Lawrence Kosa v. Int'l Union United Auto

Court of Appeals for the Sixth Circuit·Decided August 23, 2019·No. 18-2149·Unpublished

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NOT RECOMMENDED FOR FULL-TEXT PUBLICATION File Name: 19a0448n.06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

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.

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[.]”

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.”

Kosa, et al. v. Int’l Union United Auto., Aerospace and Agric. Implement Workers of Am., et al. Employees who failed to select an option were deemed to have chosen option three.

In June 2009, ACC and the UAW sent a letter to each employee explaining the special attrition plan. A copy of the plan was enclosed with the letter, along with an election form for choosing one of the three options. The letter also informed recipients of an upcoming informational meeting where they could get answers to their questions about the plan.

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