California employment case index

The Ending Forced Arbitration of Sexual Assault and Sexual Harassment Act of 2021 reaches only a “dispute or claim that arises or accrues on or after” March 3, 2022 — and in Combs v. Netflix the Ninth Circuit decided, for the first time in the circuit, what each of those words means. A claim accrues when the plaintiff has a complete and present cause of action; a dispute arises, in the employment setting, when an employee registers disagreement with the employer — internally, externally or otherwise — and the employer expressly or constructively opposes that position. The panel rejected both extremes: a dispute need not await a formal agency or court filing, but neither does it arise merely because the harassment happened. On Jessica Combs's own allegations — years of internal complaints that Netflix ignored, and a firing in December 2021 — both triggers fell before the cut-off, the EFAA did not apply, and her arbitration agreement was enforced. The decision is the gateway authority for every EFAA fight in the circuit, and it cuts in both directions.

Luis Betanco delivered Living Spaces furniture from the retailer's California distribution centers to California customers and never crossed a state line. In a published decision filed June 25, 2026, the First District held he is still a 'transportation worker' exempt from the Federal Arbitration Act, because he was actively engaged in the interstate transportation of goods even though he made retail — not wholesale — deliveries. The furniture was inevitably destined from the outset of its interstate journey to his customers, so it never left the interstate stream even though it paused in a California warehouse. Because the FAA does not reach a section 1-exempt worker, Labor Code section 229 kept his statutory wage claims in court, and his representative PAGA claims survived under Adolph v. Uber Technologies. The order was affirmed.

A Tesla yard hostler who moved 53-foot trailers of out-of-state auto parts around the Fremont factory — never crossing a state line — sued for wage-and-hour violations, and Tesla moved to compel individual arbitration. In the published portion of its opinion, the First District holds yard hostlers are FAA section 1 transportation workers exempt from arbitration, and clarifies which wage claims Labor Code section 229 keeps in court.

A former UPS seasonal driver sued for wage violations; the district court compelled arbitration of her individual claims but refused to decide whether the FAA or state arbitration law governed, reasoning the result was the same. The Ninth Circuit grants a writ of mandamus: under New Prime, the court — not an arbitrator — must decide whether the FAA section 1 transportation-worker exclusion applies before compelling arbitration.

A staffing agency hired a worker under an arbitration agreement and placed him at a client; when the placement ended, the client hired him directly, and he later sued the client over that direct-employment period. The First District affirms denial of arbitration: the client was not a party or “affiliate” of the agency, the claims fell outside the agreement’s scope, and the worker was not equitably estopped — a nonsignatory cannot simply borrow a staffing agency’s arbitration clause.

A railcar repairman who inspected and repaired freight cars taken out of service in a rail yard brought a wage-and-hour class action and argued his arbitration agreement was exempt as a transportation worker’s contract. The Second District disagrees: he is neither a “railroad employee” nor a “transportation worker” under FAA section 1, because repairing decommissioned cars is too far removed from actual transportation — so his arbitration agreement and class waiver are enforceable.

Studebaker made a new employee sign three onboarding arbitration documents; the trial court found their “conflicts” showed no valid agreement and denied arbitration. The Second District reverses and compels arbitration — ambiguities must be reconciled to give effect to the intent to arbitrate, the agreement was not unconscionable, and an inconsistent wholesale PAGA waiver should have been severed.

After two of four bellwether arbitrators found a travel-nursing agency’s arbitration agreements invalid, a district court used non-mutual offensive collateral estoppel to void 255 other employees’ separate agreements. The Ninth Circuit reverses: the FAA guarantees individualized, one-on-one proceedings, and forbids using other arbitrators’ rulings to invalidate other parties’ agreements wholesale.

The California Supreme Court granted review on March 25, 2026 in Barbosa v. Sierra Pacific Orthopaedic Center Medical Group to decide whether an arbitration agreement that designates the Federal Arbitration Act thereby imports the FAA's substantive provisions and their preemptive force, even where no interstate commerce is shown. The underlying Court of Appeal opinion is nonpublished, and the Court denied the requests to publish it on granting review. The paired grant-and-hold, Tuufuli v. West Coast Dental Administrative Services, is published but itself under review, and answered the question yes. This pending-review analysis sets out the Court's own issue statement, the competing answers below with their correct citability under rule 8.1115(e)(1), and what the answer decides for Armendariz, Labor Code section 432.6, the arbitration-fee statutes and the EFAA.

The California Supreme Court holds that illegible, one-sided arbitration print is procedural (not substantive) unconscionability — and that no presumption favors arbitration.

Twenty-two months into a wage-and-hour class action, TEKsystems rolled out a new mandatory arbitration agreement to the recruiter class members and moved to compel arbitration. The Ninth Circuit affirms denial of that motion: Rule 23(d) lets a district court refuse to enforce an agreement obtained through misleading, mid-litigation communications that threaten the fairness of the class action — the FAA gives arbitration no special protection.

Marshalls moved to compel arbitration of the individual component of a single-count PAGA action under a 2014 arbitration agreement, relying on Viking River. Division Four affirmed the denial on pure contract grounds: the parties would have had to be clairvoyant to anticipate a distinction the Supreme Court would not draw for another eight years. The court expressly declined to enter the headless-PAGA dispute, and the authoring justice wrote separately at length questioning whether Viking River's federally imposed claim-splitting rule is constitutionally sound.

Lauren Brown filed the fifth of five overlapping PAGA actions against the same restaurant operator. While her case sat stayed, the employer settled globally with an earlier plaintiff, and the trial court then granted judgment on the pleadings. Division Eight affirmed. The only contested question it reached was whether the settling plaintiff's failure to wait the full 65 days after her amended agency notice destroyed the settlement's preclusive effect – and the court held it did not, because nothing extends the waiting period to amended notices and the agency itself had accepted the settlement. Brown also lacked standing for violations postdating her 2018 separation.

California's fee-default statutes have become the most-used route out of employer-drafted arbitration, and in August 2025 the Supreme Court rewrote how they work. Code of Civil Procedure sections 1281.97 and 1281.98 still declare that a drafting party who pays the arbitrator more than 30 days late is in material breach, in default, and has waived its right to compel arbitration. But in Hohenshelt v. Superior Court the court held, 5-2, that this scheme survives FAA preemption only on a construction that leaves intact the background relief-from-forfeiture provisions — Code of Civil Procedure section 473, subdivision (b) and Civil Code sections 3275 and 1511 — so that the loss of the arbitral forum follows only from nonpayment that was willful, grossly negligent, or fraudulent. Mandatory monetary sanctions under section 1281.99, subdivision (a) still follow automatically. This synthesis sets out the operative statutory text and credit lines, traces the eleven Court of Appeal decisions the Supreme Court disapproved, states the post-Hohenshelt rule as a four-step sequence, shows how the first published application (Wilson v. Tap Worldwide) deployed it as an as-applied preemption argument, and identifies what remains open — including whether the same construction governs section 1281.97.

Billy Ford's 2018 arbitration agreement carved out representative claims under PAGA. After Viking River split PAGA claims into individual and non-individual halves, his employer argued the word representative had become ambiguous and that the FAA should resolve the ambiguity toward arbitration. The Third District affirmed the denial of the motion to compel, holding the clause unambiguous: because the contract was formed when settled California law forbade splitting a PAGA claim at all, the carve-out excludes every PAGA claim. Viking River changed the law of divisibility, not the principle that nobody arbitrates what they never agreed to arbitrate – a clean rule of construction for a very large installed base of legacy agreements.

Overlapping PAGA actions against one employer are now routine, and so is the race to settle. Turrieta v. Lyft decided what the losing racer may do about it: nothing. A non-settling plaintiff suing as the state's deputy on identical claims has no authority to intervene in the settling plaintiff's action, to require the court to hear objections, or to move to vacate the judgment — and Moniz v. Adecco (2025) holds that recasting the asserted stake as personal rather than sovereign changes none of it. What survives is not a voice in the first case but a defence in the second. Under Arias a PAGA judgment does bind non-party aggrieved employees; under LaCour v. Marshalls that preclusion must be proved, and a release reaching past the settling plaintiff's own agency authority binds her alone. The practical consequence is that the leverage has moved to the LWDA notice letter, which now measures what a PAGA plaintiff can ever release.

Does every PAGA action contain an individual claim an employer can compel to arbitration? The split the California Supreme Court will resolve.

Delivery drivers sued for wage and misclassification violations; their employer moved to compel arbitration and dismiss. A unanimous Supreme Court held that FAA § 3 gives a district court no discretion to dismiss a suit it sends to arbitration when a party requests a stay — ‘shall’ means ‘shall’ and ‘stay’ means ‘stay.’ Staying rather than dismissing preserves the parties’ return ticket to court if arbitration breaks down, a point with real stakes for employees whose employers later default on arbitration fees.

A unanimous Supreme Court held that the Federal Arbitration Act’s § 1 exemption for transportation workers turns on what a worker does, not the industry the employer occupies. Bakery-goods delivery drivers who sued for wage violations therefore could not be forced into arbitration merely because their employer sells bread rather than transportation. The decision resolves a circuit split and completes the § 1 line running from Circuit City through Saxon, while expressly leaving open whether these particular distributors qualify as transportation workers at all.

Between Viking River in June 2022 and Adolph in July 2023, federal courts across California dismissed the non-individual half of PAGA cases for want of standing, on the United States Supreme Court's reading of California law. In Johnson the Ninth Circuit says what to do about those dismissals while the case is still on appeal: affirm the order compelling arbitration of the individual PAGA claim, vacate the dismissal of the non-individual claims – not because the district court erred, but because the California Supreme Court has since corrected the state-law premise – and remand so the district court can apply Adolph. The panel also rejected the argument that Adolph cannot be reconciled with Viking River. Judge Lee concurred to flag what he called a lurking tension between Adolph's bifurcation procedure and the Federal Arbitration Act: if an arbitrator's findings in a low-stakes individual arbitration can bind in a high-stakes representative action, the economics of arbitration change. He saw no irreconcilable conflict on these facts, and explained why – which is also a map of how the argument will be made next time.

Estrada v. Royalty Carpet Mills, Inc. (2024) 15 Cal.5th 582 holds that trial courts lack inherent authority to strike a PAGA claim as unmanageable, even if it is complex or time-intensive. Manageability is a class-action requirement that does not apply to PAGA; complexity must be handled through ordinary case-management tools, not dismissal.

For three years the first move in every large PAGA defence was a motion to strike the claim as unmanageable. Estrada v. Royalty Carpet Mills ended that unanimously, and ended it structurally: the Supreme Court did not weigh the policy and come out against, it found that no California court had ever possessed such a power and declined to create one. The question since is what remains, and the answer is more than defendants expected and less than they wanted. Evidence limits, scope limits, witness control, consolidation and ordinary merits rulings all survive untouched, and in 2024 the Legislature put the first two into Labor Code section 2699, subdivision (p) in almost the court's own words — while pointedly leaving out the dismissal power. The word manageability appears nowhere in the statute. What is left open is narrow: a due-process authority of last resort that Estrada reserved and no published decision has yet defined.

Adolph v. Uber Technologies, Inc. (2023) 14 Cal.5th 1104 holds that a PAGA plaintiff whose individual claims are compelled to arbitration retains standing as an “aggrieved employee” to litigate the non-individual representative claims in court — California’s answer to the standing question left open by Viking River.

The Ninth Circuit held the Federal Arbitration Act preempts AB 51 (Labor Code § 432.6), California's attempt to ban mandatory employment arbitration, because a state rule that burdens the formation of arbitration agreements stands as an obstacle to the FAA.

The FAA preempts Iskanian to the extent it bars division of a PAGA action and prevents arbitration of an employee’s individual PAGA claim; an employer may compel the individual PAGA claim to arbitration. (The Supreme Court further opined that, under its reading of California law, the plaintiff would then lack standing…

Morgan v. Sundance, Inc.A court may not condition waiver of the right to arbitrate on a showing that the opposing party was prejudiced; the FAA’s “policy favoring arbitration” places arbitration agreements on equal footing with other contracts and does not authorize arbitration-specific procedural rules.Morgan v. Sundance, Inc. (2022) 596 U.S. 411Parallel citations: 142 S.Ct. 1708; […]

Settling and dismissing individual Labor Code claims does not strip an employee of standing to pursue a PAGA claim. PAGA standing depends on being an “aggrieved employee” — someone employed by the alleged violator against whom one or more Labor Code violations were committed — not on maintaining an unredressed…

Arbitration agreements providing for individualized proceedings — including class- and collective-action waivers in the employment context — are enforceable under the FAA, and the NLRA does not override the FAA or render such agreements unlawful; courts must enforce the agreements according to their terms.

A provision in a predispute arbitration agreement that waives the right to seek public injunctive relief in any forum is contrary to California public policy and unenforceable (the “McGill rule”); and because that rule applies to contracts generally and does not single out arbitration, the FAA does not preempt it.

Iskanian v. CLS Transportation (2014) 59 Cal.4th 348 holds that class-action waivers in employment arbitration agreements are enforceable after Concepcion (abrogating Gentry), but a predispute waiver of a representative PAGA action is contrary to public policy and not preempted by the FAA, because a PAGA claim belongs to the state.

Concepcion preempts a categorical, arbitration-specific rule that a Berman-hearing waiver is per se unconscionable; but generally applicable unconscionability doctrine survives, and an arbitration agreement remains unenforceable if it is unreasonably one-sided. The court concluded this agreement’s waiver was markedly…

The FAA preempts the Discover Bank rule. A state rule that conditions the enforceability of an arbitration agreement on the availability of classwide arbitration interferes with the fundamental attributes of arbitration and stands as an obstacle to the FAA’s objective of enforcing arbitration agreements according to…

Arias v. Superior Court (2009) 46 Cal.4th 969 holds that a representative PAGA action for civil penalties need not satisfy class-action requirements, while a representative UCL claim for the same Labor Code violations must — and that a non-class PAGA action does not violate the employer’s due-process rights.