ZF Meritor LLC v. Eaton Corporation

696 F.3d 254, 2012 WL 4483899, 2012 U.S. App. LEXIS 20342
CourtCourt of Appeals for the Third Circuit
DecidedSeptember 28, 2012
Docket11-3301, 11-3426
StatusPublished
Cited by254 cases

This text of 696 F.3d 254 (ZF Meritor LLC v. Eaton Corporation) is published on Counsel Stack Legal Research, covering Court of Appeals for the Third Circuit primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
ZF Meritor LLC v. Eaton Corporation, 696 F.3d 254, 2012 WL 4483899, 2012 U.S. App. LEXIS 20342 (3d Cir. 2012).

Opinions

[263]*263OPINION OF THE COURT

FISHER, Circuit Judge.

This case arises from an antitrust action brought by ZF Meritor, LLC (“ZF Meritor”) and Meritor Transmission Corporation (“Meritor”) (collectively, “Plaintiffs”) against Eaton Corporation (“Eaton”) for allegedly anticompetitive practices in the heavy-duty truck transmissions market. The practices at issue are embodied in long-term agreements between Eaton, the leading supplier of heavy-duty truck transmissions in North America, and every direct purchaser of such transmissions. Following a four-week trial, a jury found that Eaton’s conduct violated Section 1 and Section 2 of the Sherman Act, and Section 3 of the Clayton Act. Eaton filed a renewed motion for judgment as a matter of law, arguing that its conduct was per se lawful because it priced its products above-cost. The District Court disagreed, reasoning that notwithstanding Eaton’s above-cost prices, there was sufficient evidence in the record to establish that Eaton engaged in anticompetitive conduct — specifically that Eaton entered into long-term de facto exclusive dealing arrangements— which foreclosed a substantial share of the market and, as a result, harmed competition. We agree with the District Court and will affirm the District Court’s denial of Eaton’s renewed motion for judgment as a matter of law.

We are also called upon to address several other issues. Although the jury returned a verdict in favor of Plaintiffs on the issue of liability, prior to trial, the District Court granted Eaton’s motion to exclude the damages testimony of Plaintiffs’ expert. The District Court also denied Plaintiffs’ request for permission to amend the expert report to include alternate damages calculations. Consequently, the issue of damages was never tried and no damages were awarded. Plaintiffs cross-appeal from the District Court’s order granting Eaton’s motion to exclude and the District Court’s subsequent denial of Plaintiffs’ motion for clarification. For the reasons set forth below, we will affirm the District Court’s orders to the extent that they excluded Plaintiffs’ expert’s testimony based on the damages calculations in his initial expert report, but reverse to the extent that the District Court denied Plaintiffs’ request to amend the report to submit alternate damages calculations. Finally, although the District Court awarded no damages, it did enter injunctive relief against Eaton. On appeal, Eaton argues that Plaintiffs lack standing to seek injunctive relief because they are no longer in the heavy-duty truck transmissions market, and have expressed no concrete desire to re-enter the market. We agree and will vacate the District Court’s order issuing injunctive relief.

I. BACKGROUND

A. Factual Background

1. Market Background

The parties agree that the relevant market in this case is heavy-duty “Class 8” truck transmissions (“HD transmissions”) in North America. Heavy-duty trucks include 18-wheeler “linehaul” trucks, which are used to travel long distances on highways, and “performance” vehicles, such as cement mixers, garbage trucks, and dump trucks. There are three types of [¶] transmissions: three-pedal manual, which uses a clutch to change gears; two-pedal automatic; and two-or-three-pedal automated mechanical, which engages the gears mechanically through electronic controls. Linehaul and performance trans[264]*264missions, which comprise over 90% of the market, typically use manual or automated mechanical transmissions.1

There are only four direct purchasers of [¶] transmissions in North America: Freightliner, LLC (“Freightliner”), International Truck and Engine Corporation (“International”), PACCAR, Inc. (“PAC-CAR”), and Volvo Group (“Volvo”). These companies are referred to as the Original Equipment Manufacturers (“OEMs”). The ultimate consumers of [¶] transmissions, truck buyers, purchase trucks from the OEMs. Truck buyers have the ability to select many of the components used in their trucks, including the transmissions, from OEM catalogues called “data books.” Data books list the alternative component choices, and include a price for each option relative to the “standard” or “preferred” offerings. The “standard” offering is the component that is provided to the customer unless the customer expressly designates another supplier’s product, while the “preferred” or “preferentially-priced” offering is the lowest priced component in data book among comparable products. Data book positioning is a form of advertising, and standard or preferred positioning generally means that customers are more likely to purchase that supplier’s components. Although customers may, and sometimes do, request components that are not published in a data book, doing so is often cumbersome and increases the cost of the component. Thus, data book positioning is essential in the industry.

Eaton has long been a monopolist in the market for [¶] transmissions in North America.2 It began making [¶] transmissions in the 1950s, and was the only significant manufacturer until Meritor entered the market in 1989 and began offering manual transmissions primarily for line-haul trucks. By 1999, Meritor had obtained approximately 17% of the market for sales of [¶] transmissions, including 30% for linehaul transmissions. In mid-1999, Meritor and ZF Friedrichshafen (“ZF AG”), a leading supplier of [¶] transmissions in Europe, formed the joint venture ZF Meritor, and Meritor transferred its transmissions business into the joint venture.3 Aside from Meritor, and then ZF Meritor, no significant external supplier of [¶] transmissions has entered the market in the past 20 years.4

One purpose of the ZF Meritor joint venture was to adapt ZF AG’s two-pedal automated mechanical transmission, ASTronic, which was used exclusively in Europe, for the North American market. The redesign and testing took 18 months, and ZF Meritor introduced the adapted ASTronic model into the North American market in 2001 under the new name FreedomLine. FreedomLine was the first two-pedal automated mechanical transmission to be sold in North America.5 When FreedomLine was released, Eaton projected that automated mechanical transmissions would account for 30-50% of the market for all [¶] transmission sales by 2004 or 2005.

[265]*265 2. Eaton’s Long-Term, Agreements

In late 1999 through early 2000, the trucking industry experienced a 40-50% decline in demand for new heavy-duty trucks. Shortly thereafter, Eaton entered into new long-term agreements (“LTAs”) with each OEM. Although long-term supply contracts were not uncommon in the industry, and were also utilized by Meritor in the 1990s, Eaton’s new LTAs were unprecedented in terms of their length and coverage of the market. Eaton signed LTAs with every OEM, and each LTA was for a term of at least five years.

Although the LTAs’ terms varied somewhat, the key provisions were similar. Each LTA included a conditional rebate provision, under which an OEM would only receive rebates if it purchased a specified percentage of its requirements from Eaton.6 Eaton’s LTA with Freightliner, the largest OEM, provided for rebates if Freightliner purchased 92% or more of its requirements from Eaton.7

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696 F.3d 254, 2012 WL 4483899, 2012 U.S. App. LEXIS 20342, Counsel Stack Legal Research, https://law.counselstack.com/opinion/zf-meritor-llc-v-eaton-corporation-ca3-2012.