West Gulf Maritime Association v. Ila Deep Sea Local 24, South Atlantic and Gulf Coast District of the Ila Afl-Cio, Etc.

751 F.2d 721, 118 L.R.R.M. (BNA) 2916, 1985 U.S. App. LEXIS 27776
CourtCourt of Appeals for the Fifth Circuit
DecidedJanuary 7, 1985
Docket84-2442
StatusPublished
Cited by203 cases

This text of 751 F.2d 721 (West Gulf Maritime Association v. Ila Deep Sea Local 24, South Atlantic and Gulf Coast District of the Ila Afl-Cio, Etc.) is published on Counsel Stack Legal Research, covering Court of Appeals for the Fifth Circuit primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
West Gulf Maritime Association v. Ila Deep Sea Local 24, South Atlantic and Gulf Coast District of the Ila Afl-Cio, Etc., 751 F.2d 721, 118 L.R.R.M. (BNA) 2916, 1985 U.S. App. LEXIS 27776 (5th Cir. 1985).

Opinion

TATE, Circuit Judge:

The defendant longshoremen’s labor unions appeal from a preliminary injunction entered by the United States District Court for the Southern District of Texas. 28 U.S.C. § 1292(a). The injunction restrains work stoppage and compels local arbitration of a dispute concerning the number of longshoring workers required to load and unload cargo containers. The district court entered the injunction on the authority of Boys Markets, Inc. v. Retail Clerk’s Union, 398 U.S. 235, 90 S.Ct. 1583, 26 L.Ed.2d 199 (1970), which states a “limited” exception to the anti-injunction provisions of the Norris-LaGuardia Act, 29 U.S.C. § 104, and permits an injunction restraining work stoppage where a union has agreed to arbitrate the grievance underlying the work stoppage. See Jacksonville Bulk Terminals, Inc. v. International Longshoremen’s Ass’n, 457 U.S. 702, 707-09, 102 S.Ct. 2673, 2678-79, 73 L.Ed.2d 327 (1982).

We hold that the district court should have dismissed or stayed the action, or should have transferred it to the United States District Court for the Southern District of New York where a pending action involved closely related issues. Accordingly, we vacate the injunction and remand.

Facts

The “containerization” issue has confronted the shipping industry for some time. Containers are metal boxes in which matter to be shipped is placed to facilitate easy handling in the loading and unloading process. Because containers reduce han *723 dling by longshoremen during loading and unloading of vessels, containerization threatens to reduce the number of long-shoring jobs.

Through collective bargaining, labor and management have attempted to solve the problem posed by containerization. Paragraph 5 of an agreement known as the containerization agreement (part of a master contract between the International Longshoremen’s Association (ILA) and various employer associations, including the plaintiff below, West Gulf) provides:

The minimum number of the container gang used in loading or unloading containers to or from container ships shall consist of 18 men plus two drivers.

The parties agree that paragraph 5 requires employers to “order” from the union no less than twenty workers when containers are to be loaded or unloaded.

The parties do dispute, however, whether paragraph 5 permits employers to use more than two workers in the twenty-worker unit as drivers. The union contends that, if an employer needs more than two drivers, it must order workers in addition to the twenty-worker unit. The employers of the Association, however, contend that workers within the “18 men” part of the twenty-worker unit may be used as drivers.

Such containerization disputes under the master contract are to be resolved by an entity known as the Emergency Hearing Panel. In the parties’ so-called Tampa agreement, at paragraph IV, they provide:

In order to correct all violations and to resolve all grievances it is agreed that an emergency panel of an equal number of representatives from each side shall be named by the President of the ILA and by Management for the purpose of hearing and resolving all cases relating to the Containerization Agreement, on an emergency basis at the earliest possible moment. It is agreed that the first of such meetings shall be convened in New York not later than the month of May, 1981. The Committee shall hold such further meetings, on an emergency and expedited basis, to the fullest extent necessary to resolve the above issues.

Further, the parties provide in an agreement known as the Hollywood agreement, at paragraph 6, for specific procedures to govern the Emergency Hearing Panel. Paragraphs 6(A) and 6(B) provide that alleged violations of the containerization agreement are “heard” at the local port under local procedures and, if there is failure to agree or one party wishes to appeal, the matter is “referred” to the Emergency Hearing Panel. Pursuant to paragraph 6(F), “[cjharges of alleged violations of the Master Agreement involving more than one port shall be referred directly to the Management-ILA Emergency Hearing Panel for final determination.” Paragraph 6(C) provides that the Emergency Panel is constituted of an equal number of labor and management representatives and that a “majority vote” of the panel “shall be final and binding and shall constitute an enforceable award.” Under paragraph 6(C), if the panel deadlocks, a “third party” (a neutral arbitrator) is selected “to break the deadlock”. Finally, paragraph 6(E) explains when the right to stop work or strike exists:

The ILA shall have the right to refuse to render service to any carrier or direct employer (but only with respect to the carrier charged) who, after a determination under Steps One and Two above [referring apparently to paragraphs 6(A), 6(B) and 6(F)] has been found to have violated the provisions of the said Master Agreement, and who refuses to abide by the decisions rendered under Steps One and Two above, and the provisions of any no-strike clause shall be rendered inapplicable in such situation.

In this case, the union referred the dispute concerning the meaning of “18 men plus two drivers” to the Emergency Hearing Panel at its meeting on June 12, 1984. At the meeting, a union representative made a motion “that the gang size shall be 18 plus two with drivers added to the twenty.” The nine union members present voted in favor of the motion. Eight of the *724 management representatives voted against the motion, but the minutes show that one of these representatives was an alternate, not a regular panel member, and “it was subsequently determined that alternates were not entitled to cast a vote.” As to the ninth management representative, one Costello, the minutes state: “When polled, Mr. Costello stated that he would abstain from voting. However, he subsequently stated that he would stand by the Master Contract. This was considered to be a vote in favor of the motion.”

According to the minutes, the panel’s co-chairman, Dickman, a management representative, declared that a “motion has been made and carried.” In line with this ruling by Dickman, the minutes state:

RESOLVED: That in accordance with the provisions of the Master Collective Bargaining Agreement, negotiated by and agreed to by the parties, the minimum size of a container gang shall be 18 men plus two drivers and that should additional drivers be required, such drivers are to be drawn from outside the gang and shall not be part of the regular 20-man gang.

. The panel’s vote and the resulting resolution immediately became the subject of vigorous dispute.

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Bluebook (online)
751 F.2d 721, 118 L.R.R.M. (BNA) 2916, 1985 U.S. App. LEXIS 27776, Counsel Stack Legal Research, https://law.counselstack.com/opinion/west-gulf-maritime-association-v-ila-deep-sea-local-24-south-atlantic-and-ca5-1985.