111 S.W.2d 160 | Mo. | 1937
Lead Opinion
The case was submitted to the jury under the humanitarian doctrine. The undisputed facts, as we gather them from the evidence, are: The collision occurred on July 11, 1934, at about six-thirty P.M. Manchester Road, at the point in question, is a four lane concrete highway, forty feet wide, running in an easterly and westerly direction. A double street car track crosses the highway in a north and south direction, somewhat northeasterly and southwesterly. About two hundred feet east of the intersection, on Manchester Road, is a sign "Railroad Crossing." To the south of the intersection and to the east of the tracks is a "stop" sign for street cars, and also a platform for passengers intending to board or leave the street cars. The service car that figured in the collision was a large Packard sedan, carrying seven passengers at the time of the collision. The service car was traveling west in the lane immediately north of the center line of Manchester Road and the street car was traveling north on the east track. The service car struck the street car near the rear end, derailing it. The service car swerved to the left just before the collision and the rear end of the car skidded into and struck the street car. The glass in a number of the windows of the street car was shattered. Two of the passengers in the service car were killed and a number of the others were seriously injured.
Plaintiff's witnesses testified that the street car stopped south of the highway, then moved slowly across it, beginning at a speed of about two miles per hour and gradually increasing to about six or seven miles per hour at the time of the collision. Plaintiff's witnesses testified that the service car was traveling at about twenty-five or thirty miles per hour; that a light rain had fallen just before the collision; that there was a slight incline toward the tracks on Manchester Road. Plaintiff testified that when the service car reached a point about thirty feet from the car tracks she felt the application of the brakes, then a swerve to the left. She testified the road was clear ahead of her at the time the brakes were applied; that she fainted before the collision and remained unconscious for some time after the collision. She was seriously injured. A police officer testified that there were marks on the concrete to the north of the center of the road, where the rear wheels of the street car had left the tracks. Another witness, who was a passenger in the service car, testified that the service car was traveling about thirty miles per *19 hour; that when it reached a point about sixty or seventy feet from the tracks he felt the application of the brakes; that the street car was standing still, at that time, south of the highway; that when the service car was about thirty feet from the tracks it began to swerve to the left and the rear end skidded around and struck the street car. Another witness, also a passenger on the service car, testified that the street car was standing still south of the highway when the service car was about eighty-five feet from the crossing; that the street car started across the highway at a speed of two or three miles per hour and had increased its speed to about seven or eight miles per hour at the time of the collision; that when the service car was about sixty feet from the track it was going twenty or twenty-five miles per hour; that prior to the application of the brakes it was traveling about thirty-five miles per hour. On cross-examination this witness testified that the brakes were applied just before the car was even with a building on the north side of the roadway. It was shown that this building was located more than 100 feet from the tracks. We have related substantially all of plaintiff's evidence, which plaintiff claims was sufficient to make a case for the jury, under the humanitarian doctrine, against the street car company. The driver of the service car, a defendant in the case, testified that he did not see the street car until he was 100 feet from the tracks; that the street car, at that time, was about five feet south of the concrete roadway; that he slowed the car down and was going about twelve miles per hour at the time of the collision.
Was the evidence sufficient to submit the case to the jury under the humanitarian doctrine? We think not. The physical facts in the case tell the story in no uncertain terms. The force of the impact, which derailed the rear trucks of the street car and shattered the windows of the car, leads us to conclude that plaintiff's witnesses did not overestimate the speed of the service car. It was conceded that the street car stopped south of the highway, then moved slowly across. It was struck near the rear vestibule, when north of the center line of the road. This street car was forty feet long. When the front end of the street car reached the center of the highway the service car must have been at least 120 feet or more east of the tracks. The testimony of plaintiff's witnesses, that the street car was at a standstill when the service car was from fifty to eighty feet from the tracks, and in front of the car when it reached the tracks, is so contrary to the physical facts that it must be rejected. [Dunn v. Alton Railroad Co.,
A case cited by respondent, Jordan v. St. Joseph Ry., Light, Heat Power Co., 38 S.W.2d 1042, l.c. 1044, Id.,
There being no evidence in this case that the motorman of the street car could have, by the exercise of ordinary care, discovered that plaintiff was in a position of peril, the judgment against the appellant street car company must be reversed. It is so ordered. Cooley and Bohling, CC., concur.
Addendum
The foregoing opinion by WESTHUES, C., is adopted as the opinion of the court. All the judges concur.