Tapio Investment Co. I v. State Ex Rel. Department of Transportation

384 P.3d 600, 196 Wash. App. 528
CourtCourt of Appeals of Washington
DecidedOctober 27, 2016
Docket33684-1-III
StatusPublished
Cited by6 cases

This text of 384 P.3d 600 (Tapio Investment Co. I v. State Ex Rel. Department of Transportation) is published on Counsel Stack Legal Research, covering Court of Appeals of Washington primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Tapio Investment Co. I v. State Ex Rel. Department of Transportation, 384 P.3d 600, 196 Wash. App. 528 (Wash. Ct. App. 2016).

Opinion

*531 Siddoway, J.

¶1 Tapio Investment Company I and its affiliates 1 (collectively Tapio) filed an inverse condemnation lawsuit against the State of Washington Department of Transportation (Department) for an alleged taking of Tapio’s office park during construction of a major freeway project in Spokane. The approved route for the freeway includes a portion of the office park, which is situated partially within a planned interchange. Construction of the interchange will be one of the last steps in the decades-long construction process. The Department will not need Tapio’s property for many years.

¶2 The case proceeded to a jury trial on Tapio’s theory that while the Department had not physically or legally interfered with use of its property, department publicity about the freeway project and its acquisition of nearby properties hampered Tapio’s leasing activity and diminished the market value of the office park to an extent that had, by 2006, already effected a constitutional taking. At the close of Tapio’s case, the trial court granted the Department’s CR 50 motion, ruling that Tapio’s evidence was insufficient as a matter of law to support a claim for relief.

¶3 On appeal, Tapio abandons any request that we recognize a new type of inverse condemnation claim for taking by oppressive preacquisition conduct—one theory that it advanced in the trial court. It contends, instead, that its evidence was sufficient to support its claim of inverse condemnation under existing law. Because there has been no physical invasion of Tapio’s land and no regulation restricting Tapio’s use of its property, and the harm it complains of does not otherwise amount to a constitutional taking, we affirm.

FACTS AND PROCEDURAL BACKGROUND

¶4 What is commonly referred to in Spokane as the future “North-South Freeway” is a partially completed, *532 10.5-mile-long, high-speed limited access freeway that will link U.S. Highways 2 and 395 with Interstate 90 in the city of Spokane. The approved route traverses a great deal of developed property, requiring that approximately 940 parcels of land be acquired. Among them is Tapio Center, which is situated partially within a planned interchange at Interstate 90.

¶5 Tapio Center is a three-acre office park located near the Thor-Freya interchange on Interstate 90. Nine office buildings and one restaurant are positioned on the perimeter of the site in what one owner has described as a “circle the wagons” format, with a park-like setting in the protected interior. Report of Proceedings (RP) at 1012. Common parking is included in the landscaped center, to which there are presently eight entrances. The north portion of Tapio Center includes five buildings managed by their majority owner, the Cloninger family. The five buildings in the south portion are primarily owned by Dixon/Stejer family interests and are managed by John Stejer.

¶6 The freeway project’s right-of-way plans call for complete removal of three buildings in the south portion of Tapio Center. Two others will be “clipped.” RP at 562. Southern access to the office park will be eliminated and access and parking to the northern portion will be affected.

¶7 Construction of the freeway project is proceeding from U.S. Highway 395 on the north toward Interstate 90 on the south. Since Tapio Center is among the southernmost properties touched by the approved route, the Department will not need to acquire, physically affect, or regulate use of Tapio’s property for many years.

¶8 The Department’s initial budget request to fund the purchase of all properties needed for the freeway project was denied by the legislature. Instead, the legislature began providing partial acquisition funding of approximately $16 million each biennium. Funding for a particular biennium is not appropriated or tied to particular locations *533 and may be used by the Department to acquire properties anywhere along the project right-of-way.

¶9 The Department’s communication about the freeway project with affected persons has been extensive. Following initial environmental approval of the freeway project in the late 1990s, the Department had, by the time of the trial below, held over 100 public meetings to impart information and gather public input. It had communicated with every identifiable affected property owner, and continued to communicate with them as construction progressed toward their area.

¶10 Before commencing this inverse condemnation action in 2011, Tapio’s owners had complained for years that publicity about the freeway project was worrying their tenants, hampering leasing activity, and making it difficult to plan for improvements and long-term maintenance expenditures. Concerns first expressed in writing in 1999 were renewed in writing several times and in additional meetings and conversations with department representatives. The Cloninger family patriarch, Glen Cloninger, asked in 1999 that the Department make an early purchase of the properties in which his family was invested. In 2002, Mr. Stejer wrote to Timothy Golden, the Department’s real estate manager for the North-South Freeway, asking that the Department “go ahead and initiate the necessary proceedings” to acquire the needed Tapio property in order to prevent further economic damage. RP at 401; Ex. 17.

¶11 In written responses to Tapio’s correspondence, Department representatives explained that its public communication about the project was required by federal and state environmental regulations; that construction would not affect Tapio’s property anytime soon and it did not expect to acquire Tapio’s property for years; that when property was condemned, it would be valued as if there was never any freeway project; and that the Department’s recommendation was that all property owners “maintain or enhance their properties as they see fit” because the Department *534 “will consider all improvements and maintenance made to the property during the appraisal prior to purchase.” RP at 819; Ex. 18.

¶12 By the end of 2003, the Department had acquired several properties in the area of Interstate 90, even though construction was still several miles north in the Wan-dermere area. The acquisitions included a vacant tavern and a day care that were purchased due to owner medical and hardship reasons, as well as two church buildings. The Department occasionally purchased residences in response to requests from homeowners that it purchase their homes, and East Central Neighborhood community leaders eventually lobbied for a verbal commitment from the Department to acquire residences when funding became available so families could relocate.

¶13 The Department’s biennial acquisition budgets could have accommodated a purchase of Tapio Center had the Department thought that was the best use of the funds available. As Mr. Golden would testify at trial, the Department’s business practice is to look at all residential and commercial purchase requests and identify the best use of the available budget to maximize the number of parcels purchased.

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Cite This Page — Counsel Stack

Bluebook (online)
384 P.3d 600, 196 Wash. App. 528, Counsel Stack Legal Research, https://law.counselstack.com/opinion/tapio-investment-co-i-v-state-ex-rel-department-of-transportation-washctapp-2016.