Freedman v. New York, New Haven & Hartford Railroad

71 A. 901, 81 Conn. 601, 1909 Conn. LEXIS 127
CourtSupreme Court of Connecticut
DecidedFebruary 16, 1909
StatusPublished
Cited by41 cases

This text of 71 A. 901 (Freedman v. New York, New Haven & Hartford Railroad) is published on Counsel Stack Legal Research, covering Supreme Court of Connecticut primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Freedman v. New York, New Haven & Hartford Railroad, 71 A. 901, 81 Conn. 601, 1909 Conn. LEXIS 127 (Colo. 1909).

Opinion

Hall, J.

The contention of the plaintiff, that the court instructed the jury, by" the language of the first three lines of paragraph 4 of the charge as above numbered, that the engineer owed no other duty to the plaintiff than to ring the bell, cannot be supported. It is clear from the context that in the statement complained of the court referred to the general statutory warnings. In the same paragraph the court said it was the duty of the engineer to keep a “vigilant outlook for travelers upon the highway at or near the crossing, so as to avoid injury to them”; and in *608 paragraph 7 that it was incumbent upon him to blow the whistle, or check the speed of the train, if reasonable care required it, in view of the fact that he knew or ought to have known of the perilous position in which Freedman was placed. Whether after he learned, or should have learned, that Freedman was in peril, the engineer did all that a reasonably prudent person would have done to avoid the accident, was fairly submitted to the decision of the jury.

As applicable to the facts of this case, we find no error in the charge of the court or in its refusal to charge as requested, upon the question of the rate of speed of the train as an element of negligence. To transport persons and property rapidly is the principal purpose of railroads. To require railroads to generally so reduce their speed at all grade-crossings as to avoid collisions with persons who may, carelessly or accidentally, be upon the crossing when a train is approaching, would defeat, to a great extent, the purpose of the existence of railroads. To run trains over grade-crossings at a rate of speed reasonably necessary for the accomplishment of the purposes of railroads is always attended with danger. When using its trains for proper railroad purposes it is generally the right of a railroad company, in the absence of legislative restriction, to propel them over highway crossings in the way in which they are usually and reasonably run. Baldwin on American Railroad Law, 408. For the dangers necessarily resulting from so propelling them over grade-crossings, sanctioned by the State, the railroad company is not responsible. Cowles v. New York, N. H. & H. R. Co., 80 Conn. 48, 54, 66 Atl. 1020. For the protection, to some extent, of others who may have occasion to use the highways at grade-crossings, the State has, through its legislature and railroad commissioners, assumed the regulation of the conditions upon which railroad companies may propel their cars over existing grade-crossings,, by providing, among other things, what *609 signals of approaching trains shall be given (General Statutes, § 3787); that the railroad commissioners may order gates or electric signals, or a flagman, at any railroad crossing in any town, city or borough (§ 3888); that they may permit passenger trains to run past any highway crossing at such rate of speed as they may prescribe, and make orders for the regulation of the speed at which locomotives and cars shall cross highways (§§ 3798, 3893); and that they shall have the exclusive power to regulate the speed of railroad trains within the limits of cities and boroughs (§3894).

The evidence was that the train was running at from twenty-five to fifty miles an hour. The complaint alleges as an act of negligence that the rate of speed was high, unlawful and dangerous. It was dangerous, and it would have been if running at the lowest rate named. It was not unlawful in the sense that it was in violation of any order of the railroad commissioners, as it does not appear that they had fixed any rate of speed. The train was apparently run at that rate of speed, for proper railroad purposes. Upon the apparently undisputed facts the jury could not properly have found that the defendant was negligent in merely running its train over this crossing at the rate of speed named, in the absence of any restrictive order of the railroad commissioners. Dyson v. New York & N. E. R. Co., 57 Conn. 9, 21, 17 Atl. 137; Tessmer v. New York, N. H. & H. R. Co., 72 Conn. 208, 212, 44 Atl. 38; Gillette v. Goodspeed, 69 Conn. 363, 368, 37 Atl. 973.

In the first of these cases, this court held that the trial court erred in deciding that the defendant was negligent in running its cars over a city grade-crossing, unprotected by flagman, gate or bell, at a rate of speed of from thirty-five to forty miles an hour. In the second case it was held that the trial court committed no error in deciding that the railroad company was not negligent in running its tram over a borough crossing, unprotected by flagman, *610 bell or gates, at a rate of speed of about fifty miles an hour. The crossings in both of the cases were dangerous, and as to affording opportunity to see approaching trains were evidently more dangerous than the one in the case at bar.

In the present case the trial court rightly and very clearly instructed the jury that they might find the defendant negligent, if they found that after the engineer knew or should have known that Freedman was in a position of peril, he failed to slacken the speed of the train or to blow the whistle when reasonable prudence and care required him to do so. Upon the facts before us, apparently the only reasonable grounds for a recovery by the plaintiff were that the engineer negligently failed either to keep a proper lookout in approaching this crossing, or to slacken the speed of the train sooner than he did. These questions of fact were fairly submitted to the jury and were by the verdict answered in the negative.

There was no error in denying the plaintiff's motion in arrest of judgment. Having returned a verdict for the defendant the jury were not required to answer the written interrogatories' submitted to them. They were presented by the defendant only, and it appeared upon the face of the writing propounding them that they were to be answered only, in case the jury returned a verdict for the plaintiff. Presumably plaintiff’s counsel knew this. If they desired to submit interrogatories, or to have those propounded by defendant answered, in case of a verdict for the defendant, they should have made such desire known before the verdict was rendered. If they understood the interrogatories were to be answered even in case of a verdict for the defendant, they should, when the verdict was returned without such answers, — assuming that the court might then properly have directed them to be answered,— have at least either requested the court to order them to be answered, or have objected to the acceptance of the verdict without the answers, instead of remaining silent until *611 after the jury was discharged. Ward v. Busack, 46 Wis. 407, 1 N. W. 107; Mayo v. Halley, 124 Iowa, 675, 100 N. W. 529; Bagley v. Grand Lodge of A. O. U. W., 131 Ill. 498, 22 N. E. 487.

But in their brief, counsel for the plaintiff make the claim, which is somewhat inconsistent with that made in their motion in arrest of judgment, that the trial court erred in submitting these interrogatories to the jury.

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Bluebook (online)
71 A. 901, 81 Conn. 601, 1909 Conn. LEXIS 127, Counsel Stack Legal Research, https://law.counselstack.com/opinion/freedman-v-new-york-new-haven-hartford-railroad-conn-1909.