United States v. Willson

708 F.3d 47, 2013 WL 563372, 2013 U.S. App. LEXIS 3321
CourtCourt of Appeals for the First Circuit
DecidedFebruary 15, 2013
Docket11-2446
StatusPublished
Cited by7 cases

This text of 708 F.3d 47 (United States v. Willson) is published on Counsel Stack Legal Research, covering Court of Appeals for the First Circuit primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
United States v. Willson, 708 F.3d 47, 2013 WL 563372, 2013 U.S. App. LEXIS 3321 (1st Cir. 2013).

Opinion

LYNCH, Chief Judge.

Christopher Willson, an engineer for battery producer Electric Vehicles Worldwide (EVW), was convicted of submitting false invoices and conspiring to defraud the Federal Transit Administration (FTA) in connection with federal grants to develop a battery for electric mass transit. Willson appeals, arguing that the government’s evidence was insufficient to support his conviction and that the trial court erred in not giving his requested jury instructions on condonation and reasonable interpretation of regulations. We affirm.

I.

The government funding at the center of this case was the result of an earmark that a Massachusetts Congressman secured through an appropriations bill passed in October of 1999. The Congressman hoped that EVW’s proposals to develop technology for electric mass transit — initially an *49 all-electric bus, eventually just a battery— would bring environmentally friendly “green” jobs to Pittsfield, a city in his district that was struggling economically. Accordingly, he earmarked FTA research funds for the Pittsfield Economic Development Authority (PEDA), with the understanding that the money ultimately would go to EVW. 1 See Department of Transportation and Related Agencies Appropriations Act, Pub. L. No. 106-69, 113 Stat. 986,1001 (1999).

In late 1999 or early 2000, the PEDA in turn contracted with the Pioneer Valley Transit Authority (PVTA), a local agency with experience in federal grant administration, to manage the earmarked funds for EVW. The PVTA, in March 2000, entered into a consortium agreement with EVW, under which the PVTA would receive funds from the FTA and then pass them on to EVW. The agreement mandated that EVW match all grant funds “on a dollar for dollar basis in cash, in kind, or with any other consideration which qualifies for such match.” It also mandated that EVW “take all actions necessary or desirable to comply with applicable laws and regulations relating to the ... [fjunds.” These regulations included the FTA “Master Agreement,” a document issued annually and attached to all FTA grants, which required, inter alia, that grant recipients strictly adhere to any funding match requirement and that only “approved in-kind resources” be counted as matching contributions.

In June 2000, the PVTA formally submitted to the FTA an application for the earmarked funds. The application described EVW’s proposal in detail and recounted the relevant industry experience of the company’s principals, including its Chief Executive Officer Michael Armitage. After finalizing a budget for EVW’s work, the FTA approved the application and signed a cooperative agreement with the PVTA governing distribution of the funds. This agreement, numbered MA-26-7050 (the “7050 agreement”), limited the FTA’s “[mjaximum ... [participation” in the project to 50 percent of incurred costs. The FTA and PVTA later amended the agreement three times to increase the funding amount and extend the project period.

In the fall of 2000, EVW recruited Will-son, at the time an engineer at the battery producer Energizer, to serve as the company’s chief scientist. Willson joined the company in November, and work soon began on developing a rechargeable battery for mass transit. As agreed, the FTA funded EVW’s development efforts through payments administered by the PVTA. From approximately December 2000 through March 2005, EVW submitted 27 invoices under the 7050 agreement to the PVTA, where a grant manager and the agency’s chief financial officer reviewed them before forwarding them to the FTA. Each invoice was a single page; it identified the expenses for which EVW sought reimbursement and listed the percentage of total project expenses “drawn and pending” from the FTA as of the invoice date. The invoices indicated that the FTA’s total expenditures never exceeded 50 percent of the project costs, although some invoices requested payment of more than 50 percent of costs incurred within that specific invoice period. The FTA ultimately paid all of these invoices.

The initial promise of EVW’s battery work gave way to technical problems in late 2002, which led to layoffs and employee departures in 2003 and 2004. Willson’s *50 project manager departed in mid-2004, leaving Willson to prepare the invoices himself. As Willson later testified, he had no relevant experience and received no training, nor did he read the FTA Master Agreement, any of the FTA federal funding regulations, or the 7050 agreement between the FTA and PVTA. Rather, Will-son said he simply tried to copy what his manager had done. At one point he proposed restating the invoices, ostensibly so that he could better account for EVW’s expenses and the FTA’s payments, but a PVTA official apparently told him not to do so.

EVW did not overcome its technical problems, and by early 2005, with the 7050 agreement set to expire, the company had run out of money. Instead of disclosing this information to federal authorities, Willson asked the Congressman to secure continued funding for the company’s work, and in July 2005 he succeeded in getting the FTA to enter into a new cooperative agreement with the PVTA. This agreement, numbered MA-26-7101 (the “7101 agreement”), superseded the 7050 agreement. The 7101 agreement continued to fund EVW’s battery development efforts which had started under the 7050 agreement, but it specifically did not cover expenses incurred before it was issued (the “pre-award authority”). Moreover, the 7101 agreement retained the 50 percent funding match requirement that limited FTA disbursements to no more than half of EVW’s development costs.

Over the remaining months of 2005, Willson submitted five invoices to the PVTA (and ultimately the FTA) under the 7101 agreement. As before, each invoice was a single page that identified the expenses for which EVW sought reimbursement and listed the percentage of total expenses drawn and pending from the FTA through the invoice date. The first invoice Willson submitted under the 7101 agreement, however, began from a total drawn-and-pending balance of zero, and the later invoices reflected amounts drawn and pending under the 7101 agreement only. Each invoice stated, incorrectly, that EVW was meeting its funding match requirement.

In fact, EVW was by then desperate for money, and its first two invoices depleted virtually the entire balance of FTA funds available under the 7101 agreement. Accordingly, the FTA did not pay any of the 7101 agreement invoices beyond the first two. (Commerce Funding, a factoring company that advanced EVW funds against the FTA distributions, paid the next two, seemingly unaware that no further federal funds would be distributed.) In any event, EVW received no federal funds after 2005.

In the spring of 2006, the federal Department of Transportation (DOT) audited EVW. The audit team met with Willson and CEO Michael Armitage. In her testimony at trial, DOT auditor Mary Thomas paraphrased Willson as having admitted that “he basically fabricated costs to place on the invoices in order to look as though [EVW] had spent money.” In fact, the audit uncovered numerous irregularities in addition to fabricated costs.

The government brought criminal charges in May 2008, indicting Armitage on various fraud and false-elaims counts. A superseding indictment, filed in April 2009, added Willson and EVW itself as defendants.

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Bluebook (online)
708 F.3d 47, 2013 WL 563372, 2013 U.S. App. LEXIS 3321, Counsel Stack Legal Research, https://law.counselstack.com/opinion/united-states-v-willson-ca1-2013.