Justia Transportation Law Opinion Summaries

Study of the I-69 extension between Evansville and Indianapolis began in 1944. The 1991 Intermodal Surface Transportation Act designated a new route from Indianapolis to Memphis,, via Evansville as a “high priority corridor” for development. As the project progressed, the Federal Highway Administration (FHWA) divided the project into two “tiers” for environmental analysis. After the plans were finalized, construction work on the six sections of Tier 2 began; 90 percent of the work on the extension is complete. The FHWA and Indiana Department of Transportation issued a Draft Environmental Impact Statement for Tier 2, Section 4, in 2010. A Final Environmental Impact Statement and a Record of Decision issued in 2011. The agencies selected the final route and construction plan for Section 4 after reviewing 48 options and produced a record reflecting consideration of impact on historic sites, geological formations, and air-quality, among other factors. Pursuant to its obligations under the Endangered Species Act, the U.S. Fish and Wildlife Service engaged in consultation and issued a Biological Opinion regarding the possible impact of tree-clearing on the endangered Indiana bat. Opponents filed suit. After a lengthy period of inactivity by Plaintiffs, including several missed case management deadlines, the district court granted summary judgment upholding the approvals. The Seventh Circuit affirmed. View "Citizens for Appropriate Rural Roads v. Foxx" on Justia Law

Under the Urbanized Area Formula Program, 49 U.S.C. 5307, the Federal Transportation Administration (FTA) administers grant funding to urban transit programs for “operating costs of equipment and facilities for use in public transportation.” Recipients must submit “financial, operating, and asset condition information” to the National Transit Database. The agency apportions grants based, in part, on the number of Vehicle Revenue Miles (VRM) that accrue while a vehicle is “in revenue service,” available to the general public. In 2005, the Illinois House of Representatives called for a performance audit of the Chicago Transit Authority (CTA). The audit concluded that the CTA, from possibly as early as 1986, had been overstating its VRM and had received higher than justified UAFP disbursements. Notified of the report, the FTA required that CTA revise its data from 2011 forward. In 2012, a nonprofit watchdog organization contacted the Department of Justice requesting an investigation into the CTA’s reporting practices. The group then filed suit under the qui tam provision of the False Claims Act, 31 U.S.C. 3730. The Seventh Circuit affirmed dismissal, agreeing that the district court lacked subject matter jurisdiction because the allegations of wrongdoing had been publicly disclosed at the time the action was filed. View "Cause of Action v. CTA" on Justia Law

In one of two consolidated purported class actions, Baumeister bought a ticket from Lufthansa for flights from Stuttgart to Munich, and then from Munich to San Francisco. The first flight, as indicated on his itinerary, was to be flown not by Lufthansa but by a regional German airline, Augsburg. That flight was cancelled. Lufthansa arranged substitute air transportation, but Baumeister arrived more than 17 hours after he was originally scheduled to arrive. European Union regulation EU 261 specifies damages for certain cancelled or delayed flights into and out of the European Union. Lufthansa’s contract with its passengers incorporates EU 261. In U.S. district court, Baumeister argued that the airline was contractually obligated to pay damages. That court dismissed, finding that the bridge carriers in both suits (Augsburg), not the airline that sold the tickets (Lufthansa) were liable for any damages. The Seventh Circuit affirmed, noting that the German regulatory body charged with enforcing EU 261 dismissed Baumeister’s claim after Lufthansa’s counsel notified it that Lufthansa had not operated the flight between Stuttgart and Munich. Similarly, in the companion case, the court rejected theories of contract and agency law, where EU 261 would not apply directly. View "Baumeister v. Deutsche Lufthansa AG" on Justia Law

BeavEx is a same-day delivery service that uses 104 couriers to carry out its customers’ orders throughout Illinois. By classifying its couriers as independent contractors instead of employees, Beav-Ex attempted to avoid the requirements of state and federal employment laws, including the Illinois Wage Payment and Collection Act (IWPCA), 820 ILCS 115, which prohibits an employer from taking unauthorized deductions from its employees’ wages. Plaintiffs, and the putative class, were or are couriers who allege that they should have been classified as employees of BeavEx for purposes of the IWPCA, and that any deductions taken from their wages were illegal. The Federal Aviation Administration Authorization Act of 1994 (FAAAA), 49 U.S.C. 14501(c)(1) expressly preempts any state law that is “related to a price, route, or service of any motor carrier.” The district court held that the FAAAA does not preempt the IWPCA and denied BeavEx’s motion for summary judgment. The court also denied Plaintiffs’ motion to certify the class but granted their motion for partial summary judgment, holding that Plaintiffs are employees under the IWPCA. The Seventh Circuit affirmed the denial of BeavEx’s motion for summary judgment, vacated the denial of class certification, and remanded for further proceeding View "Costello v. BeavEx, Inc." on Justia Law

In 2014, two people were killed when a Seattle news helicopter crashed. The National Transportation Safety Board investigated, pursuant to 49 U.S.C. 1131(a)(1), “to ascertain measures that would best tend to prevent similar accidents or incidents in the future.” NTSB “does not engage in traditional agency adjudications, nor does it promulgate or enforce any air safety regulations. Rather, it simply analyzes accidents and recommends ways to prevent similar accidents.” No part of an NTSB accident report may be admitted into evidence or used in a civil action for damages. In 2015, the Board released a Factual Report concerning its investigation of the Seattle crash; it has not yet released an analysis of the likely cause of the accident. The Illinois company that owned and operated the helicopter involved in the crash asserted that the Report “omits significant information that will make it impossible for the Board to reach an accurate determination of Probable Cause” and unsuccessfully requested that NTSB rescind the Report and refrain from releasing its Probable Cause Report until “errors in the Factual Report are addressed.” The Seventh Circuit dismissed a petition seeking an order requiring NTSB to rescind or withhold reports. The court concluded that the Board’s reports are not final orders subject to review. View "Helicopters, Inc. v. Nat'l Transp. Safety Bd." on Justia Law