Matson Nav. Co. v. Seafarers International Union of North America

100 F. Supp. 730, 1951 U.S. Dist. LEXIS 3973
CourtDistrict Court, D. Maryland
DecidedSeptember 29, 1951
DocketCiv. No. 5518
StatusPublished
Cited by4 cases

This text of 100 F. Supp. 730 (Matson Nav. Co. v. Seafarers International Union of North America) is published on Counsel Stack Legal Research, covering District Court, D. Maryland primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Matson Nav. Co. v. Seafarers International Union of North America, 100 F. Supp. 730, 1951 U.S. Dist. LEXIS 3973 (D. Md. 1951).

Opinion

WILLIAM C. COLEMAN, Chief Judge.

. This is a suit for relief by injunction against picketing. There are two plaintiffs, the Matson Navigation Company and the Pacific Maritime Association, both California corporations with their main offices in San Francisco. Matson owns and operates vessels in foreign and domestic trade and some of these vessels use the port of Baltimore. The other plaintiff, Maritime, is a non-profit organization engaged in the business of promoting the interest of its various members, that is, Matson and other steamship lines, including the conduct of negotiations on their behalf with maritime labor unions and making contracts with them.

Originally this suit was brought against three defendants, two of them maritime unions, namely, Seafarers International Union of North America, and Brotherhood of Marine Engineers, and the third defendant, Earl Sheppherd, a citizen of Maryland with place of business in Ballimore, he being sued individually and as agent of both of the aforementioned unions, which agency is admitted as to the Atlantic & Gulf District, Seafarers’ International Union. However, at the inception of the trial of this case, the plaintiffs dismissed the suit [732]*732against both unions for want of federal jurisdiction. So, the suit has proceeded against the single defendant, Earl Sheppherd.

Plaintiffs originally sought a temporary restraining order, but the Court refused this and granted plaintiffs merely an order directed against defendant to show cause why the injunctive relief prayed for in the complaint should not be granted. The case has been fully heard on this order.

The following facts which are stipulated into the case give rise to the present litigation and to the plaintiff’s claim that they are entitled to an injunction against defendant Sheppherd, enjoining him from engaging in the picketing in Baltimore Harbor of the Steamship Hawaiian Banker, owned and operated by Matson, as well as any other vessel owned or operated by Matson or by any of the other designated member companies of the other plaintiff, the Pacific Maritime Association, and from otherwise causing work stoppages incident to the steamship operations of Matson or any of these other companies:

On 'September 6, 1951, the Steamship Hawaiian Banker arrived at pier 8, Canton Railroad, Baltimore, with a general cargo which it was contemplated would have been completely discharged and the vessel would have departed from that pier not later than September 7th. However, during the evening of September 6th, the defendant, Earl Sheppherd, was responsible for the formation of a picket line at the head of the dock where the Steamship Hawaiian Banker was berthed and has continued to be. responsible for the maintenance of this picket line up to the present time, which has consisted of certain members of the Brotherhood of Marine Engineers, but predominantly of members of the Atlantic & Gulf District Seafarers International Union who were willing to assist the Brotherhood of Marine Engineers in maintaining this picket line. Both of these unions are affiliates of the American Federation of Labor. ' A twenty-four hour watch system has been established and pickets stationed in accordance therewith. The institution of this picketing resulted from a telegram sent September 5th to Matson by one Charles King, Secretary-Treasurer of the Brotherhood of Marine-Engineers which, and the Seafarers International Union of North America, were, as-already explained, the unions originally joined as defendants in this suit, the individual defendant, Earl Sheppherd, representing the latter union’s branch in Baltimore. This telegram, in substance, stated' that the sender, Charles King, was the representative of a majority of the licensed engineers aboard Matson vessels- and that he requested a conference for the-purpose of negotiating an agreement covering wages, hours and working conditions-for these engineers at an early date. Mat-son replied to this telegram, explaining that it is a member of the Pacific Maritime Association, with headquarters in San Francisco, that this Association is authorized' to and does represent it, along with other American flag operators on the Pacific-coast, with respect to all collective bargaining and labor relations with unions-representing seafaring personnel, including licensed engineers; that through this. Association, Matson is a party to a collective bargaining agreement with the Marine Engineers Beneficial Association effective until June, 1953, by the terms of which, Marine Engineers Beneficial Association has been and is recognized by Matson and the other steamship companies referred to, which are members of the Pacific Maritime Association; and that therefore any further communications concerning the subject matter of the telegram should be directed to the last named Association as the duly authorized collective bargaining representative of Matson and the other steamship companies. No reply to this letter was received by Matson from King or others on his behalf. The picketing continued as aforesaid. It has been peaceful, and without any physical violence or efforts at intimidation. It has consisted of not more than six persons at any one time and there has been no blocking of the approach to the pier at which the Hawaiian Banker is berthed. But the pickets have continuously carried placards all bearing either one or the other of the following, or very similarly worded notices: “Brother[733]*733hood of Marine Engineers urges you Respect this A.F. of L. Picket Line against ‘Hawaiian Banker’ Matson Steamship Co.” “Brotherhood of Marine Engineers A.F. of L. Urges all Marine Engineers to join! B.M.E. This is an A.F. of L. Picket Line.”

As a result of this picket line, longshoremen belonging to the International Longshoremen’s Association, which is also an American Federation of Labor affiliate, have consistently refused to cross this line since the evening of September 6th, with the result that since Matson is dependent upon such longshoremen, no cargo has been discharged from the Hawaiian Banker since that time. Also, as a result of this picket line, the unlicensed members of the crew of the deck department of the vessel who belong to the Sailors’ Union of the Pacific, also an affiliate of the American Federation of Labor, requested that they be and they were paid off by the master of the vessel, with the result that there are at present no unlicensed deck personnel aboard her.

The Atlantic & Gulf District, Seafarers International Union, A.F. of L., have no contract with the plaintiffs, nor do they desire to contract, since the deck department personnel aboard the Hawaiian Banker and other vessels owned by the plaintiffs are all members of an affiliated A.F. of L. organization, namely, the Sailors’ Union of the Pacific. On June 15, 1951, one of the present plaintiffs, Pacific Maritime Association, on behalf of its member companies, including Matson, entered into a two year contract with the Marine Engineers Beneficial Association which is a C.I.O. union, covering the licensed engineers aboard their vessels, which is the contract already referred to and explained in Matson’s reply of September 7th to the telegram of Charles King of September 5th.

It is further stipulated that these licensed engineers are all “supervisor” employees and therefore it has not been, nor is it now necessary for the Marine Engineers Beneficial Association, C.I.O., to be certified by the National Labor Relations Board as the. representative of Matson’s engineers for the purpose of collective bargaining; and. similarly, that the Brotherhood of Marine Engineers, Seafarers International Union, A.F.

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Bluebook (online)
100 F. Supp. 730, 1951 U.S. Dist. LEXIS 3973, Counsel Stack Legal Research, https://law.counselstack.com/opinion/matson-nav-co-v-seafarers-international-union-of-north-america-mdd-1951.