Granas v. Union Pacific Railroad Company

CourtDistrict Court, D. Oregon
DecidedSeptember 21, 2023
Docket1:21-cv-00116
StatusUnknown

This text of Granas v. Union Pacific Railroad Company (Granas v. Union Pacific Railroad Company) is published on Counsel Stack Legal Research, covering District Court, D. Oregon primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Granas v. Union Pacific Railroad Company, (D. Or. 2023).

Opinion

IN THE UNITED STATES DISTRICT COURT FOR THE DISTRICT OF OREGON MEDFORD DIVISION

MARK GRANAS, Civ. No. 1:21-cv-00116-AA

Plaintiff, OPINION AND ORDER

v.

UNION PACIFIC RAILROAD COMPANY,

Defendant.

_______________________________________ AIKEN, District Judge: Plaintiff is a former train conductor for defendant Union Pacific Railroad. Plaintiff claims that defendant violated the Americans with Disabilities Act (“ADA”), 42 U.S.C. § 12112. Before the Court is defendant’s motion for summary judgment, ECF No. 30. For the reasons explained BACKGROUND I. Plaintiff’s Job Responsibilities at Union Pacific Defendant hired plaintiff in 2003, where at different times plaintiff worked as a trainman, a conductor, or a brakeman over the 17-year period. Barney Decl., Ex. D at 17:3-18. Breakmen and conductors must be able to (1) get on and off stationary equipment; (2) ride on moving cars by holding onto grab irons and standing on ladder steps; and (3) align drawbars by using available equipment to lift, pull or push on the drawbar. Walsh Decl., Ex. B (Union Pacific Job Description Brief).

Plaintiff frequently worked a route between Klamath Falls, Oregon and Eugene, Oregon. Walsh Decl., Ex. A, at 29:2-11. This scenic route passes through mountainous terrain, and has sharp drop offs along certain parts of the track. Id. at 29:19-25. Along this route, plaintiff sometimes rode on moving train cars while holding unto the car’s grab irons and ladder steps. Id. at 24:13-22. Plaintiff used a “three-point stance,” where he would “use [his] left hand as [his] anchor arm to hang

onto a ladder rung and, of course, both feet would be planted firmly” and plaintiffs “right hand was used for radio communication or hand signals.” Id. at 25:16-20. Plaintiff would also “loop [his] arm underneath one of the railings and hang onto it,” with his other arm placed above his head. Id. at 27:6-10. Most times along this route, plaintiff would sit in the cab next to the train engineer; however, in the event of a break in the train cars or another issue, plaintiff would ride outside on the train. Id. at 36:13-22.

While Union Pacific brakemen at times carry a tool called a “brake stick” that allows the worker to tie railcar brakes while standing at ground level, on occasion, plaintiff would climb onto railcars to reach the brakes directly. Barney Decl. Ex. D at 34:18-35:7. Plaintiff recalls climbing ladders up to eight to ten feet high, but testified that while riding railcars short distances, “[m]ost of the time [he] would be on the bottom rung.” Id. at 42:6-9. On the occasions where plaintiff was assigned to work aboard trains traveling between Klamath Falls and Eugene, plaintiff generally did not ride hanging on the outside of equipment. Id. at 36:2:22. Rather, he rode in the locomotive cab along with the engineer. Id. at 26:7-12. It was rare that plaintiff

might be required to exit the cab, such as when a train broke in two in transit. Id. at 36:2-22. Plaintiff explained “even then, most cases [he] never had to ride a car. [He] could always put the train back together while on the ground.” Id. Plaintiff knew of the basic safety risks associated with his job, including “slips, trips, and falls.” Walsh Decl., Ex. A at 39:1. Regarding moving cars, plaintiff explained that “[s]ituation awareness is important out there because people can get

coupled up,” which refers to the scenario where an employee is “caught between two knuckles and boxcars.” Id. at 39:2-40:1. Plaintiff recalled “a gentleman that had his arm amputated” due to an incident the first year he was hired on. Id. at 39:4-6. Other safety risks for brakemen include falling off ladders on train cars, which may cause “serious or fatal injury.” Walsh Decl., Ex. C, at 67:11-24. Union Pacific requires brakemen to meet certain physical requirements detailed in its Trainman Job Description:

Must have sufficient strength, flexibility, aerobic capacity, range of motion, and endurance to perform the physical requirements of the job to include: push/pull and lift/carry up to 25 lbs. (frequently), 50 lbs. (occasionally), and move weights up to 84-87 lbs. (rarely). Position requires use of upper extremities and ability to grip bilaterally and bilateral manual dexterity. Ability to maintain 3-point contact (both feet and one hand or both hands and one foot) when holding on to the ladder or car. Must have balance and coordination to climb ladders and stairs. Walk on ballast and ground (occasionally to frequently dependent upon job assignment). Must be ability to bend and stoop (occasionally). Must be able to maintain balance and coordination while climbing on ladders 12 feet or more and stairs (occasionally). Walking on ballast and ground (frequently). Working 12 feet or more above ground (occasionally). Bend or stoop to inspect and adjust equipment (occasionally).

Walsh Decl., Ex. B, at UP-83 (emphasis added). Moreover, Union Pacific requires brakemen to be “able to climb and work at elevations more than 12 feet.” Id. Plaintiff confirmed that he would frequently climb ladders, although he stated that he was climbing at heights ranging from eight to ten feet, instead of twelve feet. Walsh Decl., Ex. A, at 42:2-8 II. Defendant’s Fitness for Duty Policy In 2019, Dr. Holland, Union Pacific’s former Chief Medical Officer, served as head of its Health and Medical Services Department (“HMS”). Walsh Decl., Ex. C, at 10:2-5. HMS oversees Union Pacific’s Fitness for Duty (“FFD”) review process. Id. at 15:6-14. Union Pacific assesses whether an employee’s condition poses an “unacceptable risk” based on what plaintiff calls “the 1% policy,” which states that HMS must issue workplace restrictions where an employee’s risk of “sudden incapacitation” is above 1% per year. Barney Decl., Ex. A. at 79:19-80:1; 61:3-15;

UPRR Medical Comments History, ECF 31-9 at UP-88. For brakemen and conductors, HMS developed a set of standard restrictions for employees with an “unacceptable risk of sudden incapacitation.” Walsh Decl., Ex. C at 61:3-20. Employees with a “risk of sudden incapacitation” include those who work in “a hazardous setting or doing something potentially hazardous like climbing at great heights or working with dangerous equipment.” Id. at 60:14-25. If a brakeman’s medical condition posed a recurring risk “above 1 percent per year, which is [defendant’s] acceptable risk of sudden incapacitation,” id. at 79:19-80:1, then HMS required the appropriate medical restrictions for the employee. Id. at 61:3-15.

Dr. Holland stated that the FFD process ensures that Union Pacific’s employees are medically fit to perform their essential job duties, including that employees do not have medical conditions posing an unacceptable risk to themselves or others while at work. Walsh Decl., Ex. C at 37:1-6. FFD processes may be initiated for several reasons, including an employee’s report of a triggering medical condition. Id. at 38:11-21. HMS automatically initiates a FFD process for employees who are

absent on medical leave for more than thirty days. Id. at 38:22-25. Under that automatic review, HMS evaluates the employee’s complete medical record and may initiate an independent medical review if additional medical information is needed. Id. at 47:13-25. Most of the time, HMS makes a medical evaluation based on the pre-existing medical record. Id. at 51:1-5. In other cases, HMS refers the case to medical consultants for a medical file review of the information to assist with the medical determination. Id. at 51:15-18. Dr. Holland

Free access — add to your briefcase to read the full text and ask questions with AI

Related

Bragdon v. Abbott
524 U.S. 624 (Supreme Court, 1998)
Albertson's, Inc. v. Kirkingburg
527 U.S. 555 (Supreme Court, 1999)
Scott v. Harris
550 U.S. 372 (Supreme Court, 2007)
Brownfield v. City of Yakima
612 F.3d 1140 (Ninth Circuit, 2010)
Robert Barnett v. U.S. Air, Inc.
228 F.3d 1105 (Ninth Circuit, 2000)
Bates v. United Parcel Service, Inc.
511 F.3d 974 (Ninth Circuit, 2007)
Rood v. Umatilla County
526 F. Supp. 2d 1164 (D. Oregon, 2007)
Witt v. Northwest Aluminum Co.
177 F. Supp. 2d 1127 (D. Oregon, 2001)
Pakootas v. Teck Cominco Metals, Ltd.
452 F.3d 1066 (Ninth Circuit, 2006)
Willis v. Pacific Maritime Ass'n
236 F.3d 1160 (Ninth Circuit, 2001)
Cripe v. City of San Jose
261 F.3d 877 (Ninth Circuit, 2001)

Cite This Page — Counsel Stack

Bluebook (online)
Granas v. Union Pacific Railroad Company, Counsel Stack Legal Research, https://law.counselstack.com/opinion/granas-v-union-pacific-railroad-company-ord-2023.