Schleiff v. Baltimore & Ohio Railroad

130 A.2d 321, 36 Del. Ch. 342, 1955 Del. Ch. LEXIS 114
CourtCourt of Chancery of Delaware
DecidedOctober 19, 1955
StatusPublished
Cited by9 cases

This text of 130 A.2d 321 (Schleiff v. Baltimore & Ohio Railroad) is published on Counsel Stack Legal Research, covering Court of Chancery of Delaware primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Schleiff v. Baltimore & Ohio Railroad, 130 A.2d 321, 36 Del. Ch. 342, 1955 Del. Ch. LEXIS 114 (Del. Ct. App. 1955).

Opinion

Seitz, Chancellor:

This is a derivative action filed in July 1952 by a stockholder of a carrier, Baltimore and Ohio Railroad Company (hereafter “B & O”), seeking rescission of the sale of certain lands by B & O to a then potential shipper, General Motors Corporation (hereafter “GM”). The basic theory of the action is that the price paid for the land was legally inadequate and constituted an advance rebate on contemplated freight charges on freight which would move to and from the plant which GM would build on the land. Alternatively, the complaint seeks a money judgment for the amount of the anticipatory rebate. Defendant GM has moved for summary judgment and for judgment on the pleadings on the following grounds:

1. The exclusive remedy in this situation is vested in the United States under the Federal law.
2. The action is barred because B & O was a party to the alleged illegal transaction (pari delicto and unclean hands).
3. The complaint fails to state a claim on which relief can be granted because it alleges that B & O sold the land to> GM for .less than cost but it does not allege that the price for which the land was sold to GM was less than the fair value of the land.
4. If plaintiff’s claim is valid by analogy to a claim for rate undercharge, it is barred by the two year Statute of Limitations.

By deeds dated August 13, 1945, and June 29, 1948, GM acquired two tracts of land on Boxwood Road near the town of Newport, Delaware, from the subsidiaries or agents of B & O at a cost of $150,000. Plaintiff alleges that these tracts had been purchased by B & O for $284,991.28 (B & O’s answer sets the price at $281,895.21). The answers for both B & O and GM deny plaintiff’s allegation that the land was purchased by B & O at GM’s request for resale to GM. The transfer has long since been fully consummated and GM has erected an automobile assembly plant on the property thus acquired from B & O. This plant is located along the B & O tracks and inter[349]*349state rail shipments to and from the plant travel over the B & O lines. They commenced February 1, 1947.

I now consider GM’s first contention that the carrier1 has no remedy for the violation here alleged but that the sole remedy is in the United States. The pleadings first confined the plaintiff’s claim to the Elkins Act amendment to the Interstate Commerce Act, 49 U.S.C.A. §§ 41-43, but at oral argument it was agreed by plaintiff and GM that the matter should be disposed of as though plaintiff had amended his complaint to include the entire Interstate Commerce Act.

Under the Interstate Commerce Act of 1887, as then enacted, both rate undercharges and rebates, inter alia, were made unlawful. See 49 U.S.C.A. §2 (rebates) and §6 Para. (7) (rates). The Supreme Court of the United States early recognized the right and duty of the carrier to sue the shipper to collect any rate undercharge. The shipper had the same right with respect to an overcharge. These actions were recognized even though the Act did not explicitly provide for them. The reason for their recognition was to implement the public policy of the Act which was deemed to override purely private rights. Compare Gulf C. & S. F. R. Co. v. Hefley, 158 US. 98, 15 S.Ct. 802, 39 L.Ed. 910; and see McFadden v. Alabama Great Southern R. Co., 3 Cir. 241 P. 562. These actions could be brought in the state courts. See Artic Roofings v. Travers, 3 Terry 293, 32 A.2d 559.

A rebate of the type here alleged2 is in effect a form of rate undercharge. See Matter of Leases and Grants of Property by Carriers to Shippers, 73 I.C.C. Reports, p. 671. As to this point, see also Cleveland, C. C. & L. Ry. Co. v. Hirsch, 6 Cir. 204 P. 849. Since a carrier could sue a shipper for an undercharge, and since a rebate has the consequence of a rate undercharge, it would seem to follow by parity of reasoning that a carrier could sue a shipper to recover a rebate. GM contends that unlike a rate under or overcharge case, a carrier cannot sue a shipper to recover a rebate.

[350]*350GM insists that the right given the United States under the Elkins Act, 49 U.S.C.A. § 41, to sue the shipper for three times the amount of a rebate is the exclusive civil remedy for such unlawful action and that the carrier has no right to sue the shipper. The right to sue was not given the United States until the enactment of the Elkins Act amendment of 1906. Yet, a rebate like an undercharge was made unlawful in 1887 under the original Interstate Commerce Act, 49 U.S.C.A. § 2. If before 1906 a carrier could not have sued the shipper for return of a rebate then there was no civil remedy to recover a rebate during that period. This would be a strange situation in the light of the decisional law even prior to 1906 holding that a carrier could sue a shipper for an undercharge, and this without an explicit statutory provision therefor. If the full public policy of the original Act was to be implemented, it was equally important to recognize the existence of a right of action in the carrier to recover a rebate. Otherwise, a shipper receiving a rebate would have in effect paid less than the published rates without civil law consequence. I conclude that such an action existed in the carrier prior to the Elkins Act. Indeed, the Elkins Act explicitly preserves actions existing under the original Act.

Even under the Elkins Act there is a rebate if the shipper obtains an “advantage” tested by actual results, not intention. Union Pac. R. Co. v. United States, 313 U.S. 450, 61 S.Ct. 1064, 85 L.Ed. 1453. But before the Government can recover from the shipper, by way of penalty, three times the value of the rebate under § 41(3) of the Elkins Act, it must prove that the shipper “knowingly” accepted the rebate. Thus an action by a carrier to recover a rebate from a shipper would not be based on the penal theory underlying an action by the Government, and would not require a showing of “knowing” acceptance by the shipper. Rather it woqld be based on the public policy of the Act requiring the carrier to recover a rebate so that it will have collected its full published rates.

The Elkins Act provision for action by the Government does not prevent the filing of the present action.

It may also be noted that the Sixth Circuit Court of Appeals in Cleveland, C. C. & L. Ry. Co. v. Hirsch, above — a case relied upon [351]*351by GM — recognized a right in the carrier to relief against a shipper to the extent necessary to implement the public policy of the original Act and the Elkins Act. This case would therefore seem to be authority for the proposition that a carrier can sue a shipper not only under the original Interstate Commerce Act but also under the Elkins Act in a rebate case. As will be noted later herein, I feel compelled to disagree with the Hirsch case insofar as it deems the pari delicto doctrine applicable.

I therefore conclude that the carrier is entitled to relief both under the original Interstate Commerce Act and under the later Elkins Act. It is not suggested that a state court is otherwise without jurisdiction to entertain such an action.

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Schleiff v. BALTIMORE & OHIO RAILROAD COMPANY
130 A.2d 321 (Court of Chancery of Delaware, 1957)

Cite This Page — Counsel Stack

Bluebook (online)
130 A.2d 321, 36 Del. Ch. 342, 1955 Del. Ch. LEXIS 114, Counsel Stack Legal Research, https://law.counselstack.com/opinion/schleiff-v-baltimore-ohio-railroad-delch-1955.