Judge Sykes in the Curriculum—Torts

The summer 2026 issue of the Marquette Lawyer magazine has a number of entries concerning the Hon. Diane S. Sykes, L’84, including a set of one-page essays by seven different faculty on how their Marquette Law School courses draw on her writings as a judge of the U.S. Court of Appeals for the Seventh Circuit since 2004 or as a justice of the Wisconsin Supreme Court between 1999 and 2004. This is the first of the seven essays. The illustration of the faculty member, taken from the magazine and appearing here with the blog post, is by John Jay Cabuay.

Professor Alex LemannMy first-year torts class reaches something of a climax when we read Palsgraf v. Long Island Railroad Co., the landmark 1928 New York Court of Appeals decision. Palsgraf is one of those old chestnuts that are simply irresistible to law professors. It combines engrossing facts, beautiful writing, and philosophical richness. I would probably assign it even if it didn’t have canonical status and thus represent part of the esoteric lingua franca by which first-year law students are inducted into the cult of lawyers.

But Palsgraf can feel, after almost a century of life, somewhat remote. For students in Wisconsin in 2026, who often find the case to be the single most confusing thing they read all semester, a reasonable objection might be “what’s the point?”

The good news for me as a teacher of tort law is that Wisconsin has its own Palsgraf, a 2003 state Supreme Court opinion called Alvarado v. Sersch, which I assign every year immediately after the perhaps somewhat hoary original. Like Palsgraf, Alvarado deals with the question of how far negligence liability ought to extend in situations where the connection between breach and injury feels attenuated.

In Alvarado, the plaintiff was cleaning a student apartment in Madison, at the end of an 11-hour shift during the hectic mid-August turnover period, when she found what she thought was a candle that had been overlooked by the property manager during his inspection of the apartment. The candle turned out to be a firework, and when Alvarado lit the fuse to preserve the pilot light of a stove she intended to clean, it exploded, blowing off most of her right hand.

Both the majority opinion, by Justice Ann Walsh Bradley, and Justice Diane Sykes’s dissent in Alvarado engage with Palsgraf and the role it ought to play in 21st-century Wisconsin tort law. Part of the benefit of assigning the case is simply to show students that Wisconsin—most unusually—follows Judge William Andrews’s dissent in Palsgraf, meaning that limitations on negligence liability in Wisconsin are based on an assessment of public policy rather than subtle philosophical elucidations of the concepts of duty and breach, as Judge Benjamin Cardozo set forth for the Palsgraf majority.

But another benefit of Alvarado as pedagogy is having students closely examine the point of departure between majority and dissent and push themselves to be precise in understanding the arguments that might have proved decisive. From this perspective, Justice Sykes’s opinion is a gem, all that a dissent should be: it is shorter than the majority, it eschews scoring easy rhetorical points for the sake of rhetoric alone, and it raises valid concerns about the real-world impact of the majority’s position. I feel confident that, like Palsgraf, Wisconsin law students will still be reading Justice Sykes’s Alvarado dissent a century after it was written.

Continue ReadingJudge Sykes in the Curriculum—Torts

Jury Awards $242 Million in First Verdict Against Tesla

The jury trial I wrote about several weeks ago has come to a conclusion, with the jury finding Tesla liable in the death of Naibel Benavides Leon. Notably, the jury concluded that the driver, George McGee, was 67% responsible for the crash, while Tesla was 33% responsible. Nonetheless, Tesla will be required (pursuant to a judgment entered yesterday) to pay more than $42 million in compensatory damages and $200 million in punitive damages.

The verdict may not survive appeal or may be reduced. Still, the result is a major vindication of the plaintiff’s theory of defect against Tesla, and ought to put the company on notice that its “blame the driver” litigation strategy may not hold water with juries.

Tesla was able to demonstrate at trial that the driver’s distraction was a significant factor in this case (in the language of 1L torts, a but-for cause). McGee dropped his cellphone and was looking for it on the floor of his car when he ran a stop sign at 65 miles per hour and crashed into a parked Chevy Tahoe. Tesla sought to pin blame for the crash on him, arguing that no level 2 driver assistance system could have prevented it. To some extent this worked, as shown by the jury’s finding that McGee was 67% responsible for the incident (he was not a defendant in the case, having previously settled plaintiffs’ separate case against him).

Continue ReadingJury Awards $242 Million in First Verdict Against Tesla

Tesla to Face Jury Trial over Autopilot Defects Following 70-Page Summary Judgment Opinion

Tesla’s “Autopilot” has been implicated in over a dozen deaths in the U.S. alone, and yet the company has yet to face a significant finding of liability in a litigated case. That may end soon, as trial is set to begin in federal court today following a blockbuster summary judgment opinion issued only a few weeks ago.

Benavides v. Tesla involves a crash that occurred on a two-lane county road in Key Largo, Florida in 2019. George McGee was driving his Tesla Model S from his office in Boca Raton to his home, a distance of around 100 miles, when he ran through a stop sign at a T-intersection and collided with a Chevy Tahoe that was parked on the far side of the road at around 60 miles per hour. Naibel Benavides, a 22-year-old college student, was standing next to the Tahoe and was killed. Her friend Dillon Angulo—the two were on a date—was severely injured and is also a plaintiff in the case.

The Benavides crash implicates many of the same issues raised by other fatal crashes involving Autopilot. The system, despite its name, is a “driver assistance system” that requires constant oversight by an attentive driver, far short of what most people think of when they imagine an autonomous vehicle. Nor is it capable of functioning in any environment; the instructions explicitly warn drivers not to use it on anything less than a divided, limited-access highway, one without stop signs or crossing traffic.

Because of these limitations, every fatal Autopilot crash has involved a distracted driver. In the Huang case, for example, the plaintiff was killed when his car collided with a concrete barrier on the highway while he played a game on his phone (that case was settled for an undisclosed sum on the eve of trial). The Benavides crash is no different: McGee, the driver, testified in his deposition that he was on the phone with American Airlines trying to book a flight across the country when he dropped his phone and bent down to the floor to pick it up. It was at that moment that he sped through the stop sign and into the parked Chevy. (Benavides filed suit against McGee as well; that suit was settled for an undisclosed sum). McGee also used Autopilot on an inappropriate road, manually accelerated to a speed of 62 miles per hour in an area where the speed limit was 45, and repeatedly triggered Autopilot’s warning system for driver inattention.

Unsurprisingly given the facts outlined above, Tesla’s strategy in these cases has been to cast blame on the driver. At times this has been successful. The first trial involving a fatal crash linked to Autopilot involved a plaintiff-driver who had been drinking, and the jury had no trouble concluding that Tesla bore no blame for the accident. In Benavides, for the first time, the victim is a third party. Still, Tesla argued, it was the driver who was to blame for the crash, not Autopilot.

Continue ReadingTesla to Face Jury Trial over Autopilot Defects Following 70-Page Summary Judgment Opinion