Interlake Steamship Co. v. Marine Engineers Beneficial Ass'n

108 N.W.2d 627, 260 Minn. 1, 1961 Minn. LEXIS 535, 47 L.R.R.M. (BNA) 2881
CourtSupreme Court of Minnesota
DecidedMarch 30, 1961
Docket38,110
StatusPublished
Cited by5 cases

This text of 108 N.W.2d 627 (Interlake Steamship Co. v. Marine Engineers Beneficial Ass'n) is published on Counsel Stack Legal Research, covering Supreme Court of Minnesota primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Interlake Steamship Co. v. Marine Engineers Beneficial Ass'n, 108 N.W.2d 627, 260 Minn. 1, 1961 Minn. LEXIS 535, 47 L.R.R.M. (BNA) 2881 (Mich. 1961).

Opinion

Knutson, Justice.

This is an appeal from an order of the district court granting a permanent injunction restraining defendants from picketing under the facts of this case.

Plaintiffs, Interlake Steamship Company and Pickands-Mather & Company, are the owners and operators of the second largest bulk cargo fleet of ships on the Great Lakes. For the most part, their ships transport bulk cargoes of coal and iron ore between Great Lakes ports in the United States and Canada.

Defendant Marine Engineers Beneficial Association, Local 101, referred to hereinafter as MEBA, is a voluntary unincorporated association which admits to membership licensed engineers employed on commercial vessels on the Great Lakes and the oceans.

Defendant Charles LaPorte is an agent and business representative of MEBA. His duties include the direction of the activities of MEBA in Duluth, Minnesota.

On November 11, 1959, Interlake’s vessel, Samuel Mather, arrived at the dock of the Carnegie Dock & Fuel Company at Duluth, Minnesota, to unload a cargo of coal. The unloading of the vessel by the employees of Carnegie Dock & Fuel Company commenced shortly after the ship had docked. In the normal course of events the ship would have been unloaded in about 34 hours.

Early in the morning of November 12, 1959, five or six men began picketing the single private road entrance to the dock, walking in a tight circle across the road. Some of the men carried signs which read:

*3 “Pickands-Mather Unfair To Organized Labor This Dispute Only Involves Pickands-Mather M.E.B.A. Loe. 101 A.F.L.-C.I.O.”

Others carried signs which read:

“M.E.B.A. Loe. 101 AFL-CIO Requests P. M. Engineers To Join with Organized Labor to Better Working Conditions This Dispute Only Involves Pickands-Mather”

After the picketing of this road began, dockworkers employed by Carnegie Dock & Fuel Company refused to proceed with the unloading of the vessel. Later the .same day, the District Court of St. Louis County issued a temporary restraining order prohibiting such picketing, but the dockworkers still refused to unload the cargo. As a further result of the picketing, certain independent truckdrivers refused to enter the premises and take delivery of coal for 2 hours.

Defendant Charles LaPorte, who identified himself on November 12, 1959, as business agent of MEBA, Local 101, stated that it was the intention of the union to picket all Pickands-Mather ships coming into the harbor.

On November 15, 1959, while the Samuel Mather remained partially unloaded at the dock, Interlake’s vessel, Pickands, arrived in the Duluth harbor with another load of coal destined for unloading at the same dock. Since the dock could handle only one ship at a time, the Pickands had to remain anchored in the harbor for a number of days.

On the night of November 12, 1959, four or five pickets with signs identifying them with MEBA appeared at the entrance to the Duluth plant of the Interlake Iron Corporation and moved around continuously across the plant entrance. At that time there was no dispute between Interlake Iron Corporation and its employees, and none of its employees were on the picket line.

Each Interlake vessel has a chief engineer and three assistant engineers, all of whom are licensed by the coast guard. Plaintiffs’ evidence sought to show that all Interlake engineers and assistant engineers are supervisory employees. Defendants introduced no evidence *4 on this point but admitted that all of the engineers and assistant engineers aboard the Mather were supervisors.

Plaintiffs had no dispute of any kind with the employees on the Interlake fleet at the time of the picketing, and prior to the picketing there had never been any negotiations between plaintiffs and defendants nor had defendants ever made any request of the plaintiffs for leave to board their ships. Interlalce had an established policy to prohibit any unauthorized person from boarding its ships. Request had never been made of any Interlake official for permission to board such ships, but the right to do so was refused by the person who was on watch at the ship at the time in accordance with the rules of Inter-lake forbidding any unauthorized person to go aboard.

Plaintiffs’ representatives and Interlake’s chief executive officers knew of no MEBA members in the fleet. Defendants claim that it did have some such engineers as members but refused to disclose the names thereof. The trial court found that all of the engineers and assistant engineers employed on plaintiffs’ vessels are supervisors within the meaning of the National Labor Relations Act.

Picketing which prevented the unloading of the vessels caused financial loss to plaintiffs amounting to about $6,000 per day, not including any profit.

A hearing was held on November 18, 1959, after which a temporary injunction was granted, and a permanent injunction was subsequently ordered on March 28, 1960.

It is the contention of defendants (1) that the state court lacks jurisdiction over the subject matter of the action; and (2) that if the state court does have jurisdiction the injunction should nevertheless have been denied.

Defendants first contend that the state court lacks jurisdiction to enjoin picketing for organizational or recognition purposes but that such jurisdiction rests exclusively with the National Labor Relations Board. To support this contention, they rely on Norris Grain Co. v. Seafarers’ International Union, 232 Minn. 91, 46 N. W. (2d) 94, and Faribault Daily News, Inc. v. International Typog. Union, 236 Minn. 303, 53 N. W. (2d) 36; Annotation, 32 A. L. R. (2d) 1026.

*5 Under the original Federal Labor Management Relations Act of 1935 the contention of defendants no doubt would be sound. Packard Motor Car Co. v. National Labor Relations Board, 330 U. S. 485, 67 S. Ct. 789, 91 L. ed. 1040. The Federal act, however, was amended in 1947 by the so-called Taft-Hartley Act, and the amendments brought about at that time are of great importance in this case. As so amended, the law is found in 29 USCA, § 152(3), 61 Stat. 137, and, as far as pertinent here, reads:

“The term ‘employee’ shall include any employee, and shall not be limited to the employees of a particular employer, unless this sub-chapter explicitly states otherwise, * * * but shall not include * * * any individual employed as a supervisor, * * (Italics supplied.)

29 USCA, § 152(11), 61 Stat. 138, reads:

“The term ‘supervisor’ means any individual having authority, in the interest of the employer, to hire, transfer, suspend, lay off, recall, promote, discharge, assign, reward, or discipline other employees, or responsibly to direct them, or to adjust their grievances, or effectively to recommend such action, if in connection with the foregoing the exercise of such authority is not of a merely routine or clerical nature, but requires the use of independent judgment.”

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Bluebook (online)
108 N.W.2d 627, 260 Minn. 1, 1961 Minn. LEXIS 535, 47 L.R.R.M. (BNA) 2881, Counsel Stack Legal Research, https://law.counselstack.com/opinion/interlake-steamship-co-v-marine-engineers-beneficial-assn-minn-1961.