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Field Used as Parking Lot Deemed "Highway" In ICBC Hit and Run Claim

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One of the restrictions in bringing a lawsuit against ICBC for damages caused by an unidentified motorist is the incident needs to occur on a “highway“.  Reasons for judgement were released this week by the BC Supreme Court, Vernon Registry, addressing the definition of highway in the context of a hit and run claim.
In this week’s case (Nadeau v. Okanagan Urban Youth and Cultural Association) the Plaintiff was struck by an unidentified motorist while standing in a field that was used as a parking area for an outdoor concert.  The Plaintiff sued ICBC for damages.  The Court ultimately decided that given the use of the private property at the time it was a highway and the unidentified motorist claim could proceed.  In so finding Mr. Justice Powers provided the following reasons:
[82]         The Motor Vehicle Act, R.S.B.C. 1996, c. 318 defines “highway” as follows:
“highway” includes
(a) every highway within the meaning of the Transportation Act,
(b) every road, street, lane or right of way designed or intended for or used by the general public for the passage of vehicles, and
(c) every private place or passageway to which the public, for the purpose of the parking or servicing of vehicles, has access or is invited,
but does not include an industrial road;
[83]         In the present case, the issue is whether the place where the accident happened falls within the definition of “highway” in s. 1(c) of that definition. The defendant, ICBC, denies that the place where the accident occurred was a “highway” on the basis that it is a private place to which the public did not have access, or was not invited for the purposes of parking.
[114]     On June 30, when Mr. Nadeau attended the concert with his friend, Mr. Jong, they parked in an area that Mr. Jong described as an area where people with passes parked. However, there is no evidence about what passes were needed, even when this area was controlled by security. There were passes for security, crew, media, artists, guests, all access and production. It is not even clear that everybody that entered this area with a vehicle required a pass. They used their pass to get into this parking area. On July 1, when they returned, Mr. Jong’s memory is that they passed through the secondary gate and that he had to show a pass to security people at this gate. He recalls there were a couple of rows of parked vehicles in this area. He says that later in the evening, before the accident, when he came and went, that there was no security at this gate, he was not stopped, and was not required to provide any pass. Mr. Nadeau’s evidence as well is that he does not recall any security at this gate later that evening on July 1, when they attended. Mr. McMann’s evidence was that initially, in the secondary area, people needed a pass to park in this area, but then things got slack. Mr. Tosh Mugambi could only be sure that the VIP area was being strictly controlled. There were a number of different kinds of passes. The concert goers had ticket stubs, but there were a large number of different kinds of passes, artist passes, VIP passes, guest passes, and the guest could be anybody, including volunteers, or anybody who happened to receive a pass from either one of the organizers or even the owners of the property who had a number of passes.
[115]     The area has been described as a field and physically it was a field. It is private property. However, it was being used as a parking lot when the accident occurred. At some point during the concert, there was some control over who had access to this area. However, that was not consistent throughout the concert, and I am satisfied that by the evening of July 1, this secondary area was no longer being controlled or restricted by the organizers or by security. The public had access to this area for the purposes of parking. The primary parking for the concert goers was in the general parking area, but there was no longer any control or restrictions on parking in the secondary area. Therefore, I am satisfied that for several hours before and, certainly at the time of the accident, this was a place in which the public had access for the purposes of parking. The public at this time included concert goers who might proceed through this secondary gate and clearly included anyone who was there in order to carry on the business of putting on or assisting in some way with the concert, or their friends or supporters. The people that had access at that time was a broad enough group to fall within the definition of the public in s. 1(c) of the Motor Vehicle Act.

Agony of Collision Doctrine Shields Driver From Fault Following Head on Crash

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Update November 28, 2013 – the below decision was upheld by the BC Court of Appeal in reasons for judgement released today
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I have previously discussed the ‘agony of collision’ doctrine which can shield a motorist from liability following a collision if they are faced with a sudden and unexpected hazard not of their making.  Reasons for judgement were released last week by the BC Supreme Court, Kamloops Registry, demonstrating this doctrine in action.
In last week’s case (Brook v. Tod Estate) the Defendant Goodrick changed lanes when it was unsafe to do so.   Her lane change resulted in a potential collision with a vehicle driven by the Defendant Tod who swerved away into the oncoming lane of traffic.  The decision proved fatal with his vehicle striking the on-coming Plaintiff’s vehicle in a head-on collision.  The Defendant Tod died in the crash and the Plaintiff sustained injuries.
The Plaintiff sued both Defendants.  The Court found the Defendant Goodrick was negligent in making an unsafe lane change.  The Defendant Tod, however, was found faultless for the “agonizing choice made…in the last two or three seconds of his life as he attempted to avoid an accident“.  Mr. Justice Affleck provided the following reasons addressing ‘agony of collision’:
[26]         Mr. Tod’s counsel  stresses the law in relation to the agony of collision which would exonerate Mr. Tod of mistakes which he made in an emergency situation. In Van Zanten v. Bruhs, 1991 CanLII 1023 (BCSC), Mr. Justice A.G. Mackinnon referred to Carswell’s Manual of Motor Vehicle Law, Volume III, 3rd edition, at page 22, where there is a discussion of agony of collision. These words are found:
In a number of cases concerning what is commonly called ‘agony of the collision,’ it has been pointed out that a driver acting in an emergency created by another vehicle or by some extraneous fact cannot be expected to exercise nice judgment and prompt decision, and mere errors of judgment in such circumstances may often be excusable … Where an emergency arises, it is not necessary for a driver to possess extraordinary skill, presence of mind, poise or self-control, and his failure to act as an ordinary person in an emergency is not held to be negligence. He is not necessarily required to adopt the most prudent course and is entitled to a reasonable time, depending on the circumstances, to exercise his judgment as to what steps should be taken to avoid a collision [citations ommitted.]
[27]         Counsel has submitted that it was Mr. Brook who faced the agony of collision and yet his evasive efforts, although fruitless, have not been characterized as negligence. On the other hand it is argued Mr. Tod had choices available to him and his circumstances cannot be properly characterized as the agony of collision. Notwithstanding the able arguments of Ms. Goodrick’s counsel, I do not agree that Mr. Tod did not face an agonizing choice with no time to make a considered decision. I have found Ms. Goodrick’s vehicle intruded into the fast lane already occupied by Mr. Tod’s vehicle. She began her lane change and simultaneously saw Mr. Tod’s vehicle overlapping hers by several feet. It was not realistic to expect Mr. Tod to make an instantaneous decision to accept a collision, no matter how minor it might in retrospect have been, with Ms. Goodrick’s vehicle. In the negligible time available to Mr. Tod, he cannot have been expected to weigh that fine calculation. It is true he could have braked. One difficulty with that proposition is that it cannot be now known if he both braked and swerved. What we do know from the evidence of Mr. Leggett is that Mr. Tod was travelling at a safe speed. He did not create the danger that caused him to react in the agony of the moment. If there had been a collision between his car and Ms. Goodrick’s car, we cannot know if one or both of those cars would have lost control leading to this accident.
[28]         Mr. Garner for the plaintiff submits Mr. Tod had a higher standard of care imposed on him because Ms. Goodrick’s car had an “N” plate on the back indicating she was a novice driver. I doubt if the presence of that letter on a car changes the standard of care of other drivers, but in any event, Mr. Tod was driving with reasonable care before he was cut off by Ms. Goodrick’s failure to see his car before beginning her lane change. It is not open to this Court to criticize the agonizing choice made by Mr. Tod in the last two or three seconds of his life as he attempted to avoid an accident which I find was caused solely by the negligence of the defendant, Ms. Goodrick.
 

Bus Driver Negligent For Injuries Caused in "No-Impact" Incident

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As highlighted earlier this year, a motorist can be found negligent for injuries caused to a passenger even in the absence of a collision.  If a motorist makes an abrupt movement causing injuries to occupants liability can follow if the abrupt movement falls below the expected standard of care.  Reasons for judgement were released last week by the BC Supreme Court, Vancouver Registry, addressing such an incident.
In last week’s case (Erickson v. Sibble) the Plaintiff was riding as a passenger in the Defendant’s bus.  As he approached an intersection he brought his vehicle to an abrupt stop to avoid running a red light.  The sudden breaking caused injuries to the Plaintiff.  In finding the bus driver negligent and liable for the injuries sustained in this ‘no-impact’ incident Madam Justice Ballance provided the following reasons:
[62]         I have found that Mr. Sibble made the following oral and written statements:
·       he apologized to Ms. Erickson and Ms. da Silva for the manner of the stop and declared that he did not want to get a “red light” ticket;
·       he told Ms. Erickson that he had applied the “emergency brake”, by which he was referring to the maxi-break, at the time of the stop;
·       the statements that Mr. Pearson captured in his incident report and those that Mr. Pearson testified about, as detailed above; and
·       that he had stopped “a little harder than normal”, as recorded in his incident report.
[63]         Mr. Sibble’s statements constitute admissions and are admissible against him, either as admissions against interest or as an exception to the hearsay rule:  R. v. Evans, [1993] 3 S.C.R. 653; R. v. Foreman (2002), 169 C.C.C. (3rd) 489 (Ont. C.A.); R. v. Mapara, 2005 SCC 23.  If admitted on the latter basis, I find that the requisite features of reliability and necessity are present.  Under either doctrine, his admissions are admitted for their truth.
[64]         I am satisfied that from the outset of Ms. Erickson’s journey, Mr. Sibble’s driving pattern was erratic, by which I mean that he engaged in a pattern of acceleration and braking that caused the bus to lurch and jerk as it travelled along.
[65]         The evidence establishes that the bus was moving at not less than 40 kilometres per hour on its approach to the Intersection, and when Mr. Sibble was a distance of ten or, at most, fifteen metres from it, he became aware that the light was amber.  The evidence supports the inference that when he noticed the amber light, he could not be sure how long it had been that colour, and was therefore concerned that he was approaching the Intersection on a stale amber that was about to turn red.  Mr. Sibble was concerned about whether he had enough time to stop safely or sufficient time to proceed through.  He anticipated that were he to opt for the latter, the light could change to red and he might get a “red light” ticket.  By the time Mr. Sibble elected to stop, the bus was even closer to the Intersection than when he had first noticed the amber light.
[66]         I accept that, at first Mr. Sibble braked “softly”.  However, it became readily apparent to him that despite his braking efforts, the front of the bus was moving over the crosswalk and trespassing into the Intersection.  The probabilities of the situation show that in recognizing this unwelcome state of affairs, Mr. Sibble applied the brakes suddenly and with much greater force, equivalent to slamming hard on the brakes, to prevent the bus from ingressing further into the Intersection.  I think it is more likely than not that he also drew on the maxi-brake in a misguided attempt to fortify the conventional braking.
[67]         Mr. Sibble’s sudden and vigorous braking caused the bus to come to an abnormally abrupt and jarring stop.  The stop was not in the nature of a movement that would fall within the normal range reasonably expected by the transit travelling public, as was the case for example in Sawatsky v. Romanchuk, [1979] B.C.J. No. 964 (S.C.).  There was no reason, such as a pedestrian stepping out in front of the bus or a vehicle unexpectedly appearing or threatening to appear in Mr. Sibble’s oath, so as to justify stepping on the brakes with such sudden and excessive force.  Even by jamming on the brakes, Mr. Sibble was not able to stop the bus until approximately one-third of its length had intruded into the Intersection.
[68]         I find that Mr. Sibble glanced into his interior mirror as soon as he had made the stop to ensure that his passengers were safe precisely because he knew that the stop had been abnormally abrupt.  It is not clear why at that time he did not see evidence of Ms. Erickson’s mishap.
[69]         The evidence supports a finding that had Mr. Sibble been maintaining a proper lookout and exercising due care and attention as he advanced on this major intersection, he would not have been “caught short” in the sense of not having sufficient time to safely stop or proceed through safely before the light turned red.  The evidence as a whole supports the conclusion that he failed to exercise the due care and attention and otherwise conduct himself in a manner reasonably expected of a prudent bus operator in all of the circumstances.  Stated another way, I find that the Accident would not have occurred just the same had Mr. Sibble acted in accordance with his standard of care in discharge of the high duty that he owed to Ms. Erickson.

Tractor-Trailer Driver Not Negligent for Entering Left Lane To Make Wide Right Turn

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Large commercial vehicles sometimes have to make wide turns.  In some circumstances it is necessary for such motorists to move out of the curb lane before executing such a turn.  Reasons for judgement were released last week by the BC Supreme Court, New Westminster Registry, addressing a collision occurring during such a maneuver.
In last week’s case (Steward v. Dueck) the Plaintiff was travelling the in the ‘fast’ lane.  Ahead of her in the curb lane was “a very large commercial vehicle“.  The commercial vehicle started a right hand turn by first signalling, checking that traffic was a safe distance behind him, crossing into the fast lane and beginning his wide turn.  During this time the Plaintiff collided with the trailer unit.  The Plaintiff sued for damages but the claim was dismissed.  The Court found the commercial driver was not negligent   In dismissing the claim Madam Justice Dardi made the following findings:
[25]         Prior to initiating his turn, Mr. Dueck described that he first checked the traffic. He was satisfied that he could safely initiate his manoeuvre, as the traffic was a safe distance behind him. He then signaled a left turn and moved from the slow or curb lane into the fast lane. He blocked the lanes by crossing the dotted dividing line. He then turned his Unit into and through the left turn lane to make his turn. He says he never had his Unit entirely in the left turn lane but rather, he turned his Unit through the lane in “an arc”. He described his turning manoeuvre, which he says he executes routinely, as being designed to discourage other drivers from passing him on either side while he is executing his turn…
[35]         Ms. Stewart does not take issue with Mr. Dueck’s assertion that the turning manoeuvre he undertook was appropriate for executing a right-turn at this particular Intersection. Rather, Ms. Stewart’s essential contention is that Mr. Dueck should have slowed down or stopped before initiating his right turn so that he could have first ascertained Ms. Stewart’s position. Her counsel disputes that Mr. Dueck activated his four-way flashers.  In any case, if it is found that Mr. Dueck did activate his four-way flashers Ms. Stewart argues that this did not constitute sufficient warning of his manoeuvre…
[55]         In my view, the preponderance of the evidence supports a finding that Ms. Stewart failed to exercise due care in all of the circumstances. A reasonable driver in her position would have been put on notice that she should proceed with caution. Mr. Dueck’s 72-foot Unit with 14 flashing lights proceeding at 15 kph was clearly there to be seen. Contrary to the assertions of Ms. Stewart’s counsel, such a large vehicle “does not turn suddenly.” Ms. Stewart did not testify that she was watching the Unit and that Mr. Dueck failed to activate his four-way flashers or the right turn signal. She merely says that she did not observe his four-way flashers or the right turn signal. Had she been paying due care and attention to the roadway ahead of her, the operational flashing signals of his Unit – seven signal lights located at intervals down the length of each side of the Unit – would have been clearly visible to her. The four-way flashers and right turn signal would have been fully visible from the rear and passenger side of the Unit.
[56]         The Supreme Court of Canada in Swartz Bros. Limited v. Wills, [1935] S.C.R. 628 at 634, endorsed the notion that: “[W]here there is nothing to obstruct the vision and there is a duty to look, it is negligence not to see what is clearly visible.” See also Millot Estate v. Reinhard, 2001 ABQB 1100 at para. 46. This principle has application to this case…
[65]         The only reasonable inference is that Ms. Stewart was not paying due care and attention as she was approaching the Intersection.
[66]         I find that Ms. Stewart bears the onus of proving negligence. In my view, she has failed to discharge her burden of proof. I am not persuaded on a balance of probabilities that the accident was attributable to any want of care on Mr. Dueck’s part. I find Ms. Stewart entirely at fault for the accident. Moreover, Ms. Stewart has failed to prove any negligence on Mr. Dueck’s part for the second impact she says occurred as Mr. Dueck backed up his Unit to clear the Intersection. I find that Mr. Dueck acted reasonably in the circumstances. In reaching my conclusions, I have considered the entire body of evidence and, in my view, it best harmonizes with the preponderance of the probabilities.

Double Costs Awarded Following Liability Trial With Formal Settlement Offer In Place

Written by admin on . Posted in BC Supreme Court Costs Cases, BCSC Civil Rule 9, ICBC Liability (fault) Cases.


One issue that was unclear under the new BC Supreme Court Rules was weather a formal settlement offer could trigger costs consequences following a liability only trial with quantum of damages still outstanding.  Reasons for judgement were released this week by the BC Supreme Court, Vancouver Registry, answering in no uncertain terms that this was possible.
In this week’s case (Pike v. Dandiwal) the Plaintiff was injured in a 2007 collision.  Liability was disputed.  A liability only trial was heard and ultimately the Defendant was found wholly at fault for the crash.  Prior to trial the Plaintiff issued a formal settlement offer addressing the liability issue.  The Defendant provided a global settlement offer with a specific quantum.  Having succeeded on the issue of liability the Plaintiff sought double costs.
The Defendant argued that “costs should not be determined until after the assessment of damages because if Mr. Pike does not beat the dollar amount of the defendants’ offer, he should be denied his costs not only in respect of that (second) trial but this trial in which he was successful.“.  In rejecting this submission the Court noted that “no caselaw has been provided in support of this submission“.  In awarding double costs Mr. Justice Walker provided the following reasons:
[38]         In my view, double costs should be awarded to Mr. Pike. I find it most troubling that defence counsel has not brought me any case law to support his submissions. We are now at 5:05 p.m. I am going to impose a stay on the operation of my judgment for costs for 48 hours to allow the defendants the opportunity to find case law that supports their position, because the last thing I wish to do is commit an error in law.
[39]         If the defendants find that case law and wish to seek to have me reconsider my decision, I will hear it, so long as I receive advice of that by next Wednesday at noon through Trial Scheduling. Otherwise, the order will stand that the defendants pay double costs to Mr. Pike.
The Court then confirmed this result in supplementary reasons once no case-law was produced with the following reasons:
[1]             In my oral Reasons for Judgment dated October 5, 2012, I awarded double costs to the plaintiff.  I allowed counsel for the defendants 48 hours to provide me with case law supportive of their costs submissions.  On October 11, 2012 counsel for the defendants advised me through Trial Scheduling that no case law was located.  Accordingly, the plaintiff is entitled to an award of double costs.

Cyclist Found 15% at fault For Collision While Riding in Cross-Walk

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In my continued efforts to document BC decisions addressing fault for vehicle/cyclist collisions, reasons for judgement were released last week by the BC Supreme Court, New Westminster Registry, addressing an crosswalk collision involving such an incident.
In last week’s case (Callahan v. Kim) the Defendant motorist stopped at an intersection on a red light.  He intended to make a right hand turn.  At the same time the Plaintiff cyclist approached on the sidewalk to the motorist’s right.   The Defendant failed to see the Plaintiff who entered the intersection on his bicycle as the Defendant commenced his right hand turn.  The Court found both to blame with the motorist shouldering 85% of the fault.  In coming to this decision Madam Justice Fenlon provided the following reasons:
[10]         As for Mr. Kim’s vehicle, I find that he stopped at the stop line on Riverwood Gate, intending to make a right turn north onto Coast Meridian. He looked quickly to his right and failed to notice the plaintiff who at that time was either at the pedestrian control button or approaching it. Thereafter, as Mr. Kim admitted, he was looking to his left and then ahead and did not check right again before moving into the crosswalk and colliding with Mr. Callahan…
[18]         In assessing whether Mr. Kim failed to meet his duty of care, a number of considerations come into play. First, Mr. Kim was proceeding against a red light. Second, Mr. Callahan was in a marked crosswalk with both a green light and a pedestrian walk sign in his favour. I find that, even though Mr. Kim acted within the law in making a right turn on a red light, he had a clear duty to give way to a user of the crosswalk. While Mr. Callahan contravened s. 183(2)(b) by not dismounting and walking his bicycle across the street as required by the Motor Vehicle Act, and therefore did not have the statutory right-of-way, he was nonetheless a user of the crosswalk. A crosswalk is precisely where other users of the roadway are expected to be, especially when the traffic signals are in their favour.
[19]         I conclude that Mr. Kim departed from the standard of care he owed in these circumstances when he failed to check again to his right before setting his vehicle in motion to start his right turn. Mr. Kim’s failure to do so was a direct cause of the accident…
[33]         In my view, the case before me is far more like Dobre. In that case, the plaintiff cyclist approached the intersection by riding on the wrong side of the street but stopped before entering the marked crosswalk, looked left and right and pushed the button to activate the pedestrian warning light. He was pedalling slowly across the intersection and was close to the centre of the road when the defendant’s car struck the rear wheel of his bicycle. As in the case at bar, the plaintiff in Dobre checked to his left and observed a car approaching but assumed it posed no hazard to him. In that case, N. Brown J. apportioned liability 85% to the driver and 15% to the cyclist.
[34]         I find Mr. Kim’s conduct in failing to observe the plaintiff in the crosswalk and in starting a turn without looking to his right to be far more blameworthy than Mr. Callahan’s failure to make eye contact. Taking into account all of the circumstances in the case before me, I conclude that liability should be apportioned 85% to Mr. Kim and 15% to Mr. Callahan.

Motorist With Right of Way Found 25% at fault for Speeding and Failing to Keep a Proper Lookout

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The below decision was upheld in reasons for judgement released in February 2014 by the BC Court of Appeal
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As previously discussed, having the right of way is not always enough to escape fault (or partial fault) for a collision.  If a dominant motorist fails to react reasonably in the face of an obvious hazard liability can follow despite having the right of way.  This was demonstrated in reasons for judgement released this week by the BC Supreme Court, New Westminster Registry.
In this week’s case (Currie v. Taylor) the Defendant was travelling down highway 97 near Vernon, BC.  The Plaintiff, approaching from the Defendant’s right, left his stop sign attempting a left hand turn.

The Defendant had the right of way and the Plaintiff’s actions were found to be negligent.  The Defendant, however, was also found at fault for speeding and failing to react reasonably to the obvious hazard that the Plaintiff created.  In assessing the Defendant 25% at fault Mr. Justice Armstrong provided the following reasons:
[48]         The defendant Sharp’s evidence is confusing. He saw the Taxi moving away from the stop line but he did not take any evasive steps during the 10 seconds the Taxi was travelling across Highway 97. He looked into his rear view mirror but he had no time to avoid the accident. He confirmed that his vehicle did not decelerate significantly when he took his foot off the brake before impact; there was no reason that he could not have gone into the right lane before reaching the Intersection…
[128]     The defendant Sharp, travelling 33 km/h over the posted limit, would have reduced the time available to take evasive action or stop and would not have collided with the plaintiff in any event. It seems to me that the defendant Sharp, having seen the plaintiff start before he left the stop line and after, neglected to keep a proper lookout for the emergency that was developing in front of him…
[131]     Neither the defendant Sharp nor Mr. Tuckey had any difficulty in identifying the bright yellow Taxi as it was stopped on Meadowlark Road. The defendant Sharp’s discovery evidence was equivocal as to what he saw before impact. He first testified that he saw the Taxi leaving the stop line and followed it across his path, but then he indicated he had not seen the Taxi after it left the stop line. At that juncture he ought to have been aware the plaintiff might cross over into his lane…
[150]     It is clear that if the defendant Sharp’s speed had been as little as 110 km/h, the plaintiff would have cleared the Intersection without incident. Although speed, in itself, is not necessarily a breach of the standard of care I have concluded that the defendant Sharp’s speed was more than one third higher than the posted limit and his speed that interfered with his ability to take evasive steps. He would have had more time to react to the hazard and could have avoided the accident by steering and/or braking. In the circumstances he could otherwise have performed those manoeuvres which a reasonably careful and skilled driver might have taken. I have concluded that his lack of attention to the Taxi after it left the stop line, coupled with his excessive and unsafe speed, were a breach of his duty of care to the plaintiff…
[183]     In my view the plaintiff was obliged to yield the right-of-way and failed to do so, likely because he did not see the Van which was clearly visible. The defendant Sharp travelled at a speed more than one third above the limit and failed to take any timely measures to avoid the collision. The defendant Sharp also failed to keep a proper lookout and that, combined with his speed, deprived him of the opportunity to avoid the collision. In the end, when he realised that the Taxi was moving in front of him he looked to the right to attempt a lane change but was travelling too fast to be able to change lanes. I conclude that the plaintiff was more blameworthy. I apportion the liability for this collision 75% to the plaintiff and 25% to the defendants.

Road Maintenance Claims "Clearly Require Expert Evidence" Addressing Standard of Care

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If a road maintenance company unreasonably fails to maintain a road for which they are responsible they can be held civilly liable for resulting harm.  Reasons for judgement were released last week by the BC Supreme Court, New Westminster Registry, discussing the complex nature of  such claims finding that such cases clearly require expert evidence to succeed.
In last week’s case (Collins v. Rees) the Plaintiff was injured in a 2005 collision when she lost control of her vehicle colliding with the side of the Massey Tunnel and was then struck by another vehicle.  She sued the contracting company responsible for maintaining that stretch of roadway arguing they failed to take proper steps to prevent the build up of ice.
Mr. Justice Williams noted that the claim must fail as there was no evidence to prove icy conditions caused the loss of control but further that cases such as this cannot succeed without expert evidence addressing the standard of care.  The court provided the following comments:
 
[36]         With respect to the issue of standard of care, I can find nothing in the record which could be said to constitute evidence going to prove the applicable standard of care of the defendants. To find that on the evidence before this court would require guesswork and speculation. I am unable to infer that standard from the evidentiary record.
[37]         Inference is the exercise of reaching a logical conclusion by reasoning from proven facts. Here, the proven facts from which the inference could be drawn are not present.
[38]         Insofar as applying my own knowledge of every day matters, that would not be an appropriate way to deal with this issue. Decisions as to the proper steps, measures and procedures to sign and maintain a highway system in a large metropolitan community are undoubtedly complex things. I am sure that engineers have spent their entire lives working on those very issues. The same applies with respect to issues such as drainage and vapour barriers. It is not reasonable to expect that a trial judge, as a layperson, will draw the inferences to establish this element. It is clearly a matter that requires expert evidence.
[39]         Accordingly, I find the plaintiff has adduced no evidence with respect to the element of the applicable standard of care and, as well, the issue of the defendants’ failure to meet that standard of care and that, therefore, the defendants’ applications must succeed.

Known Poor Road Conditions Defeat Inevitable Accident Defence

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As previously discussed, although a driver can sometimes be faultless after rear-ending another vehicle, such a result is rare.  Reasons for judgement were released last week by the BC Supreme Court, Vancouver Registry, dealing with a motorist trying to escape blame following a rear end collision.
In last week’s case (Vo v. Michl) the plaintiff pulled onto Kingsway from a parked position and proceeded to to the left hand lane.  At the same time the Defendant was proceeding in the same direction and saw the Plaintiff pull into his lane and brake ‘some four or five seconds’ before the vehicles impacted.  The Defendant argued that he could not avoid the collision due to icy  road conditions.  Mr. Justice Savage rejected this argument finding the Defendant was aware of the poor road conditions well prior to the impact and should have adjusted his driving accordingly.  In finding the Defendant fully liable for the impact the Court provided the following reasons:
[16]         I accept that Mr. Vo had his left turn signal on at that point which was his evidence and is not contradicted by Mr. Michl. Mr. Michl applied the brakes but because of the road conditions did not slow appreciably before impact. The road conditions were apparent to him as he had been driving in those conditions. He knew it was icy. This is not a case, for example, of their being a patch of “black ice” in otherwise deceptively benign conditions, as was the case in Borthwick v. Campa (1989), 67 Alta. L.R. (2d) 123 (Q.B.).
[17]         Mr. Michl was negligent in driving too quickly for the road conditions in traffic on Kingsway. There is no suggestion here that Mr. Vo’s actions in turning onto Kingsway were sudden and precipitous, as in some of the other cases referenced by the defence.
[18]         The defendant raises s. 151(a), and 170 of the Motor Vehicle Act, R.S.B.C. 1996, c.318, and s. 7.05(1) of the Motor Vehicle Act Regulations, B.C. Regulation 26/58. I accept the evidence of Mr. Vo that he checked the position of the westbound traffic before he made this turn from the parked position onto Kingsway, and the westbound vehicles were well back at that point. The defence has said all that could be said to support their position, however, in my opinion Mr. Michl is 100% to blame for the accident.

IPod Not Deemed "A Meaningful Factor" In Pedestrian Collision

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Reasons for judgement were released last week by the BC Supreme Court, New Westminster Registry, addressing the issue of fault for a collision involving a pedestrian who was listening to music on an iPod when he was struck by a transit bus.
In last week’s case (Whelan v. BC Transit) the Plaintiff was injured when a BC Transit Bus ran over his foot.  The parties agreed on the value of the claim but each argued the other was to blame.  The trial proceeded on the issue of fault.
The Plaintiff “was listening to music on his iPod by means of its earbuds” as he was walking on the sidewalk.  He decided to step briefly onto the curb lane of the street in order to walk around other pedestrians.  As he did so he was struck from behind by a BC Transit bus which was leaving the curbside moving forward to merge with traffic.  The Plaintiff “did not hear the bus before it struck him“.
The Court ultimately found both parties were to blame for the impact.  The Plaintiff for stepping out into the street when it was unsafe to do so and without the right of way, the Defendant for failing to see the Plaintiff who was there to be seen.  The Court found the Plaintiff more culpable allocating 60% of the blame to him.  Interestingly the Court did not consider his listening to music and failing to hear the bus to be a significant factor.  In reaching the split of fault Mr. Justice Schultes provided the following reasons:
[72]         As was obvious from my earlier comments in this discussion, Mr. Whelan was himself contributorily negligent in this accident. In addition to his disregard for the bus’s right of way and his needless decision to place himself onto the travelled portion of the roadway simply to avoid a moment’s pause in his progress, he made an assumption that was even less grounded in objective fact than Mr. Kobbero’s — that the driver checking his shoulder meant that the bus would have moved into the left lane before it reached the area where he stepped off the sidewalk.
[73]          I do not find his use of an iPod to be a meaningful factor in this analysis though. His negligent decision to step onto the road was caused by impatience and a faulty assumption about the actions of the bus driver, and not by any reduction in his ability to hear his surrounding environment…
[75]         I would characterize Mr. Kobbero’s lapse of care in conduct as falling more towards the momentary or minor end of the spectrum than towards the extremely careless end. I have found that it was a decision to focus his attention fairly briefly on an admittedly more pressing task, based on the faulty assumption that there were no risks directly ahead of him. This was not the kind of lapse that was inevitably going to cause harm; it required a pedestrian to do one of the foolish things that Mr. Kobbero has been trained to expect in order for that to happen. I conclude that Mr. Kobbero should bear 40% of the liability for this accident.
[76]         Mr. Whelan’s actions conversely, demonstrate a higher degree of carelessness. As a pedestrian he was extremely vulnerable to the oncoming bus and there were no safe circumstances under which he could have stepped on the road with it still moving forward in that curb lane. It was in essence a gamble on things playing out as he assumed they would, with a large downside, fortunately only a small part of which materialized here, to being wrong. Accordingly I fix his liability at 60%.