Justia Transportation Law Opinion Summaries

The contracts between the Drivers and Joseph Cory, a motor carrier business, purported to establish that the Drivers would work as independent contractors. The Drivers claim the realities of the relationship made them employees under the Illinois Wage Payment and Collection Act (IWPCA), 820 ILCS 115/1–115/15. The contracts expressly permitted Joseph Cory to take “chargebacks” for any expense or liability that the Drivers had agreed to bear, including costs for “insurance, any related insurance claims, truck rentals, . . . uniforms,” and “damaged goods,” from the Drivers’ paychecks without obtaining contemporaneous consent. The Third Circuit affirmed the denial of Joseph Cory’s motion to dismiss the Drivers’ suit. The Federal Aviation Administration Authorization Act (FAAAA), 49 U.S.C. 14501–06, does not preempt the IWPCA. Wage laws like the IWPCA are traditional state regulations and part of the backdrop that all business owners must face. IWPCA does not single out trucking firms and its impact is too tenuous, remote, and peripheral to fall within the scope of the FAAAA preemption clause. IWPCA’s limited regulation of ministerial aspects of the manner in which employees are paid does not have a significant impact on carrier rates, routes, or services of a motor carrier and does not frustrate the FAAAA’s deregulatory objectives. View "Lupian v. Joseph Cory Holdings LLC" on Justia Law

Indiana’s blocked-crossing statute bars railroads from blocking railroad-highway grade crossings for more than 10 minutes, except in circumstances outside the railroads’ control. Ind. Code 8-6-7.5-1. Violations are Class C infractions and carry a minimum $200 fine. In one year, Norfolk Southern collected 23 blocked-crossing citations for violations near its Allen County trainyard. Norfolk argued that the Interstate Commerce Commission Termination Act (ICCTA), 49 U.S.C. 10101, and the Federal Railroad Safety Act (FRSA) expressly preempt Indiana’s statute. The trial court found that train-switching maneuvers, track congestion, and mechanical defects can all cause traffic blockages lasting more than 10 minutes, and that, to shorten blockages, Norfolk would have to run trains faster, run shorter trains, or “cut” trains into segments—an onerous process that requires more than 10 minutes of reassembly and brake tests. The court granted Norfolk summary judgment on all 23 citations. The Court of Appeals reversed. The Indiana Supreme Court reinstated the trial court decision. Indiana’s blocked-crossing statute is a remedy that directly regulates rail operations, so the ICCTA categorically preempts it. View "State of Indiana v. Norfolk Southern Railway Co." on Justia Law

The Ninth Circuit affirmed the district court's preliminary injunction preventing implementation of California Senate Bill 84, which requires railroads to collect fees from customers shipping certain hazardous materials and then to remit those fees to California. The district court held that the railroads were likely to succeed on the merits of their claims. The panel agreed and held that SB 84 was preempted under the Interstate Commerce Commission Termination Act because it had a direct effect on rail transportation, and it was not protected from preemption by the Hazardous Materials Transportation Uniform Safety Act because the fees authorized by SB 84 were not "fair." The panel also held that the district court did not abuse its discretion in evaluating irreparable harm, the balance of the equities, and the public interest. View "BNSF Railway Co. v. California Department of Tax and Fee Administration" on Justia Law

Several years after a tank car spill accident, appellants Larry Lincoln and Brad Mosbrucker told their employer BNSF Railway Company (“BNSF”) that medical conditions attributable to the accident rendered them partially, permanently disabled and prevented them from working outdoors. BNSF removed appellants from service as Maintenance of Way (“MOW”) workers purportedly due to safety concerns and because MOW work entailed outdoor work. With some assistance from BNSF’s Medical and Environmental Health Department (“MEH”), Appellants each applied for more than twenty jobs within BNSF during the four years following their removal from service. After not being selected for several positions, Appellants filed charges with the Equal Employment Opportunity Commission (“EEOC”), accommodation request letters with BNSF, and complaints with the Occupational Safety Health Administration (“OSHA”). Following BNSF’s rejection of their applications for additional positions, Appellants filed a complaint raising claims for: (1) discrimination under the Americans with Disabilities Act (“ADA”); (2) failure to accommodate under the ADA; (3) retaliation under the ADA; and (4) retaliation under the Federal Railroad Safety Act (“FRSA”). Relying on nearly forty years of Tenth Circuit precedent, the district court concluded that filing an EEOC charge was a jurisdictional prerequisite to suit and it dismissed several parts of Appellants’ ADA claims for lack of jurisdiction. Appellants also challenged the vast majority of the district court’s summary judgment determinations on the merits of their claims that survived the court’s exhaustion rulings. After polling the full court, the Tenth Circuit overturn its precedent that filing an EEOC charge was a jurisdictional prerequisite to suit, thus reversing the district court’s jurisdictional rulings. Appellants’ ADA discrimination and ADA failure to accommodate claims relative to some of the positions over which the district court determined it lacked jurisdiction were remanded for further proceedings. With respect to the district court’s summary judgment determinations on the merits of appellants’ claims that survived the exhaustion rulings, the Tenth Circuit was unable to reach a firm conclusion on the position-based ADA discrimination and failure to accommodate claims. The Court concluded the district court’s dismissal of the FRSA claims were appropriate. Therefore, the Court reversed in part, affirmed in part and remanded this case for further proceedings. View "Lincoln v. BNSF Railway Company" on Justia Law

In this action brought under the Interstate Commerce Commission Termination Act (ICCTA) the First Circuit denied the petition for review filed by Petitioners, holding that the Surface Transportation Board (STB) did not err by concluding that certain activities at a Grafton & Upton Railroad Company (G&U) facility involving wood pellets qualified as “transportation by rail carrier” and so fell within the exclusive jurisdiction of the STB.The Upton, Massachusetts board of selectmen concluded that the ICCTA preempted local regulation of the wood-pellet activities at G&U’s local facility. Petitioners, who lived near the facility, asked the STB for a declaratory order that these activities were not part of “transportation by rail carrier” under ICCTA because they were manufacturing activities, and therefore, there could be no federal preemption of otherwise-applicable state and local regulations. The STB concluded that the complained-about activities qualified as “transportation” under the ICCTA and therefore fell within the STB’s jurisdiction. The First Circuit denied Petitioners’ petition for review, holding that Petitioners failed to show that the STB acted arbitrarily or capriciously, abused its discretion, or otherwise violated the law. View "Del Grosso v. Surface Transportation Board" on Justia Law

The DC Circuit previously ruled that the Due Process Clause does not allow Amtrak to use an arbitration process to impose its preferred metrics and standards on its competitors, notwithstanding their opposition and that of the Federal Railroad Administration. In this case, the court held that severing the arbitration provision in Section 207(d) of the 2008 Passenger Rail Investment and Improvement Act was the proper remedy. The court reasoned that, without an arbitrator's stamp of approval, Amtrak could not unilaterally impose its metrics and standards on objecting freight railroads; no rule would go into effect without the approval and permission of a neutral federal agency; and that brought the process of formulating metrics and standards back into the constitutional fold. View "Association of American Railroads v. DOT" on Justia Law

After a confrontational screening at Philadelphia International Airport in 2006, during which police were called, Pellegrino asserted intentional tort claims against TSA screeners. Under the Federal Tort Claims Act, the government generally enjoys sovereign immunity for intentional torts committed by federal employees, subject to the “law enforcement proviso” exception, which waives immunity for a subset of intentional torts committed by employees who qualify as “investigative or law enforcement officers,” 28 U.S.C. 2680(h). The Third Circuit affirmed the dismissal of Pellegrino’s suit, holding that TSA screeners are not “investigative or law enforcement officers” under the law enforcement proviso. They “typically are not law enforcement officers and do not act as such.” The court noted that the head of the TSA, the Under Secretary of Transportation for Security, has specific authority to designate employees to serve as “law enforcement officer[s]” 49 U.S.C. 114(p)(1). An employee so designated may carry a firearm, make arrests, and seek and execute warrants for arrest or seizure of evidence. Screening locations are staffed by both screening officers and law enforcement officers. View "Pellegrino v. United States Transportation Security Administration" on Justia Law

The Second Circuit granted consolidated petitions for review of a final rule published by the National Highway Traffic Safety Administration indefinitely delaying a previously published rule increasing civil penalties for noncompliance with Corporate Average Fuel Economy standards. The court held that the agency lacked statutory authority to indefinitely delay the effective date of the rule. Furthermore, the agency, in promulgating the rule, failed to comply with the requirements of notice and comment rulemaking pursuant to the Administrative Procedure Act. Accordingly, the court vacated the rule. View "Natural Resources Defense Council v. National Highway Traffic Safety Admin." on Justia Law

The DC Circuit granted a petition for review of the differential treatment by Galveston Port to petitioners, who operate shuttle buses, as compared to taxis and limos. The court held that the FMC's decision accepting that shuttle buses were treated differently than taxis and limos was not sustainable. In this case, petitioners were plainly injured when they were charged more than the other commercial passenger vehicles and the FMC never determined whether the Port justified the differential treatment based on legitimate transportation factors. The court vacated FMC's orders and remanded for further proceedings. View "Santa Fe Discount Cruise Parking v. FMC" on Justia Law

The Iowa Department of Transportation (IDOT) did not have the statutory authority from the legislature to promulgate administrative rules regulating automated traffic enforcement (ATE) systems located along primary roads.The enforcement of the IDOT’s rules resulted in three cities being ordered to relocate or remove several of their ATE cameras. The district court upheld both the IDOT’s rules and its decisions based on those rules. The Supreme Court reversed, holding that the rules were invalid and could not be enforced against the cities because the IDOT’s specific grants of authority did not support the rules. View "City of Des Moines v. Iowa Department of Transportation" on Justia Law