Justia Government & Administrative Law Opinion Summaries

Belt Railway, the largest switching and terminal railroad in the U.S., has more than 250 miles of track in its main yard south of Chicago’s Midway Airport. Jointly owned by six railroads—BNSF, Canadian National, Canadian Pacific, CSX, Norfolk Southern, and Union Pacific—Belt dispatches more than 8,000 cars a day. Wisconsin Central (a Canadian National subsidiary) prefers to receive Soo Line (a Canadian Pacific subsidiary) traffic at Belt’s yard; Soo prefers the Spaulding yard, 25 miles to the west. The Surface Transportation Board ruled that Wisconsin Central cannot insist that Soo deliver to Belt because a carrier’s power to designate a place where it will receive traffic is limited to line that the designating carrier owns; Wisconsin Central does not wholly own Belt.The Seventh Circuit vacated. “A rail carrier ... shall provide reasonable, proper, and equal facilities that are within its power to provide for the interchange of traffic between … its respective line and a connecting line of another rail carrier, 49 U.S.C. 10742. The Board improperly read “that are within its power to provide” as “that it owns.” A rail carrier can have the “power to provide” facilities by ownership or under a contract. The Board also erred in assuming that the statute requires the two railroads have physically intersecting lines and in making an assumption about expenses. The word “reasonable” gives the Board interpretive leeway; the phrase “that are within its power to provide” does not. View "Wisconsin Central Ltd. v. Surface Transportation Board" on Justia Law

In 2016, the Environmental Protection Agency issued a rule for trailers pulled by tractors based on a statute enabling the EPA to regulate “motor vehicles.” In that same rule, the National Highway Traffic Safety Administration issued fuel efficiency standards for trailers based on a statute enabling NHTSA to regulate “commercial medium-duty or heavy-duty on-highway vehicles.” The “Greenhouse Gas Emissions and Fuel Efficiency Standards for Medium- and Heavy-Duty Engines and Vehicles—Phase 2.” 81 Fed. Reg. 73,478, requires trailer manufacturers to adopt some combination of fuel-saving technologies, such as side skirts and automatic tire pressure systems. Truck Trailer Manufacturers Association sought review.The D.C. Circuit vacated all portions of the rule that pertain to trailers. Trailers have no motor and art not “motor vehicles.” Nor are they “vehicles” when that term is used in the context of a vehicle’s fuel economy since motorless vehicles use no fuel. View "Truck Trailer Manufacturers Association, Inc. v. Environmental Protection Agency" on Justia Law

The Eleventh Circuit held that relocation benefits provided by a railroad to its employees are exempt under the Railroad Retirement Tax Act as bona fide and necessary expenses incurred by the employee in the business of the employer, 26 U.S.C. 3231(e)(1)(iii). The court also held that, because no regulatory substantiation requirements apply, CSX is entitled to a refund. Accordingly, the court affirmed in part the district court's grant of summary judgment in favor of the United States in regard to whether relocation benefits are exempt under section 3231(e)(1)(iii); reversed in part the district court's grant of summary judgment in regard to CSX's need and failure to satisfy the Accountable Plan Regulation; and remanded for the district court to calculate the amount of CSX's refund and administer the notification process. View "CSX Corp. v. United States" on Justia Law

The Supreme Court affirmed the order of the Public Service Commission of West Virginia (PSC) approving the application of one of Ambassador Limousine and Taxi Service (Ambassador) to transfer the common motor carrier certificate held by Classic Limousine Service, Inc. (Classic) to Ambassador, holding that there was no error.SRC Holdings, LLC, doing business as Williams Transport (Williams), appealed the PSC's order approving Ambassador's application to transfer its common motor carrier certificate to Ambassador, arguing that Classic's motor carrier certificate was nontransferable and that Ambassador's proposed use of the certificate would create new competition in the same territory that Williams serviced. The Supreme Court affirmed, holding that the PSC's reasoning in reaching its decision was legally sound and supported by the evidence. View "SRC Holdings, LLC v. Public Service Commission of W. Va." on Justia Law

Plaintiffs are commercial truck drivers who received citations for violating state vehicle safety laws. State officials reported these citations to the Federal Motor Carrier Safety Administration for inclusion in the Motor Carrier Management Information System (MCMIS), 49 U.S.C. 31106(a)(3)(B). After state courts dismissed misdemeanor charges arising from the citations, the drivers asked the Administration to remove them from the MCMIS. The Administration forwarded the requests to the relevant state agencies, which declined to remove the citations. The drivers later authorized the release of their PreEmployment Screening Program (PSP) reports to prospective employers.The drivers allege harm from the inclusion of their citations in the PSP reports and sought damages under the Fair Credit Reporting Act (FCRA), 15 U.S.C. 1681e. The drivers alleged that the Administration violated FCRA by not following reasonable procedures to ensure that their PSP reports were as accurate as possible, by failing to investigate the accuracy of their PSP reports upon request, and by refusing to add a statement of dispute to their PSP reports. The D.C. Circuit affirmed the dismissal of the suit. The Administration, in releasing MCMIS records as required by the SAFE Transportation Act, is not a “consumer reporting agency” under FCRA. View "Mowrer v. Department of Transportation" on Justia Law

BNSF Railway sought a declaration that the Interstate Commerce Commission Termination Act of 1995 (ICCTA) preempts Clark County, Washington’s permitting process. Clark County asserted that BNSF needed to obtain a permit for a project to upgrade an existing track and construct a second track in the Columbia River Gorge.The Ninth Circuit affirmed summary judgment in favor of BNSF. Under the ICCTA, the Surface Transportation Board has exclusive jurisdiction over rail carriers and track construction. If an apparent conflict exists between the ICCTA and a federal statute, then the courts must strive to harmonize the two laws, giving effect to both if possible. The court rejected an argument that the Columbia River Gorge National Scenic Area Act is such a federal statute. The Gorge Act does not establish national environmental standards but provides a framework for a commission of state-appointed officials to adopt a management plan and implement it through county land use ordinances. The Columbia River Gorge Commission retains final say over the approval and enforcement of the management plan and local county ordinances; enforcement actions may be brought in state court. The Gorge Act is not comparable to federal environmental laws and nothing in the Gorge Act indicates that the local ordinances otherwise have the force and effect of federal law. View "BNSF Railway Co. v. Friends of the Columbia River Gorge" on Justia Law

Under the 2008 Rail Safety Improvement Act, the Secretary of Transportation must promulgate regulations requiring certain railroad carriers to “develop a railroad safety risk reduction program,” 49 U.S.C. 20156(a)(1)(A)), within a specified time frame, The Secretary delegated this regulatory authority to the Federal Railroad Administration (FRA), which was required to conduct a study to determine whether it is in the public interest to withhold from discovery in litigation information gathered for implementation or evaluation of a risk reduction program. The FRA selected the Baker Botts law firm to conduct that study. Baker Botts concluded that it is in the public interest to protect the safety information railroads gather for risk reduction programs from discovery and use in litigation.In 2020 the FRA issued the Risk Reduction Program Final Rule (RRP Rule), mandating that each qualifying railroad establish and implement a risk reduction program with specified requirements. The FRA acknowledged that although the Act requires a risk reduction program to include a fatigue management plan, such plans were not addressed in this rulemaking and would be elaborated in a separate rulemaking. The FRA recently issued a notice of proposed rulemaking regarding fatigue management plans. The RRP Rule protects specific safety information railroads compile or collect from discovery and admissibility.The D.C. Circuit upheld the RRP, rejecting arguments by labor unions and attorneys representing railroad employees that it was untimely, arbitrary, and based on a study conducted by a biased contractor. View "Transportation Division of the International Association of Sheet Metal, Air, Rail and Tranportation Workers v. e Federal Railroad Administration" 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

The Supreme Court affirmed the order of the West Virginia Public Service Commission ruling that its jurisdiction under state law to regulate a company that was operating in West Virginia solely as a contractor for a federal agency was preempted by federal law, holding that there was no error in the Commission's determination.The United States Department of Veterans Affairs (VA), the federal agency in this case, was impelled to give the company, Community Pastor Care, LLC (CPC), the subject contract to meet a goal expressed by Congress in 38 U.S.C. 8127(a). Metro Tristate, Inc. filed this case asking that the Commission bar CPC from transporting VA passengers until it received a permit from the Commission. The Commission concluded that its jurisdiction to regulate CPC was preempted by federal law. The Supreme Court affirmed, holding that the Commission correctly determined that its jurisdiction to regulate CPC was preempted by federal law. View "Metro Tristate, Inc. v. Public Service Commission of W. Va." on Justia Law

Owned by the Indiana Finance Authority, the Indiana Toll Road has been operated since 2006 by a lessee, ITR. What ITR can charge depends on state law. In 2018, ITR paid the state $1 billion in exchange for permission to raise by 35 percent the tolls on heavy trucks. The district court dismissed a suit under the Commerce Clause, reasoning that Indiana, as a market participant, was exempt from rules ordinarily applied under the Commerce Clause.The Seventh Circuit affirmed, stating that the increase is valid even if it discriminates against interstate commerce. The tolls are neutral with respect to the origins, destinations, and ownership of the trucks. The court also reasoned that when a state participates in, rather than just regulates, the market, it may discriminate in favor of its own citizens and declined to find that tollways “are different.” The court noted the history of private ownership of roads. View "Owner-Operator Independent Drivers Association, Inc. v. Holcomb" on Justia Law