Johnny F. Blue v. The Western Railway of Alabama

469 F.2d 487, 1972 U.S. App. LEXIS 6614
CourtCourt of Appeals for the Fifth Circuit
DecidedNovember 21, 1972
Docket71-2289
StatusPublished
Cited by27 cases

This text of 469 F.2d 487 (Johnny F. Blue v. The Western Railway of Alabama) is published on Counsel Stack Legal Research, covering Court of Appeals for the Fifth Circuit primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Johnny F. Blue v. The Western Railway of Alabama, 469 F.2d 487, 1972 U.S. App. LEXIS 6614 (5th Cir. 1972).

Opinion

SIMPSON, Circuit Judge:

Johnny F. Blue (Blue) brought suit against the Western' Railway of Alabama (Western) pursuant to the provisions of the Federal Employers’ Liability Act, Title 45, United States Code, Section 51, 1 and the Federal Safety Appliance Act, Title 45, United States Code, Section 11, 2 seeking damages for personal injuries he sustained on June 26, 1970 while serving as a member of a Western switching crew in the Chester Yards at Montgomery, Alabama. The jury returned a verdict for Blue in the amount of $76,780,00. Dissatisfied with the amount of the award, Blue appeals from the judgment entered below assigning errors on the part of the district court in the exclusion of evidence and in its jury instructions. He seeks a new trial limited to the issue of damages. We reverse the judgment of the district court and remand for a new trial on all issues, liability as well as damages.

THE FACTS

On June 26, 1970, Blue was a member of a switching crew which was engaged in switching cars in the Chester Yards. He was working in the capacity of a “long field” man and his duties were to line switches out in the field so that when cars were cut loose from the train which was being disassembled they could be shunted onto tracks in accordance with a switching list which was in the possession of each crew member. Just prior to the accident which gave rise to this litigation, Blue was stationed at Switch No. 6. He had aligned this *489 switch so that three hopper cars which the engineer was to “kick” down the lead track would go into Track No. 6. The three hopper cars were dispatched by the engineer and when they passed Switch No. 6, Blue threw the switch so that the next car scheduled to travel down the lead track would proceed past Switch No. 6 until it reached Switch No. 10, which had been set for shunting.

It appears from the evidence that Blue threw Switch No. 6 before ascertaining that the three hopper cars had cleared it. After throwing the switch he walked away toward Track No. 22 with his back to the lead track and to the succeeding switching movement. Simultaneously, the next car, loaded wood rack No. 16557, was sent down the lead track from a point several hundred feet west of Switch No. 6 While walking towards Track No. 22, Blue turned around and saw that the west end of the thrée hopper ears which had been shunted onto Track No. 6 had not completely cleared the lead track and that the wood rack ear was heading toward a collision with the last hopper car. Rather than proceeding to Switch No. 6 and realigning it for Track No. 6 (so that the wood rack car could couple with the hopper car on impact), Blue ran to the wood rack car and jumped on it while it was moving at a speed of approximately five miles per hour. He climbed the ladder at the east end of the wood rack car where the hand brake was located, reached the platform adjacent to the hand brake, and applied the brake. Blue was unable to stop the wood rack ear before it collided with the west end of the hopper car which was protruding from Track No. 6 onto the lead track. Blue was seriously injured in the ensuing collision between the two ears.

THE COMPLAINT

Blue’s complaint set forth two counts as bases for recovery. The first count alleged a cause of action under the Federal Employers Liability Act (FELA), Footnote 1, supra, and charged that Blue had sustained serious personal injuries:

“ . . . as a proximate result, in whole or in part, of the negligence of the officers, agents, or employees of the defendant while acting within the line and scope of their employment by the defendant or by reason of a defect or insufficiency due to the negligence of the defendant, its cars, engines, appliances, machinery, track, roadbed, works or other equipment.”

The second count pleaded a cause of action under the Federal Safety Appliance Act (FSAA), Footnote 2, supra. It incorporated the allegations of negligence under the first count, and continued:

“Plaintiff avers that he was caused to sustain and suffer all of his aforesaid injuries and damages as a proximate result, in whole or in part, of the defendant hauling or permitting to be hauled or used on its line of railroad the aforesaid railroad car upon which plaintiff was riding as aforesaid that was equipped with an inefficient hand brake in violation of the aforesaid Federal Safety Appliance Act generally known as the ‘Hand Brake Act’, namely Title 45, U.S.C.A., Section 11.”

THE ANSWER

In response to the complaint, Western interposed defenses based upon the alleged negligence of Blue. 3 Under the *490 statute, although the contributory negligence of Blue was only a pro tanto defense to the claim for damages, Western by its answer pleaded separate defenses: (a) Blue’s contributory negligence, and (b) that Blue’s negligence was the sole proximate cause of the accident warranting the denial of any recovery.

Western charged that the accident would not have occurred had Blue remained at Switch No. 6 until he was sure that the three hopper cars had cleared the lead track, that it was his duty as the “long field” man to remain at the switch until the hopper cars were completely on Track No. 6, and that had he performed his prescribed duties he would have been able to turn Switch No. 6 back and thereby shunt the wood rack car onto Track No. 6 where it would have coupled on impact with the last hopper car. In addition, Western asserted that Blue, having failed to do his duty in the first place, could still have returned to Switch No. 6 after he saw that one of the hopper cars protruded onto the lead track and operated Switch No. 6 without danger. Instead, according to Western, Blue chose the most dangerous course of action possible under the circumstances: he boarded the moving wood rack car and attempted to halt its progress before it made contact with the protruding hopper car. Finally, under Western’s contentions, Blue could have jumped from the wood rack car to the ground prior to the impact when he became aware that he did not have enough time and space for stopping the moving loaded car with a hand brake. 4

THE TRIAL

Dr. John F. Vallery, Jr., an Associate Professor of Economics at the University of Alabama, testified as an expert witness for Blue. Dr. Vallery was asked to compute Blue’s average monthly income for a thirty-month period during the years 1968 through 1970 based upon his gross monthly earnings during that period. The following discussion ensued:

“Q. (By Mr. Rutledge, counsel for Blue): Doctor, have you, based on the earnings that I gave you in 1968, ’69, and ’70, computed the average monthly income over that period of some thirty months, 1968, ’69, and 70?
A. My computations were in average annual salary, which was eleven thousand, four hundred and thirty-three dollars. That is approximately a thousand dollars a month.
MR. NACHMAN (counsel for Western) : We object to that testimony, your honor, and move to exclude it. There is no testimony in the record to support what Dr.

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Bluebook (online)
469 F.2d 487, 1972 U.S. App. LEXIS 6614, Counsel Stack Legal Research, https://law.counselstack.com/opinion/johnny-f-blue-v-the-western-railway-of-alabama-ca5-1972.