Inland Engineering & Construction Co. v. Maryland Casualty Co.

290 P. 367, 76 Utah 435, 1930 Utah LEXIS 72
CourtUtah Supreme Court
DecidedJuly 21, 1930
DocketNo. 4756.
StatusPublished
Cited by2 cases

This text of 290 P. 367 (Inland Engineering & Construction Co. v. Maryland Casualty Co.) is published on Counsel Stack Legal Research, covering Utah Supreme Court primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Inland Engineering & Construction Co. v. Maryland Casualty Co., 290 P. 367, 76 Utah 435, 1930 Utah LEXIS 72 (Utah 1930).

Opinions

MOFFAT, District Judge.

This is an appeal from a judgment in favor of the plaintiff Inland Engineering & Construction Company against *439 the defendants Maryland Casualty Company, surety, and Farr, Lashus & Farr, a copartnership — sometimes referred to herein as Farr — entered upon a verdict after trial by a jury.

About January, 1925, the Inland Engineering & Construction Company entered into a contract with the state road commission of Utah for the construction of Federal aid projects Nos. 98A, 98B, and 82A. We are concerned only with projects Nos. 98A and 98B. The contract itself is brief. By reference it includes notice to contractors, the proposal, plans, and specifications, and bond executed by Inland Engineering & Construction Company, and Fidelity & Deposit Company of Maryland running to the state road commission.

Project 98B was located in Millard county and began at Cove Fort. It extended south a distance of 2.14 miles to the Beaver county line. Project 98B began at the Beaver county line and ran south a distance of 5.84 miles through what is commonly known as Wild Cat canyon. The projects as a whole have been referred to as the “Wild Cat Project.”

Inland Engineering & Construction Company subcontracted the subgrading to Straw & Nelson, and certain other work to defendant Farr, Lashus & Farr. About April 10, 1925, A. L. Farr, who did business for Farr, Lashus & Farr, and D. E. Rhivers, who did business as the general manager for the respondent, entered into a subcontract under which Farr, Lashus & Fa?r undertook to gravel the project. Although the contract, broadly speaking, granted to Farr, Lashus & Farr the “privilege of constructing that portion of said highway located Sta. 0x00 to Sta. 322.39 and designated as F. A. P. 98B,” Farr, Lashus & Farr undertook to do four things in relation to said highway and for. which the respondent agreed to pay on a unit basis: (1) Binder loading, per cubic yard 50 cents; (2) loading, crushing, and screening surface material, per cubic yard $1; (3) hauling surfacing material, per cubic yard mile haul 35 cents; (4) spreading and rolling surfacing material, per mile $275. It *440 is admitted and the evidence shows that subsequent to the time of entering into the written contract Farr, Lashus & Farr also agreed (5) to do the rolling of the subgrade constructed by the subcontractor Straw & Nelson.

The written subcontract by reference bound Farr, Lashus & Farr to the specifications and original contract between respondent and the state road commission. There is nothing in either the specifications or in the original contract that enlarges or adds to the quantum or the five items above referred to. It must follow that the respondent had the burden of doing, or seeing that it was done, all the balance of the construction, except the five units above mentioned.

Farr, Lashus & Farr and Maryland Casualty Company, as surety, respectively gave a bond to secure the performance of the contract covering the first four of the above five items.

Farr, Lashus & Farr was engaged in finishing another road contract when Ehivers, in January, 1925, spoke to Mr. Farr about the project in question. In March, Farr and Ehivers went down to look over the project and some time later executed the contract. The contract itself is not dated, but the bond attached thereto is dated April 10,1925. Later in the month of April, Farr was directed by Ehivers to proceed to the “Wild Cat” job. Before Farr went to the job Ehivers had talked with the resident engineer about starting the subgrade at the gravel pit and had told him that he (Ehivers) had told Farr that the work would start at that place. The subgrade was started, however, at the Cove Fort end and not at the gravel pit, and thus rendered it impossible for Farr to get to work until some time later. Farr reached the job about May 5th and began work.

At this point the first controversy is met, as to how much of the subgrading was done and as to who was responsible under the contract for the rolling of the sub grade preparatory to the graveling. Farr and Ehivers both maintained that the subgrade was not ready for gravelling until about *441 June 8th. Straw & Nelson say they had finished their part of the work some time earlier. Straw & Nelson insisted that they were not to finish and roll the subgrade. Farr contended that under his contract the finishing and rolling of the subgrade were not his work. Manifestly, Farr was right. The engineer so held, and, as a result, Farr, for a consideration, agreed to roll the subgrade. This item seems to have been an entirely separate contract, and to which the Maryland Casualty Company, so far as appears, was not a party, and to which the terms of the surety bond executed by said company guaranteeing the performance of the contract of Farr, Lashus & Farr did not extend. Farr contends that the first day there was any subgrade actually finished and ready to receive the gravel was June 8, 1925. By that date a very substantial part of the contract time had elapsed. The work of graveling proceeded during June, July, August, and September, sometimes satisfactorily and sometimes not. Rains caused some delay and the gravel pit caused trouble. The total calculated amount of gravel has been fixed at 16,160 cubic yards. Farr put on the road 10,145 cubic yards while working.

A question arose, and it seems was carried into the trial of the case, improperly so, however, as to whose duty it was under the contract to finish the road. Farr contended that it was his duty only to put the gravel on the road and spread, roll, and bind it. Rhivers insisted that it was Farr’s duty to finish the road, including the shoulders. From the contract itself it is again manifest that Farr was right.

Owing to the late start and many difficulties and inconveniences and adverse conditions, the work was not completed within the time limited in the original contract. The state road commission had made several demands upon the respondent for more speed, and in turn these notices came to the attention of Farr.

Internal differences arose in the respondent’s affairs, and Rhivers sold his interest to one Feeney. This occurred early in September, 1925. Shortly after, Browning and Feeney, *442 who by this time had taken the management of respondent, went over the job. About September 26th, Feeney was again on the job, and a question arose about the money with which to meet Farr’s bills. Feeney testified that he had the estimate for the September work, but “the money was tied up by garnishments at the capítol,” and that “the money tied up was not on any suit pending because of anything Mr. Farr owed.” Feeney was again on the job about October 2, 1925. Farr continued working up to October 10th, and on October 17th he put in one day’s run of one hundred yards at the request of Mr. Simpson, the resident engineer. On October 25,1925, the resident engineer wrote the following letter to Mr. Means:

“Beaver, Utah, October 25, 1925.
“Mr. H. C. Means, Chief Engineer, State Road Commission,
Salt Lake City, Utah.

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Bluebook (online)
290 P. 367, 76 Utah 435, 1930 Utah LEXIS 72, Counsel Stack Legal Research, https://law.counselstack.com/opinion/inland-engineering-construction-co-v-maryland-casualty-co-utah-1930.