Justia Transportation Law Opinion Summaries

Plaintiff filed a putative class action suit against MCRA, alleging that the stop sign violation for which MRCA cited him occurred on a “highway” as defined by Vehicle Code section 360, that Vehicle Code section 21 makes the provision of the Vehicle Code uniformly applicable to all “highways” located in California, that Vehicle Code section 21455.5 governs automated traffic enforcement systems, and that MRCA failed to comply with the requirements of Vehicle Code section 21455.5 in establishing its automated video camera traffic enforcement system. At issue on appeal is whether MCRA is unlawfully imposing administrative penalties - in substantive effect fines for moving traffic violations - on motor vehicle owners. The court concluded that the trial court correctly ruled that it is “immaterial” whether or not the roadway in MRCA-controlled parkland where plaintiff was administratively cited is a “highway” as defined in Vehicle Code section 360. Highway or not in plaintiff's case, the court found that the MRCA Ordinance does not conflict with Vehicle Code section 21’s general prohibition against local vehicle ordinances in favor of uniform state vehicle laws. Because the court held that MRCA’s automated video camera traffic enforcement system is not subject to the Vehicle Code’s provisions governing automated traffic enforcement systems, the trial court correctly sustained MRCA’s demurrer. View "Everett v. Mountains Recreation & Conservancy Auth." on Justia Law

In 2009, the Pipeline and Hazardous Materials Safety Administration of the Department of Transportation (tasked with regulating the transportation of hazardous materials) finalized extensive amendments to the regulations for the transportation of toxic inhalation hazard (TIH) materials, 7 49 C.F.R. 171-174 & 179). The regulations included substantial background information regarding the safety issues concerning the transportation of hazardous materials and prior train derailments leading to tragic harms. Chemical and fertilizer entities sought to enjoin the railway (CP) from imposing a requirement that any TIH materials transported on CP's railways be transported in normalized steel rail cars. Under the doctrine of primary jurisdiction, the district court held the Surface Transportation Board should address whether CP's requirement is reasonable in the first instance, denied the request for injunctive relief, and dismissed without prejudice. The Eighth Circuit affirmed, finding no likelihood of irreparable harm. The court rejected an argument that CP's requirement would amount to a national crisis for an adequate water supply or fertilizer for crops. Any minimum reduction in the ability to transport TIH materials by rail does not outweigh the real concerns which prompted CP to implement the requirement. View "Chlorine Institute, Inc. v. Soo Line R.R." on Justia Law

Pursuant to the Missouri Transportation Development District Act (Mo. Rev. Stat. 238.200), St. Louis City and University City passed resolutions and filed a petition, seeking to create the proposed District to build a trolley-car rail system and to fund the project by imposing up to a one percent sales tax on retail sales in the proposed District. Notice was published in two newspapers for four weeks. No one opposed the proposal or sought to join the suit. In 2007, the court found that the proposal neither illegal nor unconstitutional and certified a ballot question for registered voters residing or owning property within the proposed District. Voters approved the ballot question and, in 2008, the court entered final judgment. The sales tax was imposed and has been paid and collected since 2008. In 2013, plaintiffs sought a declaratory judgment that the District was not lawfully created and a permanent injunction barring the District from building and operating the trolley-car system. The district court dismissed some plaintiffs for lack of standing and granted the District summary judgment on another claim as precluded by state judgment. The Eighth Circuit affirmed, rejecting a plaintiff’s claim that he did not receive constitutionally adequate notice of the state lawsuit. View "Glickert v. Loop Trolley Transp. Dev. Dist." on Justia Law

The New York City Taxi and Limousine Commission (TLC), which regulates taxis and other cars for hire in New York City, engaged in a lengthy process to create the “Taxi of Tomorrow.” The process culminated in rules that established a particular make and model of vehicle as the City’s official taxicab. Petitioners sought to invalidate the rules and obtain a related declaration, arguing that the TLC lacked authority to enact the rules and violated the separation of powers doctrine in doing so. Supreme Court concluded that the rules were invalid because the TLC exceeded its authority under the City Charter and violated the separation of powers by intruding in the City Council’s domain. The Appellate Division reversed and declared that the rules were valid. The Court of Appeals affirmed, holding that the TLC did not exceed its authority or violate the separation of powers doctrine by enacting the rules. View "Greater N.Y. Taxi Ass’n v. N.Y. City Taxi & Limousine Comm’n" on Justia Law

The New Hampshire Motor Vehicle Road Toll Law imposed a road toll “upon the sale of each gallon of motor fuel sold by distributors thereof.” On multiple occasions between June 2008 and March 2011, Marco Petroleum Industries, Inc., contracted with Irving Oil Terminals, Inc. (Irving) for the purchase of diesel fuel. These purchases totaled 603,138 gallons. Each purchase included the transfer of fuel by Irving, at its facility located in Revere, Massachusetts, into trucks operated by P.S. Marston, LLC (Marston). Marston and Marco shared a business address in North Hampton. Marston transported the fuel from Revere to Marco’s facility in North Hampton; Marston invoiced Marco for the deliveries; and Marco paid those bills. The bill of lading issued by Irving for each sale was identical except for the date of sale, amount of fuel purchased, and the invoice amount. Also in connection with each purchase, Marco paid the Massachusetts fuel tax to Irving, and Irving then forwarded the funds to Massachusetts. In 2012, the Department of Safety (DOS) audited Marco’s “Motor Fuel Distributor” account and concluded that Marco imported motor fuel into New Hampshire without a license and therefore failed to report and pay the required New Hampshire road toll on the 603,138 gallons of fuel purchased from Irving. The DOS calculated that Marco owed the State $155,070.71. Marco challenged the DOS audit, arguing that the DOS and the trial court erred by finding that Marco was required to pay the road toll because: (1) it was not a “distributor” of motor fuels under RSA 259:21 (2014); (2) it did not “sell” motor fuel under RSA 260:32 (2014) (amended 2014); and (3) it would be unfair to require Marco to pay the New Hampshire road toll because it had already paid the Massachusetts fuel tax. Finding no reversible error, the Supreme Court affirmed. View "Marco Petroleum Industries, Inc. v. Comm'r, New Hamp. Dept. of Safety" on Justia Law

The Transportation Security Administration (TSA) prohibited Ege, a pilot for Emirates Airlines, from flying to, from, or over the United States. Ege had experienced travel problems and had submitted an online inquiry to the DHS’s Traveler Redress Inquiry Program. He believes the TSA’s prohibition is based on his alleged inclusion on the “No-Fly List,” a subset of the Terrorist Screening Database (TSDB) used by the TSA to “deny boarding of individuals on commercial aircraft operated by U.S. carriers or flying to, from, or over the United States.” He sought removal from the No-Fly List or, at a minimum, a “meaningful opportunity to be heard.” The D.C. Circuit dismissed his petition for lack of standing and lack of jurisdiction. Neither the TSA nor the Department of Homeland Security (DHS), the only two rnamed agencies, has “authority to decide whose name goes on the No-Fly List.” The Terrorist Screening Center, which is administered by the Federal Bureau of Investigation), is “the sole entity with both the classified intelligence information” Ege wants and “the authority to remove” names from the No-Fly List/TSDB. View "Ege v. Dep't of Homeland Sec." on Justia Law

Illinois requires that motor carriers of property, conducting intrastate operations, obtain a license from the Illinois Commerce Commission, which requires appropriate insurance or surety coverage. A carrier complies by submitting proof of insurance or bond coverage and is then issued a public carrier certificate, stating that the holder “certifies to the Commission that it will perform transportation activities only with the lawful amount of liability insurance in accordance with 92 Ill. Admin. Code 1425.” Drivers must have a copy of the license with them at all times. It is a Class C misdemeanor offense for an operator not to produce proof of registration upon request. Three carriers were cited by the ICC police for conducting regulated activity without a license. During a follow-up investigation, the carriers refused to comply, reasoning that documents sought by the ICC would reveal their rates, routes, and services, so the requirement was preempted by the Federal Aviation Administration Authorization Act, 49 U.S.C. 14501(c). The ICC rejected the argument. The Seventh Circuit affirmed summary judgment in favor of the ICC, concluding that the document requests had no significant economic impact on rates, routes or services and, alternatively, that efforts to enforce the licensing requirement are exempted from preemption. View "Nationwide Freight Sys., Inc. v. Ill. Commerce Comm'n" on Justia Law

Plaintiff submitted an application to the Department of Transportation (Department) for authority to operate two motor vehicles in a new intrastate livery service. The Department denied Plaintiff’s application, finding that Plaintiff failed to satisfy his burden of proving the statutory requirement that his livery service would improve present or future “public convenience and necessity.” The trial court affirmed the Department’s decision. The Supreme Court reversed the dismissal of Plaintiff’s appeal from the Department’s denial of his permit application, holding that the Department improperly interpreted the “public convenience and necessity” provision of Conn. Gen. Stat. 13b-103(a). Remanded for a new hearing. View "Martorelli v. Dep’t of Transp." on Justia Law

The TSA screens passengers and property moving by passenger aircraft, 49 U.S.C. 44901(a) and is authorized to impose a “uniform fee . . . on passengers . . . in air transportation and intrastate air transportation originating at airports in the United States.” Airlines collect the fees from passengers and remit the funds to TSA. In 2013, Congress reset the fee to “$5.60 per one-way trip in air transportation or intrastate air transportation that originates at an airport in the United States.” TSA implemented the amendment; a “one-way trip” means a continuous trip from one point to another with no stopover exceeding specified limits, so that a trip from New York to Los Angeles to San Francisco and back to New York, with stopovers exceeding four hours would be three one-way trips. Airlines challenged TSA’s rules, arguing that TSA lacked authority to impose fees in excess of $11.20 on roundtrip itineraries that involved multiple “one-way trips.” While the case was pending, Congress amended the statute, mooting that claim. The airlines also claimed that the statute precludes TSA from charging a fee on travel that begins abroad but includes a connecting flight within the U.S. The D.C. Circuit held that the airlines have standing but accepted TSA’s explanation that its construction of ambiguous text better aligns the imposition of the fee with those who benefit from the security services provided. View "Airlines for Am. v. Transp. Sec. Admin" on Justia Law

The National Railroad Passenger Corporation (Amtrak) has priority to use track systems owned by the freight railroads for passenger rail travel, at agreed rates or rates set by the Surface Transportation Board. In 2008, Congress gave Amtrak and the Federal Railroad Administration (FRA) joint authority to issue “metrics and standards” addressing performance and scheduling of passenger railroad services, 122 Stat. 4907, including Amtrak’s on-time performance and delays caused by host railroads. The Association of American Railroads sued. The District of Columbia Circuit accepted a separation of powers claim, reasoning that Amtrak is a private corporation and cannot constitutionally be granted regulatory power. The Supreme Court vacated. For purposes of determining the validity of the standards, Amtrak is a governmental entity. The D.C. Circuit relied on the statutory command that Amtrak “is not a department, agency, or instrumentality of the United States,” 49 U.S.C. 24301(a)(3), and “shall be operated and managed as a for profit corporation,” but independent inquiry reveals that the political branches control most of Amtrak’s stock and its Board of Directors, most of whom are appointed by the President. The political branches exercise substantial, statutorily mandated supervision over Amtrak’s priorities and operations: Amtrak is required to pursue broad public objectives; certain day-to-day operations are mandated by Congress; and Amtrak has been dependent on federal financial support during every year of its existence. Amtrak is not an autonomous private enterprise and, in jointly issuing the metrics and standards with the FRA, Amtrak acted as a governmental entity for separation of powers purposes. Treating Amtrak as governmental for these purposes is not an unbridled grant of authority to an unaccountable actor. On remand, the court may address any remaining issues respecting the lawfulness of the metrics and standards. View "Dep't of Transp. v. Ass'n of Am. Railroads" on Justia Law