Justia Transportation Law Opinion Summaries

In 2015, the Pennsylvania State Police and the Pennsylvania Department of Environmental Protection (“DEP”) set up a commercial vehicle inspection program authorized by Subsection 4704(a)(2) of the Vehicle Code. The inspection program was scheduled approximately one month in advance and occurred at a Clinton County landfill located in the Village of McElhatten. Appellant Jeffrey Maguire’s truck was stopped at the checkpoint by Pennsylvania State Police. The trooper conducted a “Level Two” inspection, which included a review of Appellant’s documents and a walk-around inspection of the truck, checking its lights, horn, wipers, tires, and wheels. During the course of this conversation, the trooper detected the smell of alcohol on Appellant’s breath. Following the inspection, the trooper had Appellant exit the truck, told him that he smelled of alcohol, and asked whether he had been drinking. Appellant stated that he drank one beer on his trip to the landfill. At that point, the trooper noticed a cooler on the floor of the truck near the gearshift, the contents of which were a yellow plastic bag that was wet from ice, three twelve-ounce cans of beer, and one or two bottles of water. Appellant failed field sobriety testing. Appellant was arrested, transported to the Jersey Shore Hospital for blood testing, and ultimately charged with several counts of driving under the influence (“DUI”), as well as five counts of unlawful activities. In Commonwealth v. Tarbert, 535 A.2d 1035 (Pa. 1987) (plurality), and Commonwealth v. Blouse, 611 A.2d 1177 (Pa. 1992), the Pennsylvania Supreme Court adopted guidelines for assessing the constitutionality of government-conducted systematic vehicle checkpoints to which the entirety of the public are subjected. Before the Court in this case was the issue of whether the Tarbert/Blouse guidelines were applicable to statutorily authorized warrantless inspections of commercial vehicles. The Court determined they were not: such inspections should be scrutinized in accord with the test outlined by the United States Supreme Court in New York v. Burger, 482 U.S. 691 (1987), adopted in Pennsylvania in Commonwealth v. Petroll, 738 A.2d 993 (Pa. 1999). Because a panel of the Superior Court, in a two-to-one majority decision, reached the correct result, the Supreme Court affirmed that court’s judgment, which reversed a trial court’s order granting appellant’s motion to suppress evidence. View "Pennsylvania v. Maguire" on Justia Law

The Pennsylvania Turnpike Commission sets and collects Turnpike tolls. Act 44 (2007) authorized the Commission to increase tolls and required it to make annual payments for 50 years to the PennDOT Trust Fund. Act 89 (2013) continued to permit toll increases but lowered the annual PennDOT payments. Plaintiffs, individuals and members of groups who pay Turnpike tolls, assert that since the enactment of Act 44, tolls have increased more than 200% and that the current cost for the heaviest vehicles to cross from New Jersey to Ohio exceeds $1800. Pennsylvania’s Auditor General found that the annual “costly toll increases place an undue burden” on Pennsylvanians and that “the average turnpike traveler will ... seek alternative toll-free routes.” More than 90 percent of Act 44/89 payments—approximately $425 million annually— benefit “non-Turnpike road and bridge projects and transit operations.” Plaintiffs sued, alleging violations of the dormant Commerce Clause and their right to travel. The Third Circuit affirmed the dismissal of the suit. The Intermodal Surface Transportation Efficiency Act, 105 Stat. 1914 permits state authorities to use the tolls for non-Turnpike purposes, so the collection and use of the tolls do not implicate the Commerce Clause. Plaintiffs have not alleged that their right to travel to, from, and within Pennsylvania has been deterred, so their right to travel has not been infringed. View "Owner Operator Independent Drivers Association, Inc. v. Pennsylvania Turnpike Commission" on Justia Law

Plaintiff filed suit against the police chief, the city, and other public officials, alleging violations of the Driver's Privacy Protection Act (DPPA). After the police chief admitted liability for six violations of the Act, the jury awarded plaintiff punitive damages. The district court ruled that plaintiff failed to present sufficient evidence that the city was directly liable for the violations, but authorized the jury's finding that the city was vicariously liable for the police chief's actions.The Eighth Circuit affirmed and held that the district court did not abuse its discretion by ruling that plaintiff's proposed class failed to satisfy the numerosity requirement of Federal Rule of Civil Procedure 23(a) and the predominance requirement of Rule 23(b)(3); the district court properly refused to entertain direct liability against the city where the police chief acted for personal reasons, not under the auspices of official policymaking authority, and thus his actions did not represent a policy of the city; the district court correctly construed the civil action provisions of the Act to incorporate background tort-related rules of vicarious liability; the district court did not abuse its discretion in excluding certain evidence at trial; and the district court did not err in declining to award requested costs. The court rejected plaintiff's remaining claims and denied the city's motion to strike portions of plaintiff's appendix and brief. View "Orduno v. Pietrzak" on Justia Law

The Eighth Circuit affirmed the district court's denial of plaintiff's request for declaratory and injunctive relief, seeking a ruling that the Missouri State Highway Patrol is forbidden to stop and inspect his 54,000-pound dump truck, used in furtherance of his private commercial venture, without probable cause. The court held that plaintiff is a member of the closely regulated commercial trucking industry, and that the patrol's random stops and inspections of his truck would comport with the Fourth and Fourteenth Amendments. Furthermore, Missouri's regulatory scheme advances a substantial government interest as applied to plaintiff, and warrantless inspections are necessary to further the regulatory scheme. View "Calzone v. Olson" on Justia Law

The Second Circuit reversed the district court's denial of the City's motion for summary judgment in an action challenging the City's rules banning advertisements in for-hire vehicles (FHVs) absent authorization from the Taxi and Limousine Commission. The district court concluded that the City's rules banning advertisements in for‐hire passenger vehicles, such as Ubers and Lyfts, violate the First Amendment, primarily because the City permits certain advertising in taxicabs.The court held that the City's prohibition on advertising in FHVs did not violate the First Amendment under the Central Hudson test. In this case, the City's asserted interest in improving the overall passenger experience is substantial, the prohibition "directly advances" that interest, and the prohibition was no more extensive than necessary to serve that interest. The court held that the City's determination that banning ads altogether is the most effective approach was reasonable. View "Vugo, Inc. v. City of New York" on Justia Law

Adams Outdoor Advertising sought a permit to install a billboard near an interchange on U.S. Route 22 in Hanover Township, Pennsylvania. The Pennsylvania Department of Transportation denied the permit because Pennsylvania law prohibits “off-premise” billboards within 500 feet of a highway interchange. Adams challenged the provision as too vague and under the First Amendment because there is no time limit for PennDOT’s decisions on applications. The district court ruled in Adams’ favor on the time-limit claim and entered an injunction barring the enforcement of the permit requirement until PennDOT establishes reasonable time limits on its permit decisions. The court dismissed Adams’ vagueness challenge and First Amendment scrutiny challenge. The Third Circuit agreed that the permit requirement violates the First Amendment because it lacks a reasonable time limit for permit determinations and that the Interchange Prohibition communicates clearly what it prohibits and is not vague. The court reversed in part. While the Interchange Prohibition is not subject to strict scrutiny, the record is insufficient to establish the required reasoning for the prohibition. View "Adams Outdoor Advertising Ltd v. Pennsylvania Department of Transportation" on Justia Law

In this Title III adversary proceeding the First Circuit affirmed the judgment of the district court dismissing Ambac Assurance Corporation's constitutional and statutory challenges to measures the Commonwealth of Puerto Rico has taken to block payments to holders of Puerto Rico Highways and Transportation Authority (HTA) bonds, holding that the Title III court lacked the authority to grant the declaratory and injunctive relief that Ambac sought.Ambac, a financial guaranty insurer and individual holder of HTA bonds, commenced this adversary action in the so-called Title III court within the context of HTA's debt-adjustment proceedings pursuant to the Puerto Rico Oversight, Management, and Economic Stability Act. Ambac brought Contracts Clause, Takings Clause, Due Process Clause, preemption, and statutory challenges to the Commonwealth's actions and sought a negative injunction preventing the Commonwealth from continuing to impair the flow of HTA revenues to bondholders. The Title III court dismissed the complaint with prejudice. The First Circuit affirmed, holding that the Title III court was barred from granting Ambac declaratory or injunctive relief in this case. View "Ambac Assurance Corp. v. Commonwealth of Puerto Rico" on Justia Law

In 2004, the Pennsylvania General Assembly transferred regulatory authority over Philadelphia taxicabs to the Philadelphia Parking Authority (“Authority”) through Act 94. The Act also created a budget submission process for the Authority to follow, and prescribed a formula that the Authority uses to ascertain assessments imposed upon Philadelphia taxicabs. In 2013, the Commonwealth Court found certain portions of Act 94 to be unconstitutional. The General Assembly then enacted Act 64 to cure the constitutional shortcomings identified by the Commonwealth Court. Partial rights taxicab owners in Philadelphia challenged the new scheme on constitutional grounds. The Commonwealth Court granted relief, finding that Subsection 5707(c) of the Parking Authorities Law, 53 Pa.C.S. 5707(c), violated the substantive due process rights of partial rights taxicab owners. Furthermore, the Commonwealth Court found that the budget submission process prescribed in 53 Pa.C.S. sections 5707(a) and 5710 constituted an unconstitutional delegation of legislative power. Upon review, the Pennsylvania Supreme Court concluded the Commonwealth Court erred in both respects: (1) subsection 5707(c) did not impair the substantive due process rights of partial rights taxicab owners; (2) subsections 5707(a) and 5710 did not amount to unconstitutional delegations of legislative power. View "Germantown Cab Co., et al. v. P.P.A." on Justia Law

The town appealed the district court's grant of a permanent injunction barring it from enforcing an ordinance regulating hazardous substances and certain zoning bylaws against Vermont Railway in connection with the railway's road salt transloading facility.The Second Circuit affirmed and held that the ordinance did not meet the "police powers" exception to preemption by the Interstate Commerce Commission Termination Act (ICCTA), because the ordinance imposed on rail activity restrictions that did not meaningfully protect public health and safety. Therefore, the ordinance was preempted by the ICCTA. The court held that, to the extent the town challenged the district court's ruling that the railway's activities did not constitute "transportation by rail carrier," the challenge was dismissed based on lack of jurisdiction. View "Vermont Railway, Inc. v. Town of Shelburne" on Justia Law

The Oregon Department of Transportation (ODOT) owned driver records, which were considered as assets of the State Highway Fund and subject to use restrictions set out in Article IX, section 3a, of the Oregon Constitution. Pursuant to ORS 366.395, ODOT sold the Department of Administrative Services (DAS) an exclusive license to provide real-time electronic access to those driver records. Plaintiffs challenged both ODOT’s statutory authority to grant the license and the use to which DAS put it. The license permitted DAS to sublicense its rights and obligations to others; DAS sub-licensed its rights to NICUSA, the company that DAS enlisted to build the state internet portal. Through that portal, NICUSA provided electronic access to driver records and, pursuant to the sublicense agreement, charged a fee equal to what DAS paid for the license ($6.63 per record) plus an additional $3.00 per record convenience fee. The former amount/fee ultimately went to ODOT and into the highway fund to be used in accordance with Article IX, section 3a, and was predicted to produce $55 million dollars over the life of the license. The latter amount/fee was retained by NICUSA at least in part to recoup its costs in creating and maintaining the state internet portal. The end result was that disseminators pay $9.63 per record, $6.63 of which goes to ODOT and $3.00 of which NICUSA kept. Plaintiffs, which included nonprofit corporations representing their members’ interests, claimed the licensing agreements harmed them because, among other adverse effects, they had to pay disseminators an increased amount for driver records. Plaintiffs sought a declaration that ODOT did not have statutory authority to sell the license to DAS, and that the licensing agreements violated Article IX, section 3a. The Oregon Supreme Court determined ODOT lawfully transferred the license in question to DAS, and that neither the use to which DAS put the license, nor the value DAS paid for it it "ran afoul" of the Oregon Constitution. View "Oregon Trucking Assns. v. Dept. of Transportation" on Justia Law