Babcock v. Canadian Northern Railway Co.

136 N.W. 275, 117 Minn. 434, 1912 Minn. LEXIS 788
CourtSupreme Court of Minnesota
DecidedMay 10, 1912
DocketNos. 17,666—(239)
StatusPublished
Cited by18 cases

This text of 136 N.W. 275 (Babcock v. Canadian Northern 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
Babcock v. Canadian Northern Railway Co., 136 N.W. 275, 117 Minn. 434, 1912 Minn. LEXIS 788 (Mich. 1912).

Opinion

Philip E. Brown, J.

These eleven actions were brought to recover damages alleged to have been suffered by the plaintiffs in consequence of a fire claimed to have been set by one of the defendant’s locomotives on September 29, 1910. The cases were tried before one jury under stipulation that they should be tried as separate cases, all evidence admissible as to any one of them to be received and by the jury applied to the case to which it was applicable, and separate verdicts to be rendered. Plaintiffs had verdicts in all of the actions, motions were made in the alternative for judgment notwithstanding the verdict or for a new trial, but were denied, and this appeal was taken. The cases must be disposed of here as separate cases. The Babcock case involves some questions not common to any of the others, and likewise the Christensen, Hall, and Thomas Hanbury cases. All of the cases, however, involve the question of the origin of the fire.

1. The defendant strenuously contends that the evidence is insufficient to sustain the finding of the jury that the fire was set by it.

It appears without conflict that on September 29, 1910, shortly after one o’clock in the afternoon, 'a fire was discovered on the north side of the defendant’s right of way, nearly midway between the stations of Williams and Cedar Spur, in Beltrami county; that the distance between these stations was about two and one-half miles, the former being west of the latter, and the track between them was straight; that there was no wagon road directly connecting these stations, and that persons walking from one to the other customarily walked along the railroad track; that the summer and early fall of 1910 were very dry, and that the right of way on the north side of the track, near where the fire started, was incumbered with dry grass and other combustible material; that during the said summer and fall fires were burning in numerous directions from such point, and the country for many miles in all directions was timber land, consisting of cedar and tamarack, most of which had been cut over and the slashing of dead timbers left lying on the ground; that most of this country had been homesteaded, and many of the settlers had been fighting fires throughout the said summer and fall, and that some [437]*437of these fires were burning at the time the fire in question started, none of them, however, being near; that at the time such fire started-a hard wind was blowing from the south, or a little to the west of south; and that the defendant’s locomotives were equipped with spark arresters to prevent the escape of sparks and fire. It was conceded by the defendant’s counsel on thé oral argument in this court that the fire in question, after it started as aforesaid, spread to the lands of the several plaintiffs herein, and burned or injured the property described in their several complaints.

In addition to the foregoing undisputed facts, there was evidence in the case which, if believed, would have warranted the jury in finding the following facts: That on September 29, 1910, at about one o’clock, p. m., an east-bound freight train, owned and operated by the defendant, consisting of a locomotive and forty loaded ears, stopped at Williams and then proceeded east, working heavily, and between Williams and Cedar Spur emitted large quantities of smoke, and about three-quarters of a mile from Cedar Spur the locomotive was working; that the track between these stations is nearly level, except for a slight upgrade, for some distance to the east of Williams; that at about the time the said train started east from Williams no person was seen at or near the point where the fire in question started, though a person at either of these stations could see to the other station and beyond, and there were persons in a position to have seen anyone who might have been at such point at such time; that, notwithstanding that there were persons who could have seen from one of these stations to the other at the time such fire started, no smoke or other evidence of fire was seen at such point until after the passage of the said train, and that the engineer in charge of the train saw no fire at or near such point, though it was his duty to report any fire seen by him on the right of way; that about seven minutes after the train passed the point where the fire started smoke was seen at such point, and that seven minutes later fire was discovered at such point, on the north side of the defendant’s right of way, burning along both sides of the fence on such right of way, north of the track, about one hundred feet having burned along such fence when the fire was so discovered.

[438]*438There was also evidence, given on behalf of the defendant, tending to show that its locomotive in question was properly constructed to prevent the escape of fire, that it had been duly inspected, and that the best quality of coal was used; and there was no evidence that sparks or fire were seen escaping from such locomotive at the point where the fire started.

In Karsen v. Milwaukee & St. Paul Ry. Co. 29 Minn. 12, 11 N. W. 122, Justice Mitchell, in disposing of a contention that there was no evidence that the fire which caused the injury was set by the defendant’s locomotive, said [at page 13] : “The evidence tended to show that the fire started in the grass near and to the leeward of defendant’s track a few minutes after a train had passed; that there was quite a stiff breeze; that there was no person, and no other fire than that of the passing engine, in the vicinity at the time. It being a matter of common knowledge that engines do emit sparks which start fires in this way, and there being no other apparent probable explanation of the origin of the fire, we think these facts rendered it highly probable that this fire was set from the passing engine, and fully warranted the jury in so finding.”

The rule thus announced was followed and applied against the defendant’s contention in Sibley v. Northern Pac. R. Co. 32 Minn. 526, 21 N. W. 732; Dean v. Chicago, M. & St. P. R. Co. 39 Minn. 413, 40 N. W. 270, 12 Am. St. 659; Hoffman v. Chicago, M. & St. P. R. Co. 40 Minn. 60, 41 N. W. 301, and McClellan v. St. Paul, M. & M. Ry. Co. 58 Minn. 104, 59 N. W. 978, and is, we think, so well established that it cannot now be questioned, notwithstanding the consequence of its application flowing from the provisions of Laws 1909, p. 454, c. 378 [R. L. Supp. 1909, § 2041], to the effect that the liability of the railroad company becomes absolute upon proof that it set the fire. The defendant contends that in view of this statute, which virtually makes the railroad company an insurer against damages caused by fires set by its trains, the plaintiff now must establish the origin of the fire by stronger proof than has heretofore been required. But the plaintiff has always had the burden of establishing a state of facts from which the jury might reasonably [439]*439infer that a fire starting on or near a railroad right of way and tracks was started by a train or some other agency for which the defendant is responsible; and the statute referred to does not change this rule. It neither diminishes nor increases the plaintiff’s burden in the matter of proof so far as the origin of the fire is concerned.

The defendant cites Minneapolis S. & D. Co. v. Great Northern Ry. Co. 83 Minn. 370, 86 N. W. 451, a case involving the destruction of urban property; but that case is clearly distinguishable from the cases above cited and the one at bar, as is apparent from the language used at page 375 [86 N. W.

Free access — add to your briefcase to read the full text and ask questions with AI

Related

Peterson v. Brown
457 N.W.2d 745 (Court of Appeals of Minnesota, 1990)
American Automobile Ins. v. Albert
102 F. Supp. 542 (D. Minnesota, 1952)
Yearwood Ex Rel. American Ins. Co. of Newark, N. J. v. Louisville & N. R.
222 S.W.2d 33 (Court of Appeals of Tennessee, 1949)
Pettit Grain & Potato Co. v. Northern Pacific Railway Co.
35 N.W.2d 127 (Supreme Court of Minnesota, 1948)
Tennessee Cent. Ry. Co. v. McCowan Et Ux.
188 S.W.2d 931 (Court of Appeals of Tennessee, 1945)
Carter Wood Specialty Co. v. Drug & Store Fixtures, Inc.
50 N.E.2d 188 (Ohio Court of Appeals, 1942)
Dumbeck v. Chicago Great Western Railroad
225 N.W. 111 (Supreme Court of Minnesota, 1929)
Central State Bank v. Royal Indemnity Co.
210 N.W. 66 (Supreme Court of Minnesota, 1926)
Potter v. Great Northern Railway Co.
204 N.W. 928 (Supreme Court of Minnesota, 1925)
Carr v. Davis
199 N.W. 237 (Supreme Court of Minnesota, 1924)
Nelson v. Chicago, B. & Q. Ry. Co.
197 N.W. 288 (South Dakota Supreme Court, 1924)
Taylor v. Sommers Bros. Match
204 P. 472 (Idaho Supreme Court, 1922)
Anderson v. Minneapolis, St. Paul & Sault Ste. Marie Railway Co.
179 N.W. 45 (Supreme Court of Minnesota, 1920)
Maryland Casualty Co. v. Cherryvale Gas, Light & Power Co.
99 Kan. 563 (Supreme Court of Kansas, 1917)
McGilvra v. Minneapolis, St. Paul, & Sault Ste. Marie Railway Co.
159 N.W. 854 (North Dakota Supreme Court, 1916)
Behrens v. Kruse
155 N.W. 1065 (Supreme Court of Minnesota, 1916)
Deason v. Alabama Great Southern Ry. Co.
65 So. 172 (Supreme Court of Alabama, 1914)
Canadian Northern Ry. Co. v. Olson
201 F. 859 (Eighth Circuit, 1912)

Cite This Page — Counsel Stack

Bluebook (online)
136 N.W. 275, 117 Minn. 434, 1912 Minn. LEXIS 788, Counsel Stack Legal Research, https://law.counselstack.com/opinion/babcock-v-canadian-northern-railway-co-minn-1912.