National Labor Relations Board v. Transmarine Navigation Corporation and Its Subsidiary, International Terminals, Inc.

380 F.2d 933, 65 L.R.R.M. (BNA) 2861, 1967 U.S. App. LEXIS 5940
CourtCourt of Appeals for the Ninth Circuit
DecidedJune 21, 1967
Docket20964
StatusPublished
Cited by45 cases

This text of 380 F.2d 933 (National Labor Relations Board v. Transmarine Navigation Corporation and Its Subsidiary, International Terminals, Inc.) is published on Counsel Stack Legal Research, covering Court of Appeals for the Ninth Circuit primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
National Labor Relations Board v. Transmarine Navigation Corporation and Its Subsidiary, International Terminals, Inc., 380 F.2d 933, 65 L.R.R.M. (BNA) 2861, 1967 U.S. App. LEXIS 5940 (9th Cir. 1967).

Opinion

PECKHAM, District Judge:

The National Labor Relations Board (hereinafter “Board”) has petitioned this Court for enforcement of its order issued against Respondent on May 28, 1965, following proceedings under Section 10 (c) of the National Labor Relations Act (hereinafter “Act”) as amended (61 Stat. 136, 73 Stat. 519, 29 U.S.C. § 151 et seq.). The Board’s decision and order are reported at 152 N.L.R.B. 998. This Court has jurisdiction over the proceedings under section 10(e) of the Act, 29 U.S.C. § 160(e), since the alleged unfair labor practices occurred at Los Angeles, California, within this judicial circuit.

Respondent Transmarine Navigation Corporation and its wholly owned subsidiary, International Terminals, Inc., (hereinafter “Company”), operated as a freight agent, ship broker, steamship agent, and terminal operator at Wilmington in the Los Angeles Harbor. In February, 1960, the American Federation of Guards, Local #1 (hereinafter “Union”) was certified by the Board as the collective bargaining representative of the guard unit whose members were employed by the Company to protect -cargo on the ships and in the warehouses on the dock. Since that time a collective bargaining agreement has governed relations between the Company and the Union. The most recent agreement was executed in 1962 and, with an expiration date of June 30, 1965, was still in effect at the time of the events described herein.

It appears from the testimony of the Company’s vice president that during the summer of 1963, the Japanese Government ordered a consolidation of Japanese shipping companies into fewer, larger companies. This order affected the Company’s principal customer, a Japanese shipowner. The consolidation created the need for larger shipyard facilities to service the new lines. In August, the Company entered into discussions with two other terminal operators about forming a joint venture to provide expanded facilities in the Long Beach Harbor. The joint venturers expected that a larger facility would attract one or more of the new merged shipping lines.

On September 5, 1963, the Company executed a joint venture agreement with Jones Stevedoring Company and California Maritime Services. Under this agreement, the Company was to terminate its operations in Los Angeles and relocate in Lpng Beach as a minority partner in a joint venture, to be known as Sierra Terminals. The Company and California Maritime Services were each to have a forty percent interest in Sierra Terminals, and Jones Stevedoring was to have the remaining twenty percent. At the time of the execution of the agreement, the Long Beach terminal facilities *935 were occupied by a company known as Twin Harbors, which had a contract arrangement with Newton Security Patrol to supply guards for the facility. When the September 5 agreement was executed, the Company did not know what the need for guards would be when the joint-venture — Sierra Terminals — would begin operations.

On September 15, the vice president of the Company told Ernest McClintock, a guard, that the Company was thinking of closing its terminal in Los Angeles and of merging with companies in Long Beach. McClintock was asked to keep this confidential. About a week or ten days later, McClintock was told to advise the guards they would be terminated on or about November 1, 1963. On this occasion McClintock was told that the Sierra Terminals joint venture was going to use Newton Security Patrol at Long Beach for guard services. On or about October 15, the vice president told Mc-Clintock that he would talk to Newton and see what could be done with respect to the employment of the guards employed by the Company. Subsequently, McClintock was offered a job with Sierra Terminals; the other three guards employed on a permanent basis at that time were told that they would be called in when needed. This followed talks with Newton by both the vice president of the company and McClintock, at the vice president’s suggestion. McClintock and the other guards declined Newton’s offer of employment because at that time they were earning substantially higher wages than were offered by Newton. Two and possibly four of the guards then sought from the Company letters of recommendation, which the vice president testified he wrote.

In September 1963, McClintock had told Walker, the secretary-treasurer of the Union, that there were rumors that the terminal was going to be closed. Also, the record reflects that at this time there was some publicity in the local newspapers and trade journals with relation to the movement of the Company to Long Beach. However, the Trial Examiner found that there was no publicity-concerning the termination of the guards at this time. In the latter part of October McClintock saw Walker of the Union and told him that the guards were going to be terminated.

On October 24, 1963, the Company, in a bulletin addressed to all employees and labeled as a report of company activities, advised the employees that they would be terminated as employees of the Company and would be offered employment by Sierra Terminals. The bulletin stated that this change would take place on November 1, 1963. Copies of these bulletins were not distributed to the guards because it was not customary for the guards to receive memoranda of this type, according to the testimony of the vice president of the Company.

On October 28,1963, the vice president wrote a letter to Walker informing the Union that on October 31, the Company would cease business. The letter recited that the collective bargaining agreement would no longer be operative, as “this event [the closing] will terminate the employment of the guards who are members of your organization.” The Trial Examiner found that this letter was the first direct communication from the Company to the Union about terminating the operations of the Company, and that there is no basis for a finding that the business manager of the Union was aware of the Company’s decision to terminate the guards prior to the late October conversation with McClintock. The Trial Examiner concluded that after receipt of this letter, Walker, the Union representative, regarded a request to bargain as a futile gesture concerning the decision of the Company with respect to moving its facilities and the termination of the guards. He did seek to have the Company offer equivalent employment to the displaced guards but without success.

The Union filed the original charge in this action on February 7, 1964. The gravamen of the charge was that the Company had violated its bargaining obligation with the Union and on June 12, 1964, the Board issued a complaint on *936 that ground. On June 24, 1964, the Union’s attorney wrote the Company suggesting a settlement. The Company, on June 25, replied that it was “ * * * now and always have been willing to bargain about any matters in dispute.”

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Bluebook (online)
380 F.2d 933, 65 L.R.R.M. (BNA) 2861, 1967 U.S. App. LEXIS 5940, Counsel Stack Legal Research, https://law.counselstack.com/opinion/national-labor-relations-board-v-transmarine-navigation-corporation-and-ca9-1967.