Colyer v. Consolidated Rail Corp.

114 F. App'x 473
CourtCourt of Appeals for the Third Circuit
DecidedOctober 20, 2004
Docket02-3890
StatusUnpublished
Cited by4 cases

This text of 114 F. App'x 473 (Colyer v. Consolidated Rail Corp.) is published on Counsel Stack Legal Research, covering Court of Appeals for the Third Circuit primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Colyer v. Consolidated Rail Corp., 114 F. App'x 473 (3d Cir. 2004).

Opinion

OPINION OF THE COURT

OBERDORFER, District Judge.

Plaintiff-appellant Carl Colyer sued Consolidated Rail Corporation 1 (“Conrail”) under the Federal Employers’ Liability Act (“FELA”), 45 U.S.C. §§ 51 et seq., for damages resulting from an accident he suffered while working for Conrail in 1998. A jury found Conrail negligent and awarded Colyer $20,000, which the trial judge reduced to $4000 based on the jury’s finding that Colyer was 80% responsible for the accident.

On appeal, Colyer challenges the following district court decisions: (1) the denial of his request for post-trial relief on the groúnd that the jury verdict on contributory negligence was not supported by the *475 evidence; (2) the denial of his request for a new trial based on “newly discovered evidence,” namely, his employer’s finding him unfit to return to work immediately after trial, despite testimony at trial that he would be able to return to his old position; and (3) the granting of defendant’s motion for judgment as a matter of law as to damages for lost future earning capacity.

We affirm the district court’s decisions on the first two issues. As to the third, appellant persuades us that the accident deprived him of physical capacities requisite to performing work he could perform before the accident. We therefore reverse and remand for retrial on the issue of damages for lost future earning capacity.

I

A. Facts and Factual Disputes at THal

1. The Plaintiffs Injury

Colyer worked as a carman in the Conrail Locomotive Repair Shop in Hollidaysburg, Pennsylvania at the time of his injury. A carman’s duties may include repair of train cars, masonry, and painting. Col-yer had performed all these jobs at various times in the 24 years he was employed as a carman for the railroad.

On the afternoon of March 9,1998, while using an acetylene torch to repair a damaged train car, Colyer sustained third-degree burns to a two-inch by three-inch area on the top of his left foot. Colyer was using the torch to “burn” areas of the car, that is, using the torch’s heat to soften or melt metal parts of the rail car to remove or smooth them (rather than to weld things together). Burning is performed with use of a torch connected to two hoses, one for acetylene and one for oxygen.

There was conflicting testimony at trial as to how the accident occurred. Colyer testified (with the support of several eyewitnesses) that he was injured when some type of explosion released a fireball from a hole on the side of one of the hoses attached to his torch. Conrail’s witnesses testified that Colyer’s injury most likely occurred when a piece of hot metal or “slag” from the burning procedure fell into or onto Colyer’s boot.

There was also conflicting evidence as to the extent to which the railroad’s negligence, or Colyer’s, caused or contributed to the accident, regardless of how it occurred. Colyer introduced expert and lay testimony that Conrail did not properly maintain, inspect, or store the hoses in its shop, and that the hoses were often in poor condition. A section of the hose that Col-yer had been using the day of the accident was introduced at trial. There was at least one hole visible in that section. Witnesses for both parties agreed that it would not be safe to use the section of hose in the condition it was in when introduced at trial. However, no one was able to say where that section had been located on the hose (near or far from where Col-yer had been working), nor whether any hole (or holes) existed at the time of the accident.

Before using the torch the day of the accident, Colyer inspected the four- to six-foot area of the hose closest to where he was working and saw no particular problems. The parties agreed that it was Col-yer’s duty, confirmed by the Conrail Safety Rules, to inspect his equipment. There was conflicting testimony, however, as to whether Colyer’s inspection satisfied company and industry standards or whether he should have inspected the entirety of the hose.

The parties also introduced conflicting testimony as to whether Colyer’s injuries could have been avoided (or minimized) if he had worn spats over his boots to provide additional protection, and whose fault it was that Colyer was not wearing spats *476 at the time of the accident. Spats were not part of the safety gear Conrail required, but the company generally had them available for carmen who wished to wear them. Colyer testified that he had requested spats on the day of the accident, but Conrail had none available that day. Conrail pointed to evidence (from one of Colyer’s experts) that, as a general rule, Colyer did not wear spats because he saw them as a tripping hazard.

2. Medical Treatment and Diagnosis

Three weeks after the accident, on March 31, 1998, Dr. Louton, a plastic surgeon, performed a full thickness skin graft to reconstruct the skin that had been destroyed by the third-degree burns. The surgery was successful. After a several-month recovery period, Colyer was released to work without restrictions; he returned to work as a carman on or about June 16,1998. 2

Approximately one year later, in June and July of 1999, Colyer consulted Dr. Opida, a neurologist, about lessened sensations and occasional intermittent pain on the outside of his injured foot. Dr. Opida testified that the symptoms reflected sensory nerve damage that was likely to be permanent, but that the motor nerves were not damaged. The neurologist testified that the sensory nerve damage appeared to be an after-effect of Colyer’s burn, but acknowledged that this conclusion was based on the information he received from Colyer as to the onset of his symptoms. The neurologist prescribed some medication for Colyer but it did not resolve the problem or reduce the symptoms.

The following summer, in July of 2000, Colyer returned to Dr. Louton (the plastic surgeon who had performed the skin graft) complaining about irritation between the fourth and fifth toes of his left foot. At Dr. Louton’s suggestion, Colyer consulted a podiatrist, Dr. Raymond, about this problem. Dr. Raymond diagnosed Colyer as having severe corns between those toes and as having hammer toes on toes two, three, four and five (all but the big toe) of both his feet. Dr. Raymond testified that the hammer toes were unrelated to the burn and appeared to pre-date the injury, but that the severe corns on the toes of his left foot “could be related to the work-related injury” if Colyer “was altering his gait and putting additional pressure on the outside of his foot to avoid pressure” on the locations where it was painful. AR 128, 131. On cross-examination, Dr. Raymond conceded that he was “not sure” whether the problem with the fourth and fifth toes of Colyer’s left foot was related to the burn. Dr. Raymond initially treated Colyer by trimming the corns every few months, but eventually decided surgery was needed to correct the hammer toes on the fourth and fifth toes of Colyer’s left foot in light of the severe and recurring corns there.

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Bluebook (online)
114 F. App'x 473, Counsel Stack Legal Research, https://law.counselstack.com/opinion/colyer-v-consolidated-rail-corp-ca3-2004.