Dukes v. Illinois Central Railroad

934 F. Supp. 939, 1996 U.S. Dist. LEXIS 3362, 1996 WL 131785
CourtDistrict Court, N.D. Illinois
DecidedMarch 20, 1996
Docket94 C 4134
StatusPublished
Cited by21 cases

This text of 934 F. Supp. 939 (Dukes v. Illinois Central Railroad) is published on Counsel Stack Legal Research, covering District Court, N.D. Illinois primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Dukes v. Illinois Central Railroad, 934 F. Supp. 939, 1996 U.S. Dist. LEXIS 3362, 1996 WL 131785 (N.D. Ill. 1996).

Opinion

MEMORANDUM OPINION AND ORDER

NORDBERG, District Judge.

Before the Court is Defendant Illinois Central Railroad’s (“ICRR”) Motion for Summary Judgment. Plaintiff Leon Dukes (“Dukes”), an employee of the ICRR, filed a Complaint seeking damages against the ICRR in an action under the Federal Employers’ Liability Act (“FELA”), 45 U.S.C. § 51 et seq., alleging that he developed Carpal Tunnel Syndrome (“CTS”) due to the ICRR’s negligence.

I. FACTUAL BACKGROUND

On July 7,1994, Dukes filed a Complaint in this Court seeking recovery under FELA for his carpal tunnel problems. Plaintiff specifically alleges that on and prior to August 1, 1991, Plaintiff carried oil cans, signal lights, and step jacks in the course of his employment. Plaintiff claims that his injuries and damages are the result of the ICRR’s negligence in failing to provide Plaintiff with safe tools and equipment to assist him in his work, with proper training on methods of work, with supervision of the work, and with warnings of the dangers of the work. Plaintiff seeks damages exceeding $50,000 for his physical injuries, including but not limited to bilateral CTS, and for his pain and mental anguish, which he has suffered and continues to suffer.

Dukes was hired by the ICRR in 1957 at the age of 20. He worked as a “Helper” for about four years, carrying oil cans, waste cans and assisting the carmen, before becoming an “Oiler,” and eventually becoming an inspector. Dukes held the position of inspector for 30 years, working the first 25 years in the “C-yard.” His primary responsibility was to inspect the trains and identify those in need of repair. The “C-yard” was separated by an overhead wire, and Dukes inspected the cars at the north end of the train. On average, Dukes inspected five trains per night, each train taking approximately 25 minutes, working an eight hour shift with no overtime.

During an inspection, Dukes walked down one side of the train connecting air hoses, changing worn brake shoes, oiling when needed and visually inspecting the cars for obvious damage or defects. Once he reached the “wire,” he would cross over to the opposite side and walk back. When he connected the air hose at the end of each car, he set his oil can down, and when he ran out of oil in the can, he would return to the supply drum and refill the can. When the railroad converted to frictionless roller bearings in the early 1980’s, Dukes used only one to two cans of oil per night rather than 20 to 30 cans per night as he had before the switch.

Dukes never experienced any numbness or tingling in his fingers in the 25 years he worked as a car inspector in the “C-yard,” nor had he experienced any numbness or tingling in his fingers when working as an “Oiler” or “Helper” before that. In the mid-80’s, Dukes transferred to the “F-yard” where he continued to perform the same tasks as he did before, except that he worked in the daytime and he inspected only one to two trains per eight hour shift, taking breaks and completing paper work between inspections. In the “F-yard,” Dukes also performed the additional task of installing and removing signal lights, which replaced the caboose in 1984.

Installing and removing the signal lights is done standing on the ground and lifting the light, with both hands, in and out of the bracket on the coupler at the hind end of the train. It takes a matter of minutes to per *943 form this function, and Dukes installed approximately two or three lights per shift. Dukes carried the lights to and from a pickup truck, which was used to transport the lights to the shanty where they were stored, and from the shanty to the train. The lights, like the oil cans, were carried by a handle, so when one hand got tired, Dukes switched hands or set the light down to take a break. In February of 1992, Dukes exercised his seniority to bid for and received an assignment as a helper on the repair track, where he drove fork lift trucks and other equipment rather than performing the tasks of a car inspector.

In working as a car inspector, Dukes claims that he routinely complained of the difficulties he experienced in performing his job duties, and that his tasks required nonstop use of his hands. Dukes did not miss any time from his work prior to June of 1991 from complaints associated with numbness or tingling in his hands and fingers. Dukes states that he was working under pain in order to meet “quotas.” He further alleges that he was unaware of the fact that the nature of his work duties caused him to develop bilateral CTS.

The ICRR asserts that a search by the Illinois Central Risk Management Department reveals that Dukes is the first car inspector in the 144 year history of the railroad to make a claim related to CTS. Dukes, however, claims that he is aware of one other car inspector who has had surgery for work-related CTS. On March 3, 1993, Dukes completed a Form 475 Injury Report, claiming that his CTS was related to his work as a car inspector.

Chatri Vanagasem, M.D. (“Dr. Vanagasem”) noted in June 21, 1991 that Dukes told him that he was experiencing numbness and tingling in his hands and fingers. Dr. Vanagasem ordered an EMG, which was performed in August of 1991, and which confirmed the presence of bilateral carpal tunnel.

On December 10,1992, Dukes was seen for his hands by Raymond Pierson, M.D. (“Dr. Pierson”) who performed a clinical evaluation and took x-rays. Dr. Pierson diagnosed that Dukes suffered from a condition called advanced scapholunate collapse pattern, or SLAC wrist. At the evaluation, Dukes reported that “there is no specific activity which seems to aggravate the condition.” Plaintiff now explains that he was unable to identify a specific condition because of the nature of all his work duties combined with his lack of knowledge about the causes and symptoms of CTS.

Dr. Pierson testified that Dukes had fractured his wrists 20 to 30 years previous to the time of the x-rays taken in 1992. These wrist fractures were not treated, and, as a result, they did not properly heal. Over the course of 20 to 30 years, degenerative arthritis developed in both of Dukes’ wrists and progressed to the point that the scapholunael bones shifted. Specifically, the carpal bones, the scaphoid and the lunate bones of the wrist had essentially invaded the carpus, impinging upon the median nerve and causing Dukes’ CTS symptoms. Dr. Pierson told Dukes at the December 10, 1992 evaluation that his wrist problems were not a condition that developed as a function of repetitive stress over time but one that developed as a result of an acute injury.

Michael Jablon, M.D. (“Dr. Jablon”) also examined Plaintiff and performed carpal tunnel release surgeries on both of Plaintiffs wrists. Dr. Jablon testified that he could not express any opinion to a reasonable degree of medical certainty as to whether any of plaintiffs work activities cause CTS. Plaintiffs first designated testifying expert was Marshall Matz (“Dr. Matz”), who found that Plaintiff was “uniquely predestined” to develop CTS because of advanced arthritic changes in his wrists.

In the course of this litigation, Plaintiff has retained Herbert H. Engelhard, M.D. (“Dr. Engelhard”) as an expert witness. In an affidavit, Dr.

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Bluebook (online)
934 F. Supp. 939, 1996 U.S. Dist. LEXIS 3362, 1996 WL 131785, Counsel Stack Legal Research, https://law.counselstack.com/opinion/dukes-v-illinois-central-railroad-ilnd-1996.