-03480 (E.D. Pa. Dec. 30, 2021) (Rice, Mag. J.), the insured, Gramaglia-Parent, was involved in an accident while occupying a vehicle owned by her husband which was insured on its own policy of insurance. She submitted an underinsured motorist (UIM) claim under her own personal auto policy, issued by Travelers, which did not insure the vehicle in which she was occupying. Travelers denied the claim based upon an exclusion in the policy that encompassed both a household vehicle exclusion and a regular use exclusion. Litigation ensued.

Travelers subsequently filed a Motion for Summary Judgment on the breach of contract/coverage claim. Travelers argued that coverage for UIM benefits did not extend to Gramaglia-Parent’s claim because, at the time of the accident, she was occupying a vehicle owned by a household member but which was not insured by the Travelers Policy, and thus the household vehicle exclusion applied. Travelers further argued that since the vehicle was available for her regular use, the regular use exclusion also applied.

Gramaglia-Parent argued that the household vehicle exclusion was invalid after the Pennsylvania Supreme Court decision of Gallagher v. GEICO. She further argued that the stacking waiver she had signed at the inception of the Travelers Policy was invalid because it included language (in addition to the statutorily-mandated language) which rendered the waiver ambiguous and, as such, she could not have made a knowing waiver of stacking.

The Eastern District first determined that the stacking waiver signed by Gramaglia-Parent was valid and that the additional language, while perhaps itself ambiguous, did not render the entire stacking waiver void. Distinguishing this case from both Gallagher and Donovan (which had been issued after the parties had submitted their principal briefs in this case), the Eastern District held that, since Gramaglia-Parent had executed a valid stacking waiver on a single-vehicle policy—and had never added a vehicle in a manner requiring execution of a new stacking waiver—she could not seek to stack inter-policy benefits. As such, the household vehicle exclusion remained valid and applied to preclude her claim.

As the application of the household vehicle exclusion was dispositive of the motion, the court did not reach whether the regular use exclusion applied to this claim.

Since Gallagher, some insureds have argued that the household vehicle exclusion was entirely dead. This case demonstrates that the household vehicle exclusion is very much alive—albeit under a specific set of circumstances.
 

Legal Updates for Insurance Services – January 4, 2022, has been prepared for our readers by Marshall Dennehey Warner Coleman & Goggin. It is solely intended to provide information on recent legal developments, and is not intended to provide legal advice for a specific situation or to create an attorney-client relationship. We welcome the opportunity to provide such legal assistance as you require on this and other subjects. If you receive the alerts in error, please send a note to tamontemuro@mdwcg.com ATTORNEY ADVERTISING pursuant to New York RPC 7.1. © 2022 Marshall Dennehey Warner Coleman & Goggin. All Rights Reserved.

Firm Highlights

Result

No-Cause Jury Verdict Secured in Wrongful Death Trial

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Thought Leadership

U.S. Supreme Court Decides Key Issue Regarding Interstate Freight Broker Liability

Freight brokers are intermediaries.  They connect shippers of goods with trucking companies that transport those goods.  Freight brokers match a load of freight with a trucking company and oversee the logistics of the transportation. For a number of years there has been a division among the Federal Circuits regarding the potential liability of freight brokers when the trucking companies that they retain for interstate loads are involved in accidents.  At the center of this division was the Federal Aviation Administration Authorization Act of 1994 (FAAAA).  Some Federal Circuit Courts have held that state law negligent hiring claims against freight brokers were preempted by the FAAAA .  Other Federal Circuits Courts have held that even if preemption applied, the “safety exception” in the FAAAA saved state law negligent hiring claims from federal preemption.  On May 14, 2026, the U.S. Supreme Court addressed the conflict in Montgomery v. Caribe Transport II, LLC, et al, No24-1238. In that case freight broker C.H. Robinson selected Caribe Transport to haul an interstate load. The commercial truck driver employed by Caribe Transport allegedly caused an accident and the plaintiff, Montgomery, was seriously injured. Montgomery brought an action against the driver, Caribe Transport and C.H. Robinson. The allegation against C.H. Robinson was that it negligently retained Caribe Transport when it knew, or should have known, that it was an unsafe company. The Seventh Circuit Court of Appeals held that Montgomery’s claims against C.H. Robinson were preempted by the FAAAA. The plaintiff appealed to the U.S. Supreme Court.  The U.S. Supreme Court’s decision focused primarily on the safety exception in the FAAAA.  That provision provides that the FAAAA preemption “…shall not restrict the safety regulatory authority of a State with respect to motor vehicles.” C.H. Robinson argued, as freight brokers historically have, that their function was not “with respect to motor vehicles” because they do not own trucks or employ drivers. They are merely intermediaries, connecting entities who need freight moved with entities who can do that job. Therefore, C.H. Robinson argued that preemption applied, not the safety exception. The U.S. Supreme Court did not accept that argument. The Court focused on the meaning of the phrase “with respect to” in the safety exception. The Court held that it means “referring to”, “concerning” or “regarding”. Therefore, writing for a unanimous Court, Justice Barrett concluded that “[r]equiring C.H. Robinson to exercise ordinary care in selecting a carrier therefore “concerns” motor vehicles—most obviously, the trucks that will transport the goods. So, Montgomery’s negligent-hiring claim falls within the FAAAA’s safety exception, which saves it from preemption.” Justice Kavanaugh, in his concurring opinion, noted the effect this ruling may have on freight brokers and their insurers throughout the country: Importantly, the Court's decision today should not be read to mean that brokers will routinely be subject to state tort liability in the wake of truck accidents. As even plaintiff's counsel stressed, brokers should be able to successfully defend against state tort suits if the brokers have acted reasonably and arranged transportation with reputable trucking companies. Tr. of Oral Arg. 27-29. In plaintiff's counsel's words, the brokers "just have to hire carriers that actually have a reasonable policy," and "the broker is not going to have a problem if it's asking the hard questions of the carrier." Id., at 42, 45. In addition, the proximate-cause requirement in typical state tort law should help protect brokers from excessive liability. Id., at 25. That said, the brokers rightly caution against naivete. In the real world, as the brokers forcefully respond, state tort law can be unpredictable, and the costs to brokers of litigation and insurance may be significant even when brokers prevail in lawsuits. Moreover, the costs of litigation and insurance, as well as the costs of brokers' conducting more substantial inquiries into trucking companies, will cascade through the economy and be paid in part by American consumers in the form of higher prices. The concerns expressed by the brokers are legitimate and weighty. The key point here is that freight brokers can no longer claim they are protected from negligent retention claims by the FAAAA (in cases involving interstate transportation). The challenge will be to determine what is considered ”reasonable efforts” used by brokers when retaining transportation companies. 

Thought Leadership

PA Middle District Dismisses Claims Against School District and its Superintendent, Principal, Special Education Director, and Classroom Teacher

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