Oregon Ex Rel. Department of Transportation v. Heavy Vehicle Electronic License Plate, Inc.

157 F. Supp. 2d 1158, 2001 U.S. Dist. LEXIS 18953, 2001 WL 1005891
CourtDistrict Court, D. Oregon
DecidedAugust 9, 2001
DocketCiv. 01-6066-TC
StatusPublished
Cited by2 cases

This text of 157 F. Supp. 2d 1158 (Oregon Ex Rel. Department of Transportation v. Heavy Vehicle Electronic License Plate, Inc.) is published on Counsel Stack Legal Research, covering District Court, D. Oregon primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Oregon Ex Rel. Department of Transportation v. Heavy Vehicle Electronic License Plate, Inc., 157 F. Supp. 2d 1158, 2001 U.S. Dist. LEXIS 18953, 2001 WL 1005891 (D. Or. 2001).

Opinion

ORDER

COFFIN, United States Magistrate Judge.

Plaintiffs have filed a complaint under 28 U.S.C. § 1331, 42 U.S.C. § 1983, and Article I, Section 8 of the United States Constitution, seeking a declaratory judgment and injunctive relief against defendant. Presently before the court is defendant’s Motion to Dismiss (# 8).

FACTUAL BACKGROUND 1

This is a case about trucking. Increased regulation of foreign heavy trucks and similar long-haul carriers has been in the news of late, in response to public concern for the safety of motorists on United States highways. 2 In this case, however, plaintiffs and defendant have been seeking ways to decrease regulatory red tape for truckers and increase the efficiency of commercial transportation.

Heavy Vehicle Electronic License Plate, Inc. (“HELP”), is a non-profit corporation *1161 that operates a multi-state electronic “highway screening system” known as “PrePass.” Essentially, the PrePass system works as follows: A trucker enters into an agreement with HELP to take part in the PrePass system. HELP provides a transponder to the trucker, which continuously emits a low-level radio signal identifying the truck. Information about the truck, such as its height, weight, licenses and permits, is stored in various computers throughout the states in which PrePass operates. As the truck approaches a weigh station, border crossing, or other traditional regulatory stop location, Pre-Pass receivers detect the signal sent by the truck’s transponder, and information about the truck is accessed. If everything is in order, the PrePass receiver returns a signal to the truck which is displayed to the driver, and the driver continues on without stopping. The trucker is charged 99 cents each time he successfully passes a PrePass station. The convenience and efficiency offered by this sort of system is obvious, and at present over 150 sites and more than 170,000 trucks utilize the Pre-Pass system. 3

The State of Oregon, through the Oregon Department of Transportation, operates a similar system called the Green Light Program (“Green Light”). 4 Green Light and PrePass are similar enough that each system can interact with transponders issued by the other; i.e., carriers enrolled in Green Light can transmit the appropriate signals to PrePass receivers, and vice versa. The two systems are thus “technically interoperable.” However, the methods by which funds are received by each program are quite different: while PrePass charges carriers on a per-use basis, Green Light charges users an annual enrollment fee. 5

At its core, the issue between the parties relates to the differences in revenue generation. PrePass, to protect its investment in transponders, receivers and related infrastructure, requires all PrePass carriers to utilize the HELP-issued transponder only at PrePass receiving stations, where they can collect the 99 cent fee. Oregon, on the other hand, freely allows carriers to use Green Light transponders in the Pre-Pass program as well as in any other technically interoperable preclearance system if the carriers so desire.

Oregon has indicated that it intends to begin entering data on carriers using HELP-issued transponders into the Green Light system so that vehicles using those transponders will be able to preclear Oregon regulatory stations. Because these stations are Green Light stations, not HELP stations, HELP will collect no fee from the Oregon preclearances. HELP, in a letter to plaintiff Crunican as Director of the Oregon Department of Transportation, has insisted that Oregon may not utilize information emitted from HELP-issued transponders. Plaintiffs have now filed this action seeking to authorize their use of signals from HELP-issued transponders to preclear carriers traveling through Oregon. HELP has filed a motion to dismiss, asserting that the court lacks subject matter jurisdiction as well as personal jurisdiction over HELP, and that plaintiffs have failed to state a claim upon which relief can be granted.

*1162 STANDARD OF REVIEW

Pursuant to Fed.R.Civ.P. 12(b), a complaint may be dismissed if “it appears beyond doubt that the plaintiff can prove no set of facts in support of his claim that would entitle him to relief.” Tanner v. Heise, 879 F.2d 572, 576 (9th Cir.1989) (quoting Conley v. Gibson, 355 U.S. 41, 45-46, 78 S.Ct. 99, 2 L.Ed.2d 80 (1957)). In making this determination, this court accepts all allegations of material fact as true and construes the allegations in the light most favorable to the nonmoving party. Id.

I. The District Court has subject matter jurisdiction over this controversy.

1. Applicable law.

Federal district courts have jurisdiction over cases or controversies involving questions of federal law under 28 U.S.C. § 1331. District courts also enjoy supplemental jurisdiction to examine issues of state law that arise out of the same, set of operative facts, pursuant to 28 U.S.C. § 1367. However, in “controversies between two or more States”, the United States Supreme Court has “original and exclusive jurisdiction.” 28 U.S.C. § 1251(a).

2. Analysis in this case.

HELP asserts that the member states of its organization are the real parties in interest in the action, and as such the action is between “two or more States” and must be brought in the Supreme Court. HELP bases its argument largely on the rationale of Arkansas v. Texas, 346 U.S. 368, 74 S.Ct. 109, 98 L.Ed. 80 (1953), which offers that when an action is brought by a state against a non-state entity, but the state will suffer the injury of a judgment, jurisdiction is appropriately in the Supreme Court. HELP supports its argument with Maryland v. Louisiana, 451 U.S. 725, 101 S.Ct. 2114, 68 L.Ed.2d 576 (1981), which justified the Supreme Court’s original jurisdiction where the interests of the states were affected in a “substantial and real” way. Id. at 737, 101 S.Ct. 2114.

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157 F. Supp. 2d 1158, 2001 U.S. Dist. LEXIS 18953, 2001 WL 1005891, Counsel Stack Legal Research, https://law.counselstack.com/opinion/oregon-ex-rel-department-of-transportation-v-heavy-vehicle-electronic-ord-2001.