Georgia, Florida & Alabama Railway Co. v. Sasser

61 S.E. 505, 4 Ga. App. 276, 1908 Ga. App. LEXIS 271
CourtCourt of Appeals of Georgia
DecidedApril 20, 1908
Docket842
StatusPublished
Cited by41 cases

This text of 61 S.E. 505 (Georgia, Florida & Alabama Railway Co. v. Sasser) is published on Counsel Stack Legal Research, covering Court of Appeals of Georgia primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Georgia, Florida & Alabama Railway Co. v. Sasser, 61 S.E. 505, 4 Ga. App. 276, 1908 Ga. App. LEXIS 271 (Ga. Ct. App. 1908).

Opinion

Powell, J.

(After stating the foregoing facts).

1. Judge Shipp of the city court of Moultrie presided at the trial in lieu of Judge Harrell of the city court of Bainbridge, the latter being disqualified. This was under the authority of the act of December 21, 1899 (Acts 1899, p. 48), which confers upon the judge of every constitutional city court jurisdiction to preside in another city court when the judge of the latter court is disqualified. The defendant made the point that this act is unconstitutional, and that the trial was therefore a nullity, for the lack of a legal judge. This point involved a constitutional question, and, as it stood at the threshold of the case, we certified it to the Supreme Court. That court has filed its instructions holding that the act is constitutional.

2. At the opening of the trial the plaintiff offered a slight amendment to the petition, for the purpose of avoiding the effect of certain special demurrers which had been filed. The court allowed the amendment. One of the attorneys for the defendant thereupon stated that he was surprised, and moved a continuance of the case. The judge stated that the court would pass the case till a later day during the term; this postponement the defendant declined. The court asked counsel to state specifically wherein he was surprised; but counsel chose to stand upon his previous general statement that he was surprised. “When any amendment shall be made to the pleadings or other proceedings in the cause, if the opposite party will make oath, or his counsel state in his place, that he is surprised by such amendment, and that he is less prepared for trial, and how, than he would have been if such amendment had not been made, and that such surprise is not claimed for the purpose of delay, the case may be continued in the discretion of the judge, and charged to the amending party.” Civil Code, §5128. From a perusal of the terms of the statute just quoted, it is palpable that there was no error in refusing a, continuance under the circumstances. Indeed, after examining the amendment, we are satisfied that the surprise expressed was of that purely technical nature that does not admit of investigation under the probing of “how and why.”

3. The defendant sa3s that, irrespective of its negligence, the plaintiff should not have recovered, because the deceased was not without fault. The Florida law on the subject of injuries to rail[280]*280way employees through the negligence of fellow-servants is the same as ours, — the injured servant must have been without fault, in order that he may recover; and the widow suing for his'death has no higher rights in this respect than he would have had if he had survived the injury. Duval v. Hunt, 35 Fla. 85 (15 So. 876); F. C. & P. R. Co. v. Mooney, 40 Fla. 17, 45 Fla. 286 (24 So. 148, 33 So. 1010, 110 Am. St. R. 73); Morris v. F. C. & P. R. Co., 43 Fla. 10 (29 So. 541); Atlantic Coast Line R. Co. v. Ryland, 50 Fla. 190 (40 So. 24). It is contended that Sasser was out of his place of duty and was in disobedience to his superior officer, the conductor in charge of the train. As to this, it seems that when the freight-train was about to move down the main line to the southward, the conductor told Sasser to go back a sufficient distance to stop the approaching passenger-train and to inform the engineer thereon that the freight-train was on the main line and that he would have to back into the side-track; also to remain at the rear of the freight-train to protect the same while it was being backed past the other train, a sufficient distance to insure full protection. He went back and flagged the passenger-train, but, instead of staying back there, as the conductor says he intended he should, rode upon the pilot of that engine down to where the freight-train was, or rather to where the passenger-train left the main line for the side-track. “After he came in on engine No. 1” (the passenger engine); swears the conductor, “I instructed him to go back with the train [the freight-train, obviously] and to see that nothing was on the track — any obstructions or persons' — • and to remain there until called in.” Being told this, Sasser walked from the conductor, waited for the caboose to come up, and got up inside it. It appears that he then went to the back of the caboose, and was standing in the door, when the application of the brakes caused him to be thrown out and killed. The company contends, and the conductor swears, that if Sasser had obeyed either of these instructions — the first in which he was told to go back and flag the passenger engine and to remain where he could protect the freight-train, or the subsequent direction on which he was told to go back with the train and to see that nothing was on the track — he would riot have been hurt. If these instructions were ambiguous or equivocal, it was the right, if not the duty, of the jury to give the deceased the benefit of that construction which [281]*281was most favorable to him. W. & A. R. Co. v. Bussey, 95 Ga. 585, 592 (23 S. E. 207). As to the first instruction, it seems that Sasser obeyed it to the extent of going back a sufficient distance to flag the passenger-train. We must confess our inability to see how the language used is reasonably capable of the further meaning insisted on, that he was to remain up the track at the point where he met the passenger engine, until called in by signals from his own train; the necessity for his presence at that place was over, and, when he was riding on the pilot of engine No. 1, it .seems that he was in position to insure his train the full protection commanded of him. The conductor then told him to go back with the freight-train and to keep a watchout for persons and obstructions on the track in the direction in which the train was backing. Obviously this meant that he should go back on the train, and not that’ he should walk or run back in advance of it, as the company contends; for, according to the proof, the train was moving faster than an ordinary man could have run. Especially, in the light of a rule of the company to which we shall presently refer, it meant that he should go to the rear of the train and keep a watch-out from that point.

Hules of the company relating to the duties of flagmen were in evidence, as follows: “317. Flagmen will report to and receive instructions from the master of transit. When on duty they must obey the orders of the conductor. When in j'ards they must obey the orders of yard-master or station agent.” “318. It is their especial duty to protect the rear of their trains in strict accordance with the rules, and they must allow nothing to interfere with the prompt and efficient discharge of this duty.” “319. They must obey the signal from the engineman prescribed by the rules, blit must never wait for such signal or for orders from the conductor when their trains need protection.” “329. Flagmen of freight-trains must never leave the rear of their trains except to protect them, without permission from the conductor and the substitution of a competent man in their place.” Also the following general- rule governing the movement of trains was in evidence: “When cars are pushed by an engine (except when shifting and making up trains in yards) a flagman must take a conspicuous position on the front of the leading car, and signal the engineman in case.of need.”

[282]*282. It is said by tbe defendant that this last rule required that the deceased should have been on top of the caboose, which at that time was the leading car, and not inside it.

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Bluebook (online)
61 S.E. 505, 4 Ga. App. 276, 1908 Ga. App. LEXIS 271, Counsel Stack Legal Research, https://law.counselstack.com/opinion/georgia-florida-alabama-railway-co-v-sasser-gactapp-1908.