Justia U.S. D.C. Circuit Court of Appeals Opinion Summaries
Articles Posted in Transportation Law
In re: Western Coal Traffic League
The case involves the Western Coal Traffic League (the League), a coalition of coal shippers, petitioning for a writ of mandamus to compel the Surface Transportation Board (the Board) to take action on a proceeding related to the concept of "revenue adequacy" in freight rail shipping rates. The Board had opened an informational docket in April 2014 to gather public comments on how it calculates and applies revenue adequacy in rate cases. Over the next six years, the Board collected information through written comments and public hearings but had not issued a decision since February 2020. The League participated in the hearings and submitted comments advocating for changes to the Board's framework.The League filed a petition for a writ of mandamus in May 2023, arguing that the Board's delay in responding to the comments was unreasonable and requesting the court to compel the Board to publish a notice of proposed rulemaking or issue a final decision within 90 days. The League relied on the Administrative Procedure Act (APA) to argue that the Board's inaction was a clear violation of its duty to act promptly.The United States Court of Appeals for the District of Columbia Circuit reviewed the case. The court noted that mandamus is an extraordinary remedy reserved for clear violations of a duty to act. The court found that it lacked jurisdiction to issue the writ because the Board's management of the Revenue Adequacy docket did not constitute a "final order" subject to judicial review under the Hobbs Act. The Board had convened the proceeding solely to gather public comments without any statutory duty or plans to undertake a rulemaking or specific regulatory action. Consequently, the court dismissed the League's petition for mandamus for lack of jurisdiction. View "In re: Western Coal Traffic League" on Justia Law
Posted in:
Government & Administrative Law, Transportation Law
Palmer v. FAA
The case involves Trenton Palmer, an experienced private pilot, who was charged by the Federal Aviation Administration (FAA) for flying his plane at an altitude of less than 100 feet above ground level and within 500 feet of people, a house, and other structures. The FAA claimed that Palmer violated a regulation establishing minimum safe altitudes. An administrative law judge (ALJ) found Palmer guilty of the violation, and the National Transportation Safety Board (NTSB) affirmed the decision. Palmer appealed, arguing that the ALJ committed multiple prejudicial errors and that the complaint against him should have been dismissed.Previously, the ALJ had denied Palmer's motion to dismiss the FAA’s complaint on the ground that the complaint failed to give fair notice of the charges. The ALJ found that Palmer violated Sections 91.119(a), (c), and 91.13(a) of the FAA regulations. The ALJ mitigated Palmer’s suspension from 120 days to 60 days. Palmer appealed the ALJ’s decision to the Board and the FAA cross-appealed the ALJ’s mitigation of Palmer’s suspension. On de novo review, the Board affirmed the ALJ’s order and reversed the ALJ’s mitigation of the Administrator’s sanction because the Administrator’s selected sanction was supported by a reasonable explanation and there were no mitigating circumstances.The United States Court of Appeals for the District of Columbia Circuit upheld the decision from the NTSB. The court found that Palmer's arguments on appeal as to the Section 91.119 violations turn on whether he proved his defense that the low flight was necessary for takeoff or landing. The court rejected Palmer's claim of inadequate notice as legally unsupported and facially implausible. The court also found no error in the ALJ’s reliance on expert witness testimony and the Board’s subsequent affirmance. The court denied Palmer’s petition for review. View "Palmer v. FAA" on Justia Law
Whiteru v. WMATA
In this case, the United States Court of Appeals for the District of Columbia Circuit is faced with deciding if a passenger on a train station platform, who involuntarily falls into a non-public area (a trough housing electrical and lighting equipment) and sustains severe injuries, becomes a trespasser due to his fall. The injured party, Okiemute C. Whiteru, was intoxicated and fell into the trough after attempting to sit on the station platform ledge. The fall resulted in a fractured vertebra, which led to his eventual death by asphyxiation. Whiteru's parents and estate filed claims of negligence and wrongful death against the Washington Metropolitan Area Transit Authority (WMATA), arguing that WMATA failed in its duty as a common carrier to render aid to Whiteru.In a previous decision, the court held that Whiteru's contributory negligence did not preclude liability for WMATA's failure to aid. However, on remand, WMATA argued that Whiteru's status changed from passenger to trespasser when he fell into the non-public area, thus reducing WMATA's duty of care. The district court granted WMATA's motion for summary judgment, accepting the argument that Whiteru became a trespasser upon his fall.The Appeals Court, however, found uncertainty in how to determine Whiteru's status under District of Columbia law as either a passenger or a trespasser, which in turn would determine WMATA's duty of care. The court found no controlling precedent from the District of Columbia Court of Appeals on this matter and thus certified the question to that court. The certified question asks if, under District of Columbia law, a passenger of a common carrier who involuntarily falls into a non-public area, sustaining immobilizing injuries, may recover for the exacerbation of the injuries due to the common carrier's failure to aid him, if the common carrier knew or had reason to know of the injuries. View "Whiteru v. WMATA" on Justia Law
Posted in:
Personal Injury, Transportation Law
Matson Navigation Company, Inc. v. DOT
The United States Maritime Administration (“MARAD”) approved a shipping company’s request to replace two vessels operating in the Pacific trade within the Maritime Security Program. Matson Navigation Co., a competitor in the Pacific, petitions for review of the replacements. As a source of jurisdiction, Matson points to the Hobbs Act, under which the DC Circuit had original jurisdiction over some acts of MARAD.
The DC Circuit reversed two orders of the district court, consolidated with these petitions, that held jurisdiction over Matson’s claims under the Administrative Procedure Act (“APA”) and was exclusive in the court of appeals. The court wrote that Matson was not a “party” to the replacement proceedings for either vessel, therefore, the court denied the petitions for direct review. The court explained that whether a case begins in district court or is eligible for direct review in the court is a policy decision that is for “Congress rather than us to determine.” The court wrote that as Matson’s counsel stated at oral argument, the company is just “trying to get review.” Because sending limited comments based on limited information to an informal agency proceeding does not confer “party” status under the Hobbs Act, that review starts in the district court. View "Matson Navigation Company, Inc. v. DOT" on Justia Law
Norfolk Southern Railway Company v. STB
Norfolk Southern Railway Company (Norfolk Southern) petitioned for review of a decision of the Surface Transportation Board (STB or Board), the successor agency to the Interstate Commerce Commission (ICC) charged with authorizing certain rail carrier transactions under the Interstate Commerce Act. Norfolk Southern is a rail carrier that owns a 57.14 percent share of the Norfolk & Portsmouth Belt Line Railroad Company (Belt Line), the operator of a major switching terminal in Norfolk, Virginia. Norfolk Southern’s majority interest goes back to 1982, when its corporate family acquired and consolidated various rail carriers with smaller ownership interests in the Belt Line. Norfolk Southern’s competitor, CSX Transportation, Inc. (CSX), owns the remainder of the Belt Line’s shares (42.86 percent). This case involves a different question raised before the Board for the first time: whether the ICC/Board approvals of Norfolk Southern’s subsequent corporate-family consolidations in 1991 and 1998 authorized Norfolk Southern to control the Belt Line. The Board again answered no. Norfolk Southern petitioned for review.
The DC Circuit affirmed. The court concluded that the Board’s decision regarding the 1991 and 1998 transactions is neither arbitrary nor capricious. The Board reasonably sought to avoid an absurd interpretation of 49 C.F.R. Section 1180.2(d)(3)’s corporate-family exemption that would allow a carrier to gain control of a new entity without following the Board’s review requirements and then “cure that unauthorized acquisition by reorganizing the corporate family.” The Board reasonably rejected Norfolk Southern’s claim that, by reshuffling the pieces of its corporate family, it acquired control authority of the Belt Line sub silentio. View "Norfolk Southern Railway Company v. STB" on Justia Law
Air Excursions LLC v. Janet Yellen
Air Excursions, LLC provides air transportation services in Alaska and the Pacific Northwest. It claims that the United States Department of Treasury (Treasury) erroneously disbursed pandemic relief funds to a competitor airline and challenges that disbursement as unlawful under the Administrative Procedure Act (APA).
The DC Circuit vacated the district court’s order dismissing the complaint on the merits and remanded with instructions to dismiss for lack of jurisdiction. The court reasoned that the competitor standing doctrine supplies the link between increased competition and tangible injury but does not, by itself, supply the link between the challenged conduct and increased competition. The latter must be apparent from the nature of the challenged action itself—as in U.S. Telecom Association—or from the well-pleaded allegations of Plaintiff’s complaint. The court concluded that the complaint failed to establish that Air Excursions has suffered a competitive injury satisfying Article III’s injury in fact requirement. View "Air Excursions LLC v. Janet Yellen" on Justia Law
In re: Flyers Rights Education Fund, Inc.
Flyers Rights and its current president have taken aim at the small size of airline seats. In their view, small seats slow emergency evacuations and cause medical problems like blood clots. They have petitioned for a writ of mandamus ordering the FAA “to commence rulemaking to establish minimum seat size and spacing requirements for commercial aircraft and to issue a final rule by a date certain.”
The DC Circuit denied Flyers Rights’ petition. The court held that Flyers Rights lacks a clear and indisputable right to relief. That’s because the FAA Reauthorization Act speaks only of seat-size regulations that “are necessary for the safety of passengers,” and on the record before the court, the necessity of those regulations is neither clear nor indisputable. View "In re: Flyers Rights Education Fund, Inc." on Justia Law
National Railroad Passenger Corporation v. Southeastern Pennsylvania Transportation Authority
The Southeastern Pennsylvania Transportation Authority ("SEPTA") operates local commuter trains in Philadelphia and its suburbs. Amtrak and SEPTA dispute ownership of the Commuter Easement that grants access to Amtrak’s Philadelphia-area rail lines and stations. The original owner of the Easement was the now-defunct Consolidated Rail Corporation (“Conrail”).SEPTA claimed that a series of federal rail statutes gave it the option to acquire the Easement from Conrail and that it exercised that right in 1982. Amtrak claims that when SEPTA tried to acquire the Easement, Amtrak exercised a contractual right of first refusal and purchased the Easement, and therefore SEPTA has no right to access Amtrak’s lines and stations.The D.C. Circuit reversed the district court's decision holding that an easement was not effectively conveyed to SEPTA, finding that SEPTA had a public right to acquire the easment and Amtrak had no authority to block Conrail from conveying it to SEPTA. View "National Railroad Passenger Corporation v. Southeastern Pennsylvania Transportation Authority" on Justia Law
Posted in:
Real Estate & Property Law, Transportation Law
Archer Western Contractors. LLC v. U.S. Department of Transportation
The Federal Aviation Administration hired Archer Western Contractors to build air traffic structures for an airport in Las Vegas. Archer challenged the FAA’s resolution of three contract disputes.
On the first dispute, the FAA said that Archer waited too long to challenge the FAA’s failure to provide an equitable adjustment for a modification to the contract. For the second dispute, the FAA said that Archer’s claim regarding contract modifications’ “cumulative impact” was also untimely. As for the third dispute, the FAA found that Archer had failed to install proper rectangular air ducts.
The DC Circuit granted Petitioners’ petition in part and denied it in part. The court vacated the FAA’s order only as to its dismissal of Archer’s first claim for failure to provide an equitable adjustment. The other challenged aspects of the FAA’s order are not arbitrary and capricious. The court held that the FAA erred in dismissing as untimely Archer’s failure-to-provide-an-equitable-adjustment claim. The court agreed with the FAA on the other two issues.
The court explained that it is reviewing a failure-to-provide-an-equitable-adjustment claim. And that claim was timely filed only one year and four months after it accrued — well within the two-year window for Archer to file a claim. However, Archer needed to separately allege a claim for cumulative impact within two years of that claim’s accrual. Instead, the ODRA did not receive notice of Archer’s cumulative impact until well past the contract’s two-year limit for filing a claim. The FAA was therefore correct to dismiss Archer’s cumulative-impact claim as untimely. View "Archer Western Contractors. LLC v. U.S. Department of Transportation" on Justia Law
Posted in:
Transportation Law
Advocates for Highway and Auto Safety v. FMCSA
In 2020, the Federal Motor Carrier Safety Administration (FMCSA) modified its regulations governing the maximum hours that commercial motor vehicle operators may drive or operate within a certain timeframe. The International Brotherhood of Teamsters, a labor union representing commercial truck drivers, and three national nonprofit organizations petitioned for review. They argued that the Final Rule was arbitrary and capricious for failing to grapple with the safety and driver health consequences of changes to record-keeping rules for short-haul commercial vehicle drivers and break requirements for long-haul drivers.
The DC Circuit denied the petition for review. The court held that the modifications to the hours-of-service rules were sufficiently explained and grounded in the administrative record. The court explained that the Administration not only directly tackled the issue of driver health but also reasonably explained why the health benefits estimated in the 2011 Rule would continue under the modified 30-minute break rule. That met the APA’s requirements. View "Advocates for Highway and Auto Safety v. FMCSA" on Justia Law