BROWN v. NBM RAIL SERVICES INC

CourtDistrict Court, D. Maine
DecidedOctober 13, 2022
Docket1:21-cv-00101
StatusUnknown

This text of BROWN v. NBM RAIL SERVICES INC (BROWN v. NBM RAIL SERVICES INC) is published on Counsel Stack Legal Research, covering District Court, D. Maine primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
BROWN v. NBM RAIL SERVICES INC, (D. Me. 2022).

Opinion

UNITED STATES DISTRICT COURT DISTRICT OF MAINE DANIEL A. BROWN, ) ) Plaintiff ) ) v. ) 1:21-cv-00101-JAW ) NBM RAIL SERVICES, INC., ) ) Defendant ) RECOMMENDED DECISION ON MOTION FOR SUMMARY JUDGMENT Plaintiff seeks to recover damages under the Federal Employers Liability Act (FELA) against Defendant, his former employer, for injuries he suffered while removing fasteners on a railway. (Complaint, ECF No. 1.) Defendant requests summary judgment. (Motion, ECF No. 38.) Following a review of the summary judgment record and after consideration of the parties’ arguments, I recommend the Court grant in part and deny in part Defendant’s motion for summary judgment. LEGAL STANDARD “The court shall grant summary judgment if the movant shows that there is no genuine dispute as to any material fact and the movant is entitled to judgment as a matter of law.” Fed. R. Civ. P. 56(a). “After the moving party has presented evidence in support of its motion for summary judgment, ‘the burden shifts to the nonmoving party, with respect to each issue on which he has the burden of proof, to demonstrate that a trier of fact reasonably could find in his favor.’” Woodward v. Emulex Corp., 714 F.3d 632, 637 (1st Cir. 2013) (quoting Hodgens v. Gen. Dynamics Corp., 144 F.3d 151, 158 (1st Cir. 1998)). A court reviews the factual record in the light most favorable to the non-moving

party, resolving evidentiary conflicts and drawing reasonable inferences in the non- movant’s favor. Perry v. Roy, 782 F.3d 73, 77 (1st Cir. 2015). If a court’s review of the record reveals evidence sufficient to support findings in favor of the non-moving party on one or more of the Plaintiff’s claims, a trial-worthy controversy exists, and summary judgment must be denied as to any supported claim. Id. at 78 (“The district court’s role is

limited to assessing whether there exists evidence such that a reasonable jury could return a verdict for the nonmoving party.” (internal quotation marks omitted)). Unsupported claims are properly dismissed. Celotex Corp. v. Catrett, 477 U.S. 317, 323-24 (1986). SUMMARY JUDGMENT RECORD A. The Parties Plaintiff is a resident of Orneville Township, in Piscataquis County, Maine.

(Complaint ¶ 1.)1 Plaintiff worked for Eastern Maine Railway from June 2017 until December 2017. (Plaintiff’s Statement of Additional Material Facts ¶ 1, ECF No. 42 (hereinafter PASMF).) Defendant is a railroad business and is a subsidiary of Eastern Maine Railway Company. (Complaint ¶¶ 4-5; Notice of Interested Parties, ECF No. 6.) Defendant hired

1 The parties did not include in their stipulations or statements of material facts certain relevant background information about the parties and the incident that is the subject of this lawsuit. For the sake of clarity, I have supplemented the parties’ statements with certain information from other filings, which information does not appear to be in dispute. Plaintiff on April 10, 2018, as a temporary track laborer. (Joint Statement of Stipulated Facts ¶ 2, ECF No. 35 (hereinafter JSSF).) B. Railway Fasteners

A railway consists of steel running rails installed on crossties embedded in the ground and surrounded by stones known as ballast. (Defendant’s Statement of Material Facts ¶ 1, ECF No. 39 (hereinafter DSMF).) Tie plates are located between the crossties and the running rails, forming a part of the system used to fasten the track components together and to disperse the load of the passing trains. (Id. ¶ 2.) The safety and efficacy

of a railway demands the use of an appropriate system to fasten the running rails, tie plates, and crossties in place and to one another; in the absence of an appropriate fastening system, the forces applied by a train could move the rails out of position, creating a risk of derailment. (Id. ¶ 3.) There exists a variety of means to fasten a running rail to a crosstie. (Id. ¶ 4.)

One of the most prevalent means to fasten a running rail to a crosstie involves the use of cut spikes, which are angled, unthreaded spikes. (Id. ¶ 5.) The cut spike is driven through a square hole in the tie plate into the crosstie, with the angled head of the cut spike pressing down on the running rail, thereby securing the running rail in place, with additional cut spikes installed as necessary to secure the tie plates to the crossties. (Id. ¶

6.) Another prevalent fastening system involves the use of an “elastic fastener,” which functions as a clip attached to the tie plate to hold down the running rail. (Id. ¶ 7.) In such a system, a screw spike is used to bolt the tie plate to the crosstie. (Id. ¶ 8.) Unlike cut spikes, screw spikes do not contact the running rail. (Id. ¶ 9.) Screw spikes are threaded and have flat washer heads. (Id. ¶ 10.) A railway turnout is the place where a train may be diverted from one track to

another. (Id. ¶ 12.) A railway switch is the mechanism that diverts a train from one track to another. (Id. ¶ 11.) Cut spikes and screw spikes may be used in combination to fasten different components in a railway switch area. (Id.) C. Claw Bar Tool Running rails, tie plates, crossties, and the attendant fastening systems require

periodic maintenance and at times, replacement. (Id. ¶ 14.) In a project that requires the removal of running rails or crossties, track maintenance personnel must remove the fasteners used to secure the running rails and tie plates to the crossties, whether the fasteners are screw spikes or cut spikes. (Id. ¶ 15.) The tool used to remove the fasteners depends on the circumstances, including the condition of the running rail, tie plate, or

fastener and the location of the fastener relative to other equipment. (Id. ¶ 16.) A claw bar is a specialized tool used in the railway industry to remove fasteners. (Id. ¶ 18.) A claw bar is an approximately five-foot long metal bar, with one end designed to slide underneath the head of a fastener. (Id. ¶ 20.) The user applies force to the end of a claw bar to lift the head of the fastener. (Id. ¶ 21.) The user can adjust the amount of

force conveyed, backing off or ceasing to apply force entirely if the claw bar does not prove effective at removing the fastener. (Id. ¶ 23.) Unlike larger powered tools, such as a hydraulic spike puller or on-track maintenance machine, a claw bar conveys force based only on the manual force generated by the user. (Id. ¶¶ 22, 23.) A claw bar is particularly useful for removing fasteners in switch areas, where many of the track components could be together in a tight space, making it difficult to use powered tools. (Id. ¶ 23.) A track maintenance worker can attempt to remove both cut spikes and screw spikes

with a claw bar provided the claw bar user can fit the end of the claw bar underneath the head of the fastener. (Id. ¶ 25.) If the fastener is too deeply embedded in the crosstie or is otherwise stuck, the user can cease using the claw bar. (Id. ¶ 28.) D. Plaintiff’s Experience and Injury Plaintiff worked most of his life as a truck driver. (Plaintiff’s Declaration ¶ 2, ECF

No. 42-2.) When he was employed by Eastern Maine Railway and Defendant, Plaintiff spent virtually all his time driving trucks or operating heavy equipment. (Id. ¶¶ 5, 10; JSSF ¶ 3.) Plaintiff was never trained in the use of a claw bar by Eastern Maine Railway or Defendant, and Plaintiff had never used a claw bar before the date of his injury. (PASMF ¶¶ 2–5.)

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BROWN v. NBM RAIL SERVICES INC, Counsel Stack Legal Research, https://law.counselstack.com/opinion/brown-v-nbm-rail-services-inc-med-2022.