Trans Fleet Enterprises, Inc. v. Boone
| Decision Date | 08 January 1993 |
| Docket Number | 91-2668,Nos. 91-2659,s. 91-2659 |
| Citation | 987 F.2d 1000 |
| Parties | 124 Lab.Cas. P 10,502, 8 IER Cases 259, 1993 O.S.H.D. (CCH) P 29,926 TRANS FLEET ENTERPRISES, INCORPORATED, Petitioner, v. James T. BOONE; United States Department of Labor, Respondents. James T. BOONE, Petitioner, v. UNITED STATES DEPARTMENT OF LABOR; Trans Fleet Enterprises, Incorporated, Respondents. |
| Court | U.S. Court of Appeals — Fourth Circuit |
Gregory Lewis Hammond, Hammond & Cunningham Co., L.P.A., Akron, OH, argued (Robert A. Cunningham, on brief), for petitioner.
Terri Parker DeLeon, U.S. Dept. of Labor, Washington, DC, for respondent Department; Lee L. Corum, Durham, NC, for respondent Boone, argued (Marshall J. Breger, Sol. of Labor, Cynthia L. Attwood, Associate Sol. for Occupational Safety and Health, Bruce Justh, Asst. Counsel for Appellate Litigation, U.S. Dept. of Labor, Washington, DC, for Respondent Department; Nick Galifianakis, Upchurch & Galifianakis, Durham, N Carolina, for respondent Boone, on brief), for respondents.
Before HALL, Circuit Judge, KISER, District Judge for the Western District of Virginia, sitting by designation, and BLATT, Senior District Judge for the District of South Carolina, sitting by designation.
Trans Fleet Enterprises, Inc. ("TFE") appeals the Secretary of Labor's ruling that TFE violated the Surface Transportation Assistance Act of 1982, 49 U.S.C.App. §§ 2301-2305 (1988) ("the Act") and that awarded back pay to and reinstatement of James T. Boone, Jr., a former TFE employee. Because the Secretary adopted only one of the two alternative grounds upon which the ALJ based his decision, Boone also appeals.
Boone, a truck driver for TFE, was returning to the company's North Carolina headquarters on Saturday, November 5, 1988, when he was contacted and informed that he and Clements, another driver, were to be dispatched the next day for an 8:00 a.m. Monday delivery in Cincinnati. Boone responded that he "didn't have the hours," referring to the Department of Transportation's regulations that limit the number of hours that a truck driver may drive within certain time periods. Shortly before the scheduled beginning of the Cincinnati run on Sunday, Boone again complained that he lacked sufficient driving-time. After Clements was dispatched alone, Boone was fired for refusing the dispatch.
Boone filed a complaint with the Secretary, claiming a violation of Section 405(a) of the Act (49 U.S.C.App. § 2305(b)), which prohibits the discharge of drivers who refuse to operate a vehicle under either of the following circumstances: (1) when such operation would constitute a violation of federal law (the "when clause"), or (2) because of the reasonable apprehension of injury to self or the public due to unsafe conditions (the "because clause"). *
The first rung of the adjudicatory process, the regional administrator for the Occupational Health and Safety Administration, denied relief. Boone filed objections, and after a five-day hearing, an administrative law judge (ALJ) for the Department of Labor found that TFE's discharge of Boone violated both the when and because clauses. The ALJ ordered TFE to reinstate Boone and to pay back wages from the date of discharge (November 8, 1988) through the date of reinstatement. TFE was also ordered to pay costs and attorney's fees.
TFE filed objections. The Secretary upheld the award, but only under the "when clause" rationale. These appeals followed.
The Act was enacted in 1982 in response to concerns over unsafe commercial trucking practices. Pub.L. No. 97-424, Title IV, § 405, 96 Stat. 2157. The Act directs the Department of Transportation to promulgate safety regulations. These regulations include "driving-time" rules that strictly limit a driver's hours of operation. For example, a driver may not be permitted or required to drive "[m]ore than 10 hours following 8 consecutive hours off duty...." 49 C.F.R. § 395.3. An adjunct to the straightforward hours-of-operation rules is the "driver-fatigue" rule, found at 49 C.F.R. § 392.3:
No driver shall operate a motor vehicle, and a motor carrier shall not require or permit a driver to operate a motor vehicle, while the driver's ability or alertness is so impaired, or so likely to become impaired, through fatigue, illness, or any other cause, as to make it unsafe for him to begin or continue to operate the motor vehicle. However, in a case of grave emergency where the hazard to occupants of the vehicle or other users of the highway would be increased by compliance with this section, the driver may continue to operate the motor vehicle to the nearest place at which that hazard is removed.
The parties stipulated that on the Sunday on which the Cincinnati run was to begin, Boone had only one-half hour of available driving-time through the end of the day, and that he would have gained another half-hour at midnight. Cincinnati is a 13.5 hour drive from the TFE headquarters. Even if a 12:45 p.m. Sunday start is assumed (Clements actually left at 3:30 p.m.), and Clements' available hours are included, the Boone-Clements team could have arrived at their destination no earlier than 8:45 a.m. Monday if they observed driving-time rules. Thus, at the scheduled start of the trip, the delivery could not have legally been made on time.
The ALJ determined that TFE's dispatcher knew or should have known at the time of the dispatch that the trip could not have been completed timely under the driving-time rules in effect; TFE takes no issue with this finding. The focus of TFE's argument is and has been that it would not have been illegal to start the trip because both Clements and Boone had available time as of 12:45 p.m. on Sunday. Moreover (the argument continues), company policy requires drivers who run out of driving-time during a run to shut down until legal operation can be resumed, regardless of the scheduled delivery times for their cargo. Because there were no other available drivers at the time, it was both legal and sensible to start the run, because a delivery an hour late was better than one even later.
Whether the company put pressure on drivers to meet scheduled delivery times, even if driving-time rules had to be broken to do so, was a hotly disputed issue before the ALJ. Crucial testimony came from Paula Hodges, the former safety manager for TFE. She testified that the dispatchers used veiled phrases such as "hot load" or "it's got to get there" to imply that a driver was supposed to make a scheduled delivery even if driving-time rules had to be ignored. Hodges' testimony corroborated Boone's and Clements' testimony in this regard, and it led to the following pivotal ruling:
When confronted with Boone's protests that he did not have the hours for the dispatch, if Scott [TFE's dispatcher] had intended him to drive legally, he could have specifically told Boone that he did not have to adhere to the 8:00 a.m. delivery time for Cincinnati. The fact that he did not do so compels the conclusion that he intended for Boone to make the delivery on time. Therefore the testimony of Boone and Clements that they were expected to get to Cincinnati by 8:00 a.m. on November 7 even if doing so required violating the DOT driving time ... rules, is credited. The fact that they could not have made the delivery on time when Boone last refused the dispatch compels the conclusion that Boone was dispatched illegally.
The Secretary upheld the critical factual premise of this ruling: "the pressure on the drivers to complete the delivery on time, and illegally, was clearly established." This was reiterated in the Secretary's summation of the "critical facts" that she found to be substantially supported in the record: "[TFE] expected [Boone] and his driving partner to arrive in Cincinnati by 8:00 a.m. on November 7, even if doing so required violating DOT driving time rules." The Secretary also expressly rejected TFE's contention that it "would have accepted a late and legally driven delivery." This appeal rises or falls on this factual finding, our review of which is limited to determining whether there is substantial evidence on the record as a whole to support the Secretary's finding. 49 U.S.C. § 2305(d); see Richardson v. Perales, 402 U.S. 389, 401, 91 S.Ct. 1420, 1427, 28 L.Ed.2d 842 (1971) () (quoting Consolidated Edison Co. v. NLRB, 305 U.S. 197, 229, 59 S.Ct. 206, 217, 83 L.Ed. 126 (1938)).
TFE mischaracterizes the decision below as effectively barring trucking companies from ever dispatching truckers late. Ignoring the essential factual finding that the company exerted pressure on its drivers, TFE posits the following absurdity as the Secretary's holding: if a delivery cannot legally be made on time, it can never be made at all. This is a bad beginning for their argument on appeal.
The company argues that it was not illegal to dispatch Boone because he and his partner had sufficient hours to begin the run; only if they were to have continued driving after exhausting their available time would a violation have occurred. Thus, the dispatch was legal when made and Boone should not be protected...
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