Thanks to Jane Lambert and her NIPC Law blog for drawing my attention to Jaguar Land Rover Ltd v Twisted Automotive Ltd [2018] EWHC 3536 (Ch) (20 December 2018) which is a judgment of Rose J in an appeal against the 15 May 2018 (O-289-18) decision of Ms Louise White acting for the Registrar of Trade Marks. In her decision, Ms White upheld the opposition by the Respondent to the registration by the Appellant of the trademark "LR" (except for bicycles and scooters and related goods): and in her judgment Rose J dismissed the appeal. Quite right too, IMHO, although on the facts it could be a pretty close-run thing.
Twisted, who trade as specialists in Land-Rover Defender vehicles, parts and services, had no registered trade mark, so they had to rely on section 5(4)(a) of the Trade Marks Act 1994 - which in essence required them to show that they could have succeeded in a passing-off action. The main reason that I think it might have been a close-run thing was that their use only goes back to November 2015, and although the point did not detain the learned judge the appellant pointed out that the date on which the strength of the respondent's goodwill had to be measured was the application date - 23 August 2016.
JLR put forward the interesting argument that their use of the sign LR would not be a misrepresentation, because the respondent was indeed dealing in Land-Rover products. Remember that what was at issue was not (as is usually the case when manufacturers sue independent repairers) whether the respondent could use the sign, but whether the appellant could be allowed to register it. JLR were, in a sense, too late: unless the Hearing Officer had got it very wrong (a gross over-simplification of the principles set out by Arnold J in Apple Inc v Arcadia Trading Limited [2017] EWHC 440 (Ch)) an appeal court cannot interfere, and anyway JLR's assertion that the sign would be recognised as identifying their business was just that, an assertion, unsupported by evidence. In fact, JLR had never used the sign at all. The learned judge saw no reason to interfere with the Hearing Officer's decision.
While on the face of it you might not expect such a short period of trading under the sign to create enough goodwill for a passing-off action to succeed, that didn't influence the outcome of the case. And actually in my view there could well have been enough goodwill. If (as the Mullers Margarine case tells us) goodwill is the attractive force that brings in custom, you have to take the customers as you find them. Land-Rover Defenders are specialist vehicles. Indeed, Land-Rover don't make mass-market vehicles at all, but I think there is a distinction to be drawn between its Range Rover, Discovery and Freelander ranges and the utilitarian Defender, developed from the original Land-Rover which required no fancy model name - indeed, had nothing remotely fancy about it and often attracted the adjective "agricultural", which was always meant in a good way. No-one buys a Defender as an ordinary family run-around: it is designed to do a particular job, which it does very well, and if you don't want a vehicle to do that you won't buy one. Simple. As I remarked in a slightly different context - in 2013, though it seems like only yesterday - not all car owners are the same. In that earlier post I was considering Porsche owners, but (while there might be little overlap with Defender owners) the same principle applies. We are talking about enthusiasts. "Petrolheads" might not be the right word, given that Defenders often have diesel engines, but you get my drift, don't you?
While the owner of a bog standard cooking family saloon or hatchback might not bother to understand the intricacies of the motor trade - distinguishing between manufacturer and dealer, and between authorised repairer and independent - and indeed these days might not even own their car but just lease it, we should not assume that enthusiasts are the same. They buy a Defender (or a Porsche, or whatever), not mobility. When they look for specialist services, or parts or accessories, they are quite likely to trust independent experts rather than authorised dealers.
It's a fact of life that authorised workshops only usually get to see cars under three years old. Once they reach MoT age they tend to become the preserve of independent garages. Maintenance contracts, personal leases and warranties might all contribute to extending that period of exclusivity, but as a rule the buyer of a secondhand car isn't as likely to entrust it to the authorised workshops for servicing and repair. They often cost more - sometimes a great deal more - and their up-to-date knowledge isn't particularly important if you don't have an up-to-date car. The last Defender (apart from a limited edition for the 70th anniversary in 2018 - only 150 examples) was made nearly three years ago, so Land-Rover dealers will be seeing less and less of them anyway: owners will be aware of the independent sector, and to keep their running costs proportionate to the value of their vehicle they will be inclined to use it.
Enthusiasts, such as Defender owners, should be assumed to know the value of the independent sector and to understand the differences between it and the franchised motor trade. So while this isn't how Rose J reached her decision (neither is it how the Hearing Officer Ms Louise White reached hers), I think it demonstrates that the decisions were absolutely right.
While the owner of a bog standard cooking family saloon or hatchback might not bother to understand the intricacies of the motor trade - distinguishing between manufacturer and dealer, and between authorised repairer and independent - and indeed these days might not even own their car but just lease it, we should not assume that enthusiasts are the same. They buy a Defender (or a Porsche, or whatever), not mobility. When they look for specialist services, or parts or accessories, they are quite likely to trust independent experts rather than authorised dealers.
It's a fact of life that authorised workshops only usually get to see cars under three years old. Once they reach MoT age they tend to become the preserve of independent garages. Maintenance contracts, personal leases and warranties might all contribute to extending that period of exclusivity, but as a rule the buyer of a secondhand car isn't as likely to entrust it to the authorised workshops for servicing and repair. They often cost more - sometimes a great deal more - and their up-to-date knowledge isn't particularly important if you don't have an up-to-date car. The last Defender (apart from a limited edition for the 70th anniversary in 2018 - only 150 examples) was made nearly three years ago, so Land-Rover dealers will be seeing less and less of them anyway: owners will be aware of the independent sector, and to keep their running costs proportionate to the value of their vehicle they will be inclined to use it.
Enthusiasts, such as Defender owners, should be assumed to know the value of the independent sector and to understand the differences between it and the franchised motor trade. So while this isn't how Rose J reached her decision (neither is it how the Hearing Officer Ms Louise White reached hers), I think it demonstrates that the decisions were absolutely right.
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