DeCorte v. New York Central Railroad

140 N.W.2d 479, 377 Mich. 317, 1966 Mich. LEXIS 106
CourtMichigan Supreme Court
DecidedMarch 8, 1966
DocketCalendar 35, 36; Docket 50,654, 50,662
StatusPublished
Cited by14 cases

This text of 140 N.W.2d 479 (DeCorte v. New York Central Railroad) is published on Counsel Stack Legal Research, covering Michigan Supreme Court primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
DeCorte v. New York Central Railroad, 140 N.W.2d 479, 377 Mich. 317, 1966 Mich. LEXIS 106 (Mich. 1966).

Opinion

Dethmers, J.

(for reversal and entry of judgment for defendant railroad, for affirmance as to *324 defendant association). Plaintiff was a passenger on defendant railroad’s train. She was injured when it was struck by a milk truck owned by defendant Myers and driven by an employee of his. The truck was being operated under arrangements between Myers,' certain dairy farmers, and defendant Michigan Milk Producers Association for picking up milk from the farmers and delivering it to designated receiving stations of the defendant association, hereinafter referred to as MMPA. Plaintiff included the latter as defendant on the theory that it was the employer of defendant Myers and his driver.

A jury returned a verdict of $31,518 for plaintiff against all the defendants. The defendants, other than Myers, appeal.

First, we consider defendant railroad’s contention that there was not sufficient evidence to justify submission to the jury of the question of negligence on the part of the railroad. The relevant facts are that, in broad daylight, the train was traveling northwesterly at a speed of 65 miles per hour. The milk truck was traveling easterly, toward the track, at 40 to 45 miles per hour. They were approaching the crossing of the highway and the track. In the southwest quadrant of the crossing there were a house and a number of other buildings and trees which partially obstructed the view of the operators of motor vehicles approaching from the west of the crossing and engineers approaching it from the south. At a point 1,000 feet south of the crossing an engineer looking behind those obstructions could view a point on the road 500 feet west of the crossing. Proceeding north from there, the engineer’s view became obstructed, except, however, that it was always possible for him to see the area within 50 feet west of the crossing.

*325 Neither the truck driver nor engineer were alive at time of trial and so neither could he called to testify.

A man living in the house in the southwest quadrant was a witness for plaintiff. He testified that at the time in question he was in his house and heard the train whistle in prolonged fashion. He estimated, from the sound of the whistle, that when he first heard it the train was from 800 to 1,000 feet south of the crossing. Because the whistle continued to sound the witness concluded that something was wrong and so he looked out of a north window and saw the truck about 150 feet from the crossing, going 40 to 45 miles per hour. He then looked out of an east window and saw the train 75 to 100 feet from the crossing. The train did not decrease its speed at any time prior to being struck by the truck. The truck ran into the midsection of the left side of the car in which plaintiff was riding, causing it to be derailed and plaintiff to be injured.

There is no testimony to support a finding that the engineer did not maintain a reasonable and proper lookout. From the sounding of the whistle it might be inferred that he did see the approaching truck while view was still open to him behind the buildings. There is no testimony to show that at any point, while it was still possible to stop the train before collision, it became, or should have become, apparent to him that the truck was not going to stop before entering upon the crossing. There is no showing upon which to base the conclusion that at any time before it was too late the engineer should have been alerted and have realized that he could no longer rely on the assumption that the truck would stop before crossing.

In Lake Shore & M.S.R. Co. v. Miller, 25 Mich 274, this Court said (p 279):

*326 “It is true there are some apparent qualifications or exceptions to this rule (that a party whose negligence has contributed to the injury cannot recover) ; thus, though the plaintiff is in fault by negligently driving upon the trade of a railroad, or not using due diligence to get out of the way, yet, if he be seen by the engineer in time to avoid the injury by reasonable diligence in checking the train, the failure to do so would be treated as the proximate cause of the injury, if, from what the engineer could see, he had good reason to believe the plaintiff could not, or was not likely to, get off in time, or did not seem to be aware of the danger, and was therefore making-no effort to avoid it. But if an engineer see a team and carriage, or a man, in the act of crossing the track far enough ahead of him to have ample time, in the ordinary course of such movements, to get entirely out of the way before the approach of the engine, or if he sees a man walking along upon the track at a considerable distance ahead, and is not aware that he is deaf or insane, or from some other cause insensible of the danger, or if he sees a team or man approaching a crossing too near the train to get over in time, he has a right to rely upon the laws of nature and the ordinary course of things, and to presume that the man driving the team or walking upon the track, has the use of his senses, and will act upon the principles of common sense and the motive of self-preservation common to mankind in general, and that they will, therefore, get out of the way; that those on the track will get off, and those approaching it will stop, in time to avoid the danger; and he therefore has the right to go on, without cheeking his speed, until he sees that the team or the man is not likely to get out of the way, when it would become his duty to give extra alarm by bell or whistle, and if that is not heeded, then, as a last resort, to check his speed or stop his train, if possible, in time to avoid disaster.”

*327 Tn Buchthal v. New York Central R. Co., 334 Mich 556, this Court also said (p 562):

“Plaintiff contends that under the admitted conditions of good visibility the train crew, particularly the fireman and the engineer, charged with the duty of observing persons lawfully crossing the tracks and of maintaining a reasonable lookout, should have stopped the train when the car became visible. There was no duty upon the train crew to slow down the train or stop, even if they had seen the car. In Piskorowski v. Detroit, G. H. & M. R. Co., 121 Mich 498 (80 Am St Rep 518), we held that a handcar crew was not negligent as to a pedestrian unless they realized that the traveler would not stop and the crew have a right to assume that he will stop. We have held that at a country crossing there is no reason to slacken speed unless danger is apparent. See Tucker v. Chicago & Grand Trunk R. Co., 122 Mich 149; Knickerbocker v. Detroit, G. H. & M. R. Co., 167 Mich 596; Rushford-Surine v. Grand Trunk R. Co., 239 Mich 19; Tomes v. Detroit, T. & I. R. Co., 240 Mich 133. It is obvious that, under plaintiff’s own testimony, had the train crew realized that the motorist intended to continue across the tracks it would have been too late to prevent the accident. Whether they made an actual observation becomes immaterial.”

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Bluebook (online)
140 N.W.2d 479, 377 Mich. 317, 1966 Mich. LEXIS 106, Counsel Stack Legal Research, https://law.counselstack.com/opinion/decorte-v-new-york-central-railroad-mich-1966.