National Labor Relations Board v. Wilson Freight Company

604 F.2d 712, 102 L.R.R.M. (BNA) 2269, 1979 U.S. App. LEXIS 12142
CourtCourt of Appeals for the First Circuit
DecidedAugust 30, 1979
Docket78-1178
StatusPublished
Cited by15 cases

This text of 604 F.2d 712 (National Labor Relations Board v. Wilson Freight Company) is published on Counsel Stack Legal Research, covering Court of Appeals for the First 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. Wilson Freight Company, 604 F.2d 712, 102 L.R.R.M. (BNA) 2269, 1979 U.S. App. LEXIS 12142 (1st Cir. 1979).

Opinion

LEVIN H. CAMPBELL, Circuit Judge.

The National Labor Relations Board has applied for enforcement of its order against the Wilson Freight Company. The Board, summarily affirming the decision of its administrative law judge (ALJ), 1 ruled that the Company had violated §§ 8(a)(1), (3), and (4) of the National Labor Relations Act, 29 U.S.C. §§ 158(a)(1), (3), and (4), 2 by dis *714 charging an employee, Paul Smith, for concerted activity protected by the Act, and ordered, inter alia, that Smith be reinstated. 234 NLRB No. 132 (Feb. 10, 1978). The Company opposes enforcement on the ground that Smith was discharged for a legitimate business reason.

The Company is a motor freight carrier, one of whose terminals is in Chelmsford, Massachusetts. Drivers there are represented by Local 25 of the International Brotherhood of Teamsters, Chauffeurs, Warehousemen and Helpers of America. The discharged employee, Smith, was the shop steward at the Chelmsford terminal. During the several years prior to his discharge on September 3, 1976, Smith registered numerous complaints against his employer with governmental officials and agencies. The Board ruled these complaints were “protected” under the National Labor Relations Act and that they constituted the “real” reason for Smith’s discharge. The Company’s contention that Smith was discharged for interfering with an internal bidding procedure was treated as a mere pretext. In particular, the Board held that a warning letter, dated September 2, 1976, and mailed to Smith just before he was discharged, demonstrated the Company’s anti-union animus. In the letter the Company had said Smith’s complaints interfered with its business and were in excess of his authority as shop steward, and that further interference or conduct in excess of authority would result in his instant dismissal.

I.

A critical issue, then, is whether Smith’s incessant complaints, made outside the bargaining framework, went so far beyond the functions of a shop steward, as defined in Article 41 of the collective bargaining agreement between the Company and Local 25, 3 as to justify the September 2 warning letter. The ALJ’s findings say little about the scope and actual character of Smith’s complaints. The ALJ seems to have regarded the complaints as “protected” whether or not Smith was acting beyond the contract limitations imposed on shop stewards. As we see the,issue differently, we set out in detail the facts concerning Smith’s complaint activity, relying in large part on exhibits consisting of Smith’s letters and the responses he received.

Smith began complaining to outside officials in 1974, a short time after the Company had taken over a new terminal in *715 Chelmsford, Massachusetts. The terminal manager was one Rudolph, and after a brief period of good feelings, relations between Smith and Rudolph deteriorated.

In September of 1974, signing himself as “shop steward,” Smith dispatched a letter to Massachusetts Governor Sargent, complaining of inadequate heat within the terminal in purported violation of a'state regulation, Industrial Bulletin No. 1, § 113. Smith wrote this letter shortly after components of the Teamsters Union and a group of Massachusetts truck owners had negotiated a state-wide agreement, known as the Industry Heat Agreement, indicating how the regulation would be applied to their circumstances. State officials approved this agreement, and it was signed on behalf of Smith’s union, Local 25, by Business Agent Fred Singelais (who was also chairman of the union negotiating group). The agreement provided that there should be warm-up rooms in terminals and that employees should receive periodic heat breaks. In his letter to Governor Sargent, Smith did not accuse the Company of failing to comply with the Industry Heat Agreement, the existence of which he acknowledged, but rather complained that the agreement was illegal and improper. Smith felt that the state regulation required the provision of heat throughout the terminal, and that his union had been wrong to agree otherwise.

In his letter, Smith asked the Governor, sarcastically, if “we should pay our State Income Tax to the Teamsters.” The letter concluded,

“Is the State so weak that they cannot enforce the law where Teamsters and Trucking Owners are concerned? We do not believe so, but we have been wrong before.
“We are asking your help to prove us right without involving the Federal Government.
“Respectfully Yours,
Paul A. Smith
Shop Steward”

Copies of this letter were sent to Massachusetts Attorney General Quinn and the Massachusetts Safety Commissioner.

The Governor’s office responded to Smith on October 2, 1974 that the warm-up room plan negotiated between the Teamsters Union and the trucking company owners was considered to be “acceptable by both labor and management and sufficient under the law . . . . If your understanding of the law differs from that of those involved in these negotiations, it might be helpful for you to seek legal advice.”

There the matter lay until March of 1975, when Smith, in another letter signed “Paul Smith, Shop Steward,” wrote to the new governor, Dukakis, accusing state officials, and in particular Mr. Everett Grady of the Massachusetts Division of Industrial Safety, of either not knowing what they were talking about or else refusing to do their job and being “full of bull.” Smith continued,

“I feel we have been patient enough. We are entitled to an answer. Is Section 113 of Bulletin 1 a law? If so why is it not being enforced?”

This set off a flurry of letters between representatives of the trucking industry’s Employers’ Group; the Director of the Massachusetts Department of Labor and Industries; and Mr. Singelais of Local 25. The question was raised why Smith had not filed a grievance with Local 25 as provided under the Industry Heat Agreeriient. 4 In a second letter to Governor Dukakis, dated April 24, 1975, Smith assured the Governor that “the procedure of making a formal complaint to the Union has already been done,” and that he, Smith, had taken the matter up with “Pat Lee, our business agent.” However, in a letter on Local 25’s stationery, dated July 18, 1975, Business Agent Singelais wrote the owners’ group:

“In regard to the letter . . . pertinent to the letter sent to Governor Du- *716 kakis by Paul Smith, the Steward of Wilson Freight Company, relative to the Heat Law and an alleged discussion with Business Agent Patrick Lee, I have discussed this matter with Pat, and he assures me that to date, he has not received a grievance relative to the Heat Law, nor did Mr. Smith have any discussion with Pat about this matter.

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Bluebook (online)
604 F.2d 712, 102 L.R.R.M. (BNA) 2269, 1979 U.S. App. LEXIS 12142, Counsel Stack Legal Research, https://law.counselstack.com/opinion/national-labor-relations-board-v-wilson-freight-company-ca1-1979.