Rebecca Orr worked briefly for United Parcel Service, Inc. (“UPS”) as a Seasonal Support Driver in late 2023, picking up packages from other UPS drivers and delivering them to their final destinations during the holiday rush. When she applied, she signed an “Arbitration Agreement/Seasonal Hiring Agreement” through an online portal. The agreement was drafted to be “as broad as legally permissible” and contained four provisions that mattered to her case: a Delegation Clause giving the arbitrator exclusive authority over disputes about the agreement’s validity and enforceability; a Class Action Waiver; a PAGA Individual Action Requirement Clause; and a “How This Agreement Applies” section declaring the contract governed by the Federal Arbitration Act (“FAA”) — unless the FAA “does not apply to a particular dispute or to one or both parties.”
Orr’s experience on the job was rocky. Although UPS told her she would work eight-hour days, six days a week, her routes were shortened or canceled the morning of a scheduled shift on at least seven occasions. After a December route cancellation, she contacted HR and was told there were not enough packages to deliver. She received no further assignments despite repeated requests for work.
Orr sued UPS in the Superior Court of California for the County of Riverside, raising five state-law claims (including a claim that UPS failed to pay drivers their required “reporting time pay”) on behalf of three putative classes, later adding a sixth claim under California’s Private Attorneys General Act (“PAGA”). UPS removed the case to federal court and moved to compel arbitration and stay proceedings.
A central dispute emerged: Orr and UPS disagreed over whether the FAA or the California Arbitration Act (“CAA”) governed the agreement. The distinction was not merely academic — the two statutes differ in ways that could change which of Orr’s claims could be heard in court versus arbitration.
The district court granted UPS’s motion. It ordered Orr to arbitrate her individual claims “consistent with the terms of the binding arbitration agreement,” while staying litigation of the class claims pending arbitration. Critically, the court declined to decide whether the FAA or CAA applied, reasoning that the “result is the same” under either statute, so the question need not be resolved. It also concluded that Orr had forfeited any challenge to the Delegation Clause.
Orr moved for clarification under Federal Rule of Civil Procedure 60(a) and (b), arguing the court itself had to decide whether her contract fell within the FAA’s exemption for certain employment contracts (9 U.S.C. § 1). The district court denied the motion, holding it had “properly refrained” from determining whether a Section 1 exemption applied because, in its view, the CAA does not require that analysis before compelling arbitration.
Because neither the FAA nor California law allows an ordinary appeal from an order granting arbitration, Orr sought a writ of mandamus from the Ninth Circuit.
This was a mandamus proceeding, not a conventional appeal, so the Ninth Circuit did not “affirm” or “reverse.” Instead, the panel granted Orr’s petition for a writ of mandamus and directed the district court to determine the appropriate statutory basis for its authority to compel arbitration in the published case of In re Rebecca Orr, No. 25-2330 (9th Cir. June 9, 2026). The court made clear it was not ordering that arbitration is improper — only that the legal basis for it must be decided first, with the remaining arbitrability issues left to the district court to address afterward.
The panel evaluated the five factors governing mandamus relief from Bauman v. U.S. District Court, 557 F.2d 650, 654–55 (9th Cir. 1977): (1) the absence of another adequate remedy such as direct appeal; (2) prejudice not correctable on appeal; (3) clear legal error by the district court; (4) an oft-repeated error or persistent disregard of the rules; and (5) a new and important problem or issue of first impression. The third factor — clear error — is a necessary condition, so the court began there.
Clear legal error (Factor 3). The court held the district court clearly erred by compelling arbitration without identifying the source of its authority, thereby improperly handing the FAA § 1 exemption question to the arbitrator. Under New Prime Inc. v. Oliveira, 586 U.S. 105, 111 (2019), a court — not an arbitrator — must decide whether the § 1 “contracts of employment” exclusion applies before ordering arbitration under the FAA, because a court’s power to compel arbitration is bounded, not “unconditional.”
Two features made the error especially clear here. First, the agreement’s own choice-of-law clause assumed the FAA would control unless found inapplicable, making the FAA question a contractual prerequisite. Second, the choice of governing law was not a mere technicality: under Perry v. Thomas, 482 U.S. 483, 490–91 (1987), the FAA preempts California Labor Code § 229 (which lets employees pursue unpaid-wage claims in court despite an arbitration agreement), but California courts allow such suits when only the CAA applies, Garrido v. Air Liquide Industries U.S. LP, 241 Cal. App. 4th 833, 845 (2015).
The panel rejected UPS’s argument that New Prime does not apply where state law offers an alternative basis for arbitration, noting that no federal court of appeals has allowed a district court to skip the § 1 question simply because a state statute might also compel arbitration. It pointed to its own precedents Romero v. Watkins & Shepard Trucking, Inc., 9 F.4th 1097, 1100 (9th Cir. 2021), and In re Van Dusen, 654 F.3d 838, 846 (9th Cir. 2011), as well as decisions from sister circuits, including Harper v. Amazon.com Services, Inc., 12 F.4th 287, 296 (3d Cir. 2021), and Cunningham v. Lyft, Inc., 17 F.4th 244, 253 (1st Cir. 2021).
With the first three factors — including the critical clear-error factor — strongly favoring relief, the panel granted the writ.
