yers and bankruptcy trustees then sued shippers for the difference between the filed rate and the lower negotiated one and the Supreme Court upheld the suits. Since carriers were responsible for filing rates with the Commission, shippers often could not know whether the agreed upon The Motor Carrier Act of 1980 set new standards in trucking industry. Before the legislation, licenses had only 18,000 truckers and by 1990, this number increased to 45,500. First only a half of carriers had a right to move freight freely within 48 states and in 1990 – 20,000. It was a competition between railroads, air freight companies, the post office, and with package delivery companies and it brought significant savings to shippers and consumers. The result was the growth of low cost, non-union carriers and the creation of non-union subsidiaries of major firms. As a result, this Motor Carrier Act saves approximately $10 billion annually. Not only has deregulation benefited American consumers; but allowing manufacturers to reduce inventories, move their products more quickly and be more responsive to customers has significantly aided American industry in competing internationally. Until the passage of the Negotiated Rate Act in 1993, however, a regulatory mishap interfered with free competitive pricing. Lower rates were negotiated due to the competition, which were often failed to file with the ICC. Shrewd lawyers and bankruptcy trustees then sued shippers for the difference between the filed rate and the lower negotiated one and the Supreme Court upheld the suits. Since carriers were responsible for filing rates with the Commission, shippers often could not know whether the agreed upon as a competition between railroads, air freight companies, the post office, and with package delivery companies and it brought significant savings to shippers and consumers. The result was the growth of low cost, non-union carriers and the creation of non-union subsidiaries of major firms. As a result, this Motor Carrier Act saves approximately $10 billion annually. Not only has deregulation benefited American consumers; but allowing manufacturers to reduce inventories, move their products more quickly and be more responsive to customers has significantly aided American industry in competing internationally. Until the passage of the Negotiated Rate Act in 1993, however, a regulatory mishap interfered with free competitive pricing. Lower rates were negotiated due to the competition, which were often failed to file with the ICC. Shrewd lawyers and bankruptcy trustees then sued shippers for the difference between the filed rate and the lower negotiated one and the Supreme Court upheld the suits. Since carriers were responsible for filing rates with the Commission, shippers often could not know whether the agreed upon firms. As a result, this Motor Carrier Act saves approximately $10 billion annually. Not only has deregulation benefited American consumers; but allowing manufacturers to reduce inventories, move their products more quickly and be more responsive to customers has significantly aided American industry in competing internationally. Until the passage of the Negotiated Rate Act in 1993, however, a regulatory mishap interfered with free competitive pricing. Lower rates were negotiated due to the competition, which were often failed to file with the ICC. Shrewd lawyers and bankruptcy trustees then sued shippers for the difference between the filed rate and the lower negotiated one and the Supreme Court upheld the suits. Since carriers were responsible for filing rates with the Commission, shippers often could not know whether the agreed upon d American industry in competing internationally. Until the passage of the Negotiated Rate Act in 1993, however, a regulatory mishap interfered with free competitive pricing. Lower rates were negotiated due to the competition, which were often failed to file with the ICC. Shrewd lawyers and bankruptcy trustees then sued shippers for the difference between the filed rate and the lower negotiated one and the Supreme Court upheld the suits. Since carriers were responsible for filing rates with the Commission, shippers often could not know whether the agreed upon yers and bankruptcy trustees then sued shippers for the difference between the filed rate and the lower negotiated one and the Supreme Court upheld the suits. Since carriers were responsible for filing rates with the Commission, shippers often could not know whether the agreed upon rate would hold up in court or whether they might be liable for additional sums. The 1993 Act ruled out collecting for undercharges made prior to October, 1990, and limited claims for later undercharges. The Trucking Industry Regulatory Reform Act abolished the need to file rates at all and, at the same time, eliminated the issue for future traffic. Although the 1994 Act stripped away most remaining controls over freight motor carriers, they were still required to seek licenses from the federal government. The Department of Transportation does certify air carriers but such firms are inherently involved in interstate activities and the states have little expertise in this area. Most other industries need no government approval and those that do are typically licensed by state authorities. The operation of a trucking firm should require only that the operator have sufficient liability insurance to protect the public from accidents. In any case, accreditation can be handled at the state level; it need not to be a federal responsibility. The ICC still regulates the classification of goods moving by truck and, in a rece