Matthews v. Atchison, Topeka & Santa Fe Railway Co.

129 P.2d 435, 54 Cal. App. 2d 549, 1942 Cal. App. LEXIS 391
CourtCalifornia Court of Appeal
DecidedSeptember 28, 1942
DocketCiv. 13347
StatusPublished
Cited by24 cases

This text of 129 P.2d 435 (Matthews v. Atchison, Topeka & Santa Fe Railway Co.) is published on Counsel Stack Legal Research, covering California Court of Appeal primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Matthews v. Atchison, Topeka & Santa Fe Railway Co., 129 P.2d 435, 54 Cal. App. 2d 549, 1942 Cal. App. LEXIS 391 (Cal. Ct. App. 1942).

Opinion

SHAW, J. pro tem.

Plaintiff, who was employed by defendant as a switchman in its yard at Bar stow, brought this action to recover damages for personal injuries received by him during a switching operation in interstate commerce, alleging that the injuries resulted from negligence of his foreman in improperly directing a movement of cars so that a car on which plaintiff was riding crashed into other cars and plaintiff was thereby violently thrown against the car on which he was riding and injured. The verdict and judgment were for plaintiff, and defendant appeals from the judgment.

The accident occurred at night time on a dark night. Plaintiff was working in a switching crew consisting of himself, another switchman and an engine foreman named Walters who was in charge of the switching crew and directed its operations. On this occasion there were a number of cars to be switched. When this was done, the practice was that the car would be pushed toward the track onto which it was to be switched, then uncoupled from the train and allowed to roll onto the proper track by its own momentum, and that one of the switchmen would get on and ride it, using the hand brake to stop it when it got “into the clear” on the track to which it was switched. “Into the clear” means that the car is far enough from the entrance to the track so that it will not interfere with the movement of cars on adjacent tracks. Plaintiff was directed by the engine foreman to ride a car destined for a track designated as No. 3, and as the car passed him at the ‘1 divider switch, ’ ’ which was at some distance from the switch leading to Track 3, he got on at its rear end, where the hand brake was located, tried the brake and found it in good condition. Before the car got “into the clear” on Track 3 it ran against other cars which were on that track and stopped suddenly. Plaintiff had just started to set the brakes and the ear was going about eight miles per hour at the time of the crash. He had his right hand on the brake and was holding one of the steps of the ladder on the car with his left hand. The sudden impact threw his body against the ladder, with his left arm between his body and the ladder, and caused injury to the left arm, for which this suit was brought.

This action was brought under the Federal Employers’ Liability Act. That act makes every common carrier by rail *553 road engaged in interstate commerce “liable in damages to any person suffering injury while he is employed by such carrier in such commerce, . . . for such injury . . . resulting in whole or in part from the negligence of any of the officers, agents, or employees of such carrier ...” (U. S. C.A., Title 45, § 51.) The liability of a carrier under this act is predicated on negligence and the burden of proving such negligence rests on the plaintiff in any action brought under the act. (Showalter v. Western Pac. R. R. Co., (1940) 16 Cal. (2d) 460, 471 [106 P. (2d) 895].)

The defendant contends that proof of such negligence is lacking here. Walters, the engine foreman under whom plaintiff was working, testified that it was the engine foreman’s duty to know the condition of tracks with reference to whether or not they will hold cars that he intends to put into them, and that it was also his duty, if there was any condition he knew of in the tracks that he was going to switch ears into, anything that was unusual or might present some problem to some other movement or some member of the crew who had not had an opportunity to acquaint himself with the facts, to inform such crew member thereof, and that he would do so; and further that “primarily the responsibility of switching operations and the knowledge of the condition of the track into which cars were going is that of the foreman.” Plaintiff testified, as to the custom in the Barstow yard, that “When he [the engine foreman] gives those track numbers to field ears into we got to assume that there is sufficient space in the tracks to hold the number of cars that goes in there, one or many.” Plaintiff also testified that “It was the engine foreman’s duty to inform me if there was anything out of the way with the job he had given me, that is, the places where the cars went and the tracks and the data.” No one told the plaintiff there was not room on Track 3 to allow the car he was riding to go into the clear. It was dark and there were no lights in the yard and objects were difficult to see, and besides, plaintiff’s view was obstructed by the body of the car in front of him, so that he could not see the condition of the track ahead of him. The results showed that there was not sufficient room on the track; hence the engine foreman was guilty of a breach either of his duty to inform himself, or of his duty to inform plaintiff of unusual conditions. The context of the testimony above quoted as to the duty of the engine foreman shows that it is also descriptive of a *554 custom in the Barstow yard. Violation of a known custom or duty constitutes negligence in such a case (Showalter v. Western Pac. R. R. Co., supra, (1940) 16 Cal. (2d) 460, 476 [106 P. (2d) 895]; MacDonnell v. Southern Pac. Co., (1936) 17 Cal. App. (2d) 432, 435 [62 P. (2d) 201]).

Defendant further contends that such accidents as that in which plaintiff was injured were a part of the usual hazard of the work in which plaintiff was employed and therefore he assumed the risk thereof. Assumption of the risk is a defense to an action under the Federal Employers’ Liability Act, but there are limitations to its scope, and the burden of proving it is upon the employer. The employee “does not assume the risk of the negligence of a coworkman regarding whose careless acts he had no knowledge, unless as a reasonably prudent person under similar circumstances he would be presumed to have observed and appreciated them” (Crabtree v. Western Pac. R. R. Co., (1939) 33 Cal. App. (2d) 35, 42, 43 [90 P. (2d) 835]; to same effect, King v. Schumacher, (1939) 32 Cal. App. (2d) 172, 177 [89 P. (2d) 466]). Under this rule the jury could properly find that plaintiff did not assume the risk here.

In connection with the argument on assumption of the risk, defendant suggests that plaintiff was guilty of contributory negligence because he did not stop the car sooner. But there was testimony that the brake was in good working order and would stop the car at the speed it had when plaintiff was on it within twenty or twenty-five feet, and that to get the car into the clear it should have had forty or fifty feet more of clear space than there was on Track 3. Plaintiff was just setting the brakes when the accident happened, so if he had had this additional clear space there would have been no collision. He could be excused from seeing the cars ahead by reason of the darkness and the obstructions to his vision, as well as his right to rely on the orders given him. The question whether he was guilty of contributory negligence was, under the circumstances, a question of fact for the jury. Such negligence would not be a complete defense, but only a ground for diminishing the damages under the rule of comparative negligence. (U. S. C. A., Title 45, § 53.) If necessary to support the verdict in amount we must presume the jury found there was no such negligence.

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Bluebook (online)
129 P.2d 435, 54 Cal. App. 2d 549, 1942 Cal. App. LEXIS 391, Counsel Stack Legal Research, https://law.counselstack.com/opinion/matthews-v-atchison-topeka-santa-fe-railway-co-calctapp-1942.