Duree v. STATE, DEPT. OF INSTITUTIONS

96 So. 2d 854
CourtLouisiana Court of Appeal
DecidedNovember 12, 1957
Docket4464
StatusPublished

This text of 96 So. 2d 854 (Duree v. STATE, DEPT. OF INSTITUTIONS) is published on Counsel Stack Legal Research, covering Louisiana Court of Appeal primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Duree v. STATE, DEPT. OF INSTITUTIONS, 96 So. 2d 854 (La. Ct. App. 1957).

Opinion

96 So.2d 854 (1957)

Allene Hopwood DUREE, Individually and as Tutrix, Plaintiff-Appellee,
v.
STATE of Louisiana through Department of Institutions, Defendant-Appellant, et al.

No. 4464.

Court of Appeal of Louisiana, First Circuit.

June 28, 1957.
Rehearing Denied September 23, 1957.
Writ of Certiorari Granted November 12, 1957.

*857 L. C. Parker, Baton Rouge, for plaintiff-appellee.

Major & Ponder, Percy & Macmurdo, Baton Rouge, for defendants-appellees.

Jack P. F. Gremillion, Atty. Gen., Harry Fuller, Asst. Atty. Gen., J. L. Madden, Asst. Atty. Gen., for defendant-appellant.

Writ of Certiorari Granted as to State's Exceptions November 12, 1957.

TATE, Judge.

At about noon on October 27, 1954, a State ambulance was proceeding south on the Airline Highway, through the outskirts of Baton Rouge, when it ran into a westbound Chevrolet driven by Roy Larson at the Greenwell Springs Road intersection. As a result of this collision, Jack W. Duree, a front seat passenger in the Chevrolet, was killed. The present damage suit is by Duree's widow, individually and as the tutrix of the surviving minor child of the union.

Made co-defendants were: The State of Louisiana, through the Department of Institutions, which appeals from adverse judgment; the State's liability insurer, which is not a party to this appeal, having paid off its full policy limits subsequent to adverse judgment below; Louis Lang, the State's ambulance driver, who (not having taken an appeal from adverse judgment) is likewise not a party to this appeal; and Roy Larson and his liability insurer, who are before this Court by virtue of plaintiff's devolutive appeal from the judgment below insofar as it dismissed plaintiff's demand against these latter two parties.[1]

The Airline Highway is a main and much-travelled four-lane thoroughfare. Its western two lanes (21.5' in width altogether) are reserved for southbound traffic and are separated by a wide (30') neutral ground from the eastern two lanes thereof (also 21.5' in width) used by northbound traffic. The Greenwell Springs Road is a hard-surfaced two lane thoroughfare, 20' in width. Signal lights control the flow of traffic at the intersection in question.

The right rear of the Larson Chevrolet was struck after it had entered the intersection from Greenwell Springs Road going from the east towards the west, and had crossed the eastern two lanes, the neutral ground, and most of the western two lanes. (The point of impact involving the rear of the vehicle was 5' south of the north curb *858 line of Greenwell Springs Road, 14'3" east of the west curb line of the Airline Highway, and 7'3" west of the west curb line of the neutral ground.) The front center of the ambulance, which was proceeding south on the western two lanes of the Airline Highway, struck the Chevrolet with such force as to overturn and hurl it 71' southwest of the point of impact, the Chevrolet landing upside down in the ditch.

The chief factual dispute is which of the two vehicles had the favorable green "Go" light and which the inhibiting red "Stop" light, the southbound State ambulance or the westbound Larson Chevrolet?

The applicable law is not in dispute. As specifically noted in the very similar case of Roll Osborn & Sons, Inc. v. Howatt, La.App. 2 Cir., 167 So. 466, under LSA-R.S. 32:247 municipal ordinances within municipal limits regulate the speed of emergency vehicles such as ambulances and their duties with regard to traffic signals; rather than the pertinent State enactments, LSA-R.S. 32:230, 237, subd. F, 238.

The applicable ordinance of the City of Baton Rouge provides that emergency vehicles "shall not drive through an intersection where a traffic signal is exhibiting the signal `Red' or `Stop' without first slowing down and ascertaining that such can be done safely and without endangering those who might be in, or entering such intersection, and provided further that drivers of ambulances shall in no event drive same at a speed in excess of forty miles per hour," Title 11, Chapter 1, Section 6, Code of the City of Baton Rouge adopted September 19, 1951. As in the Roll Osborn case, the ambulance was required to respect the right of way of those who were proceeding across the intersection in obedience to the green "Go" traffic signal in their favor and in reliance upon the red "Stop" traffic signal regulating transverse traffic.

The vast preponderance of the evidence supports the trial court's factual determination that the ambulance, at high speed, its siren inaudible or just pressed a split-second before the impact, ran the red light inhibiting its entrance into the intersection which the Larson car had almost completed crossing.

That the light was red as to the ambulance and green as to Larson seems certain, and that it had turned green for Larson about six seconds before the impact (when he was 150-200' from the intersection, and he crossed almost 70' of the intersection at 30 mph, i.e., at 44' per second) seems equally certain, from the court-accepted testimony (corroborated by surrounding circumstances) of Larson and of a disinterested northbound motorist who had drawn to a stop as the light switched against him and in favor of Larson. By the testimony of the traffic supervisor in charge thereof, the three-cycle lights had therefore been red for approximately 24 seconds as to southbound traffic. Several witnesses, including Larson, a northbound motorist, and the ambulance driver himself testified that at least one southbound vehicle preceding the ambulance had stopped at the intersection; and several northbound vehicles were stopped or stopping.

Indeed, with commendable candor the ambulance driver does not seriously deny an adverse light; he merely states that as he approached the intersection slightly slowing from 60 mph to 40-45 mph, the red light flicked to a yellow caution (an impossibility, according to the traffic supervisor, since the caution light always preceded, never followed, the red) and thereupon he accelerated, not seeing the Larson vehicle; immediately following which occurred the fatal accident.

The excessively high speed of the ambulance is indicated by its driver's testimony, his admission to the investigating police officer at the time of the accident to a speed of 65 mph, the testimony of virtually *859 all witnesses, and the physical facts surrounding the impact. In extenuation, it should be added that the ambulance was transporting a sick and believed dying child to the State's Charity Hospital in New Orleans, the oxygen supply was running low, and the ambulance driver's mind was upon getting his patient to the destination without delay.

The State further argues that the decedent and Larson, his driver—or at least the latter, so that Larson and his insurer are solidarily liable with it—were negligent in not perceiving the oncoming ambulance or hearing its siren. Although the occupants of the ambulance stated that the siren was blowing, the testimony is virtually undisputed that as to other traffic, the siren was inaudible or not sounding except a split-second or so before the ambulance smashed into the Larson vehicle.

In Kientz v. Charles Dennery, Inc., 209 La. 144, 24 So.2d 292, our Supreme Court had occasion to discuss the relative duties of the drivers at an intersection regulated by traffic signals.

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Bluebook (online)
96 So. 2d 854, Counsel Stack Legal Research, https://law.counselstack.com/opinion/duree-v-state-dept-of-institutions-lactapp-1957.