Doll v. Port Authority Trans-Hudson Corp.

92 F. Supp. 2d 416, 2000 U.S. Dist. LEXIS 5603, 82 Fair Empl. Prac. Cas. (BNA) 1725, 2000 WL 500823
CourtDistrict Court, D. New Jersey
DecidedApril 25, 2000
DocketCIV.A. 97-4186
StatusPublished
Cited by5 cases

This text of 92 F. Supp. 2d 416 (Doll v. Port Authority Trans-Hudson Corp.) is published on Counsel Stack Legal Research, covering District Court, D. New Jersey primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Doll v. Port Authority Trans-Hudson Corp., 92 F. Supp. 2d 416, 2000 U.S. Dist. LEXIS 5603, 82 Fair Empl. Prac. Cas. (BNA) 1725, 2000 WL 500823 (D.N.J. 2000).

Opinion

OPINION

HOCHBERG, District Judge.

Plaintiff, Lester Doll, (“Doll”) a former employee of defendant Port Authority Trans Hudson Corporation (“PATH”), filed a complaint on August 18, 1997, alleging that his discharge by PATH in January, 1996:(i) discriminated against him on the basis of his age in violation of the Age Discrimination in Employment Act, (“ADEA”), 29 U.S.C. § 623; (ii) constituted wrongful termination and breach of contract under New Jersey law; and (iii) negligently inflicted emotional distress upon him. 1 PATH brings the instant mo *418 tion for summary judgment, which will be granted as to all counts of the complaint.

I. FACTS

PATH, a subsidiary of the Port Authority of New York and New Jersey (“the Port Authority”) operates an inter-city rapid transit system between New Jersey and New York City. Plaintiff Doll was an Operations Examiner for PATH from March, 1978 until his termination in January, 1996. Prior to December 2, 1995 Doll had an unblemished work record as an Operations Examiner for PATH. A disastrous train accident on December 2, 1995 left two PATH maintenance workers dead and a third critically injured when they were struck by a PATH train. It was the worst train accident in PATH history.

Doll and others were discharged or suspended after full investigation by PATH the National Transportation Safety Board (“NTSB”) and the Federal Railroad Administration (“FRA”). Doll charges that his termination was the result of age discrimination by PATH; PATH asserts that Doll was terminated for poor performance and violation of safety rules that contributed, in part, to the catastrophic accident.

On December 2,1995, maintenance work was being performed on one of the two tracks which PATH uses for its train service between Newark, New Jersey and the World Trade Center in New York City. As a result, one track was removed from service, and the trains in both directions ran on the other track. With trains operating in both directions on the same track, safety was a heightened concern. When a broken rail joint was discovered near signal R 28X, three experienced PATH employees were asked to make the repair. They did so without a flagman keeping watch, in violation of PATH policies and procedures.

When power was restored to the initial track under repair, Doll boarded the head car of the first PATH train traveling eastbound. As the eastbound train headed from Newark to the World Trade Center, it passed the three PATH maintenance employees in the track area near signal R 28X approximately ten minutes prior to the fatal accident. The engineer saw the PATH workers, blew his whistle, and slowed down to enable them to clear the track. Doll, standing right behind the engineer, also noticed the workers in the track area, but saw no safety hazard and “saw no need to advise the Control Center of the track workers’ presence in the area.” 2 The train continued toward the World Trade Center, stopping at a signal to allow a PATH train traveling in the opposite direction to pass on the single track in operation. The engineer of the eastbound train waved to the engineer of the westbound train. However, neither Doll nor the engineer of the eastbound train attempted to notify the Control Center or otherwise warn the engineer of the westbound train that there were PATH employees working without a flagman on the track just around the bend. Two of these track workers were killed moments later when the westbound train struck them.

As a result of this accident, Doll was terminated. Two other, younger, employees were also fired, including the engineer of the train that struck the workers. Path suspended additional employees whose conduct contributed to the accident. Both the NTSB and the FRA concluded that Doll and others should have taken precautions to prevent the accident. Specifically, a report of the NTSB noted:

“[A] Path Operations Examiner [Doll] was on the front end of the [first car of Train 135]. Neither he or the engineer [of the train], notified [the westbound *419 train or] the train master that the track men were working without a watchman.”

In the PATH Book of Rules, Doll’s duties and responsibilities as Operations Examiner included supervision of the performance of other PATH employees. The NTSB identified numerous breaches of the Rules that contributed to the accident:

“[I]nadequate management oversight of rail operations, the failure of the engineer of [the westbound train] to observe the workers due to inattention, the failure of the track foreman to obtain permission to work on the track and to appoint a workman, and failure of the operations examiner and engineer on the leading end of the control car of [the eastbound train] to notify the train master of track workers working unth-out a watchman.” (emphasis added).

Doll argues that the accident was caused by the recklessness of the engineer of the westbound train that struck the three workers, and that the danger was compounded by the actions of the Train Master and Assistant Train Master, who failed to alert the westbound train’s engineer of the danger on the track. He further argues that the engineer of the train on which he was riding was suspended, rather than being terminated, even though he observed one of the maintenance workers within the track gauge. Doll believes that the President of PATH who directed his discharge was motivated to terminate him, at least in part, by his age, as well as his high salary.

PATH responds that three PATH employees, including Doll, were terminated as a result of the accident, and that the other two terminated employees were younger than Doll. PATH proffers a non-discriminatory explanation for Doll’s termination. PATH contends that Doll’s termination was based on the fact that Doll, as the senior supervisor on the eastbound train, should have exercised his judgment to take precautionary action to prevent the accident by alerting the Train Master to the work crew he had observed in the track area. While PATH does not claim that Doll “caused this accident,” its position is that Doll’s inattention to the track area and failure to advise the Train Master of his sighting of the unguarded work crew were “contributing factors”. 3

II. STANDARD OF REVIEW

Pursuant to Rule 56(c), a motion for summary judgment will be granted if the pleadings, depositions, answers to interrogatories, and admissions on file, together with the affidavits, if any, show that there is no genuine issue as to any material fact and that the moving party is entitled to a judgment as a matter of law. See also Anderson v. Liberty Lobby, Inc., 477 U.S. 242, 247, 106 S.Ct. 2505, 91 L.Ed.2d 202 (1986); Celotex Corp. v. Catrett, 477 U.S. 317, 322, 106 S.Ct.

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92 F. Supp. 2d 416, 2000 U.S. Dist. LEXIS 5603, 82 Fair Empl. Prac. Cas. (BNA) 1725, 2000 WL 500823, Counsel Stack Legal Research, https://law.counselstack.com/opinion/doll-v-port-authority-trans-hudson-corp-njd-2000.