Alton & Southern Railway Co. v. International Ass'n of Machinists & Aerospace Workers

463 F.2d 872, 79 L.R.R.M. (BNA) 3028, 150 U.S. App. D.C. 36, 1972 U.S. App. LEXIS 10171
CourtCourt of Appeals for the D.C. Circuit
DecidedApril 11, 1972
DocketNo. 24217
StatusPublished
Cited by69 cases

This text of 463 F.2d 872 (Alton & Southern Railway Co. v. International Ass'n of Machinists & Aerospace Workers) is published on Counsel Stack Legal Research, covering Court of Appeals for the D.C. Circuit primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Alton & Southern Railway Co. v. International Ass'n of Machinists & Aerospace Workers, 463 F.2d 872, 79 L.R.R.M. (BNA) 3028, 150 U.S. App. D.C. 36, 1972 U.S. App. LEXIS 10171 (D.C. Cir. 1972).

Opinion

LEVENTHAL, Circuit-Judge:

This case is still another chapter in the volume of disputes- — labor disputes and legal disputes — between carriers and unions. The carriers, plaintiffs and appellees, account for most of the nation’s Class I railroads. They brought this action against four unions representing their shoperaft employees, and on March 2, 1970, the District Court granted the carriers a preliminary injunction restraining these unions from engaging in any whipsaw strike against an individual carrier over any dispute arising from notices served by the unions in November 1968 under § 6 of the Railway Labor Act.1 The Sheet Metal Workers Union appealed.2 Appellee carriers contend on the merits that the District Court’s order should be affirmed. The primary position of the carriers, however, is that the appeal should be dismissed as moot. We dismiss the appeal.

A. The District Court’s Order of March 2, 1970 and Findings

The underlying facts, available at greater length in the District Court’s opinion (supra note 1), may be stated briefly.

In November 1968 the four shoperaft unions — representing approximately 45,000 workers out of the 500,000 employees in the carriers’ unionized work force — served notices under § 6 of the Railway Labor Act (“Act”), 45 U.S.C. § 156, proposing changes in wages. The carriers served notices proposing changes in work rules. In accordance with the unions’ request, national bargaining began in March 1969. In April the parties jointly applied for the services of the National Mediation Board (“Board”), see 45 U.S.C. § 155 First. Mediation likewise failed to produce agreement, and on September 3, 1969, after the unions declined [875]*875arbitration, the Board relinquished jurisdiction of the dispute.

The unions served notice of intention to strike seven of the roads. The carriers announced that if any individual road were struck, they would shut down operations and lock out all employees. The Board notified the President, pursuant to § 10 of the Act, 45 U.S.C. § 160. On October 3, 1969, the President created Emergency Board No. 176 to investigate the dispute. This board made recommendations which the unions declined, and on November 2, 1969, it issued its report of failure to resolve the dispute. After maintaining the status quo for another thirty days, as required by 45 U.S.C. § 160, and still another day, the representatives of the unions and carriers initialed a Memorandum of Understanding, dated December 4, 1969.

This settlement was conditioned on ratification by the membership of the shopcraft unions. The membership of three of the unions ratified, but the approximately 6,000 members of the Sheet Metal Workers balked at accepting a work rule that would permit members of one shopcraft union to perform “incidental” work in another craft.3 Since the unions had agreed that none would accept unless all accepted, the agreement failed.

On Saturday, January 31, 1970, these events happened: At 12:01 a. m. the unions struck the Union Pacific Railroad. The carriers responded by announcing a nationwide cessation of operations to commence at 10 p. m. At 6:30 p. m. District Judge Sirica issued temporary restraining orders, enjoining both the strike (as requested by the carriers) and a nationwide lockout (as requested by the unions).4

The opinion accompanying the preliminary injunction of March 2, 1970, stated that the carriers had established sufficient probability of success on the merits, for an injunction to further the purposes of the Act. Judge Corcoran reasoned that selective strikes were illegal with respect to matters, like this one, which had been the subject of “national handling,” and as to which national handling was obligatory under the Railway Labor Act, since a selective strike would have the likely effect of destroying such handling.5

B. The Mootness of the Appeal

Events Subsequent to the Preliminary Injunction

The events subsequent to the District Court’s order, brought before us by the carriers’ motion to dismiss the appeal as moot, include these uneontroverted facts: The unions, enjoined from a selective strike, threatened a nation-wide strike, encompassing all carriers. On March 4, 1970, Congress enacted Public Law 91-203, which extended the status quo period mandated by § 10 of the Act, and required the parties to maintain the status quo until midnight April 11, unless they bilaterally agreed to a change.

On April 9, 1970, the President signed into law Public Law 91-226, which provided: “That the memorandum of understanding, dated December 4, 1969, shall have the same effect (including the preclusion of resort to either strike or lockout) as though arrived at by agreement of the parties under the Railway Labor Act (45 U.S.C. 151 et seq.) and that February 19, 1970, shall be deemed the ‘date of notification of ratification’ as used in this memorandum of understanding.”

The terms of the' Memorandum of Understanding were implemented, including the payment of substantial wage increases, some retroactive to January 1, [876]*8761969, to the employees represented by the shopcraft unions.

Expiration of the Injunction By Its Terms

It seems to be agreed that this appeal would have been rendered moot if, subsequent to the issuance of the order enjoining the strike, the employer and union had executed an agreement terminating the strike. In Local No. 8-6, Oil, Chemical & Atomic Workers Intern. Union v. Missouri, 361 U.S. 363, 80 S.Ct. 391, 4 L.Ed.2d 373 (1960) the union protested the validity of a state law under the authority of which the governor took possession of a public utility beset by a strike, and the state court enjoined continuation of the strike. On appeal, the state supreme court noted that the injunction had expired by its own terms, but proceeded to sustain the constitutionality of the pertinent sections of the statute authorizing the seizure and prohibiting the strike. The Supreme Court held that to express an opinion on the merits of appellants’ contentions “would disregard settled principles of judicial administration,” and ignore a “basic limitation upon the duty and function of this court.”

In the case at bar, the preliminary injunction restrained any selective strike “over any dispute arising from the Section 6 notices served on or about November 8 and November 29, 1968.” Plainly, that judgment has expired by its terms. There is no possibility of a strike pursuant to the 1968 notices.

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463 F.2d 872, 79 L.R.R.M. (BNA) 3028, 150 U.S. App. D.C. 36, 1972 U.S. App. LEXIS 10171, Counsel Stack Legal Research, https://law.counselstack.com/opinion/alton-southern-railway-co-v-international-assn-of-machinists-cadc-1972.