Brasier v. Union Pacific Railroad Company

District Court, D. Arizona·Decided March 31, 2023·No. 4:21-cv-00065·Unknown

Opinion

1 WO 2 3 4 5

9 Mark Brasier, No. CV-21-00065-TUC-JGZ (MSA)

10 Plaintiff, ORDER

11 v.

12 Union Pacific Railroad Company,

13 Defendant. 14 15 Pending before the Court is a Report and Recommendation (R&R) issued by 16 Magistrate Judge Maria S. Aguilera, (Doc. 115), with respect to Defendant Union Pacific 17 Railroad Company’s Motion for Summary Judgment on Counts One and Two of Plaintiff 18 Mark Brasier’s Complaint. (Doc. 83.) Magistrate Judge Aguilera recommends the Court 19 deny summary judgment as to Count One (disability discrimination) and grant summary 20 judgment as to Count Two (unlawful screening). (Doc. 115 at 5.) Both parties filed 21 objections to the R&R and responses to the other party’s objection. (Docs. 120–22, 124.) 22 The Court held oral argument on March 2, 2023. 23 Upon independent consideration of the record and the parties’ briefing and oral 24 argument, the Court will adopt Magistrate Judge Aguilera’s R&R in part. 25 // 26 // 27 // 28 // 1 I. Background1 2 This action is brought under the Americans with Disabilities Act (ADA). It arises 3 out of Union Pacific’s work restrictions, which it imposed on its employee, Mark Brasier, 4 after he underwent brain surgery, effectively dismissing him from service. Much of the 5 underlying dispute centers on Brasier’s post-surgery seizure risk while on duty as a 6 conductor and the medical standards Union Pacific used to determine Brasier’s work 7 restrictions. 8 In 2004, Brasier began working for Union Pacific as a brakeman; he eventually 9 became a train conductor. (Docs. 85 ¶ 1; 94 ¶ 1.) The parties dispute whether a conductor 10 operates the train but agree that the conductor plays a part in train operations. (Docs. 85 ¶ 11 2; 94 ¶ 2.) According to Brasier, the conductor is responsible for the paperwork and ensures 12 that the engineer, who drives the locomotive, follows the applicable travel protocol. (Doc. 13 94 ¶ 2.) The parties also agree that a conductor is considered the train’s “boss” or “point 14 person” and that the work of a conductor is safety-sensitive and requires constant 15 situational awareness. (Docs. 85 ¶¶ 2, 7; 94 ¶¶ 2, 7.) Failing to remain alert could result in 16 a train accident, death, or serious injury as Union Pacific’s trains travel through densely 17 populated areas, can weigh over 5,000 tons, and may carry hazardous materials. (Docs. 85 18 ¶¶ 8–12; 94 ¶¶ 8–12.) To mitigate these risks, Union Pacific employs precautionary 19 protocols and tools, including the use of a three-person train crew and an “alerter bottom.” 20 (Docs. 94 ¶¶ 167–68.) An “alerter bottom” sounds an alarm at random intervals and will 21 stop the train automatically if not depressed within a certain period of time. (Doc. 94 ¶ 22 168.) 23 In 2006, the Federal Railroad Administration tasked the Railroad Safety Advisory 24 Committee (RSAC) with creating medical standards for the railroad industry. (Doc. 94 ¶¶ 25 112–14.) For five years, a RSAC working group comprised of railroad unions and major 26 railroad companies (including Union Pacific) attempted to develop industry medical 27 standards. (Id.) One of the central issues for the RSAC committee was who would have the 28 1 The facts contained in this Background section are undisputed unless otherwise noted. 1 final say in whether an employee was fit to return to duty. (Id. ¶ 117.) The unions wanted 2 a neutral physician to be appointed; the railroad companies disagreed and proposed several 3 alternatives, including making each railroad company’s Chief Medical Officer the sole 4 decisionmaker for that company. (Id.) The railroad companies also preferred standards with 5 minimal guidance rather than official regulation, which would allow them to avoid the cost 6 of mandatory regulation and largely develop their own standards. (Id. ¶ 119.) In 2011, the 7 RSAC working group stopped meeting as stakeholders were unable to reach an agreement. 8 (Id. ¶¶ 122–23.) 9 In 2011, due in part to the absence of comprehensive medical standards, Union 10 Pacific and Dr. Holland, its Chief Medical Officer, re-examined and implemented 11 company-wide medical guidelines and fit-for-duty (FFD) standards based on the Federal 12 Motor Carrier Safety Administration’s (FMCSA) 2014 Medical Examiner Handbook. 13 (Docs. 85 ¶¶ 51, 52, 61; 94 ¶¶ 51, 61, 124–26.) Although the FMCSA regulates large 14 commercial trucks and buses, Union Pacific determined the FMCSA Handbook offered the 15 most relevant medical guidelines for its railroad employees. (Docs. 85 ¶¶ 61–62; 94 ¶¶ 16 61–62.) Implementation of Union Pacific’s new FMCSA Handbook-based FFD standards 17 led to the removal of over 7,000 Union Pacific employees. (Doc. 94 ¶ 139.) 18 In 2015, the FMCSA withdrew the Handbook. (Docs. 85 ¶ 98; 94 ¶ 98.) According 19 to Dr. Morris, Union Pacific’s expert, the FMCSA withdrew the Handbook for two reasons: 20 (1) examiners were applying the Handbook guidelines as if they were mandatory; and (2) 21 the FMCSA wanted to update some of the science in the Handbook. (Doc. 94-8 at 11–12.) 22 As to the first reason, Dr. Morris testified that the FMCSA requires in-person exams for 23 commercial driver’s license applicants and instructs examiners to take “[e]very individual 24 . . . on a case-by-case basis” because “there may be rare exceptions where you want to 25 deviate from the [Handbook’s] guidelines.” (Doc. 94-8 at 8, 11.) Thus, according to Dr. 26 Morris, the FMCSA primarily withdrew the Handbook because examiners were “strictly 27 enforcing” the Handbook’s guidelines rather than individually assessing each examinee. 28 (Id. at 11.) As to the second reason for the Handbook’s withdrawal, Dr. Morris testified 1 that some of the underlying science in the Handbook required revisions and dated back to 2 the 1980s. (Id. at 16.) Dr. Morris clarified, however, that the Handbook’s neurological 3 guidelines, relevant here, were not outdated in any way. (Id. at 18.) Still, Dr. Morris 4 testified that the FMCSA went “out of its way” to place a “no longer in use” watermark on 5 the Handbook to indicate to the public that they should treat the Handbook as if it had 6 “been pulled from the Internet.” (Id. at 12.) The FMCSA has not yet published a new or 7 updated Handbook. (Id. at 11.) 8 One year after the FMCSA withdrew the Handbook, Union Pacific applied the 9 Handbook’s guidelines in its FFD determination that resulted in Brasier’s dismissal. (Docs. 10 85 ¶¶ 75–76, 81, 86; 94 ¶¶ 75–76, 81, 86.) Brasier was diagnosed with a rare brain tumor 11 in 2015. (Docs. 85 ¶ 13; 94 ¶ 13.) He took a medical leave of absence from his job as a 12 conductor and, in December 2015, had an operation, performed by neurosurgeon Dr. 13 Thomas Scully, to remove the tumor. (Docs. 85 ¶¶ 13–14; 94 ¶¶ 13–14.) During the 14 operation, Dr. Scully opened Brasier’s dura, the protective cover of the brain beneath the 15 skull, and cauterized his corpus callosum, which connects the two hemispheres of the brain, 16 to prevent bleeding. (Docs. 85 ¶¶ 16–19; 94 ¶¶ 16–19.) 17 In March 2016, clinical neuropsychologist Dr. Belanger completed a 18 neuropsychological evaluation of Brasier and wrote a report summarizing his findings. 19 (Docs. 85 ¶¶ 27–29; 94 ¶¶ 27–29.) In an April 2016 report, Dr. Belanger documented 20 cognitive difficulties which caused him concern over whether Brasier could return to work 21 as a conductor. (Docs. 85 ¶¶ 32–33; 94 ¶¶ 32–33.) However, five months later, in August 22 2016, Dr. Belanger evaluated Brasier again and found that Brasier’s cognitive difficulties 23 improved. (Docs. 85 ¶ 37; 94 ¶ 37.) Although the parties dispute whether Brasier provided 24 Dr. Belanger’s second report to Union Pacific, (Docs. 85 ¶ 38; 94 ¶ 38), Brasier testified 25 that he sent Dr. Belanger’s follow-up report to Union Pacific with the rest of his medical 26 records, (Doc.

Free access — add to your briefcase to read the full text and ask questions with AI

Brasier v. Union Pacific Railroad Company, (D. Ariz. 2023).

Brasier v. Union Pacific Railroad Company (Brasier v. Union Pacific Railroad Company) — published by Counsel Stack Legal Research, free access to 12M+ legal documents.

Related

American Pipe & Construction Co. v. Utah
414 U.S. 538 (Supreme Court, 1974)
Delaware State College v. Ricks
449 U.S. 250 (Supreme Court, 1980)
Crown, Cork & Seal Co. v. Parker
462 U.S. 345 (Supreme Court, 1983)
Thomas v. Arn
474 U.S. 140 (Supreme Court, 1986)
Anderson v. Liberty Lobby, Inc.
477 U.S. 242 (Supreme Court, 1986)
Desert Palace, Inc. v. Costa
539 U.S. 90 (Supreme Court, 2003)
Raytheon Co. v. Hernandez
540 U.S. 44 (Supreme Court, 2003)
Watters v. Wachovia Bank, N. A.
550 U.S. 1 (Supreme Court, 2007)
Sorrentino v. Internal Revenue Service
383 F.3d 1187 (Tenth Circuit, 2004)
Sallen v. Corinthians Licenciamentos LTDA
273 F.3d 14 (First Circuit, 2001)
Glenda Tosti v. City of Los Angeles
754 F.2d 1485 (Ninth Circuit, 1985)
Lois Anderson v. United States
966 F.2d 487 (Ninth Circuit, 1992)
Mia Fontana v. D.E. Haskin
262 F.3d 871 (Ninth Circuit, 2001)