135 Wis. 464 | Wis. | 1908
Lead Opinion
Tbe following opinion was filed March 10, 1908:
Tbe pleadings are unnecessarily voluminous, covering 835 printed pages. Proper practice requires that when suits are consolidated tbe order of consolidation should require tbe title of the cause and tbe pleadings to be amended to conform to the order of consolidation. Tbe practice here pursued of retaining all tbe original and amended pleadings
Tbe respondents further contend tbat this is a controversy wholly between tbe city of Oshlcosh and tbe Winnebago' Traction Company, and tbat tbe Eastern Wisconsin Railway & Light Gompany is only incidentally a party thereunto', and tbat tbe controversy must be determined as if tbe city of Oshlcosh and tbe Winnebago Traction Company were tbe sole contending parties, and, further, tbat tbe city’s acts and resolutions in question were not only within its power, but were a reasonable exercise of its police power of regulation, solely for tbe public interest and in good faith, and tbe conclusion of tbe trial court sustains them in this latter claim. We have given these claims and.all other claims made by either party careful attention, and we are convinced tbat, notwithstanding tbe extraordinary volume of printing presented, the relevant and controlling facts in this litigation are few, simple, and practically uncontroverted.
Where there is no substantial- dispute upon the facts tbe question before this court is whether upon such undisputed facts tbe judgment of tbe court below was right. Getty v. Schantz, 101 Wis. 229, 77 N. W. 191. Besides, tbe aj)pel-laut excepted to tbe sixth conclusion of law, “because on tbe undisputed evidence herein tbe acts of tbe city of Oshlcosh in attempting to deprive tbe defendant, tbe Winnebago Traction Company, of its rights and property in and to' said bridge, were unreasonable, capricious, partial, were not in tbe interest of tbe public, but were and intended to be for tbe sole benefit of tbe Eastern Wisconsin Railway & Light Company.” The latter is an interurban railway company.
Let us briefly examine the situation as it existed when the city took the first action complained of on the 28th day of ETovember, 1905. At that time the Winnebago Traction Company had succeeded to the rights of the Citizens’ Traetion”Oompany under the franchise of the latter, which had succeeded to the property of the Oshkosh Street Railway Company by purchase. Instead of taking an assignment of the franchise rights of the Oshkosh Street Railway Company, the Citizens’ Traction Company, after its purchase, applied to the common council for a grant of the uáe of certain streets, including Main street, South Main street, and Main-street bridge. The Oshkosh Street Railway had then, and for a long time prior thereunto, its tracks and turnouts upon this street and upon this bridge. This grant to the Citizens’ Traction Company was given by ordinance of ETovember 4, 1897, and specifically authorized necessary switches and turnouts to be laid under the direction of the board of public works. Existing conditions and existing relations cannot be ignored in its interpretation. It also specifically authorized a single or double track along Main street, including the crossing of Main-street bridge. With
At tbe time in question tbe ordinance of June 30, 1897, under which tbe Winnebago Traction Company held this property, contained tbe following:
“Sec. 10. Tbe city of Oshkosh, under tbe proper exercise of its police power, shall have tbe right to regulate tbe operation of said railway as tbe good order of said city and the safety and comfort of tbe citizens demand; tbe said city shall also protect . . . tbe Citizens’ Traction Company in the enjoyment óf tbe rights hereby granted against all invasion or interruption by tbe passage of proper ordinances for that purpose.”
At tbe time in question tbe Winnebago Traction Company bad a traffic agreement with tbe predecessor in interest of tbe Eastern- Wisconsin Railway & Light Gompamy to which tbe latter succeeded whereby tbe Winnebago Traction Company, for a valuable consideration to be paid by tbe Eastern Wisconsin Railway & Light Company, bad agreed to transport tbe cars of tbe latter along tbe tracks of tbe former over tbe bridge in question, and this agreement was to continue in force during tbe whole period of tbe franchise of tbe Winnebago Traction Company. At tbe time in question tbe authority which tbe Eastern Wisconsin Railway & Light Company bad by ordinance of tbe city of Oshkosh permitting it to run on Main street in said city required that corporation to pay $35,000 in annual instalments of $1,000 each, and was subject to this proviso in favor of tbe Winnebago Traction Company, namely:
*477 “Provided, however, that no more than two tracks, including those heretofore laid or existing, or which any other railway company has a right to lay under existing franchise or franchises, shall be laid along said streets, bnt in lien of the laying of such tracks where a single or double track has been heretofore laid or shall hereafter be lawfully laid by another company on any part of said street, the said Eastern Wisconsin Railway £ Light Company is hereby authorized to carry and operate its interurban cars over and along such tracks of any other company by purchase, lease, or other contract arrangement with such company or any other company now owning or using an existing track or tracks along any of said streets.”
At the time in question, in consequence of the city of Osh-Icosh having about December, 1904, begun the construction of a new bridge on Main street across Eox river, and manifestly in recognition of the existing rights of the Winnebago Traction Company on said bridge, there was in existence a contract in writing between the city of OshTcosh and the Winnebago Traction Company, duly executed under the seal of said city, by the terms of which the city agreed, in accordance with plans and specifications then on file in the office of the city clerk, to lay and fasten upon said new bridge the rails of the Winnebago Traction Company, and the Winnebago Traction Company agreed to furnish all rails for the laying of its double track across said bridge and to pay its proportionate share of the cost of the bridge planking and labor to lay the said planking, and laying and fastening said rails upon said bridge, together with ten per cent, additional as a just and reasonable profit to the city. This contract had been executed at least to the extent of furnishing and fastening rails and locating the tracks. At the time in question the Eastern Wisconsin Railway & Light Company had by ch. 266, Laws of 1905 (sec. 1863a, Stats.: Supp. 1906), the power and authority, when reasonably necessary, to take and acquire by condemnation or otherwise the right to run its ears over any bridge owned by any city of the second, third,
We may add here that we do not agree with the construction given by the learned circuit court in its twenty-fourth finding of fact to the proviso contained in sec. 2 of the ordinance of November 10, 1903, under which the Eastern Wisconsin Railway & Light Company claims its right to occupy
“In lieu of the laying of such tracks, wnere a single or ■double track has been heretofore laid or shall hereafter be lawfully laid by another company on any part of said street, the said Eastern Wisconsin Railway '<& Light Company is hereby authorized to' carry and operate its interurban cars ■over and along such tracks of any other company,”
subject to the existing rights of such other company. Tracks then existing, whether single or double tracks, are recognized as lawfully in the streets. Tracks thereafter laid must be lawfully laid. A turnout or passing track then existing is as much within this proviso as any other track, because whether we consider that a single-track pr a double-track road it had been theretofore laid.
While these conditions existed the common council of the ■city of Oshkosh on November 28, 1905, with a superabundance of preamble and protest which suggests the resolution ■of the play queen in Ilamlet or the sixth rule in Twiners Case, resolved that no diagonal switch or connecting trade running at an angle or otherwise be permitted to be laid or placed by either the Eastern Wisconsin Railway'& Light Company or the Winnebago Traction Company upon the new Main-street bridge or upon the approaches thereto until plans' •and specifications therefor were adopted. The Eastern Wisconsin Railway & Light Company was then making no claim to lay diagonal or connecting tracks on or near the bridge. The effect of this resolution was to prevent the Winnebago Traction Company from restoring the connections connecting its main line with the passing track on the bridge north
The Winnebago Traction Company is a street railway. Sec. 1862, Stats. (1898), providés that such railways shall be subject to such reasonable rules and regulations as the proper municipal authorities may by ordinance from time to time prescribe. Passing over without comment the fact that the regulations here attempted were not by ordinance, as required by statute, but by resolution, we quote from Stafford v. Chippewa Valley E. R. Co. 110 Wis. 331, at page 351 (85 N. W. 1036, 1042) :
■ “It is elementary that the power of the city council to enact ordinances is not unlimited. It may go, within the field delegated to it by the state legislature, to the boundaries of reason. Within such field its discretionary power is 'supreme, but it cannot legitimately go beyond. If it does, in so far its enactments are void. Whether in any given case where the facts are undisputed a city council has exceeded its power by the enactment of an unreasonable ordinance is purely a judicial question, to be considered substantially the same as that of whether the legislature has exceeded its constitutional authority, reasonable doubts being resolved in favor of municipal power.”
Municipal ordinances must not be unreasonably prejudicial to private rights and interests. , Hayes v. Appleton, 24
The question in this case, therefore, is, assuming that the city of Oshkosh had power and authority to enact an ordinance in the interests of the public depriving the Winnebago Traction Company of its passing tract upon Main-street bridge, or, what is the same thing, prohibiting the connection of said passing track at its ends with the main track, was it a reasonable exercise of such power to enact such an ordinance at the time in question and under the circumstances then existing? It is argued that the common council has decided and the circuit court has found that any switch or turnout upon Main-street bridge with its diagonals or cross-over tracks on the approaches thereto is undesirable, a hindrance to other modes of travel in the street and over the bridge, and unsafe and dangerous to those using the same with teams and vehicles. It is true that such findings were made. But such findings, still leave the question open whether or not a reasonable exercise of the power of regulation should not have provided for the diagonals or cross-over tracks at a point in Main street farther north and south of the approaches to the bridge instead of prohibiting them altogether. Only two tracks are permitted upon the new bridge. Two tracks existed upon the old bridge. The new bridge is about ten feet wider than the old bridge. There is a clear space of eight feet and eleven inches from rail to rail between the tracks on the new bridge. Now, consider the result of the acts in question of the common council. One
The decision in In re Eastern Wis. R. & L. Co. 127 Wis. 641, 107 N. W. 496, is far from affirming that tbe traffic contract in question was wholly void, or that rights or ■claims of right under it could be utterly disregarded by tbe common council. That case merely bolds that such traffic contract is no bar to tbe exercise of tbe power of eminent domain by tbe Eastern Wisconsin Railway & Light Company.
It follows that the judgment of the circuit court must be reversed, the complaint of the city of Oshlcosh and that of the Eastern Wisconsin Railway <& Light Company should be dismissed for want of equity, and that the Winnebago Traction Company should have judgment declaring the resolution of the common council of November 28, 1905, No. 4,861, and that of December 19, 1905, No. 4,872, and the acts done pursuant thereunto, unreasonable and void; but that the requirement that only two tracks be permitted upon the new bridge stand, and that said city and said Eastern Wisconsin Railway & Light Company, and each of their officers, agents, and servants, be enjoined and restrained from interfering with the defendant in, or preventing the defendant from, connecting by cross-over tracks at or near the approaches to the bridge its passing track or turnout on Main-street bridge as at present located with its main track as referred to in the contract of December, 1904, until after the Eastern Wisconsin Railway '& Light Company has acquired by purchase or condemnation the right to use the east trade on said bridge. The Eastern Wisconsin Railway & Light Company should be enjoined and restrained from attempting
By the Court. — The judgment of the circuit court is reversed, and the cause remanded with directions to enter'a decree in accordance with this opinion.
Dissenting Opinion
The following opinion was filed May 8, 1908:
(dissenting). The record in this case' is so voluminous that the preparation of an opinion involves great labor and careful study to avoid error and misstatements. The labor of preparing a dissenting opinion has been greatly lightened by the very able decision and findings of the trial court, which meet my full approval. While this court in the controlling opinion sustains the authority of the municipality to adopt the resolution here challenged, it condemns, the exercise of the power as unreasonable and partial under the facts, which are said to be undisputed. The trial court ha's found that the city of Oshkosh exercised the power which it unquestionably possessed in a lawful and reasonable manner for the regulation of its streets in the interests of
In February, 1902, the Interurban Company entered into a contract with the Traction Company, which is referred to as the traffic agreement, whereby the tracks of the two companies were to be connected, and the Interurban Company was to run its cars in the city of Oshkosh over the tracks of the Traction Company upon the terms and conditions therein stated. It does not appear that the city had official knowledge of this traffic agreement, and it never gave its consent thereto in any manner. It stands admitted that the Traction Company had no authority to operate an interurban road upon its street-car tracks, or to authorize the use of its street-car line for that purpose by another company. The city was not a party to the traffic agreement, and its power over its streets was in no way affected thereby. The city, by an ordinance approved November 10, 1903, granted a franchise to the Interurban Company to maintain a single or double track for an electric interurban street railroad in the streets of Oshkosh therein mentioned, which included South Main street to the Fox river, over and along Main-street bridge, and on North Main street to High street. This was the most direct and feasible route for that company to enter the city, and was the only one ever selected, and was the
The common council, by an ordinance passed in November, 1903, and which has since continued in force, prohibited the passing of cars upon any of the bridges in the city of Oshlcosh. This was before any controversy had arisen between the two companies as to their right to lay tracks upon Main-street bridge. At the time the franchise was granted to the Interurbaai 'Company the Traction Company had a single track in Main street, with a switch or turnout commencing upon the incline at the Main-street bridge on the south and ending upon the incline of the bridge approaching the north, but which had never been used as a passing place for cars. It was the contention of the Traction Company at that time that it had the right to maintain a double track on Main street and across the bridge, and this doubtless prompted the proviso in the franchise granted to the Interurban Company -with respect to using the tracks of any other company. After the franchise was granted to the _Interur-ban Company it located its line of railway upon South Main street to the bridge crossing Fox river, thence over the Main-street bridge, and north on Main street to High street, the 'terminus of the interurban road running between Oshlcosh
In 1904 the city determined to replace the Main-street bridge with an entirely new structure, and in December the old bridge was removed, together with all tracks thereon. The Traction Company was then insisting upon its right to maintain a double track on Main street and two- tracks across Main-street bridge as part of a double-track system. The interurban Company claimed the right to maintain one track across the bridge, and, as there could be but two tracks, a contest arose between them, which was determined by this court by a decision announced November 14, 1905, and reported in 126 Wis. 179, 105 N. W. 571. The court there held that the Traction Company did not have the right to maintain double tracks in Main street, but did not decide upon the right to a turnout or switch upon the bridge, as the so-called passing track was there denominated. At about the time the old bridge was removed a memorandum agreement was signed December, 15, 1904, by the Traction Company and by the mayor, clerk, and comptroller of the city, whereby the city was to lay the planking upon the bridge in process of construction and to lay and fasten upon said bridge the rails of the Traction Company, the latter “to furnish all rails for the laying of its double track across said bridge at its own cost and expense.” The Traction Company was to pay its proportionate share of the planking and of the laying of the rails, and ten per cent, in addition thereto. It is to be here noted that it does not appear that the contract contains any provision or suggestion that the tracks are to be usfed as turnout or passing tracks. It will be remembered that the ordi
The common council thereupon adopted the resolution, approved November 28, 1905, which gave rise to this litigation, and which this court holds to be unreasonable and void. The preamble refers to the decision of this court with respect to the rights of the Traction Company to lay an additional track upon the streets of the city, the claim of the Interurban Company that it has a right under its franchise to lay its track upon South Main street, and that such tracks had been there laid to the east of the tracks of the Traction Company, and its purpose to extend its track north on Main street, across the bridge, to High street; to the safety and convenience of public travel, which required the removal of the tracks of the Traction Company on Main street north of the bridge from the center to the west side thereof, and that the tracks of the Traction Company be placed on the east side of said street; to the public safety, which demanded that the railway tracks on Main-street bridge and the approaches thereto should run as near as practicable to a straight line parallel thereto, and that no connection with said track be made by diagonal switch upon said bridge or approaches; and to the power of the city to regulate the use and occupation’of its streets and bridges. Thereupon it was resolved that no diagonal switch or connecting track running at an angle or otherwise be permitted to be placed either by the Interurban Company or the Traction Company upon the bridge or its approaches until plans and specifications therefor had been adopted, and directing the city engineer to prepare such plans .and specifications. It further directed the city attorney to take such action as to him
The undisputed evidence demonstrates that the Traction Company was at this time asserting its right under its franchise to lay a switch or turnout track upon the bridge and its approaches, and that the Interurban Company was asserting its right under its franchise to lay its track upon the bridge and its approaches, and that the city asserted its authority to control the occupation of its own streets and to regulate the laying of the tracks upon the bridge and the approaches for the use and convenience of both companies and for the accommodation and protection of public travel. The power of the city to adopt the resolution cannot be questioned. The situation, it seems to me, required that this power 'should be promptly exercised, and that the action taken was just and reasonable and such as the circumstances demanded.
The city, in the franchise ordinance, under which the Traction Company here asserts its claim to the additional track upon the bridge, expressly reserves to itself the power to control at all times the improvement and repair of the streets to the sanie extent as if no grant of the right to use them had been given. The statute also provides that a street railway ■shall be subject-to such reasonable rules and regulations as the proper municipal authorities may from time to time prescribe. Sec. 1862, Stats. (1898). The grant to the Traction Company was not an exclusive franchise to occupy Main street or the bridge for railway purposes, and it cannot be construed as limiting the power of the city to permit another company to lay its tracks thereon, and if necessary to require the Traction Company to remove its tracks to one side, provided it be furnished a suitable and convenient location. This court holds that the regulations prescribed by the city, which are here challenged, are within the power possessed by the municipality, if reasonably exercised, but determines, contrary
The court condemns the proposed regulations because of the supposed effect they may have upon the relations existing between the two railway companies. It is said in the opinion:
“One result was to abrogate the contract made by the city with the Traction Company one year before the passage of these resolutions, and to confiscate whatever property had been contributed in pursuance of said contract, or whatever payments, if any, had been made therefor by the Traction Company.”
The undisputed evidence showed that no such result can follow. After the adoption of the resolution of November 28, 1905, here in question, the attorneys for the Traction Company addressed a communication to the common council, dated December 16, 1905, containing a stipulation for the speedy completion of the bridge, which was accepted on behalf of the city. In order to hasten the completion of the Main-street bridge and give the public the immediate benefit of its use, the Traction Company proposed that the city should lay the rails on the east side of the bridge in the manner specified. The rails were to be^so laid that neither company could make use of the track until the right thereto should be determined by the court. The Traction Company was to furnish the rails and to be reimbursed on the conditions stated. The east track was to remain in the possession of the city until title thereto should be adjudicated. If it should be determined that the Traction Company was not entitled to maintain and operate said east track, it agreed to convey the rails so laid to the city, or to whomsoever it should direct, upon the payment to the Traction Company of the actual cost of the rails, with five per cent, added. This stipulation continues in
In this connection it may be well to' state that on December 14, 1905, the common council adopted what is known as the “Randall plan” for laying the tracks of both companies on Main street, which obviated the necessity of any switch or turnout track for the use of either company upon the bridge or its approaches. This plan contemplated an interchange of tracks between the two companies, giving the west track to the Traction Company and the east track to the Interurban Company, the Traction Company to come in from the south on the east track and go out on the west track, and the Interurban Company to come in from the south on the east track and go out on the west track. There was provided a double cross-over track near High street, north of the bridge, so as to fully accommodate the running of the cars of both companies. There was, therefore, no confiscation of the property of the Traction Company under the contract of December 15, 1904, as provision had been made for reimbursement under the agreement above mentioned.
. This court, it seems to me, has given too much importance to the contract entered into between the city and the Traction Company on December 15, 1904. It does not seem to have been expressly authorized by the common council, nor does it in form or in fact grant a franchise to the Traction Company or enlarge the terms of any franchise theretofore granted. The Traction Company was then asserting a legal
With respect to the adoption of the resolution of December, 1905, it is said in the opinion: “Another result was to deprive-the Traction Company of its rights under the traffic contract with the Eastern Wisconsin Railway & Light Company, such as they were.” The city had never been informed officially of the existence of any such contract, it was not a party to- it,, and it never recognized it in any manner as having any controlling power over its own action in the regulation of its streets. It is said in the opinion: “Both the city and the Eastern Wisconsin Railway & Light Company had by ordinance of November 10, 1903, recognized the right of the-Winnebago Traction Company to compensation.” It is respectfully submitted that the ordinance, as passed by the-common council and as accepted by the company, contains no such recognition on the part of the city. That ordinance-grants a franchise to the Interurban Company to lay single or double tracks and operate its road upon the streets of the-city therein named for a strictly interurban business, the company to hold the city harmless from any damages of whatever-kind or nature resulting to property owners by reason of the construction or operation of its railway. The proviso has already been referred to which prohibits the laying of more-than two tracks upon the streets, including those theretofore laid, or which any other company has a right to lay under existing franchises, and authorizes the company to operate its cars over the tracks of any other company, “subject to the-existing rights of such other company.” The Interurban.
The court states as a further result of the adoption of the resolution that the Traction Company was deprived of its
The consideration controlling the decision of the court is •the supposed injury inflicted upon the Traction Company and the possible advantage derived by the Interurban Company by the adoption of the resolution in question. It is said in the opinion:
*499 “Rut tlie city Rad no right to intervene in such, an ex igency and in effect annul and take away such, rights of the Traction Company, even if the public interest did: require that the passing track or turnout be removed from the bridge, because such exercise of its police power would be unreasonable under the circumstances above shown.”
The situation might, as I think it did in this case, demand the immediate exercise by the municipality of its control over the street and bridge. Nevertheless it must postpone action until rival companies asserting adverse claims to occupy the locality with their tracks have settled their differences amicably or in the courts; otherwise its action is subject to con.demnation as unreasonable and partial; The reasonableness of the regulation is made to depend upon the effect it may have upon the disputed rights of third parties as between themselves, and not upon the safety and convenience of the public. Every police regulation necessarily affects persons subject thereto, abridging the rights of some, possibly enlarging the privileges of others; but the reasonableness of the exercise of the power cannot be determined upon any such indirect consequences. The exercise of such power in the public interests cannot, as a matter of law,-be denounced as unreasonable because it naturally and necessarily affects existing conditions, and operates to the injury of one and to the advantage of another person. This court does not impugn the good faith of the city authorities in adopting the resolution, but it assumes to challenge their judgment in the attempted exercise of the power of regulation. The judgment of a legislative body, based upon a knowledge of existing conditions which no judicial tribunal can be presumed to possess, has not generally been considered the subject of review by the courts.
“The honest judgment of the municipal authorities as to what is promotive of the public welfare must ordinarily control, although not in accord with the views of the com-t.” Le Feber v. West Allis, 119 Wis. 608, 613, 91 N. W. 203.
“The claim is and was that the ordinance of vacation was passed solely for the private benefit of the defendant corporation, and that the public good in no way demanded it, and hence that it was illegal and void. So the question really is whether in this action the validity of the ordinance can be challenged on the ground that the council acted from a wrong’ motive. Corruption is not claimed, fraud is not claimed, and want of power is not claimed; but the simple claim is that the members of the council, in exercising their legislative powers, acted from improper motives and subordinated the public interest to the private interests of the defendant corporation. The general principle that legislative acts, within the power of the legislative body to pass, are not subject to revision or control by the courts on the ground of inexpediency, injustice, or impropriety, is well settled, and has nowhere been stated with greater vigor than by this court. ... In, both of the cases quoted from, acts of the legislature were under considerationbut the same general principle has been frequently recognized as applicable” to the acts of the common council which are legislative in their character, as is the ordinance under consideration.”
And further:
“The sole claim is that the council have vacated a part of a street for a private use when it was needed by the public. This means that the motives of the councilmen were wrong and their judgment unsound. We think the courts will not entertain an inquiry into the truth of these charges. The ordinance was within their power to pass. On its face it purports; to be passed for a purely public purpose. Such a' purpose is entirely possible, notwithstanding a private benefit may at the same time inure to the defendant. Even though the council may have been wrong in its judgment, or*501 ■may Rave mistaken a private interest for a public one, our conclusion is that tlie courts cannot arrest the operation of the ordinance for those reasons.”
The result of the decision of the court is to deprive the city .of OsliJcosh of the authority delegated to it by the legislature to regulate and control the use of its streets in the interests of the public, and to confer that power in a limited though in a Very important degree upon the Traction Company, to be exercised by it for its own private interest and advantage. Tho municipality should determine upon what terms and conditions an interurban company should occupy its streets for interurban traffic; but this right which is to be exercised for tlie public benefit is taken away by the grant of a franchise, which is not in terms exclusive, to a street railway company, which has thereby acquired the right to maintain a turnout track upon the bridge at the main entrance of the city, and impose such terms as it deems fit for its private advantage as a condition for the admission of interurban traffic. The claim so asserted on behalf of the appellant ought not to receive the ■solemn sanction of this court.
I respectfully but emphatically dissent from the doctrine that the power of the municipality to control its own streets in the interest of the public can be subverted by an independent .agreement between third parties entered into without its knowledge or consent, or by the grant of a franchise to a street railway company which is not in terms exclusive as to a particular location therein specified, or by a contract entered into on its behalf with such company, unless authorized by the common council and approved in the manner prescribed by law for the adoption of a franchise ordinance.
Rehearing
The following opinion was filed May 8, 1908:
Respondents move for a rehearing, finding error and obscurity in tlie former opinion, wbicb to tbe ap
The status quo means, of course, the conditions existing at the time of the commencement of this action, modified or altered only by adjudications or proceedings in this action. The declaration that the status quo should be maintained has particular reference to forbidding any further attempted intervention by the city by way of resolution or ordinance pending the determination of this controversy, forbids changing back to their former position in .the middle of the streets the tracks of the Traction Company, does not continue in existence or prevent the termination of the so-called modus vi-vendi agreement, nor prevent the Traction Company from connecting its passing track at the north and south ends thereof with its main track by cross-over connections, nor prevent the Traction .Company from disconnecting' the passing track in question from the tracks of the Interurban Company at the north and south ends of the passing track, nor prevent the Traction Company from forbidding and preventing the Eastern Wisconsin Railway & Light Company from using the track of the Traction Company without compensation to be fixed by agreement or condemnation. These rights will be preserved to the Traction Company by the decree. We do not determine whether or not the Traction Company is entitled to compensation for the cost or disadvantage of removing its tracks under the removal heretofore made, because that question is not before us. With reference to this recovery it cannot be had in this cause, and the Traction Company may proceed as it shall be advised. We express no opinion. As we understand the situation, the tracks have been removed from the middle of the street either by the city'
■' The pleadings of the respondents in this case showed sec. 2 of the ordinance of November 10, 1903, as quoted in the opinion heretofore written. The case as printed failed to show any amendment allowed; but, as shown by the written record, an amendment was duly allowed to these pleadings, showing that that section of the ordinance was amended by ■striking out the concluding words, “by purchase, lease, or ■other contract arrangement with such company, or any other ■company now owning or using an existing track or tracks along any of said streets,” and inserting in lieu thereof, “subject to the existing rights of such other company.” We do not think this amendment materially changed the legal effect of the ordinance as a recognition on the part of the city and on the part of the Eastern Wisconsin Railway & Light Com* pany that other tracks had been theretofore laid by the Traction Company, and that the Eastern Wisconsin Railway ,c£. Light Company took, and that the city gave, the franchise or permit subject to and with notice of the rights of the Traction Company. When we consider that the traffic agreement between these corporations existed at the time that sec. 2 of the ordinance as it originally existed was enacted, and that the cars of the Eastern Wisconsin Railway & Light Company were then being carried over the tracks of the Traction Company openly and notoriously, and that this amendment was made at the instance of the Eastern Wisconsin Railway ¡&. Light Company, there seems to be no escape from the conclusion that the latter w*as then planning to1 repudiate its traf-
We think this covers all the points upon which counsel for the respondents found the first opinion ambiguous or obscure. With reference to the motion for rehearing on the merits, we have given the matter careful consideration and we have found nothing to shake our confidence in the correctness of the opinion heretofore announced.
By the Qourt. — The motion for rehearing is denied, with $25 costs.