Flagler Automotive, Inc. v. Exxon Mobil Corp.

582 F. Supp. 2d 367, 67 U.C.C. Rep. Serv. 2d (West) 1, 2008 U.S. Dist. LEXIS 83037, 2008 WL 4604085
CourtDistrict Court, E.D. New York
DecidedOctober 17, 2008
Docket06-CV-06599 (ENV)(RML)
StatusPublished
Cited by5 cases

This text of 582 F. Supp. 2d 367 (Flagler Automotive, Inc. v. Exxon Mobil Corp.) is published on Counsel Stack Legal Research, covering District Court, E.D. New York primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Flagler Automotive, Inc. v. Exxon Mobil Corp., 582 F. Supp. 2d 367, 67 U.C.C. Rep. Serv. 2d (West) 1, 2008 U.S. Dist. LEXIS 83037, 2008 WL 4604085 (E.D.N.Y. 2008).

Opinion

MEMORANDUM AND ORDER

VITALIANO, District Judge.

This is a commercial family dispute pitting a group of current and former service station operators against their supplier of gasoline. Defendant Exxon Mobil Corporation (“Exxon”) seeks summary judgment in what is also a putative class action. For the reasons set forth below, the motion is granted.

FACTUAL AND PROCEDURAL BACKGROUND

One of America’s most widely recognized brand names, Exxon, of course, is a supplier of gasoline products. 1 The named plaintiffs are ten former operators of Exxon service stations located in New York, Maryland, and Pennsylvania. Each plain *369 tiff purchased at wholesale gasoline from Exxon pursuant to written sales agreements that gave Exxon the right to set the price of the delivered gas unilaterally. 2 Plaintiffs claim that Exxon breached its contractual and statutory duties of good faith under these sales agreements when it included in its gasoline pricing the costs of an incentive-based rebate program that it provided to plaintiffs, effectively negating (according to plaintiffs) the benefits of those rebates. 3 Exxon argues that the sales agreements did not prohibit it from recovering its variable costs of doing business, including the cost of the rebates, in setting the price of gasoline delivered to dealers. On the ground that it did not breach any contractual or statutory duty as a matter of law, Exxon seeks summary judgment. 4

I. The Sales Agreements and Gasoline Purchases

For present purposes, each of the sales agreements (sometimes referred to as PMPA agreements) 5 between plaintiffs and Exxon are consistent in all relevant terms. Pursuant to those agreements, plaintiffs agreed to pay Exxon the “price in effect” for gasoline at the time of loading of the delivery vehicle, also known in the industry as the “DTW” (“dealer tank wagon”) or “DTT” (“dealer tank trunk”) price. 6 Plaintiffs would then set their own retail prices at which they sold the gas. The parties do not dispute that (1) the sales agreements gave Exxon the sole right to fix the DTW price, subject only to contractual and statutory obligations of good faith, and (2) the agreements were all fully integrated and contained non-modification clauses. 7 Generally, as a matter of practice, when Exxon delivered gasoline to a dealer, it would fax an invoice showing the DTT price it charged for each grade of gasoline delivered. The invoices did not provide the dealers with any information about what factors went into or the method of Exxon’s calculation of the DTT price.

*370 II. The Rebate Program

In the late 1980s and early 1990s, Exxon rolled out an incentive-based rebate program that it maintained in various forms until the early 2000s. The programs provided “cents per gallon” (“cpg”) rebates to dealers based either on volume (i.e., if the dealer’s sales of gasoline surpassed certain volume thresholds) or on hours (i.e., if the dealer kept the station open 24 hours a day). The purpose of both types of rebate programs was to give dealers incentive to boost the volume of gas they sold, whether by lowering retail prices, offering promotions, keeping stations open later, or improving the quality of a station’s services and image.

Exxon introduced and explained these rebate programs during meetings with and presentations to dealers. ■ It also initiated various other written and oral rebate-related communications. For instance, Exxon would send dealers new schedules each quarter showing how much gasoline they had to sell in order to earn specified cpg rebates. The cpg rebate amounts differed according to type of gas and threshold levels of volume of sales, which were based on historical averages in particular geographical markets. In explaining the rebates, Exxon territory managers and sales personnel also performed sample calculations for dealers under different volume scenarios and showed dealers how they could lower their retail prices to sell larger volumes of gas and still get the benefit of a larger “pool margin” (gross profit across all gasoline grades) because of the rebate payments. With similar focus on the station hours program, Exxon explained to dealers how rebates based on hours of operation would help offset the expenses of being open extended hours. As the dealers met volume threshold levels and/or complied with their commitments to keep stations open 24 hours daily, 8 they would receive the cpg rebates in the form of credits on their monthly rent invoices for what they had earned in the prior month. (For those dealers who were not lessees, dealers would receive credits directly on the motor fuel product invoices). 9 The parties agree, more importantly, that the rebate programs were never explicitly made part of the sales agreements and that Exxon retained the right to change or discontinue the rebate programs at any time. Plaintiffs also agree that they did receive rebates from Exxon every month that they qualified for them.

III. Inclusion of the Costs of the Rebate Programs in DTT Pricing

In setting DTT prices, Exxon used price zones based on the geographical area in which one or more dealers were located. Price zones were also grouped in urban markets (e.g., Philadelphia). Absent some adjustment for a particular dealer, the DTT within a price zone applied to all dealers operating in that territory. The process that Exxon used to calculate DTT prices in any given zone was, to be sure, highly complex and depended on a multiplicity of factors, including the prices charged by Exxon’s *371 competitors. Regardless the other price determinants, for purposes of this motion, Exxon does not dispute that, during the periods that the rebate programs were in effect, Exxon would generally include amounts in its DTT prices to recoup the average cpg rebates it paid in particular markets in the prior month. Given Exxon’s concession that a rebate program “add-on” was taken into account when Exxon set DTT prices, plaintiffs contend that dealers who earned rebates under these programs actually ended up being worse off than under the pre-rebate pricing scheme and, if not, then “netting” only zero or, at best, netting less than the rebates appeared to provide. 10

The record also demonstrates without contest that Exxon generally did not discuss the DTT add-on in its written or verbal communications to dealers about the rebate programs. Although plaintiffs have not submitted evidence of any direct misrepresentations by Exxon or of any explicit promise, they have submitted evidence of representations by Exxon which, they contend, amounted to promises by Exxon that it would not include the costs of the rebates in DTT pricing.

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582 F. Supp. 2d 367, 67 U.C.C. Rep. Serv. 2d (West) 1, 2008 U.S. Dist. LEXIS 83037, 2008 WL 4604085, Counsel Stack Legal Research, https://law.counselstack.com/opinion/flagler-automotive-inc-v-exxon-mobil-corp-nyed-2008.