A family member was killed when a commercial truck ran a red light. The truck was hauling goods for a large retailer. Can the retailer be held responsible along with the trucking company?
The Supreme Court of Texas addressed that question in In
re Home Depot U.S.A., Inc., 735 S.W.3d 719 (Tex. 2026) (orig. proceeding).
A motorcyclist died in Harris County when a tractor-trailer operated by Werner
Enterprises allegedly accelerated through a yellow light and ran a red one. The
truck was carrying Home Depot merchandise between stores under a commercial
shipping arrangement. The motorcyclist’s parents and estate sued Werner, its
driver, and Home Depot, alleging that Home Depot had negligently selected
Werner as a carrier despite a safety record that included more than 850 reportable
collisions in the preceding two years and various federal violations. Home
Depot moved to dismiss under Rule 91a on the ground that, as a shipper, it owed
no duty to the motoring public. The trial court denied the motion and the court
of appeals denied mandamus. The Supreme Court conditionally granted mandamus
and directed the trial court to dismiss the claims against Home Depot.
The Court began from two settled rules. First, “one
generally has no duty to control the conduct of another,” absent a special
relationship, control over the actor or instrumentality, or conduct by the
defendant that creates or increases the risk. Id. at 723. Second, one
who hires an independent contractor is generally not liable for the
contractor’s torts, subject to narrow exceptions for retained control,
nondelegable duties, and inherently dangerous work. Id. The plaintiffs
did not plead facts fitting any exception: Home Depot did not own or operate
the truck, employ or supervise the driver, direct the route, or supply any
instrumentality, and nothing about the cargo was alleged to be unusual,
hazardous, or improperly loaded. Id. at 722–23.
The plaintiffs framed their claim as one of “direct” negligence
— negligent selection of an incompetent carrier — rather than vicarious
liability. The Court noted that it has never definitively recognized a claim
for negligent hiring of an independent contractor, and that even if such a
claim exists, it is derivative: it requires both the hiring party’s negligence
and the contractor’s subsequent negligent act. Id. at 724. The theory
here went a step further — that Home Depot negligently hired Werner, which
negligently hired a negligent driver — which the Court described as “liability
twice removed.” Id. Even assuming the theory’s validity, the Court
concluded Home Depot had no duty to investigate Werner’s competence, because
the shipment presented no unusual risk and Home Depot neither controlled the
actors nor created the risk that materialized. Id.
Two further considerations informed the analysis. On
foreseeability, the Court observed that the risk to the motoring public
“existed independently of Home Depot’s shipment and arose only from Werner’s
conduct as a motor carrier”: Werner’s trucks would have been on the road
regardless, “carrying Home Depot’s goods, other cargo, or nothing at all.” Id.
at 724–25. And on the regulatory setting, the Court pointed to the Federal
Motor Carrier Safety Administration’s oversight of operating authority,
insurance, driver qualification, hours of service, and safety compliance,
reasoning that where cargo poses no inherent risk, “private parties should not
be required to duplicate that comprehensive federal safety regime or
qualitatively evaluate and rank the safety fitness of more than a million
regulated carriers before engaging in routine commerce.” Id. at 725. A
shipper of ordinary goods, the Court said, “should ordinarily be entitled to
rely on the carrier to conduct business lawfully and to utilize proper
equipment.” Id.
The Court was careful to distinguish United Rentals
North America, Inc. v. Evans, 668 S.W.3d 627 (Tex. 2023), in which a
shipper was held to owe a duty to motorists after its own employees loaded
oversized equipment onto an incompatible trailer without the required permit
and failed to tell the carrier. That case involved “affirmative acts that
create a danger on a public highway.” 735 S.W.3d at 726. Here, by contrast,
Home Depot’s goods “were but a passenger: onboard but uninvolved in the
accident.” Id.
The opinion appears to leave several questions open. It
addresses a “passive shipper of unremarkable goods” moving under a federally
licensed carrier’s own authority, and says nothing about brokers or other
intermediaries, about cargo that is hazardous or oversized, or about a shipper
that directs the route, loading, or manner of operation. It also does not decide
whether Texas recognizes a freestanding negligent-hiring claim against one who
engages an independent contractor — a question the Court has now flagged more
than once without resolving.
For the families of people killed or seriously injured in
commercial-vehicle collisions, the decision suggests that the responsible
parties in the ordinary case will be the driver and the motor carrier, and that
a retailer or manufacturer whose freight happened to be on the truck will not
be a defendant unless its own conduct contributed to the risk. Where the facts
involve a broker that selected the carrier, a shipper that controlled the
loading or the route, or cargo that was itself dangerous, the analysis may be
different, and early investigation of who arranged the shipment and on what
terms may matter a great deal.
Related: our practice page on severe and catastrophic injury.