The regulation of pipelines was not The regulation of pipelines was not as clear-cut as that of railroads, motor carroers, and air transport.
In 1906 the Hepburn act declared that oil pipelines were commom carriers.
The need for regulation developed from the early market dominance tht the Standard Oil Compny gained by developing crude oil pipelines
to compete with rail transport.
In 1912 the ICC ruled, subseuently upheld by the Supreme Court,that the privte pipslines could be regulated s common carriers.
While there are substntial differences etween pipeline and other forms of regulations, for all effective purposes the ICC regulted
pipeline traffic. Interestingly a significant difference regarding pipeline regulation is that this type of common carrier was allowed to transport goods
owed by the carriers.
Regulation pf water transport prior to 1940 was extreamly fragmented. Some standard existed under both the ICC nd the Federal
Maritime Commission (FMC). In addition, a series of acts placed regultion of various aspects of the domestic wter trnsport under ICC jurisdiction and gave the FMC authority over water transport
in foreign commerce and between alaska and Hawaii and other U.S. ports.
It is important to understand that the ICC did not actually set or establish carrier prices.
Rather, the ICC reviewed and either approved or disapproved rates. Carriers under federal regultion were allowed to jointly set prices
because ther were exempt from the anti-trust provisions of the Shermn, Clayton, and Robinson-Patman acts.
This exemption was provided by the Reed-Bulwinkle act of 1948, which permitted carriers to collaborate in rate-making bureaus.
Collaborative pricing was a common feature among for-hire carriers. In particular, for-hire transportation carrier in motor and rail organized freight bureaus tht standardized prices and published price lists,
called tariffs, for specific geographical areas clear-cut as that of railroads, motor carroers, and air transport.
In 1906 the Hepburn act declared that oil pipelines were commom carriers.
The need for regulation developed from the early market dominance tht the Standard Oil Compny gained by developing crude oil pipelines
to compete with rail transport.
In 1912 the ICC ruled, subseuently upheld by the Supreme Court,that the privte pipslines could be regulated s common carriers.
While there are substntial differences etween pipeline and other forms of regulations, for all effective purposes the ICC regulted
pipeline traffic. Interestingly a significant difference regarding pipeline regulation is that this type of common carrier was allowed to transport goods
owed by the carriers.
Regulation pf water transport prior to 1940 was extreamly fragmented. Some standard existed under both the ICC nd the Federal
Maritime Commission (FMC). In addition, a series of acts placed regultion of various aspects of the domestic wter trnsport under ICC jurisdiction and gave the FMC authority over water transport
in foreign commerce and between alaska and Hawaii and other U.S. ports.
It is important to understand that the ICC did not actually set or establish carrier prices.
Rather, the ICC reviewed and either approved or disapproved rates. Carriers under federal regultion were allowed to jointly set prices
because ther were exempt from the anti-trust provisions of the Shermn, Clayton, and Robinson-Patman acts.
This exemption was provided by the Reed-Bulwinkle act of 1948, which permitted carriers to collaborate in rate-making bureaus.
Collaborative pricing was a common feature among for-hire carriers. In particular, for-hire transportation carrier in motor and rail organized freight bureaus tht standardized prices and published price lists,
called tariffs, for specific geographical areas.