On September 29, 2023, the United States Supreme Court (“SCOTUS”) granted certiorari in Bissonnette v. LePage Bakeries Park St., LLC, No. 23-51 (U.S.), a case that concerns the scope of Section 1 of the Federal Arbitration Act (“FAA”). Section 1 exempts from the FAA “contracts of employment of seamen, railroad employees, or any other class of workers engaged in foreign or interstate commerce.” 9 U.S.C. § 1.
A key question presented by the text of Section 1 is whether the contract is a “contract[] of employment” of a “class of workers engaged in foreign or interstate commerce.” SCOTUS has decided three cases that have addressed that issue—or aspects of it—in one context or another.
In 2001, in Circuit City Stores, Inc. v. Adams, 532 U.S. 105 (2001), the Court decided that Section 1’s exemption applied not to all employment contracts, but only to contracts involving “transportation workers.”
In 2019, in New Prime Inc. v. Oliveira, 139 S. Ct. 532 (2019) (discussed here and here) the Court held that the term “contracts of employment” means “agreements to perform work,” irrespective of whether those agreements establish an employer-employee relationship or merely an “independent contractor” relationship.
Finally, on June 6, 2022, in Southwest Airlines Co. v. Saxon, 142 S. Ct. 1783 (2022) (discussed here) the U.S. Supreme Court (“SCOTUS”) held that certain ramp supervisors, who worked for Southwest Airlines, whose work frequently included assisting with the loading or unloading of baggage and other cargo on or off airplanes, were members of a “class of workers engaged in foreign or interstate commerce” for purposes of Section 1. (Southwest Airlines is discussed here.)
The question SCOTUS has taken up in Bissonnette is whether Section 1 includes an additional requirement—one not apparent from either the text of the FAA or any of the above three decisions – that the person performing the work be a member of the “transportation industry.” The United States Court of Appeals for the Second Circuit determined that the answer was yes, and SCOTUS granted certiorari.
The reason that the question whether participation in the “transportation industry” is claimed to be relevant to the Section 1 FAA exemption is because the Bissonnette plaintiffs were commercial truck drivers who worked not for companies in the transportation industry but for ones in the baking industry—Flowers Food, Inc. and its two subsidiaries (the “Flowers Companies”). One or more of the Flowers Companies owns and sells “Wonder Bread.”
Each plaintiff had to form a corporation and enter in the name of that entity into a distribution agreement with one of the Flowers, Inc. subsidiaries. Those agreements provided the corporate entities with certain distribution rights in exchange for money. Each contained a mandatory, pre-dispute arbitration agreement.
The agreements required the plaintiffs to work forty hours per week minimum, driving vehicles to stores in their assigned territories within the State of Connecticut, transporting and delivering defendants’ baked goods (including Wonder Bread) and displaying them in the stores according to the defendants’ specifications.
The agreements subjected the plaintiffs to defendants’ policies and procedures, which regulated, among other things, the time, place, and manner of pickups, and required plaintiffs to report to the warehouse each day to upload data concerning their deliveries and pickups. Plaintiffs had to obtain and insure their own vehicles.
The district court held that the plaintiffs had to arbitrate their FLSA claims with the defendants, the Second Circuit affirmed for different reasons, and SCOTUS will decide the case this Term, which ends in June 2024.
We think it likely that SCOTUS will hold that Section 1’s FAA exemption for transportation workers is not conditioned on the workers being in the “transportation industry.” Provided a worker is within a class of transportation workers engaged in foreign or interstate commerce, then it should qualify for the Section 1 exemption from the FAA.
Aside from the lack of an FAA textual hook for such an argument (and other reasons outside the scope of this post), just last Term SCOTUS in Saxon, construing the text of Section 1, provided a straightforward test to determine who is exempted from the FAA. The Saxon Court provided an easy test to determine who falls within the scope of FAA Section 1’s exemption. The Court held that “any class of workers directly involved in transporting goods across state or international borders falls within § 1’s exemption.” Saxon, 142 S. Ct at 1789. Accordingly, as long as a worker is within a class of transportation workers engaged in foreign or interstate commerce, it will qualify for the Section 1 exemption.
The workers in Bissonnette are transportation workers because a large part of their work involves driving commercial trucks distributing Flowers’ goods to Flowers retailers in interstate commerce. Just as the Ramp Supervisors in Southwest Airlines were classified as “transportation workers” because they frequently loaded cargo on and off airplanes, so too, will SCOTUS probably rule that the plaintiffs in Bissonnette are “transportation workers” because they frequently drive trucks transporting goods in interstate commerce.
On October 24, 2023, our friend and colleague Russ Bleemer, Editor of Alternatives to the High Cost of Litigation, Newsletter of the International Institute for Conflict Prevention and Resolution (CPR) (“CPR Alternatives”), interviewed our friends and colleagues, University of Professor Angela Downes, University of North Texas-Dallas College of Law Professor of Practice and Assistant Director of Experiential Education; arbitrator, mediator, arbitration-law attorney, and former judge, Richard D. Faulkner; and yours truly, Loree Law Firm principal, Philip J. Loree Jr., about the Bissonnette certiorari grant, its implications and how SCOTUS might decide the case. You can watch the video-conference interview HERE.
Johnathan Baccay, a CPR Intern, and a second-year law school student, on September 29, 2023 wrote for CPR Speaks (CPR’s blog) an excellent article about Bissonnette, which CPR Speaks published.
Contacting the Author
If you have any questions about this article, arbitration, arbitration-law, arbitration-related litigation, then please contact Phil Loree Jr., at (516) 941-6094 or PJL1@LoreeLawFirm.com.
Philip J. Loree Jr. is a partner and founding member of the Loree Law Firm. He has more than 30 years of experience handling matters arising under the Federal Arbitration Act and in representing a wide variety of clients in arbitration, litigation, and arbitration-related litigation.
ATTORNEY ADVERTISING NOTICE: Prior results do not guarantee a similar outcome.
Photo Acknowledgment
The photo featured in this post was licensed from Yay Images and is subject to copyright protection under applicable law.
A good chunk of FAA practice and procedure —including FAA practice and procedure in state court—involves knowing when, how, and why to make timely and effective objections and filings in arbitration enforcement litigation. Sivanesan v. YBF, LLC, ___ A.D. 3d ___, 2024 N.Y. Slip Op. 4327 (2d Dep’t 2024), which New York’s Appellate Division, Second Department, decided on August 28, 2024, illustrates this point well.
Introduction: Mass Arbitration
The question before the Appellate Division, Second Department in 
On November 3, 2023, the United States Supreme Court (“SCOTUS”) granted certiorari in Coinbase, Inc. v. Suski, No. 23-3 (U.S.) (“Coinbase II”), a case that is related to 
