Chicago City Railway Co. v. Shreve

128 Ill. App. 462, 1906 Ill. App. LEXIS 179
CourtAppellate Court of Illinois
DecidedOctober 8, 1906
DocketGen. No. 12,704
StatusPublished
Cited by5 cases

This text of 128 Ill. App. 462 (Chicago City Railway Co. v. Shreve) 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
Chicago City Railway Co. v. Shreve, 128 Ill. App. 462, 1906 Ill. App. LEXIS 179 (Ill. Ct. App. 1906).

Opinion

Mr. Justice Holdom

delivered the opinion of the court.

We deem it unnecessary, as serving no good purpose, to review all the numerous assignments of error alleged upon this record, and in this opinion will confine the exposition of our views within the lines of law and fact which must control our decision.

Appellee being a passenger upon the ear of appellant, it owed her the duty under the law to do all that human care, vigilance and foresight could reasonably do under the circumstances and the mode of conveyance in use to carry her in safety, and its duty in this regard was not discharged until she had safely alighted from the car, providing always that she was in the exercise of ordinary care for her own safety and that no negligent act of hers contributed proximately to the injury complained of. Frink v. Potter, 17 Ill. 406; Chicago City Ry. Co. v. Morse, 98 Ill. App. 662, affirmed in 197 Ill. 327; Kane v. Cicero & Proviso Elec. Ry. Co., 100 Ill. App. 181.

This was the measure of appellant’s duty. Was it negligently regardless of any act encompassed within such duty, which constituted the proximate cause of the accident in which appellee claims to have been injured? In order to determine the duty of appellant, the conditions environing the place of the accident at, and prior to the time of its happening, must be examined. It is charged in the declaration and demonstrated by the proofs unchallenged, that appellant for many years prior to August 19, 1901, the day of the accident, had controlled and operated an electric line of street cars running north and south on Clark street in Chicago; that the west rail of its south-bound track between Thirteenth and Fourteenth streets was within two or three feet of a high brick wall which separated Clark street from the tracks of the Lake Shore & Michigan Southern and other railroads; that to the west of these tracks was an arm of the ChicagQ river used as docks for water craft engaged in navigating the Great Lakes, where cargoes were landed, and that in this separating wall was a break or opening at the point of the accident, the road leading through this break to and from the docks to the west being planked. There was a sliding gate at the opening, which appellant contends was closed, and across which was a sign to the effect that the entrance was for “Fire Engines only;” but appellee contends that on the contrary the gate was seldom closed and across it there was no notice. Through this opening teams and wagons were constantly driven, carrying loads to and from the vessels docked at the west of the railroad tracks.

The motorman in charge of the car admittedly passed and repassed this point, motoring a car, daily for several years prior to the occurrence in dispute. If this opening in the wall was constantly used as the entrance of a roadway to the docks to the west of the railroad tracks by teams and wagons there, from the fact that the tracks used by the south-bound ears were so close to this wall and opening, that it was impossible for a motorman to discern any vehicular traffic emerging from such opening in the wall, until the horses’ heads were exposed to view by passing through that opening, it is plainly evident that it was a highly dangerous place, exposed, unprotected and unguarded to accidents happening by cars coming into collision with vehicles passing out of such opening and crossing appellant’s tracks on their way from the docks to the highway in Clark street, and this condition, if it existed as claimed, cast upon appellant in the exercise of ordinary care in the operation of its south-bound cars, the duty of using some practicable measure to guard against the dangers thus apparent and of the existence of which it had actual or constructive notice. On the other hand, if the opening was closed with a sliding gate, which was kept closed, and had a warning notice restricting its use for the passage of “Fire Engines only,” and the opening and roadway west of it was not in general use for vehicular traffic, then the duty of appellant would be restricted in accordance with the apparent necessities • of the condition thus presented.

The evidence in the record, credible and unchallenged, justified the jury in concluding that the contentions of appellee were established, that the road from the opening west was planked, that the vessels at the dock were reached by teams and wagons as testified by several teamsters who constantly drove their loaded vehicles through that opening, some day by day, and while so doing saw others likewise engaged. Such had been the errand of the colliding wagon at the time of the accident in controversy, the driver of which had many times before made the same journey with like equipment. The testimony of the motorman that he never saw a team with a wagon driven through that opening, is lame and impotent in the light of the affirmative testimony of eye-witnesses and participants to the contrary. The evidence of appellant’s witn'ess, the yardmaster of the Lake Shore & Michigan Southern Eailroad, instead of contradicting, tends to support appellee’s witnesses on this point, for while it is true he testified he did not see any regular teaming there, yet he admits he had seen grocery wagons driven in over the road through the opening, delivering goods to boats at the docks, and that he knew other vehicles than “fire engines” passed through that opening in the wall.

The ignorance of the motorman though long continued, as to the dangers apparent and surrounding the place of collision, cannot relieve appellant from its duty to protect the point of danger in the operation of its cars or free it from its responsibility to answer in damages for injuries occasioned by its neglect of this duty; neither can liability be avoided under the claim that appellant could not practically operate its cars if the speed of its cars were slackened at this point, for if the force of this contention were conceded, it does not follow that it would be necessary for the speed of every car to be slackened,-but only such cars as were approaching in the alignment of the opening at the time when traffic was seeking to cross the tracks of appellant. A watchman or some mechanical device could be provided to give notice in time to ward off danger. The contention is impotent as an excuse, for the law regards life and limb more highly than mere cost of operation, and besides, there is nothing in this record from which this court can say that protecting this point from the dangers there apparently imminent, could not be done with due regard to the practical operation of appellant’s cars.

We are satisfied from the evidence that the point of collision between the car of appellant and the wagon coming out of the opening in that wall was a point of danger, notice of which is chargeable to appellant, and consequently the duty rested upon appellant to take all measures necessary to guard that point against accidents from collision. Appellant was derelict in failing to take any precaution whatever to prevent collisions of its south-bound cars at this point with teams and wagons emerging through the opening in the wall, and such dereliction was negligence.

We hold that the averments of the declaration are sufficient to impute negligence to appellant in not protecting the place of the occurrence of the accident in question from the apparent danger of collisions to which, unprotected, it was exposed. Jennings v. Chicago City Ry., 157 Ill. 274; Chicago & Grand Trunk Ry. v. Carroll, 189 Ill. 273; West Chicago Street Ry. v. Petters, 196 Ill. 298.

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Bluebook (online)
128 Ill. App. 462, 1906 Ill. App. LEXIS 179, Counsel Stack Legal Research, https://law.counselstack.com/opinion/chicago-city-railway-co-v-shreve-illappct-1906.