Washington Railway & Electric Co. v. Scala

45 App. D.C. 484, 1916 U.S. App. LEXIS 2718
CourtCourt of Appeals for the D.C. Circuit
DecidedDecember 4, 1916
DocketNo. 2935
StatusPublished

This text of 45 App. D.C. 484 (Washington Railway & Electric Co. v. Scala) is published on Counsel Stack Legal Research, covering Court of Appeals for the D.C. Circuit primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Washington Railway & Electric Co. v. Scala, 45 App. D.C. 484, 1916 U.S. App. LEXIS 2718 (D.C. Cir. 1916).

Opinion

Mr. Justice Van Orsdel

delivered the opinion of tho Court:

The case is here under the Employers’ Liability Act of April 22, 1908 (35 Stat. at L. 65, chap. 149) as amended by the Act of April 5, 1910 (36 Stat. at L. 291, chap. 143, Comp. Stat. 1913, sec. 8665) which provides: “Sec. 9. That any right of action given by this act to a person suffering injury shall survive to his or her personal representative, for the benefit of the surviving widow or husband and children of such employee, and, if none, then of such employee’s parents; and, if none, then of the next of kin dependent upon such employee, but in such cases there shall be only one recovery for the same injury.”

It is contended by counsel for defendant that defendant company is not a common carrier by railroad within the terms of tho Employers’ Liability Act. The Washington & Great Falls Electric Railway Company was incorporated under the Act of Congress of July 29, 1892 (27 Stat. at L. 326, chap. 322). An examination of this act and the acts amendatory thereof — • August 23, 1894 (28 Stat. at L. 492, chap. 316, Comp. Stat. 1913, see. 9269) June 3, 1896 (29 Stat. at L. 246, chap. 317) and June 5, 1900 (31 Stat. at L. 270, chap. 718) — disclose that the company was chartered, not as a street railway company, but as an electric trolley suburban and interurban railway company, with power to extend its line westwardly from Thirty-sixth and Prospect streets, this city, to Cabin John Creek, in Maryland. It thus extended from the western edge of the city through small suburbs and country, possessed power of eminent domain to acquire right of way, and was required to maintain a passenger station at the point of beginning. Later, when it changed its name, a contract was made connecting its road with a street railway line extending eastwardly into and through the city.

This case is analogous to the situation disclosed in the case of Kansas City Western R. Co. v. McAdow, 240 U. S. 51, 60 L. [492]*492ed. 520, 36 Sup. Ct. Rep. 252, 11 N. C. C. A. 857, where the railway company operated an electric trolley line between Leavenworth, Kansas, and Kansas City, Missouri, where it connected with the lines of a street railway company over whose line its cars were run from and to the terminus of its own line. A motorman was injured in Kansas, and the suit was brought under the Federal Employers’ Liability Act. Judgment was recovered, and the Supreme Court, in its opinion affirming the judgment, said: “The defendant’s road appears to be of the class of the traction company that was before the court in United States v. Baltimore & O. S. W. R. Co. 226 U. S. 14, 57 L. ed. 104, 33 Sup. Ct. Rep. 5, and that was excepted from the decision in Omaha & C. B. Street R. Co. v. Interstate Commerce Commission, 230 U. S. 324, 337, 57 L. ed. 1501, 1506, 46 L.R.A.(N.S.) 385, 33 Sup. Ct. Rep. 890. Such roads have been held to be within the act of Congress. Spokane & I. E. R. Co. v. Campbell, 133 C. C. A. 370, 217 Fed. 518. See Act of June 18, 1910, chap. 309, sec. 12, 36 Stat. at L. 539, 552, Comp. Stat. 1913, sec. 8583.

This decision disposes of the Omaha & Council Bluffs Case, the only Federal case relied upon by counsel for defendant. That case is not in point here. It involved the question of the jurisdiction of the Interstate Commerce Commission over a company operating a purely street railway line extending into and between the cities of Omaha, Nebraska, and Council Bluffs, Iowa, along city streets through which it acquired its right of way, with privilege to operate through the cities subject to city, regulations. It is therefore not analogous to this case.

Defendant attempts- to invoke the doctrine of assumed risk. Deceased had made ninety-four trips over the road in his capacity of conductor. He would be presumed, doubtless, with this experience, to be familiar with dangerous conditions of a permanent character existing along the road. But we do not think, under the evidence, that the close proximity of the trolley pole to the track was so obvious a danger as to attract the attention of a reasonably prudent person and put him on guard against the sort of accident that befell this employee. The rail[493]*493road, throughout its length, was lined with trolley poles on either side of the tracks, standing at short intervals apart. They were not uniformly situated with relation to the tracks, but varied in distance therefrom according to the topography of the right of way. Pole 187, the testimony shows, was in closer proximity to the tracks than any other polo in that vicinity. It stood but 3 feet 11 inches from the inside of the near rail, and but 19§ inches from the outer edge of the running board of the car. At this point there was a curve in the track which ca\rsed the car to rock toward the pole. There is testimony that it was dark, and the track at this point was not lighted. We think there was not only sufficient evidence to establish negligence on the part of the defendant, but that the plea of assumed risk must fail.

There is evidence that at the moment of the accident, the car was running at from 20 to 30 miles per hour. A conductor busily engaged in transacting the company’s business would not be presumed to have noticed the particular position of pole 187 in a zigzag, irregular line of several hundred poles and be required to guard against it by night and day from a car moving at this high rate of speed.

We come now to a more difficult question. Error is assigned in the court below permitting plaintiff to amend her declaration more than two years after the accident, to include a claim for damages for the pain and suffering sustained by the decedent prior to his death as the result of the injuries received. The amendment was allowed, and defendant entered a plea to the effect that the amendment was barred by the provision of the statute limiting the time within which actions can be brought under it to two years. Plaintiff demurred to the plea, and the court sustained the demurrer. The question thus presented is, Whether or not, under the Employers’ Liability Act, the right of the representative to recover damages for the pain and suffering endured by the decedent constitutes a separate and distinct cause of action?

The fact that counsel for defendant, seven days before the trial, consented to the allowance of the amendment, in no way [494]*494waives Ms right to make the defense of limitations. The consent covered only the right to insert the amendment in the declaration, but did not waive defenses thereto. Union P. R. Co. v. Wyler, 158 U. S. 285, 39 L. ed. 983, 15 Sup. Ct. Rep. 877.

At common law the right of action for a personal injury is extinguished by the death of the injured party. The maxim, “Actio personalis moritwr cum persona,” applies, whether the death be instantaneous or not. The original Act of 1906 created no right of survival to the next of kin of the right of action belonging to an injured employee. That is, no right to recover for pain and suffering, as existed in the injured party at common law, survived by the Act of 1908 to his next of kin.

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Related

Union Pacific Railway Co. v. Wyler
158 U.S. 285 (Supreme Court, 1895)
Michigan Central Railroad v. Vreeland
227 U.S. 59 (Supreme Court, 1913)
Taylor v. Taylor
232 U.S. 363 (Supreme Court, 1914)
Kansas City Western Railway Co. v. McAdow
240 U.S. 51 (Supreme Court, 1916)
Spokane & I. E. R. Co. v. Campbell
217 F. 518 (Ninth Circuit, 1914)

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Bluebook (online)
45 App. D.C. 484, 1916 U.S. App. LEXIS 2718, Counsel Stack Legal Research, https://law.counselstack.com/opinion/washington-railway-electric-co-v-scala-cadc-1916.