Justia Transportation Law Opinion Summaries

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

The Court of Appeals reversed the judgment of the circuit court, holding that, under the plain language of Md. Code Ann., Transp. (TR) 16-205.1(b)(2)(ii), a law enforcement officer in requesting that a driver take an alcohol concentration test is not required specifically to advise the driver whether the test will be a blood test or a breath test.After James Nelson crashed a vehicle that he had been driving, Corporal Brandon Foor requested that Nelson take an alcohol concentration test. Nelson refused, and Corporal Foor confiscated Nelson’s commercial driver’s license. An administrative law judge determined that Nelson had violated TR 16-205.1 and ordered that Nelson’s commercial driver’s license be disqualified for twelve months. The circuit court reversed, holding that Corporal Foor was required specifically to request that Nelson take a blood test. The Court of Appeals reversed, holding that an officer is not required specifically to request that a driver take a blood test or a breath test, and the circuit court erred in determining otherwise. View "Motor Vehicle Administration v. Nelson" on Justia Law

The Vermont Agency of Transportation (VTrans) appealed the Transportation Board’s order granting judgment to W.M. Schultz Construction, Inc. in this contract dispute. Schultz entered into a contract with VTrans in December 2013 to replace four bridges destroyed by Tropical Storm Irene. Three bridges were completed without incident. This dispute centered on the fourth bridge, referred to as “Bridge #19.” The Bridge #19 project involved the construction of a single-span steel-girder bridge over the White River in Rochester, Vermont. The west abutment was to be placed on a deep pile foundation and the east abutment (Abutment #2) was to be placed on ledge. The work was to begin in April 2014 and be completed in a single construction season. The Board concluded that Schultz encountered “differing site conditions” in carrying out its bridge-construction project and that it was entitled to an equitable adjustment for costs it incurred as a result. VTrans appealed, arguing the Board misread the contract materials and otherwise erred in granting judgment to Schultz. Finding no reversible error, the Vermont Supreme Court affirmed. View "W.M. Schultz Construction, Inc. v. Vermont Agency of Transportation" on Justia Law

The DC Circuit denied a petition for review of the TSA's order stating that it would neither confirm or deny any information about petitioner which may be within federal watchlists or reveal any law enforcement sensitive information. The court held that the petition was filed after the statutory deadline pursuant to 49 U.S.C. 46110, and there were no reasonable grounds justifying her untimely filing. In this case, petitioner had no good excuse, much less reasonable grounds, for her failure to file a petition for review not later than 60 days after TSA issued the disputed order. View "Matar v. TSA" on Justia Law

Petitioner, a commercial pilot, filed a petition for review challenging the TSA's Known Crewmember Program. Petitioner claimed that TSA lacked statutory authority to select and screen airline crewmembers in the same manner as passengers.The DC Circuit held that petitioner had standing to challenge TSA's policies and assumed, without deciding, that his petition for review was timely. On the merits, the court held that TSA has broad statutory authority to protect civil aviation security and the agency's reasoned decisionmaking should be accorded deference. In this case, TSA has reasonably concluded that a random-screening regime is required to protect airline travelers from the unique threat posed by insiders with privileged access to airport sterile areas. Furthermore, petitioner failed to demonstrate any persuasive evidence that TSA's policies were unauthorized or otherwise impermissible. Therefore, the court denied the petition for review. View "Bonacci v. TSA" on Justia Law

George Straub, an employee of BNSF Railway Company (“BNSF”), injured his back and neck when, in the course and scope of his duties, he attempted to adjust the engineer’s chair of Locomotive #6295. Straub brought suit, asserting BNSF was (among other things) strictly liable for his injuries under the provisions of the Federal Locomotive Inspection Act (“LIA”). BNSF moved to dismiss; the district court concluded Straub’s injuries did not implicate LIA. The district court ruled the adjustment mechanism of the engineer’s seat was not an “integral or essential part of a completed locomotive.” Instead, according to the district court, the seat adjustment mechanism was a non-essential comfort device. In reaching this conclusion, the district court relied on the Tenth Circuit’s decision in King v. Southern Pacific Transportation Co., 855 F.2d 1485 (10th Cir. 1988). Straub appealed, arguing the district court’s reliance on King was misplaced. The Tenth Circuit held that the allegations set out in Straub’s complaint (i.e., that the engineer’s chair failed when moved initially and stopped abruptly as Straub was attempting to adjust it) stated a violation of LIA: “Once BNSF installed an engineer’s chair with a seat adjustment mechanism, 49 U.S.C. 20701(1) mandated that BNSF maintain the chair so that the seat adjustment device be ‘in proper condition and safe to operate without unnecessary danger of personal injury’ and 49 C.F.R. 229.7 mandated that BNSF maintain the chair so that the seat adjustment mechanism was ‘in proper condition and safe to operate in service . . . without unnecessary peril to life or limb.’” The Court reversed the district court’s grant of BNSF’s motion to dismiss Straub’s claim to the extent it depended on LIA-based strict liability, and remanded this matter for further proceedings. View "Straub v. BNSF" on Justia Law

In 2016, the Department of Transportation issued a rule requiring airlines to report the number of wheelchairs and scooters that are mishandled after being transported as checked luggage on passenger flights. The “Reporting Rule” was scheduled to take effect on January 1, 2018. In March 2017, DOT issued an “Extension Rule” that delayed the Reporting Rule's effective date by one year. More than four months after the issuance of the Extension Rule, Paralyzed Veterans filed suit, challenging the Extension Rule as procedurally infirm because it was issued without notice-and-comment procedures and as arbitrary and capricious. DOT argued only that the district court lacked subject-matter jurisdiction. The court agreed and transferred the case to the D.C. Circuit pursuant to 28 U.S.C. 1631. The D.C. Circuit dismissed. Under 49 U.S.C. 46110(a), petitions for review of specified orders issued by the Secretary of Transportation must be filed in the Court of Appeals for the District of Columbia Circuit or in the court of appeals for the circuit in which the petitioner resides or has its principal place of business. The court also noted that the claim was filed after the 60-day statutory deadline and there are no “reasonable grounds” justifying the untimely filing. View "Paralyzed Veterans of America v. United States Department of Transportation" on Justia Law

Plaintiff Enable Oklahoma Intrastate Transmission, LLC (“Enable”), appealed the district court’s dismissal of its case for lack of subject matter jurisdiction and for failure to join an indispensable party. Enable also challenged the amount of attorney fees the court awarded to the landowner defendants. Because the Tenth Circuit’s decision in Public Service Company of New Mexico v. Barboan, 857 F.3d 1101 (10th Cir. 2017), was dispositive of the subject matter jurisdiction issue, the Court affirmed the district court’s order dismissing the action. View "Enable Oklahoma Intrastate v. 25 Foot Wide Easement" on Justia Law

The Fourth Circuit affirmed the district court's dismissal of plaintiffs' constitutional and statutory challenges to Metropolitan Washington Airport Authority's (MWAA) ability to use toll revenues to fund projects enhancing access to Dulles airport. The court applied the standard from Lebron v. National Railroad Passenger Corporation, 513 U.S. 374 (1995), and held that MWAA was not a federal entity. The court held that MWAA's structure did not violate the non-delegation principle because MWAA exercises no power assigned elsewhere by the Constitution; MWAA did not violate the Guarantee Clause because it did not deny any state a republican form of government; and the court rejected plaintiff's claim that MWAA's use of toll road funds to build metro service to Dulles violates the command that funds only be spent on "capital and operating costs of the Metropolitan Washington Airports" and agreed with the Secretary of Transportation's interpretation of the Lease and Transfer Act. View "Kerpen v. Metropolitan Washington Airports Authority" on Justia Law