ST. LOUIS-SAN FRANCISCO RAILWAY COMPANY v. McBride

376 P.2d 214
CourtSupreme Court of Oklahoma
DecidedMarch 13, 1962
Docket38918
StatusPublished
Cited by6 cases

This text of 376 P.2d 214 (ST. LOUIS-SAN FRANCISCO RAILWAY COMPANY v. McBride) is published on Counsel Stack Legal Research, covering Supreme Court of Oklahoma primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
ST. LOUIS-SAN FRANCISCO RAILWAY COMPANY v. McBride, 376 P.2d 214 (Okla. 1962).

Opinion

BLACKBIRD, Vice Chief Justice.

On May 9, 19S6, defendant in error, a switchman for plaintiff in error, slipped off one of its boxcar’s steel ladders, while the car was moving in the Tulsa railroad yards, and injured his left arm and wrist. After being treated for the injuries he returned to his regular job on July 3rd, 1956.

As plaintiff, he thereafter, in October of that year, instituted the present action under the Act of Congress of March 2, 1893 (27 Stat. 531), commonly known as the Safety Appliance Act, 45 U.S.C.A. § 1 et seq., to recover damages, on account of said injury, against plaintiff in error, as defendant. The recovery he sought was for * * * loss of earnings, past and future pain and suffering, embarrassment and humiliation, past and future, in the amount of $50,000.00.”

The parties will hereinafter be referred to as they appeared in the trial court.

After one mistrial, and a trial nullified by a subsequent order for a new trial, the cause came on for its latest trial in April, 1959. There it was established that plaintiff’s fall occurred after the switching crew, of which he was a member, had, in the process of moving several other freight cars from track No. 22 (on which they had been left in the Tulsa yards) to “rip” or “repair” track No. 3, for repairs, received orders to move a boxcar standing on track No. 12. The last car in the string of cars, the switching engine was pushing at the time the coupling with a Frisco boxcar (already standing on the rip track) was attempted, was a “T. N. & O.” car from the end of which plaintiff was signaling directions, for the switching operations, to the engineer several cars behind. As the switching train approached the Frisco boxcar, plaintiff jumped off the T. N. & O. car and ran along the right side of the track, between it and the Frisco car, until the two cars came together. When the train collided with the Frisco car, the T. N. & O. car’s qoupler did not engage or couple with the Frisco car’s coupler, and the latter started rolling. In an effort to stop it, plaintiff ran across the track between the two cars, and started ascending the steel ladder on the left side of the Frisco car to reach its roof, in order to set its brakes. It was then that he slipped off the rungs of the car’s ladder and fell to the ground on his left arm, suffering the alleged injury.

One of the principal questions at the trial, and here, is whether or not the failure of the two cars to couple evidenced a violation by defendant of section 2 of the Safety Appliance Act, supra, 45 U.S.C.A. § 2, which reads as follows:

“It shall be unlawful for any common carrier engaged in interstate commerce by railroad to haul or permit to be hauled or used on its line any car used in moving interstate traffic not equipped with couplers coupling automatically by impact, or which can be uncoupled without the necessity of men going between the ends of the cars.” (Emphasis ours.)

Among the instructions which defendant, at the close of the evidence, requested the court to give the jury, was one directing a verdict for it. After the court’s refusal to give such an instruction, submission of the cause to the jury resulted in a verdict for plaintiff in the sum of $21,000.00; and judgment was entered accordingly. After its motion for a new trial was overruled, defendant perfected the present appeal.

Under the first two propositions defendant urges for reversal it contends that the trial court erred in its refusal to grant defendant’s request for a directed verdict, because of the absence of proof of defendant’s violation of the Safety Appliance Act, supra. Under its Proposition I, defendant contends that the Frisco car was not being “used on its line”, within the meaning of the above-quoted Act.

Although, in defendant’s initial brief, its Tulsa yards are characterized as a “repair point”, it admits, in its reply brief, that the above-quoted Act covers cars being *217 switched from one track to another in such yards, until they are “ * • * * segregated on the bad order track at the repair point for the sole purpose of repair, * * * ”. They take the position, however, that all of the cars involved in the above-described switching movement, (including the Frisco and T. N. & O. cars) had been “withdrawn from commerce” and segregated, for the purpose of repair, at the time of the accident; and, as evidencing this, represent its car foreman, Mr. Sartere, as having testified “ * * * positively (that) * * * all the cars in the movement were bad order.”

We cannot agree that the evidence, as a whole, creates no issue of fact as to whether the purpose of the above-described switching operation was merely to move “bad ordered” cars after they had been “ * * * segregated * * * for the * * * purpose of repair * * * ” — as distinguished from the use of cars on defendant’s “line * * * in moving interstate traffic * * * ”. We think plaintiff’s testimony might reasonably be interpreted as inferring that, even though the T. N. & O. car may have temporarily been on a track often used as a segregation point for cars to be repaired, it was still in transit, or “commerce”, and had not yet been segregated, for the purpose of repairs. Defendant elicited testimony from Mr. Sartere and from Mr. Akins, the engine foreman in charge of the switching crew of which plaintiff was a member, to the effect that on May 9th, after plaintiff’s injury, the Frisco boxcar was coupled to the train, and segregated with the other “bad .ordered” cars on “rip” track No. 3, where it was inspected early the next morning. However, defendant produced no evidence which directly contradicted plaintiff’s testimony from which it might have reasonably inferred that the aforementioned “merchandise” car had been left on track No. 12 temporarily, and was slated for removal to “a separate place” (not a rip track), and was “interstate traffic”. Consequently, whether, at the time of the coupling failure, the Frisco and T. N. & O. cars were being used on defendant’s “line * * * in moving interstate traffic * * * ” was — even under dSfendant’s construction of section 2, supra — a question to be resolved by the jury’s interpretation and weighing of the evidence. Nor is this conclusion affected by the possible inference from some of defense counsel’s argument, that, if the purpose of hooking the merchandise car onto the switching train, was to move that car to some place other than a “rip” track, such purpose was purely “incidental” to the main purpose of the switching movement, which was to take “bad ordered” cars to “rip”, or “repair”, tracks.

In the argument under defendant’s' Proposition II, it contends that: “Before there can be a violation of (the) Safety Act (supra) it must appear that * * * ” the coupler was “ * * * being properly used.” Defendant’s position that the coupler involved here was not properly used is based primarily upon a portion of a deposition obtained from plaintiff at some time before, and about which he was interrogated at, the trial. Apparently dealing with the speed at which the switching train approached the Frisco car for coupling with it, the questions propounded to plaintiff, together with his answers, were as follows:

“Q.

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Bluebook (online)
376 P.2d 214, Counsel Stack Legal Research, https://law.counselstack.com/opinion/st-louis-san-francisco-railway-company-v-mcbride-okla-1962.