Saul MacKlin v. Spector Freight Systems, Inc. Saul MacKlin v. Drivers, Chauffeurs and Helpers, Local Union No. 639

478 F.2d 979, 156 U.S. App. D.C. 69, 1973 U.S. App. LEXIS 10026, 5 Empl. Prac. Dec. (CCH) 8605, 5 Fair Empl. Prac. Cas. (BNA) 994
CourtCourt of Appeals for the D.C. Circuit
DecidedMay 9, 1973
Docket71-1259, 71-1517 and 71-1620
StatusPublished
Cited by285 cases

This text of 478 F.2d 979 (Saul MacKlin v. Spector Freight Systems, Inc. Saul MacKlin v. Drivers, Chauffeurs and Helpers, Local Union No. 639) is published on Counsel Stack Legal Research, covering Court of Appeals for the D.C. Circuit primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Saul MacKlin v. Spector Freight Systems, Inc. Saul MacKlin v. Drivers, Chauffeurs and Helpers, Local Union No. 639, 478 F.2d 979, 156 U.S. App. D.C. 69, 1973 U.S. App. LEXIS 10026, 5 Empl. Prac. Dec. (CCH) 8605, 5 Fair Empl. Prac. Cas. (BNA) 994 (D.C. Cir. 1973).

Opinion

J. SKELLY WRIGHT, Circuit Judge:

This class action involves allegations of racial discrimination against one of the nation’s largest trucking firms, Speetor Freight Systems, Inc., against one of the nation’s most powerful unions, the International Brotherhood of Teamsters, Chauffeurs, Warehousemen and Helpers of America, and against Teamsters Local 639 which represents drivers in the District of Columbia, Maryland and Northern Virginia. Appellant Macklin was a member of the local during the period when the discriminatory practices were alleged to have occurred. He still is. The International and the local are charged with participation in a continuing conspiracy with Speetor to deny blacks access to the remunerative over-the-road driver jobs. More specifically, Speetor is said to maintain a practice of refusing to hire blacks, including Macklin, for these jobs on unjustifiable racial grounds. The International and the local are alleged to cooperate with Speetor in this unlawful practice with respect to their own members. An Equal Employment Opportunity Commission investigation of the events that gave rise to this suit indicated that of Speetor Systems’ approximately 2,700 drivers only 109, or approximately four per cent, were blacks. More significant, the EEOC report found that there was no evidence that Speetor employed any blacks as over-the-road drivers as of early 1967 when the events culminating in this suit occurred.

In January 1967 Speetor assumed control of operating rights between New York and Washington which the Interstate Commerce Commission had granted to Macklin’s employer, Jacobs Eastern Transport, Inc. Jacobs had sold the rights to Speetor a few months earlier, subject to ICC approval which was soon given. Within a few days of assuming control, Speetor informed Macklin and Jacobs’ other over-the-road drivers, all of whom apparently were black, that they were laid off until Speetor established an over-the-road trucking terminal in Washington. No such terminal has been established. This fact becomes important for the following reasons.

The contract of sale between Jacobs and Speetor indicates that Speetor bought not merely Jacobs’ operating rights, but also Jacobs’ business. Under the terms of the then applicable National Master Freight Agreement, which both Speetor and Jacobs had signed and which governed the firms’ relations with their Teamsters-represented drivers, it appears that, since the Jaco'bs-Spector transaction covered both business and operating rights, Speetor was obliged to either dovetail the seniority list of its own employees with that of Jacobs 1 or maintain a separate seniority list, with Jacobs’ drivers at the top, for that part of the New York-Washington route that Jacobs’ drivers had driven and Speetor’s had not before the acquisition. 2 Spec-tor, however, chose to insist on the applicability of another provision of the *984 Master Freight Agreement which referred only to “a purchase of permits or rights by one Carrier from another Carrier, without the purchase or acquisition of equipment, terminals, or business.” This provision gave the Jacobs employees “no seniority rights at all,” but stated that they should “be offered opportunity for employment at the bottom of the seniority list of the Company purchasing the permits.” 3 Moreover, Spec-tor refused to offer Maeklin and other Jacobs over-the-road drivers such positions anywhere in its system on the ground that they had a right to over-the-road driver jobs only if Speetor chose to establish a D.C. terminal.

Convinced that Speetor owed him an over-the-road job somewhere in its system under the terms of the Master Freight Agreement, Maeklin asked Local 639 to institute grievance proceedings for him. In the proceedings that followed the local accepted the applicability of the provision that Speetor relied on, but took the position that under the agreement Jacobs’ over-the-road drivers should be given the right to transfer at the bottom of the seniority list to a Speetor terminal in New Jersey from which shipments would be made on the route rights purchased from Jacobs. Following the terms of the Maryland-Distriet of Columbia Freight Council Supplemental Agreement, 4 the parties initially submitted the grievance to the Joint Maryland-Distriet of Columbia Area Committee on March 20, 1967. This Committee was composed of equal numbers of union and employer representatives. When a deadlock occurred the grievance was referred to a higher level grievance adjustment body, the Eastern Conference Joint Area Committee, although the Maryland-Distriet of Columbia group could, by a majority vote, have referred the grievance to an arbitrator. 5 On April 25, 1967 the Eastern Conference Committee decided for Speetor against the local’s claim for work in New Jersey, ruling that the Jacobs over-the-road drivers should be given first opportunity to work as over-the-road drivers only if Speetor established a D.C. long-haul terminal. No further action was taken by the union, apparently because the Maryland-District of Columbia Agreement provided no further appeal. 6

On October 15, 1968 Maeklin filed a complaint with EEOC against Speetor and the local, charging conspiracy to discriminate against him. On January 24, 1969, after the 60-day period specified by Title VII of the 1964 Civil Rights Act, Section 706(b), 42 U.S.C. § 2000e-5(b) (1970), for referral to the state agency had expired, EEOC formally assumed jurisdiction of his complaint. 7 A lengthy agency investigation ensued, but failed to culminate in any settlement or conciliation between Maeklin, the local, and Speetor. On October 26, 1970 EEOC gave Maeklin notice of a right to sue in federal court under Title VII. And on November 3, 1970 Maeklin and his former co-worker at Jacobs, Roberson, who had also complained to EEOC, 8 filed a class action for similarly situated blacks 9 charging *985 Spector, the local, and the International with violations of Title VII and Section 1 of the 1866 Civil Rights Act, 10 now 42 U.S.C. § 1981 (1970). The District Court dismissed the claim against the International for lack of jurisdiction on February 22, 1971. Dismissal of the claim against the local and Spector was granted on June 15, 1971 without a statement of reasons. On appeal, this court remanded the June 15, 1971 judgment to the District Court for a statement of reasons. Responding to the remand, the District Court held, first, that the Title VII claim could not proceed because the plaintiffs had not complied with the 1964 Civil Rights Act’s jurisdictional prerequisite of filing a claim of discrimination with EEOC within 210 days after the occurrence of the alleged unfair employment practice.

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Bluebook (online)
478 F.2d 979, 156 U.S. App. D.C. 69, 1973 U.S. App. LEXIS 10026, 5 Empl. Prac. Dec. (CCH) 8605, 5 Fair Empl. Prac. Cas. (BNA) 994, Counsel Stack Legal Research, https://law.counselstack.com/opinion/saul-macklin-v-spector-freight-systems-inc-saul-macklin-v-drivers-cadc-1973.