Collins v. Shishido

405 P.2d 323, 48 Haw. 411, 1965 Haw. LEXIS 40
CourtHawaii Supreme Court
DecidedJune 30, 1965
Docket4294
StatusPublished
Cited by13 cases

This text of 405 P.2d 323 (Collins v. Shishido) is published on Counsel Stack Legal Research, covering Hawaii Supreme Court primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Collins v. Shishido, 405 P.2d 323, 48 Haw. 411, 1965 Haw. LEXIS 40 (haw 1965).

Opinions

[412]*412OPINION OF THE COURT BY

CASSIDY, J.

This is an appeal by plaintiff from a judgment entered on a verdict returned for the defendant after an extended trial of an action for personal injuries and property damage sustained by plaintiff in a collision between an automobile driven by plaintiff and a pickup truck belonging to the defendant, which truck was being operated in the course of defendant’s business by one of defendant’s employees, Gerald Kalua.

The collision occurred about 3:30 p.m. on April 30, 1957, at the T-intersection of Atkinson Drive with Kapiolani Boulevard in Honolulu. Plaintiff was traveling Ewa (west) on Kapiolani Boulevard and had brought his automobile to a stop in the mauka (north) lane within a few feet of the prolongation of the Waikiki (east) curb of Atkinson Drive, when it was struck in the rear by defendant’s truck. It was plaintiff’s testimony that he had been at a stop for approximately fifteen seconds before his automobile was struck. He said he made a normal stop behind a police pickup truck which had stopped in the intersection and that when the police truck pulled away he noticed a person standing on the sidewalk with a “No Left Turn” traffic sign in his hands. Plaintiff said he [413]*413signaled, the person to cross in front of his automobile, but did not see what happened to him because “the impact occurred so fast.”

Kalua was called as a witness for the plaintiff. It appears beyond any doubt from his testimony that the brakes of defendant’s truck were not functioning properly. Kalua said that the brakes of the truck had been skipping and that it was necessary for him to puinp the brake pedal to make them operate. He had discovered the condition of the brakes earlier in the afternoon but thought he could operate the truck safely by not traveling as fast as usual and by being extra careful. On cross-examination Kalua testified that he was proceeding from the St. Louis School area and that he was able to make all necessary stops, including some on downhill stretches. The last stop he made was at the intersection of Kapiolani Boulevard and Kalakaua Avenue, which is several hundred feet from the point of the collision. It was his testimony that after he proceeded from the stop at Kalakaua. Avenue he shifted from low to second gear; that just before the collision he was traveling in second gear at from 20-25 miles an hour; that when he was about three car lengths away from plaintiff’s automobile it slowed down and then stopped; and that his truck crashed into the automobile because the condition of his brakes prevented him from stopping the truck in time. Kalua testified that as he tried to brake the truck he saw a person jump to the curb from in front of the plaintiff’s automobile. It may be inferred from Kalua’s testimony that one of the reasons for the collision was that plaintiff had stopped his car suddenly. It can be deduced from plaintiff’s own testimony that he did not make a hand signal before or while stopping his car. In this connection plaintiff testified, without particularizing as to' type or size, that his automobile was equipped Avith tail lights Avhieh showed red Avhen the brakes Avere applied.

[414]*414The only regulations in evidence respecting signaling were subparagraphs a and f of Paragraph 7, Section VIII, of the Honolulu Traffic Code, reading as follows:

“7. Signals on starting, stopping and turning.
a. The driver of any vehicle upon a public highway before starting, turning or stopping such vehicle shall first see that such movement or cessation of movement can be made in safety; then if any pedestrian may be affected by such movement, the driver shall give a clearly audible signal by sounding a horn or other warning device, and whenever the operation of any other vehicle may be affected by this movement, the driver shall give a signal plainly visible to the driver of such other vehicle of the intention to mate such movement.
******
f. All signals herein required given by hand and arm shall be given from the left side of the standard vehicle and from the right side of a right-hand driven vehicle in the following manner and such signals shall indicate as follows:
(1) From a standard left-hand driven vehicle
(a) Left turn — Hand and arm extended horizontally.
(b) Right turn — Hand and arm extended upward, and beyond the left side of. the vehicle.
(c) Stop or decrease speed — Hand and arm extended downward, beyond the left side . of the vehicle, palm of hand to rear.”

Plaintiff’s first specification of error is predicated on the court’s refusal to give his Requested Instruction No. 19, reading as follows:

“You are instructed that a motorist has a right to follow another motorist at a reasonable and safe dis[415]*415tance. However, lie must govern Ms speed or keep back a reasonably safe distance so as to provide for the contingency of a car in front suddenly stopping, maintaining a proper lookout for the car immediately preceding him and so that he can stop or otherwise avoid a collision. The driver of the car following behind another under circumstances such that he should anticipate the possibility of obstruction or trouble of some sort, should have his car under such control or proceed at such a rate of speed that he can stop at once if the car in front stops.”

The first sentence of the requested instruction adds nothing that was not otherwise given to the jury in the court’s charge, particularly by the inclusion in the charge of Plaintiff’s Requested Instruction No. 18 which informed the jury an applicable ordinance required that, “The driver of a motor vehicle shall not . follow another vehicle more closely than is reasonable and prudent, having due regard for the speed of such vehicle and the traffic upon and the condition of the highway.” The remainder of the proffered instruction places the duty on a trailing driver to operate his vehicle in such a manner that he “can stop at once” or otherwise avoid a collision if the car in front stops. The ability to stop instantly under any and all circumstances is not a necessary part of having an automobile under control. Carruthers v. Campbell, 195 Iowa 390, 192 N.W. 138; Consolidated Coach Corp. v. Hopkins’ Adm’r., 238 Ky. 136, 37 S.W.2d 1. The instruction also imposes a duty on the trailing driver to anticipate possible emergencies and fastens the responsibility on him to avoid a collision regardless of the actions of the driver of the leading vehicle. It thus makes or comes close to making the operator of a trailing vehicle an insurer whenever there is a rear-end collision. We are of the opinion that the requested in[416]*416struction requires an excessive and unjustified degree of care on the part of the operator of a trailing car. See Vinson v. Kissinger’s Adm’r., 274 Ky. 606, 119 S.W.2d 628.

In support of the instruction appellant cites as a leading case and relies on Brehm v. Lorenz, 206 Md. 500, 112 A.2d 475

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Collins v. Shishido
405 P.2d 323 (Hawaii Supreme Court, 1965)

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Bluebook (online)
405 P.2d 323, 48 Haw. 411, 1965 Haw. LEXIS 40, Counsel Stack Legal Research, https://law.counselstack.com/opinion/collins-v-shishido-haw-1965.