Johnson v. Southern Railway Co.

175 S.W.2d 802, 351 Mo. 1110, 1943 Mo. LEXIS 519
CourtSupreme Court of Missouri
DecidedOctober 4, 1943
DocketNo. 38571.
StatusPublished
Cited by7 cases

This text of 175 S.W.2d 802 (Johnson v. Southern Railway Co.) is published on Counsel Stack Legal Research, covering Supreme Court of Missouri primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Johnson v. Southern Railway Co., 175 S.W.2d 802, 351 Mo. 1110, 1943 Mo. LEXIS 519 (Mo. 1943).

Opinion

*1115 HYDE, J.

Action for damages for conscious pain and suffering and for death of Samuel B. Johnson, plaintiff’s husband, brought under the Federal Employers’ Liability Act. (45 U. S. C. A., Secs. 51-60.) Plaintiff had judgment for $30,00*0.00 and defendant appealed.

The main question is: Did plaintiff make a jury case? There is no dispute as to the interstate character of the work. The negligence charged and submitted was that while Johnson and Hopson (a fellow employee) were riding on the front end of defendant’s engine, Hopson moved the cutting lever (used to open the front coupler) so as to strike Johnson and cause him to fall from the engine. Defendant says that plaintiff produced no substantial evidence to prove this charge, and that its requested peremptory instruction should have been given.

' Johnson was flagman of the train crew, the other members of which were ITopson,- brakeman; Davis, conductor; LaGrange, engineer and Dearing, fireman. They were switching cars in defendant’s yards’ at Mt. Vernon, Illinois. Just before Johnson was injured, their engine had pushed a gondola car, loaded with scrap metal, west on the scale track, which was the south track of four parallel tracks running east and west through the yards. The engine pushed the gondola car ahead of it,- west, on to the scales where it was weighed. The.engine then backed east, pulling the gondola car a few fdet off the scales and stopped. The gondola car was uncoupled by Johnson by use of the coupler lever on that car, and the engine backed on east with its front coupler knuckle closed.

The next move to be made was for the engine to back, east, off of the scale track on- to track No. 2 (the next track to the north) go west on track 2 past the gondola car to the west scale track switch, *1116 and then back, east, on to the scale track to couple the gondola car behind the tender. Johnson lined the east scale track switch to get the engine on to track 2. Davis 'svent west to line the switch at the west end of the scale track. When the engine started west on track 2, Johnson got on the sill step on the front of the engine on the left, south, side. Hopson got on the other front sill step on the right, north, side. There were smaller sill steps, just inside the large ones, higher and nearer the center of the engine, which were for use in climbing on to the sill. (Top of the pilot or cowcatcher.) As the engine went west on track No. 2 (at six or seven miles per hour) Johnson was standing with his left foot on the lower outside sill step and with his right foot on the higher inside sill step, facing Hopson, explaining to him the next movement. There was a horizontal steel bar across the top of the sill, connected with the coupler in the center of the pilot, called the cutting lever. At each end of this bar on the outside of the outside sill step the bar turned down vertically, making a handle for use in operating the cutting lever. When this lever was raised, it pulled the pin out of the coupler and opened the knuckle. When the cutting lever handle on one side was raised it caused the cutting lever handle on the other side to be likewise raised.

Johnson’s duty was to get off when the engine passed the gondola car and open the west coupler of that car. Davis, standing at the west switch between No. 2 track and the scale track, was watching the approach of the engine as it was coming west on track 2 passing-north of the gondola car about seven car lengths from him. He said he saw Johnson take his right foot down from the inside sill step, face west with both feet on the outside sill step and lean over to the left, south, it being his duty at that time to observe “whether the number 2 switch was lined or not”. While Johnson was thus leaning out, Davis saw Hopson make a move with his right hand, then get off the engine and give a stop sign. At the same time he saw Johnson fall off the engine against the side of the gondola car. Davis said that in this first movement, Hopson brought his hand up from a vertical position “about up to his hip.” He said that he did not observe whether or not his hand was closed or whether or not he had hold of the cutting [804] lever and that he did not “know if he pulled the cutting lever. ’ ’ However, he demonstrated before the jury the movement he saw Hopson make and also demonstrated the kind of movement one would make in using the cutting lever.

Davis then further testified as follows:

“ Q. Is that movement you just made of the cutting lever and the kind Hopson made one and the same ? A. Similar.
“Q. Now, -then, Mr. Davis, what did you see at the time this movement was made by Mr. Hopson that you described ? What did you see with reference to Johnson? A. I seen Johnson fall off the engine.” On cross-examination, he said: “whether he (Hopson) *1117 pulled the cutting lever or whether he didn’t pull the cutting lever I can’t say.”

The engine coupler knuckle was found open by Davis after Johnson was injured but he made this inspection after Johnson was taken to the hospital. Johnson was an experienced trainman with 22 years of service. Hopson was 26 years old, employed by defendant “for four and a half years”, and “was an extra man” on this crew who worked “on Extra Board.” Hopson signed a statement which contained the following: “While riding the engine it is customary to hold on to the cutting lever to open the knuckle on the engine— front end — or not — I might have, but don’t remember, as I understand the knuckle on the engine was open after the accident.” There was no reason for opening the knuckle on the front of the engine at that time because the gondola' ear was to be coupled behind the tender. Hopson testified at the trial that he did not open it and signed, the equivocal statement because it was suggested by representatives of the Brotherhood of Railroad Trainmen who prepared it. He said, concerning Johnson’s fall: “I was looking forward, and I heard a sharp cry, and as I glanced to my left I saw Mr. Johnson’s feet in the air. It seemed as though he was going over backwards. And I immediately gave the engineer a stop signal and got off and ran around the engine.” It was shown that, when Johnson was leaning out the way Davis observed him, the cutting lever handle would have been “right about the center of the back . . -. and near his buttocks.” Hopson also demonstrated the various kind of signals before the jury.

We think that the above facts (which are, of course, on this point stated from the viewpoint most favorable to plaintiff’s case)' afforded sufficient circumstantial evidence to warrant the jury in finding that Hopson did raise the cutting lever handle on his side so as to cause the handle on the other side to strike Johnson -and cause him to fall. Davis, abput 100 yards away, saw a movement of Hopson’s hand which he said was similar to the movement he would make to raise the cutting lever. Johnson was in such a position that the handle, so moved, would strike him; and Davis said he fell from the engine sill step at the very time he saw the movement made by Hopson. After Johnson’s injury the coupler knuckle was open. It required a jerk with considerable force to open it. Davis demonstrated before the jury both the movement he saw, the movement required to open the knuckle and the kinds of signals defendant claims were given.

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Bluebook (online)
175 S.W.2d 802, 351 Mo. 1110, 1943 Mo. LEXIS 519, Counsel Stack Legal Research, https://law.counselstack.com/opinion/johnson-v-southern-railway-co-mo-1943.