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

204 N.W. 552, 163 Minn. 460, 1925 Minn. LEXIS 1294
CourtSupreme Court of Minnesota
DecidedJune 19, 1925
DocketNo. 24,470
StatusPublished
Cited by1 cases

This text of 204 N.W. 552 (Schendel v. Chicago, Rock Island & Pacific Railway Co.) is published on Counsel Stack Legal Research, covering Supreme Court of Minnesota primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Schendel v. Chicago, Rock Island & Pacific Railway Co., 204 N.W. 552, 163 Minn. 460, 1925 Minn. LEXIS 1294 (Mich. 1925).

Opinion

Dibell, J.

Action under the Federal Employers Liability Act to recover for the death of Clarence Y. Hope, plaintiff’s intestate, an employe of the defendant. There was a verdict for the plaintiff. The defendant’s motion for judgment notwithstanding the verdict or a new trial was denied. The defendant appeals from the judgment entered upon the verdict.

The decedent’s death occurred in Iowa in a rear-end collision between a through passenger train and an engine and. caboose upon which the deceased and other members of the crew were going home to dinner after hauling state and interstate cars from the coal mines to the defendant’s main line. The accident was caused by the fault of the train dispatcher in letting the engine and caboose onto the main line in front of the coming passenger train. The defendant concedes negligence.

The questions are:

(1) Whether the evidence sustains the finding of the jury that the deceased was employed in interstate commerce.

(2) Whether proceedings taken in Iowa under its compensation act, upon the initiative of the defendant, after the commencement of this action, resulting in an award to the widow of the decedent, bars a recovery upon the ground that it was there determined that the deceased was engaged in intrastate commerce.

(3) Whether there is such identity of parties • as to make the finding that the decedent was employed in intrastate commerce available as an estoppel.

(4) Whether the action may be maintained by a special administrator.

(5) Whether the verdict is excessive.

The decedent, Clarence Y. Hope, was the conductor of a train engaged in hauling cars from coal mines in Iowa to Pershing on the defendant’s main line 10 miles away. He and the rest of the crew lived at Chariton on the main line southerly of Pershing. On the morning of February 4,1923, the plaintiff and his crew left Chariton, went to Pershing, and commenced the work of hauling the loaded [463]*463cars of coal from the mines to the Pershing yards. The first drag was of 11 cars of which two were interstate. The second drag was of 10 cars, all intrastate. Under the directions of Hope the second drag was shoved against the first on a sidetrack and the brakes set on the two interstate cars and one other. Apparently this was done to convenience the work yet remaining. This work was the last which the crew did in the physical movement of the two interstate cars, or in the transportation of any coal cars. The hauling of interstate cars from the mines to the Pershing yards was a movement in interstate commerce. Philadelphia & R. Ry. Co. v. Hancock, 253 U. S, 284, 40 Sup. Ct. 512, 64 L. ed. 907, and cases cited.

Immediately after setting the brakes the engine was coupled to the caboose and the crew started to Chariton for dinner. The collision occurred within the Pershing yard limits. The facts bring the case fairly within those holding the employe within the provision of the act when going to or returning from his place of work. Erie R. Co. v. Winfield, 244 U. S. 170, 173, 37 Sup. Ct. 556, 61 L. ed. 1057, Ann. Cas. 1918B, 662; North Carolina R. Co. v. Zachary, 232 U. S. 248, 260, 34 Sup. Ct. 305, 58 L. ed. 591, Ann. Cas. 1914C, 159; Director General v. Bennett (C. C. A.) 268 F. 767; Erie R. Co. v. Downs, 250 F. 415, 162 C. C. A. 485; Dennison v. Payne, 293 F. 333, where the facts are similar to those in the case at bar. The case of Erie R. Co. v. Welsh, 242 U. S. 303, 37 Sup. Ct. 116, 61 L. ed. 319, where the work of the employe was finished and he was reporting for orders, is distinguishable. In the Winfield case the court said:

“In leaving the carrier’s yard at the close of his day’s work the deceased was but discharging a duty of his employment. * * * Like his trip through the yard to his engine in the morning,, it was a necessary incident of his day’s work and partook of the character of that work as a whole, for it was no more an incident of one part than of another. His day’s work was in both interstate and intrastate commerce, and so when he was leaving the yard at the time of the injury his employment was in both. That he was employed in interstate commerce is therefore plain, and that his employment [464]*464also extended to intrastate commerce is for present purposes of no importance.”

When the crew left Pershing for Chariton it intended returning in the afternoon to complete the unfinished work of hauling the coal cars from the mines to the Pershing yards; and if it had done so it would have moved interstate and intrastate cars as occasion required. No further orders to do the work were necessary; though to use the main line in returning to Pershing running orders from the train dispatcher would have been necessary. The crew intended taking water for the engine at Chariton. It could not be had at the mines or at Pershing. The intended return in the afternoon and the necessity of getting water at Chariton are urged by the plaintiff as facts of consequence. Facts somewhat like these were held not important in Dennison v. Payne, 293 F. 333, and cases are cited there in support of that view. There may be distinguishing facts in the cases cited. We do not stop to analyze or consider them; but it is proper to note that the crew were intending to return and to some extent this may characterize their work at the.time. Baltimore & O. R. Co. v. Hast (C. C. A.) 299 F. 419. It was not reporting to Chariton for orders. There was unfinished work at the mines which would have been done without further direction except for the collision.

There is another feature to which the plaintiff attaches importance. At the mines the conductor received manifests showing the destination of the cars. From Pershing he telephoned to the operator at Williamson, a few miles northerly of Pershing, the information which they contained, and the operator made bills of lading for the conductors who later picked up the cars at Pershing and continued them on their interstate or intrastate journey. It was the duty of the decedent afterward to give the manifests to the operator at Williamson or mail them to him from Chariton. Mailing seems to have been the usual way of doing. The operator checked his shipping bills with the manifests; and the manifests were then filed . as a part of the company’s records. Hope, on the day of the accident, telephoned as usual the information from Pershing to the oper[465]*465ator at Williamson. The manifests were in his custody In the train-book in the caboose at the time of the collision. The fair inference is that they were burned in the fire which followed. If he had reached Chariton, the decedent, in the usual course, would have mailed them to Williamson on the evening train; and to this extent his duties as to the interstate and intrastate cars hauled from the mines to the Pershing yards were unfinished at the time of his death.

The work which the deceased was doing was so much connected with interstate commerce, so much a part of it, that the question whether he was employed in interstate commerce was at the least one for the jury.

The question next for- consideration is whether the award in the compensation proceeding is a bar.

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Related

Schendell v. C.R.I. P. Ry. Co.
204 N.W. 552 (Supreme Court of Minnesota, 1925)

Cite This Page — Counsel Stack

Bluebook (online)
204 N.W. 552, 163 Minn. 460, 1925 Minn. LEXIS 1294, Counsel Stack Legal Research, https://law.counselstack.com/opinion/schendel-v-chicago-rock-island-pacific-railway-co-minn-1925.