Pinkstaff v. the Pennsylvania R. Co.

163 N.E.2d 728, 23 Ill. App. 2d 507
CourtAppellate Court of Illinois
DecidedJanuary 29, 1960
DocketGen. 47,632
StatusPublished
Cited by11 cases

This text of 163 N.E.2d 728 (Pinkstaff v. the Pennsylvania R. 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
Pinkstaff v. the Pennsylvania R. Co., 163 N.E.2d 728, 23 Ill. App. 2d 507 (Ill. Ct. App. 1960).

Opinion

JUSTICE FRIEND

delivered the opinion of the court.

Plaintiff sued under the Federal Employers’ Liability Act and the Federal Safety Appliance Act to recover damages for personal injuries sustained by him while employed as brakeman for defendant, the Pennsylvania Railroad Company. Trial by jury resulted in a verdict and judgment in his favor for $50,000. His motion for a new trial was denied, and he appeals.

It appears that on March 29, 1955, at about twelve-thirty in the afternoon, defendant’s switching crew was bringing into coal mine No. 32 of the Maumee Coal Company at Linton, Indiana, from mine No. 23, a distance of four to five miles, twenty-six empty hopper cars, each approximately forty-five feet long and fifteen feet high. These cars were being shoved with the locomotive and the cab car at the rear. Three tracks, numbered 1, 2, and 3, converged about five car-lengths south of the tipple so that only one track actually was used for loading coal. At the south end of the track is a clay embankment, approximately four feet high. On the day in question, tracks No. 1 and 2 were clear, and there were nine cars at the end of the No. 3 track. The elevation or upgráde of' the: tracks is south of the tipple; thus the empty cars are allowed to roll, oue at a time, downhill (north) to the tipple, to be loaded. Plaintiff was a rear brakeman, working with Engineer Fulk, Fireman Smith, Head Brakeman Wag-goner, and Edwards, a conductor. Motions of the locomotive were initiated by hand signals transmitted by members of the crew. Inasmuch as they were shoving cars with the locomotive at the rear, plaintiff was riding on the top of the end car — the one most distant from the engine — so that he could see and relay the signals controlling the movement of the train. On this particular day, Edwards threw the switch at the north end of the No. 1 track so that the cut of cars could enter. The engineer was then given a “back-up” signal. There is evidence that Waggoner was out of position at the time of this movement. The engineer stated that it was customary for the head brakeman to be stationed on the fireman’s side; that Waggoner got off the cut at the tipple and went to the east side of the cut, the same side the engineer was on; and that he received no signals from either the fireman or Wag-goner.

When the car on which he was riding was about ten car-lengths from the end of the track, plaintiff gave a “steady” signal which was intended to prepare the engineer to stop. At that time plaintiff’s head and shoulders were above the top of the car. There was no response insofar as the forward movement of the car was concerned; it continued to proceed at five or six miles per hour. When his car was about eight car-lengths from the end of the track he gave a stop signal with his hands, but there was no substantial decrease in the forward movement of the train. Plaintiff realized that the other trainmen were not relaying his signals to the. engine crew. He then went down the ladder on the end car and, while holding onto it at the base with one hand, “hit the air,” i.e., he opened the angle cock. The angle cock is at the end of the car between the drawbar and the front wheels and has a lever about one inch wide and six inches long. Opening the angle cock causes air to be released simultaneously on each of the cars, including the engine; the operation is designed to slow down or stop the train. When plaintiff opened the angle cock, the last car was about three car-lengths from the embankment at the end of the track. He stated that, in his opinion as an experienced railroad man, with twenty-six hopper cars in the cut moving about five miles per hour, when the angle cock is opened on the end car, the train should stop within fifty to sixty feet. This cut did not stop. Plaintiff attempted to get off after setting the angle cock, but as the train continued on, it struck the embankment, partially breaking through it and crushing him between the car and the embankment. Plaintiff charged in count II of the amended complaint that the air brakes failed to function efficiently, and that such inefficiency constituted a violation of the Federal Safety Appliance Act. Evidence of the gravity of plaintiff’s injuries was fully submitted to the jury which, as heretofore stated, awarded him $50,000 as damages. He considers the award inadequate, and contends that it was induced by improper instructions, conduct of defendant’s counsel, and erroneous rulings on evidence. Aside from charges that he was “overreached” by “misrepresentation, deceit and perjury,” that there was subornation of perjury, perpetration of fraud upon the court and counsel, and that defendant’s attorney reneged in a pretrial settlement — charges that will be considered later — the principal ground urged for reversal is that the court erred in instructing the jury. Counsel especially stresses wliat he considers the error of defendant’s instruction No. 17, which reads as follows:

The defendant in this case filed an answer to both counts of the plaintiff’s complaint. The defendant denies that it or any of its agents or employees were guilty of any acts of negligence. In answer to Count I the defendant admits that the plaintiff was injured but denies the extent of the injuries claimed.

Furthermore, the defendant states that the plaintiff was not in the exercise of due care and caution for his own safety at the time of and immediately prior to the occurrence and the defendant further states that the plaintiff was careless and negligent in the following respects:

Failed to keep a lookout in the direction in Avhich the train was proceeding;
Failed to use a tail hose as provided and required by the rules in the Bicknell District.
Failed to operate the air brake in time to stop the train before it collided Avith a dirt embankment.
As to Count II the defendant further denies that it violated the Federal Safety Appliance Act and denies that the air brake in question failed to operate efficiently.

The trial commenced on October 30, 1957, upon Count I, based on the Federal Employers’ Liability Act. On November 1, 1957, plaintiff filed an amendment consisting of an additional count based upon violation of the Federal Safety Appliance Act. When instruction No. 17 was given and the case submitted to the jury, the only answer on file was defendant’s general denial, and plaintiff contends it Avas prejudicial error to give the instruction outlining the issues in the case and stating that defendant had filed an answer to both counts of plaintiff’s complaint, notAAdthstanding the fact that no answer was filed to the amended complaint until November 13, 1957, more than a week after tbe trial had been concluded. It is urged by plaintiff tbat since tbe instruction was not based on any pleading on file during trial, tbe judgment should be reversed.

It appears tbat on November 4, 1957, at tbe close of all tbe evidence, a conference was bad in chambers, settling tbe instructions in tbe case. In tbe course of tbat conference, defendant’s counsel indicated tbat be desired to file an amended answer to tbe amended complaint, as well as an accompanying instruction.

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Bluebook (online)
163 N.E.2d 728, 23 Ill. App. 2d 507, Counsel Stack Legal Research, https://law.counselstack.com/opinion/pinkstaff-v-the-pennsylvania-r-co-illappct-1960.