Sullivan v. Minneapolis, St. Paul & Sault Ste. Marie Railway Co.

213 N.W. 841, 55 N.D. 353, 1927 N.D. LEXIS 44
CourtNorth Dakota Supreme Court
DecidedApril 27, 1927
StatusPublished
Cited by2 cases

This text of 213 N.W. 841 (Sullivan v. Minneapolis, St. Paul & Sault Ste. Marie Railway Co.) is published on Counsel Stack Legal Research, covering North Dakota Supreme Court primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Sullivan v. Minneapolis, St. Paul & Sault Ste. Marie Railway Co., 213 N.W. 841, 55 N.D. 353, 1927 N.D. LEXIS 44 (N.D. 1927).

Opinion

*357 Birdzell, Ch. J.

This is an appeal from a judgment and from an order denying the defendant’s motion for judgment non obstante or for a new trial in an action to recover damages for personal injuries. The action is brought under the Federal Employers’ Liability Act. The facts are that in May, 1925, one of the defendant’s work trains was engaged in unloading steel rails in the vicinity of Donnybrook, North Dakota. On May 5th these operations were in progress west of this station. At this time the plaintiff was a member of a section crew at Carpió, a station nine miles east of Donnybrook. This section crew was engaged assisting in the unloading operations. At approximately eight o’clock in the morning of May 5th the plaintiff, together with one Abrahamson, the section foreman, and two other men employed as section men, left Carpió on a gasoline speeder, going west to participate in the unloading operations west of Donnybrook. The plaintiff was stationed upon the forward right side of the speeder, Abrahamson, the section foreman who ran the speeder, was stationed back of him and to the left. The other two men were at the rear and facing east. Before leaving Carpió the foreman had cautioned the men (whether in the presence of the plaintiff or not is in dispute) to look out for trains from behind. After passing the depot in Donnybrook and while going at a rate of speed from fifteen to twenty miles per hour, the speeder upon which the section men were riding approached an open main line switch, where it was derailed and the plaintiff thrown in such manner as to receive certain injuries. The switch had been left open by the crew of the work train as that train had pulled out from the siding and gone west sometime before. The switch target was turned in such a manner as to indicate that the switch was open, but this was evidently unnoticed by the plaintiff and by the section foreman as the speeder approached. The conductor of the work train accounts for the switch being left open by saying that the switch was in use, as his orders would require him to again back in on the siding to' clear the main track for an approaching train before any other train would have occasion to use the main track at the point where the-switch was located.

After the accident the plaintiff was immediately taken to Carpió where he received medical attention from Dr. McCartney. There was an open wound several inches long near his left ankle and he was otherwise bruised and injured.1 About three days afterward he was taken *358 to Minot, where he went to a hospital for further treatment under the care of Dr. McCannell. He remained at the hospital until May 25th, when Dr. McCannell discharged him and remitted him to the care of Dr. McCartney of Carpió.

The specifications of error present to this court for decision the qxiestions of the assumption of the risk, of contributory negligence, of the sufficiency of the evidence as to the nature and results of the injury as bearing upon the amount of damages, of the propriety of certain rulings on evidence, including the exhibition of the plaintiff’s person to the jury, and the manner of submitting the case fox a special verdict.

The argument that the plaintiff assumed the risk and that he was contributorily negligent is based largely upon the premise that men employed in the capacity in which the plaintiff was employed, while engaged in going to and from work upon speeders supplied by the railroad company, are charged with responsibility for their own safety. It is said that the rules of the company governing the operation of railway trains upon the tracks are necessarily made with a view to the safe operation of trains and not with the view of rendering the track safe for the operation of speeders conveying employees; that the leaving of the switch open for the convenience of the crew of the work train in running into the clear under orders for the protection of other trains using the main track was not negligence as to the plaintiff because no duty was owing to him in that connection, and that any danger of running into an open switch in the manner described is a risk incident to the employment and necessarily assumed by the plaintiff. The argument in support of contributory negligence charges the plaintiff with lack of due care for his own safety in failing to observe the condition of the target or the switch and, hence, to avoid the accident.

The section, crew with which the plaintiff was working at the time of the accident had been employed on the job in question for some days With the knowledge of the conductor who operated the work train. The rules of the company, which are in evidence, specifically require that main track switches must be kept locked when not in use; that they must be left in proper position after having been used, and that conductors are responsible for the position of the switches used by them and their train men, except where switch tenders are stationed. (Rule *359 104.) The conductor testified that in cases where they were working they usually left a switch open if they were using it; that they were using this switch at the time in question; that he had never received any written instructions that he could leave switches open; that he first left the switch open about 7:45; that it was left open about two hours; that he had no recollection of having left that particular switch open before; that on other occasions the brakeman had closed it; that he told the brakeman not to close it on the morning in question and that was the only time he had ever told him not to close it; that the place where the men were working with the train while the switch was open was about a mile and a quarter or a mile and a half west; and that the handling of a switch in going in and out of a siding, while working in the manner described, is left to the judgment of the conductor. In view of the distance that the work train went from the switch in question after going from the passing track on to the main track, of the requirement of the company’s rule 104 with reference to keeping main line switches closed, of the length of time the switch would be left open before the work train would be required to back into the clear, and of the knowledge the conductor had that the section crew in question would have occasion to pass that way in coming to work on a speeder, we are of the opinion that the evidence presents an issue of fact on the question of negligence. Thus, while an employee may be held to have assumed the ordinary risks of his employment, this assumption does npt extend to acts of negligence on the part of other employees which are directly responsible for an injury.

The language of this court in Miller v. Minneapolis, St. P. & S. Ste. M. R. Co. 50 N. D. 206, 195 N. W. 33, at page 215 of the official report and page 36 of the Northwestern Report, is applicable here:

“And, of course, the plaintiff did not assume the risks of any injury caused by the negligence of a fellow servant, for while it is true the Federal Employers’ Liability Act did not abolish the doctrine of assumption of risk (Seaboard Air Line R. Co. v. Moore, 228 U. S. 433, 57 L. ed. 907, 33 Sup. Ct. Rep. 580; Seaboard Air Line R. Co. v. Horton, 233 U. S. 492, 58 L. ed. 1062, L.R.A.1915C, 1, 34 Sup. Ct. Rep. 635, Ann. Cas.

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213 N.W. 841, 55 N.D. 353, 1927 N.D. LEXIS 44, Counsel Stack Legal Research, https://law.counselstack.com/opinion/sullivan-v-minneapolis-st-paul-sault-ste-marie-railway-co-nd-1927.