Greyhound Corp. v. Mt. Hood Stages, Inc.

437 U.S. 322, 98 S. Ct. 2370, 57 L. Ed. 2d 239, 1978 U.S. LEXIS 48
Supreme Court of the United States·Decided June 1, 1978·No. 77-598·Published·Cited by 197 cases

Opinions

[324]*324Mr. Justice Blackmun

delivered the opinion of the Court.

This case presents the issue whether § 5 (i) of the Clayton Act, as amended, 88 Stat. 1706, 90 Stat. 1396, 15 U. S. C. § 16 (i) (1976 ed.),1 operates to toll the running of the Act’s statute of limitations2 from the date on which the United States filed a petition for leave to intervene in an Interstate Commerce Commission proceeding previously instituted by the plaintiff.

I

Petitioner Greyhound3 and respondent Mt. Hood Stages, Inc. (doing business as Pacific Trailways), are motor common [325]*325carriers of passengers and package express and are subject to regulation by the Interstate Commerce Commission (ICC). Greyhound is the largest common carrier by bus in the United States. Mt. Hood is one of Greyhound’s comparatively small competitors; it operates over routes in Oregon, Idaho, and Utah. Its principal routes are between Portland, Eugene, and Albany, Ore., in the west, and Salt Lake City, in the east, and between Klamath Falls, Ore., in the south, and Biggs and The Dalles, Ore., in the north. Greyhound’s route authority surrounds that of Mt. Hood.

During the period from 1947 to 1956, Greyhound acquired control of eight bus companies operating in the Western United States. See Mt. Hood Stages, Inc., 104 M. C. C. 449, 450, and n. 1 (1968). In the proceedings before the ICC, Mt. Hood opposed four of those acquisitions,4 alleging that, if the acquisitions were approved, Greyhound could route traffic around Mt. Hood’s operations and thereby deprive the public of the most convenient service and jeopardize Mt. Hood’s continued existence.5

Greyhound successfully contended, however, that the acquisitions were not intended to, and would not, have such consequences. Greyhound represented to the ICC that the acquisitions

“would not adversely affect connecting carriers; that arrangements with such carriers, including interchange of traffic and open gateways, would be maintained; that it was not the policy of Greyhound to route passengers over circuitous routes; that its agents were instructed to quote the direct route as well as the Greyhound route and give passengers their choice; and that Greyhound had always [326]*326carried MH’s schedules in its folders and cooperated in every way to acquaint the public with its service and thus promote additional traffic and business for their lines.” 6

Greyhound also represented to the Commission that it would continue the joint through-bus arrangement with Mt. Hood.7 As Greyhound had anticipated, the ICC relied on these representations in determining that the proposed acquisitions were in the public interest. Id., at 454-457, 461.

In July 1964, Greyhound terminated the through-bus arrangement with Mt. Hood. On October 7 of that year, Mt. Hood filed a petition with the Commission, pursuant to § 5 (10) (formerly § 5 (9)) of the Interstate Commerce Act,8 alleging that Greyhound had not lived up to various representations it had made to the ICC and asking the Commission to reopen the acquisition proceedings “for further hearing to consider the necessity of attaching certain terms, conditions and limitations to the privileges therein granted” or, in the alternative, to order Greyhound to divest itself of operations acquired in those proceedings. App. 4. The allegations in Mt. Hood’s petition to the Commission were essentially the same as those Mt. Hood made later in this antitrust suit, that [327]*327is, that Greyhound had canceled the through-bus connection, had scheduled connecting service so as to preclude reasonable connections with Mt. Hood, had directed Greyhound’s agents and independent joint ticket agents to send traffic around Mt. Hood’s routes through use of longer all-Greyhound routes, and had interfered in various ways with the distribution of Mt. Hood’s schedules and the quotation of Mt. Hood’s rates and services, all with the intent of injuring Mt. Hood. Id., at 10-11.

Slightly more than two months later, on December 14, 1964, the United States petitioned for leave to intervene in the ICC proceeding. Id., at 36. In its petition, the United States stated it had an interest in the proceeding and it urged that the Commission hold a hearing on Mt. Hood’s allegations. The Government’s petition observed that Mt. Hood’s allegations “make a serious charge,” id., at 37, but added.: “We have no way of knowing whether those of Mt. Hood’s allegations which Greyhound denies are true or false; resolution of such controversies is a typical function of a hearing.”9 Id., at 37-38.

On May 27,1965, the United States and others were granted permission to intervene in the ICC proceeding. Id., at 43. Such permission, however, was on condition that it “shall not be construed to allow intervenors to introduce evidence which will unduly broaden the issues raised in this proceeding.” Ibid.

After an extensive evidentiary hearing, the examiner resolved all factual issues against Greyhound and recommended entry of an order requiring Greyhound to abide by the representations it had made in the acquisition proceedings. Mt. Hood [328]*328Stages, Inc., 104 M. C. C., at 464-496. On April 5, 1968, Division 3 of the ICC sustained the examiner’s findings but deferred entry of a supplemental order to allow voluntary negotiations between the parties. Id., at 462-463.

On July 5, 1968, Mt. Hood filed this action in the United States District Court for the District of Oregon for damages and injunctive relief, alleging violations of the antitrust laws and common-law and statutory unfair competition. App. 46. Mt. Hood’s complaint alleged, as to the antitrust violations, that, beginning before 1947 and continuing to the date of the complaint, Greyhound had restrained and monopolized commerce in the carriage by motorcoach of passengers and their luggage between points in the Western United States, including Oregon, Idaho, and Utah, by means essentially the same as those that were the subject of the ICC proceeding. Id., at 49-52.

In the Commission proceeding, meanwhile, the efforts of the parties to agree upon an order failed. The entire Commission therefore entered an order requiring Greyhound to restore the practices and traffic patterns existing when the acquisitions at issue were authorized and, specifically, to eliminate the anti-competitive practices of which Mt. Hood had complained. See Greyhound Lines, Inc. v. United States, 308 F. Supp. 1033, 1037 (ND Ill. 1970), A three-judge United States District Court denied Greyhound’s motion to set aside the Commission’s order and granted the counterclaim of the United States and the ICC by the issuance of its own order in similar terms, thus granting injunctive relief. Id., at 1040-1041.

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Greyhound Corp. v. Mt. Hood Stages, Inc., 437 U.S. 322, 98 S. Ct. 2370, 57 L. Ed. 2d 239, 1978 U.S. LEXIS 48 (1978).

437 U.S. 322 (Greyhound Corp. v. Mt. Hood Stages, Inc.) — published by Counsel Stack Legal Research, free access to 12M+ legal documents.

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