Kalsi v. New York City Transit Authority

62 F. Supp. 2d 745, 1998 U.S. Dist. LEXIS 20062, 78 Fair Empl. Prac. Cas. (BNA) 1705, 1998 WL 903469
CourtDistrict Court, E.D. New York
DecidedDecember 22, 1998
Docket1:94-cv-05757
StatusPublished
Cited by25 cases

This text of 62 F. Supp. 2d 745 (Kalsi v. New York City Transit Authority) is published on Counsel Stack Legal Research, covering District Court, E.D. New York primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Kalsi v. New York City Transit Authority, 62 F. Supp. 2d 745, 1998 U.S. Dist. LEXIS 20062, 78 Fair Empl. Prac. Cas. (BNA) 1705, 1998 WL 903469 (E.D.N.Y. 1998).

Opinion

MEMORANDUM AND ORDER

GLEESON, District Judge.

Charan Singh Kalsi brings this action against his former employer, the New York City Transit Authority (“TA”), alleging religious discrimination. The initial complaint, filed December 1994, alleged claims under the Religious Freedom Restoration Act (“RFRA”), 42 U.S.C. § 2000bb, and Title VII. After extensive discovery, plaintiff sought leave to amend the complaint to add claims under section 296 of the New York State Human Rights Law, the New York State Constitution, the New York City Administrative Code, the First and Fourteenth Amendments to the United States Constitution, and 42 U.S.C. § 1988. On November 7,1997, in an order adopting the Report and Recommendation of the Honorable Cheryl L. Poliak dated August 13, 1997, such leave was granted. In the meantime, the Supreme Court declared RFRA unconstitutional, see City of *748 Boerne v. Flores, 521 U.S. 507, 117 S.Ct. 2157, 138 L.Ed.2d 624 (1997), and that claim was deleted from the amended complaint.

The case concerns the conflict between two important interests — Kalsi’s personal religious beliefs and the TA’s safety policies for its employees. Specifically, plaintiffs religious beliefs prohibit him from wearing a hard hat, but the Car Inspector position he was fired from requires him, absent relief from this Court, to wear one.

The defendant has moved for summary judgment. The motion is granted.

FACTS

Plaintiff is a member of the Sikh religion, which requires him to wear a turban on his head at all times, other than when he is sleeping or bathing. He contends, and for the purposes of this motion I accept as true, that his religion prohibits him from covering his turban.

The TA operates the subway system in New York City. Plaintiff was hired by the TA from a civil service list on December 6, 1993, when he began a one-week training period for a position as a Car Inspector. Car Inspectors work in subway maintenance shops and inspect, adjust, and perform repairs to electrical and mechanical equipment in subway cars.

A. The Hard Hat Policy for Car Inspectors

Car inspectors do much of their maintenance work beneath floor-level tracks in TA maintenance shops. The space under the tracks is dug out to give Car Inspectors and other maintenance workers the ability to work on the underside of the subway car. These dug-out areas are referred to as “pits,” and Car Inspectors perform maintenance tasks standing or stooping in them. The pits vary in depth, but are typically about four feet deep. Car Inspectors often work with an assistant; thus, there are often two people in the pit at a time. 1

The car sits above the pit on its tracks, giving an additional one to one-and-a-half feet of headroom under the car. Into this cramped work space protrude various parts of the subway car — the propulsion control box, two air conditioning compressor units, two air conditioning receiver tanks, four motors, and four gear cases. A Car Inspector’s duties include adjustments, inspections, and repairs to such equipment. The equipment almost always consists of hard metal, often with sharp edges. Some of the machinery is electrified when the cars are in the maintenance shops so that it may be checked, tested, and, if necessary, repaired.

There exist additional hazards on the ends of the undersides of subway cars. At one end is the “anticlimber,” a curved metal protrusion that keeps colliding cars from piling up on one another. At the other end is the hard metal coupling used to connect cables from one car to another. Both pieces of equipment pose the risk of head injury to Car Inspectors as they walk out from under the cars. Car Inspectors also perform work on the side of the car, outside of the pit, where certain air conditioning equipment and the third-rail contact shoes are located. In addition, they perform certain of their duties inside subway cars, where they face the danger of swinging ceiling panels.

The policy in effect at the time plaintiff began his training required Car Inspectors to wear TA provided hard hats 2 in many areas of the maintenance shops, including the pits, alongside and inside subway cars, and near overhead hoists and cranes, areas *749 in which most Car Inspectors work. The hard hat policy was intended to avoid injuries caused by the various hazards a Car Inspector encounters. The TA has submitted the affidavits of Lloyd Tyler, Senior Director of New Projects and Operations for the Car Equipment Division, and James Wincek, the Manager for Hazard Analysis for the Office of System Safety, in support of its description of the TA’s hard hat policy and its purposes. The Wincek affidavit also sets forth a thorough review of the policy undertaken by the TA shortly before the plaintiff was hired.

In late 1992, the TA’s Office of System Safety (“OSS”) conducted an evaluation of the need for hard hats in TA maintenance areas. A request from the Division of Car Equipment (“DCE”) prompted the evaluation. DCE employees, and Car Inspectors in particular, had expressed a desire to wear “bump caps” instead of hard hats. Bump caps are plastic helmets that provide a measure of protection against protruding equipment and dirt. However, there exist no standards for bump cap manufacturing, and the quality of their construction, and the degree of protection they afford, varies widely among manufacturers. As explained by the OSS in its February 3, 1993 memorandum regarding the evaluation of the hard hat requirement, in the past, maintenance employees (such as Car Inspectors) had the option to wear bump caps in lieu of hard hats. Because bump caps were more comfortable, their use became widespread; indeed, safety evaluations had revealed their use in areas where hard hats should have been worn. As a result, the TA implemented the hard hat requirement in all maintenance facilities. Because DCE employees were disgruntled by the blanket requirement to weai 1 the more uncomfortable head protection, DCE asked OSS “to evaluate the use of hard hats versus bump caps by DCE Maintenance Facility employees working under rapid transit vehicles.” Wincek Affidavit, Ex. A. DCE personnel had conveyed their view that hard hats were unnecessary “given the apparent absence of potential head injury hazards that require the use of hard hats which meet [ANSI] requirements.” Id. Specifically, DCE questioned the need for a hard hat requirement in maintenance facilities that did not have overhead cranes.

The OSS evaluation included a review of accident reports, a survey of other transit systems’ policies, Occupational Safety and Health Administration (“OSHA”) regulations, New York Department of Labor regulations, and observations made during visits to maintenance sites.

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62 F. Supp. 2d 745, 1998 U.S. Dist. LEXIS 20062, 78 Fair Empl. Prac. Cas. (BNA) 1705, 1998 WL 903469, Counsel Stack Legal Research, https://law.counselstack.com/opinion/kalsi-v-new-york-city-transit-authority-nyed-1998.