Lifschultz Fast Freight, Inc. v. Consolidated Freightways Corp. of Delaware

805 F. Supp. 1277, 1992 WL 312689
CourtDistrict Court, D. South Carolina
DecidedNovember 19, 1992
DocketCiv. A. 6:87-477-20
StatusPublished
Cited by19 cases

This text of 805 F. Supp. 1277 (Lifschultz Fast Freight, Inc. v. Consolidated Freightways Corp. of Delaware) is published on Counsel Stack Legal Research, covering District Court, D. South Carolina primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Lifschultz Fast Freight, Inc. v. Consolidated Freightways Corp. of Delaware, 805 F. Supp. 1277, 1992 WL 312689 (D.S.C. 1992).

Opinion

MEMORANDUM OPINION

HERLONG, District Judge.

This matter is before the court on the motions filed by the defendants, Consolidated Freightways Corporation of Delaware (“Consolidated”), Yellow Freight Systems, Inc. (“Yellow”), and Roadway Express, Inc. (“Roadway”), for summary judgment. The defendants have also moved to exclude certain testimony. For the reasons stated herein, the court grants the defendants’ motions to exclude testimony and for summary judgment.

I. FACTS AND HISTORY

This case arises out of a dispute involving corporations which are, or were at one time, competitors in the trucking industry. The defendants are all motor common carriers. 1 Prior to 1980, the plaintiff, Lifs-chultz Fast Freight, Inc. (“Lifschultz”), was a freight forwarder. 2 The main difference between a freight forwarder and a motor common carrier is that a freight forwarder relies on other common carriers to move the freight between cities either by rail, motor, or water. When Lifschultz was a freight forwarder, it generally used railroads to transport freight between cities. In 1980, Lifschultz became a motor common carrier and competed directly against the defendants.

Before 1980, the Interstate Commerce Commission (“ICC”), under the Motor Carrier Act of 1935, strictly regulated motor common carriers and freight forwarders. In this period, the ICC controlled rates that could be charged and restricted price competition. Information on the costs of operation was collected and reviewed by rate bureaus. Rate bureaus are groups of carriers operating in particular regions which *1281 are sanctioned by the ICC to develop rate tariffs based upon information on operating costs submitted by its members. 3 Based on these tariffs, the ICC set the rates that could be charged. The rate bureaus for freight forwarders were not the same as the rate bureaus for motor common carriers. Rates for freight forwarders were set independently of the rates for motor common carriers. Lifschultz, however, asserts that rates for freight forwarders paralleled and were patterned after the rates for motor common carriers.

The Motor Carrier Act of 1980 deregulated the trucking industry. Since deregulation, there has been far greater price competition in the trucking industry. In fact, many carriers have been unable to compete and have exited the industry since deregulation. This was one of the objectives of the regulatory reform. Enhanced competition was intended to drive inefficient carriers or excess capacity out of the market. 4 Although the ICC no longer controls rates, it still has regulatory power over the trucking industry. Carriers must file tariffs with the ICC which indicate what rates they are charging. The ICC has maintained the power to investigate complaints about a carrier and to determine the reasonableness or lawfulness of a rate that a motor common carrier proposes to charge. See, e.g., 49 U.S.C. §§ 10321, 10708, 11701, and 11702 (1992).

The portion of the trucking market in question in this case is the carrying of “less than truckloads” (“LTL”) of freight. LTL shipments are between 100 and 10,000 pounds. LTL freight must be consolidated with other shipments of LTL freight to fill a truck. The LTL market is defined by shipping routes, called lanes, between cities. A competitor in the LTL market must have a terminal in each city at the ends of the lanes it services. An LTL carrier must also have facilities to pick up the freight and to deliver it to the ultimate receiver of the shipment in the cities at each end of the lanes.

In March of 1987, Lifschultz filed this action claiming that the defendants had violated the Sherman Anti-trust Act, 15 U.S.C. §§ 1 and 1px solid var(--green-border)">2, by conspiring to eliminate competition in the trucking industry. On September 29, 1988, Lifschultz filed its Second Amended Complaint in which it added four claims under the Racketeer Influenced and Corrupt Organizations Act (“RICO”), 18 U.S.C. § 1961 et seq., and a claim under the South Carolina Unfair Trade Practices Act (“SCUTPA”), S.C.Code Ann. § 39-5-10 et seq. (Law.Co-op.1976).

Lifschultz’s claims are based upon an alleged conspiracy among the defendants and involving the International Brotherhood of Teamsters (“Teamsters”), more commonly known as the Teamsters Union, and upon actions allegedly taken by the defendants in furtherance of this conspiracy. Lifschultz alleges that in the mid 1960s, the Teamster’s president, Jimmy Hoffa, decided that concentration of the LTL market in a small number of trucking companies would be in the best interest of the Teamsters. Lifschultz alleges that based upon this determination, in approximately 1965, the Teamsters entered into a conspiracy with the defendants to eliminate competitors from the LTL market. The conspiracy is alleged to have been executed by different tactics at different time periods. In the period prior to deregulation, Lifschultz asserts that the defendants conspired to create a price squeeze to reduce or eliminate the profits of their competitors. The defendants allegedly provided false or misleading information to the rate bureaus. The rate bureaus developed tar *1282 iffs based upon this information and sent this information to the ICC, which set the rates for the trucking industry. Lifschultz alleges that, although the rates were set above operating costs, they allowed very little profit and were below what the rates should have been without the false or misleading information. The Teamsters then allegedly agreed to give the defendants lower labor costs, to stage strikes against the defendants’ competitors, and not to strike against the defendants. This would raise the costs of operations of the defendants’ competitors. According to Lifs-chultz’s allegations, this rise in costs combined with small profit levels because of the rates being set artificially low was intended to have, and did have, the effect of reducing or eliminating the profits of the defendants’ competitors.

After deregulation in 1980, Lifschultz alleges that the means by which the conspiracy was conducted changed. In this time period, the defendants allegedly worked together to provide false information to the rate bureaus and the ICC which would ■ allow the defendants to charge below cost rates to certain customers and in certain areas of the country.

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Bluebook (online)
805 F. Supp. 1277, 1992 WL 312689, Counsel Stack Legal Research, https://law.counselstack.com/opinion/lifschultz-fast-freight-inc-v-consolidated-freightways-corp-of-delaware-scd-1992.