Pacific Great Lakes Corp. v. Bessemer & Lake Erie Railroad

720 N.E.2d 551, 130 Ohio App. 3d 477
CourtOhio Court of Appeals
DecidedNovember 9, 1998
DocketNo. 70394.
StatusPublished
Cited by10 cases

This text of 720 N.E.2d 551 (Pacific Great Lakes Corp. v. Bessemer & Lake Erie Railroad) is published on Counsel Stack Legal Research, covering Ohio Court of Appeals primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Pacific Great Lakes Corp. v. Bessemer & Lake Erie Railroad, 720 N.E.2d 551, 130 Ohio App. 3d 477 (Ohio Ct. App. 1998).

Opinion

Karpinski, Judge.

This appeal and cross-appeal are the most recent, but apparently not the last, in a series of antitrust actions involving the iron ore transportation industry in the lower Great Lakes region. 1 The case stems from claims that several *483 railroads, all of which were members of an approved Interstate Commerce Commission (“ICC”) rate bureau, conspired to prevent alternative transportation of iron ore to inland steel mills.

Introduction

Bessemer & Lake Erie Railroad (“Bessemer”) and several other railroads operating in northern Ohio were members of the Coal, Coke and Iron Ore Committee (“CCIOC”), an ICC-approved railroad rate bureau, in the once heavily-regulated railroad industry. Eastern Railroads — Agreements, 277 I.C.C. 279 (1950). Cleveland Stevedore, n.k.a. Pacific Great Lakes Corp. (“Cleveland Stevedore”), provided cargo handling services for ships and was lessee of Dock 20 in Cleveland and a contract operator of the Huron Ore Dock under agreements with two other railroads. Bessemer operated a rail line from a dock, owned by a separate subsidiary of U.S. Steel, in Conneaut, Ohio, to Bessemer, Pennsylvania, north of Pittsburgh.

Cleveland Stevedore alleged that Bessemer and other members of the CCIOC entered into a separate agreement outside the scope of the permitted rate-bureau scheme, to preclude its entry or expansion into the business of handling iron ore at Lake Erie docks by using the innovative technology of self-unloading vessels. It argued that the railroads sought to monopolize the transportation of iron ore and concertedly refused to deal with it in violation of the Ohio Valentine Act, R.C. 1331.01 et seq. It alleged various exclusionary practices by the railroads, including (1) refusing to sell or grant an unrestricted lease on Dock 20 or the Huron Ore Dock, (2) refusing to remove a lease restriction against using Dock 20 for handling iron ore, (3) refusing to accept self-unloading vessels at docks owned by the railroads, and (4) terminating its agreement to operate the Huron Ore Dock.

Following a lengthy trial, the jury returned a verdict finding that Bessemer was not “a material cause of injury in fact to the business or property of’ Cleveland Stevedore and awarded no damages. Cleveland Stevedore appeals from the judgment on the jury verdict and denial of its motion for new trial on its antitrust claims under the Valentine Act. 2 Bessemer cross-appeals from various *484 adverse rulings. 3 Because we find no reversible error, we affirm the trial court’s judgment on the jury verdict and decline to address the arguments raised by Bessemer. See Pang v. Minch (1990), 53 Ohio St.3d 186, 199-200, 559 N.E.2d 1313, 1325-1326.

Background

Antitrust litigation involving the iron ore transportation industry began nine years before this action was filed. Bessemer and several other railroads pleaded nolo contendere to a federal criminal charge of unlawful restraint of trade under Section 1 of the Sherman Act, Section 1, Title 15, U.S. Code. The case did not include either charges of monopolization or charges under Ohio’s counterpart, the Valentine Act. Affirming Bessemer’s conviction and fine, the federal Court of Appeals for the District of Columbia rejected Bessemer’s railroad-regulated industry defenses, one of which was that their conduct was immune. United States v. Bessemer & Lake Erie R.R. Co. (C.A.D.C.1983), 717 F.2d 593. The conspiracy to prevent alternative transportation from developing began “as early as 1956” and comprised nine specific acts. In its opinion the D.C. Circuit Court summarized the conspiracy as follows:

“The anticompetitive activity prosecuted here arises not from the formation of the rate bureau, but from the response of the members of the rate bureau to a technological innovation in carrying iron ore across the Great Lakes. At the time the rate bureau was formed, ships known as ‘bulkers’ transported virtually all iron ore to Lake Erie docks in an unprocessed, mud-like form. The bulkers were unloaded by heavy cranes, the most common of which were called ‘huletts.’ A hulett unloads ore from the hold of a ship using a clamshell-like claw that dips into the ship, grabs a load of iron ore, and carries it to the dock. The ore may either be loaded directly into waiting rail cars or moved to storage.
“The railroads owned the unloading facilities and docks used to service the huletts. In addition to publishing charges for transporting the ore, the railroads published a series of charges for unloading the ore from the freighters. The structure of these rates reflected an expectation that huletts would be used to unload the bulkers.
“In the early 1950’s a new technology developed for ‘pelletizing’ the ore into high-grade pellets the size of marbles. This new technology made it possible to *485 ship the ore in vessels called ‘self-unloaders,’ which can discharge their cargo through use of a conveyor belt system that is built into the vessel. Since the self-unloaders can lift the ore to deck level and drop it onto the dock, they eliminated the need for huletts or similar dock unloading equipment.
“The new pelletization technology threatened to render obsolete the substantial investment the railroads had made in huletts and other unloading facilities. In addition, the new technology created the prospect that private docks not equipped with huletts — which had been unable to compete for the business of unloading bulkers^could now compete for the business of self-unloaders.” Id. at 596.

The claims relating to private docks include both competition from existing private nonrailroad docks and potential competition from docks by new entrants.

Following the criminal judgments, a series of private civil antitrust actions were filed against railroad members of the CCIOC seeking to recover multiple damages under Sections 1 and 2 of the Sherman Act, the Clayton Act, and the Valentine Act. Section 1, 2, and 15, Title 15, U.S.Code; R.C. 1331.01 et seq. To recover in such private antitrust actions, the claimant must prove, in addition to proving an underlying violation of antitrust law, injury to its “business or property,” and damages.resulting from the anticompetitive consequences of the antitrust violation. The cases raising these antitrust claims against the CCIOC member railroads arising from the transportation of iron ore have reached differing results.

The first actions involved two parties specifically named as victims of the conspiracy in the federal criminal indictments and sought to recover damages from the beginning of the alleged conspiracy in “the mid 1950s.” Pinney Dock actually owned and operated a private nonrailroad dock, and Litton Industries was a shipbuilder during the period. In an interlocutory appeal the Sixth Circuit recognized, contrary to United States v. Bessemer, supra,

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Bluebook (online)
720 N.E.2d 551, 130 Ohio App. 3d 477, Counsel Stack Legal Research, https://law.counselstack.com/opinion/pacific-great-lakes-corp-v-bessemer-lake-erie-railroad-ohioctapp-1998.