Kelly v. Chicago, Rock Island & Pacific Railway Co.

175 Ill. App. 196, 1912 Ill. App. LEXIS 129
CourtAppellate Court of Illinois
DecidedOctober 15, 1912
DocketGen. No. 5,552
StatusPublished
Cited by4 cases

This text of 175 Ill. App. 196 (Kelly v. Chicago, Rock Island & Pacific Railway Co.) is published on Counsel Stack Legal Research, covering Appellate Court of Illinois primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Kelly v. Chicago, Rock Island & Pacific Railway Co., 175 Ill. App. 196, 1912 Ill. App. LEXIS 129 (Ill. Ct. App. 1912).

Opinion

Mr. Justice Willis

delivered the opinion of the court.

For several years an accommodation train on the Chicago, Bock Island and Pacific Bailway ran between Joliet and Chicago, and left Joliet at 6:40 a. m. each week day. During the night the train is stored at the Eastern Avenue yards, a half mile or more east of the depot in Joliet, and, before train time each morning, it is backed down to the depot to receive its passengers. At the depot the tracks run in an easterly and westerly direction. There are two main tracks, and the depot and platform are on the north side of said tracks. The depot is about 17 feet from the first track, and that intervening space is covered by a platform of two-inch plank which slopes two inches to the south in the distance of 17 feet. Passenger cars and their steps, on the north side of the north track, project six or eight inches over that platform and the step is about five inches above the platform. The space between the platform and the north rail is about twenty-two inches. The north track is the west-bound track, and the south track is the east-bound track. On the morning of December 16, 1909, this train was backed down to the station platform from the Eastern Avenue yards, on the north or west bound track. The train reached the depot about 6:42 a. m. Katherine Ryan had been a constant passenger on this train each week-day for about three and a half years. She lived in Joliet about one mile from the depot, and was engaged in business in Chicago. There were many people to take that train that morning, including Miss Ryan, and many of them got out upon the platform and near the track as the train was backed in. Just before the train stopped, Miss Ryan fell upon the platform in some way about which the witnesses disagreed, and her left foot and leg, and some of her clothing, were drawn up between one of the western wheels of the westernmost car and the framework of the truck. Her knee passed beyond a certain bar, a part of the frame of the truck, and her foot and that part of her leg below the knee hung free, but her knee was crushed, and the soft tissues of her abdomen and left groin were severely lacerated, and it was found that the position of her knee beyond this bar, or equalizer, or spring, prevented her being removed. Several different expedients for releasing her were tried. The local physician of the railroad company was called and he administered remedies to stimulate her heart action and to relieve her pain. She was covered with a policeman’s coat. Finally it became necessary to dismantle the truck in order to release her. From the time of the accident till she was removed from the truck was variously estimated at from 45 to 55 minutes. She was removed to a hospital and attended by several physicians, and died that evening. An administrator of her estate was appointed, who brought this action against the railway company to recover for the loss to her next of kin. Upon a jury trial there was a verdict for the defendant. A motion by plaintiff for a new trial was heard and denied, defendant had judgment, and plaintiff has sued out a writ of error to review the record.

The declaration contained eight counts. Plaintiff dismissed the second count during the trial. The court instructed the jury that there could be no recovery under the third count, and properly so, for if it stated a cause of action it was not supported by the proof. There are two other counts, as to which it is at least doubtful if they state a cause of action; but it is sufficient to say of the declaration that it contained counts covering the main grounds upon which plaintiff contends he should have recovered. Plaintiff argues that the train was negligently backed down to the station on the wrong track and without notice to deceased; that defendant was guilty of negligence in failing to have at hand sufficient appliances wherewith to dismantle the truck promptly; and that the accident was caused by the negligence of defendant in permitting ice upon the platform, and in putting out the platform light at 6:30 that morning.

Defendant usually backed this train down upon the south track and, if it had done so, this accident could not have happened at that particular place. If it be held that a cause of action can arise from an unannounced change by a railroad company of the track upon which it runs a particular train, no such case for plaintiff was made here, for many reasons. There were two cases which might arise any day, under which the rules of the company required this train to be backed down to the station on the west bound track. There was another passenger train from the west due to arrive at and leave J oliet before this train left. If that train was behind time and had not passed when ■the time came to back this accommodation train down, but was near enough so that it must be allowed to pass before the accommodation train started, then it was the duty of those in charge of the accommodation train to back it down on the north track. There was also a rule of the road that if any train broke in two, the head of the train had a right to back down to the rear portion on the same track, and no other engine or train was permitted to go between. On the morning in question a freight train going east on the south track broke in two west of Joliet, leaving the rear of Its train there, and did not stop till after it had passed this accommodation train standing in the Eastern Avenue yards. Under those circumstances, the rule of the road required those in charge of the accommodation train to back down to the station on the north track, and that was why they did so on this particular day. But further, in the winter time it was a very common thing for the* through passenger train, which should precede the accommodation, to be late and, by reason thereof, for the accommodation to back down to the station on the north track; and the proof is that for the two weeks in December preceding this accident, this train had backed down on the north track an average of four days in the week or two-thirds of the time. Deceased took this train every day and could not fail to know that for the preceding two weeks she had usually taken the train on the north track. More than all that, an engine, or train, was liable to be going west on the north track at any time and, if this train had backed down on the side track, deceased would not have been warranted in crossing the north track to reach it without first looking to see whether any train was approaching from the east on the. north track. In fact, before the train reached the station platform, the speed had been reduced to about two miles per hour; there were two “blizzard” lights on the back of the train, which are the usual lights placed in that position; there was also a lantern on the rear platform of the train, showing a white light, and another lantern, showing a red light, and a railroad employee was on the back platform with still another lighted lantern in his hand. Another employee stood on the rear platform, holding in one hand an air brake, by which he could stop the train without any action by the engineer, and in the other hand an air brake whistle, which he was continuously sounding ás he crossed Ottawa street, just east of the depot grounds, and came up to this station platform. Moreover, there was a crossing bell at Ottawa street, which was ringing. As the train.nearly reached the place where deceased was injured, the proof is that one of the men on the rfear platform of the approaching car concluded that some of the women standing on the station platform were too close to the train and called out to them to get out of the way.

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Cite This Page — Counsel Stack

Bluebook (online)
175 Ill. App. 196, 1912 Ill. App. LEXIS 129, Counsel Stack Legal Research, https://law.counselstack.com/opinion/kelly-v-chicago-rock-island-pacific-railway-co-illappct-1912.