Sanders v. BNSF Railway Co.

CourtDistrict Court, D. Minnesota
DecidedOctober 24, 2019
Docket0:17-cv-05106
StatusUnknown

This text of Sanders v. BNSF Railway Co. (Sanders v. BNSF Railway Co.) is published on Counsel Stack Legal Research, covering District Court, D. Minnesota primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Sanders v. BNSF Railway Co., (mnd 2019).

Opinion

UNITED STATES DISTRICT COURT DISTRICT OF MINNESOTA

Don Sanders, File No. 17-cv-5106 (ECT/KMM) Plaintiff,

v. OPINION AND ORDER

BNSF Railway Co.,

Defendant.

________________________________________________________________________ Lucas J. Kaster and James H. Kaster, Nichols Kaster, PLLP, Minneapolis, MN, for Plaintiff Donald Sanders.

Tracey Holmes Donesky, Stinson Leonard Street LLP, Minneapolis, MN, and Sally J. Ferguson, Arthur, Chapman, Kettering, Smetak & Pikala, PA, Minneapolis, MN, for Defendant BNSF Railway Co.

The Federal Railroad Safety Act, 49 U.S.C. § 20109 (“FRSA”), forbids a rail carrier from taking adverse action against an employee because the employee reported violations of, or refused to violate, any federal law relating to railroad safety. In this case, Plaintiff Don Sanders alleges that Defendant BNSF Railway Company violated the FRSA when it terminated his employment as a track inspector in April 2016. Sanders says essentially that BNSF fired him for reporting too many track defects. BNSF denies violating the FRSA and says it terminated Sanders for falsifying his payroll records. BNSF seeks summary judgment. This motion will be denied because a reasonable juror could conclude that BNSF terminated Sanders for reasons the FRSA prohibits and there is not clear and convincing evidence BNSF would have terminated Sanders regardless. I1 Sanders worked for BNSF as a track inspector. BNSF hired Sanders in 2007. Sanders Dep. 23–24 [ECF No. 79-24].2 He became a track inspector in approximately

2010. Id. at 26–28. As a track inspector, Sanders was responsible for identifying and reporting track defects to ensure that trains, equipment, and personnel could move safely. Id. at 34–35. Sanders could fix some more minor issues himself, but other defects required a maintenance crew to fix. Id. at 40. For such defects, depending on the type and severity of the defect, track inspectors might issue a “slow order”—ordering that trains move at a

slower speed over a particular section—or pull a section of track out of service. Id. at 38– 39, 46–47. In other cases, the track inspector might simply report the defect into an internal computer system called “TIMS,” to be repaired within 30 days. Id. 49–51. Sanders estimates that in his six years as a track inspector, he pulled tracks out of service “hundreds

1 In describing the relevant facts and resolving this motion under Rule 56(a), all of Sanders’s evidence is believed, and all justifiable inferences are drawn in his favor. Anderson v. Liberty Lobby, Inc., 477 U.S. 242, 255 (1986).

2 BNSF’s record citations omit spaces in places one would expect to find them. For example, it cited “Jones Decl.,¶2,” rather than “Jones Decl., ¶ 2,” “Ex.DD:T.10-11” instead of “Ex. DD at Tr. 10–11,” and “Sanders:24:3-10” instead of “Sanders Dep. 24:3-10.” This practice has been criticized in this District: “[O]mitting spaces is not an acceptable way to reduce a document’s word count.” Northbrook Digital, LLC v. Vendio Servs., Inc., 625 F. Supp. 2d 728, 733 (D. Minn. 2008). BNSF’s citations here represent an especially problematic example of this practice because BNSF represents that its opening and reply briefs have a combined count of 11,980 words—20 words shy of its allowed total. See LR 7.1(f)(1)(B); ECF Nos. 67-1, 85-1. Including improperly omitted spaces would have added well over 550 additional words to the cumulative total BNSF reported. In addition to violating at least the spirit of Rule 7.1, this practice is not fair to those parties who do not use this convention to comply with Local Rule 7.1’s word-count limitation. of times,” id. at 45, issued “hundreds” of slow orders, id. at 48–49, and reported “thousands” of more minor defects, id. at 53–54.

Sanders reported to roadmaster Blaine Hoppenrath, and she reported to division engineer Keith Jones. Track inspectors are supervised by a roadmaster. Sanders Dep. 59– 60. Except for a month or so beginning in January 2016 when Sanders moved to Northtown Yard in Minneapolis, where he was supervised by roadmaster Stephen Chartier,3 see Sanders Dep. at 107, 191–92, Sanders worked mainly out of BNSF’s Dayton’s Bluff Yard in St. Paul, where Hoppenrath was his direct supervisor from about

April 2015 onward. Hoppenrath Dep. at 13 [ECF No. 79-18]. She reported to division engineer Keith Jones. Id. at 70. During several conversations in or around November and December 2015, Jones voiced displeasure with Sanders’s work, including with his slow orders. See generally Mem. in Opp’n at 9–12 [ECF No. 77]. Jones variously expressed concern that he would

be fired as a result of the slow orders and defects reported in his territory, asked for Sanders’s help to keep him from getting fired, and expressed anger at Sanders for placing slow orders and for contacting the Federal Railroad Administration (“FRA”) with a safety question. Unbeknownst to Jones, Sanders recorded some of these conversations, and a

3 After about a month working under Chartier, Sanders chose to return to St. Paul and work under Hoppenrath. Chartier “was very blunt that he didn’t like [Sanders] and didn’t want [him] there[.]” Sanders Dep. at 192. Among other issues, Chartier and Sanders had a number of disagreements about what conditions constituted a defect, but Chartier believed Sanders “ha[d] BNSF and public safety in mind” and that his track inspection was improving. Chartier Dep. 136–39, 147–48 [ECF No. 68-1 at 63–64, 66]. detailed review of some of those conversation is helpful to decide BNSF’s summary- judgment motion.4 At multiple points in those recorded conversations, Jones speaks

angrily and uses profanity. The recordings are undated, but some can be assigned a date (or an approximate date) by referring to other documents in the record. Regardless, Sanders and BNSF agree that the recordings all were made while Sanders was a track inspector for BNSF. E.g., Jones Dep. at 190 [ECF No. 79-20 at 49]. Jones berated Sanders for talking about their conversations with others. In one recording, the date of which is not evident, Sanders told Jones that he wanted an instruction

he (Sanders) had received from Hoppenrath to inspect the main lines instead of the yard to be put in writing so that if something went wrong in the yard he would not be “thrown under the bus for it” and accused of failing to perform his assigned tasks. Kaster Decl. Ex. 13 at 0:12 to 1:04. Jones responded in an angry tone, saying: “Who’s throwing anybody under the bus? The only bus is when you get on conference calls and start throwing shit

out that you and I talk about behind the scenes. That’s the only bus that can happen.” Id. at 1:04 to 1:12. Jones expressed anger over Sanders’s slow-order reporting practices and asked Sanders to change his practices to protect Jones’s job. In another recorded conversation on November 9, 2015, Jones interrogated Sanders about two slow orders he had entered.

Kaster Decl. Ex. 14; see also Mem. In Opp’n at 9; Duginske Decl. Ex. BBB [ECF No. 68-

4 BNSF “preserves all objections to the admissibility of Sanders’s produced recordings,” Mem. in Supp. at 10 n.6 [ECF No. 67], but it does not argue that the recordings may not be considered as evidence in resolving the pending summary-judgment motion. 3 at 4–5]. Sanders explained the reason for the slow orders, and although Jones did not dispute the basis Sanders provided, he expressed frustration nonetheless, at least in part

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