Cleveland v. New Jersey Steamboat Co.

boat started and putting in .place the rail (which was put on top of the .gate) and stanchions before such starting. It was held on the first appeal that defendant was not chargeable with negligence in not putting in place the rail and stanchions before the boat started. Judge Folger said that experience had not shown that danger was to be apprehended from that source, or that it was necessary to be guarded against. 68 N. Y., 306 , at 313.

In order to see precisely what the case now before us is, it is best to take some extracts from the evidence on the part of the plaintiff as to what was the condition of things - when .the accident occurred. I will take the evidence of the plaintiff and his friend Schwab, who accompanied him, which is as favorable an account for him on the facts as can be found in the record.

Having approached the boat, which was lying at its slip in Hew. York city, a short time prior to its departure on the 8th of September, 1873, at six o’clock p. x, the- plaintiff and his friend boarded it on its starboard side a little aft the wheel house, the boat heading towards the west. They went from the dock down on the boat by means of a gang-plank about the width of the gangway opening, and which plank was guarded with rails on each side. .Continuing, the plaintiff says : “ I went on the boat and turned around, took my handkerchief out of my pocket and waved it to my friends on the pier. Just at that time, I think, the-boat started. I heard an order to castoff, or throw off the line, something like that; I did not understand about it, and the . boat started. Just at that instant somebody from back in the crowd, back in the boat, came running through the crowd hallooing and coming pretty fast, rushing against people and coming towards the edge of the boat to get off. The boat was going, had gone quite a distance, probably twenty-five feet. It had swung out away from the pier twelve or fifteen feet, I should think. This man jumped out of sight overboard. There was a ■man that was there by the gate. The people hallooed 1 man overboard,’ and immediately there was a big rush that pushed seven or eight of us .in immediately. I heard the order to haul in the gang-plank. I didn’t understand whether it was -to haul in or haul out. I know it was swung out on the pier. They raised the end on the boat and swung it in, just raised it up and swung it back on the pier. Just at the time the hawser was cast off, going on at the same time, there was men right there had the big lines in their hands then, right at the edge of the gangway. That was at the same time the hawser was being hauled up. They swung it up and commenced hauling up the hawser at the same time. The boat was,going. The mate had the gate. Mr. Mull was the mate. At the time this man came through, Mr. Mull was standing partly in front of the gangway opening, at the post this gate sets on. He had the .gate. I supposed he was in the act of putting it in. He had the gate in his hand, partly in front of the gangway opening; as this man came through he partly turned; he had hold of the gate some way with both hands; this man passed right by through there along the boat, outside of this guard, and stepped right along on that and jumped. I was pushed overboard, right there

There was no gate in. I didn’t see the gate after that; it was knocked out of the way, at least it was not there when I got to it.”

The testimony of Schwab is substantially corroborative of "this. He says the gate had not been closed before the accident happened; “ there was a man had hold of the gate. He had it in his hand and in the act of putting it in. The man was in the set of putting the gate in, about as the crowd came and pushed .along.”

As to the alleged standing order of the defendant not to start the boat until the gangway had been closed and secured after the hauling in of the gang-plank, the evidence does not come up "to the allegation. The evidence of Kellar, a deck-hand, was that "the orders were to close the gangway as soon as the plank was hauled. He says nothing as to this being done before the boat started. He also says it would take two or three minutes to put in the gate and secure the gateway opening. Mr. Mull, the mate, said there was a general standing order to close the gate immediately upon hauling the gang-plank. Mr. Scoville was clerk on board the boat, whose duty kept him in the office where he sold tickets, and he had nothing to do with the running of the boat. He was called by the defendant, and upon his cross-examination by plaintiff’s counsel he said that he had always understood that one of the standing orders on the boat was that the gate must be closed and secured before the boat started, although he admitted he had never heard the order given.

There cannot be said to be any proof that the order was to close and secure the gate before the steamer started.

Now upon this evidence, which is at least as favorable to the plaintiff as any in the case, we are bound to say there is no proof of negligence on the part of the defendant

It appears that as soon as the signal was given the gang-plank was hauled up, and the boat started. Immediately upon the hauling up of the gang-plank, the mate started for the gate and brought it to the gangway opening, and was in the very act of setting it in position when the man brushed by him and jumped At this "time the boat had only moved thirty-five or forty feet along the pier, and was about twelve or fifteen feet away from it, and yet in "that brief period the mate had almost accomplished a secure shutting of the gate.. To say that the boat should not have been allowed to move a foot from the dock until this gate had been thus ■securely fastened, and the rail and stanchions placed in position, is to decide the matter in view of the facts which subsequently occurred, and not from the circumstances existing prior thereto. It was an accident which could not, as I think, have been reasonably ■anticipated. The attempt of a belated man to jump from the boat to the wharf immediately after the starting of the boat, his failure to reach the dock, and his consequent falling in the water, the cry of “man overboard,” the instantaneous rush of a crowd of ordinary passengers towards the side of the boat whence the cry proceeded, and the shoving of the plaintiff overboard, altogether form such an extraordinary, and, therefore, unheard of combina

tian of circumstances, that the failure to foresee their possibility, and to guard against their happening cannot in any fair or proper view of the subject be called negligence. The mere fact that an accident of the kind has never before happened may not be enough to avert the charge of negligence. If it might reasonably have been anticipated, or if its occurrence would not, in the minds of reasonable men, be in the highest- degree unlikely, if things were left in the condition then presented to -them, the charge of negligence might be a proper one for the jury to pass upon. Dougan v. Transportation Co., 56 N. Y., 1 ; Hubbell v. City of Yonkers, 104 id., 434; 5 N. Y. State Rep., 730.

But here is a case where an accident of the nature proved not only never happened before, but it resulted from causes which no human being up to that time could reasonably expect to concur.

In this view it is wholly immaterial whether the mate, when he heard the voice and turned around, did so for the purpose of letting the man through the opening, or only for the purpose of seeing what was being done with a view to perform his own duty nlore intelligently. It was not to be anticipated that the man would make an ineffectual effort to jump to the dock and fall in the water, and that then all the other circumstances should occur which resulted in shoving the plaintiff overboard.

The accident, upon the proof in the case, looking at it in the most favorable light for the plaintiff, was the result of causes for whose existence no one was legally responsible.

The judgment should be reversed, and a new trial ordered, with costs to abide event.

All concur, except Ruger, Oh. J., dissenting.