Lawrence Kosa v. Int'l Union United Auto

CourtCourt of Appeals for the Sixth Circuit
DecidedAugust 23, 2019
Docket18-2149
StatusUnpublished

This text of Lawrence Kosa v. Int'l Union United Auto (Lawrence Kosa v. Int'l Union United Auto) is published on Counsel Stack Legal Research, covering Court of Appeals for the Sixth Circuit primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Lawrence Kosa v. Int'l Union United Auto, (6th Cir. 2019).

Opinion

NOT RECOMMENDED FOR FULL-TEXT PUBLICATION File Name: 19a0448n.06

Case Nos. 18-2090/2149

UNITED STATES COURT OF APPEALS FOR THE SIXTH CIRCUIT FILED Aug 23, 2019 LAWRENCE KOSA, et al., ) DEBORAH S. HUNT, Clerk ) Plaintiffs-Appellants/Cross-Appellees, ) ) ON APPEAL FROM THE UNITED v. ) STATES DISTRICT COURT FOR ) THE EASTERN DISTRICT OF INTERNATIONAL UNION UNITED ) MICHIGAN AUTOMOBILE, AEROSPACE AND ) AGRICULTURAL IMPLEMENT ) WORKERS OF AMERICA and ) INTERNATIONAL UNION UNITED ) AUTOMOBILE, AEROSPACE AND ) AGRICULTURAL IMPLEMENT ) WORKERS OF AMERICA, LOCAL 659, ) ) Defendants-Appellees/Cross-Appellants, ) ) GENERAL MOTORS, ) ) Defendant-Appellee. ) _____________________________________/

Before: GUY, THAPAR, and NALBANDIAN, Circuit Judges.

RALPH B. GUY, JR., Circuit Judge. Plaintiffs are former truck drivers who

believe they got a raw deal during General Motor’s financial woes ten years ago. They claim GM

and their labor unions misinformed them, deceived them, and breached contracts, resulting in

lower compensation and premature retirements. The district court granted judgment on the Case Nos. 18-2090/2149 Kosa, et al. v. Int’l Union United Auto., Aerospace and Agric. Implement Workers of Am., et al.

pleadings in favor of GM and granted summary judgment to the unions. The workers appeal and

the unions cross-appeal. We affirm.

I. BACKGROUND

A. The Arrangements Between GM and ACC (1996–2009)

Until 1996, GM operated its own trucking division. It owned the assets and employed the

drivers. But that year GM sold the trucking division to a new company called Automotive

Component Carrier (ACC) via a purchase agreement. The GM drivers then became ACC drivers.

GM still had trucking needs, however, so when GM sold the assets, it also entered into a service

contract with ACC that entwined GM with ACC’s new employees.

Many of the drivers had been with GM for years, and their seniority entitled them to higher,

or, “first tier” wages so long as they remained working for GM. Now that they would become

ACC employees, their wage rate and benefits were at risk. So as part of the service contract, GM

agreed to subsidize the workers’ wages at ACC. In other words, if ACC paid the workers less than

what they had made at GM, then GM would cover the difference. The employees who transferred

to ACC at the time of the deal came to be known as “Red Dots,” although the term used in the

official documents is “Transferred Employees.”1

A few months after GM and ACC signed the two documents that animated their deal, the

companies joined with the UAW2 in signing a third document: a memorandum of understanding

(“1996 Memorandum”). Among other things, the 1996 Memorandum placed two important

1 The purchase agreement defined “Transferred Employee” as an hourly employee who was “actively employed by or otherwise accorded employment rights with respect to” GM’s trucking division as of the closing date of the sale and who was “offered and accept[ed] employment with ACC pursuant to [] Section 4.1B” of the service agreement. The closing date was May 1, 1996. 2 All of the parties on appeal refer to the labor organizations collectively as the UAW in the singular. We do the same here.

-2- Case Nos. 18-2090/2149 Kosa, et al. v. Int’l Union United Auto., Aerospace and Agric. Implement Workers of Am., et al.

requirements on GM and ACC going forward. First, ACC was required to employ the Red Dots3

and allow them to maintain their seniority status. Second, GM was obligated to hire back Red

Dots under certain circumstances. This re-hiring requirement is known as the “flow-back

provision.”

Several months later, ACC and the UAW entered into their own agreement, the “1997

Agreement.” By this time, nearly a year had passed since GM had sold its trucking division to

ACC, and in the interim ACC had hired non-GM workers. But the original service contract

guaranteed first-tier wages and benefits only to the workers who came from GM at the time of the

sale (i.e., the Red Dots). Subsequent hires were not covered. So the 1997 Agreement brought the

subsequent hires into the fold by extending the same wages and benefits to them, too. These

subsequent hires came to be known as “Yellow Dots.” The 1997 Agreement achieved this result

by simply incorporating by reference the 1996 Memorandum.

As time went on, ACC and the UAW entered into additional agreements that modified the

1997 Agreement. These agreements established second- and third-tier wages that applied to

subsequent ACC hires. As a result, the workforce at ACC became a mixture of Red and Yellow

Dots—who received first-tier wages—and other employees who received lower wages.

Perhaps unsurprisingly, subsidizing the wages of employees at another company became

expensive. According to a union shop chair, GM paid $26 million per year to subsidize the wages

and benefits of Red and Yellow Dots working at ACC. So in 2004, GM and ACC signed a new

service contract that created two avenues for reducing the subsidized workforce. First, the contract

allowed eligible Red and Yellow Dots to retire and receive a lump sum payment. Second, for

3 The memorandum used the term “Transferred Employees” which it defined as “hourly employees who are transferred to [ACC] as of the effective date of the sale[.]”

-3- Case Nos. 18-2090/2149 Kosa, et al. v. Int’l Union United Auto., Aerospace and Agric. Implement Workers of Am., et al.

workers ineligible or unwilling to retire, the contract guaranteed that the workers would “be offered

active employment by GM as jobs become available . . . with the goal that all offers . . . be

completed within 18 months” but “in no event later than [January 31, 2009].”

In 2009, GM filed for bankruptcy and it became clear that GM would need to restructure

to stay afloat. Thus GM, ACC, and the UAW negotiated and signed a new memorandum of

understanding called a “special attrition plan” or “SAP.” The idea was to reduce the number of

ACC employees for whom GM was subsidizing wages. The attrition plan therefore gave those

employees incentives to leave ACC. The plan identified four categories of employees:

a. EBU4 Red Status – current employees who worked for GM and who were active at the time of the sale of the MAO Transportation Business Unit (the “Business”), have contractual flow back rights to GM and are paid the EBU automotive wage and benefit package b. EBU Yellow Status – current employees who were not working for GM at the time of the sale of the Business and have no flow back rights to GM but are paid the EBU automotive wage and benefit package c. NBU5 Status – current employees who were not working for GM at the time of the sale of the Business and are paid at a second tier of wages and benefits (lower than the automotive rate) d. PBU6 Status – current employees who were not working for GM at the time of the sale of the Business and are paid at a third tier of wages and benefits (lower than the second tier)

The plan then went on to give EBU employees (i.e., Red Dots and Yellow Dots) three options,

succinctly described by the district court:

(1) immediate retirement with certain GM benefits and a pay-out (“the retirement option”); (2) voluntary resignation with a pay-out (“the buy-out option”), or (3) retention of their current positions with a reduction to third-tier wages and benefits and a pay-out (“the buy-down option”).

4 “EBU” stands for “Existing Business Unit.” 5 “NBU” stands for “New Business Unit.” 6 “PBU” stands for “Progressive Business Unit.”

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