James v. International Brotherhood of Locomotive Engineers

302 F.3d 1139, 170 L.R.R.M. (BNA) 2897, 2002 U.S. App. LEXIS 17757, 2002 WL 1972302
CourtCourt of Appeals for the Tenth Circuit
DecidedAugust 27, 2002
Docket01-1257
StatusPublished
Cited by7 cases

This text of 302 F.3d 1139 (James v. International Brotherhood of Locomotive Engineers) is published on Counsel Stack Legal Research, covering Court of Appeals for the Tenth Circuit primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
James v. International Brotherhood of Locomotive Engineers, 302 F.3d 1139, 170 L.R.R.M. (BNA) 2897, 2002 U.S. App. LEXIS 17757, 2002 WL 1972302 (10th Cir. 2002).

Opinion

SEYMOUR, Circuit Judge.

This case involves a dispute between a union that consolidated its internal structure and one of its local affiliates eliminated by that consolidation. The union constitution requires mergers of local affiliates to be approved by a “majority” of members from the “affected” affiliates. Union members voted overwhelmingly in favor of the consolidation undertaken here, but a majority of the plaintiffs’ affiliate opposed it. Interpreting a “majority” to mean a majority of all votes cast, rather than a majority from within each local unit, the union implemented its proposal. Plaintiffs, whose local was dissolved and merged with another, filed this lawsuit asserting that the union’s interpretation was unreasonable and that its actions therefore violated the union constitution and various *1142 of plaintiffs’ rights. The district court granted summary judgment to the union. Plaintiffs appeal and we affirm. 1

I.

FACTUAL BACKGROUND

The individual plaintiffs are locomotive engineers employed by the Union Pacific Railroad. Until 1996, they worked for the Denver & Rio Grande Western Railroad, a subsidiary of the Southern Pacific Railroad. The associational plaintiff, to which all of the individual plaintiffs belong, is the Union Pacific General Committee of Adjustment (the plaintiffs’ committee). Based in Pueblo, Colorado, it is a subordinate entity of a larger railroad union. Until the events giving rise to this lawsuit, it was designated by its parent organization as the collective bargaining representative for its members.

Defendant is the parent union, the International Brotherhood of Locomotive Engineers (BLE), headquartered in Cleveland, Ohio. Founded in 1863, the BLE is North America’s oldest railroad labor union. Once limited to locomotive engineers, its membership now includes other railroad employees and its total membership in the United States and Canada numbers 35,000.

The origins of this dispute lie in the 1996 merger between the Union Pacific Railroad and the Southern Pacific Railroad (including their subsidiary railroads), from which an expanded Union Pacific emerged as the surviving railroad. 2 Part of a trend toward greater consolidation in the railroad industry, the Union Pacific Southern-Pacific merger has spawned internal union conflict in a number of areas, including the determination of seniority status and the location of employee home terminals. See, e.g., Swonger v. Surface Transp. Bd., 265 F.3d 1135, 1137 (10th Cir.), petition for cert. filed, - U.S. -, 122 S.Ct. 1908, 152 L.Ed.2d 819 (2002). The current dispute stems from the union’s decision to restructure its local affiliates that directly service workers on the newly enlarged Union Pacific, a move that eliminated several small general committees of adjustment across the western United States, including the plaintiffs’ committee. These smaller committees were merged with others to form larger regional affiliates.

The general committees of adjustment, or GCA’s as they are sometimes called, are a creation of the BLE constitution. Their powers and duties are set forth in a section of the constitution entitled “Standing Rules,” as are the conditions under which a new committee may be established. The union contends the primary purpose of a committee is to administer a collective bargaining agreement. 3 Aplee. Br. at 6. *1143 That contention is central to the union’s position because the merger between. Union Pacific and Southern Pacific eliminated several collective bargaining agreements, including the contract that formerly covered the members serviced by the plaintiffs’ committee. Accordingly, the loss of these collective bargaining agreements sparked a struggle over the future role of the GCA’s that administered them, including plaintiffs’ committee.

Section 33 of the Standing Rules anticipates that a railroad merger may warrant the dissolution or consolidation of one or more committees. Under a heading entitled “Mergers, etc.,” Section 33 states: “The committees involved on the merged [railroad] systems may be consolidated, if necessary, to meet the representational requirements of the membership.” Section 33(a)(l)(B)-Standing Rules. (Section 33 of the Standing Rules is attached as an appendix to this opinion.) The rule requires a majority vote of the affected union membership to approve such a consolidation, and it sets out the terms and procedures that guide an election.

As we discuss in detail below, the parties differ on a single issue: Which majority governs a consolidation election under the terms of Section 33? The union contends only a majority of the entire voting membership is required to approve consolidation, while plaintiffs maintain a majority from each committee must be obtained.

Before the merger between Union Pacific and Southern Pacific could win government approval, the union and the railroad were compelled to negotiate and adopt so-called “implementing agreements.” One of the topics addressed by the implementing agreements was the replacement of existing collective bargaining agreements with newly-created agreements. Under the terms of these implementing agreements, the territory covered by the plaintiffs’ committee, whose members worked for the then-existing Denver & Rio Grande Western Railroad, was split into two regions or “hubs”: a Salt Lake City hub and a Denver hub. New collective bargaining agreements for each hub now cover employees from several of the merged railroads. These contracts replaced the contract formerly administered by the plaintiffs’ committee. Union contracts covering other workers from the merged railroads were similarly affected.

As a result of these changes, the union had a greater number of committees than collective bargaining agreements. Then-BLE President Clarence Monin decided it might be desirable to consolidate the eleven committees serving the enlarged Union Pacific to correspond with the consolidated union contracts. He directed union vice president Edward Dubroski to explore the issue. Id. at 663. In his resulting report, Dubroski recommended that while “in time ... a case could be made in favor of consolidating committees,” in the meantime the international should “continue to let the General chairmen work things out among themselves with our . assistance.” Id. at 664. In response, President Monin merely encouraged other committees to voluntarily consolidate, but with respect to plaintiffs’ committee he effectively stripped it of jurisdiction over the applicable collective bargaining agreements by declaring a different committee the representative and agent of all members under the new agreements. Id. at 696-97.

The plaintiffs’ committee appealed to the BLE Board of Appeals. It charged that the president’s actions triggered Section 33 of the Standing Rules and therefore required a vote of the membership. 4 The *1144

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302 F.3d 1139, 170 L.R.R.M. (BNA) 2897, 2002 U.S. App. LEXIS 17757, 2002 WL 1972302, Counsel Stack Legal Research, https://law.counselstack.com/opinion/james-v-international-brotherhood-of-locomotive-engineers-ca10-2002.