Justia Transportation Law Opinion Summaries

A commuter airline that had provided federally subsidized air service to a small community in West Virginia for several years sought to continue serving that community under the Essential Air Service (EAS) program. In 2024, the U.S. Department of Transportation (DOT) solicited bids for a new three-year EAS contract. Four airlines, including the incumbent, submitted proposals. The DOT evaluated the applications based on five statutory factors: reliability, agreements with larger carriers, community preferences, marketing plans, and total compensation requested. After reviewing the proposals and soliciting input from the local community, which favored a different airline, the DOT selected a new carrier that offered larger aircraft, a codeshare agreement with a major airline, and a subsidy request within the competitive range.The incumbent airline challenged the DOT’s selection in the United States Court of Appeals for the District of Columbia Circuit, arguing that the agency’s decision was arbitrary and capricious, unsupported by substantial evidence, and exceeded its statutory authority. The petitioner contended that the DOT failed to meaningfully analyze the statutory factors and improperly chose a more expensive proposal.The United States Court of Appeals for the District of Columbia Circuit held that it had jurisdiction to review the DOT’s order under 49 U.S.C. § 46110(a). On the merits, the court found that the DOT’s findings regarding each statutory factor were supported by substantial evidence and that the agency’s reasoning was adequately explained. The court concluded that the DOT’s selection process was reasonable, not arbitrary or capricious, and that the agency did not exceed its statutory authority. Accordingly, the court denied the petition for review and upheld the DOT’s selection of the new EAS carrier. View "Southern Airways Express, LLC v. DOT" on Justia Law

A fatal traffic accident occurred when a tractor trailer, driven by Andre Hill, ran a stop sign and collided with a vehicle driven by Olivia Mendoza, resulting in her death. Prior to the accident, Hill had picked up produce from Irigoyen Farms for delivery to a Walmart distribution center. The transportation of the produce involved several intermediaries: Irigoyen Farms contracted with a freight broker, who in turn contracted with other logistics companies, ultimately resulting in Hill being hired as an independent contractor by the motor carrier. Law enforcement determined that Hill’s extreme fatigue contributed to the crash.The decedent’s mother, Christina Casarez, filed suit in the Superior Court of Fresno County against Irigoyen Farms and Walmart, alleging motor vehicle negligence, general negligence, and wrongful death. She claimed that both defendants were directly negligent in their roles: Walmart for imposing contractual requirements that allegedly incentivized unsafe conduct, and Irigoyen Farms for loading the truck and sending Hill on his way despite knowledge of his fatigue. Both defendants moved for summary judgment, arguing that the Federal Aviation Administration Authorization Act of 1994 (FAAAA) preempted Casarez’s claims. The superior court agreed, granting summary judgment in favor of both defendants.On appeal, the California Court of Appeal, Fifth Appellate District, reviewed the superior court’s decision de novo. The appellate court held that the FAAAA expressly preempts state law negligence claims against parties whose actions relate to the price, route, or service of a motor carrier with respect to the transportation of property, regardless of whether the party is a motor carrier, broker, or shipper. The court further held that the FAAAA’s safety exception did not apply because the claims did not directly concern the safety of the motor vehicle itself. The appellate court affirmed the superior court’s judgments in favor of Irigoyen Farms and Walmart. View "Casarez v. Irigoyen Farms" on Justia Law

Yazam, Inc., operating as Empower, is a private vehicle-for-hire company that provides a digital app connecting drivers with passengers. Unlike other rideshare platforms, Empower sells monthly subscriptions to drivers, who then set their own fares and retain the full payment from riders. The District of Columbia Department of For-Hire Vehicles (DFHV) ordered Empower to cease operations in the District for failing to register as required by law. Empower requested an expedited hearing before the District of Columbia Office of Administrative Hearings (OAH), which upheld the cease-and-desist order.Previously, DFHV had issued a similar order in 2020, which OAH upheld, but the District of Columbia Court of Appeals reversed, finding insufficient proof of immediate and irreparable harm to the public from Empower’s nonregistration. After that decision, DFHV issued a compliance order requiring Empower to register and provide documentation. When Empower did not respond, DFHV issued another cease-and-desist order, citing specific registration statutes and regulations. OAH found that Empower’s failure to register, along with other statutory violations, posed a substantial risk of immediate and irreparable harm, particularly through the impoundment of vehicles belonging to Empower drivers who were unaware of the risks.The District of Columbia Court of Appeals reviewed the OAH decision, applying a standard that requires affirmance if OAH made findings of fact on each contested issue, those findings are supported by substantial evidence, and the conclusions flow rationally from the findings. The court held that OAH properly upheld the cease-and-desist order based on the immediate and irreparable harm caused by Empower’s nonregistration, specifically the risk of vehicle impoundments. The court also rejected Empower’s due process arguments regarding discovery, hearing scheduling, and the telephonic nature of the hearing, finding no abuse of discretion or reversible error. The order of OAH was affirmed. View "Yazam, Inc. d/b/a Empower v. D.C. Department of For-Hire Vehicles" on Justia Law

Two licensed wrecker services in Connecticut were summoned by state police to remove a severely damaged tractor trailer from a highway accident. The wrecker services used specialized equipment, including a costly rotator truck, to recover and tow the vehicle, then transported it to their storage facility. They sent an itemized invoice to the vehicle owner’s insurer, which included charges for the use of special equipment and supervisory personnel. The insurer paid the invoice under protest and subsequently filed a complaint with the Commissioner of Motor Vehicles, arguing that the charges were excessive and not permitted under state regulations.A Department of Motor Vehicles hearing officer determined that the wrecker services had overcharged for their nonconsensual towing services by using their own rate schedule based on equipment rather than the hourly labor rate set by the commissioner. Most equipment-based charges were disallowed, and the wrecker services were ordered to pay restitution and a civil penalty. The Superior Court dismissed the wrecker services’ administrative appeal, finding the hearing officer’s conclusions supported by substantial evidence. The Appellate Court affirmed, holding that the regulations required fees for exceptional services to be based solely on the hourly labor rate, excluding equipment costs.The Connecticut Supreme Court reviewed the case and concluded that the relevant regulation, § 14-63-36c (c), was ambiguous and could reasonably be interpreted to allow wrecker services to charge additional fees for exceptional services, including costs associated with special equipment, provided those fees are itemized and posted in accordance with regulatory requirements. The Court held that prohibiting such charges would prevent wrecker services from recouping necessary costs and could undermine the availability of exceptional towing services. The Supreme Court reversed the Appellate Court’s judgment in part and remanded the case for further proceedings consistent with its interpretation. View "Modzelewski's Towing & Storage, Inc. v. Commissioner of Motor Vehicles" on Justia Law

Several commercial air tour operators challenged federal regulations that banned all commercial air tours over Mount Rushmore National Memorial and Badlands National Park. The dispute arose after the Federal Aviation Administration (FAA) and the National Park Service, in response to statutory requirements and litigation, issued air tour management plans (ATMPs) in 2023 that prohibited such tours, citing negative impacts on visitor experience, wildlife, and tribal cultural resources. The operators argued that the agencies’ actions were arbitrary and capricious, violated the National Environmental Policy Act (NEPA), and failed to consider reasonable alternatives or aviation safety.Previously, the agencies had attempted to negotiate voluntary agreements with the tour operators, as permitted by the Air Tour Management Act. However, after one operator declined to participate, the agencies shifted to developing ATMPs. This change was influenced by a writ of mandamus issued by the United States Court of Appeals for the District of Columbia Circuit in In re Public Employees for Environmental Responsibility, which compelled the agencies to bring certain parks into compliance with the Act. The agencies then considered several alternatives before ultimately banning all commercial air tours in the final plans.The United States Court of Appeals for the Eighth Circuit reviewed the petitions for review filed by the tour operators. The court held that the agencies’ decision to end voluntary agreement negotiations and proceed with ATMPs was not arbitrary or capricious. It further found that the agencies complied with NEPA’s procedural requirements, used reasonable data, considered an adequate range of alternatives, and sufficiently addressed aviation safety concerns. The court concluded that the agencies’ decisions were reasonable and reasonably explained, and therefore denied the petitions to vacate the air tour management plans. View "Badger Helicopters Inc. v. FAA" on Justia Law

The case involves a dispute between the owners and operators of a tourist attraction, Bear World, and the Idaho Transportation Department (ITD) over the closure of an intersection on Highway 20 in Madison County, Idaho. Bear Crest Limited LLC owns parcels of land leased to Yellowstone Bear World Inc., and Michael Ferguson is associated with both entities. In 1973, the original landowners (the Gideons) conveyed land to ITD’s predecessor for highway expansion, reserving “Access to the County Road Connection.” In 2016, as part of a highway upgrade to controlled-access status, ITD closed the intersection nearest Bear World, requiring visitors to use a more circuitous route, increasing travel distance by about five miles.After the intersection closure, the plaintiffs sued ITD for breach of contract and inverse condemnation, arguing that the closure violated the reserved access right in the Gideon deed and constituted a taking of property without just compensation. Both parties moved for summary judgment. The District Court of the Seventh Judicial District, Madison County, granted summary judgment to ITD, finding that the deed did not guarantee access to Highway 20, only to a county road, and that the closure did not amount to a compensable taking since alternative access remained.On appeal, the Supreme Court of the State of Idaho reversed in part, vacated the district court’s judgment, and remanded. The Court held that Bear Crest Limited had standing and that the Gideon deed unambiguously reserved access to the specific Highway 20 connection, not merely to a county road. The Court found that ITD’s closure of the intersection breached the deed and substantially impaired Bear Crest’s access rights, constituting a taking under Idaho law. The Court directed entry of partial summary judgment for Bear Crest on both claims, reserving damages and other issues for further proceedings. View "Bear Crest Limited LLC v. State of idaho" on Justia Law

West Central Agri Services operates a grain handling facility in Missouri, where employees load grain into railcars by accessing the tops of the cars, which are about fifteen feet above the ground. Employees open and close lids on the railcars to facilitate grain transfer, and a Trackmobile moves the railcars into position. An OSHA inspector, investigating an unrelated explosion, discovered that employees frequently worked atop railcars without wearing fall protection personal protective equipment (PPE), despite the facility having a fall protection system in place on one track and safety training instructing use of such equipment. Supervisors were aware of the lack of PPE use, and employees were not disciplined for noncompliance.Following the investigation, the Secretary of Labor cited West Central for a willful and serious violation of 29 C.F.R. § 1910.132(d)(1)(i), which requires employers to ensure employees use appropriate PPE for identified hazards. After a three-day evidentiary hearing, an administrative law judge (ALJ) of the Occupational Safety and Health Review Commission upheld the citation and imposed a penalty of $122,878.80, finding that West Central recognized the fall hazard and failed to enforce PPE use. The Commission denied discretionary review of the ALJ’s decision.The United States Court of Appeals for the Eighth Circuit reviewed the case. The court held that the Federal Railroad Administration (FRA) has exercised statutory authority over the working conditions on top of railcars, specifically through its 1978 policy statement asserting jurisdiction over walking-working surfaces and employee protection around railcars. As a result, the FRA’s authority preempts OSHA’s jurisdiction under 29 U.S.C. § 653(b)(1). The court vacated the citation and reversed the ALJ’s order, concluding that OSHA cannot enforce its PPE regulation for employees working on top of railcars at this facility. View "MFA Enterprises, Inc. v. OSHRC" on Justia Law

In 2020, the Transportation Security Administration (TSA) proposed a rule to address insider threats in airports, specifically targeting the risk that aviation workers with unescorted access to secured areas could facilitate the introduction of weapons or dangerous items onto aircraft. Instead of following the usual public notice-and-comment procedures required by the Administrative Procedure Act (APA), TSA provided notice and an opportunity to comment only to airport operators. The finalized rule, known as the National Amendment, required major airports to physically screen aviation workers entering certain secured areas and to acquire explosives-detection equipment. Noncompliance could result in civil enforcement actions by TSA.After TSA finalized the National Amendment in April 2023, various municipalities operating airports and a trade organization, Airport Council International-North America (ACI-NA), submitted timely requests for reconsideration, arguing that TSA lacked statutory authority, that the APA required public notice and comment, and that the rule unlawfully compelled local officials to implement a federal scheme. TSA denied all reconsideration requests, maintaining that its own regulations permitted it to amend airport security programs by providing notice and comment only to affected operators. The petitioners then sought review of TSA’s denial in the United States Court of Appeals for the District of Columbia Circuit.The United States Court of Appeals for the District of Columbia Circuit held that the National Amendment is a legislative rule subject to the APA’s notice-and-comment requirements, which TSA failed to follow. The court vacated the National Amendment but withheld its mandate, allowing TSA time to promulgate a procedurally proper rule or inform the court if no rule is needed. The court required TSA to submit periodic status reports until a final resolution. View "City of Billings v. TSA" on Justia Law

Two affiliated freight railroad companies challenged a series of security directives issued by the Transportation Security Administration (TSA) that required certain high-risk and strategically significant railroads to implement extensive cybersecurity measures. These directives, which were updated annually, imposed significant compliance costs and were motivated by ongoing and evolving threats from foreign adversaries such as Russia and China. The railroads argued that the directives should have undergone notice-and-comment rulemaking and that the ongoing nature of the cybersecurity threat did not constitute an “emergency” justifying bypassing those procedures.The petitioners sought direct review in the United States Court of Appeals for the Seventh Circuit, as permitted by statute, after the TSA issued new versions of the directives in May 2024, July 2024, and May 2025. The court consolidated the challenges because the directives were substantively identical. The railroads argued that TSA was required to conduct notice-and-comment rulemaking, perform a cost-benefit analysis, and that TSA lacked statutory authority to issue the directives. They also contended that the directives were arbitrary and capricious.The United States Court of Appeals for the Seventh Circuit denied the petitions. The court held that the ongoing cybersecurity threats described in the directives constituted an emergency within the meaning of 49 U.S.C. § 114(l)(2), allowing TSA to bypass notice-and-comment procedures. The court further held that TSA was not required to conduct a cost-benefit analysis for security directives, as the relevant statutory provision applied only to regulations, not directives. The court also found that TSA had sufficient statutory authority to issue the directives and that the directives were not arbitrary or capricious. The petitions for review were therefore denied. View "Grand Trunk Corp. v. Transportation Security Administration" on Justia Law

A United States citizen, formerly known as Paul Anderson and now Saadiq Long, was placed on the federal government’s Terrorist Screening Dataset (commonly called the Terrorist Watchlist) and, at one point, on its No Fly List subset. After experiencing travel restrictions, employment issues, and other alleged harms, Long challenged his placement on these lists, asserting constitutional and statutory violations. He claimed that his inclusion was based on impermissible factors such as race, religion, and protected activities, and that the government’s information-sharing practices and redress procedures were unlawful. While the litigation was ongoing, Long was removed from the No Fly List, but remained on the broader Watchlist. He also alleged that his Watchlist status led to the denial of credentials necessary for his work as a truck driver.The United States District Court for the Eastern District of Virginia initially transferred some of Long’s claims to the Fourth Circuit and stayed others. After Long’s removal from the No Fly List, a prior Fourth Circuit panel found his No Fly List claims moot and remanded for the district court to determine which claims remained justiciable. On remand, the district court dismissed all of Long’s claims for lack of subject matter jurisdiction, finding that his removal from the No Fly List mooted those claims and that he lacked standing for his Watchlist-related claims, as his alleged injuries were either resolved or not sufficiently imminent.The United States Court of Appeals for the Fourth Circuit vacated the district court’s dismissal. The Fourth Circuit held that, in light of the Supreme Court’s decision in FBI v. Fikre, Long’s removal from the No Fly List did not necessarily moot his claims, as the government had not shown it could not repeat the challenged conduct. The court also found that Long had standing to challenge his Watchlist status based on the denial of transportation credentials, and remanded for the district court to consider the merits of his claims. View "Long v. Bondi" on Justia Law