Source: https://m.openjurist.org/143/us/596
Timestamp: 2019-07-22 18:20:08
Document Index: 361039858

Matched Legal Cases: ['§ 3', '§ 3', '§ 5', '§ 2', '§ 2', '§ 2', '§ 2', '§ 4']

143 US 596 Chicago Ry Co v. Denver R G R Co Denver R G R Co | OpenJurist
143 U.S. 596 - Chicago Ry Co v. Denver R G R Co Denver R G R Co
143 US 596 Chicago Ry Co v. Denver R G R Co Denver R G R Co
12 S.Ct. 479
36 L.Ed. 277
The litigation arose out of a contract entered into on the 15th day of February, 1888, between the Denver Company and the Chicago, Rock Island & Colorado Company, (hereinafter designated as the Chicago Company,) for the joint use and possession of the Denver road between Denver and Pueblo, the material portions of which are printed in the margin.1
Indeed, the contract, from beginning to end, is full of provisions which indicate that the minds of the parties met only upon an understanding that the Chicago Company should make its connection with the Denver road at Colorado Springs, and should make a constant use of its tracks from that point to Denver and Pueblo, and, inferentially at least, that the Denver Company would not have consented to it upon any other theory. The preamble contains a recital that 'the interest of both parties and of the public will be promoted by the establishment and operation of a through line of railway between all the points on the line of the rail way of the Denver Company between and including Denver and South Pueblo, and all points on the line of railway which will be operated by the Chicago Company, and on the system of railways of which the Chicago Company will form a part.' By article 2, § 3, the Chicago Company covenanted that it had power to construct a line from the western boundary of Kansas to Colorado Springs. By article 1, § 3, the Denver Company is to furnish 'all water and coal which the Chicago Company will need for the operation of its trains over the railway of the Denver Company. It agrees, if so reqired, to provide and maintain engine-houses to properly and safely shelter all locomotive engines which said Chicago Company may have occasion to use on the railway of the Danver Company.' Article 1, § 5. The rent payable by the Chicago Company began to run 'from and after the completion of its railway from the boundary line of the state of Kansas to a connection with the railway of the Denver Company at or near Colorado Springs.' Article 2, § 2. And there was a further express provision that 'no compensation will accrue or be paid to the Denver Company from or by the Chicago Company, for the use and occupation of said premises, before the railway of the Chicago Company shall be completed from its initial point on the western boundary of the state of Kansas to a specified.' Article 2, § 2, subd. 10. Among Company within the time hereinafter specified.' Article 2, § 2, subd. 10. Among the payments to be made was a proportionate amount of the cost or expenses for keeping the railway and appurtenant property in repair, and supplying it (the Chicago Company) with water, 'as the number of wheels per mile run by it, the Chicago Company, over said railway, or any part thereof, bears to the whole number of wheels per mile run over the same during the same period,' (article 2, § 2, subd. 4,)—a provision wholly inapplicable to the separate use of terminal facilities, since it needs no argument to show that the amount of compensation for the use of such facilities cannot be practically determined upon a wheelage basis.
By article 3, § 4, the Chicago Company agrees to do no business as a carrier of persons or property between Denver and Colorado Springs, or between intermediate stations between Colorado Springs and Pueblo, or between any such intermediate stations, and Denver, Colorado Springs, or Pueblo; but it was to have the right 'to transport persons and property between stations on its railway and connecting lines and all points between and including Denver and South Pueblo: provided, however, that if the Chicago Company shall at any time acquire by purchase, construction, or otherwise, a railway extending not less than fifty miles from Pueblo, it shall have the right to transport persons and property between tween any point on such line and Denver.' There is certainly an inference from this proviso that it was not contemplated that the Chicago Company should acquire similar rights upon railway from other points than Pueblo. In addition to this, the situation and plan of the Denver station grounds show that, while they possess every facility for the admission of trains from the southward, their connection with the Union Pacific to the northward is by two tracks, one of which is wholly used for the transfer of freight-cars to other systems of railways, the other only making direct connection with the station of the Union Pacific,—an obviously inadequate provision for a large and continuous traffic. Taking all the facts of this contract together, we regard it as quite clear that it was never intended to grant the use of terminal facilities except as appurtenant to the use of the road itself. Indeed, where a road is leased with its terminal facilities, the implication is strong that it was the lease of the road which induced the lease of the terminals, and the contract should not be construed as importing a separate lease of such terminals without clear language to that effect. If plaintiff's contention by correct, we see no reason why it may not construct or lease another track direct from Limon to Pueblo, and demand the use of the defendant's terminals at that point, and practically, at least, abandon its line to Colorado Springs.
With regard to the Bailey and Burlingame tracts, so called, it is at least doubtful whether they would have passed, without the exception, as an appurtenance to the tracks, buildings, stations, sidings, and switches, and other property of the road, unless, at least, they were occupied by tracks used in the operation of the road. Indeed, they are appurtenant rather to the shops than to the railway. It is clear they ought not to be detached from the shop grounds proper, with which they are connected, for which they were purchased, and of which they form a part. If these grounds were put to a separate use, distinct from the other shop grounds,—a use connected with the customary operation of the road,—a different question might arise.