11 S.C. 158 | S.C. | 1878
Lead Opinion
The opinion of the court was delivered by
Each of the above-entitled cases rests in. substantially the same state of facts, and involves the same legal questions. Counsel have presented these cases as if precisely the same proceedings were had and the same rulings given in each, and we must so consider them as it regards the questions raised. There are some minor differences in the facts that do not affect the questions raised by the appeals, and will not be noticed.
The facts are simply that the plaintiffs in the various cases shipped goods by the defendant corporation, as a carrier by rail, that were carried to their place of destination, but before actual delivery were consumed by fire, without fault on the part of the defendants, while in the defendants’ depot. No evidence appears to have been offered tending to show that the place in which the goods were deposited was a safe and substantial warehouse, and no such question appears to have been submitted to the jury.
The court charged the jury “that unless there is special exemption, in terms of liability, brought home to consignees, a common carrier retains its character as a common carrier until notice of the arrival of the goods be given to consignees, and he has a reasonable time afterwards to take the goods; ” also “ that the liability of the common carrier, as such, must extend over the whole time of the existence of their lien for freight.” To both of these propositions defendants excepted.
The question involved is, when, in the ordinary course of business of a carrier by rail, independent of any special features-in the contract, does the liability of the common carrier, as such, cease after the goods have ai’rived at their place of destination ? The rule as to the termination of the liability of a carrier by rail, as a common carrier, is unsettled in this state, as was recognized in Wardlaw v. Railroad, 11 Rich. 337. In the other states of this Union much conflict of authority exists. Such is the divided state of authority that the present decision cannot be-largely influenced by any unbalanced weight of authority derived
The business of carrying passengers and goods by rail did not directly grow out of that of either the carrier by land or by water, as known to the common law. If the .one had passed into the other by insensible steps, the legal identity of the relations would have been perfect. ' In that case it would only be necessary to ascertain whether any modification of the rule applicable to the ancient modes of carriage was rendered necessary by alterations, either in the means employed or the mode of transacting business, the foundation of the liability of the carrier remaining the same in both cases.
The business of a common carrier, as known to the common law, was a mere private undertaking, conducted on a limited scale. Goods were entrusted to the hands of private persons to be conveyed from place to place. The common law rule of liability took its present form while the highways of Great Britain were infested by predatory bands, and the carriage of persons and property attended with much hazard. No one but the carrier and his servants could know to what extent goods undergoing carriage might be unnecessarily exposed to depredation or destruction from the elements, and the law wisely placed the carrier in the attitude of an insurer against all injuries to the property, except such as happened by what was called the act of God and of the public enemies of the realm. He was compelled to seek out and make personal delivery to the consignee, unless by contract or local custom a substituted delivery was permitted in lieu of actual delivery.
What is just said of the carrier by land is equally applicable to the carrier by water of early times, except that he was excused for damages that happened through the perils of navigation, and he was not bound to seek out the consignee.
It sometimes happened that both the carrier by land and by water could relieve himself of the special liabilities incident to his calling by depositing goods in a warehouse, but that was out of the due course of his contract, which called for personal de
• The introduction of .railroads not only changed radically the nature of the means employed for carriage, but the character and responsibility of the carrier, the sanction under which his business was conducted, and the methods and habits of dealing between him and those transacting business with him. Public sanction was necessary before the business could be undertaken. Legislation was framed to mould the business to suit the public convenience. The necessity of a large capital to supply the means of conducting the business insures adequate responsibility. The mode in which goods were received, transported and delivered was the subject of rules and regulations publicly known. • The consignee, instead of dealing with an obscure person, transacting his business either by himself alone or with the aid of one or more servants who might be in secret accord with him to wrong those entrusting their property to him, dealt with a conspicuous public body, transacting its business by the aid of a large retinue of railroad officials, amply sufficient to protect the property from depredation, and too numerous to unite as conspirators for any predatory purpose. Goods undergoing transportation, instead of being exposed in a wagon, poorly attended, upon a highway, or standing in the public yard of an inn, were received in substantial enclosures, locked up in safe cars, and delivered from depots or warehouses with as much safety as if in the storehouse of the owner.
The history of railroads is part of the public history of the country, and furnishes the means of tracing any relationship that may exist between the ancient and the modern calling. We do not find the wagon-road undergoing gradual change until it was converted into a railroad, nor the wagon gradually transmuted into a train of cars.
Railroad transportation displaced rather than modified the former modes of conveyance, and must be regarded in the highest sense a new method of transportation. In many respects it has been assimilated to the old, for the purpose of defining the legal relations of the carrier by rail. He has been called a com
The common law held both the carrier by land and water subject to his primary measure of liability until actual delivery, or where substituted delivery was allowed, until such substituted delivery was perfect. The reason of this was obvious. In the case of the carrier by land the goods were supposed to be exposed to the peculiar risks incident to that inode of conveyance until actual delivery. Neither general nor local custom regarded the carrier as fulfilling the double office of a carrier and warehouseman. He was not called upon to provide himself with any such means and appliances for guarding the goods committed to his custody. In legal contemplation the goods had no other security than the personal watchfulness of the carrier or his servants. He was not at liberty to divest himself of the duty of making a personal delivery by placing the goods in either a public or private warehouse, such a course not being contemplated by his contract. As a necessary consequence of this view the peculiar risks attending the transportation of goods did hot cease when he reached the place of their destination, and accordingly the measure of liability remained unchanged notwithstanding such arrival.
So with the carrier by water. While goods were conveyed by sailing vessels, the duration of a voyage was too uncertain to allow the consignee to estimate with any degree of certainty the time of the arrival of his goods; besides in the imperfect and irregular modes of transmitting intelligence in early times a consignee in a remote or foreign port might be dependent on notice of the arrival of a shipment for his advicés concerning it. Under such circumstances it is obvious that where the contract in its primary import was to make personal delivery, the shipowner could not discharge himself of its obligations without at least notice to the consignee, if he could with reasonable diligence be found. The reason why notice to the consignee was expected in the case of the carrier by water, was that his contract was to
Thus we find that the mode of terminating the contract in-case of the strict carrier by both land and water depended upon the nature of the contract of carriage, and that the law treated the two contracts in a somewhat different manner corresponding to the difference in the means employed and the nature of the business; and we may reasonably conclude that any entirely new mode of conveyance, while still regarded in a general sense as giving rise to the known contract of carriage, would receive the same discriminating consideration at the hands of the law.
11 These considerations bring us to the conclusion that while a railroad company is to be regarded as a common carrier, yet not in the sense that no modification of the rule of liability of common carriers is to be indulged, but that the same measure of liability exists’ in both cases where, by parity of reason, like grounds exist for it, and that where the reason of the rule is inapplicable the rule itself cannot be applied. But, even if the railroad company is a common carrier in the strictest sense, still its business would have to be regarded as of a special class, distinct from that either of a carrier by land or water as understood at common law, and therefore entitled to such modifications as it regards the measure of liability as naturally springs from the altered terms of the contract of conveyance, this conclusion being justified by the consideration of the difference allowed between the two species of conveyance formerly comprising the whole ordinary means of transport. These, views will find support in the adjudicated cases presently to be considered. It is generally conceded by the authorities that a railroad company as a carrier of freight is not bound to make delivery to the consignee at any other place than its own depot. The prevailing idea is that the company only agrees to convey to a place of
In the respect just mentioned, the contract of the carrier by rail differs materially from that of the ordinary common carrier by lánd, and as has been noticed in the cases, approximates more-nearly that of the carrier by water.
Notwithstanding this fact, the liabilities imposed by the authorities, if those of the State of New York are excepted, are those that belong to the common carrier by land.
While, as has been said, it has become well settled that the measure of liability is the same under both contracts, yet it is clear that the time when that peculiar liability ceases, as it regards the carrier by rail cannot be fixed by reference only to the rule in the case of the ordinary common carrier, for the difference between the contracts is material as it regards the mode of terminating the risks by delivery.
It certainly would not be proper to say that the contract of the .carrier by rail shall be referred to that of the ordinary carrier by land, for the purpose of determining the measure of primary liability, but to that of the carrier by water to ascertain when that primary measure of liability ceases. This would be dealing with the subject on merely arbitrary grounds and not rationally. There is another reason why we cannot look to the contract of the carrier by water as affording the tests for saying when the liability of a common carrier ceases in the case of carriage by rail. The carrier by water, although not bound to take goods beyond the customary landing-place, in search of the consignee or owner, is-bound to give notice of the place of intended delivery, yet, according to the clear weight of nearly all the authorities, the railroad company is not bound to give such notice.. It is proper
We must, therefore, come back for such help as we can get from the principles and analogies that are suggested by the contract of the ordinary common carrier by land.
The primary liability of the ordinary common carrier is only •continued by the law of his contract so long as the goods are •subject to the risks incident to that mode of carriage. This follows from what has been already said. To use a simple illustration, not far from the fact in early days, when the law was taking its final shape, the goods did not leave the carrier’s wagon until they were put in the consignee’s hands. In other words, the goods are assumed to be subject to the risks attending transportation until actual delivery, or what might be substituted for it. The primary liability lasted, therefore, no longer than the period
Allowing the full force of this principle to the case of carriage-by rail, and there still remains a question whether goods in the hands of a carrier by rail are to be regarded as subject to the-risks of transportation at all times while they are in the hands of the carrier, even after their arrival at their place of destination and though placed in a safe and proper warehouse belonging to> the carrier for the benefit of the consignee, and until the consignee takes them away or is in default for not complying with-his part of the contract by paying freight and taking them away..
This is the exact question that has been discussed and variously decided in the courts of different states. Although the present ease does not bring to view all the possible elements of this question, inasmuch as it is not made to appear that the goods of the plaintiffs on arrival were placed in a safe and proper-warehouse, yet it is essential that the question should be discussed upon all its features^ although a less extended consideration might suffice to dispose of the case as it stands.
That railroad companies who conduct their business in the-most approved manner, have at command warehouses properly constructed and guarded for the safe custody of the goods of consignees appears to be conceded in all the cases as a matter of public notoriety. Assuming such to be the fact in a supposed case, and that at the arrival of goods the consignee not being in waiting to receive them, they are placed in such a well-constructed and guarded warehouse under the care of proper persons ready at all reasonable times to deliver such goods to the owner or consignee on demand and compliance with the contract of affreightment, could such goods be properly said to be subject to the peculiar risks of transportation while so placed ? To make such an affirmation would only be possible through a confusion of terms. If, on the other hand, the goods have actually passed beyond the reach of the proper risks of transportation, what warrant is there from any principle or analogy furnished by the law of the ordinary carrier’s contract, for insisting that the-carrier shall remain bound as an insurer against a certain class of risks after such risks have ceased to exist ? Clearly there is
It remains for us to consider how far a clear weight of authority must be allowed to influence our final conclusion. A question much discussed in the cases, as to whether the liability of a common carrier does not remain even after the goods have been .securely placed in a proper warehouse at the point of destination until after the expiration of a reasonable time for the consignee to call and take them away, will be discussed in connection with the adjudicated cases.
Norway Plains Co. v. Railroad, 1 Gray (Mass.) 263. This is a leading case in Massachusetts and has been recognized as such by the courts of several of the states. It fully sustains the proposition that placing the goods at the place of destination, in a proper warehouse for the use of the consignee, without additional charge, provided he shall demand them in a reasonable time, is a complete performance by the carrier by rail of his duty as a common carrier, and his subsequent liabilities are those of a warehouseman. It indicates the proper effect of the delay of the consignee to take away his goods in a reasonable time, namely to authorize the carrier to charge as warehouseman for the subsequent custody of the goods, while, until the lapse of such reasonable delay, the sums agreed to be paid for transportation include the proper charges for storage. The carrier is, by this case, treated as a warehouseman from the moment that the goods are lodged in his warehouse.
This case illustrates the principle, that where the peculiar risks to which goods are exposed in the course of transportation cease,
In this point of view the Norway Plains case certainly holds that the platform, being part of the warehouse, deposit upon it was sufficient in itself. This is perfectly consistent with the general rule that goods delivered to a warehouseman, at the usual place for receiving goods, are regarded as stored, prior to their' removal to a position for permanent storage. The rule established by the cases appears to be finally settled in the State of Massachusetts.
Railroad v. Ayres, 29 N. J. 393. This case does not involve the direct question under consideration, but merely the reasonableness of a by-law of a railroad company relating to the mode of discharging freight. Haines, J., however, undertakes to state the rule of duty by which the carrier by rail is affected. He says “ the obligation of a common carrier by railway is, safely to transport the goods to the place of destination, to deposit them without delay, and without additional charge, in their warehouse, until the owner or consignee has a reasonable time to remove them. They are not required, as carriers by wagons,,to deliver at the door or place of business of the owner or consignee, nor as carriers by water, to give notice of their arrival.”
This is certainly a clear interpretation of the contract, but the statement of the consequences flowing from it is not equally fortunate. He says again: “ Having the merchandise in good order
Public convenience is often referred to as influencing the view to be taken of the contract of the carrier by rail, but if that consideration has any weight here, it would be on the side of furnishing railroad companies with an adequate motive for providing all their depots with safe warehouses, which might be afforded, could they know that 'their special liability as common carriers might be terminated by the proper use of such appliances.
Moses v. Railroad, 32 N. H. 523. The discussion of the general question of the mode by which a carrier by rail may discharge himself of liability as a common carrier, might well have been avoided in this case, for the jury had found actual negligence on the part of the railroad, and as the verdict in other
Blumenthal v. Brainard, 38 Vt. 402. This ease seems to have involved, principally, the question whether the defendant had modified his liability as a common carrier by notice relating to the mode of discharging goods. But the discussion of the question was carried beyond that view of the case. The contract of carriage was treated in this case, precisely as if it had been a contract to convey by water, with the single exception that it was conceded as the result of the authorities that no notice of arrival was necessary. The doctrine of the case is, in general terms, that the carrier by rail remains liable as a common carrier until the consignee has had a reasonable time to remove the goods. It admits of doubt, whether the court had in mind the
Still such considerations are not in themselves conclusive. We
If resort to the verdict of a jury in such cases is a hardship, it is all the more so when the mode of determining the reasonableness of the delay is unequal and arbitrary, as it is made by the language of the case under consideration. Kellog, J., holds that a reasonable time is such “ as would give a person residing in the vicinity .of the place of delivery, and informed of the usual course of business on the part of the servants of the company in unloading the cars and delivering the goods of that character, and also informed of the time when the goods may be expected to arrive, suitable opportunity within the usual business hours for delivering such goods after they had been placed in readiness for such delivery, to come to the place of delivery and inspect the goods and take them away.” After all, as full as the statement of this rule is, it is virtually a negation of the rule that the consignee is entitled to reasonable time to call for his goods, except where the consignee is a resident immediately at the termini and intermediate stations of the railroad. All other consignees must be satisfied with the measure that fits those who reside in the immediate vicinity of a railroad station, although it may not afford a reasonable time considering their circumstances. In its application to land conveyance this statement of the rule must be regarded as purely arbitrary, having no antecedent in general or local custom. Perhaps it is the best that could be done to avoid the intrinsic difficulties of the position assumed, but that admission would be fatal to the construction of the contract of conveyance that calls for judicial interposition of such a character. Such a rule may be necessary in the case of vessels trading from port to port, having goods consigned to a port at which it can only make a temporary stay, and under the necessity
Bausemen v. Railroad, 28 Ind. 434. This case fully sustains the proposition that the liability of the railroad company as common carrier ceases when the goods are placed in a warehouse at the point of destination, without notice to consignee.
Francis v. Railroad, 25 Iowa 60, sustains the same proposition as that last stated. Wood, v. Crocker, 18 Wis. 345, follows Moses v. Railroad, already commented on, but adds nothing to the strength of the reasoning of that case.
Railroad v. Scott, 42 Ill. 132. The rule, as applied by this case, is thus-stated by Breeze, J.: “But the rule is settled that no notice is necessary to the consignee, and if he is not present to receive the goods, which he has no means, by the use of ordinary diligence, of knowing have arrived, the carrier can store the goods safely in a suitable warehouse and await the demand of the consignee. When thus stored, the duty of the railroad as a common carrier terminates and that of a warehouseman begins; the warehouse must be a safe and secure place.”
This same proposition is again stated in Vincent v. Railroad, 49 Ill. 247, although not directly involved in that case.
McCarty v. Railroad, 30 Penn. 247. While this case can hardly be regarded as finally settling the rule for Pennsylvania, as it involved circumstances of a special character, yet the language of the case is explicit, and sustains the views presented above.
The New York cases do not appear to have received that clear
McDonald v. Railroad, 34 N. Y. 497. This case related Avholly to the duty of an intermediate carrier, as it regards transmission to the next carrier in line. The decision is not necessarily inconsistent with the doctrine that the carrier, at the point of destination, may discharge himself of liability by deposit in a warehouse; but in the course of the remarks made by Smith, J., a different view was presented. He holds that, according to the weight of authority in that state, as applicable to both camera by rail and water, notice to the owner or consignee of the arrival of the goods, and a reasonable time and opportunity after notice to remove them, would come in lieu of personal delivery. On examining the antecedent cases in that state, no such authority has been found as applicable to railroad carriage, although the rule, as applied to water carriage, has abundant support. Fisk v. Newton, 1 Denio 45; Ostrander v. Brown, 15 Johns. 39; Miller v. Nav. Co., 10 N. Y. 431. It is to be inferred that the learned judge assumed that the two cases were without distinction as it regarded the applicability of the rule, and that his reference has relation to the cases bearing on the liabilities of carriers by water. This case can, in no proper sense, be regarded as deciding the proposition thus commented upon.
Witbeck v. Holland, 45 N. Y. 13. Again, in this case a statement of the general rule as affecting carriers by rail was attempted, although the case was against an express company, and therefore involved a more strict application of the rule as affecting ordinary common carriers than is appropriate in the case of carriers by rail. Groon, J., incidentally remarks, in regard to carriers by boat and railway, that “ such carriers discharge themselves from responsibility as such,by transporting the goods to their nearest business station to the residence or place of business of the consignee, and notifying the consignee of their readiness to deliver the goods at such station.” The object of making this statement is clearly disclosed as merely negative, by his adding that express companies were not entitled to this exemption. This case must be excluded from the list of those entitled to authority in the settlement of the present question.
Hedges v. Railroad, 49 N. Y. 223. This case depended upon special circumstances that rendered a statement of the general rule- unnecessary. The question actually considered was whether the consignee had used due diligence in removing his goods before the burning of the defendants’ depot by fire. The appeal appears to have been based on a charge that the question of negligence was for the jury. On appeal it was held that this was erroneous; on an admitted state of facts it was for the court to-say whether there was or was not negligence. This conclusion is in conflict with Blumenthal v. Brainard, supra, and assumes-that the law supplies a fixed standard of Avhat is to be considered negligence in such a case — a proposition that needs better support, as it regards carriage by rail, than any that has been found-in the adjudicated cases. In this case Folzer, J., states the general rule on the authority of Fenner v. Railroad alone, the authority of which case has just been considered.
It is singular that this question does not appear to have received in the courts of that state the consideration that its importance demanded. This is to be regretted, for the decisions of the courts of New York, especially on commercial questions, are consulted Avith great interest_ wherever its able judiciary bestoAV full consideration upon them. It is also singular that the vieAv of the Ne\v York judges should run counter to the general current of the authorities elsewhere on the subject of the duty of the carrier by rail to give notice.
On the whole, the weight of best authority appears to be Avith the conclusion already stated as naturally flowing from the contract of the carrier by rail. Certainly the reasons that induce that conclusion have not been shaken by the positions assumed in the various cases by those holding opposite vieAvs.
The Circuit judge Avas clearly in error in holding the defendants liable, as common carriers, until notice was given and a
The judge also erred in holding that the liability of common-carrier subsisted as long as the lien of the carrier subsisted for freight. Had the goods, on default of the consignee to claim them in due time, been deposited in a public warehouse, the liability of the carrier would have ceased without destroying the lien for freight, and this is sufficient to render the statement of the proposition erroneous without regard to the effect of other modes of terminating the carrier’s responsibility. There must be a new trial.
S. G., 19 Am. Bep. 436.
Concurrence Opinion
I concur fully in the result of the opinion, filed by the Chief Justice, in these cases. I think he has conclusively demonstrated that there was error in the charge of the Circuit judge in both points embraced by the exceptions. But I am not prepared to assent to the proposition contained in the-opinion, “that the liability of a carrier by rail, considered as an ordinary common carrier, ceases the moment the.goods have arrived at their place of destination, and are placed in a properly-constructed and guarded warehouse subject to the demand of the consignee.” And on the contrary, as at present advised, I am inclined to the opinion that while the carrier by rail is not bound to give notice to the consignee of the arrival of his goods, yet that his liability as carrier continues until the consignee has had a reasonable time after the arrival of the goods to remove them. The error, therefore, of the Circuit judge, according to my view,, consisted in fixing the period when such reasonable time would begin to run, at the time when notice was given instead of at the time of the arrival of the goods. The rule as to a carrier’s liability has been too long and too well settled to admit now of any dispute, even though we might, upon abstract principles, be disposed to regard it as a harsh and unjust rule. That rule is based largely upon considerations of public policy. As Best,
Now while it is very true, as abundantly shown in the opinion of the Chief Justice, that the introduction of this new mode of carriage, by rail, differing so essentially, in many respects, from any mode of carrying known at the time the rule was established, demands some modifications of the rules regulating the contract for carriage by land, yet the same reason as that above indicated, applies with equal, if not greater, force to a carrier by rail as to a carrier by wagon or other primitive mode of transportation.
The rule was established not merely, as seems to be assumed, for the purpose of protecting the shipper while his goods were in the course of transportation, or as it is expressed, while exposed to the risks of transportation, but also while they were in the possession and under the control of the carrier for the purpose of being transported and until they were delivered. It is ■obvious that if the goods of the shipper are destroyed after being placed in the depot of a railroad company, it would be quite as necessary for him to resort to the servants and employees of the company for evidence showing the cause of the loss, as if they were destroyed in the cars before they were taken out and placed
The theory upon which the case rests, as is said in the subsequent case of Rice v. Hart, 118 Mass. 201; 19 Am. Rep. 433, is “ that delivery from themselves [the railroad company] as common carriers to themselves, as keepers for hire, discharges their responsibility as common carriers.” If so, then the company must be considered as though it were two separate aud distinct persons — a carrier and a warehouseman — and by what authority one can be regarded as under an obligation to perform the duties incident to his calling as a warehouseman, among Avliich is that of securely keeping the goods entrusted tó his care, for a single day or a single hour, without any compensation whatever, simply because he may have received compensation for performing duties incident to another and altogether different calling, I am unable to understand. If, at the moment that the goods are delivered by the railroad company, as a common carrier to itself as a warehouseman, its liabilities as a carrier cease, and its liabilities as a warehouseman begin, it would seem necessarily to follow that at the moment when its liabilities as a warehouseman begin, its
I cannot concur that there was error in the first proposition charged, but believing that there was error in the second, I concur in the result.
New trial granted.