Springfield Terminal Railway Co. v. Department of Transportation

2000 ME 126, 754 A.2d 353, 2000 Me. 126, 2000 Me. LEXIS 133
CourtSupreme Judicial Court of Maine
DecidedJune 30, 2000
StatusPublished
Cited by33 cases

This text of 2000 ME 126 (Springfield Terminal Railway Co. v. Department of Transportation) is published on Counsel Stack Legal Research, covering Supreme Judicial Court of Maine primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Springfield Terminal Railway Co. v. Department of Transportation, 2000 ME 126, 754 A.2d 353, 2000 Me. 126, 2000 Me. LEXIS 133 (Me. 2000).

Opinion

CLIFFORD, J.

[¶ 1] Springfield Terminal Railway Company appeals from a judgment entered in the Superior Court (Kennebec County, Studstrup, J.) in favor of the Department of Transportation affirming the Department’s decision to refuse to produce thirteen documents pursuant to the Freedom of Access Act. See 1 M.R.S.A. § 408 (1989).1 Springfield argues that the trial court erred in deciding that those documents were not “public records” as defined by 1 M.R.S.A. § 402(3) (Supp.1999).2 Finding no error, we affirm the judgment.

[¶ 2] Prior to 1991, Guilford Transportation Industries, Inc., the parent company of Springfield, owned a 19 mile stretch of railroad track between Brunswick and [355]*355Lewiston known as the “Lewiston Lower Road” branch. In 1991, the State purchased from Guilford the right of way and track materials on the 9.4 mile segment of the track between Brunswick and Lisbon Falls. Guilford retained a rail freight easement which apparently gave it an exclusive right to carry freight on that segment of track.

[¶ 3] In June of 1997, a representative of Grimmel Industries, a scrap metal business located in Topsham, contacted the Department seeking its assistance in obtaining rail service. Grimmel was located along the State-owned portion of the track, and Guilford had refused to provide the rail service Grimmel had requested. The Department began negotiations with Guil-ford with the goal of providing rail freight service along the Lewiston Lower Road. Ultimately, the parties agreed that (1) Guilford would abandon the entire Lewi-ston Lower Road, (2) the Department and Guilford would negotiate for the State’s purchase of the portion of line not owned by the State, and (3) the State would spend funds to rehabilitate and reopen the line. Though the dates are not made clear by the testimony, it appears that this agreement was made orally in early January of 1998.

[¶ 4] In June of 1998, Guilford filed for abandonment of the Lewiston Lower Road with the Surface Transportation Board (STB), a federal agency. Immediately thereafter, the Department began to appraise the segment of the line still owned by Guilford so the parties could negotiate a price for its sale. In early February 1999, however,, Guilford “postponed indefinitely” any negotiations regarding the sale of its track.

[¶ 5] On August 31, 1999, Guilford submitted a motion to the STB to withdraw its abandonment of the Lewiston Lower Road. The Department has opposed that motion, which was still pending before the STB at the time of this appeal. The Department also continued with its $250,000 plan to rehabilitate the track that it owned to allow a carrier other than Guilford to provide service along the Lewiston Lower Road. The Department also intends, sometime in the future, to construct a short segment of track to connect the Lewiston Lower Road tracks with the St. Lawrence & Atlantic Railroad Company tracks located in Lewiston to increase the efficiency of Maine’s rail infrastructure.

[¶ 6] By letter dated June 4, 1999, Springfield requested, pursuant to 1 M.R.S.A. § 4Ó8 (1989), that the Department make available for inspection various records pertaining to the Department’s involvement in the Lewiston Lower Road project. The Department complied with that request but withheld 13 documents on the basis that they were subject to attorney client privilege, constituted attorney work product, and/or were not public records as defined by 1 M.R.S.A. § 402 (Supp.1999). The Department described the withheld documents as follows:

1. E-mail inquiry to counsel;
2. Right of Way records;
3. Letter by Chief Counsel;
4. Business materials prepared for the Legislature;
5. Two Memorandums concerning Right of Way;
6. Hand written note on Right of Way issues;
7. Inquiry memo to Chief Counsel;
8. Memo to Chief Counsel;
9. Memo from Chief Counsel to Office of Freight Transportation;
10. Memo from counsel;
11. Memo from counsel;
12. Memo from counsel;
13. Memo from counsel.3

[356]*356[¶ 7] In June of 1999, Springfield brought this action seeking disclosure of the withheld documents. See 1 M.R.S.A. § 409 (Supp.1999) (allowing parties who are denied access to records by an agency to appeal the denial to the Superior Court). By agreement of counsel, the Department submitted the withheld documents to the Superior Court for in camera inspection. After examining the documents and considering the briefs of the parties, the Superior Court held that documents 2, 5, and 6 were not public records because they were records relating to engineering costs of projects that were to be put out to bid, making them confidential pursuant to 23 M.R.S.A. § 63 (1992). See 1 M.R.S.A. § 402(3)(A) (Supp.1999). The court also held that documents 1, 3, and 7 through 13 were work product created in anticipation of litigation, the litigation being the Department’s opposition, in the STB abandonment proceedings, to Guil-ford’s motion to withdraw its proposed abandonment of the Lewiston Lower Road. See 1 M.R.S.A. § 402(3)(B) (Supp. 1999). Finally, the court found that documents 6, 7, and 8 were also subject to the attorney-client privilege. Springfield appealed to this Court.

I.

[¶ 8] We must construe the provisions of the Freedom of Access Act to determine if certain documents are “public records” as defined by the Act. Statutory construction being an issue of law, we review the trial court’s construction of the Act de novo. See Doe v. Department of Mental Health, 1997 ME 195, ¶ 8, 699 A.2d 422, 424. We construe statutes by applying the plain meaning of the statute in an attempt to give effect to the Legislature’s intent. See id. “In addition, because the Freedom of Access Act mandates that its provisions ‘shall be liberally construed,’” id. (quoting 1 M.R.S.A. § 401 (1989)), “ ‘we must interpret strictly any statutory exceptions to its requirements,’ ” id. (quoting Bangor Publ’g Co. v. City of Bangor, 544 A.2d 733, 736 (Me.1988)).

[¶ 9] The burden of proof falls on the agency to establish' “just and proper cause” for the denial of a Freedom of Access Act request. See 1 M.R.S.A. § 409 (1989) (stating that, on appeal to the Superior Court, the court must enter an order for disclosure if it determines “denial was not for just and proper cause”); Boyle v. Division of Community Servs., 592 A.2d 489, 490 (Me.1991) (implying in its analysis that the burden was on the agency).

A. The Documents Numbered 2, 5, and 6.

[¶ 10] The Freedom of Access Act protects from disclosure “[rjecords that have been designated confidential by statute.” See 1 M.R.S.A. § 402(3)(A) (Supp. 1999). The trial court concluded that 23 M.R.S.A. § 63 (1992) designated documents 2, 5, and 6 as confidential. Title 23, section 63 provides, in part:

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Bluebook (online)
2000 ME 126, 754 A.2d 353, 2000 Me. 126, 2000 Me. LEXIS 133, Counsel Stack Legal Research, https://law.counselstack.com/opinion/springfield-terminal-railway-co-v-department-of-transportation-me-2000.