Butler v. Washington Metropolitan Area Transit Authority

275 F. Supp. 3d 70
CourtDistrict Court, District of Columbia
DecidedJuly 31, 2017
DocketCivil Action No. 2015-1410
StatusPublished
Cited by12 cases

This text of 275 F. Supp. 3d 70 (Butler v. Washington Metropolitan Area Transit Authority) is published on Counsel Stack Legal Research, covering District Court, District of Columbia primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Butler v. Washington Metropolitan Area Transit Authority, 275 F. Supp. 3d 70 (D.D.C. 2017).

Opinion

MEMORANDUM OPINION

CHRISTOPHER R. COOP, United States District Judge

■Plaintiff Francis Butler, a longtime bus operator, alleges that his employer, .Washington Metropolitan Area Transit Authority (“WMATA”), unlawfully kept him on unpaid leave because of his disabilities— sleep apnea and diabetes—in violation of the Rehabilitation Act. He also claims that, as a reasonable accommodation, WMATA should have reassigned him to a different, *75 vacant position within the organization. WMATA responds that Butler was no longer medically qualified to operate buses, both because his blood-glucose levels were unacceptably high .and because he failed to produce required sleep-apnea test results. WMATA also.,contends that it tried to reassign Butler through an internal job reassignment program, but that the process failed because Butler only applied for positions that were outside of his union’s local bargaining unit.

The Court finds that WMATA has established, beyond reasonable dispute,, that Butler’s high blood-glucose measurements and his failure to produce sleep-apnea test results rendered him medically unfit for the bus operator position. This defeats Butler’s claim that WMATA engaged in unlawful disability discrimination by preventing him from operating buses. However, the Court also concludes that a genuine factual dispute remains regarding whether WMATA’s efforts to reassign Butler satisfied its duty to reasonably accommodate his disabilities. Accordingly, the Court will grant in "part and deny in part WMATA’s Motion for Summary Judgment, and deny Butler’s Cross-Motion for Summary Judgment entirely.

I. Background

A, Statutory and Regulatory Background

‘ The Rehabilitation Act of 1973 provides that? “no otherwise qualified individual with a disability ... shall, solely by reason of her or his disability ... be subjected to discrimination” by any program receiving federal funding. 29 U.S.C. § 794(a). When a lawsuit is filed under Section 794 of the Rehabilitation Act, the' statute instructs courts to apply the legal standards used in resolving claims brought under the Americans with Disabilities Act of 1990 (“ADA”), 42 U.S.C. § 12101. See 29 U.S.C. § 794(d); see also Drasek v. Burwell, 121 F.Supp.3d 143, 153 (D.D.C. 2015) (applying ADA standards to Rehabilitation Act claim). Under the Rehabilitation Act, a plaintiff must be a “qualified individual with a disability.” 29 U.S.C. § 794(a). To be “qualified,” he must “with or without'reasonable accommodation” be able to “perform the essential functions of the employment position that [he] holds or desires.” 42 U.S.C. § 12111(8). To have a “disability,” he must possess a “physical or mental impairment that substantially-limits one or more major life activities.” 42 U.S.C. § 12102(1)(A).

The Department of Transportation (“DOT”), through the Federal Motor Carrier Safety Administration (“FMCSA”), has promulgated regulations governing the medical qualifications required for commercial vehicle drivers, including WMATA bus operators. See 49 C.F.R. Parts 300-99 (2016). Under that scheme, WMATA drivers must obtain a DOT medical certification, known colloquially as a DOT Medical Card, 49 C.F.R.' § 391.11; 49 C.F.R. § 391.41 & 43, and must undergo periodic physical exams in accordance with the FMCSA regulations in order to keep their certification valid. Def.’s Mem. Supp. Mot. Summ. J. (“Def.’s MSJ”), S.M.F. ¶16, Since 2012, regulations have required that these exams be performed “by a medical examiner listed on the National Registry of Certified Medical Examiners.” 49 C.F.R. § 391.43(a).

The FMCSA regulations also establish standards applicable to the medical conditions underlying this dispute—sleep apnea and diabetes. As relevant to sleep apnea, commercial drivers must have “no established medical history or clinical diagnosis of a respiratory dysfunction likely to interfere with his/her ability to control and drive a commercial motor vehicle safely.” 49 C.F.R. § 391.41(b)(5). The FMCSA “Medical Advisory Criteria” further ex *76 plain that “[e]ven the slightest impairment in respiratory function under emergency conditions ... may be detrimental to safe driving,” and the guidance lists “sleep apnea” as being among those “conditions that interfere with oxygen exchange and may result in incapacitation.” 49 C.F.R. Pt. 391, App. A. Dr. Gina Pervall—who developed WMATA’s sleep-apnea program and since 2011 has worked with the DOT Medical Review Board in developing FMCSA regulations—explains that WMATA considers compliant use of a “continuous positive airway pressure” (“CPAP”) machine to be a reasonable accommodation for bus drivers with sleep apnea. Def.’s MSJ, Ex. 16 ¶ 34. Regular use of a CPAP machine is a form of treatment: It “indicates that the employee’s sleep apnea is controlled.” Id. Accordingly, under WMATA’s recertification guidelines, “at the time of medical recertification, employees with established sleep apnea must provide a six[-]month CPAP compliance report,” showing that the employee has used the machine for at least four hours per night, for 70% of nights. Id. ¶¶ Í8-19; see also Defi’s MSJ, Exs. 9 & 13. Without such a report, the employee may be given a temporary, three-month certification. Def.’s MSJ, Ex. 16 ¶ 18. But if no report is submitted for that three-month period, the employee may be medically disqualified. M. 1

As for diabetes, the regulations state that a driver is physically qualified if he has “no established medical history or clinical diagnosis of diabetes mellitus currently requiring insulin for control.” 49 C.F.R. § 391.41(b)(3). The Advisory Criteria go on to explain that a diabetic “individual may [nevertheless] be qualified” under the rules “[i]f the condition can be controlled by the use of oral medication and diet.” 49 C.F.R. Pt. 391, App. A. However, based on guidance from the American Medical Association and other healthcare accreditation organizations, WMATA considers blood-glucose levels at or above 9.5 percent—ás measured by the Ale test 2 —to be indicative of diabetes being “poorly controlled.” Def.’s MSJ, Ex. 3, at 1; see also Def.’s MSJ, Ex. 16 ¶¶ 12-14. As a result, when a driver’s Ale level is at or above 9.5, WMA-TA instructs its medical staff not to certify the driver. See Def.’s MSJ, Ex. 2.

B. Factual Background

1.

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Cite This Page — Counsel Stack

Bluebook (online)
275 F. Supp. 3d 70, Counsel Stack Legal Research, https://law.counselstack.com/opinion/butler-v-washington-metropolitan-area-transit-authority-dcd-2017.