Chicago & N. W. Ry. Co. v. Kelly

74 F.2d 31, 1934 U.S. App. LEXIS 3862
CourtCourt of Appeals for the Eighth Circuit
DecidedNovember 12, 1934
Docket9929
StatusPublished
Cited by32 cases

This text of 74 F.2d 31 (Chicago & N. W. Ry. Co. v. Kelly) is published on Counsel Stack Legal Research, covering Court of Appeals for the Eighth Circuit primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Chicago & N. W. Ry. Co. v. Kelly, 74 F.2d 31, 1934 U.S. App. LEXIS 3862 (8th Cir. 1934).

Opinion

BELL, District Judge.

Action by Paul C. Kelly, appellee, against the Chicago & North Western Railway Company, appellant, for damages resulting from personal injuries. From a judgment on a verdict for appellee, this appeal was taken.

The appellant presents four grounds for reversal: (1) Insufficiency of the evidence, (2) misconduct relative to appellee’s domestic status, (3) misconduct of counsel in closing argument, and (4) exeessiveness of the verdict.

Insufficiency of the Evidence.

The appellant vigorously contends that the evidence was insufficient to justify submission of the ease to the jury, and, therefore, that its motion to direct a verdict should have been sustained; consequently, a comprehensive statement of the facts is necessary.

It is undisputed that the appellee was employed by appellant as a brakeman and that at the time of the accident both were engaged in interstate commerce; that appellee was working on a freight train of sixty-six ears on a run from Council Bluffs to Boone, Iowa; that on arriving at Carroll, Iowa, on the morning of October 24, 1932, while the train was moving very slowly in an easterly direction, he-dismounted from the engine on the south side for the purpose of uncoupling the train between the third and fourth ears from the engine so as to set out the three head cars; and that in some manner his left’ leg was caught under the wheels of the fourth ear, 'was crushed, and amputation seven or eight inches below the knee followed.

There is a dispute as to the manner in which the accident occurred. The appellant contends that the appellee, in violation of the rules and regulations of the company, went between the ears while the train was in motion, was struck and thrown beneath the wheels and injured. The appellee contends that as the third car was passing, it became apparent that the train would not stop so that the coupling between the ears mentioned would be near at hand and that he therefore, in accordance with his duties and the practice in railroading, undertook to board the third ear so as to dismount when the train stopped and be at the proper place to make the uncoupling; that in attempting to board the car he placed his right foot in the stirrup and simultaneously caught the handhold on the south side of the car at the west end; that the handhold was loose at one end, gave way, and that he was thereby thrown between the cars and under the wheels as a result of which he was injured. Several witnesses, in ten to twenty minutes after the accident, saw the handhold hanging perpendicularly by the rear fastening bolt. The nut was off the bolt at the forward end and the other end was slightly loose. The explanation of the appellant of this condition was that one Hosier, engineer on a nearby switch engine, immediately after the accident, deliberately removed the nut at the forward end of the handhold and loosened the nut at the other end. Hosier died prior to the trial.

Appellant contends that the evidence shows conclusively that the handhold was in good condition until after the accident. In support of this contention it presented testimony that the ear was inspected, at Omaha, Neb., the day before, and again at Missouri Valley, Iowa, the night of the accident. Bo-Iitho testified that he used the same handhold that night at Missouri’ Valley which is seventy-two miles west of Carroll and that it was not loose then. There was evidence that the nut had been riveted on the bolt.

Appellant further contends that the defective condition in which the handhold was found was due to the removal of one nut and the loosening of the other after the accident. This is supported by. testimony of witnesses Hall, working foreman in appellant’s car repair shop at Carroll, and Hanson, master ear builder. Hall made three inspections of the .car on the morning of the accident and was accompanied on the third inspection by Hanson and Peterson, the yardmaster. At this time the car was thoroughly inspected and an unsuccessful search at the place of the accident was made for the missing nut. An examination of a nearby tool box was made for a tool that would fit the nut, but none was found. They then went to the roundhouse and examined the switch engine to see if there were indications of it having been in an accident, but none were found. However, in the tool box on the engineer’s side of the cab, a’ large adjustable monkey wrench was discovered. This wrench was so adjusted as to *33 fit the missing nut. On the front jaws of the wreneli were indications of paint of the kind on the car. Fresh marks indicating that the nut had been turned were discovered on the foot of the handhold where the nut was missing. The paint immediately back of the forward end of the handhold had been disturbed and there was no evidence that the handhold had shaken up and down. The nut at the rear end of the handhold was loosened two or three threads. The paint on this nut bore such marks as are made by the application of a wrench. An opinion was given that the bolt at the forward end had been riveted so that the nut could not have shaken off and could not have been removed without the application of considerable force. Such was the evidence to show that Hosier, after the accident, had the opportunity to and did remove the nut. According to the testimony not one of the many witnesses, who reached the scene of the accident in a comparatively few minutes after it happened, saw Hosier remove the nut.

There was substantial evidence from which the jury might have concluded that if Hosier removed the nut, he did it in the presence of others. Within twenty minutes after the accident, eight persons appeared on the scene; Beshey, a trespasser who had been riding on the train; Hosier, engineer of the switch engine; Case, engineer on the train; Huddleston, the fireman; Bolitho, rear brakeman ; Masterson, the conductor; Oliver, fireman on the switch engine; and Daley, foreman of the switching crew. Other witnesses appeared later.

The testimony of the appellee and of a number of the witnesses for appellant is illuminating in this connection. The appellee stated that he called for help and tried to signal the members of the train crew with his lantern. Day was just breaking. Beshey, who had been riding between the first and second ears at the head of the train, was the first to come and appellee requested him to get the engineer of the train. After he sent Beshey for help, “it was not over a minute and a half until the engineer of the switch engine and my own engineer and fireman were right there; one came right behind the other.” He further testified, “After the accident the first man that came to me was unknown to me. The first employee that came to me was Gene Hosier, the engineer of the switch engine. The next men were Fred Case and Guy Huddleston, — they came right together, as I remember. The time that elapsed between the time Mr. Hosier came and Fred Case and Guy Huddleston came, I would say was perhaps thirty seconds. It seems like they came right together.” Beshey testified that when he saw appellee fall two ear lengths away he got down from the ear and ran toward him; that he then called for help and ran toward the engine of the train; that he returned and a man whom he did not know (Hosier) came over to appellee, stooped down, and talked to him.

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Cite This Page — Counsel Stack

Bluebook (online)
74 F.2d 31, 1934 U.S. App. LEXIS 3862, Counsel Stack Legal Research, https://law.counselstack.com/opinion/chicago-n-w-ry-co-v-kelly-ca8-1934.