Task: songer_genapel2

What follows is an opinion from a United States Court of Appeals.
Intervenors who participated as parties at the courts of appeals should be counted as either appellants or respondents when it can be determined whose position they supported. For example, if there were two plaintiffs who lost in district court, appealed, and were joined by four intervenors who also asked the court of appeals to reverse the district court, the number of appellants should be coded as six.
When coding the detailed nature of participants, use your personal knowledge about the participants, if you are completely confident of the accuracy of your knowledge, even if the specific information is not in the opinion. For example, if "IBM" is listed as the appellant it could be classified as "clearly national or international in scope" even if the opinion did not indicate the scope of the business. 
Your task is to determine the nature of the second listed appellant. If there are more than two appellants and at least one of the additional appellants has a different general category from the first appellant, then consider the first appellant with a different general category to be the second appellant.

KENYON, Circuit Judge.
Three appeals are here involved. The Des Moines Terminal Company (hereinafter designated the Terminal Company) brought action in the district court of Polk county, Iowa, at the May term, 1923, against the Des Moines Union Railway Company (hereinafter termed the Union Company), Chicago, Milwaukee & St. Paul Railway Company, and Wabash Railway Company, to- quiet title in it to certain railway terminal property in Des Moines, consisting of rights of way upon which were located railroad tracks, switches, and other terminal facilities. The cause was duly removed to the United States District Court, and an answer and cross-bill was filed by defendants, in which they asserted that the Union Company was the owner in trust for the benefit of the cross-petitioners, the Milwaukee Railway Company and the Wabash Railway Company, of all the tracks, rights of way, and facilities claimed by the Terminal Company; that the Terminal Company had acquired them as the result of a seheme and conspiracy entered into between P. M. Hubbell, P. C. Hubbell (his son), and H. D. Thompson (brother-in-law), as- officers and stockholders of the Union Company, to enrich themselves out of the trust estate, of which the Union Company was trustee; that the transactions of said parties were in violation of their duties as such officers and trustees, and cross-petitioners asked that the tracks and right of way and other terminal property claimed to be owned by the Terminal Company be decreed to be a part of the trust estate held by the Union Company as trustee for the exclusive use of cross petitioners.
In reply the Terminal Company denied any scheme or conspiracy on the part of P. M. Hubbell, P. C. Hubbell, and H. D. Thompson, to enrich themselves out of trust property; further that, in an «equity suit in the District Court of the United States for the Southern District of Iowa, in which the Milwaukee and Wabash Companies were complainants and the Hubbells were defendants, together with the Union Company, complainants filed an amended bill on May 12, 1909, in which they set up part of the same dereliction they now assert in this case; that they had at that time full information of the facts and are estopped to- now raise these questions. Waiver and laches are also asserted.
The Chicago Great Western Railroad Company and the Chicago, Burlington & Quincy Railroad Company intervened in the action, claiming the right to possession of the so-called terminal tracks and properties of the Terminal Company by virtue of a lease from that company of date June 3, 1921. We shall hereinafter refer to these two intervening railroads as interveners.
Eight weeks of time was occupied in the trial of this ease in the District Court. The facts are intricate and involved, and show a much scrambled condition of affairs. To outline them in detail would make a book. A mass of records, correspondence, and evidence is presented to us. The legal questions discussed are numerous. The trial court held that Messrs. Hubbell, who were in control of the Terminal Company, had violated their trust in developing the system of tracks, known as the Terminal Company’s system, for their own benefit and profit, and in failing to carry out the purposes for which the Union Company was organized, but held that any right on the part of the Union Company or the Milwaukee and Wabash Companies to claim ownership of the Terminal properties had been waived; that the Union Company was not entitled to have transferred to it as trustee for the Milwaukee and Wabash Companies ownership of these properties. It held that, while the Union Company and the proprietary roads were not in position to claim ownership in the railroad properties of the Terminal Company by reason of waiver, they wore entitled to claim as to said properties the exclusive use thereof upon reasonable terms to be fixed by the court it' no agreement should be made covering the same. It held that the finding of waiver and abandonment by the Union Company and the proprietary roads of the right to claim equitable ownérship of the Terminal properties was not inconsistent with the right to have established an implied parol arrangement for the exclusive use of the tracks by the Union Company enforced upon reasonable terms.
As to interveners, the trial court held they had acquired their rights by lease with the Terminal Company under such conditions as to put them on inquiry and to require them to use reasonable diligence to ascertain the fights.of the Union Company, and that the lease to them was void. The main relief granted by the trial court is expressed in this order: “It is therefore the Order and Judgment of this Court that all of the tracks of the Des Moines Terminal Company and the real estate used in connection therewith, and the real estate, if any, now under lease to the Des Moines Union be impressed with a trust in favor of the Des Moines Union Railway Company for the exclusive possession and use thereof by the Des Moines Union Company upon reasonable terms.”
As the Hubbells are the parties around whom this controversy rages it will be well to get clearly in mind their relationship to the situation. The Des Moines Union Railway Company was incorporated in 1884. F. M. Hubbell was one of the incorporators. He was secretary and a director of said company from the date of its incorporation until April 5, 1921. His son, F. C. Hubbell, was president and director of the company from 1892 until April 5,1921, when he became president of the Terminal Company. Mr. H. D. Thompson, a brother-in-law of F. M. Hub-bell, was director and treasurer of the Union Company at the time the Terminal Company was organized, and so continued until April 5, 1921.
The Des Moines Terminal Company was incorporated in May, 1902, by F. M. Hubbell, H. D. Thompson, and C. Huttenloeher (am employee of F. M. Hubbell). F. M. Hub-bell was by the articles of incorporation made the first president of the Terminal Company, II. D. Thompson, vice president, and Mr. Huttenloeher, secretary and treasurer. They also comprised the first board of directors. The Frederick M. Hubbell estate is a trust estate created by Frederick M. Hubbell. F. M. Hubbell Son & Co., Inc., is a corporation which took over the real estate business formerly conducted by the partnership of F. M, Hubbell & Son. The Frederick M. Hubbell estate was a stockholder of the Terminal Company, as was F. M. Hubbell Son & Co., Inc. The Hubbell interests and Thompson were in complete control of the Terminal Company during its entire existence and it was entirely a Hubbell enterprise. The stock of F. M. Hubbell Son & Co., Inc. was owned at the time of trial of the original ease, one-third by H. D. Thompson, one-third by F. C. Hubbell, and one-third by the trustees of the F. M. Hubbell estate. Contracts were made between the Terminal Company, signed by F. M. Hubbell as president, with the Union Company, signed by F. C. Hubbell, as president.
The dominating personality in the Union Company until 1921, and in the Terminal Company from its organization, was Mr. F. M. Hubbell. We shall refer to the various Hubbell enterprises, individual and collective, as the Hubbell interests.
The genesis of the Des Moines Union Railway Company is this: On the 2d day of January, 1882, an agreement was made in the city of New York between the Des Moines & St. Louis Railway Company, the Des Moines Northwestern Railway Company, and tho St. Louis, Des Moines & Northern Railway Company, and several individual signers, to organize a terminal company in Des Moines to be known as the Des Moines Union Railway. The purpose is expressed in subdivision 8 thereof, as follows: “It is understood and agreed that spur tracks shall be built connecting tho said terminal grounds with such manufactories and other sources of trade in and about the City of Des Moines, as afford sufficient opportunity for profit by so doing, and that all of said tracks shall be adopted for use for both broad and narrow gauge (trucks), provided that in case either of said Companies shall deem the construction of any of said tracks as not advantageous to its business, tho question of constructing said tracks, and which of the parties hereto shall pay therefor shall be determined by arbitration.”
Mr. F. M. Hubbell did not sign this agreement, but was active in organizing the Union Company. He was holding offices in a number of these roads and was regarded by the Wabash, which in fact controlled one of the signatory roads, as their representative in Des Moines. From 1882 to 1888 the terminal properties were'largely operated by the Wabash, and Mr. Hubbell was participating in acquiring the property for the Union Company intended to be used for terminal purposes. The respective railway companies entering into said agreement, and to- carry out its provisions, caused to be incorporated the Des Moines Union Railway Company.
The articles of incorporation were signed on December 10, 1884, by J. S. Polk, F. M. Hubbell, and J. S. Runnells, although the corporation did not actively function until 1888. Thef objeet of this corporation is shown by article II of the articles of ineorporation, which is as follows:
“The general nature of the business to be transacted shall be the construction, ownership, and operation of- a railway in, around and about the City of Des Moines, Iowa, including the construction, ownership and use of depots, freight houses, railway shops, repair shops, stock yards, and whatever else may be useful and convenient for the operation of railways at the terminal point of Des Moines, Iowa, as well as the transfer of ears from the line or depot of one railway to another or from the various manufactories, warehouses, storehouses, or elevators to each other or to any of the railways or depots thereof now constructed or to be hereafter constructed in or around said City of Des Moines, and such corporation shall possess all the powers conferred upon corporations for pecuniary profit by Chapter 1 of Title IX of the Code and the amendments thereto.
“All the powers exercised by this Company shall be in accordance with the terms and spirit of the aforesaid contract entered into on the 2nd day of January, A. D. 1882, by and between the Des Moines and St. Louis Railroad Company, the Des Moines Northwestem Railway Company, the St. Louis, Des Moines and Northern Railway Company, jas. F. How, Jas. F. How, Trustee, and Granville M. Dodge.”
We need not follow through the various transactions that made the Wabash and Milwaukee Companies the successors and assigns of the companies entering into the eon-tract of January 2, 1882. It is sufficient to say that the Milwaukee is the remote suecessor to the Des Moines Northwestern Railway Company and the St. Louis, Des Moines & Northern Railway Company, while the Wabash is remote successor of the. Des Moines & St. Louis Railway Company. The rights of the various railroads instrumental in forming the Union Company were transfe'rred to it..,
Prior to May, 1888, F. M. Hubbell had acquired title to a large area of land in Des Moines designated in these proceedings as the factory district which he intended to develop industrially. It-was located south óf Market street, and may be described as a tract approximately three-fourthfe of a mile long east and west and one-half mile wide, lyiug south of the right of way of the ChicaS°, Rock Island & Pacific Railroad, bounded °u the north by Market and Elm streets, on the east and south by the Raccoon liver, and on the west by what is now the 100-foot right of way of the Union Company, secured from R- Hubbell in 1890. It is a question of so^le dispute whether Mr. Hubbell ha.d acfluí1’6*! all of the lands in the factory district Pnor t° 1888. The Union Company contends that not more than one-fifth of the district ^ad been bought at that time. However^ properties had been purchased there for the purpose of the terminal prior to that time ail(^ held in trust by one How, as trustee,,Tlle property involved in this controversy Is principally located in the factory district, though some tracks are in other parts of the city, viz., east Des Moines. The Unio"n Cornpany endeavored to extend its operations as a Terminal Company into this district, and in 1890 bought several strips of land from F. M. Hubbell to be used as rights of way. One strip so purchased as part of the development plan in the district was known as the 100-foot strip and extended from Market street south to the Raccoon river. On this a number of tracks were built. As a part of the consideration therefor, the Union Company was to construct an embankment to protect the factory district from threatened overflow from the Raccoon river. Tracks used as connections for the Chicago, Buriington $¡ Quincy, and other roads, were eonstrueted. The Des Moines Union grew until it extended across the city of Des Moines from east to west about five miles, with an extensive system of trackage. It constructed a union depot occupied lay many railroad companies.’ Exhibit 1, introduced in evidence, is a plat showing the tracks and property of the Des Moines Union in the factory district prior to the organization of the Terminal Company in May, 1902. It shows that many tracks had been constructed therein by the Union Company, such as tracks 87, 98, 100, and 103, appearing thereon. These led from the tracks on the 100-foot strip or connected with such tracks and reached the very heart of the factory district, evidencing the purpose to extend the union into this territory in accordance with its franchises. Right of way deeds were made hy F. if. Ilubbell and wife to the Union Company conveying rights of way for tracks 87 and 103, which will be referred to hereinafter. A 2,000-foot strip was conveyed by F. M. Ilubbell to the Union Company April 1, 1889, which was entirely within the factory dislriei, and was to be used in the development of the Union Company’s terminal facilities. In 1902 the Union Company was adequately serving some eighteen, industries that had been established in the factory district, mid had sufficient trackage so to do. In 1893 the Messrs. Ilubbell and Thompson had acquired five-eighths of the capital stock of the Union Company. Outside of eight qualifying shares the Milwaukee and Wabash owned the balance. As minority stockholders of the Union Company the proprietary roads had little to say in its management. In 1889 they made an operating contract with the Union Company for the use of the terminal properties for a long period of time.
From the organization of the Des Moines Terminal Company in.1902, up to April, 1921, the Ilubbell interests had complete control of both companies. There was no uniform system in the development of the factory district, but it went continuously forward. We cannot set forth the situation as to each specific track. Some were constructed by the Union Company and the Terminal Company billed on for the cost thereof. As to others, the Union Company furnished the labor merely, or material, and tlien billed on the Terminal for the same. Some of the tracks constructed by the Union Company were taken over by the Terminal Company hy reimbursing the Union Company for the cost of material and labor expended. Some were purchased by the Terminal Company from the Union Company, and others constructed by the Terminal Company out of its own funds. Rights of way were in some instances conveyed by deeds from the various Ilubbell interests, in others secured by leases from the Hubbell interests for short periods of time. In some instances the Union would own the connecting track between two sections of the Terminal Company tracks, and vico versa. Beginning about 1906 the Terminal Company charged the Union Company a trackage or switching charge for every car switched over its tracks, which brought large sums to the Terminal. Fifteen thousand cars were switched over Terminal tracks by Union Company for year ending February 28,1921. Some part at least of these funds so collected was used by the Terminal Company in constructing additional trackage.
Exhibit 3 in evidence shows a vast network of tracks, switches, spurs, and terminal facilities as they existed in 1921 when the Hubbells were ousted from control of the Union Company following the decision of the Supremo Court of the United States. Mr. Morgan, engineer of the Union Company, testified as to the system of trackage as follows :
“Q. They were operated, weren’t they, by the Des Moines Union Railway Company as one unified system? A. Yes sir.
“Q. Was the terminal system laid out by you as an engineer having in mind that it would be a unified system of terminal railway in that district? A. Yes sir. The engineering was done so that it could be operated by one company and the tracks were so constructed and operated.
“It could economically be operated as a unified system of Terminal tracks.
“Q. Was it during the whole time that it was operated by the Des Moines Union, in your judgment, operated economically as a unified system of railway terminal in Des Moines?' A. Yes sir.
“The tracks were constructed so that they could bo operated by the Des Moines Union and were so operated during 1902.”
As illustrating the method in which the construction of tracks and the general development were carried on, we refer specifically to a few of the many tracks. The leading track constructed was what was known as the Dike track, which was built in the winter of 1903 and 1904 along the northerly bank of the Raccoon river from the 100-foot strip to Seventh street. The factory district could best be served by a main lead track at the south, from which spurs could be built, as the northern end of the district was congested. Mr. Morgan laid it out with the view of making it a lead track. It is designated in the evidence and on the plats as a main track, and it was the plan, as shown by Mr. Morgan, to use this track as the key track in the factory district. He testified the work was done at the request of Mr. F. M. Hubbell. It was necessary in its building to secure a crossing contract with the Chicago, Burlington & Quincy Railroad Company. This was made in the name of the Union Company, and such- contract is still in force. Reconstruction of the same was paid for by the Terminal Company. There was miich.filling to be done, and the dirt for the embankment was mainly secured from excavations at Allen’s Bluff. The Hubbell interests furnished dump ears, the steam shovel, and the ties for the track. Mr. Morgan testified: “My search shows F. M. Hubbell Son & Co. paid $2,535.-42 toward the expense of this work and furnished the dump ears. The,Des Moines Union paid the remainder of the cost and in addition thereto furnished the engines, track-age and administration. Part of the figures were obtained from the Auditor’s office in the bills and in the bill books and other sources of record of the Des Moines Union. The items with reference to what Mr. Hub-bell paid were obtained from our bill books. The larger items with reference to excavation at the Bluffs and filling on the dike were kept under my supervision. I found no other items that Mr. Hubbell had paid except those I have stated.”
The right of way for the Dike track was conveyed by the trustees of the Hubbell estate to the Terminal Company. According to Mr. Morgan’s testimony the excavating at Allen’s Bluff and constructing the dike embankment for the track, the filling on the 100-foot strip, and for a short track known as Parker track, cost $11,049.32, originally paid by the Union Company, except $2,535.42, paid by Hubbell Son & Co. The part paid by the Union Company was billed on the Terminal Company and paid by it.
There was a twofold object in the construction of the Dike track, i. e., to serve as a lead track and also to protect the district from floods, which in 1902 had wrought great devastation. The result of this transaction was that when it was all over the lehd track necessary to the proper development of the factory district, though constructed largely by the Union, had become property of the Terminal Company. Its importance is shown by the testimony of Mr. Morgan: “The industries in the factory district south and east of the Chicago, Burlington & Quincy Railway were served, until about 1914, by this main lead No. 87 before they were connected with the dike.track. In 1914 track No. 87 was connected with the dike track. It was done by extending No. 87, southerly and curved to the west connecting with the dike track west of 9th Street.” Under the fiduciary relationship of the Hubbells to the Union Company the Dike track should have been a part of its property.
Another track known as No. 7 was the first track in the district placed in the name of the Terminal Company. As to this track Mr. Morgan’s testimony is interesting as it shows the general method pursued in building tracks in the district. He says: “Track No. 7 is a Terminal track which was constructed in 1902 connecting with the Des Moines Union track on lot 4, and with the main lead across 9th Street which is track No. 87 of the Des Moines Union and connecting near the 100-foot strip, and paralleling the C. B. & Q. railroad, and the Des -Moines Terminal has title to track No. 7 and owns the right of way. Track No. 7 was built by the Dos Moines Union and then the Des Moines billed on the Des Moines Terminal for the materials used for the construction of the track and the labor. It was constructed in August, 1902.” The only access the Union Company had to its own track 88-a was over the Terminal track No. 7. Nor was there aeeess to Terminal track No. 7 except by going over a Union track. This is typical of many situations in the district.
Thirty-two of the tracks of the Terminal Company were joined onto the Union tracks, forming a part of the general system of terminal tracks, and being in fact mere extensions of tracks of the Union Company. There were.also some tracks in East Des Moines constructed under the same kind of arrangement. Twelve tracks in the- district were constructed by the Union Company between May, 1907, and January, 1920, on rights of way leased to the Union Company by the Hubbell interests and conveyed in most instances thereafter to the Terminal Company.
According to the testimony of Mr. Hahn-en, an employee of the auditor’s office of the Union Company, the cost of constructing the Des Moines Terminal tracks was $134,000. There is no need, we think, to more specifically set forth or group these various tracks and their construction and the method of payment therefor. Sufficient has been stated to visualize the method carried on between the Union Company and the Terminal Company.
It is evident from the plat, Exhibit 3, that this great system of trackage could be operated only as a unified system. There was no need of two terminal systems in this district, and the tracks were so constructed as to be interdependent upon and interrelated to one another. Each track in the district fits into the system.
After the construction of the Dike track the Terminal Company charged the Union Company $1 for every carload of freight switched over any Terminal track. Mr. Wagner, superintendent of the Union Company, testified that Mr. Hubbell directed him as to the collection of the trackage charge. The total payment so made, according to the evidence, was approximately $147,267.17. They were made, not by virtue of any specific contract, except an understanding between F. M. llubbell, as president of the Terminal Company, and his son, F. C. llubbell, as president of the Union Company. These payments were not authorized by the board of directors and were charged against surplus earning’s, or a special account of switching revenues.
In the year 1907 an action was brought by the Chicago, Milwaukee & St. Paul Company and the Wabash Company against the Des Moines Union Railway Company, F. M. Hubbell, F. C. Hubbell, and F. M. llubbell & Son, defendants, asking that the Union Company be declared to be a trustee holding in tiust for said railway companies the terminal properties in the name of the Union Company. That case reached this court (254 F. 927), and it was held that the Union Company owned the legal title, and that the interest of the railroad companies was only that represented by their stock. The Supreme Court of the United States (254 U. S. 196, 41 S. Ct. 81, 65 L. Ed. 219) reversed the decision of this court, and held that the Union Company was a trustee holding the property in trust for the railway companies, and that the fiduciary character of the Union Company extended to its officers and directors. In 1909 an amended bill of complaint was filed in that suit, which included a paragraph of claimed importance here, viz., No. 37, which is as follows:
“And your orators further complain of the defendants Frederick M. Hubbell and Frederick C. Hubbell, and as a ground for still further and other relief represent and show to the court:
“That the defendants, Frederick C. Hub-bell and Frederick M. Hubbell, while being respectively President and Secretary of the Terminal Company, and after your orators became the successors in interest of the original proprietary railroad companies without authority from the Board of Directors of the Terminal Company, or from your orators, built spur tracks from a connection with the tracks of the Terminal' Company to industries located adjacent to said tracks, and now claim such spur tracks belong to themselves or some corporation organized and controlled by them; that since the building of such spur tracks, continuously and now, the said defendants, the Hubbells, switch and haul cars from the tracks of the Terminal Company over said spur tracks, using the switch engines and motive power and the employees of the defendant corporation to do such switching (at the cost and expense of your orators). And the said Hubbells, themselves, or in the name of their said corporation, collect from all railroad companies, including your orators, an extra charge of $---per car, and appropriate such collections or switching charges to their individual use and benefit, or to the use and benefit of their said corporation.
“That such spur tracks at their initial point are each and all laid for some distance upon the ground which was acquired and is hold by the Terminal Company, as Is herein-before charged, and such spur tracks in some instances are laid in the streets or alleys of the City of Des Moines where permission was granted to the Terminal Company, defendant, by the city council of said city. That your oraidrs are not advised and cannot state the cost or value of the ground occupied outside of said streets and outside of the ground held by the defendant corporation as trustee for your orators as herein-before charged.
“And your orators represent and show lo the court that in good faith and in equity said spur tracks should either be conveyed to the defendant corporation for the reasonable cost of constructing the same, including right of way, or that the part of the same that has been laid upon the ground of the Terminal Company should be taken up and removed.
“And your orators state that they are willing that said tracks and connection may remain, provided such spur tracks and the right of way upon which they are laid be conveyed to the Terminal Company, and they are willing that the said Terminal Company reimburse the defendants Frederick M. Hub-bell and Frederick C. Hubbell, or their said corporation, for the reasonable cost and expense of constructing said spur tracks, including right of way and legal interest therein, after an accounting for the amounts received for switching over the same as herein-before stated. And your orators hero and now offer to do and perform whatever this Court determines is equitable and just as a condition precedent to the conveying of said spur tracks and right of way and turning over of the same to the Terminal Company.”
While there were assignments of error in this court covering the questions raised by paragraph 37, there was no decision thereon, nor did the Supreme Court consider the same. After the decision in that ease representatives of the Union, the Milwaukee, and the Wabash Companies on the one hand, and the Messrs. Hubbell on the other, made an attempt to agree upon terms for a lease for fifty years of the Terminal Company facilities to the Union Company. Controversy arose over the question of who should pay the taxes, and the lease was not made. The Terminal Company then leased its properties to the Chicago Great Western and the Chicago, Burlington & Quincy Railroad Companies, and the Terminal Company constructed additional tracks for necessary connections with said companies at an expense of some $12,000. Sufficient we think has been stated to show the nature of the present ease. For further facts reference may be made to the opinion of this court in 254 F. 927.
The trial court in its opinion, after referring to certain legal decisions said:
“Based upon these rules of law there can be but one answer to the question whether or not the Messrs. Hubbell violated their trust in the building, owning and extending a system of tracks connected and joined directly or indirectly with the Des Moines Union system for their own benefit and profit; and in failing to extend the Des Moines Union for the purposes for which it was organized; and in constructing their own system as to bottle up, hinder and deny to the Des Moines Union power to extend farther their tracks into the factory district.
“In fact some of the acts of the Des' Moines Terminal Company in extending spur tracks to a manufacturing plant or establishment, with their own funds, and charging the Des Moines Union for the use thereof, would hardly stand the scrutiny of a Court of Equity were the transaction had between private individuals.”
We agree with this statement.
The Supreme Court of the United States in the former ease (254 U. S. 212, 41 S. Ct. 81, 87, 65 L. Ed. 219) said: “Obviously the fiduciary character of the terminal company extended to its officers and directors as to all others concerned in its management, charging them with a duty to'uphold the trust and imposing upon them the usual disability about reaping a personal advantage at the expense of the beneficiaries. * * * Mr. F. M. Hubbell was an officer and director of that company at the beginning and continuously thereafter, especially active in its management; and during a period which included the important transactions in question he also was a director and officer of each of the proprietary companies and their trusted representative in respect to terminal matters at Des Moines.”
The Hubbells thus, by the language of the Supreme Court of the United States, were held to be in a fiduciary capacity in relation to the Des Moines Union. The Supreme Court settled the question as to the Union Company holding property as a trustee for the proprietary roads. The relationship of Hubbell and his son as officers and directors of that company charged them with all the duties and obligations arising from a fiduciary relationship. It was their duty to develop the business of the Union Company according to the purpose of its organization, as evidenced by the contract of 1882 and the articles of its incorporation. Such was evidently Mr. Hubbell’s purpose in the early life of the Union Company, as is apparent from the language of two deeds for right of way purposes made by him to the Union.' The first, dated October 1, 1895, is for right of way for track designated as No. 87, and contains this provision-: “The above-granted right of way is granted only for the construction, maintenance and operation of a sidetrack and not for a main track. Said track is to be laid, maintained and operated upon said premises so that the Des Moines Union Railway Company can obtain access to manufactories, warehouses and other industries located upon the land belonging to said Hubbell in said section 9, township 78, range 24, and it is not to be used as a sidetrack for general railway purposes, save in such manner and at such times as will in no way interfere with its use as a sidetrack for the accommodation, of manufactories, warehouses and other industries located upon the aforementioned land belonging to said Hubbell, and it is expressly understood and agreed that the right of way herein granted is limited to the purposes and for the objects hereinbefore set forth.” (Taken from appellant’s brief in No-. 8992, not being set out fully in the record).
The second, dated April 1, 1899, was for the 2,000-foot strip and contains this covenant: “The above-granted right of way is a right of way only for the construction, maintenance and operation of a sidetrack, and not for a main track. Said track is to be laid, maintained and operated upon said premises so that the Des Moines Union Rail-way Company can obtain access to manufactories, warehouses or other industries lo eated upon said lots fifty-seven (57), fifty-eight (58) and fifty-nine (59), said official plat, and it is not to be used for any other purpose than as a sidetrack, and it is not to be used as a sidetrack for general railway purposes, save in such manner and at such times as will in no way interfere with its use as a sidetrack for the accommodation of manufactories, warehouses or other industries located upon the aforementioned lots, and it is expressly agreed and understood that the right of way herein granted is limited to the purposes and for the objects above set forth.” (Taken from appellant’s brief in No. 8992, not being set out fully in tbe reeord.)
It is contended by counsel for the Terminal Company that the individual properly of officers and directors acquired before the trust relation cannot bo impressed with a trust. While it is not clear in this case that all the property in the factory district owned by the Iiubbells was acquired before the Union was incorporated, and while the evidence tends to show that a part of it was acquired thereafter, we do not think this of any particular importance. Ordinarily, as claimed, Mr. Hubbell could do what he chose with his property acquired prior to the fiduciary relationship, but he could not use his property so acquired to assist in violating the duties which he owed to the Union Company as a fiduciary officer thereof. Contracts of course may be made between individuals interested in a corporation and the corporation and which do not secure any unwarranted advantage to such individuals. The question of good faith is the test. Jones v. Missouri-Edison Electric Co. et al. (C. C. A.) 144 P. 765; Cowell v. McMillin et al. (C. C. A.) 177 F. 25; Twin-Lick Oil Co. v. Marbury, 91 U. S. 587, 23 L. Ed. 328.
This is not the situation of an ordinary transaction between a corporation and its officers. There is a trust relationship here. Mr. Hubbell could not do as he pleased with his property so as to relieve himself of his duties and obligations as a fiduciary. There is nothing in Wyman v. Bowman (C. C. A.) 127 P. 257, 273, antagonistic to this doctrine, where the court said: “Contracts and transactions between individuals and corporations of which they are directors or officers, which are fair, which are made in good faith, which do not secure to the individuals any undue or unjust benefit or advantage, and in which the interest of the individuals and the duty of the officials work in unison for the welfare of the corporation, are valid and enforceable both at law and in equity.” We are unable to see why lie could not use the property he might have acquired subsequent to the incorporation of the Union Company to break it down, but could so use the property acquired before. If the Iiubbells were not willing because of some disagreement as to the use of surplus earnings in the construction of tracks to conserve and advance the interest of the Union Company, it was their duty to resign from their offices in that company, as suggested in the letter of Mr. Ramsey, Jr., president of the Wabash, to Mr. P. C. Hubbell in 1902, as follows:
“You ask me to state candidly what the objections are to your position. I will give them as requested, candidly: You are the President of the Des Moines Union and as such President yon have no right officially or personally to encourage, aid or abet in the slightest manner the construction or development of any other terminal company in the city of Des Moines. If you

Question: What is the nature of the second listed appellant whose detailed code is not identical to the code for the first listed appellant?
A. private business (including criminal enterprises)
B. private organization or association
C. federal government (including DC)
D. sub-state government (e.g., county, local, special district)
E. state government (includes territories & commonwealths)
F. government - level not ascertained
G. natural person (excludes persons named in their official capacity or who appear because of a role in a private organization)
H. miscellaneous
I. not ascertained
Answer:

Answer: I