De'Mebici v. Salson Express Co. (In Re Lifschultz Fast Freight Corp.)

181 B.R. 346, 1995 Bankr. LEXIS 577, 27 Bankr. Ct. Dec. (CRR) 175, 1995 WL 256241
CourtUnited States Bankruptcy Court, N.D. Illinois
DecidedMay 2, 1995
Docket19-05227
StatusPublished
Cited by4 cases

This text of 181 B.R. 346 (De'Mebici v. Salson Express Co. (In Re Lifschultz Fast Freight Corp.)) is published on Counsel Stack Legal Research, covering United States Bankruptcy Court, N.D. Illinois primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
De'Mebici v. Salson Express Co. (In Re Lifschultz Fast Freight Corp.), 181 B.R. 346, 1995 Bankr. LEXIS 577, 27 Bankr. Ct. Dec. (CRR) 175, 1995 WL 256241 (Ill. 1995).

Opinion

*348 MEMORANDUM OPINION

RONALD BARLIANT, Bankruptcy Judge.

I. INTRODUCTION

The Trustee seeks to equitably subordinate Salson Express Co., Inc.’s (“Salson”) $300,000 secured claim and to transfer Sal-son’s lien to the estate. The Trustee alleges that: 1) Salson is an insider of the Debtor and was used by principals of one or both corporations as a conduit to infuse capital into the Debtor disguised as secured loans by Salson; 2) the Debtor was insufficiently capitalized from its inception; 3) this conduct transferred all risk of loss from the equity holders to the unsecured creditors; and 4) Salson and its principals engaged in other inequitable conduct. The Court finds that the Debtor was not undercapitalized and that Salson and the equity holders did not engage in inequitable conduct. Therefore, the Trustee’s request to equitably subordinate Salson’s claim is denied.

II. JURISDICTION

This Court has jurisdiction pursuant to 28 U.S.C. § 1334. This matter is a core proceeding under 28 U.S.C. § 157(b)(2)(B).

III. FACTS

1. Events Leading Up To the New Lifs-chultz (Debtor).

Until 1985, Lifschultz Fast Freight, Inc. (“LFFI”) operated as a freight forwarder, consolidating freight and arranging for third party motor freight carriers to transport it. In 1985, David Lifschultz, president of LFFI, obtained authority from the ICC to operate as a motor freight carrier. A motor freight carrier transports freight consolidated by a freight forwarder. A carrier usually owns most of the over-the-road equipment it uses and directly employs the operators and loaders. Despite authorization to act as a carrier, however, LFFI continued to operate as a forwarder, arranging for third party motor freight carriers to transport cartage from one location to another.

Between 1985 and 1989, LFFI suffered significant financial losses 1 due in part to the expense of prosecuting an antitrust litigation and its refusal to discount rates. 2 In December 1989, LFFI decided to cut expenses and sell its operating transport business. At that time, LFFI’s assets consisted of approximately $1.5 million in cash, the operating portion of the transportation business, real estate, 3 and an antitrust suit. The operating portion of the business was valued by David Lifschultz at approximately $2,000,000. LFFI was financed in part through a factoring agreement with Ambassador Factors (“Ambassador”) and had paid virtually all its trade debt as it became due.

2. The Agreement Between LFFI and the Debtor.

David Lifschultz and LFFI decided to sell the operating portion of the firm as a going concern, rather than liquidate its component parts, in part to save the jobs of the employees. In early March 1990, Theodore Cohen and Anthony Berritto incorporated Lifschultz Fast Freight Corp., the Debtor, with an initial investment of $1,000. On March 12, 1990, the Debtor and LFFI entered into an agreement that provided for the Debtor’s acquisition of the entire cartage operation of LFFI, including LFFI’s non-New York based customer list, bargain real estate leases, and season tickets to sporting events. The only liability the Debtor assumed was approximately $232,000 of unpaid employee vacation. Excluded in the purchase were cash on hand/deposit, accounts receivable as of the closing date, certain real estate and LFFI’s other liabilities. In return, LFFI received 20% of the stock in the Debtor. *349 The directors and officers of Debtor were Theodore Cohen, Anthony Berritto, Sebastian DeMarco, Michael DeMarco, and Sidney Lifschultz. Stock in the Debtor was owned in the following portions: Salvatore Berritto 25%; Sebastian DeMarco 25%; Anthony Berritto 10%; Michael DeMarco 10%; Theodore Cohen 10%; and LFFI 20%.

The customer list purchased by the Debtor has been valued differently by both parties. The Trustee argues that the value of the customer list should be zero based on expert testimony from the accountant (“Trustee’s Expert”) who assessed the financial condition of LFFI (“February 5, 1991 Report”) as it was just prior to LFFI’s decision to sell. The Trustee’s Expert was unable to obtain a business plan and, because the Debtor had no net earnings, she could not apply a multiple to the net earnings to assess the value of the customer list. Further, the Trustee’s Expert determined that because LFFI was unable to make a profit with a business based on this list of customers, the customer list’s value would be no better in the hands of the Debtor.

Salson’s expert witness testified that customer lists are usually valued at a percentage of gross revenue or gross profit, not net earnings. Those percentages generally range between 5% to 10% of a company’s sales. Based on this multiple, David Lifs-ehultz testified that the customer list had a value of approximately $1.35 4 million. Another witness 5 involved in unsuccessful sale negotiations between LFFI and another company testified that the customer list had a value between $900,000 and $1.5 million. He believed that his company would have had to pay at least $1.0 million for the list, which was attractive because LFFI’s department and retail store customers, who required freight hauled from one city to another by the morning of the second business day, paid high rates without discounts.

3. The Debtor’s Operations.

The Debtor was licensed as a motor freight carrier but, according to Theodore Cohen, operated 90% to 95% as a freight forwarder. Originally, the Debtor leased LFFI’s ICC authority to operate as a freight carrier and filed an application for authority with the ICC. A freight carrier can transact business as a freight carrier or freight forwarder, but a freight forwarder can only operate as a forwarder unless it has additional ICC authority to act as a motor freight carrier.

The Debtor owned between one to ten trucks, tractors and trailers from March 12, 1990 until the filing of the bankruptcy petition on November 20, 1990 (“Petition Date”). The vehicles were non-operational and were used primarily for storage. All of the Debt- or’s rolling stock was rented. Both David Lifschultz and Theodore Cohen testified that the capital investment required for a freight carrier is significantly greater than that of a forwarder. 6

The Debtor intended to make LFFI’s operation profitable by filling trucks leaving from the West Coast to their maximum capacity, even if that meant picking up freight from San Francisco and Los Angeles and delivering it to as many destinations on the East Coast as were required.

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181 B.R. 346, 1995 Bankr. LEXIS 577, 27 Bankr. Ct. Dec. (CRR) 175, 1995 WL 256241, Counsel Stack Legal Research, https://law.counselstack.com/opinion/demebici-v-salson-express-co-in-re-lifschultz-fast-freight-corp-ilnb-1995.