Liss v. TMS International, LLC

District Court, S.D. Illinois·Decided June 6, 2022·No. 3:19-cv-00810·Unknown

Opinion

UNITED STATES DISTRICT COURT FOR THE SOUTHERN DISTRICT OF ILLINOIS

STEVEN LISS, ) ) Plaintiff, ) ) vs. ) ) Case No. 3:19-cv-00810-GCS TMS INTERNATIONAL, LLC, ) ) Defendant. ) ) TMS INTERNATIONAL, LLC, ) ) Third-Party Plaintiff, ) ) vs. ) ) SUPREME TRUCKING & ) EXCAVATING, LLC, and UNITED ) SCRAP METAL, INC., ) ) Defendants. )

MEMORANDUM & ORDER SISON, Magistrate Judge: Plaintiff Steven Liss filed suit against Defendant TMS International, LLC (“TMS”) on July 25, 2019, for injuries Mr. Liss sustained while delivering a scrap metal shipment on TMS’s property. (Doc. 1). Mr. Liss alleges that, on February 7, 2019, he delivered scrap metal to TMS as part of his employment as a delivery driver for Supreme Trucking & Excavating, LLC (“Supreme”). (Doc. 22, p. 2). Mr. Liss first picked up the scrap metal for United Scrap Metal, Inc. (“USM”), who was the general contractor who employed Supreme. Id. However, when he arrived at TMS, Mr. Liss found that the property was flooded. Id. He then exited his vehicle, walked through the flood water and under a catwalk, and entered the TMS office to ask what to do with his delivery. Id. at p. 3. When

returning to his truck, Mr. Liss claims that he stepped in uneven terrain concealed by the water, causing him to twist his ankle and fall to the ground.1 Id. Mr. Liss asserts that TMS failed to maintain a flat walkway, failed to warn USM or Supreme of the flooding, failed to provide safe ingress and egress to visitors, failed to provide a safe workspace, failed to barricade entry to the site by closing the gates, failed to maintain proper drainage on its property, and failed to create or enforce protocols to ensure safe ingress or egress. Id. at

p. 3-4. Accordingly, in his amended complaint, Mr. Liss brings one count against TMS for negligence. Id. at p. 3. On March 10, 2020, TMS brought a third-party complaint against Supreme and

USM for contribution in the event that TMS was found negligent and liable to Mr. Liss. (Doc. 45). Against Supreme, TMS alleges that the subcontractor failed to train Mr. Liss to exercise appropriate care when exiting his vehicle; to exercise appropriate protocol when a delivery location is closed; to wear proper safety gear, including a hard hat; and to supervise Mr. Liss’s delivery. Id. at p. 3. TMS also alleges that USM negligently hired

Supreme, as USM knew or should have known that Supreme did not properly train and supervise its employees. Id. at p. 4-5. TMS brings both claims pursuant to 740 ILL. COMP. STAT. § 100/1, et seq. (the “Joint Contribution Act”). Id. at p. 4, 5.

1 TMS disputes this accounting of the injury and argues instead that Mr. Liss first hit his unprotected head on the catwalk, which caused him to fall and twist his leg. Now before the Court is USM’s motion for summary judgment against TMS, which USM filed on September 30, 2021. (Doc. 114). TMS timely responded on November

4, 2021, (Doc. 128), and the Court held a hearing on the motion on May 2, 2022. (Doc. 188). For the reasons delineated in the order below, the motion for summary judgment is GRANTED. FACTUAL ALLEGATIONS

Prior to the date of the accident, USM sold and delivered scrap metal to TMS pursuant to contractually accepted terms and conditions. (Doc. 128, p. 2). These terms and conditions included a warranty on behalf of USM and to TMS that the transportation

of the scrap metal would comply with all applicable federal, provincial, state or local laws, ordinances, rules, and regulations. Id. USM also markets itself as operating every project with an emphasis on health, safety, and environmental excellence. Id. This promise includes dedication to a “comprehensive Risk Management program to protect from downstream liabilities.” Id. (citing USM’s website).

USM also adheres to an admittedly self-imposed vetting process for selecting carrier subcontractors. (Doc. 128, p. 4). According to USM’s Midwest Regional General Manager, Tony Stuewe, USM conducts its background check for potential subcontractors

by contacting the company’s representative and searching the internet to determine their reputation. Id. USM’s Midwest Transportation Manager Javier Aquino then reviews the subcontractor’s Department of Transportation (“DOT”) rating, which is based on factors including out-of-service rates and past safety violations. Id. Mr. Aquino explained that USM would only use subcontractors with out-of-service rates and safety violations below the national average, or, in other words, an “above-average” safety rating. Id. As part of

USM’s commitment to safety, USM also outlined the expectation that drivers wear their hard hat, vest, and glasses throughout delivery, and that drivers “represent [USM] well” when making deliveries. Id. at p. 8. USM’s Chief Operating Officer, James Sause, explained USM’s relationship with

subcontractors thusly: Now, when it comes to third-party carriers, we’re always very careful. We cannot manage them. They are not our team members. So, we have an expectation that they will follow whatever the requirements are, whatever the USM requirement is if they’re on a USM property, and whatever the requirement would be where they are making their delivery. Id. TMS’s expert witness, Lew Grill, testified that, based on USM’s testimony via Mr. Sause, had USM requested safety program material or other information sufficient to develop an informed opinion as to whether Supreme was truly an “above-average” subcontractor, USM would have realized that Supreme did not meet its qualifications. Id. Mr. Grill further noted that approximately sixteen out of twenty-six inspections resulted in safety violations for Supreme. Id. at p. 5. Further, when Supreme received violations during a safety inspection, it usually received multiple violations. Id. Overall, Supreme received thirty-nine violations during inspections, rendering it less than “above-average” in safety. Id. The DOT website confirms this finding: Supreme rates below-average for vehicle maintenance and out-of-service rates. Id. USM maintains a close relationship with its subcontractors. Supreme’s owner, Garland Zimmerman, explained that Supreme’s drivers would go “down there [to USM],

and [USM] would tell them what to do.” (Doc. 128, p. 6). USM also provided a bill of lading and an assignment to drivers when they arrived at USM’s site. Id. The bill of lading is a slip of paper with directions for the driver on the load to be carried, including the commodity, purchase order number, weights for the load, delivery destination, pick-up point, and load number. Id. USM also maintained contact between TMS and itself in case any problems arose with the delivery. Id. TMS is not able to contact the subcontractors

USM chooses, nor are those subcontractors able to contact TMS. Id. Historically, USM has exercised its ability to communicate between its subcontractors and TMS by handling issues arising during the delivery. (Doc. 128, p. 7).

For instance, on February 19, 2015, a subcontracted driver contacted USM for assistance when his load froze and could not be dumped; USM then contacted TMS to address the issue. Id. Equally, on December 7, 2016, TMS contacted USM for instructions on assisting a driver that left without dumping the load due to mechanical problems. Id. Finally, on June 14, 2018, a driver hauling for USM damaged one of TMS’s switch points; when

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