Background
3 DP World operates a stevedoring business throughout Australia and, of present relevance, at the West Swanson Terminal in Melbourne (hereafter, the "WST"). Amongst others, it employs people to work in what it describes as crane or straddle operations. In simple terms, those employees (referred to, hereafter, as "the Relevant Employees") are responsible for loading and unloading shipping containers (and, in limited circumstances, other materials) from ships berthed at the WST. Insofar as concerns the unloading process, that work involves the "unlashing" of containers on a ship (that is, the removal of equipment that is designed to keep containers secured during the ship's voyage), the removal (by means of cranes) of containers from ships to the wharf, the relocation (by means of a straddle) of containers so removed from the wharf to a staging area or "yard stack", and the loading of containers onto trucks or other conveyances for delivery to customers. The loading process involves, as I apprehend it, more or less the reverse of that unloading process. Approximately 70,000 containers move through the WST in a typical month; each usually moved a number of times (for example, from ship to wharf, from wharf to stack and from stack to truck) over the course of its presence there.
4 The Relevant Employees are organised into three shifts per day, each of eight hours' duration. Subject to the number of vessels at the terminal at any given time, each shift consists of between 60 and 120 employees, each of whom is allocated to a range of tasks, including vessel operations, road operations and rail operations. Employees move between each of those operational areas subject to workload requirements. Work is organised into groups - referred to as "gangs". Within each "gang", employees perform a range of duties, including the operation of equipment such as quay cranes, straddles and forklifts, and the performance of foreman and general duties.
5 Productivity at the WST is measured via a suite of sophisticated monitoring tools. Crane lifts, straddle drives and container movements are monitored using global positioning system technology and other electronic tracking equipment. Vast volumes of data are recorded and stored on DP World's information technology equipment. From that data, DP World is able to measure, for example, the number of crane lifts per shift, the number of straddle drives (that is, the number of times containers are relocated by straddle from one part of the terminal to another) per shift, the duration of each such drive and the distance that each such drive involved.
6 The CFMMEU is a large and well-known trade union. Many of the Relevant Employees are members of it (or, perhaps more accurately, of its maritime division).
7 The Relevant Employees are covered by the DP World Melbourne Enterprise Agreement 2016, an enterprise agreement approved by the Fair Work Commission in accordance with Pt 2-4 of the Fair Work Act (hereafter, "the FW Act"). That agreement (hereafter, the "EA") nominally expired on 28 February 2019.
8 Since March 2019, DP World and the CFMMEU have been negotiating terms for a new enterprise agreement to replace the EA. In support of the claims that it has advanced in those negotiations, the CFMMEU has organised - and its members at the WST have engaged in - various forms of protected industrial action (within the meaning attributed to that phrase by s 408 of the FW Act).
9 One such instance of protected industrial action occurred between 10 and 14 July 2019, when the CFMMEU organised (and its members at the WST engaged in) a 96-hour stoppage of work (hereafter, the "Stoppage"). Since the conclusion of the Stoppage and the return to work of the Relevant Employees (or those amongst them who participated in the Stoppage), DP World has identified a sudden and significant drop in productivity at the WST. In summary form, the evidence is that:
(1) in the period 14-30 July 2019, the average distance that land-side straddles (straddles that move containers from the yard stack to trucks or other conveyances, or vice versa) have had to traverse has decreased by 4 per cent, yet the average time per move has increased by 7 per cent;
(2) the equivalent metric for quay-side straddles (straddles that move containers to and from the wharf) shows that average time per move has increased by 18 per cent, despite the average distance increasing by only 8.5 per cent;
(3) 83 per cent of straddle drivers who have worked shifts between 14 and 30 July 2019 have had worse-than-average performance;
(4) reported faults - which have included matters as obviously trivial as the presence of rubbish in a straddle cabin - were 250% higher in the period 14-21 July 2019 than they were in the week prior to the Stoppage;
(5) gross moves per hour - the total number of crane movements per operational hour that a crane is available to work a vessel - were, in the second half of July, at the lowest level they have been in 2019;
(6) as at 24 July 2019, the rate of gross moves per hour was 28 per cent below what it had been in April and June 2019;
(7) by its nature, the gross moves per hour metric accounts for the various forms of protected industrial action that the CFMMEU and its members have waged throughout July 2019 - it does not require adjustment to take account of the impact that that action would be expected to have on crane productivity at the WST;
(8) none of the reductions summarised above is apparently attributable to operational or environmental factors such as breakdowns or inclement weather.
10 DP World describes the sudden and dramatic drop in productivity since the conclusion of the Stoppage as a "go slow". It attributes the CFMMEU with its organisation. On Tuesday, 23 July 2019, it made an application to the Fair Work Commission (hereafter, the "Commission") for an order under s 418 of the FW Act requiring (amongst other things) that the CFMMEU cease its organisation of that "go slow" (that application is referred to, hereafter, as the "s 418 Application"). For reasons that need not here be stated, the Commission was unable to determine that application within two days. As s 420 of the FW Act requires, the Commission made an interim order requiring (amongst other things) that the CFMMEU (and various others associated with it) cease any organisation of industrial action "…in the form of working in a manner which is slower than that which is customary or otherwise has the effect of reducing shift crane rates or the number of straddle moves performed." Excluded from that suite of industrial action that the CFMMEU was, by that order, required not to organise was action qualifying as protected industrial action and action based on reasonable concerns about imminent risks to health or safety.
11 The Commission's order (hereafter, the "s 420 Order") does not appear to have had the effect that DP World hoped that it might. Productivity at the WST has not materially improved and, so DP World maintains, the "go slow" that was imposed after the Stoppage remains in place. DP World continues to attribute its organisation to the CFMMEU. The CFMMEU denies that it is behind the adoption of any "go slow" at the WST.
12 On Wednesday, 31 July 2019, DP World filed an originating application seeking relief under the FW Act and the court's accrued jurisdiction. That application incorporates an application for interlocutory relief, by which DP World sought various orders to restrain the CFMMEU from organising industrial action in various forms at the WST. That application assumes an unusual (but permissible) bifurcated form: DP World seeks interlocutory relief (what it has referred to as an interim injunction) to restrain the CFMMEU from organising the "go slow", as well as further interlocutory relief directed to other forms of industrial action at the WST. It was the first half of that application that was the subject of an urgent hearing on Thursday, 1 August 2019 (and that is the subject of these reasons).