Schoonover v. Schneider National Carriers, Inc.

492 F. Supp. 2d 1103, 2007 U.S. Dist. LEXIS 46754, 2007 WL 1828885
CourtDistrict Court, S.D. Iowa
DecidedJune 26, 2007
Docket4:06-cv-00042-JEG
StatusPublished
Cited by9 cases

This text of 492 F. Supp. 2d 1103 (Schoonover v. Schneider National Carriers, Inc.) is published on Counsel Stack Legal Research, covering District Court, S.D. Iowa primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Schoonover v. Schneider National Carriers, Inc., 492 F. Supp. 2d 1103, 2007 U.S. Dist. LEXIS 46754, 2007 WL 1828885 (S.D. Iowa 2007).

Opinion

ORDER ON MOTION FOR SUMMARY JUDGMENT

GRITZNER, District Judge.

This matter comes before the Court on a Motion for Summary 'Judgment filed by Defendant Schneider National Carriers, Inc. (Clerk’s No. 19). ‘ Plaintiff Deborah Schoonover is represented by Michael Carroll and Kodi Peterson. Defendant Schneider National Carriers, Inc. (“Schneider”), is represented by Dennis Ogden and Christopher McDonald. Following a May 7, 2007, hearing, this matter is fully submitted and ready for disposition.

FACTUAL AND PROCEDURAL HISTORY

I. Factual Allegations. 1

A. Introduction.

Defendant Schneider National Carriers, Inc. (“Schneider”), is an international pro *1110 vider of trucking, transportation, logistics, and intermodal services headquartered in Green Bay, Wisconsin. The company employs approximately 15,000 truck drivers, each of whom is assigned to one of fifteen Schneider Operating Centers scattered throughout the United States. One such Operating Center is found in Des Moines, Iowa, which supports between 700 and 1,000 drivers.

Each of Schneider’s over-the-road truck drivers are paid a rate per mile determined by seniority, driving experience, and other factors. Solo drivers are paid at the lowest end of the spectrum but would graduate to a higher level the longer they stayed with the company. 2

Plaintiff Deborah Schoonover applied to work as a driver for Schneider on January 14, 2003, by submitting an application for employment to the company’s Recruiting Department, which has exclusive authority to hire truck drivers.

Schoonover agreed that if she were offered employment, it would be at will and could be terminated “at any time, without recourse.” DefApp. 80 (application for employment); see also DefiApp. 86 (indicating Schoonover “recognize[d] and agree[d] that [her] employment [was] strictly at will and [could] be terminated by Schneider at any time, without cause”). She acknowledged that failing to update any information she provided, or “providing false, misleading or incomplete statements or data in [the] application and/or supplemental documents” in connection with the application would be “grounds for immediate termination” of employment, “regardless of when such information is discovered.” DefiApp. 80. The record shows Schoonover’s pay was to be $0.27 for each mile driven. This compensation was commensurate with other similarly situated drivers.

Schneider offered Schoonover a job as a solo driver. Before Schoonover was permitted to drive for Schneider, the company required Schoonover to attend a driver training program in Green Bay, Wisconsin, to allow her to obtain a commercial driver license. After training, Schoonover was assigned to the Des Moines Operating Center. Schneider terminated Schoon-over’s employment on August 20, 2003, for allegedly providing false information in certain medical forms included in her employment application materials.

B. Schneider’s Personnel and Operations.

Sheri Houdesheldt worked as a Service Team Representative in the Des Moines Operating Center from January 2000 through September 2003. Houdesheldt provided day-to-day support for truck drivers but lacked managerial or supervisory authority over them. She routinely communicated with all drivers assigned to her, one of whom was Schoonover. Jeff Morse has been employed by Schneider for approximately nine years as a service team leader or senior service team leader in the Des Moines Operating Center. As *1111 a senior service team leader, Morse managed service team representatives, trained service team leaders, managed drivers, and provided customer service. She could also terminate the employment of Schneider’s drivers. Morse reported to Team Operations Manager Marla Williams.

Since at least 2003, Williams has served as the Des Moines Operating Center’s Team Operations Manager. Williams ensured service team leaders followed corporate procedures and processes and properly worked through issues that arise during the day. Williams reported to Operating Center Manager Lisa Gonnerman, who was the highest ranking Schneider employee at the Des Moines facility.

The Des Moines Operating Center des not assign trucks to drivers. Schneider’s Tractor Network Center handles that function. Schoonover agrees this is true but notes that when she would experience mechanical problems with her equipment, she would contact her supervisors at the Des Moines Operating Center. 3

The Tractor Network Center uses a Van Tractor Assignment Policy “to ensure the right tractors are assigned to all work configurations and that appropriate drivers are assigned to drive them.” DefiApp. 72. The policy lists a variety of factors to consider, including mileage on the truck and the seniority and past performance of the driver. There is no specific record that a driver’s gender is among the factors weighed. Under the policy, new solo drivers like Schoonover received the lowest priority for truck assignments. Because new drivers in Schoonover’s position typically received old equipment, it was “fairly common” for the vehicles they drove to experience mechanical problems. ■ Houd-esheldt Dep. 21:6-22:4; Schoonover Dep. 54:3-55:2 (explaining her understanding that new drivers did not receive new equipment to use). As a result of mechanical problems, new drivers would frequently be shifted to drive several different trucks in the early days of their employment. The record shows, that during the course of her employment with Schneider, Schoonover was assigned to drive at least four different trucks.

Schoonover admits the Van Tractor Assignment Policy exists but argues that in practice some factors are considered when making assignments and others are not, adding that Schneider’s management still may have at least some role in truck assignments. 4 However, beyond a broad understanding that she would receive equipment upgrades the longer she stayed with the company, Schoonover confessed to having no knowledge about who makes truck assignments or the processes or criteria used. She also provided no specific examples of situations where only some of the required factors were used by the Tractor Network Center to assign any vehicle.

In addition to equipment assignments, drivers are also provided routes to drive. Schoonover was cognizant of the general method used to assign work:

Q: Can you tell me how loads were assigned to you?
*1112 A: I don’t know. They — I would put in an end macro to my — on my computer, and after so long a load would come up. The computer would beep. I would either call [Morse] or [Houdesheldt] if I had questions on the load.
Q: Okay. And you would put in — it was your responsibility ... to put in something on the QUALCOMM system that told them you were ready to take another load; is that right?

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Bluebook (online)
492 F. Supp. 2d 1103, 2007 U.S. Dist. LEXIS 46754, 2007 WL 1828885, Counsel Stack Legal Research, https://law.counselstack.com/opinion/schoonover-v-schneider-national-carriers-inc-iasd-2007.