Consolidated Freightways, Inc. v. Flagg

177 P.2d 422, 176 P.2d 239, 180 Or. 442
CourtOregon Supreme Court
DecidedNovember 21, 1946
StatusPublished
Cited by5 cases

This text of 177 P.2d 422 (Consolidated Freightways, Inc. v. Flagg) is published on Counsel Stack Legal Research, covering Oregon Supreme Court primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Consolidated Freightways, Inc. v. Flagg, 177 P.2d 422, 176 P.2d 239, 180 Or. 442 (Or. 1946).

Opinions

AFFIRMED. REHEARING DENIED. This is an appeal by the plaintiff from a decree of the circuit court which holds that moneys paid to the plaintiff for transportation services rendered by it to the United States Army in the fall of 1943 were a part of its "gross earnings", as that term is defined in § 115-517, O.C.L.A., and that they were subject to the tax imposed by other provisions of § 115-517.

This proceeding was instituted under §§ 6-601 to 6-616, O.C.L.A. (Uniform Declaratory Judgments Act) for the purpose of securing a judicial declaration as to whether or not the sums above mentioned were a part of the plaintiff's gross earnings and were taxable as such. The defendant is the Public Utilities Commissioner, who is the official charged with the collection of the tax.

The first assignment of error says:

"The Court erred in finding as a fact `that the waiting time is a part of the pick-up and delivery service * * *' because such finding is contrary to the evidence and effects a result not intended by the Legislature."

*Page 444

The second assignment of error is:

"The Court erred in construing the facts and the statute in a manner which brings about the taxation of revenues not clearly and specifically mentioned by the Legislature and in failing to construe the facts and the statute strictly according to the clear import of the language used."

The appellant is a motor freight common carrier within the purview of our Motor Transportation Act, §§ 115-501 to 115-537, O.C.L.A. Section 115-517 says:

"In addition to the license fees or taxes otherwise imposed by law upon common carriers and contract carriers there shall be assessed against and collected from every such carrier a tax of one (1) mill per combined weight ton mile on the public highways, * * * for the use of said highways, to apply on the cost of the administration of this act, and for the maintenance, repair and reconstruction of public highways. * * * provided further, that contract and common carriers may, at their option, in lieu of the tax or charge provided for in section 115-517, be assessed and pay on all operations of such carrier over the public highways of the state, monthly, on or before the twentieth day of the month following the month for which the tax is incurred, to the commissioner, a privilege tax for the use of the public highways in a sum or amount equal to 6 per cent of the gross earnings from the operation of such motor carrier and each thereof within this state, * * *. The term `gross earnings' shall include all sums earned for the transportation of persons and/or property over the public highways of the state and also such sums earned for loading and unloading in connection therewith, and including also pick-up and delivery charges."

The appellant chose to have its tax computed under the optional method, that is, upon its gross earnings. *Page 445

In September, October and November of 1943 the United States Army, while conducting war training maneuvers in Central Oregon, engaged the services of the appellant to transport daily 100 tons of supplies from Terminal No. 4, in Portland, through Bend to some flexible points in Central Oregon which were deemed truck heads. The appellant's part was to furnish the necessary trucks and drivers. For its services it charged a flat rate per hour under tariff provisions compiled by it which we shall shortly quote. The charge began when the truck reached Terminal No. 4 and continued until it returned from Central Oregon to that terminal, except for periods when the vehicle was disabled or the driver was off duty. In reporting to the commissioner the amount of its gross earnings, the appellant did not include the amount paid for periods in which the trucks stood idle in Portland awaiting loading, nor while they remained in Bend and other Central Oregon places awaiting orders to proceed to truck heads. The appellant's charges were made under its freight tariff, which reads, in part:

"The hourly rates named in item 35 include the transportation, waiting time, loading, unloading, stopping in transit, and all other accessorial services in connection with the loaded movement."

Item 35 reads as follows:

"Hourly Rates — Rates and charges for the transportation of commodities as described in Item 10 shall be as follows * * *."

The circuit court held that the sums paid to the appellant for the waiting periods constituted a part of its gross earnings, as that term is employed in the parts of § 115-517 which we quoted. The sole issue presented by this appeal is whether or not the court erred in so construing and applying the statute. *Page 446

The evidence is free from dispute. Mr. J.A. Babic, the appellant's operation manager, explained in the testimony which we shall now quote how it happened that the trucks were kept waiting in Portland for extended periods of time:

"The army called for trucks as they required them. They loaded the vehicles under our supervision. The job was so large that it was impossible to load all the vehicles going to the same point at the same time, so they required us to have as many trucks as they felt were needed to go to any one point at the same time, even though they couldn't load them for 5 or 6 or 7 or 8 hours. The first week of the operation they required us to convoy movement from Portland, Oregon, to Bend, Oregon. They required us to assemble each of the groups of vehicles in Portland and proceed in convoy to Bend. It was later discontinued because it wasn't practical. At Bend, Oregon, the vehicles arrived at a central check station, Central dispatch station, and were assembled at that point and were convoyed to the various group units or truck head units as they were called by army personnel.

* * * * *

"Q. What was the average waiting time of the truck at Warehouse 4, or army terminal 4?

"A. It was approximately 4 to 6 hours.

"Q. What was the occasion of that length of time?

"A. The waiting was occasioned by the insistence of the army to have vehicles available for loading, even though they couldn't load the vehicles when they were there. They wanted to have the trucks in the yard and they wanted to see them there so that they would be certain they had the trucks, and also to organize the loading so that the subsistence items for one camp would be loaded within a space of 4, 5, 6 or 7 hours, so as to keep the vehicles more or less loaded together.

*Page 447

"Q. Now, this time of 4 to 6 hours, how much of that time was consumed by loading?

"A. Well, the 4 to 6 hours approximately one and half to two hours was consumed in loading."

Mr. Babic explained that the waiting time at Bend "was incurred because vehicles would move to a designated truck head, which truck head very often was not known but an hour or two before departure of the trucks from Bend, and very often the trucks arrived at the truck head before the troops got there who were to unload the vehicles."

Mr. W.S. Myrin, who, in 1943, was superintendent of the Eastern and Central Oregon division of the plaintiff, explained in the following testimony why the trucks stood idle in Bend at times for extended periods:

"Q. I want to know how long a time those trucks stood idle at Bend before you were able to dispatch them to the truck heads.

"A.

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Consolidated Freightways, Inc. v. Flagg
177 P.2d 422 (Oregon Supreme Court, 1946)

Cite This Page — Counsel Stack

Bluebook (online)
177 P.2d 422, 176 P.2d 239, 180 Or. 442, Counsel Stack Legal Research, https://law.counselstack.com/opinion/consolidated-freightways-inc-v-flagg-or-1946.