Gallardo v. Chicago Transit Authority

CourtDistrict Court, N.D. Illinois
DecidedSeptember 29, 2018
Docket1:15-cv-07458
StatusUnknown

This text of Gallardo v. Chicago Transit Authority (Gallardo v. Chicago Transit Authority) 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
Gallardo v. Chicago Transit Authority, (N.D. Ill. 2018).

Opinion

UNITED STATES DISTRICT COURT FOR THE NORTHERN DISTRICT OF ILLINOIS EASTERN DIVISION

ALFREDO GALLARDO, ) ) Plaintiff, ) ) Case No. 15 cv 7458 v. ) ) Judge Sharon Johnson Coleman CHICAGO TRANSIT AUTHORITY, ) ) Defendant. )

MEMORANDUM OPINION AND ORDER Plaintiff, Alfredo Gallardo, filed a two-count Second Amended Complaint, alleging discrimination based on race, ancestry, and disability. The defendant, Chicago Transit Authority (“CTA”), moves for summary judgment in their favor [79]. For the reasons stated herein, this Court grants the motion. Background The following facts are undisputed. Plaintiff, Alfredo Gallardo, has worked intermittently at CTA since 1991. After being laid-off in February 2010 from his position as a Bus Maintenance Manager I, Gallardo returned to CTA in May 2013 when he was hired as a full-time Rail Maintenance Manger I. The position of Rail Maintenance Manager I is an exempt, non-union position. Gallardo’s future manager, Jeffrey Bell, interviewed him for the position with two other managers. Rail Maintenance Manager Is are responsible for meeting with the prior shift’s manager, reviewing materials, listing defects, assigning night shift work through the maintenance management system (“MMIS”), monitoring workers, and communicating with the rail controller. CTA provided Gallardo with a document entitled “Probationary Status for All New Employees,” which explains the conditions and parameters of the probationary period for new hires. According to the document, exempt employees are on “probationary status” for the first six months of employment. Gallardo’s new position was “exempt.” This document enumerates five circumstances in which CTA will terminate employment. Gallardo received a “New Hire Checklist” from CTA. Gallardo signed the checklist and initialed after checking the box, “Probationary Status.” Gallardo testified that he was not advised that he was subject to the probationary period and claims he was not an at-will employee.

SCADA is an electronic online database that CTA uses to draft incident reports. The CTA control center drafts the SCADA reports and sends them to work locations. CTA has used a system called MMIS for work orders that employees can use to document “job on and job off work tasks” since 2004. Gallardo had used the MMIS system during his prior employment at CTA from September 2009 to February 2010. As a Maintenance Manager I, Gallardo reported to Maintenance Manager II, Jeffrey Bell. Newly-hired Rail Maintenance Manager Is are given on-the-job training at an assigned CTA shop. The training consists of shadowing another Rail Maintenance Manager I to learn how to perform the functions of the job. When CTA hired Gallardo in 2013, his manager Bell told Gallardo that he would be learning how to do his job on a “sink or swim basis.” Rail Maintenance Managers I do not receive formal classroom training relative to the writing of reports and other related documents like action plans. Instead, they are provided with sample documents and can pose questions to their

managers. Gallardo initially was not on the electronic distribution list to receive sample documents. Bell testified that he added Gallardo to the list after learning of the omission. Bell told Gallardo that he could reach out to Joanne Petty, a rail maintenance manager with 15 years of experience, and Jan Padowski, who had over 25 years of rail maintenance management experience. Both Petty and Padowski worked a similar shift to Gallardo. The Rail Maintenance Manager I position is “on call 24-hours a day, 7-days a week for emergencies and to supplement normal maintenance effort when required by weather or another emergency condition. In addition to performing the duties specifically listed in the Rail Maintenance Manager I job description, managers would also be required to perform various duties as assigned. Manager level employees were occasionally required to pick up or drop off other CTA employees at the airport. Sometimes managers would stay on their shifts longer than scheduled.

Gallardo asked to start at the Des Plaines shop because it was less busy than the Rosemont shop. His request was denied. Approximately two weeks after beginning work, Gallardo told Bell that he did not have keys to the Des Plaines shop. Bell asked him to take a truck from the Rosemont shop to the Des Plaines shop to ensure that the Des Plaines shop had keys. The lack of keys initially caused Gallardo to be locked out of the office on a few occasions. At around 3:26 p.m. on August 10, 2013, a rail vehicle struck the platform on the south side of the Austin Blue Line station. CTA rules direct that the manager closest to an incident and in the direction the train is travelling is responsible for addressing the incident. Because the Des Plaines shop was closer to the Austin station in the direction of travel, Padowski as manager at the Des Plaines show should have addressed the incident. When Gallardo was notified of the incident his shift had ended but he was still at work. Gallardo testified that he called Padowski to confirm that Padowski would address the Austin

collision. According to Gallardo, Padowski told him to go home as Padowski had already done and let the On-Call Manager handle it. At 3:40 p.m. Bell contacted Gallardo to inquire about the incident and learned that Gallardo had left the shop for the day. Bell instructed Gallardo to return to work and address the incident by taking the rail cars that hit the platform out of service and drafting an Unusual Occurrence Report. Gallardo returned to the Rosemont shop around 5:00 p.m. and prepared a preliminary Unusual Occurrence Report relative to the incident. An Unusual Occurrence Report reiterates what is in the SCADA Report and describes the action taken to address the issues. CTA admits that Bell erroneously accused Gallardo of abandoning his shift. Bell conceded in his testimony that Padowski should have been the one to respond to the incident. In his Unusual Occurrence Report, Gallardo did not identify that there were black marks on the side of the rail cars which were caused when those cars struck the Austin platform. His report

states that he observed no collision or impact damage to the rail vehicles. Gallardo testified that he did not include the black marks in his report because all the rail cars in the shop had black marks, even ones that were not involved in the incident. At least forty rail vehicles were found to have the same black scuff marks after Bell checked on them in the Rosemont Yard. Bell redrafted Gallardo’s report to include the damage and to notify other departments of the problem and set up slow zones. Bell considered Gallardo’s report to be poor work performance. After the Austin incident on August 10, 2013, Gallardo requested four hours “comp time,” to reflect the additional hours he had worked that evening. CTA has a discretionary, rather than formal “comp time” policy. Gallardo’s request for comp time would have to be approved by General Manager of Rail Maintenance Larry O’Connell. Bell informed Gallardo that managers typically must work additional hours to complete their assignments and that Gallardo would not be compensated for everything he did. O’Connell denied Gallardo’s request. After learning that

O’Connell denied his request, Gallardo sent him an email stating: “Mr. O’Connell, be advised that I am fully prepared to seek a fair and just resolution to this matter via the Employment Relations Department, in the event a satisfactory outcome cannot be achieved through this means.” Bell found this email threatening. On August 15, 2013, Bell sent an email to all Blue Line Managers and Coordinators, including Gallardo, outlining new procedures for handling defective railcars.

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Gallardo v. Chicago Transit Authority, Counsel Stack Legal Research, https://law.counselstack.com/opinion/gallardo-v-chicago-transit-authority-ilnd-2018.