Atlantic Coast Line Railroad v. Jones

63 S.E. 834, 132 Ga. 189, 1909 Ga. LEXIS 62
CourtSupreme Court of Georgia
DecidedFebruary 24, 1909
StatusPublished
Cited by35 cases

This text of 63 S.E. 834 (Atlantic Coast Line Railroad v. Jones) is published on Counsel Stack Legal Research, covering Supreme Court of Georgia primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Atlantic Coast Line Railroad v. Jones, 63 S.E. 834, 132 Ga. 189, 1909 Ga. LEXIS 62 (Ga. 1909).

Opinion

Beck, J.

The plaintiff is the widow of Charles J. Jones. She sued to recover damages for his death, alleged to have been caused by the negligence of the'employees of the defendant company. He was in the employment of the defendant as a locomotive engineer, and was running on the division of its road that extends from Thomasville to Montgomery. The locomotive he was running was pulling an extra freight-train, designated as No. 708. At the time, the movements of his train were controlled by the train dispatcher at Dothan, Ala., a station between Thomasville and Montgomery. On the morning of the day of his death he received an order that his train would run extra between Thomasville and Climax, Climax being the first station west of Bainbridge. At Climax he received a second order that his train would run extra between Climax and Hron City, with the instruction that he would look out for work-trains. He did so, and rgached Bainbridge on this order, arriving in Bainbridge at or about 11 o’clock a. m. He stopped his train in Bainbridge at the usual place, after placing two cars on the side-track, which left him some 32 cars in his train. The conductor of this train registered the time of arrival at 11.15, and leaving time at 11.20. The operator at Bainbridge changed the time of leaving, as registered by the conductor, from 11.20 to 11.24. Between the depot at Bainbridge and the drawbridge over Mint [192]*192river, a distance of less than a mile, the engine of plaintiff’s husband collided with a train of cars that were being pushed by a switch-engine. At the time of the collision the deceased was in his place on his engine, looking out the window, and the conductor was on the seat of the fireman, on the opposite side from plaintiff’s husband, keeping a lookout from that window, there being a curve at that point. The fireman and conductor leaped from the engine just before the collision took place; the engineer remained at his post, and was killed. The evidence as to the giving of signals and the rate of speed and observing other precautionary measures, upon the part of the deceased and the engineer on the switch-engine, was conflicting, there being both direct testimony and evidence of certain physical facts to illustrate this question, both, from the standpoint of the company and the plaintiff. Certain rules of the company were introduced in evidence, and* there was testimony as to the distance from Bainbridge to stations beyond that point. There was much other and conflicting evidence upon the issue of fact as to whether the deceased was violating a rule of the defendant company at the time of the collision. The jury returned a verdict in favor of the pláintiff. The defendant moved for a new trial, and excepts to the judgment overruling the motion.

1. The court below, over the objection of the defendant, admitted in evidence, in the trial of the case,.the following evidence offered by the plaintiff: “Atlantic Coast Line Bailroad Company. Schedule of wages for enginemen of main-line tracks, and rules relating thereto, in effect April 1st, 1905. For running passenger-trains, 3.25 cents per mile. For running express-trains, consisting entirely of express-cars, 3.25 cents per mile. For running express-trains, consisting of express and freight-ears, 4 cents per mile. For running through freight-trains, 4.25 cents per mile. For running mixed trains, that is, trains which consist of freight-, cars and passenger-equipment cars, when such trains contain three or more freight-cars, 4.25 cents per mile will be paid. When, such trains contain less than three freight-cars, 3.25 cents per mile will be paid.” And “Atlantic Coast Line Time Table No. 3.— Effective May 28th, 1905,” containing the schedule of freight-trains, third class, Nos. 208 and 212, showing schedule time from Thomasville to Montgomery, twelve hours. Error is assigned upon these rulings. It seems clear, however, that the court properly ad[193]*193mitted this evidence, because it furnished certain data which might be of use to the jury in their endeavors to ascertain the amount of damages that should be allowed in the case. While part of the “schedule of wages for enginemen” may have been irrelevant, part of it was relevant and material; and objection having been made to the evidence as a whole, the court did not err in overruling the objection. If it were true, as is insisted by counsel for the defendant company, that it was not practical or possible for an engineer to make the run with freight-trains as frequently as the time-table would indicate, that was a matter of defense, which might have been established by competent evidence. Whether or not it was possible for an engineer to make the run between the two points designated in this time-table, as often as the table itself would seem to indicate, was a question for the jury. Under the evidence the table itself indicates that the run between those points might be made by an engineer daily. If, because of. the physical strain entailed by the making of such a run, an engineer could not endure it for more than 12 or 14 days in each month, that might have been shown as a matter of defense; and in fact the defendant did introduce evidence tending to establish this defensive fact. Just what weight should have been given to that evidence was for determination by the jury. It was opinion evidence, and the jury, in determining its effect, had the right to look to all the facts and circumstances proved. The evidence objected to was legitimately before them for their consideration.

2. In view of the fact that the witness Denham, introduced by the defendant, had testified that “The passing tracks on this schedule from Bainbridge to Iron City are indicated by the letter CP’ put opposite each station; and where the letter *P’ is put, that means a passing track; where it does’ not appear, you can not use it for a passing track by all conductors and engineers. The difference between a track marked eP’ and one put down without being marked ‘P’ is, one is a business track for ears to stand on and used for business, while the one marked ‘P’ is kept open for the purpose of passing trains, kept clear of all cars,” the court properly overruled the defendant’s objection to that portion of the company’s rule-book which the plaintiff offered in evidence. The excerpt from the rule-book objected to contains rule No. 6, which reads as follows: “The following signs when placed before [194]*194the figures of the schedule indicate: ‘S’ regular stop; ‘F’ flag-stop to receive or discharge passengers or freight; *P’ stop for meals; ‘‘A’ arrive.” The rule last referred to was properly before the ■jury for consideration, in determining whether or not the witness Denham’s explanation or interpretation of the meaning of the letter eP,’ where it appears on the schedule or time table, was correct.

3. The court charged the jury as follows: “But if you should, on that question, decide that the company was liable, why then you would consider the other question as to the amount of damages that ought to be awarded the plaintiff as compensation for the life of her husband.” Plaintiff in error contends that this charge was error: (a) “Because it gave the jury an improper and erroneous rule by which to estimate the amount of damages that plaintiff would he entitled to recover in said case, if entitled to recover at all.” (b)

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Cite This Page — Counsel Stack

Bluebook (online)
63 S.E. 834, 132 Ga. 189, 1909 Ga. LEXIS 62, Counsel Stack Legal Research, https://law.counselstack.com/opinion/atlantic-coast-line-railroad-v-jones-ga-1909.