On May 28, 2026, the United States Supreme Court issued a unanimous decision in Flowers Foods, Inc. v. Brock, No. 24-935, holding that a local delivery driver who picks up and delivers goods entirely within one state can qualify for the Federal Arbitration Act’s transportation-worker exemption if his intrastate route forms part of a continuous interstate journey—even if he never crosses a state line or interacts with vehicles that do.
Background
Flowers Foods, one of the Nation’s largest packaged baked goods producers, distributes its products through franchisee-distributors who purchase rights to serve specific territories. Angelo Brock is one such distributor serving Denver. He picks up Flowers products from a Colorado warehouse and delivers them to local retail stores without ever leaving the state.
In 2022, Brock sued Flowers alleging underpayment under federal and state wage laws. Flowers moved to compel arbitration under an arbitration clause in Brock’s distribution agreement. The district court denied the motion, and the Tenth Circuit affirmed, holding that Brock belonged to a class of workers “engaged in interstate commerce” under Section 1 of the FAA—and thus fell within the statute’s transportation-worker exemption—because his intrastate route was a constituent part of an interstate journey.
The Court’s Analysis
Section 1 of the FAA exempts from the Act’s arbitration-enforcement provisions the “contracts of employment . . . of any other class of workers engaged in foreign or interstate commerce.” 9 U.S.C. § 1. Flowers Foods is the fourth consecutive case in which the Supreme Court has rejected efforts to narrow that exemption. See New Prime Inc. v. Oliveira, 586 U.S. 105 (2019); Southwest Airlines Co. v. Saxon, 596 U.S. 450 (2022); Bissonnette v. LePage Bakeries Park St., LLC, 601 U.S. 246 (2024).
Justice Gorsuch, writing for a unanimous Court, rejected Flowers’s proposed bright-line rule that a worker must either cross state lines or interact with vehicles that do. The Court anchored its analysis in the text: when the FAA was enacted in 1925, “interstate commerce” encompassed the intrastate legs of a continuous interstate journey, and nothing in the word “engaged” required a worker to personally cross a state line. The Court drew support from The Daniel Ball, 10 Wall. 557 (1871), which held that a steamer operating entirely within Michigan was “engaged in commerce between the States” because it carried goods destined for or arriving from other states—establishing that using multiple independent carriers, some acting wholly within a single state, does not alter the interstate character of a continuous shipment.
The Court declined to address two alternative arguments Flowers raised but did not fully brief: whether the exemption applies when a worker contracts through an independently-operated business entity (a question on which circuits are split) and whether a distributor who purchases and takes title to goods before reselling them stands outside Section 1’s reach. Both issues remain open for future cases.
Practical Takeaways
- Intrastate routes are not a safe harbor. Texas employers that use arbitration agreements with local delivery drivers or distributors cannot assume those agreements are enforceable under the FAA simply because the workers never leave the state. If the goods they deliver originated out of state as part of a continuous shipment, the Section 1 exemption may apply.
- State arbitration law may offer an alternative path. Section 1 limits only the FAA. Texas’s General Arbitration Act does not contain an equivalent transportation-worker exemption, and arbitration agreements that expressly invoke state law arbitration provisions in the event a court determines the FAA does not apply may provide an avenue to enforce individual, non-class arbitration of disputes with transportation workers.
A copy of the Court’s opinion is here.


