Gulf, Colorado & Santa Fe Railway Co. v. Brown

40 S.W. 608, 16 Tex. Civ. App. 93, 1897 Tex. App. LEXIS 166
CourtCourt of Appeals of Texas
DecidedApril 14, 1897
StatusPublished
Cited by37 cases

This text of 40 S.W. 608 (Gulf, Colorado & Santa Fe Railway Co. v. Brown) is published on Counsel Stack Legal Research, covering Court of Appeals of Texas primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Gulf, Colorado & Santa Fe Railway Co. v. Brown, 40 S.W. 608, 16 Tex. Civ. App. 93, 1897 Tex. App. LEXIS 166 (Tex. Ct. App. 1897).

Opinion

POLL ART).

Associate Justice.-—This is a suit brought by appelleeagainst appellant for personal injuries resulting from a collision of two of appellant’s trains near Bellville.

The facts are: Plaintiff was a passenger on defendant’s passenger train, in the rear coach. The passenger train broke down in the night near Bellville and stopped on the main track about an hour or more. While so standing near the foot of a long grade, a freight train following down the long grade ran into the rear of the passenger train, causing the injuries to plaintiff for which the suit is brought. It was a dark night,, and raining. The freight train consisted of seventeen cars—a mixed train, loaded with stone and other freight. The track was slippery. This train was hard io control on account of the grade and the slippery condi *95 tion of the track. The engineer ‘of the freight passed a flagman sent out from the passenger train about half a mile from the latter. The flagman had white and red lights, which were seen by the engineer about two hundred j'ards before coming up to him, when he made an effort to stop the train. He called for brakes at once, but the testimony does not show that there was any response to the call or that the brakes were used to assist in stopping the train. He reversed his engine and sanded the track, using all the sand he had in his effort to stop, but could not do so, and the collision occurred. He was running about twenty miles an hour on the grade and, he says, about four miles an hour at the time of the collision. It would have taken two miles or more for the engineer to stop the train. He could not have stopped it by himself under three miles on that heavy grade. With assistance to help hold the train he could have stopped in the length of his train. The passenger train had passed the freight train at Brenham, and the conductor of the passenger train knew the freight was following him.

The jury might well have found, on the testimony of Baird, the conductor of the passenger train, that the flagman .was not sent hack until eighteen or twenty minutes before the collision occurred. The stop had been an hour, and this would make it appear that the flagman was not started back until forty minutes after the passenger train had stopped. The conductor, however, also says that he sent out a flag immediately after the passenger train stopped. This could not be true, if the other statement be true—that the flagman had been sent out only eighteen or twenty minutes before the collision. The flagman sent back had only gone about half a mile when the freight met him. If he had been out an hour he could have gone much farther hack; and, considering the heavy grade and other conditions, it was his duty to go back far enough, if he had time, to secure the safety of the passenger train. If seems if he had been out an hour he had time to flag back much farther than he did. If the conductor sent him out immediately, as he says, the brakeman was negligent. If the conductor waited forty minutes after the passenger train stopped, to send him back, then this delay was negligent. The negligence, then, must be imputed to one or the other, or to both, and both were employes of defendant company. The fact that the flagman went back as far as usual, as shown by the testimony for defendant, would not exempt the company from the charge of negligence, even if it had such a rule. The conditions should govern in determining.how far the flagman should go—the steep grade, the dark night, the rain, the slippery track, the curve in the track two hundred and fifty yards to the rear of the passenger train—in short, all the conditions which interposed to prevent the stopping of the freight in the half mile. The most culpable negligence was the failure to protect the passenger train from collision, and is attributable to the operatives of the passenger train.

We must conclude that there was negligence on the part of defendant’s servants operating the two trains, which caused the collision and the injury to plaintiff.

*96 The evidence is conflicting as to whether or not there were tail lights on the rear of the passenger train, to warn an approaching train. The engineer says, however, that he saw the lights on the rear coach when he turned the.curve two hundred and fifty yards back of the passenger train.. He could .not have seen them farther back, because of the curve, and he could not stop in time to prevent the collision. He had been attempting to. stop from the time he saw the flagman’s lights, half a mile back. Whether there were lights on the rear end of - the passenger train, or not, was immaterial. The collision would have occurred with or without the signal lights so placed.

Just before the collision the conductor of the passenger train came through the coach where plaintiff was. ■ The conductor was going back, and told the passengers to “Be quiet, and don’t get excited”—-or words to that effect. His object was to prevent a stampede of the passengers. He stood on the steps, keeping the people back, keeping them from stampeding, because the steps were easily broken, and he'was satisfied the collision would not break the car, and if the passengers got out on the steps they might be hurt. The collision broke in the door óf the rear passenger car, and broke it up considerably. Plaintiff was sitting in the front part of the rear coach of the passenger train. The train had been stopped about an hour, and when the conductor came through hurriedly telling the passengers to keep quiet, the plaintiff did not move, but was sitting on the seat as stated when the crash came. He had partially raised to his feet, noticing some men jump off. He fell forward, striking the back of the seat in front of him and breaking its leg, and fell over on his head in the aisle. He had one rib broken and a considerable contusion on the -top of Iris head. He went to the back end of the car, where he had heard a man was hurt by a cut on the face, and closed up the wound. He was on his !v way to the Confederate reunion at Houston. He did not know how badly hurt he was at the time, but his side and head began to give him trouble. His head had not quit hurting up to the time he testified. He had fallen on his head at the time of the accident. -After his arrival at Houston he commenced coughing, and coughed incessantly. He told his companions he would have to go home. He went back to the depot and went home on the next train, and was suffering severely when he got back. He was sixty years old, and weighed when he started two hundred and fifty-two pounds, and became much reduced afterwards; could not sleep at night for two or three months; did not sleep on an average of two or three out of twenty-four hours; had horrid dreams; for a time he could not sleep in bed at all; would fall off; quit sleeping on a bed and slept on the floor; he never was affected that way before. The day after the plaintiff got back he had to decline to dine with his two brothers; his family went and left him at home; he got up and fell back two or three times before he got steady enough to get to the wash-bowl; washed his face and hands and fell down on the gallery. It was vertigo. • He had never been affected that way before; his health was good when he started to Houston. After plaintiff got back from Houston he sent for Dr. Compton. Dr. Compton *97 and Dr. Nail dressed his side. There has not been a day, and probably not an hour, that he has not had headache when awake since the accident.

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40 S.W. 608, 16 Tex. Civ. App. 93, 1897 Tex. App. LEXIS 166, Counsel Stack Legal Research, https://law.counselstack.com/opinion/gulf-colorado-santa-fe-railway-co-v-brown-texapp-1897.