Court Opinion

ID: 9370286
Source: CourtListenerOpinion
Date Created: 2023-02-11 21:00:17.597461+00
Date Added: 2024-06-11T17:16:20.789703
License: Public Domain

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                                               PUBLISHED

                               UNITED STATES COURT OF APPEALS
                                   FOR THE FOURTH CIRCUIT

                                               No. 21-1887

        DUNCAN E. GILES,

                             Plaintiff - Appellant,

                      v.

        NATIONAL RAILROAD PASSENGER CORPORATION (AMTRAK),

                             Defendant - Appellee.

        Appeal from the United States District Court for the Western District of North Carolina, at
        Charlotte. David C. Keesler, Magistrate Judge. (3:19-cv-00191-DCK)

        Argued: October 28, 2022                                     Decided: February 10, 2023

        Before RICHARDSON and QUATTLEBAUM, Circuit Judges, and FLOYD, Senior
        Circuit Judge.

        Affirmed by published opinion. Senior Judge Floyd wrote the opinion in which Judge
        Richardson and Judge Quattlebaum joined.

        ARGUED: Geraldine Sumter, FERGUSON CHAMBERS & SUMTER, P.A., Charlotte,
        North Carolina, for Appellant. Stephen Douglas Dellinger, LITTLER MENDELSON,
        P.C., Charlotte, North Carolina, for Appellees. ON BRIEF: Chandler Bryant,
        FERGUSON CHAMBERS & SUMTER, P.A., Charlotte, North Carolina, for Appellant.
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        FLOYD, Senior Circuit Judge:

               Plaintiff-Appellant Duncan E. Giles brought suit against Defendant-Appellee the

        National Railroad Passenger Corporation (“Amtrak”), alleging that Amtrak suspended and

        subsequently terminated him based on his race in violation of the Civil Rights Act of 1866,

        42 U.S.C. § 1981. 1 Following discovery, Amtrak moved for summary judgment, which

        the district court granted. Giles now appeals. For the reasons that follow, we affirm.

                                                      I.

               Giles began working for Amtrak in 1999 as a train attendant, and he became a train

        conductor in 2009. On April 19, 2015, he was assigned to the outbound crew of a train

        leaving Raleigh, North Carolina.       Before boarding the train, Giles spoke with his

        supervisor, trainmaster Michael Hibbert, who informed him that a different trainmaster,

        Amy Sine, would be the supervising trainmaster in Raleigh. Giles did not know Sine or

        what she looked like. Hibbert also informed Giles that Sine would have a crew with her to

        uncouple—or detach—a car from the train. Giles interpreted this instruction to mean that

        he would not need to help with the uncoupling process.

               To uncouple a car, the crew must follow specific safety procedures to prevent

               1
                 Giles’s complaint includes only one count (race discrimination under § 1981), but
        its introduction suggests that he intended to bring both a discrimination and a retaliation
        claim. The district court addressed the implied retaliation claim, finding that Giles
        “plainly” failed to establish a prima facie case of retaliation. Giles v. Nat’l R.R. Passenger
        Corp., CIVIL ACTION NO. 3:19-CV-191-DCK, 2021 WL 3009015, at *7 (W.D.N.C. July
        15, 2021). Giles does not discuss a retaliation claim in his opening brief, and, as such, has
        waived any challenge to the district court’s grant of summary judgment to Amtrak on the
        claim. We therefore only consider the discrimination claim.

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        electrocution and other injuries. These procedures include completing certain paperwork,

        communicating with the train line, conducting a crew briefing on the uncoupling,

        requesting certain protection from the engineer to walk between the train cars, and ensuring

        that the parts that connect the car to the train are disconnected in the proper order. The

        crew briefing involves the conductor, an assistant conductor, and an engineer.

               On April 19, Giles first encountered Sine in the crew room in Raleigh. Sine was

        not wearing an Amtrak uniform or identification. According to Giles, Sine rushed into the

        room and directed him to participate in the uncoupling. Giles refused, stating that he did

        not know her. Sine reiterated her order, but Giles continued to argue with her and stated

        that she could “take [him] to an investigation.” J.A. 41:18–19.

               Sine then stepped away and contacted Hibbert to inform him of Giles’s refusal, and

        to confirm that Giles was supposed to help with the uncoupling.              After receiving

        confirmation, Sine returned to Giles and told him, “I am giving you a direct order that, as

        the conductor, you will cut that car off the rear of the train here in Raleigh.” J.A. 112:5–7.

        Giles once again declined. Sine responded, “So we are clear here, you are refusing a direct

        order?” to which Giles responded, “Yes.” J.A. 112:10–12. At some point during this

        interaction, Hibbert and Giles spoke by phone. Though the precise timing of their

        conversation is unclear, Hibbert confirmed Sine’s identity and clarified that Giles was to

        help uncouple the car. J.A. 215; see also Giles’s Resp. to Amtrak’s Mot. for Summ. J. 2,

        Civil Action No. 3:19-CV-191-DCK (ECF No. 34) (stating that, once Giles “learned who

        Sine was,” he attempted to rejoin the crew after Sine dismissed him). Nonetheless, Giles

        continued to defy Sine’s instructions. When it became clear that Giles would not comply,

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        Sine informed Giles that she would take his place in the uncoupling. She then attached

        herself to, and briefed, the crew. Giles was not present for her briefing.

                Later, when Sine and the crew were working on the uncoupling, Giles attempted to

        rejoin them. Sine refused his help to protect the crew’s and passengers’ safety, but Giles

        repeatedly attempted to interfere. He also yelled at Sine, creating a “chaotic” scene in front

        of passengers and state partners. J.A. 115:19.

                The next day, Hibbert met with Giles to discuss the incident, then placed Giles out

        of service pending an investigation. Following the investigation, Amtrak charged Giles

        with several rule violations. These included insubordination, which Amtrak considers “a

        terminable offense due to its severity and adverse impact in the workplace.” J.A. 238; see

        also J.A. 86 (Amtrak’s Standards of Excellence) (“Part of teamwork is properly performing

        your duties. Another part is following instructions. Therefore, you must comply with . . .

        all instructions, corrections, and orders from supervisors and managers.”); 244 (Decision

        of the Public Law Board) (“It is well-established that gross insubordination or refusal to

        perform assigned work is the type of offense that often leads to termination of

        employment.”).

                As a member of the Sheet Metal, Air, Rail, and Transportation Workers Union (the

        Union), Giles was entitled to a full hearing on the charge, during which he could testify

        under oath, have the assistance of a Union representative, and cross-examine witnesses,

        pursuant to the collective bargaining agreement (CBA) between the Union and Amtrak.

        He also had the right to appeal a guilty verdict to Amtrak’s Office of Labor Relations (the

        OLR).

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               After Giles’s initial hearing, the hearing officer concluded that he committed

        insubordination. Amtrak subsequently terminated Giles on November 25, 2015. Giles

        then appealed the termination to the OLR, which affirmed the termination. The Union then

        brought a grievance arbitration claim on Giles’s behalf before the Public Law Board, 2

        which also found Giles’s actions to be “grossly insubordinate,” “belligerent[,] and

        argumentative.” J.A. 244–45. It likewise upheld Giles’s termination.

               On April 18, 2019, Giles filed his complaint in federal district court, alleging race

        discrimination in violation of § 1981. Amtrak subsequently moved for summary judgment.

        On July 15, 2021, the district court granted Amtrak’s motion, explaining that Giles failed

        to establish a prima facie case of race discrimination. First, the court reasoned that Giles

        failed to demonstrate satisfactory job performance at the time of his suspension and

        termination, which justified Amtrak’s disciplinary action. It continued that Giles also

        failed to identify a similarly situated comparator treated more favorably. Specifically,

        Giles argued that a white coworker at Amtrak, Anthony Martino, refused to follow a direct

        order from Hibbert regarding his schedule, but Amtrak did not terminate him. However,

        Giles lacked first-hand knowledge of that incident and its aftermath, instead relying on

        declarations from coworkers to substantiate his assertions. The court declined to consider

        these declarations, deeming them hearsay. It further noted that Martino’s behavior did not

        implicate the same safety concerns as Giles’s. Finally, the court concluded that, even if

        Giles presented a prima facie case, Amtrak indisputably offered a legitimate, non-

               2
                 Public Law Boards are private arbitration panels organized by agreement between
        parties pursuant to the Railway Labor Act. 45 U.S.C. § 153 (second).

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        discriminatory reason for his termination—the severe safety risks that Giles’s

        insubordination posed.

                                                      II.

               This Court reviews motions for summary judgment de novo. Bostic v. Schaefer,

        760 F.3d 352, 370 (4th Cir. 2014). Under the federal rules, summary judgment is

        appropriate “if the movant shows that there is no genuine dispute as to any material fact

        and the movant is entitled to judgment as a matter of law.” Fed. R. Civ. P. 56(a). “A fact

        is ‘material’ if proof of its existence or non-existence would affect disposition of the case

        under applicable law.” Wai Man Tom v. Hosp. Ventures LLC, 980 F.3d 1027, 1037 (4th

        Cir. 2020) (quoting Anderson v. Liberty Lobby, Inc., 477 U.S. 242, 248 (1986)). “An issue

        of material fact is ‘genuine’ if the evidence offered is such that a reasonable jury might

        return a verdict for the non-movant.” Id. (citation omitted). The Court must construe all

        facts and reasonable inferences in the light most favorable to the nonmoving party.

        Ballengee v. CBS Broad., Inc., 968 F.3d 344, 349 (4th Cir. 2020).

                 The moving party bears the “initial responsibility” of showing that there is no

        genuine issue of material fact. Celotex Corp. v. Catrett, 477 U.S. 317, 323 (1986). If the

        moving party meets that threshold burden, the nonmoving party must then go beyond the

        pleadings and affidavits and show that there are “specific facts showing that there is a

        genuine issue for trial.” Id. at 324. Under this standard, “[t]he mere existence of a scintilla

        of evidence” is insufficient to withstand an adequately supported summary judgment

        motion. Anderson, 477 U.S. at 252. Similarly, “conclusory allegations or denials, without

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        more, are insufficient to preclude granting [a] summary judgment motion.” Wai Man Tom,

        980 F.3d at 1037 (citation omitted).

                                                     III.

                                                     A.

               As an initial matter, Amtrak asserts that the district court should have dismissed

        plaintiff’s complaint as precluded by the RLA. 3 Giles does not address this matter on

        appeal. The RLA promotes stability in labor-management relations by “providing a

        comprehensive framework for resolving labor disputes” in the railroad industry. Hawaiian

        Airlines, Inc. v. Norris, 512 U.S. 246, 252 (1994) (citations omitted). It “establishes a

        mandatory arbitral mechanism for ‘the prompt and orderly settlement’ of two classes of

        disputes.” Id. (citation omitted). The first includes major disputes, meaning those related

        to “the formation of collective [bargaining] agreements or efforts to secure them.” Id.

        (alteration in original) (citation omitted). The second includes minor disputes, or those that

        “gro[w] out of grievances or out of the interpretation or application of agreements covering

        rates of pay, rules, or working conditions” that “involve ‘controversies over the meaning

        of an existing [CBA] in a particular fact situation.’” Id. at 252–53 (first alteration in

               3
                  Importantly, we decline to decide whether the RLA’s arbitration provision “is
        jurisdictional or simply an element of a plaintiff’s claim for relief”—an issue on which the
        circuits are split. Arbaugh v. Y&H Corp., 546 U.S. 500, 509 (2006). Compare Oakey v.
        U.S. Airways Pilots Disability Income Plan, 723 F.3d 227, 237 (D.C. Cir. 2013) (holding
        that the RLA arbitration provision is jurisdictional and cannot be waived), with Emswiler
        v. CSX Transp., Inc., 691 F.3d 782, 790 (6th Cir. 2012) (holding that RLA arbitration is
        mandatory but not jurisdictional). Instead, we assume without deciding that the provision
        is jurisdictional and address only whether preclusion applies here.

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        original) (citations omitted). Giles’s claim clearly does not fit the first category, which

        concerns the creation of contractual rights. Consol. Rail Corp. v. Ry. Lab. Execs.’ Ass’n,

        491 U.S. 299, 302 (1989). Consequently, to determine whether RLA preclusion applies,

        we focus on whether his claim falls within the second category.

               The Fourth Circuit has not spoken directly on whether race-discrimination claims

        under § 1981 constitute minor disputes precluded by the RLA. Generally, “the RLA will

        not bar a plaintiff from bringing a claim under an independent federal statute in court

        (because such claims are generally independent of the CBA and will be adjudicated under

        non-CBA standards).” Brown v. Ill. Cent. R.R. Co., 254 F.3d 654, 667–68 (7th Cir. 2001).

        But a federal claim that “depends for its resolution on the interpretation of a CBA” lacks

        independence from the CBA, and the RLA precludes it. Id. at 668.

               The RLA does not preclude Giles’s discrimination claim. Amtrak asserts that

        Giles’s “theory of the case—the comparison between him and Martino—depends on the

        interpretation and application of the CBA,” which “has specific provisions discussing the

        severity of performance issues, disciplinary procedures, and avenues for appeal.” Resp.

        Br. at 17. Amtrak compares this case to Lee v. Norfolk Southern Railway Co., 912 F. Supp.

        2d 375 (W.D.N.C. 2012), where a district court found that the RLA precluded the plaintiff’s

        race-discrimination claim under § 1981. There, the plaintiff explicitly asserted that “the

        [CBA] was improperly applied,” that “he was refused training and seniority” in violation

        of the CBA, and that he was disciplined more harshly than his white coworkers for drinking

        alcohol while on duty and for other regulatory violations. Lee, 912 F. Supp. 2d at 377, 377.

        The court reasoned that the RLA preempted these claims because they all required “a

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        construction or application of [the plaintiff’s] rights under his employment contract.” Id.

        at 380–81.

               Giles’s case is distinguishable from Lee. True, like the Lee plaintiff, Giles argues

        that he faced more severe discipline than a white employee who allegedly committed

        similar insubordinate behavior. But in contrast to that case, provisions of the CBA

        regarding discipline are not dispositive to Giles’s claim. See Brown, 254 F.3d at 664.

        Although these provisions might be relevant to understanding how Amtrak defines and

        punishes insubordination, “[t]he mere need to consult a collective bargaining agreement

        does not require preemption.” Rabe v. United Air Lines, Inc., 636 F.3d 866, 873 (7th Cir.

        2011) (holding that the RLA did not preempt claims of discrimination under federal and

        state law because they alleged discriminatory enforcement of a CBA but did not “call the

        [CBA] itself into dispute”). Here, the gravamen of Giles’s race discrimination claim is that

        Amtrak engaged in “disparate disciplinary actions” in violation of § 1981, not that Amtrak

        violated the CBA or improperly applied it to him. McAlester v. United Airlines, Inc., 851

        F.2d 1249,at 1253 (10th Cir. 1988). Simply put, he asserts a right under an independent

        federal statute, not the CBA, and we need not interpret the CBA to resolve this case. Thus,

        even assuming that the RLA's arbitration provision is jurisdictional, the RLA does not

        preclude us from considering Giles’s discrimination claim.

                                                    B.

               The district court properly granted summary judgment to Amtrak because Giles

        failed to present a genuine dispute of material fact as to whether Amtrak suspended and

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        terminated him based on race. When addressing race-discrimination claims under § 1981,

        courts apply the burden-shifting framework established in McDonnell Douglas Corp. v.

        Green, 411 U.S. 792 (1973). First, the plaintiff must establish a prima facie case for race

        discrimination by showing “(1) membership in a protected class; (2) satisfactory job

        performance; (3) adverse employment action; and (4) different treatment from similarly

        situated employees outside the protected class.” Coleman v. Md. Ct. of Appeals, 626 F.3d

        187, 190 (4th Cir. 2010) (citation omitted), aff’d 566 U.S. 30 (2012). Giles established the

        first and third elements of this test. As a Black person, he belongs to a protected class. See

        Carter v. Ball, 33 F.3d 450, 459 (4th Cir. 1994). Further, he was terminated, which

        constitutes an adverse employment action. See Holland v. Wa. Homes, Inc., 487 F.3d 208,

        219 (4th Cir. 2007) (under Title VII, an adverse employment action is a discriminatory act

        that “adversely affects the terms, conditions, or benefits of the plaintiff’s employment”

        (cleaned up)).

               As for the second element, to create a triable issue of fact as to satisfactory job

        performance, a plaintiff must demonstrate that he “was performing [his] job duties at a

        level that met [his] employer’s legitimate expectations at the time of the adverse

        employment action.” Hill v. Lockheed Martin Logistics Mgmt., Inc., 354 F.3d 277, 285

        (4th Cir. 2004) (en banc), overruled in part on other grounds by Gross v. FBL Fin. Servs.,

        Inc., 557 U.S. 167 (2009). Critically, under this element, “‘[i]t is the perception of the

        decision maker which is relevant,’ not the self-assessment of the plaintiff.” Evans v. Techs.

        Apps. & Serv. Co., 80 F.3d 954, 960–61 (4th Cir. 1996) (quoting Smith v. Flax, 618 F.2d

        1062, 1067 (4th Cir. 1980).

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               From Amtrak’s perspective, Giles committed insubordination and did not meet its

        legitimate expectations. Giles repeatedly refused Sine’s orders, even after learning who

        she was. He did not participate in the required briefing, but still interfered with the

        uncoupling and argued with Sine in front of passengers in the process. Consequently,

        Amtrak’s hearing officer determined that Giles behaved insubordinately, a decision that

        both its OLR and the Public Law Board affirmed. Amtrak “considers insubordination a

        terminable offense due to its severity and adverse impact in the workplace.” J.A. 238. As

        such, Giles did not demonstrate a genuine issue of material fact regarding whether he

        satisfactorily performed his job duties.

               As for the fourth element, Giles did not show that he was treated differently than

        other similarly situated employees outside his protected class. See Coleman, 626 F.3d at

        190. To do so, he must present a similarly situated comparator who received more

        favorable treatment. Id. at 191. Giles presented Martino, a white coworker, as a similarly

        situated comparator, purporting that Martino defied an order from Hibbert but went

        unpunished. To support this assertion, he submitted declarations from conductor Marvin

        Johnson and assistant conductor Andrew Chambers. Johnson and Chambers both declared

        that they heard Martino refuse to work a certain route while on the phone with Hibbert.

               The district court found this evidence constitutes inadmissible hearsay because

        Giles offered Johnson’s and Chambers’s statements “to prove the truth of the matter

        asserted” (specifically, that Martino did not comply with Hibbert’s order). Fed. R. Evid.

        801(c). Courts in the Fourth Circuit may not consider inadmissible evidence on a motion

        for summary judgment. Md. Highways Contractors Ass’n, Inc. v. Maryland, 933 F.2d

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        1246, 1251 (4th Cir. 1991). Giles argues that the district court erred in his hearsay ruling.

        But we need not resolve this issue. Even assuming this evidence was admissible, Giles

        still could not show that he and Martino were similarly situated. Martino declined to work

        a particular route due to a scheduling issue, which, although perhaps inconvenient and

        noncompliant, did not pose the same disruption and safety risks as Giles’s behavior.

        Additionally, Giles did not present evidence demonstrating that Martino faced no discipline

        for his actions short of termination. As such, his assertion of disparate treatment based on

        race “do[es] not rise above speculation.” Coleman, 626 F.3d at 191. 4

                                                     IV.

               For the foregoing reasons, we affirm the judgment of the district court.

                                                                                         AFFIRMED

               4
                 Giles spends much of his briefing arguing that insubordination was a mere pretext
        for the racial animus that actually motivated his termination. If an employer produces a
        non-discriminatory reason for discharging a plaintiff, “the burden then shifts back to the
        plaintiff to prove . . . that the stated reason for the adverse employment action is a pretext
        and the true reason is discriminatory.” Guessous v. Fairview Prop. Invs., LLC, 828 F.3d
        208, 216 (4th Cir. 2016) (citations omitted). However, Giles’s own testimony supports
        Amtrak’s position, as Giles admitted that he did not “believe that [he was] held out of
        service because of [his] race.” J.A. 56:9–11. Giles also alleged that Amtrak employees
        subjected their Black coworkers and subordinates to racist behavior and language, but no
        evidence indicates that such beliefs motivated Giles’s termination. Further, Amtrak only
        terminated Giles after a full investigation and hearing, a decision that both Amtrak’s OLR
        and the Public Law Board affirmed. Giles offered no evidence calling into question the
        legitimacy of these decisions. Thus, his assertion of pretext constitutes mere speculation.

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