Low v. Connecticut & Passumpsic Rivers Railroad

46 N.H. 284
CourtSupreme Court of New Hampshire
DecidedDecember 15, 1865
StatusPublished
Cited by1 cases

This text of 46 N.H. 284 (Low v. Connecticut & Passumpsic Rivers Railroad) is published on Counsel Stack Legal Research, covering Supreme Court of New Hampshire primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Low v. Connecticut & Passumpsic Rivers Railroad, 46 N.H. 284 (N.H. 1865).

Opinion

Bellows, J.

The first question is upon the instructions of the court in regard to the services of the plaintiff in procuring a division of the charter. Those instructions were, that, if the Vermont Central Bail-road, while unlawfully using the route of the defendants’ road, were making unreasonable opposition to the bill, and the plaintiff threatened to have them enjoined against such use, that would not prevent him from recovering for his services in procuring the passage of the bill, though the opposition of the Vermont Central Bailroad was withdrawn in consequence of the threat. The request was to charge the jury that no recovery could be had for such service in procuring a withdrawal of this opposition by means of such threat; and it was upon the ground that this act of the plaintiff was against public policy and illegal. We think, however, that these instructions were right. If the Vermont Central Bailroad -was making opposition to this bill upon grounds, not of a public character, but to protect or advance its private interests, the plaintiff might lawfully induce that corporation to withdraw such opposition by considerations bearing upon its private interests.

In repeated instances this has been sanctioned by the English courts, in cases where individuals and turnpike and bridge companies have been induced to cease their opposition to the incorporation or extension of railways by indemnities for the injuries likely to be caused by such railways. There might be cases where the withdrawal of opposition to' such bills, caused by compensation secured to the persons making it, would be against public policy and illegal, although such opposition was merely of a private nature, as when the fact of compensation was by design concealed from the legislature by the parties, knowing that the nature of the case was such that the legislature would be misled by the withdrawal of opposition, and might be induced to do what, with a knowledge of all the circumstances, they would not do.

If, however, the opposition was of a private character, and merety to protect private interests, and it was afterwards withdrawn in consideration of a satisfactory indemnity for the injury anticipated, and there was no purpose to conceal the arrangement from the legislature, we do not perceive that it would be open to objection ; and the cases are numerous [294]*294in England where such arrangements are held to be valid. Among those eases are Howden v. Simpson, 10 Ad. & El. 793, in the Exchequer Chamber, on Error from the Queen’s Bench in 1839, affirmed in the House of Lords; see Red. on Rail. 646, n. 1; Vauxhall Bridge Co. v. Earl Spencer, 2 Mad. 356; Edwards v. Grand, Junction Railway, 1 My. & Cr. 650, quoted in Redfield on Railways, 641, sec. 7, and Hawkes v. Eastern Counties Railway Co., 15 Law & Eq. 358, decided in 1852, where there was a very able opinion of the Lord Chancellor, Lord St. Leonards. In that case the railway company had a bill in Parliament to authorize them to build a branch, or ‘an extension of their railroad, which would cross the land of the plaintiff, who, on that account, opposed the passage of the bill; but he was eventually induced to withdraw his opposition in consideration of their agreement to buy his estate of about six acres of land and a house thereon for £8000, and the further sum of £5000 by way of additional compensation, for removing his business, &c. Whereupon he did withdraw his opposition, and the bill passed. On a bill in equity, specific performance of this agreement was decreed, although the road was not built, or the land taken. In this opinion to the same point are cited Stanley v. The Chester & Birkenhead Railway, 1 Rail. Cases 58, and Gooday v. The Colchester & Stour Valley R. R., 15 Law & Eq. 596.

The cases fully establish the doctrine in England that where opposition is made to a railway project in Parliament merely to protect a private interest, and the party is induced to withdraw that opposition in consideration of an indemnity secured to him, the courts will enforce such indemnity, unless from the peculiar circumstances of the case the legislature were liable to be misled, and to do what it would not have done had not the transaction been concealed from its knowledge. In such cases the concealment is an important element in determining the character of the transaction; see Howden v. Simpson, before cited; and it is, therefore, judicious in many instances to let the substance of the arrangement appear in the bill to avoid all appearance of concealment. If, however, the opposition be obviously of a private nature, and is afterwards withdrawn upon satisfactory indemnity openly given and received, although not stated in the bill, we think there could ordinarily be no objection to it, and yet all arrangements of this kind ought to be watched with a jealous scrutiny by courts of justice.

It has been argued by the counsel for the defendants, that the views of the English courts are undergoing some change of late upon these subjects, and in confirmation of this view we are referred to Redfield on Rail. sec. 15, p. 663. We see, however, no evidence of any substantial change of the doctrines stated by us, as the result of the decisions referred to. On the contrary, Judge Redfield, on page 664, thinks there is no question that land owners and bridge and turnpike and existing railway companies, may stipulate for reasonable indemnity against injury from new railways as the price of withdrawing opposition, though he holds that the only proper mode of securing such indemnity is by inserting it in such charters.

[295]*295Applying these principles t° this case, it appears that the Vermont Central Railroad, while using the defendants’ route below White River, opposed the passage of the bill dividing the defendants’ original grant, and therp is nothing tending to show that the opposition was upon other than private grounds. The court refused the instructions asked for, that plaintiff could not recover for his services in so inducing the Vermont Central Railroad to withdraw their opposition; but did instruct the jury that a threat to restrain the further unlawful use of that route, to induce that railroad to withdraw an unreasonable opposition to the bill, would not prevent the plaintiff’s recovering for his services.

In the first place we think the court was right in declining to give the instructions asked for, because it could not be a conclusion of law that plaintiff was not entitled to recover, inasmuch as the evidence tended to show that the opposition was upon private grounds alone; and there was no evidence of a contrary tendency, and we think there was no error in the instructions actually given, because, according to the principles we have laid down, there could be no illegality in inducing the Vermont Central Railroad to withdraw an unreasonable opposition which was dictated by private and not public motives, by means of threats to prevent the further unlawful use of the defendants’ franchise. There appears to have been no request for instructions as to the character of the opposition, whether upon public or private grounds, or whether the inducements to withdraw it were concealed or not from the legislature; and in the absence of anything further, it is to be presumed that proper instructions were given, and besides, there is no evidence of concealment, nor anything tending to show that the legislature was misled.

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Bluebook (online)
46 N.H. 284, Counsel Stack Legal Research, https://law.counselstack.com/opinion/low-v-connecticut-passumpsic-rivers-railroad-nh-1865.