Hallada v. Great Northern Railway

69 N.W.2d 673, 244 Minn. 81, 1955 Minn. LEXIS 559
CourtSupreme Court of Minnesota
DecidedFebruary 25, 1955
Docket36,378
StatusPublished
Cited by65 cases

This text of 69 N.W.2d 673 (Hallada v. Great Northern Railway) is published on Counsel Stack Legal Research, covering Supreme Court of Minnesota primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Hallada v. Great Northern Railway, 69 N.W.2d 673, 244 Minn. 81, 1955 Minn. LEXIS 559 (Mich. 1955).

Opinion

Matson, Justice.

In an action under the Federal Employers’ Liability Act and the Federal Safety Appliance Act, defendant appeals from an order. *84 denying its motion for judgment not withstanding the verdict or in the alternative for a new trial.

On October 16, 1952, plaintiff was a brakeman on one of defendant’s freight trains traveling east from Devils Lake, North Dakota. The train reached Lakota, North Dakota, about 5:15 a. m. There the engine and two boxcars were uncoupled from the remainder of the train and used in switching operations. A flatcar was kicked westward onto a side track. Plaintiff boarded the flatcar for the purpose of stopping it with the hand brake at a storage pile located farther westward along the side track. The flatcar stopped prematurely, however, so that its east end was near the frog of the switch, thereby blocking passage along the track from which it had been kicked.

Thereafter, the acting foreman told plaintiff to check whether the brake was set on the flatcar. Plaintiff inspected the brake chain and reported that the brake was not set. In response to the acting foreman’s direction, plaintiff again boarded the flatcar and began to take up the slack of the hand brake. The flatcar was to be shoved farther westward to the storage pile. Plaintiff testified that he intended to take up the slack on the wheel-operated hand brake near the east end of the flatcar and then move to the center of the car before signaling the acting foreman to shove the flatcar westward. The acting foreman, however, contends that plaintiff had previously told him verbally to go ahead and back up, which would mean that the two boxcars attached to the engine could be moved westward in order to shove the flatcar to the storage pile along the side track.

While plaintiff was still attempting to take up the slack from the brake, he heard the noise of an oncoming car behind him. He grabbed the brake wheel and braced himself. The sudden impact from the collision of the oncoming cars and engine with the flatcar, without effecting a coupling, threw plaintiff forward and backward a couple of times before he lost his grip and was thrown to the railroad right of way.

Plaintiff lay on the right of way for 15 or 20 minutes. Then he walked to the depot where a doctor administered morphine to relieve the pain. He was next taken in an ambulance about 60 miles to a *85 hospital at Grand Forks. On plaintiff’s arrival at the hospital, his right arm was operated on in an effort to restore blood circulation which had stopped after the artery had been severed by the broken bones in the arm. This effort was unsuccessful; therefore, it was necessary to amputate plaintiff’s arm the next day. A few days later, plaintiff complained of pain in his back. He was X-rayed and no bony damage was found by the railroad’s doctor. Nevertheless, diathermy was administered to plaintiff’s back. There was considerable hemorrhaging in the arm and extending under the chest muscles. Plaintiff remained in the hospital for 28 days.

At the time of the trial, the bone in the stump of plaintiff’s right arm measured about two and a half inches in length. Plaintiff cannot wear a usable artificial arm. He could, however, wear an artificial arm for the cosmetic purpose of filling out a coat sleeve. The objective findings of the doctors established atrophy of the right chest and shoulder muscles, amputation of the right arm, a very mild compression fracture of the eighth thoracic vertebra, and muscle spasm or tightness in lower region of the lower thoracic and upper lumbar vertebra. Plaintiff’s subjective symptoms are pain in his back, numbness in his buttocks, “phantom pain” where his right hand and arm used to be, and tenderness in the stump of his right arm. There was considerable discrepancy among the opinions of the doctors as to the probable duration of the pain of which plaintiff complained.

The jury awarded plaintiff a verdict of $170,154.81. Defendant moved for judgment notwithstanding the verdict or a new trial, and it appeals from the denial of this motion.

The issues arising on this appeal involve: (1) Whether the failure of two cars to couple upon impact, when both coupled knuckles are open, constitutes a violation of the Federal Safety Appliance Act; (2) negligence; (3) proximate cause; (4) whether the trial court erred in refusing to submit written interrogatories to the jury; (5) whether the charge to the jury was prejudicially erroneous for failure to separate and distinguish sufficiently plaintiff’s claim for relief under the Federal Safety Appliance Act from his negligence claim under the Federal Employers’Liability Act; (6) alleged errors *86 in the exclusion of evidence; (7) misconduct of plaintiff’s expert witness; (8) alleged misconduct of plaintiff’s counsel; (9) whether the verdict is excessive and whether same resulted from passion and prejudice.

The Federal Safety Appliance Act (27 Stat. 531, 45 USCA, § 2) provides that:

“It shall be unlawful for any common carrier engaged in interstate commerce by railroad to haul or permit to be hauled or used on its line ány car used in moving interstate traffic not equipped with couplers coupling automatically by impact, and which can be uncoupled without the necessity of men going between the ends of the cars.”

The duty imposed by this section is absolute and wholly unrelated to any question of negligence. 2 If the coupler is properly set and fails to couple on the particular occasion in question, it is immaterial to the determination of whether the Federal Safety Appliance Act has been violated whether the coupler functioned properly before or after the particular occasion in question. 3 In the instant case it is undisputed that the couplers failed to couple upon impact. The United States Supreme Court has held, however, that mere failure of couplers to couple upon impact does not necessarily constitute a violation of the Federal Safety Appliance Act. 4 Recently that court in the Affolder case made it clear that its statement that the failure of a coupler to couple upon impact is in itself an actionable wrong assumes that the coupler was placed in a position to operate on *87 impact. 5 Since a decision is not authoritative beyond its operative facts, the general language of the Affolder case must be construed to mean nothing more than that the failure of couplers to couple upon impact is in itself an actionable wrong only if at least one of the couplers is man open position so as to operate on impact. Thus, for instance, if the knuckles on both of the couplers are closed and the cars fail to couple upon impact, the railroad has a good defense against liability under the Federal Safety Appliance Act because at least one knuckle must be open in order for the couplers to couple. 6

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Bluebook (online)
69 N.W.2d 673, 244 Minn. 81, 1955 Minn. LEXIS 559, Counsel Stack Legal Research, https://law.counselstack.com/opinion/hallada-v-great-northern-railway-minn-1955.