Smedberg v. State of Connecticut Department of Transportation

425 F. Supp. 2d 262, 2006 U.S. Dist. LEXIS 17543
CourtDistrict Court, D. Connecticut
DecidedMarch 30, 2006
DocketNo. 3:03CV1178(DJS)
StatusPublished
Cited by1 cases

This text of 425 F. Supp. 2d 262 (Smedberg v. State of Connecticut Department of Transportation) is published on Counsel Stack Legal Research, covering District Court, D. Connecticut primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Smedberg v. State of Connecticut Department of Transportation, 425 F. Supp. 2d 262, 2006 U.S. Dist. LEXIS 17543 (D. Conn. 2006).

Opinion

MEMORANDUM OF DECISION

SQUATRITO, District Judge.

On July 8, 2003, plaintiff Paul Smedberg filed this action alleging that defendants, the State of Connecticut Department of Transportation (“DOT”); James F. Byrnes, Jr., Commissioner of the DOT; Kenneth J. Robert, Director of Aviation and Port Administrations; Stephen Mark-wald, Director of Personnel; Robert Bis-sell, Security Officer; and Michael Morrison, Security Officer; violated his rights secured by the First Amendment to the U.S. Constitution and his right to equal protection under the law, as guaranteed by the Fourteenth Amendment to the U.S. Constitution in violation of 42 U.S.C. § 1983.1 On December 16, 2004, pursuant to Rule 56©) of the Federal Rules of Civil Procedure, defendants filed a motion for summary judgment. (See Dkt. # 46). For the reasons set forth herein, defendants’ motion is GRANTED.

I. FACTS

Paul Smedberg became a law enforcement officer (“LEO”) at the Groton-New London Airport (“GOL”) in June of 1999. GOL is a small state-owned and operated airport that fields charter flights, private flights, corporate sponsored flights, and National Guard aviation activity. During the relevant time period, one commercial carrier operated out of GOL and scheduled bétween three and four flights per day. As a LEO, Smedberg provided security for the airport grounds and its buildings and, in 2002, provided backup to persons conducting the passenger screening process. LEOs were also trained to fight aircraft fires and test runway conditions in inclement weather. As LEOs, Smedberg, May-loid Perkins, Patricia Macek, and Steven Dubin were under the supervision of Master Sergeant Bertram Peltier, who in turn reported to Catherine Young, the Airport Manager.

During the relevant time period, the pertinent DOT chain of command was as follows. James Byrnes was the DOT Commissioner, James Adams was the Deputy Commissioner, and Louis Cutillo was the Deputy Commissioner, Bureau of Aviation and Ports. Kenneth Robert reported to Cutillo, and was the Transportation Aviation Administrator in the Bureau of Aviation and Ports. Robert was responsible for managing the six airports under the DOT’s control, including GOL. Michael Morrison was the DOT Director of Security, and Robert Bissell was an investigator in the Security Unit. Bissell also reported to Dave Crowther, Director of Management Services. Michele Pancallo was the Director of Human Resources, and Stephen Markwald was a personnel officer.

Defendants claim that, in 2002 upon the passage of the National Transportation Security Act and the creation of the federal Transportation Security Administration (“TSA”), LEOs, via delegation of responsibility from the TSA, undertook the task of providing armed backup with arrest authority to the air carrier performing the screening of flight passengers. Immediately after the terrorist attack of September 11, 2001, the National Guard and the Connecticut State Police performed these tasks at GOL. Defendants claim that, as of May 29, 2002, LEOs became responsible for inspecting the terminal one hour prior to the start of the screening process, observing the flow of vehicles to the terminal, inspecting the perimeter of the terminal, and being present at the checkpoint until the plane has departed. These TSA assignments coincided 'with the boarding of commercial flights and took place in three [264]*264two-hour blocks on Sunday through Friday and two two-hour blocks on Saturday. One LEO was assigned to cover the TSA shift while another LEO assumed regular patrol duties. Defendants claim that LEOs were ordered to cover these TSA assignments even if the LEOs had to work overtime to do so.

The performance of TSA assignments at GOL became the subject of an investigation conducted by Bissell at Morrison and Crowther’s direction. An anonymous phone call to Bissell on August 21, 2002 alleging, among other things, that the LEOs failed to comply with TSA standing orders, falsified time and payroll records, and generally neglected duty assignments, prompted the investigation. The investigators conducted surveillance, reviewed pertinent records, and interviewed persons involved. While at GOL observing the LEOs on October 10, 2002, an investigator noted that Perkins arrived at 5:35 a.m. for the third (11:00 p.m. to 7:00 a.m.) shift, and that the duty log and time sheets falsely indicated that Perkins had arrived at 11:00 p.m., had worked an entire shift, and had done certain tasks while he was actually not present. Smedberg was working the third shift on October 10, 2002, and he did not report or otherwise note Perkins’s absence in any paperwork. On October 23, 2002, upon being confronted with the investigator’s observations, Smedberg and Perkins submitted written statements admitting that they have been paid for time they did not actually work. Crowther forwarded the final report of the investigation to Robert on December 26, 2002. The investigators concluded the following:

The evidence brought forth during this investigation through surveillance, interviews, and records analyze[d] has substantiated that at [GOL] Airport there has been:
1. Noncompliance of [sic.] TSA standing orders by Officers Ma-cek, Smedberg, and Perkins.
2. Neglect of duty by Officers Ma-eek, Smedberg, Perkins, and M/Sgt. Peltier.
3. Failure to properly supervise employees by Officers Perkins and M/Sgt. Peltier.
4. Falsification of time sheets/payroll sheets/duty logs by Officers Smedberg and Perkins.
5. Attempts to cover-up noncompliance of [sic.] TSA standing orders and work schedules by Officers Smedberg and Perkins.
6. Failure to provide a safe transportation environment for the general public by Officers Macek, Smed-berg, Perkins, and M/Sgt. Peltier.

(Dkt. # 46 Ex. 11 at 13.)

After submission of the investigative report, the DOT initiated disciplinary proceedings against those employees implicated in the investigative report. On January 22, 2003, Smedberg received a letter scheduling a pre-disciplinary meeting for January 28, 2003. The pre-disciplinary fact-finding proceeding took place over the course of four days before a panel of Robert, Pancallo, and Walter Coughlin, Engineering Administrator. The panel questioned witnesses, reviewed documents, and fielded questions from those subject to discipline and their union representative, who was also present. By report dated March 19, 2003, the panel found that Smedberg (1) failed to report Perkins’s absence from duty on October 10, 2002; (2) was eompli-cit in Perkins’s falsification of GOL paperwork regarding his absence on October 10, 2002; (3) was using a gym on the property with Perkins during his shift and during a designated TSA assignment on October 23, 2002; (4) and did not comply with TSA [265]*265standing orders. With respect to the falsification of GOL paperwork, the panel found that

Officer Perkins falsified his attendance on the October 10, 2002 third-shift assignment. Officer Smedberg was witness to this and failed, even as a trained police officer, to report it as a wrongful act.

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Related

Smedberg v. CONNECTICUT DEPT. OF TRANSP.
425 F. Supp. 2d 262 (D. Connecticut, 2006)

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Bluebook (online)
425 F. Supp. 2d 262, 2006 U.S. Dist. LEXIS 17543, Counsel Stack Legal Research, https://law.counselstack.com/opinion/smedberg-v-state-of-connecticut-department-of-transportation-ctd-2006.