Stuive v. Pere Marquette Railway Co.

18 N.W.2d 404, 311 Mich. 143, 1945 Mich. LEXIS 393
CourtMichigan Supreme Court
DecidedApril 9, 1945
DocketDocket Nos. 13, 14, Calendar Nos. 42,845, 42,846.
StatusPublished
Cited by9 cases

This text of 18 N.W.2d 404 (Stuive v. Pere Marquette Railway Co.) 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
Stuive v. Pere Marquette Railway Co., 18 N.W.2d 404, 311 Mich. 143, 1945 Mich. LEXIS 393 (Mich. 1945).

Opinions

Sharpe, J.

These two cases arise out of a collision between an automobile driven by Dr. Stuive *146 and a train of defendant. In one ease, Dr. Stnive brought an action as special administrator of the estate of his wife, Leonia K. Stuive, who was instantly killed1 in the collision. In the other case he brought an action in his individual capacity for damages. The causes were consolidated for tria] and submitted to a jury who returned a verdict for plaintiff in each case.

On April 26, 1941, about 6:52 p. m., plaintiff and wife were driving easterly on Silver Lake road in Livingston county in the vicinity of the crossing of that road and the Pere Marquette railroad tracks. It was a clear day and the sun was shining. The black-top1 pavement was dry. As plaintiff approached the tracks and while 150 feet away, he saw a railroad crossarm sign which bore the words “Railroad Crossing — Two Tracks.” At this time plaintiff reduced the speed of his car to about 12 or 15 miles per hour. He noticed an embankment on his right which curtailed his view of trains approaching from his right. When he was at a point where the front bumper of his car was 29 feet from the track, the speed of his car had been reduced to between 10 and 11 miles per hour. At this time a freight train of defendant was approaching the crossing from plaintiff’s' right at a speed of 45 to 50 miles per hour.

As plaintiff approached the tracks he looked to his right, saw no train approaching, looked to his left, saw no train, and then looked to his right, saw the train, tried' to bring his automobile to a stop but failed to do so and collided with the freight train. • As a result, of this collision, plaintiff’s wife was instantly killed and plaintiff severely injured.

The causes came on for trial and at the close of plaintiff’s proofs, the defendant moved for a directed verdict based upon the alleged contributory negligence of plaintiff. The trial court took the *147 motion under advisement under the Empson act and defendant proceeded with its proofs. At the close of all testimony, the defendant renewed its motion for a directed verdict and decision was reserved. The jury brought in a verdict for plaintiff in each case. Subsequently, defendant made a motion for judgment notwithstanding the verdict in each case. These motions were denied by the trial court.

Defendant appeals and urges that the trial court was in error in his failure to find that plaintiff was guilty of contributory negligence as a matter of law. In our discussion of this question we shall accept the verdict of the jury on the negligence of defendant. There was evidence to support such a finding of fact.

In considering defendant’s motion for a directed verdict, we have in mind that plaintiff is entitled to have the evidence considered in a light most favorable to him. Guided by this rule we find that when plaintiff approached the crossing, he listened but heard no bell ringing or whistle blowing. He heard no noise of a train. He saw two tracks. When he was at a point 150 feet from the crossing, he slowed down to 12 or 15 miles per hour. When he reached a point 100 feet from the crossing he slowed down to 10 to 12 miles per hour. When the front bumper was 29 feet from the nearest rail and he was seated 8 feet back therefrom, the car was moving between 10 and 11 miles per hour. At this point, he listened for the approach of a train, but heard nothing to indicate that a train was approaching. At this point he could see the tracks to his right for a distance of 250 feet, but saw no train. He looked to the left and saw no train. He- again *148 looked to the right and saw the train at which time his front bumper was 16 feet west of the nearest rail. Because of the two sets of tracks, he did not expect a train approaching from his right would be on the westerly set of tracks.

Plaintiff relied upon Jones v. Railroad Co., 303 Mich. 114. In that case plaintiff’s decedent, driving an automobile in the daytime, approached a five-track railroad crossing while traveling at a rate of speed of 25 miles per hour. He slowed down to about 20 miles per hour and continued to cross at that speed. His view of the tracks in the direction from which the' train was approaching was obstructed by buildings and fences until he was 39.2 feet from the second track where the collision took place.

We there said:

“In the case at bar, accepting the testimony most favorable to plaintiff, the driver could not have stopped in time to avoid the collision after reaching the point of clear view of the approaching train. The trial court, in the instant case, in view of the fact that the bell and flasher-lights were not working, that the train failed to give precautionary warning until practically at the crossing, that an obstruction existed up to such a point that the plaintiff’s decedent, even though he did then see the train, might not be able to stop before coming onto the tracks due to time' necessary for human reaction, saw fit to present the situation to the jury for determination as a question of fact on the problem of decedent’s cóntributory negligence. To do so was not error.”

We also said in that case:

“When sudden emergency arises, time must be allowed the driver to appreciate the danger and react as to how to avoid it.”

*149 In Reedy v. Goodin, 285 Mich. 614, we said:

“Contributory negligence is ordinarily a question of fact for the jury, if there is one, unless the evidence so plainly and clearly establishes such contributory negligence that no reasonable man could come to any other conclusion.”

See, also, Ortynski v. Railroad Co., 307 Mich. 61.

We have in mind that when plaintiff approached the crossing he saw two sets of tracks; that at a point 29 feet from the nearest rail of the track he could see to his right a distance of 250 feet, but saw no train; that he then looked to his left, from which direction he might also expect a train to be traveling on the westerly set of tracks; and1 that he again looked to the right at which time the front bumper of his car was 16 feet from the nearest rail and his car was traveling 10 to 11 miles per hour. Under these circumstances the question of plaintiff’s negligence was a proper subject for the consideration of a jury.

It is urged that the trial court erred in permitting plaintiff as special administrator to recover for loss of services of his wife, within and without the marital relation, beyond the time of his remarriage.-

It appears that about two weeks before thé fatal accident, the deceased, Leonia K. Stuive, moved from Chicago to live with her husband in Detroit. In Chicago she had been employed as a clerk by Sears-Eoebuck & Company for five years. Eleven months after her death, plaintiff remarried. The trial court in submitting the cause to the jury, gave them the following instructions:

“I charge you that you are to determine the present value of the fair weekly value of the services rendered by Mrs.

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Bluebook (online)
18 N.W.2d 404, 311 Mich. 143, 1945 Mich. LEXIS 393, Counsel Stack Legal Research, https://law.counselstack.com/opinion/stuive-v-pere-marquette-railway-co-mich-1945.