This case concerns the reach of the Federal Arbitration Act’s (FAA) exemption for transportation workers. While the FAA generally requires courts to enforce private arbitration agreements, Section 1 (9 U.S.C. § 1) provides that “nothing” in the statute may be used to compel arbitration in disputes involving the “contracts of employment” of “seamen, railroad employees, or any other class of workers engaged in foreign or interstate commerce.”
Flowers Foods, Inc. — one of the nation’s largest producers of packaged baked goods, with bakeries in 19 states — distributes its products in part through franchisees who buy distribution rights for specific geographic territories. Angelo Brock is one such franchisee serving the Denver area. He picks up Flowers’s products from a warehouse in Colorado and delivers them to local stores entirely within the state, never crossing state lines and never interacting with vehicles that do.
In 2022, Brock sued Flowers in federal district court, alleging the company had underpaid him and other distributors in violation of federal and state law. Brock had signed a distribution agreement promising to arbitrate any disputes, so Flowers moved to compel arbitration.
The federal district court denied Flowers’s motion to compel arbitration. The Tenth Circuit Court of Appeals affirmed the district court in Brock v. Flowers Foods, Inc. (10th Cir. 2024) 121 F.4th 753, resting its decision on Section 1. It reasoned that Brock belonged to a class of workers engaged in interstate commerce, so the court lacked authority to compel arbitration. Although the court acknowledged Brock neither crossed state lines himself nor interacted directly with those who did, it held those facts were “not dispositive.” What mattered was that Brock’s intrastate route formed a constituent part of the interstate journey of Flowers’s goods from out-of-state bakeries to their retail destinations.
Flowers petitioned the United States Supreme Court for certiorari on a single question: whether a worker can qualify under the Section 1 exemption if he never crosses state lines and never interacts with vehicles that do. The Supreme Court granted review.
The Supreme Court affirmed the Tenth Circuit’s judgment in a unanimous opinion delivered by Justice Gorsuch in Flowers Foods, Inc. v. Brock, No. 24-935 (May 2026). It held that a worker who transports goods on an intrastate leg of an interstate journey can qualify for the Section 1 exemption without crossing state lines or interacting with vehicles that do. The Supreme Court rejected Flowers’s proposed bright-line rule — that a worker must either cross state lines or interact with a vehicle that does — on three grounds.
Statutory text. When the FAA was enacted in 1925, to “engage” meant to take part in, be employed in, or be involved in something, and “interstate commerce” was understood to include transporting goods “between points in one state and points in another state.” That definition encompasses intrastate activity: a continuous carriage may begin in one state and end in another even though much of the journey occurs within a single state. Nothing in those terms requires crossing state lines or touching a border-crossing vehicle. The Court illustrated the point with a hypothetical involving three drivers relaying a shipment across a state border — under Flowers’s rule, only the driver who physically crossed the line would be covered, even though each played a direct and necessary part in moving the goods between states.
Historical precedent. The Court drew on a line of older cases interpreting the meaning of being “engaged in commerce between the States.” In The Daniel Ball (1871) 77 U.S. (10 Wall.) 557, the Court held that a steamer operating entirely within Michigan was engaged in interstate commerce because it carried goods destined for, or arriving from, other states; the use of several independent agencies, some operating entirely within one state, did not change the character of the transaction. The Court cited similar authority in Rearick v. Pennsylvania (1906) 203 U.S. 507, Rhodes v. Iowa (1898) 170 U.S. 412, and Norfolk & Western Railroad Co. v. Pennsylvania (1890) 136 U.S. 114.
Consistency with recent precedent. The Court placed the case as the fourth in a recent line broadly construing Section 1: New Prime Inc. v. Oliveira (2019) 586 U.S. 105 (the exemption covers independent contractors, not just employees); Southwest Airlines Co. v. Saxon (2022) 596 U.S. 450 (a cargo loader qualified despite not flying planes or crossing state lines); and Bissonnette v. LePage Bakeries Park St., LLC (2024) 601 U.S. 246 (a worker need not be in the “transportation industry” so long as the work plays a direct and necessary role in the flow of goods across borders). The Court reaffirmed that “engaged in” interstate commerce requires a direct, necessary, and active role, but held that such participation can occur without crossing state lines.
The Court acknowledged that its older precedents interpreted the Constitution’s Commerce Clause rather than Section 1, and clarified that the two are not coterminous — Section 1 reaches only transportation workers, a narrower category. (See Circuit City Stores, Inc. v. Adams (2001) 532 U.S. 105.) Still, cases using language identical or close to Section 1’s offered probative evidence of the statute’s original meaning.
Finally, the Court noted that Flowers had hinted at other reasons Brock might not qualify — that Flowers contracts with an independently operated company Brock owns, and that Brock takes title to the goods before reselling them, facts some lower courts have found relevant. But because Flowers staked its entire case on the cross-or-tag rule and did not ask the Court to decide the significance of those other facts, the Court declined to address them and confined its holding to rejecting the bright-line rule Flowers proposed.