King v. Union Pac. R. Co.

212 P.2d 692, 117 Utah 40, 1949 Utah LEXIS 255
CourtUtah Supreme Court
DecidedDecember 13, 1949
DocketNo. 7338.
StatusPublished
Cited by27 cases

This text of 212 P.2d 692 (King v. Union Pac. R. Co.) is published on Counsel Stack Legal Research, covering Utah Supreme Court primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
King v. Union Pac. R. Co., 212 P.2d 692, 117 Utah 40, 1949 Utah LEXIS 255 (Utah 1949).

Opinions

WOLFE, Justice.

This action was brought under the Federal Employers’ Liability Act, 45 U. S. C. A. § 51 et seq., hereinafter referred to as the F. E. L. A., by the administrator of the estate of Wendell 0. Jorgensen to recover for the alleged wrongful death of Jorgensen occurring in the course of his employment as a brakeman for the defendant railroad company.

The case has been tried twice. At the first trial the jury returned a verdict of “no cause of action.” The plaintiff filed a motion for a new trial which the court granted. Upon the second trial, a verdict of $75,000 was returned in *42 favor of the plaintiff by the jury. The defendant filed a motion for a new trial on several grounds, one of which was excessive damages. The court made an order granting the motion for a new trial unless the plaintiff within ten days consented to a reduction in the judgment to $50,000. Plaintiff filed his written consent to the reduction of the judgment and the court denied the defendant’s motion for a new trial. The defendant now appeals from the judgment, assigning as the sole error, an abuse of discretion on the part of the trial court which first heard the case in granting the plaintiff’s motion for a new trial after the jury had returned a verdict of “no cause of action.”

The facts surrounding the accident in which Jorgensen lost his life are as follows: The defendant maintains a branch line of railroad in Idaho running generally north and south, paralleling the main line between Idaho Falls on the north and Goshen Junction on the south. This branch line lies east of the main line and is known as the Goshen branch. The stations on the branch line, moving south from Idaho Falls, are: Orvin, Lincoln, Lincoln Junction, Wilkinson, Ammon, Hackman, Indian, Gerrard, Cox, Goshen, Anton and Goshen Junction, a total distance of 27.7 miles. Operations on this line are seasonal and involve the setting out of empty cars at the above named stations and picking them up and returning them to Lincoln or Idaho Falls when they are loaded. The traffic on this branch line is principally in sugar beets, potatoes and pumice stone. The operation is referred to as the Lincoln beet job. The Utah-Idaho Sugar Company maintains a sugar factory at Lincoln. The beet job commenced for the 1947 season on September 22, 1947, and traffic was handled until January 10, 1948, at which time service was discontinued for the season. The deceased had worked every day, including Sundays, from September 22 until October 28, the day of the accident. Customarily, and on the day of the accident, the train crew with which Jorgensen was working was engaged in switching between Idaho Falls and Lincoln in the morning, *43 and in the afternoon proceeded south as far along the branch line toward Goshen Junction as was necessary to take care of the business of setting out empties at various stations where needed and picking up such loads of beets, potatoes, and pumice stone as were to be moved.' The train operated out of Idaho Falls under a “work order.” There are no station agents at any of the stations south of Lincoln Junction and the “work order” referred to authorized the crew on the day of the accident to proceed along this branch line at will doing whatever work was necessary. The train at the time of the accident consisted of a steam locomotive, ahead of which was being shoved a caboose, and ten empty gondola cars trailing behind the engine. The crew consisted of Edward Freeman, conductor; James S. Stoddard, engineer; a fireman by the name of Eaton; Paul Croft, rear brakeman; and the deceased, Jorgensen, head brakeman. The deceased as head brakeman was riding on the leading platform of the caboose together with Paul Croft, the other brakeman, as the train proceeded south from Ammon. The caboose door was closed and conductor Freeman was inside working at his desk. Approximately one-half mile south of Ammon, at about 2:50 p. m., while the train was traveling from fifteen to twenty miles per hour, the deceased fell forward from the caboose platform in front of the moving train and was killed instantly.

Four specific allegations of negligence on the part of the railroad were made by the plaintiff and were submitted to the jury in the instructions. The substance of the allegations is as follows:

I. That the defendant failed to furnish decedent a reasonably safe place to work when it required him to perform his duties from the platform of the caboose.

II. That the defendant was negligent in failing to furnish and maintain a proper safety chain and hook across the opening in the railing on the end of the caboose.

*44 III. That defendant was negligent in shoving the caboose ahead of the engine.

IV. That the defendant failed to furnish decedent a safe place to work in that the caboose, owing to its size, weight, and construction, swayed from side to side and pitched up and down when being shoved along the tracks at the point of the accident.

The defendant denied its negligence in each and all of the foregoing particulars, and charged that the deceased was negligent, and that said negligence was the sole proximate cause of Jorgensen’s death.

The trial judge at the time he granted the plaintiff’s motion for a new trial assigned his reasons for so doing in a written decision. The pertinent parts of that decision are as follows:

“The Jury by its verdict absolved the defendant of all negligence ■which was the proximate cause of the injuries to and death of the decedent. It did this despite the uncontroverted evidence (1) that the caboose from which the decedent fell was being propelled ahead of the locomotive and of the train, thereby rendering such an accident possible; and (2) that the safety chain mentioned in the evidence was inadequate, at least that when it was put to the test it failed to perform the function for which it was intended.
“The motion for new trial therefore is granted, primarily on the grounds stated in Paragraph 8 of plaintiff’s Notice of Intention to move for a New Trial, and also upon the general grounds set forth in Section 104-40-7 Utah Code Annotated, 1943. There was no doubt a misapprehension, or a disregard, on the part of the Jury either of the evidence, or of the Court’s instructions, or of both.” (Italics added.)

Sec. 104-40-7, U. C. A. 1943, referred to by the trial judge in his decision, provides:

“The verdict of a jury may also be vacated and a new trial granted by the court in which the action is pending, on its own motion, without the application of either of the parties, when there has been such a plain disregard by the jury of the instructions of the court or the evidence in the case as to satisfy the court that the verdict was ren *45 dered under a misapprehension of such instructions or under the influence of passion or prejudice.”

The grounds stated in paragraph 8 of the plaintiff’s notice of intention to move for a new trial also referred to by the trial judge are as follows:

“That the verdict and judgment are contrary to the evidence and against the law.”

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Bluebook (online)
212 P.2d 692, 117 Utah 40, 1949 Utah LEXIS 255, Counsel Stack Legal Research, https://law.counselstack.com/opinion/king-v-union-pac-r-co-utah-1949.