Henderson v. Terminal Railroad Ass'n of St. Louis

736 S.W.2d 590
CourtMissouri Court of Appeals
DecidedSeptember 8, 1987
DocketNo. 52050
StatusPublished
Cited by4 cases

This text of 736 S.W.2d 590 (Henderson v. Terminal Railroad Ass'n of St. Louis) is published on Counsel Stack Legal Research, covering Missouri Court of Appeals primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Henderson v. Terminal Railroad Ass'n of St. Louis, 736 S.W.2d 590 (Mo. Ct. App. 1987).

Opinion

PUDLOWSKI, Presiding Judge.

This is a personal injury action for damages where the plaintiff’s foot was traumatically amputated by one of defendant’s trains. This appeal stems from a jury verdict rendered in May 1986 in favor of the plaintiff in the amount of $264,000.

This case has previously been before our court. Henderson, et al, v. Terminal Railroad Association of St. Louis, 659 S.W.2d 227 (Mo.App.1983). We will incorporate, without the use of quotation marks, pertinent portions of the statement of facts contained in that opinion which reappeared on retrial.

We find that the jury could determine the facts to be as follows: On a clear afternoon, Timothy [Henderson] and Harold Mackintosh (Harold), following their release from school, took a shortcut through Penrose Park, a large recreational facility with picnic areas, baseball diamonds and a banked bicycle track. The right of way, consisting of two sets of railroad tracks, including crossover switching devices, is located on an east-west axis. There is a three percent uphill grade and a gradual curvature of the tracks in this area.

Two pedestrian footpaths in Penrose Park lead to Terminal’s right of way. Fifty to sixty school children a day take a shortcut from Scullin School, which is south of the park, across Terminal’s right of way in Penrose Park to reach their homes located in an area north of the park. Timothy attended Scullin School and his home is north of Penrose Park.

Terminal’s train, consisting of two locomotives and forty eight fully loaded freight cars, was traveling westbound on the uphill grade of the right of way to the General Motors plant, at approximately two miles per hour. The train was equipped with air brakes which are operable from the two locomotives and the caboose in a service and emergency application.

Timothy was eleven years old at the time of the injury, but functioned mentally at a five to six year old level and was in a slow learner class at Scullin School. Timothy had been instructed about the danger of moving automobiles, but had not been instructed, either at home or at school, about the danger of moving trains.

J.T. Uelhof (Uelhof), Terminal’s employee, was the rear man on the train, stationed on the caboose. It was his job to line up the crossover switches and to protect the rear end of the train.

Uelhof, standing on the caboose at the rear of the train, first observed Timothy and Harold running east, along the south side of the train, ten car lengths away (a minimum of five hundred feet). At trial, describing what he observed, Uelhof stated: “... I saw these two boys further up alongside of the train running alongside of the train, presumably to hop on and off, which they tried at various times.” Uelhof estimated that he watched the boys for two minutes before he hopped off the train to line up the switches. During the switching maneuver he lost sight of the boys, but three or four minutes later saw them on the north side of the train, about five car lengths away, running west between the main lines. Uelhof testified that he thought they climbed through the train to reach the north side while the train was going through the crossover. Uelhof again lost sight of the boys while he did additional switching, which he estimated took a minute and a half. After completing his switching tasks, Uelhof saw Harold running toward the caboose telling him that his friend, Timothy, was hurt.

As the train continued westbound, Uel-hof saw Timothy sitting on the ground between the main lines. Timothy was holding his left leg; blood was visible on the bottom of his left foot.

[592]*592At trial, Uelhof testified that he did nothing to warn the boys because “[t]hey were too far away.” Further, Uelhof admitted that company rules provided that he was to warn children and get them off the train. He estimated that his walking speed was three to four miles per hour.

The caboose does not contain any communication equipment to the locomotive or otherwise. Uelhof remained on the train without offering emergency assistance. Two minutes later, Uelhof hopped off the train and called for assistance at a railroad phone box, and then immediately re-hopped the caboose. The train did not stop until it reached its destination, the General Motors plant. As a result Timothy was injured.

Neither party pleaded comparative fault. Respondent submitted his case under the humanitarian doctrine and the appellant pled contributory negligence and assumption of risk. At the conclusion of the appellant’s case the following took place at the instruction conference:

THE COURT: So the record — So we can have the record clear on this, have there been any comparative fault instructions offered by the defendant?
[DEFENDANT’S COUNSEL]: No, Sir. They would not be offered by the defendant. However, I have a — an instruction, which I would offer in the event that the Court did submit comparative fault. In other words, in place of Instruction No. 7, I would submit the instruction which deals with comparative fault.
THE COURT: Yeah. But for the record, haven’t you informed the Court that you are not submitting the issue of contributory negligence or contributory fault of the plaintiff?
[DEFENDANT’S COUNSEL]: That is correct.
THE COURT: All right. And so the record should reflect that the Court was informed last evening that the defendant does not intend to submit the issue of contributory fault or contributory negligence of the plaintiff. And, therefore, it’s contributory fault is no longer an issue in the case. And neither the plaintiffs nor the defendants requested a submission under comparative fault. And the case is being submitted under the standard M.A.I. instruction without regard to comparative fault. Has plaintiff requested any comparative fault instructions?
[PLAINTIFF’S COUNSEL]: No, I haven’t, Your Honor.... I’d ask now, Mr. Ely, are you submitting on comparative fault?
[DEFENDANT’S COUNSEL]: I’m not submitting any instruction that submits fault of the plaintiff.
[DEFENDANT’S COUNSEL]: I am protecting my record on this as to whether the Court is required to submit comparative fault as in accordance with whatever direction is required in case of Gus-tafson vs, Bendison [sic].

The first of three points offered by appellant on appeal is that the trial court was required to submit a comparative fault instruction although none was offered by appellant or respondent, and that failure of the court to submit such an instruction was error. The respondent contends that the appellant waived its right to a submission of any comparative fault instructions when it failed to offer to the court any comparative fault instructions. We agree.

In 1983, the Missouri Supreme Court supplanted the doctrines of contributory negligence, last clear chance, and humanitarian negligence with a comprehensive system of comparative fault. Gustaf-son v. Benda, 661 S.W.2d 11 (Mo. banc 1983).

Free access — add to your briefcase to read the full text and ask questions with AI

Related

Monteith v. Cundall
830 S.W.2d 466 (Missouri Court of Appeals, 1992)
Stevens v. Kliethermes
811 S.W.2d 447 (Missouri Court of Appeals, 1991)
Stewart v. State
771 S.W.2d 886 (Missouri Court of Appeals, 1989)
Short v. State
771 S.W.2d 859 (Missouri Court of Appeals, 1989)

Cite This Page — Counsel Stack

Bluebook (online)
736 S.W.2d 590, Counsel Stack Legal Research, https://law.counselstack.com/opinion/henderson-v-terminal-railroad-assn-of-st-louis-moctapp-1987.