Justia Government & Administrative Law Opinion Summaries

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

Multistar, a for-hire motor carrier engaged in the business of transporting hazardous materials, petitioned for review of FMCSA's order to cease operations, and, in a separate petition for review, challenged the agency's denial of Multistar's petition for administrative review. The court dismissed the petitions insofar as they challenged the "unsatisfactory" rating and the order to cease operations because the court could not reach the merits of Multistar's substantive claims where there was no final agency decision. The court held that Multistar received all of the process it was due with regard to the contested violations, and the agency's denial of Multistar's petition for review was not arbitrary or capricious. Accordingly, the court dismissed in part and denied in part. View "Multistar Industries, Inc. v. USDOT, et al" on Justia Law

Petitioners Jamie Webb, Jeffrey Hermanson, and Michaleen Jeronimus, challenged the legality of the City of Black Hawk’s ordinance banning bicycles on certain city streets. Petitioners, a group of bicyclists, were cited and fined for riding their bikes on the only street providing access through town from the state highway to Central City. Petitioners argued that Black Hawk, as a home-rule municipality, lacked the authority to prohibit bicycles on local streets absent a suitable alternative bicycle route as provided by state statute. Both the trial and district courts ruled in favor of Black Hawk, finding the city had the authority to ban bicycles through both its home-rule and police powers. Upon review, the Supreme Court reversed the district court, holding that Black Hawk’s ordinance banning bicycles was a matter of mixed state and local concern and conflicts with and is preempted by state law. View "Webb v. Black Hawk" on Justia Law

A property owner sought a driveway permit from the State Department of Transportation (DOT) to connect its proposed subdivision's system of roads to a state road by which the property was accessed. Two railroad companies opposed the permit, claiming that the rail traffic at a nearby crossing, located approximately one-quarter of a mile away from the proposed driveway connection, might pose a safety hazard to future residents. Consequently, a DOT engineer denied the permit. On appeal, a DOT division engineer granted the permit request subject to the conditions that the owner make improvements to the railroad crossing and obtain the owning and operating railroads' consent to the improvements. On judicial review, the trial court ruled in favor of DOT, finding the agency acted within the scope of its powers in issuing the driveway permit subject to these conditions. The court of appeals affirmed. The Supreme Court reversed, holding that the conditions imposed by DOT in this case were not statutorily authorized, and therefore, DOT exceeded its authority when it issued the conditional permit. View "High Rock Lake Partners, LLC v. Dep't of Transp." 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

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

The Port Authority’s subsidiary, PATH, operates the Grove Street Station in Jersey City. The Station was built in 1910. In 2000 PATH planned to expand the Station to accommodate larger trains and persons with disabilities, a project that would have involved construction of a new entrance and two elevators. After September 11, 2001, and the resulting closure of two stations, ridership increased at the Station. Concerned about congestion and safety, PATH scrapped its renovation plans and undertook a “fast track” project. Construction began in 2002 and concluded in 2005. Plaintiffs alleged that the renovations triggered an obligation under the Americans with Disabilities Act, 42 U.S.C. 12101–12213, to make the Station accessible to handicapped persons. They also alleged violations under New Jersey’s Law Against Discrimination and certain state construction code provisions. The district court dismissed, state-law claims on the basis that allowing such claims to proceed would violate the interstate compact between New York and New Jersey that created the Authority, but ordered the Authority to make the east entrance accessible. The Third Circuit affirmed dismissal of the state law claims, but remanded the ADA issue for trial on the issue of feasibility. View "Hip Heightened Indep. & Progress, Inc. v. Port Auth. of NY & NJ" on Justia Law

CTTA filed this action seeking to invalidate two ordinances where the City and County of San Francisco required tow truck drivers to obtain permits to operate in San Francisco and towing firms to obtain permits to conduct business within San Francisco. CTTA primarily argued that the entire "permit scheme" (as it called both ordinances) was preempted by federal law. The district court upheld the permit scheme for "non-consensual" towing, but enjoined enforcement against those doing exclusively "consensual" towing and against tow truck drivers simply "passing through" San Francisco. Both parties cross-appealed. The CTTA's challenge to the entire permit scheme necessarily encompassed all of the permit scheme's components - each of which could be preempted. The district court analyzed the permit scheme in a way the parties presented the scheme, as a whole, but without specifically addressing its individual provisions. In doing so, however, the district court ran afoul of American Trucking Associations v. City of Los Angeles, which required "examining the specific provisions" of the permit scheme. Accordingly, the court vacated and remanded for further proceedings. View "California Tow Truck Assoc. v. City and County of San Francisco" on Justia Law