Justia Transportation Law Opinion Summaries

ATO challenged the City's enactment of an ordinance offering taxicabs certified to run on compressed natural gas (CNG) a "head-of-the-line" privilege at a municipally-owned airport. At issue was whether the ordinance was preempted by the Clean Air Act, 42 U.S.C. 7543(a). The court concluded that the ordinance, enacted using traditional police powers, was not superseded by any clear and manifest purpose of Congress, above all where Congress's term "standard" had been identified as one "susceptible" to a mandate/incentive distinction. The court also concluded that the ordinance could have its intended effect and substitute CNG cabs for traditional cabs at the airport but it did not show that the City's cab drivers faced such acute, albeit indirect, economic effects as to force them to switch vehicles. Accordingly, the ordinance was not preempted by section 209(a) of the Act and the court affirmed summary judgment in favor of the City. View "Ass'n of Taxicab Operators USA v. City of Dallas" on Justia Law

The Institute challenged the final rule promulgated by the FRA to implement section 104 of the Rail Safety Improvement Act of 2008, Pub. L. No. 110-432 section 104(a)(1), 122 Stat. 4848, 4857. Section 104 required a qualifying rail carrier to submit an implementation plan to install a "positive train control" (PTC) system no later than December 31, 2015 on certain tracks used for passenger service or for transporting "poison- or toxic- by-inhalation" hazardous material (PIH or TIH). The court concluded that the Institute's challenge was not ripe because it had not established that its members now faced a present or imminent injury from the 2012 Final Rule's omission of a two-part risk assessment test. Accordingly, the court dismissed the Institute's petition for lack of jurisdiction. View "Chlorine Institute, Inc. v. FRA, et al." on Justia Law

Lynch was injured while working at a jobsite as a mechanic for Metropolitan Rail (Metra), when the top rail of a chain-link fence he was installing fell and struck him on the back of his neck and shoulders. In his suit under the Federal Employers’ Liability Act, 45 U.S.C. 51, the district court granted summary judgment in favor of Metra. The Seventh Circuit vacated and remanded, finding that Lynch adequately raised material issues of fact concerning whether Metra was negligent.View "Lynch v. NE Reg'l Commuter R.R.Corp." on Justia Law

This case stemmed from the Federal Motor Carrier Safety Administration's recent authorization of a pilot program that allowed Mexico-domiciled trucking companies to operate trucks throughout the United States, so long as the trucking companies complied with certain federal safety standards. Drivers Association and Teamsters contended that the pilot program was unlawful. As a preliminary matter, the court concluded that Drivers Association and Teamsters both have standing to challenge the pilot program. On the merits, the court concluded that all seven of Drivers Association's arguments and all six of Teamsters' arguments were unpersuasive. Accordingly, the court denied the petitions for review. View "International Brotherhood of Teamsters, et al. v. DOT, et al." on Justia Law

In 2008 the Michigan Supreme Court held that the Detroit International Bridge Company was immune from the City of Detroit’s zoning ordinances because it was a federal instrumentality for the limited purpose of facilitating commerce over the Ambassador Bridge, which connects Detroit to Ontario, Canada. The federal government was not a party to the suit. Commodities Export, which owned property near the Bridge, later filed suit against Detroit and the United States, claiming that the Bridge Company had unilaterally condemned roads around its property, cutting off the land and causing a regulatory taking. It claimed that Detroit was liable for failing to enforce its own ordinances and demanded that the United States take a position on the Bridge Company’s federal-instrumentality status and control the Company’s actions. The United States cross-claimed against Bridge Company, alleging that it had misappropriated the title of “federal instrumentality.” The district court granted summary judgment for the United States and dismissed the action. The Sixth Circuit affirmed, stating that federal courts have jurisdiction over the government’s cross-claim and owe no deference to the Michigan Supreme Court’s interpretation of federal common law. Bridge Company is not a federal instrumentality. View "Commodities Exp. Co. v. Detroit Int'l Bridge Co." on Justia Law

Indiana Boxcar, a holding company that owns several railroads, petitioned for review of the Board's determination that Indiana Boxcar was an "employer" for purposes of the Railroad Retirement Act and the Railroad Unemployment Insurance Act, 45 U.S.C. 231, 351. To be an employer under those two Acts, a company such as Indiana Boxcar must be "under common control" with a railroad. Before this case, the Board repeatedly held that parent corporations like Indiana Boxcar were not under common control with their railroad subsidiaries. Under Board precedent, the term "common control" did not usually apply to two companies in a parent-subsidiary relationship. Here, however, the Board did not adhere to that precedent and did not reasonably explain and justify its deviation from its precedent. Therefore, the court held that the Board's decision was arbitrary and capricious under the Administrative Procedure Act, 5 U.S.C. 706(2)(A). Accordingly, the court vacated and remanded to the Board. View "Indiana Boxcar Corp. v. RRRB" on Justia Law

NHTSA is a federal agency within the Department of Transportation that writes and enforces safety standards for motor vehicles. NTEA is a trade organization representing manufacturers who customize bodies for special-purpose commercial vehicles. In 2005, NHTSA initiated a rulemaking proceeding at Congress’s behest to upgrade the safety standard establishing strength requirements for passenger compartment roofs in certain vehicles. NHTSA proposed, among other things, extending the scope of the safety standard to include a previously unregulated class of vehicles, many of which are produced by NTEA’s members. NTEA objected, but in 2009, NHTSA promulgated Federal Motor Vehicle Safety Standard (FMVSS) No. 216a. The Sixth Circuit denied review. “To ask for more process in a situation like this would render NHTSA’s standard-setting mission a practical impossibility.” The standard complies with “minimum substantive criteria” specified by Congress: that any new safety standard “shall be practicable, meet the need for motor vehicle safety, and be stated in objective terms.” View "Nat'l Truck Equip. Assoc v. Nat'l Hwy. Traffic Safety Admin." on Justia Law

Plaintiff, who operated a cattle ranch, owned a truck that had been modified with the attachment of a feedbox, hoist and tailgate. Plaintiff was cited for violating Mont. Code Ann. 15-70-330 after a Montana Department of Transportation (MDOT) officer discovered that the fuel in the tank of Plaintiff's vehicle was dyed and in excess of the legal concentration allowed to be in a fuel tank in a non-exempt vehicle being driven on a public highway. Plaintiff requested a review of his citation, arguing that the modifications made to his vehicle rendered its primary use off-road and off-highway, and therefore, he was entitled to a special exemption from the prohibition against dyed fuel on public roadways. After a hearing, MDOT determined Plaintiff was not entitled to any exemption. The State Tax Appeal Board (STAB) affirmed. The district court affirmed, determining that Plaintiff's vehicle's alterations simply enhanced its capability to transport property, whether on a public highway or on a ranch. The Supreme Court affirmed, holding that the district court did not err by affirming STAB's determination that Plaintiff violated section 15-70-330 and that his truck was not entitled to a special exemption under Mont. Admin. R. 18.10.110(1) and (2). View "Coleman v. State ex rel. Dep't of Transp." on Justia Law

In 1908, the United States granted the railroad right-of-way to Pacific Railroad Company for railroad purposes. In 1976, the government conveyed 83.32 acres of land partially burdened by the right-of-way to Brandt’s parents, in fee simple, subject to the right-of-way. In 1987, WYCO acquired the railroad right-of-way and operated the rail line. In 1996, WYCO filed a Notice of Intent to Abandon Rail Service with the Surface Transportation Board. The STB approved abandonment in 2003, and, in 2004, WYCO notified the STB that it had completed abandonment. In 2006, the government sought declaratory judgment that title to the abandoned right-of-way had vested in the government under the National Trails System Improvements Act of 1988, 16 U.S.C. 1248(c). Brandt sought quiet title and argued that, to the extent the government acquired some interest in land formerly occupied by the easement, that interest would constitute a taking for which just compensation is owed. The Claims Court dismissed the takings claim for lack of jurisdiction under 28 U.S.C. 1500. The Federal Circuit reversed, holding that Brandt did not have claims “pending” for purposes of section 1500 when he filed his takings complaint. View "Brandt v. United States" on Justia Law

The Rail Passenger Service Act of 1970, created Amtrak, 84 Stat. 1327, and allowed railroads to be excused from providing intercity passenger service by entering into a contract with Amtrak. In1971, after filing for bankruptcy, APU’s predecessor contracted to pay Amtrak $52 million and provide Amtrak use of its tracks, facilities and services; Amtrak was to relieve it of responsibility for intercity rail passenger service and issue it about 5.2 million stock shares. A 1978 Settlement Agreement released existing claims between APU’s predecessor and Amtrak. In 1997, Congress enacted the Amtrak Reform and Accountability Act, 111 Stat. 2570, requiring that Amtrak, before redeem all common stock for the fair market value. More than 10 years later, Amtrak has not redeemed APU’s stock. In 2000 APU rejected Amtrak’s offer of $0.03 per share. In 2008 APU filed suit. The district court dismissed for failure to state a claim, finding that Amtrak qualified as an agency for purposes of constitutional violations, that federal agencies cannot be sued for damages for constitutional violations, and that the statute did not create a private right of action for redemption. The Sixth Circuit reversed as to a claim that Amtrak’s valuation of APU’s shares denied APU due process, but otherwise affirmed. View "Am. Premier Underwriters v. Nat'l R.R. Passenger Corp." on Justia Law