Justia Transportation Law Opinion Summaries

Two businesses operating an industrial warehouse and distribution center in Bonner Springs, Kansas, were affected by an ordinance enacted by the neighboring City of Edwardsville. This ordinance prohibited vehicles weighing over six tons from traveling on 110th Street—the street dividing the two cities—unless the trucks were entering or exiting Edwardsville. As a result, heavy trucks serving the businesses could not access 110th Street to enter or exit their properties. In response, the businesses filed suit against Edwardsville and certain city officials, alleging violations of federal and state law and seeking a preliminary injunction to prevent enforcement of the ordinance.The United States District Court for the District of Kansas dismissed the plaintiffs’ federal claims, including those under the Surface Transportation Assistance Act, the Equal Protection Clause, and the Dormant Commerce Clause, and denied the request for a preliminary injunction. However, the district court declined to dismiss the remaining state-law claims, leaving them pending.While the appeal was pending before the United States Court of Appeals for the Tenth Circuit, Edwardsville repealed the challenged ordinance and replaced it with a new one. The new ordinance allowed southbound trucks to enter the businesses from 110th Street, though certain restrictions remained. The Tenth Circuit determined that the repeal and replacement of the ordinance rendered the appeal moot because the controversy over the original ordinance no longer existed. The court found no exception to mootness applied and declined to vacate the district court’s order or exercise pendent appellate jurisdiction over the dismissed claims. Accordingly, the Tenth Circuit dismissed the appeal for lack of jurisdiction. View "Scannell Properties #516 v. City of Edwardsville, Kansas" on Justia Law

A railroad company operating in Massachusetts sought to acquire a 155-acre parcel in the town of Hopedale to build a new transloading facility. The land had been classified as forest land under Massachusetts General Law Chapter 61, which gives municipalities a right of first refusal to purchase such land if the owner wishes to sell or convert it to another use. After an initial notice of intent to sell was deemed deficient by the town, the seller withdrew the notice. Without issuing a new notice, the seller then transferred beneficial ownership of the property to the railroad company through a transaction that attempted to circumvent the town’s rights. Hopedale asserted its rights under Chapter 61 and filed suit in Massachusetts Land Court to enforce its right of first refusal and prevent further site work by the railroad.After a failed settlement agreement—subsequently invalidated by the Massachusetts Superior Court and with state litigation ongoing—the railroad company petitioned the Surface Transportation Board for a declaratory order that the Interstate Commerce Commission Termination Act (ICCTA) preempted the town’s rights under Chapter 61. The Surface Transportation Board denied the petition, finding that Chapter 61 was a generally applicable property law not categorically preempted by ICCTA, and that the railroad had not established a valid property interest in the land. The Board also concluded that the town’s actions did not unreasonably burden or interfere with rail transportation.The United States Court of Appeals for the District of Columbia Circuit reviewed the Board’s order. It held that ICCTA does not preempt Chapter 61’s right-of-first-refusal provisions, as they are generally applicable state property laws and do not directly regulate railroad operations. The court further found that, without a settled property interest, the railroad’s as-applied preemption arguments failed. The court denied the railroad’s petition for review and affirmed the Board’s order. View "Grafton & Upton Railroad Company v. Surface Transportation Board" on Justia Law

A property development company sought to build mixed-use housing developments near a public-use airport operated by the City of Longmont, Colorado. The proposed developments were located under the airport’s approach and departure paths. The company received preliminary approvals from the City for its projects and obtained “Determinations of No Hazard” from the Federal Aviation Administration (FAA), which found the developments would not obstruct flight paths. However, the FAA sent letters to the City warning that approving the developments would violate a grant assurance tied to the airport’s federal funding, specifically regarding land use compatibility. The City subsequently denied the company’s proposal, citing multiple reasons, including the FAA’s letters, concerns from state authorities, its own findings of incompatibility, and public opposition.After the City’s decision, the developer asked the FAA to withdraw its letters, but the FAA declined. The company then petitioned the United States Court of Appeals for the District of Columbia Circuit to order the FAA to vacate and withdraw these letters, arguing that the FAA’s actions directly caused its injury by influencing the City’s denial.The D.C. Circuit dismissed the petition for lack of standing. The court held that the developer failed to demonstrate that vacating the FAA’s letters would likely result in the City approving the developments, as the City had provided multiple independent reasons for its denial beyond the FAA’s communications. The court also found that the company did not comply with the court’s procedural rule requiring petitioners to argue and provide evidence of standing in their opening brief. Accordingly, the petition was dismissed. View "ModernWest Longmont, LLC v. FAA" on Justia Law

A joint drainage district, managed by the boards of supervisors for Floyd and Cerro Gordo Counties, sought to require a railroad company to install a new, larger drainage culvert through a railroad embankment to improve water flow and address aging infrastructure. The existing culvert, over a century old, was deteriorating and positioned too high to drain water effectively. The proposed construction involved a trenchless “jack and bore” method designed to avoid any interruption to rail service. The railroad company objected, arguing that federal law preempted state drainage law and that the construction would jeopardize railroad operations.After a remand from the Surface Transportation Board, the Iowa District Court for Floyd County conducted a bench trial and concluded that federal law—the Interstate Commerce Commission Termination Act—preempted the drainage district’s authority. The district court found that the proposed installation posed risks to rail operations and issued a writ of mandamus preventing the project. The Iowa Court of Appeals affirmed this decision.On further review, the Iowa Supreme Court held that the federal statute did not categorically preempt state drainage law in this context and that preemption would only apply if the project imposed more than incidental interference with rail operations. After a de novo review of the evidence, the court determined that the proposed culvert installation would have only incidental effects on rail transportation and that the railroad had not met its burden of showing unreasonable interference. The Iowa Supreme Court vacated the Court of Appeals’ decision, reversed the district court’s judgment, and remanded the case for entry of judgment in favor of the drainage district, dissolving the writ of mandamus. View "Iowa Northern Railway Company v. Floyd County Board of Supervisors" on Justia Law

In 1907, the then-owner executed the “Stimson deed,” transferring to the Railroad “its successors and assigns, the right to cross said right of way at any point or points where such crossing is desired” the land at issue. POTB later took ownership of the railroad. A 2007 storm caused severe damage to the railroad tracks. POTB did not repair the damage, resulting in the disbandment of the Oregon Tillamook Railroad Authority. POTB, with governmental entities, established the Salmonberry Trail Intergovernmental Agency, to construct “a new multi-use trail” that would “connect[] to a wide network of existing recreation[al] trails and parks, educational opportunities, and heritage sites” over portions of the railroad line. In 2016, POTB filed a notice of intent to abandon service of the portions of the railroad line at issue with the Surface Transportation Board, which issued a Notice of Interim Trail Use (NITU) allowing interim trail use and railbanking under the National Trails System Act Amendments, 16 U.S.C. 1247(d).The Claims Court and Federal Circuit rejected Stimson’s claim that the creation of the trail constituted a Fifth Amendment taking. Railbanking and interim trail use are within the scope of the easement. Stimson failed to show abandonment for all purposes and had no compensable property interest in the land to which the deed pertained. View "Stimson Lumber Co. v. United States" on Justia Law

The Supreme Court granted Relator's request for a writ of mandamus ordering the Ohio Department Transportation and its director (collectively, ODOT) to begin appropriation proceedings for the taking of real property owned by Relator, holding that appropriation proceedings were necessary.ODOT's roadway construction project resulted in Relator's property being inaccessible from any road. Relator filed this action seeking a writ of mandamus ordering ODOT to commence appropriation proceedings pursuant to Ohio Rev. Code 163. ODOT argued in response that Relator could obtain a permit from the city of Cleveland to connect the property to a road and that Relator must apply for and be denied such a permit before he was entitled to mandamus. The Supreme Court granted Relator's request for a writ of mandamus and ordered ODOT to commence appropriation proceedings, holding that Relator was entitled to a writ compelling ODOT to commence appropriation proceedings. View "State ex rel. Balunek v. Marchbanks" on Justia Law

The Supreme Court affirmed the decision of the circuit court declaring the Town of Buchanan's transportation utility fee (TUF) to be a property tax subject to the Town's levy limit, holding that funds raised for utility districts under Wis. Stat. 66.0827 are property taxes subject to municipal levy limits.After the circuit court concluded that the money raised for the district fund was subject to the Town's property tax limit Appellants appealed, arguing that the TUF was unlawful. The Supreme Court affirmed, holding that the Town did not follow the lawful procedures that a municipality must follow for funding public improvements because the imposition of property taxes over the Town's levy limits required the consent of the Town's voters and because nothing in the statutes permitted the Town to bypass those levy limits for the purpose of imposing a TUF on property owners in the municipality. View "Wis. Property Taxpayers, Inc. v. Town of Buchanan" on Justia Law

Part of Visitacion’s land in San Francisco’s Visitacion Valley was formerly owned by Southern Pacific, which was, at the time of conveyance (1990), conducting railroad-related business on part of the property. The land subject to an easement is bounded by the right-of-way for mainline railroad tracks. At some point, railroad activities on the dominant tenement ceased. In 2015, the railroad sold the dominant tenement and an adjacent parcel (JHP property) and expressly conveyed to JHP its rights under the easement, although the deed contained no warranty regarding the continued existence of such rights. Visitacion, planning a large, mixed-use residential development and hoping to use the land that was encumbered by the easement, brought a quiet title action, alleging that the easement has been extinguished under the doctrine of abandonment. JHP denied abandonment and sought to establish its “full and complete legal and equitable ownership.”The court of appeal reversed the grant of summary judgment to JHP. Given the ambiguity of the easement deed and the uncertain state of the evidence bearing on its origination and use, the trial court erred in construing the deed in the context of these cross-motions for summary judgment. Visitacion’s evidence, if accepted, could establish abandonment. View "Visitacion Investment LLC v. 424 Jessie Historic Properties LLC" on Justia Law

The Indiana Southwestern Railway Company sought to abandon railway easements, in which the owners had reversionary interests. The Surface Transportation Board (49 U.S.C. 10903) issued a Notice of Interim Trail Use and Abandonment (NITU). Negotiations with potential railbanking sponsors failed. Eventually, the NITU expired, Railway abandoned its easements without entering into a trail use agreement, and the landowners’ fee simple interests became unencumbered by any easements.The landowners sought compensation for an alleged taking arising under the National Trails System Act Amendments of 1983, 16 U.S.C. 1247(d), claiming that the government had permanently taken their property in April 2001, when the NITU became effective. The Claims Court found that the government had taken the property but that the taking lasted only from the date the NITU went into effect until it expired. The Federal Circuit affirmed in part. The landowner’s property was temporarily taken under the Trails Act. The NITU delayed the reversion of the owners’ interests. The Railway would have otherwise relinquished its rights to its right-of-way during the NITU period. The court remanded for a determination as to the compensation and interest to which the owners are entitled. View "Memmer v. United States" on Justia Law

In 1958, the Northern Pacific Railroad physically abandoned the 20-mile segment outside of Noxon, Montana. Part of that segment runs through the Finnigan property, which is entirely within the boundaries of the Kanisku National Forest. Several landowners along the right of way sought a judicial decree of abandonment and ultimately gained title to their respective segments of the abandoned railway. The Finnigan property’s then-owner did not seek a judicial decree of abandonment. In 2018, the Finnigan Estate brought suit to quiet its title to the right of way across its property. The district court rejected the action on summary judgment.The Ninth Circuit affirmed. Northern Pacific stopped using the segment in 1958, but the railway was not formally declared abandoned before the 1988 enactment of the Rails-to-Trails Act, 6 U.S.C. 1248(c), so the United States retained its reversionary interest in the land. The Act provides that title “shall remain” with the U.S. for railroad rights-of-way abandoned after October 4, 1988, except to the extent that the right of way was converted to a public highway. To transfer rights-of-way to neighboring landowners, abandonment requires both physical abandonment and a judicial decree of abandonment. The judicial-decree requirement was not met when another parcel in the segment obtained a judicial decree of abandonment that did not cover the Finnigan property. View "Estate of Finnigan v. United States" on Justia Law