author: Black, C. J.

text:
    Commonwealth versus The Franklin Canal Company.
    1. By the Act of 9th April, 1849, authorizing the Franklin Canal Company to construct a railroad from the north end of the Franklin division of the Pennsylvania Canal to Lake Erie, and from the south end thereof to Pittsburgh, “ by such route as the said company shall deem most expedient and advantageous,” it was intended to have a connection by railroad between Pittsburgh and Lake Erie.
    2. The construction of a railroad beginning at the depot of the Erie and North-East Railroad, about three-quarters of a mile from Lake Erie, and extending westward to the Ohio line, and there connecting with the railroad extending to Cleveland, is not a compliance with the provisions of the said Act of 1849, but is in violation of the duty imposed by said Act. The road constructed differs at each extremity from the road authorized by the Act — is different in character, location, and object, and is used for purposes opposite to those for whieh the road was authorized by the Act.
    3. Though the Act of 1849 authorizes the road to be constructed between the extreme points “ by such route as the company shall deem most expedient and advantageous,” this does not authorize the company in the location of the road to consult' their own advantage; but the advantage of the route as a route between the points designated in the Act was intended.
    4. A railroad company chartered by the state of Pennsylvania cannot, on general principles, connect its road with a railroad which meets it at the state line, unless such connection be plainly authorized by law, or unless it cannot be avoided without losing the advantages of what was clearly the best route.
    5. Sueh a connection is also in violation of the spirit, if not the letter, of the Act of 15th April, 1851, which forbids all connection by means of private railroads with any railroad authorized by the laws of New York or Ohio.
    6. It is not sufficient that the company in question intend to extend the road to Franklin, the point of beginning of the road authorized by the Act. The present construction of the road is to determine the case.
    . 7. By the Act of 6th May, 1844, no preliminary injunction is to be granted unless a bond has been given by the plaintiff “ with sufficient sureties conditioned to indemnify the other party for all damages that may be sustained by reason of such injunction.” The Commonwealth when plaintiff is included in this provision.

      This was a proceeding in the name of the Commonwealth, on a bill signed by the Attorney-General, and presented to the Supreme Court at Pittsburgh, on October 11, 1852. A motion was made for a special injunction to issue to the Eranklin Canal Company, and on the 16th October, counsel appearing for the company, the Court ordered the motion for a special injunction to stand over for hearing at Philadelphia, on the 2d Monday of December following.
    In the bill an injunction was asked against the construction and use of the railroad constructing by the Eranklin Canal Company, extending from the city of Erie to the Ohio state line.
    The Act to authorize the governor to incorporate the Eranklin Canal Company, was passed on 27th April, 1844, (Acts, page 471, &c.) By the 3d section of the Act it was provided, “ That immediately upon the issuing the letters patent by the governor, as provided by the second section of this Act, the Eranklin division of the Pennsylvania Canal from the aqueduct over Erench Creek, on the French Creek feeder, to the mouth of Erench Creek, shall be immediately vested in the said corporation authorized to be created by this Act and their successors for ever, unless the Commonwealth should resume the said division under the provisions of the eighth section of this Act,” &c.
    By the 6th section it was provided that whenever two thousand or more shares of stock shall have been subscribed (which by the first section of the Act was to be $125 per share), the said company shall be authorized to reconstruct or repair the said canal and slackwater navigation; and may substitute canal for slack-water, &c., and it was provided, that when four miles of the line were completed, they might by license from the governor be authorized to collect tolls.
    By the 8th section it was declared that at any time thereafter, it should be lawful for the Commonwealth, upon the passage of a law by the legislature for that purpose, to resume the canal, &c., upon paying the company the amount expended by them for repairs and supervision, with interest thereon, &e.
    By the 9th section it was enacted, that if the company be not organized before the first of May, 1846, the privileges granted by the Act were to be null and void.
    By the 8th section of an Act approved on 9th April, 1849, (Acts, p. 766), authority was given to the Eranklin Canal Co. to elect officers at any time before the 1st of August, 1849; and it was enacted that no failure before to elect officers, or any other irregularity, should be taken or construed to work a forfeiture of the charter of the company.
    By the 9th section it was enacted, “that the said company, instead of constructing a canal, or completing and repairing the work done by the Commonwealth, have the privilege of constructing a railroad if deemed the most expedient, and to use the graded line or towing path of the said canal as the'bed of the said road.”
    Section 10. “ That upon the said company’s increasing the stock to the amount of five hundred thousand dollars, it shall have the privilege of extending from the north end thereof to Lake Erie, and from the south end to Pittsburgh, by such route as the said company shall deem most expedient and advantageous; the said railroad shall be constructed subject to all the provisions and restrictions of an Act regulating railroad companies, passed the nineteenth day of February, A. D. one thousand eight hundred and forty-nine,” &c.

      In the bill reference was made to the Act of 27th April, 1844, for the incorporation of the Franklin Canal Company; to the Act of 9th April, 1849, referred to, and to a provision in the Railroad Act of 19th February, 1849, requiring the payment of $5 on each share of stock subscribed for.
    It was charged that the Franklin Canal Company failed to become organized within the time limited by the Act of 27th April, 1844, and that the privileges granted to it by that Act became void. But if such rights were restored to it by the Act 9th April, 1849, that it was the meaning of the said Acts of April, 1844 and 1849, that it should enjoy such rights upon the subscription of the first 2000 shares of stock, and of constructing or repairing the canal or slack-water navigation along the line of the Franklin division of the Pennsylvania Canal from the aqueduct over French Creek, to the mouth of French Creek; or instead of constructing a canal or completing the repairing of the work done by the Commonwealth, constructing a railroad, if deemed most expedient, between the same points only, through and over the same route, and using the graded line or towing path of the said canal as the bed of the said road, and no other or greater privilege whatever; and that upon the'increase of their capital stock to the amount of $500,000, the said company were to have the additional privilege of extending their railroad or other improvements from the north end of the said Franklin division, as aforesaid, to Lake Erie, and from the south end thereof to Pittsburgh.
    It was further averred to have been the meaning of the legislature, that the first 2000 shares of stock should be applied to the reconstruction or repair of the work on the Franklin division, or the construction of a railroad between the aqueduct and the mouth of French Creek ; and that the construction of the railroad, canal, or other improvement between such points, was a condition precedent to the exercise by the company of the additional privilege of extending the same from the north end thereof to Lake Erie, or from the south end to Pittsburgh.
    It was averred that the said company had not constructed or repaired the said canal, or any portion of railroad along the line of the Franklin Canal, from the aqueduct over French Creek, on the French Creek feeder to the mouth of French Creek; nor increased its capital stock to the amount of $500,000, within the terms of the Act of 19th February, 1849; but that the president of the company, confederating with citizens of Ohio and Now York, constructed a railroad from the city of Erie along the shore of Lake Erie, to the Ohio state line, without any purpose of extending the same to the north end of the said Franklin Canal, but with the sole intent and design of forming a connection with another railroad in process of construction, under the laws of Ohio, from Cleveland, in that state, to the Ohio state line, known as the Cleveland, Painesville, and Ashtabula Railroad. And it was further alleged that if said company had the power to construct the railroad northward from the terminus of the Franklin Canal to Lake Erie, without constructing or repairing the canal, or constructing a railroad along its line, yet that the design of the Acts was that the road should be constructed northward from the canal in as nearly a straight line as the nature of the ground would allow, to Lake Erie, at the most practicable and convenient point for commercial purposes on said lake.
    It was averred that the necessary consequence of the construction of the road from Erie along the lake to the Ohio state line, and the contemplated connection with the Cleveland, Painesville, and Ashtabula Road, will be to divert the trade and travel of the country from the great line of public improvements.
    It was further averred, that in the construction of the road from Erie to the Ohio state line, along the lake shore, they had located the same across the public highways of the Commonwealth, and several streets and lanes in the city of Erie.
    After other suggestions, interrogatories were submitted:
    It was asked that the company be restrained from proceeding in the construction of the road from Erie to the Ohio state line or its vicinity, and from using the same when completed — from misapplying the funds of the company — from crossing or interfering with the public highways within the county of Erie or elsewhere, and that such other relief be granted as the equity of the case may require.
    In the plea and answer the company claimed the benefit of the letters patent.
    It was also ansAvered that in pursuance of the Act of 27th April, 1844, 200 shares of the stock were duly subscribed, and the subscription certified a sufficient time before the 1st of May, 1846, to enable the governor to issue the letters patent and the company to organize before that date; but OAving to some cause, not attributable to them, the company was not organized till the 21st May, 1846.
    That by the Act of 9th April, 1849, the company was authorized to elect officers at any time before the 1st August 'following, and it was provided that no failure to elect shall work a forfeiture of the charter; also that the company made annual reports; that it has paid into the treasury of the Commonwealth, the amount of taxes assessed by law on its corporate stock. Also, that by the 3d section of the Act 27th April, 1844, the Franklin -division of the Pennsylvania Canal, from the aqueduct over French Creek to the mouth of French Creek, was vested in the said company, and all the real and personal estate owned by the Commonwealth for the. use of the canal, subject to the right of the Commonwealth to resume it upon compensation to the stockholders. That the work so vested in the company, consisted in part of slack water in the bed of French Creek, and in part of sections of canal and locks. That the state afterwards, in pursuance of an Act passed on 9th April, 1849, resumed the Franklin division of the Pennsylvania Canal, except the towing path, berm-bank, and bed of the canal along the said line. That by the said Act of 1849, there was conferred upon the company privileges, 1. To construct a railroad instead of a canal: 2. To increase their capital to $500,000: 3. To build a railroad from the north end of the Franklin Canal to Lake- Erie:
    4. Also from the south end of said Franklin Canal to Pittsburgh:
    5. And to adopt “ such route as the said company might deem most expedient and advantageous.”

    '*lt was represented that one section of the railroad of the company, to wit, from the city of Erie to the west line of Springfield township in Erie county and the east line of Ohio, in length twenty-five miles and three-tenths, was completed and in use on 27th November, 1852. That the said line was located in 1849, put under contract in January, 1850, and from that time the work was prosecuted; and that during that time the legislature was advised of the progress of the work. That the company made a report to the legislature, dated February 13, 1850, that they had employed engineers to locate that portion of the work on the route contemplated in the original Act, and to extend their line north to Lake Erie, &c.
    And it was suggested that, the Commonwealth having so long acquiesced in their action, and the respondents having made large expenditures under what they believed to be lawful authority, without objection or complaint on the part of the Commonwealth, the latter had no title to the relief in equity prayed for in the bill.
    It was also alleged in the answer that the company preferred to finish the section from the city of Erie, to that point where the route of the road would connect with a railroad from Cleveland,
      for the reason that that section would immediately yield income and aid the means and credit of the company; thereby enabling them better to proceed with their section of road to the aqueduct over French Creek. The right to construct the road from Erie to the Ohio line, which was the road complained of, was claimed on the part of the company under the authority given in the Act of 9th April, 1849, to construct the road from the north end of the Franklin Canal to Lake Erie, “by such route as the said company shall deem most expedient and advantageous and a statement was made in the answer for the purpose of showing that the course of the company had been prudent and proper; and the route on which their road had been constructed expedient and advantageous.

    It was alleged in the answer, that two routes for a railroad existed between the aqueduct over French Creek and Lake Erie. That one of the routes called the French Creek and Waterford route, passes from Erie in a direction generally south-eastwardly (though tortuous between Erie and the Le Boeuff summit), to the vicinity of Waterford; thence in a generally southern, direction along the valleys of the Le Boeuff and French Creeks to the aqueduct. The other passes from Erie, in a south-westwardly and very straight course, 'nearly parallel with the lake-shore, and with the ridges’ extending in the same direction, to the township of Springfield, in Erie county, where, turning to the south, it passes southwardly and south-eastwardly, along the open valley or depression of the Conneaut, crossing the summit, and thence in a southeastwardly direction to the aqueduct. That of these two routes the engineers and directors of the Franklin Canal Company preferred the latter as most expedient and advantageous, both to the company and the public. It was further alleged that upon principles of engineering, the second or Conneaut route was the most expedient and advantageous; but if the two routes were equal, that the Conneaut route was preferable on account of the easy and ready connections still further west, putting the said company in a situation to complete their whole road sooner than by any other route, and at the same time turning into Pennsylvania and Erie and upon the Sunbury and Erie Railroad, a large amount of travel and freight which Avould otherwise not be had, and affording to the citizens of Erie an opportunity of reaching Philadelphia by Cleveland and Pittsburgh, by a route no longer in distance than by the way of Dunkirk and Newr York.
    It was further alleged that it was and had always been the intention of the company to construct the road from the harbor and city of Erie to the said aqueduct as soon as their means would permit, and fully to comply with the requirements of their charter; and that they had by resolution appropriated the net earnings of the road to such construction, and had by reason thereof declared no dividend.
    It was further said that the company had been advised and believe that it was not the intent of the legislature that the railroad northward, from the terminus of the Franklin Canal to Lake Erie, should he constructed northward from the said canal to Lake Erie, in as straight a line as the nature of the ground will admit.
    It was further denied that the Commonwealth, by virtue of any power of redemption, or in any other manner, has any interest in the application of the means of this company; and if it has any interest, it was averred that it was not sufficient to support the bill. It was denied that the Lake Shore Road, or any part of it, had been constructed with a view to defeat the intention of the legislature in the creation of this .company, or to hinder or defeat the construction of any portion of the road which the company was authorized to make.
    It was denied that the necessary consequence of the construction of the railroad between the city of Erie and the Ohio state line was to divert the trade and travel of the country from the works of this Commonwealth ; but that on the contrary, since the construction of this road, the business on the state works has largely increased.
    It was admitted that the company had constructed its railroad across several highways, in the townships of Springfield, &c., and across several streets in the city of Erie; but it was averred that it did not cross the Lake Road or Lake Shore Road, as averred in the bill. It was averred that the company had the right to cross roads and streets, and that the roads and streets passed over are crossed by sufficient causeways constructed by the company on plans submitted-to the road commissioners of the several townships, or to the city councils of Erie, and approved by them.
    It was further alleged that the said road, from Erie to the Pennsylvania state line, was a post route, under the Act of Congress, approved on 3d March, 1853, and that the mails of the United States are carried thereon under the authority of the Postmaster General, &c.
    In another paper it was alleged that the company had purchased in fee simple all the land covered and used by their railroad between Crooked Creek and the Ohio state line, about five miles; and further, that they had purchased, in fee simple, all the land covered and used by their railroad between the city of Erie and the Ohio state line, except about half a mile near the city of Erie, in which they have purchased and held a perpetual right of way.
    In relation to the issuing of injunctions, it is provided by the first section of the Act of 6th of May, 1844, as follows: — “ That no injunctions shall be issued by any court or judge until the party applying for the same shall have given bond, with sufficient sureties, to be approved of by said court or judge, conditioned to indemnify the other party for all damages that may be sustained by reason of such injunction.”
    The other sections of this Act refer to other subjects.
    The case was argued at Philadelphia*. T. Williams and Wm. A. Stohes, for the Commonwealth.

      Hirst and Meredith were for the Company.
    January 10, 1853,
   The opinion of the Court was delivered, by

Black, C. J.

— The Franklin Canal Company was incorporated by the legislature, on the 27th April, 1844, for the purpose of reconstructing and repairing the Franklin Division of the Pennsylvania Canal, from the aqueduct over French Creek to the mouth of French Creek. By the act of incorporation the proprietary rights of the state to that division of the canal was vested in the company, together with the surplus water-power, toll-houses, implements, and all property, real and personal, which the Commonwealth owned there for the use of the canal. On the 9th of April, 1849, the company was authorized to construct a railroad instead of repairing the canal, if they should think it more expedient, and to use the graded line or towing path of the canal as the bed of the road; and by the same act the privilege was granted to the company, upon increasing its stock to $500,000, of extending northward to the lake, and south to Pittsburgh.

The Attorney-G-eneral in the bill before us complains, on behalf of the Commonwealth, that the defendants, instead of doing what the act of incorporation, and the subsequent laws extending it, authorized them to do,„ have proceeded to construct a railroad from Erie to the Ohio state line, without any purpose of making the road between Franklin and the lake; but with the sole intent to form a connection with a railroad running from the state line to Cleveland. This the bill avers to be such an injury to the Commonwealth as can only be remedied by an injunction: because, — 1. The Commonwealth is interested in the proper application of the funds of the company'to the purposes for which it was chartered, the Franklin canal being given to it with the right to resume it to the use of the state. 2. A railroad from Pittsburgh to Erie would have been tributary to the works of the state; but the road actually made, will divert the trade and travel in another direction, to the diminution of the revenues and the detriment of the people. 3. The railroad is an unauthorized and illegal obstruction of certain public highways across which it passes. 4. It is inconsistent with the policy of the state to surrender the advantages which her position gives her of controlling the commercial intercourse between Ohio and New York. 5. If this surrender were consistent with policy, it is of great pecuniary value, and could be disposed of for a large sum.

The counsel on behalf of the Commonwealth have moved us for a preliminary injunction to restrain the defendants from proceeding with their work, or using it until the final hearing and determination of the cause. To sustain this motion, affidavits have been presented, from which it appears that the defendants have already made a railroad, commencing in the city of Erie, at the depot of the Erie and North-east Railroad (which extends into the state of New York), and terminating at the point where the Cleveland, Painesville, and Ashtabula Railroad strikes the line between Ohio and Pennsylvania. This road is now in use, carrying the freight and passengers which arrive in both directions on the respective roads with which it connects.

Numerous difficulties in the way of a preliminary injunction have been suggested by the defendants’ counsel. Rut the great central point on which the rights of all parties must finally turn, is, whether the conduct of the Company in making the road they have made, is authorized by the charter. If it be not consistent with the act of incorporation, then it is a lawless aggression upon the clearest right, and the most valuable prerogative which a state can possess. It is in vain to deny that the Commonwealth has an interest in this business. To usurp the right of eminent domain, and establish a thoroughfare for the benefit of those who are not our citizens, by means of a railroad laid down on our soil without asking the leave of the government, is something more than a mere insult. It touches the revenues of the Commonwealth as well as her pride, and it is no imputation upon the honor and magnanimity of a state in debt forty millions of dollars, to say, that she is willing to protect both the pockets and the feelings of her people. It is not a disgrace that she thinks of justice to her creditors before she parts with her resources to those who have no claims upon anything but her courtesy. If the railroad complained of has been made in violation of law, it is such a wrong as will surely be righted somehow; and therefore those who are charged with committing it, will be glad to have our opinion, whether it be for them or against them. If it be true that the defendants have been guilty of conduct which cannot and will not be tolerated, the sooner they are made aware of the extreme peril to which they have exposed themselves, the better for them. For these reasons, principally, we proceed to examine the charter and its supplements, and to compare them with the acts of the company, that we may see how they agree together.

The original act of incorporation makes the company a gift of tjie Franklin division of the state canal, from the aqueduct to the mouth of French Creek; together with all property, real and personal, which the Commonwealth owned for the use of that canal, and authorizes the reconstruction and repair of it by the company. The Act of 9th April, 1849, authorized them, instead of repairing the canal, to make a railroad, and to use the towing path for the bed of the road. Another section of the same Act contains this provision, “That upon the said company’s increasing the stock thereof to five hundred thousand dollars, it shall have the privilege of extending from the north end thereof to Lake Erie, and from the south end thereof to Pittsburgh, by such route as the said company shall deem the most expedient and advantageous.” It is upon these words that the defendants now rely to make out the lawfulness of constructing a railroad from the city of Erie .to the Ohio state line.

We will not pause for a definition of the word extend, nor stop to consider whether the main purpose of the company’s existence must be accomplished before an incidental privilege can be exercised. We will not inquire whether a railroad which does not exist, can’be extended. If the defendants had obeyed their charter in other respects, we would be too anxious to protect them in the prosecution of their enterprise, to allow them to be defeated on points so sharp as these.

But assuming that the clause, quoted above, gives to the Franklin Canal Company the right simply to make a railroad from Pittsburgh to Lake Erie, without any restriction, expressed or implied, as to the part of the work which shall be first done (and this is the utmost that ought to be claimed), can we say that they are within the law in making a road from the city of Erie to the Ohio line ? To this question, the only answer we can give is a most emphatic negative. The more we have reflected on the case and examined the affidavits and arguments of the defendants, the more deeply have our minds been penetrated by the conviction that the charter creates a simple duty, which has been most palpably violated.

No human mind can be so perverse as to doubt that the object of the legislature in passing the Act of 1849, was to make a connection by railroad between Pittsburgh and some harbor on the lake. Instead of this a connection has been made between Buffalo and Cleveland, with no more practical regard for either of the designated termini than if the corporators had never heard of them. The state contemplated an improvement which would bring a certain portion of the western trade through her own works to her own commercial cities. But the privileges she gave for that ■purpose, have been so perverted as to carry that trade away; increasing.the wealth and adding to the advantages of her rivals.

The road made by the defendants begins at the depot of the Erie and North-East Railroad, three-quarters of a mile away from the lake, and one hundred and ten feet above it, and runs thence as directly as the nature of the ground will permit, to that point on the Ohio state line where the Cleveland, Painesville, and Ashtabula Railroad meets it: and there it stops. The defendants ask us to give a solemn judgment that this is extending a road which has not been made between Franklin and the aqueduct, over French Creek, from the north end thereof to Lake Erie. We do not say that there is any obligation to begin at one place more than another, and if this could'be properly called a part of the work required, it might very well be justified. But it is not part of the road chartered; it is the whole of another road not chartered. It bears no resemblance to that described in the act of incorporation. It is different at both ends — different in character, location, and object — and is used at this moment for purposes totally opposite to those which the legislature ever expressed an intention to permit.

But they urge that inasmuch as their act of incorporation permits them to extend, the road from the aqueduct to the lake, “by such route as the said company shall deem the most expedient and advantageous,” they are at liberty not only to begin at either end or in the middle, but to deviate from the natural and proper course for any purpose which may be advantageous to them ; and they do not conceal that the profit of a connection with the Ohio road, is their motive for making it. This is a grave error. It is not their own, but the advantages of the route as a route, which they are permitted to consult. . Between two routes they may choose the one which will, in their opinion, lead them most advantageously to the point fixed by law. But they must not turn aside to effect another and unauthorized purpose, however profitable it may seem to the finances of the company or the private fortunes of the stockholders. Every railroad company has and must necessarily be allowed to have the same discretion, which this one had, to choose the best route between fixed points; but the authority to depart from the route has never before been claimed. No one ever thought because the Pennsylvania Railroad Company had a right to choose its route between Harrisburg and Pittsburgh, that it therefore had a right to make a road from Harrisburg to Easton, or to Sunbury, or to the Maryland line; or that it could begin at Pittsburgh and go to Virginia, upon the plea that such a location would be best for the interests of the company. These are extreme cases, but they illustrate the principle. A deviation of half a mile to effect a forbidden purpose, is not more lawful than if it were a hundred miles out of the way.

Besides; we hold without doubt or hesitation that no railroad company can connect with a foreign railroad which meets it at the state line, unless expressly authorized by its charter, or unless such connection cannot be avoided without losing the advantage of what is clearly the best route. If this be not so, the doctrine of strict construction is a mockery. The right of determining to what extent and in what manner our territory shall be made a thoroughfare for the benefit of foreign corporations, belongs to the state herself. It is so important to the interests of our own commerce and the prosperity of our own public works, that no proposal to surrender it has ever been made without grave deliberation, and seldom without more or less opposition. The fiercest of our legislative struggles have been upon bills granting rights of way. The state will not be held to have parted with this -right until she does so in plain words, of which the sense cannot be mistaken. It will not pass by construction as an incident of the privilege to make a railroad between two designated points within the state.

This connection also violates the spirit if not the letter of the Act of 15th April, 1851, which forbids all connections by means of private railroads with any railroad authorized by the laws of New York or Ohio. This act was intended to guard the territory of the state against lawless invasions like the present. True, the prohibition does not extend to companies who profess to make such connections under their charters. And why ? Because some of them are expressly authorized to make them, and those which are not so authorized, are impliedly forbidden — as much forbidden as if their cases were included in the terms of this act.

The question of state policy is nothing to us. It is' not for us to say whether or not it is just, generous, or prudent for the state to make railroads, or suffer them to be made by others, without regard to any consideration but the convenience of neighboring states. If it be the policy of this Commonwealth to furnish such facilities to the trade of her rivals, the Franklin Canal Company is decidedly not the instrument she has chosen to carry it out; else it would have been so expressed in the charter. But the law is otherwise written, and that is our only guide.

If the defendants had happened to make these connections at both ends of their road, in the prosecution of what they thought their duty, they might be entitled to more sympathy in their day of trouble than they are likely to have. But such accidents never occur, and certainly did not occur in this case. They must have known that the depot of the North-East Bailroad was not a harbor on the lake, and they could not mistake the terminus of the Ohio road for the French Creek aqueduct. They may not have known that it was wrong to make one road under a charter which authorized another, but to suppose that they thought them identical would require “the charity which believeth all things.”

It is said, however, that they intend to make the road to Franklin. This is a good intention certainly, but not good enough to sanctify an evil deed. It is no excuse for doing a wrong that they mean also to do a right. If they will immediately break up the connection complained of, and convert their work to the purpose which they say it was designed for, though it may not atone for the great fault they have committed, it will certainly be better than persisting in it.

But there are certain facts which indicate the absence of all such intention, unless at a very remote period. 1. Dividing eight per cent, of the net profits among the stockholders, is not applying all their means to the finishing of the work. 2. The agreement with the Ohio company is for an indefinite time. It covenants for the joint use of the road at the joint expense, and for the joint profit of the two companies. It makes no allusion to nor provision for an intersection from the direction of Franklin. 3. It is said on the part of the defendants that a survey was made for them of the whole line, from Franklin-to Erie, in the summer and fall of 1849, a report of which was made and adopted on the 10th of January, 1850. This report has been submitted to us, and it is entirely silent about all that part of the line’ between the first lock at the outlet of the French Creek feeder and the intersection with the road now in use. Where, how, or when that intersection is to be made we are not informed. The two divisions, located by this survey, seem to have been intended for different purposes, and as separate works, and not to be used together. The engineer, addressing the company at the close of his report, says, “ The Erie division of your railroad will form a most important link in the great chain connecting the west with the east — the lakes with the sea-board — the producing with the manufacturing parts of the country,” to. He describes the object of the other division thus:

“ The Franklin section of your road will form a connection much wanted between the navigation of the Allegheny and that of the French Creek feeder, and will form a present continuous means of communication between Pittsburgh and Lake Erie, by way of the river, your road, the French Creek feeder, and the Extension Canal to the harbor of Erie.”

The valley of the Conneaut is without doubt the best route from Erie to Franklin, if we believe the evidence before us. But we have no means of determining where the valley can be reached most easily from the lake-shore. A map has been submitted to us with the defendants’ affidavits, on which the southward curve from the line of the finished road is marked at two places, one about five miles east of the Ohio line, and the other about half a mile. But neither of them appears to be the line of any survey. We well satisfied that the to into the valley of the Conneaut is not by the terminus of the Cleveland road. The route followed by the defendants goes very straight to that terminus, passing the points of divergence as if they were not there, and looking only to the west.

This is a motion for a preliminary injunction. The counsel of the defendants have urged many arguments, with great power, against the right of the plaintiff to claim it under the circumstances of this ease. We could not think of granting such a motion without weighing these objections well, and finding a clear answer to each of them. Rut the discussion of them is unnecessary, since there is another insurmountable reason for refusing the motion. There is an Act of Assembly which, according to our construction of it, directly forbids the awarding of a preliminary injunction in any case where the Commonwealth is the plaintiff. The statute I refer to is that of 6th May, 1844, and says, “ No injunctions shall be issued by any Court or judge, until the party applying for the same shall have given bond with sufficient sureties to be approved by said Court or judge, conditioned to indemnify the other party for all damages that may be sustained by reason of such injunction.”

This of course does not mean final injunctions, which conclusively settles the rights of the parties, leaving no question of future damages. We cannot doubt that it was intended to prevent men’s rights from being jeoparded by special injunctions awarded during the pendency of causes. The words are broad and general. They apply to all cases, and we cannot see upon what principle we could except a case in which the Commonwealth is plaintiff. Rut the Commonwealth can give no bond, there being no organ of the government authorized to execute it for her; and if she could give bond, she would not be suable on it. The law which forbids an injunction to be granted without bond from the party can only be obeyed, in this case, by refusing the injunction altogether.

This disposes of the matter for the present. We might have refused the motion without more than a mere reference to the statute which made it necessary. Rut after the elaborate and able argument of counsel, and the full affidavits submitted, we thought the parties entitled to some expression of our opinion on the main question. A mere naked statement of our conclusion without the reasons, would have been unjust to ourselves; and hence this somewhat extended discussion of it.

Mr. Justice Gibson, who was prevented from sitting in the case, but who has considered it on the printed arguments, authorizes me to say, that he fully concurs in the views of the majority, as I have expressed them.

We feel compelled, by the Act of 1844, to refuse injunctions in cases like this, at least until the legislature shall provide for giving bond or dispense with the necessity of it.

Motion for preliminary injunction refused.


source: Caselaw Access Project

author: Lewis, J.

license: Public Domain

text:
    Delaware & Hudson Canal Company versus The Pennsylvania Coal Company.
    1. Though the Delaware and Hudson Canal Company is forbidden by its Act of incorporation from charging a higher rate of tolls than is specified in the Act, it was not intended to prevent it from charging a less rate.

    2. Under the agreement between the parties, the canal company was to permit the use of its canal, and' the coal company to pay the amount of tolls agreed upon for its use: Held, that the summary remedy for the recovery of toll prescribed by the charter of the canal company was not taken away, as between the contracting parties, by the agreement between them, though the amount of toll, and time of its payment, was modified by it.
    3. Though the president and managers of the Pennsylvania Coal Company were, at the time of the agreement between the parties in the case, citizens of New York instead of Pennsylvania, and therefore ineligible as officers, yet the agreement is not, on that account, invalid as against the Hudson &
    Delaware Canal Company. Having by the agreement recognised such persons as officers, defacto, and the company for which they were acting having made a large expenditure in pursuance of the agreement, the said officers are to be esteemed as such, as against the opposite contracting party, in a suit at law between them founded on the agreement; especially as the plaintiffs, the canal company, have not offered to return the money received under the agreement, and. to put the company in the condition they were in at the time the agreement was made.
    4. In addition to the summary remedy referred to, an action of covenant may he maintained on the contract between the parties for the recovery of tolls due under its provisions.
    5. The relief to he granted under a general prayer must not only be consistent with the specific relief requested, but must he sustained by the case made by the bill; the allegations relied upon must appear to he introduced into the hill for the purpose of obtaining the relief prayed for, and the facts should also he stated with sufficient precision to enable the Court to make a specific decree.
    This was a bill in Equity praying for an injunction, and was filed on the part of Tbe President, Managers, and Company of the Delaware and Hudson Canal Company v. The Pennsylvania Coal Company. It was filed at Pittsburgh, in tbe Western District of the Supreme Court, on the 21st October, 1852.
    A subpoena was awarded returnable at Philadelphia, on the second Monday (13th) of December next following, at which time tbe application and motion to be heard. It was further ordered, that the writ of subpoena be directed for service to the sheriff of Wayne county, Pa.
    Tbe plaintiffs were a corporation created under the laws of New York, by virtue of a statute of that state, passed on tbe 23d April, 1823. That Act was amended by other statutes of that state, passed on Tth April? 1824; 19th Nov. 1824; and 20th April, 1825.

      By an Act of the legislature of Pennsylvania, of 13th March, 1823 {Acts, p. 74), Maurice Wurtz, his heirs or assigns, was authorized to improve the navigation of the Lackawaxen. By the Act of 1st April, 1825 {Acts, p. 141), it was enacted, That with the consent of Maurice Wurtz, his heirs or assigns, it should be lawful for “ The President, Managers, and Company of the Delaware and Hudson' Canal Company” to improve the navigation of the said river in the manner authorized by the said Act of 1823. By a further Act of 9th February, 1826 {Acts, p. 25-6), it was provided,] that if the Company reduce their locks below a certain standard, then they should not make a slackwater navigation, but in lieu thereof, a canal navigation.
    It was alleged in the bill, that by the Acts of Assembly of Pennsylvania, the complainants were authorized to construct a canal within this state from Honesdale to the Delaware river. And by the statutes of New York, they were authorized to construct a canal along and from the Delaware river, in the state of New York, to the Hudson river; and that they constructed a canal from Hones-dale, in Pennsylvania, to the Hudson river. That they were authorized to collect tolls, and had established an office at Hawley for that purpose, and had established a code of by-laws and regulations for the conducting of the canal.
    The Pennsylvania Coal Company was a corporation existing in pursuance of a statute passed 16th April, 1838, and of various supplements. It was stated, that it had constructed a railroad of forty-seven miles in length, from Hawley, in Wayne county, to Port Griffith, in Luzerne county, the eastern part of the road terminating on the canal of the complainants; and that it conveys coal on their canal.
    Reference was made to an agreement of 31st August, 1847, between the complainants, and The Wyoming Goal Association, relative to the transportation of the coal of the said Association on the canal of the complainants. The canal company agreed to furnish facilities of navigation and transportation on their canal, “ charging and collecting a toll on the coal transported in pursuance of this agreement, at a rate per ton of 2240 lbs. to be established as specified therein.”
    By the terms of the contract of 31st August, 1847, in relation to the mode of fixing the tolls, it was agreed as follows:
    On the 1st day of May, in each and every calendar year, the quantity of lump coal of the said Delaware and Hudson Canal Company which shall at that time have been sold to be delivered at Rondout, and to arrive by the said canal during the said calendar year, shall be ascertained, and the average price at which such sales shall have been contracted shall also be ascertained; and from the average price thus ascertained, Two dollars and fifty cents shall be subtracted, and one-half of the remainder shall be the toll per ton during such calendar year, except that if any discount or deduction, contingent or otherwise, shall be agreed upon or contemplated in the contracts for such sales, the said toll shall be reduced correspondingly to such discount or deduction as shall be actually made. But provided, nevertheless, that if on the 1st day of May in any calendar year, the quantity of lump coal of said Delaware and Hudson Canal Company, which shall at that time have been sold as aforesaid, shall be less than one-half of the estimated sales for such year, the toll during such year shall be calculated in the manner hereinbefore provided at the average price at which the sales of lump coal for such year shall be actually made; and if in any calendar year no sales of the coal of the Delaware and Hudson Canal Company shall bé made, then and in that case the tolls during such year, shall be calculated on the sales for such year of the lump coal sold by the said “ The Wyoming Coal Association” for the time being, or its assigns, in the manner hereinbefore provided for calculating the toll on the sales of the said Delaware and Hudson Canal Company.
    And in case of an enlargement of said canal, the said President, Managers and Company, and their successors and assigns, may also charge and collect an additional toll on the coal transported in pursuance of this agreement, at a rate per ton of two thousand two hundred and forty pounds, to be established after the completion of the said enlargement in the manner following, &c.
    An agreement of 30th November, 1849, was made between the complainants and the Pennsylvania Coal Company in relation to the sale of coal, to be produced and delivered at Eddyville, by the Pennsylvania Coal Company. By this agreement the complainants were to receive and sell the coal of the defendants, delivered at Eddyville, commencing with the product of 1850, upon certain terms and conditions specified. The seventh item of the agreement was as follows: — “ The toll on canal for the coal of the Pennsylvania Coal Company shall be considered payable at Bondout, subject to the agreement with the Wyoming Coal Association of 31st August, 1847.”
    By the 8th item it was provided that “ The Pennsylvania Coal Company shall provide funds to meet the toll and canal freight to be paid on its own coal.” The defendants were to pay to the complainants eight cents per ton for coal sold for them by the complainants, which amount, with the rateable proportion of expenses, was to be in full compensation for services in the sale, weighing, care, custody, supervision, forwarding, or otherwise of the coal of the defendants.
    Another agreement under seal, dated 29th July, 1851, was made between the said canal company and the Pennsylvania Coal Company, in which reference was made to an annexed agreement between the canal company and the Wyoming Coal Association, of the 31st August, 1847, in which it was stated that at the instance and request of the latter, the Pennsylvania Coal Company had constructed a railroad from the coal lands of the association to the Delaware and Hudson Canal; and that all the business and interests of the Wyoming Coal Association had been assigned to, and were then vested in, the Pennsylvania Coal Company. It was agreed that the covenants and stipulations in the said agreements shall be deemed to be, in all respects, the contract of the parties to the present agreement, &c.
    In addition to a reference to the said agreements, it was alleged in the bill of complainants, that on the 1st of May previous, viz., 1852, the complainants had not sold, and could not sell, the one-half of the lump coal estimated to arrive at Rondout during the current year; that, in accordance with the articles of agreement, before the said 1st of May, they had charged to the defendants, upon the anthracite coal to be transported on the canal, a toll of fifty cents per ton, which it was alleged was less than, under the agreement, they were entitled to charge, but that the complainants have used the canal, but have refused to pay tolls, except on the coal transported during one day in May; but had denied the right of the complainants, under the provisions of the contract, or by law, to collect any tolls from the defendants for the transportation of their coal.
    It was further alleged that the defendants had paid a part of the tolls under protest.
    Also; that in order to avoid the agreement, the defendants, on the 19th May, 1852, filed in the Supreme Court of New York a bill in equity, praying, inter alia, for a perpetual injunction against the complainants from stopping the boats of the coal company for non-payment of tolls, in which proceeding the provisional injunction was obtained against detaining any boat of the coal company on account of the non-payment of tolls, until the further order of the Court.
    It was averred in the present bill, that the articles of agreement between the parties in the case, ought not to be enforced against the complainants, because, according to the construction put upon them by the defendants, and under which construction the injunction was obtained, they are contrary to the provisions of the statutes, and that the officers who executed the agreement on behalf of the present defendants had no legal power to enter into the agreement. And also because it was uncertain in its terms ; that mutuality is wanting, as, whilst the complainants are claimed to be bound, the defendants have not contracted to pay any tolls, and up till the 4th October, 1852, refused to pay the same, and after-wards paid under protest, and seek to obtain from the Court in New York a permanent injunction enjoining permission to navi-. gate the canal without the payment of tolls.

    It was alleged that because the rights pertaining to the complainants have been denied; because under the agreement the complainants have no remedy by the laws of this state, and can sustain no action against the defendants in law or equity, for recovering toll; because the understanding of the complainants at the time of entering into the articles of agreement was, that they might fix and charge the amount of tolls to be paid by defendants and collect the same; because the complainants were bound by law to make dividends; and also were bound to pay to the treasury of Pennsylvania the amount of state tax chargeable by law, and if the construction alleged by the defendants be put upon the contract, the payment of the tax to this Commonwealth may be defeated ; and it being further alleged that by the Act of 13th March, 1847, it was required that a majority of the managers should be citizens of Pennsylvania, and that the president and a majority of the managers of the Pennsylvania Coal Company were residents of New York and not citizens of Pennsylvania, and had no legal power to enter into the said articles of agreement, and that the said company, from the 1st of May till the 4th October, 1852, have continued to navigate the canal, under pretence of the provisional injunction, and declare their intention to do the same without payment of tolls, it was asked that answers be filed to the matters alleged, and that a subpoena issue commanding the appearance of the defendants, and that a decree be made that the defendants deliver up the articles of agreement to be cancelled, and that the defendants be restrained by injunction from commencing and prosecuting any action at law against the complainants touching any of the matters aforesaid. Also, that the defendants be restrained from using the canal, without obtaining for their boats permits and clearances and first paying the tolls according to law; and that such other relief be granted as may seem to be propér.
    A demurrer to the bill was filed on the ground that the complainant had not submitted such a case as entitled it to any discovery or to the relief prayed for: Further, that it did not appear in the bill that the complainant has not a complete remedy at law; but that if the allegations stated were true, the complainants had a full remedy at law; further, that the questions arising in the case as to the respective rights and obligations of the parties, are involved in the proceeding pending in the Supreme Court of New Yorlc, and that it did not appear that that Court had not jurisdiction in the matter; and that if all the allegations in the bill were true, no title to the equitable relief prayed for arose.

      And for further cause of demurrer to the said bill, it was alleged on the part of defendant:

      First: That it does not appear, and is not stated in the bill, at what rate the complainant, during the period referred to in the said bill, was entitled to charge tolls under the provisions of the articles of agreement therein recited; nor are the facts from, which alone the said rate can he calculated in the manner provided in the said articles of agreement, stated in the said bill, although these facts are in the exclusive knowledge of the complainant.

      Secondly. That while it does not appear in the bill that the complainant has charged, or demanded, or claimed to have been entitled to receive more than fifty cents per ton on the coal transported by the defendant, during the season of 1852, it is stated in the said bill that the defendant transported before the 3d day of October of that year, two hundred and eighty thousand tons of coal, and upwards, and paid “on account of tolls” thereon, $160,000; and that since the 4th of said October, has paid at the rate of sixty-four cents on each and every ton by it transported ; whereby it appears, on the complainant’s own showing, that the said complainant has received more tolls on the said coal than it is stated in the said bill to have charged, demanded, or claimed to have been entitled to receive.
    And for further cause of demurrer to so much and such parts of the said bill as allege that the articles of agreement therein recited ought not to be enforced, because the said articles, under the construction put on them by the defendant, are contrary to the provisions of the statutes recited, subversive of the rights of the stockholders of the complainant, and beyond the power, under the said statutes, of the officers who executed them on the part of complainant, to bind the complainant thereby, and are so uncertain that the rights of the parties cannot be ascertained under them; and are without mutuality between the parties thereto, and are in their operation contrary to the understanding of the complainant at the time of entering into them; the defendant shows,

      First. That all the said allegations are hypothetical and not positive, and that the complainant, in other parts of the said bill, expressly repudiates and denies the truth of the hypothesis on which the said allegations are by itself made to depend.

      Secondly. That it is not shown in the said bill that the construction of the articles of agreement therein recited, which is alleged by the complainant as the ground for invalidating the said ai’ticles of agreement, renders the said articles of agreement contrary to the said statute, or so uncertain that the rights of the parties thereto cannot be ascertained, or without mutuality.

      Thirdly. That the said allegation as respects the uncertainty of the said contract, if well founded, has no relation to the specific relief prayed for in the said bill, or to any relief which can be granted in this action.

      Fourthly. That the said allegation, as respects the want of mutuality of the said contract, is unfounded and indefinite, and has no relation to the specific relief prayed for in the said bill, or any relief which can be granted in this action.

      Fifthly. That all the said allegations are immaterial and irrelevant, and are too indefinite for an answer thereto to be required; and do not, on the complainants’ own showing, entitle it to the equitable relief prayed for in the said bill, or to any equitable relief.
    And for further cause of demurrer to so much and such parts of the said bill, as seek to avoid and annul the articles of agreement recited in the said bill, on the allegation that a certain Act of the legislature of the state of Pennsylvania, entitled “An Act in relation to certain corporations,” passed the 13th day of May, 1847, applies to the defendant, shows,

      First. That it does not appear, by the Acts relating to the defendant, referred to in the said bill, that the said company is a Railroad Company, within the meaning of the said Act of May 13th, 1847, hut the contrary appears:

      Secondly. That if the said Act did apply to the said company, and its directors were none of them residents of the state of Pennsylvania, the election of the said directors would be void only as against the state of Pennsylvania, and the invalidity of such election, as against the said state, cannot be taken advantage of by the complainant in this action, or by any other party than the state, or by any party collaterally.

      Thirdly. That if the said election of directors were void generally, the said articles of agreement would not thereby be rendered invalid, but would still be binding upon the parties thereto.

      Fourthly. That if the said articles of agreement were void, the complainant would have a full and complete remedy in respect thereto at law, and no facts are shown in the said bill to bring the case within the class to which alone the equitable relief prayed for, or any equitable relief, is applicable.

      Fifthly. That if the said Act did apply to the defendant and did operate to invalidate the said articles of agreement, a Court of Equity would not interfere to enforce a penalty in the nature of a temporary forfeiture of the corporate franchises of the defendant; and still less to extend the effects of that forfeiture, beyond the objects and policy of that Act, to the annulling of a private contract made in the course of the legitimate business of the defendant.

      Sixthly. Nor if the said Act did so apply and operate, would a Court of Equity permit the complainant under the state of facts admitted and stated in the said bill, to set up the invalidity of the articles of agreement, even as a matter of defence; and still less would it interfere affirmatively in the manner prayed for in the said bill.

      Seventhly. That the aforesaid parts of the said bill, and the allegations therein expressed, are wholly immaterial and irrelevant ; and if the said allegations were in all respects well founded, there is no relation between them and the relief prayed for in the said bill, nor does any title in the complainant to such relief or to any equitable relief result therefrom.
    And for further cause of demurrer to the remaining allegations of the said bill, the defendant shows that they are wholly immaterial and irrelevant, and that no title in the complainant to the equitable relief prayed for, or any equitable relief, results therefrom.
    And the defendant further shows that the said bill is in many other respects insufficient, irrelevant, and without equity; and is, as between its several parts, multifarious, inconsistent, and irreconcilable.

      Mallery and Meredith, for the Pennsylvania Coal Company.
    The plaintiff is a corporation, chartered by the state of New York,' and is proprietor of the Delaware and Hudson Canal, which extends from the Hudson river at Rondout, to and across the Delaware river to Honesdale, Pa., a distance of 108 miles. It also owns a railroad connecting with the canal at Honesdale, and also coal mines, and is engaged in the business of mining coal and transporting it to market by the railroad and canal. The capacity of the canal exceeding that of the railroad, and contemplating a further enlargement of the canal, the company sought to induce another company to construct another railroad connecting with the canal, and to furnish coal for the railroad to transport to the canal.
    Authorized to impose a toll “ at such rates as the managers shall think proper,” not exceeding eight cents per mile for each ton of coal transported, the board, on 28th April, 1847, in adopting a resolution with the declared object of creating motive and inducement to capitalists to invest their funds in the construction of a railroad, offered “ to the acceptance of any who might avail themselves of the same, a permanent tariff of tolls on all coal entering the said canal by any such railroad.” The Wyoming Coal Association (unincorporated) entered into a written contract with the plaintiffs. By this contract a reduced rate, it was said, of tolls was established, and a mode prescribed by which, from time to time, it was to be ascertained; and it was provided that if, at any time hereafter, the business of the said “ The Wyoming Coal Association” should be vested in, or transferred to, any corporation, the provisions of the contract should be applied in favor of such corporation, and the contract renewed or re-executed to such corporation.
    On the 30th day of May, 1851, that contract was formally assigned to the defendant by the Wyoming Coal Association. On the 29th day of July, 1851, the plaintiff formally ratified such assignment, and entered into an indenture to and with the defendant, to keep and perform towards the defendant, all the covenants and stipulations of the said contract.
    That contract established a mode of determining, for each year, the tolls on all coal transported under its provisions and entering the canal by way of defendant’s railroad. It was by applying a simple and fixed formula, therein prescribed, to the average price at which the sales of lump coal of the plaintiff should be made. If not less than one-half of the sales estimated for the year were made before the 1st day of May (which may be assumed to be before the commencement of the deliveries), the calculation was to be on the average price at which the sales so made were contracted. If less than one-half, the calculation was to be “ on the average price at which the whole sales for the year shall be actually made.” The formula was, to deduct -from the average price, when ascertained, two dollars and fifty cents, and take one-half of the remainder as the rate of tolls for the year.
    On the 3d of May, 1852, the plaintiff notified the defendant, that its total 'sales of lump coal contracted up to May 1st, to arrive by the canal during that year, were sixteen thousand two hundred and fifty tons only; that its expected sales for the year were five hundred and forty thousand tons; and that the sales contracted being less than one-half the sales estimated for the year, the toll during the year was to be calculated on the average price at which the sales for the year should be actually made. The plaintiff therefore proposed to take tolls at the rate of fifty-five cents per ton; but added, “ As, however, the rate of .tolls for the season must depend on the average rate of sales of lump coal for the year by this company, ichich cannot be certainly known until the close, the above proposed rate of toll must necessarily be regarded as a proximate estimate, and payments under it will be received as payments on account.” The plaintiff afterwards proposed to take fifty cents. The defendant expressed its willingness to pay on account at as high a rate as was reasonably certain to be found payable when the true rate could be ascertained; but alleged that the rule proposed for estimating the toll, would generally result in over-payments, and would produce a higher rate than was reasonable; and, therefore, offered to pay at the rate of forty-five cents, subject to variation, as the market might change.
    While these negotiations existed, the plaintiff attempted summarily to enforce the adoption of its own “ proximate estimate,” as the rule for the “payments on account,” hy stopping the boats of the defendant actually engaged in transporting the coal of the defendant. At this time the plaintiff had in its possession, as agent for the defendant, under another contract, coal belonging to the defendant, valued at not less than fifty thousand dollars, and available assets from sales, estimated at not less than two hundred thousand dollars, both of which were expected to be realized much faster than the current tolls could in any event possibly accrue.
    In order to prevent the detention of the boats, the defendant, the Penn'sylvania Coal Company, filed a bill in equity against the Delaware and Hudson Canal Company, in the Supreme Court of the state, of New York, praying an injunction restraining the said company during the then current season of canal navigation, from excluding the boats of the defendant from navigating the canal, and also a temporary injunction pending the litigation. The temporary injunction was granted on the 20th of May, 1852. Subsequently the defendant filed a supplemental bill in the same action, praying for damages for the injury sustained by reason of the actual detention of its boats. The temporary injunction was dissolved on or about the 3d day of October, 1852. .
    The defendant had repeated and continued by its bill, the offer to pay at what it deemed to be a reasonable estimate of the probable rate which would be found payable: and on the 11th of October, 1852, it paid one hundred and sixty thousand dollars on account of tolls on the two hundred and eighty thousand tons transported before the 3d of said October, or fifty-seven and one-seventh cents per ton. And from and after the 3d day of said October, the defendant paid, under protest, “sixty-four cents per ton, on each ton” which it transported.
    In this state of facts, the plaintiff filed the bill in this case, praying,

      First. That the defendant be decreed to deliver up the said contract, or articles of agreement, to the plaintiff to be cancelled.

      Second. That the defendant be restrained by an order and injunction of this court, from commencing and prosecuting any action at law against the plaintiff, touching any of the matters in the bill.

      Third. That the defendant, its officers, agents, and servants be restrained by injunction from navigating the said canal, without obtaining for the boats used by them the necessary permits and clearances, and without first paying tolls according to law.
    To the said bill the defendant demurred.
    In support of the demurrer, it was alleged, that the bill showed no existing injury for which redress was sought. 2. That the complainants had a complete remedy at law.
    1. If the construction of the contract insisted upon by the complainant be correct, the complainants have the right to collect the toll on each boat load. 2. If the construction contended for by defendants be adopted, the complainants still have a remedy at law for the collection of tolls. That construction is, that in a contingency rarely happening, but which did occur in 1852, the clause of the contract applying on that contingency, would operate as an agreement to postpone the payment of tolls till the close of navigation, and an agreement to pay the tolls when that period elapsed. The construction that this provision operates as an agreement to postpone but not to pay, has not been set up. The defendant admits that there was an agreement to pay. The contract entered into with the Wyoming Coal Association and transferred to and ratified by the respondents, furnishes an action of covenant against either party for a breach of it. The complainants have a right to charge and collect tolls to be ascertained in the mode stated in the contract. That to constitute a covenant the law does not require technical words; wherever the intent of the parties to that effect can be collected from the deed, covenant is maintainable: Platt on Cov. 28, 30, 3 Law Lib.; 2 Rawle 18; 17 E. C. L. 29; 14 Peters 13; 4 Wheaton 228.
    The managers had authority to make the contract: 12 Sec. of the Act of Incorporation ; also reference to 3 Watts 126; 2 Harris 162; 1 Pick. 304. If the contract, on its face, is void, a court of law can afford sufficient redress; and if the invalidity of it appear on its face, a court of equity will not direct it to be cancelled: 2'Story’s Eq. § 700; 36 Law Lib. 28. A court of equity will not rescind a contract unless 'it can put the parties in statu quo: 1 Smedes f Marshall, 126 ; 3 Bibb 52.
    In the bill filed in New York, the contracts referred to in the present bill were the subject of inquiry, and their construction can be decided therein: 3 Hare 100. It was competent for the Pennsylvania Coal Company, though chartered in Pennsylvania, to sue or file a bill in New York: 4 John Oh. 374; 13 Peters 588; 1 Parsons 147; Id. 226; 6 Whar. 392; 2 Story 743; 2 W.f Ser. 208; Id. 214; 3 W.f Ser. 399; 2 Id. 133; 3 Hare 100.
    The object of this bill is not to procure a construction of the contract; but it is asked that the Court take jurisdiction to destroy the contract, and that, too, whilst another proceeding in equity is pending in a court of competent jurisdiction for the purpose of determining its construction and the rights of the parties.

      Reeder and W. H. Dimmick, with whom was Jessup, for the complainants.
    — By the provisions of the contract the right is recognised to collect toll at the offices on the canal; no other place is mentioned, no time for payment fixed. There is no promise or agreement on the part of the defendants to pay, and therefore no action of covenant could be maintained on tbe articles. No action on tbe case for use and occupation of the canal was maintainable: 2 Pa. Rep. 462; 3 Watts 126.
    It was contended that the complainants have the right to charge a toll upon the coal of defendants transported upon the canal; that they have a right to enforce the collection of such toll on each cargo as it enters the canal. And, thirdly, that it was contemplated by the parties, when entering into the contract, that the defendants should have the benefit of any depression in the market during the year, and that the complainants are bound to render to defendants an account of sales, and to refund any excess they may have received beyond the proper amount, at the expiration of the year, with interest.
    It was contended, that the articles of agreement were void, 1. Eor want of power in the Board of Managers of the Delaware and Hudson Canal Company to bind the corporation by such articles. 2. Eor the want of mutuality therein. 3. Eor the uncertainty in the material and essential parts of the contract.
    1. The right to collect tolls in the manner provided for in the Act, is an important franchise. The officers had no right to yield it: 2 John. Pep. 114; 5 Parb. Sup. Ct. Rep. 649; 5 Denio 667.
    2. There was no mutuality. The defendants having denied all right to collect tolls, admitted that they had refused to pay, and procured an injunction to prevent their collection, cannot fairly contend that any mutual benefit accrues to the complainants under the contract, or that it is such a contract as ought to be enforced.
    3. The contract is too uncertain to be sustained. 1. There is no time or place fixed in it for payment of tolls. 2. A credit for a time undefined is established. 3. The amount of toll will rest upon the construction of several contracts upon which there may be litigation: 2 Story Eq. § 700.
    The complainants allege that they have no remedy at law; that the only legal mode of collecting toll was at the offices on the canal.
    It was contended that the courts in New York have no jurisdiction over the defendants: 13 Peters 588 ; 1 Parsons 547. There is no comity which calls upon this Court to defer to the Courts in New York in this matter.
    That the Court have power to order instruments to be delivered up to be cancelled, reference was made to 1 John Ch. 520; 3 Russ. 434; 2 Mitford’s Pleading 121; 1 Hayw. 226.

      As to the demurrer. The remedy at law should be ample, adequate, and certain: 5 John Oh. 101; 6 Pick. 376; 16 Id. 525; 1 Parsons 541; 22 Vermont 242.
    The payments of toll were made under protest, and cannot properly be set up to defeat the complainants. In the demurrer it is admitted that under the terms of the contract tiie amount of toll cannot now be precisely determined. It was alleged that there was no essential fact omitted in the bill, and the necessary inferences from the facts necessary to show that the complainants are entitled to relief are set forth in it.
    It was, in a subsequent reply, stated that it was not denied that the Pennsylvania Coal Company might sue in New York, but they could not he sued there. There is no statute which domesticates' them in New York. No bill could be filed against them in New York. A decision upon the bill would not have decided anything conclusive as to the rights and duties of the complainants in the management of their canal in Pennsylvania. An injunction not to take tolls in Pennsylvania would have been nugatory. But, it was alleged, that in the present case both the parties and the thing are subject to the jurisdiction of this Court. That in the bill in New York, only an injunction is asked ; but that it is not sought therein to raise the material questions in dispute between the parties, so as to have a legally binding construction given to the articles of agreement.
    Purther suggestions and arguments on the part of the defendants were made, viz : That if the defendants never paid any tolls, the Commonwealth would receive the same amount it would receive without the operation of the contract.
    That the position taken by the plaintiffs that the defendants deny the right to collect tolls, and the liability of the defendants to pay tolls, was without foundation. The contrary is the case. The dispute was whether the plaintiffs could charge and collect tolls at the rate' of fifty-five cents or fifty cents per ton, before they could be ascertained by the terms of the contract. The defendants offered to pay forty-five cents per ton, and the balance when the exact amount of tolls could be ascertained.
    The complainant is incorporated by the state of New York. It is not a corporation of Pennsylvania. It acts under a license from Pennsylvania to do certain acts, and can act only to the extent of that license. It can sustain a suit in this state only, upon the principle of comity,, which is extended to foreign corporations.
    The privilege of collecting tolls before using the canal, cannot deprive the plaintiffs of the common law remedy of making contracts for securing the payment of tolls; and a departure from the mode of collecting toll prescribed by the charter, is no surrender of the franchise. Also, if the plaintiffs have made an agreement relative to toll, and have induced the defendants to expend a large amount of money upon the faith of the contract, the contract is not to be disregarded or vacated, upon the ground of departure from the remedy allowed by the statute. The defendants do not object that the tolls should be collected in the mode prescribed by the statute, as soon as they are ascertained in the manner the plaintiffs have agreed to.

    As to the matter of jurisdiction : The greater part of the canal of the plaintiffs is in New York, where the plaintiffs belong, and it is not shown how this Court has jurisdiction over a New York company, and with respect to the management of a canal located in New York. The plaintiff claims to exercise its New York franchises in Pennsylvania, over its New York canal. It claims to exercise in Pennsylvania its authority derived from New York, and to collect in Pennsylvania the toll on the whole length of the canal in New York, requiring payment at the office at Hawley, in Pennsylvania, of toll upon the whole canal in both states. The tenure given to the plaintiffs by Pennsylvania, gives no authority to collect tolls in New York; nor does the charter obtained in New York give the right to collect the toll on the New York canal at an office in Pennsylvania. And it was for relief against the claim of payment in Pennsylvania for navigation on the canal in New York that relief was asked by the bill filed in New York; and as to the portion of the canal in that state, which is the greater portion of it, the New York Court had jurisdiction. Having jurisdiction over the parties and the subject-matter, ample justice can be there done, and the decision of that Court will be conclusive. In that proceeding the present complainants could have been heard on the objection that there was no valid contract between the parties. If the articles of agreement are given up and cancelled, no action by the defendants can be sustained upon them; and the third prayer of the complainants is, that the defendants be restrained from navigating the canal “ without first paying the tolls according to law,” which is claimed to be any sum on the canal in New York not exceeding eight cents per mile. That is the franchise claimed by the complainants, and ■which it has been contended on their part, they cannot part with.
    April 4, 1853,
   The opinion of the Court was delivered, by

Lewis, J.

— The special prayer for relief in this bill is, that certain articles of agreement between the parties, dated 29th day of July, 1851, be delivered up to be cancelled; and that the defendant be restrained from bringing any action upon them, or using or navigating the canal under them. We proceed at once to consider and dispose of the reasons urged in favor of the relief thus specially desired.

It does not appear that the defendant, in its proceedings before the Supreme Court of New York, obtained an injunction under a construction of the agreement, which is entirely contrary to the provisions of the statutes, and subversive of the rights” of the plaintiff. Nor do we see anything in the agreement to justify any such construction. It is true, that a temporary injunction was obtained from the Supreme Court of New York, by which the canal company was restrained from obstructing the coal company in navigating the canal, and from withholding the usual facilities in regard to the same. But this injunction has been dissolved, and we are bound to believe that the bill will be disposed of on the final hearing, according to the principles of equity and law. The tribunal having cognisance of it is quite as competent to do justice as the one whose authority is now invoked. We have seen nothing in its past proceedings to create a doubt in regard to the justice of its final action in the premises. It is clear, that a valid agreement cannot be rendered invalid by a temporary error of a court, or of one of the parties in expounding it.

It may be that the agreement in question might prevent the canal company from enforcing the maximum rate of tolls allowed by its charter, if it was so disposed; and might also prevent said company from dividing the profits arising from it before they are collected. The charter prohibits the company from charging a higher rate than that specified; but it was not intended to prevent the canal company from charging a less rate: on the contrary, the lower the rate of tolls, the better for the advancement of the public interest; and we see nothing to indicate that these corporations stand in need of legislative or judicial action to restrain either from neglecting or disregarding its own interest.

The agreement is alleged.to be uncertain, and without mutuality in its obligations. There may be some difficulty in the construction of it; but, so far as we perceive, it is quite susceptible of a construction by which the amount of toll per ton, as well as the time of payment, can be reduced to reasonable certainty. There is no want of mutuality in the provisions for enforcing performance. The canal company is bound by the agreement to furnish the use of its canal to the coal company, and the latter is required to pay the tolls according to the rule prescribed by the parties for the purpose of ascertaining the amount. The remedy for the collection of tolls under the charter is not taken away by the agreement, although the rights are modified in regard to amount and time .of payment. This summary remedy for the collection of tolls, from the nature of the parties, the magnitude of the interests involved, and the irreparable public and private injury which might accrue from its abuse, must necessarily be subject to the control of the courts in the exercise of their chancery powers. In addition to the summary remedy referred to, we are of opinion that an action of covenant may be maintained on the contract to recover any tolls which may become due under its provisions. The fair construction' of the agreement is, that there is a covenant to pay the tolls, according to the measure prescribed by the parties for ascertaining the amount.

Conceding that the president and managers of the Pennsylvania Coal Company, at the time of entering into the contract, were resident citizens of New York, and not residents or citizens of Pennsylvania, and that they were therefore ineligible, it does not follow that the agreement is not binding upon the defendant. The officers may have been ineligible, but this cannot be taken advantage of in this collateral proceeding. It is sufficient for thej plaintiff, and all third persons, that they have dealt in good faith with the officers de facto. If this were not the case, the acts of the parties, under the agreement, amount to such evidence of ratification as to preclude a Court of Equity from lending its extraordinary aid to destroy the contract, or to prevent the parties from acting under it, or submitting the questions connected with it to the decision of a Court of law.

After inducing the defendant to expend a very large sum of money in the construction of its railroad, and in the other necessary business of mining and transporting coal to market, upon the faith of the agreement in question, the plaintiff is not entitled to have it cancelled upon the grounds alleged against it. If the application had been accompanied with an offer to return the benefits received under the agreement, and to put the opposite party in the condition it was in before the contract was made, we might have viewed it with more favor. As the case stands, there is no equity whatever in the plaintiff’s bill, so far as regards the specific relief demanded.

It remains to inquire whether any other relief can be granted under the general prayer. The relief to be granted under this prayer must not only be consistent with the specific relief demanded, but must be sustained by the case made by the bill; and the allegations relied upon must not only be such as to afford a ground for the relief sought, but they must appear to have been introduced into the bill for the purpose, and not for the purpose of corroborating the plaintiff’s right to the specific relief prayed; otherwise the Court would take the defendant by surprise, which is contrary to its principles. The facts should also be stated with sufficient precision to enable the Court to make a specific decree, and not in such general terms as to enable the Court merely to decide an abstract principle. In all these particulars the bill is deficient. The facts are not stated with sufficient precision to enable the Court to enter any decree under the general prayer. The precise amount of toll demanded for the period stated in the bill is not specified, nor are any facts alleged from which the proper amount can be calculated, according to the terms of the contract ; and the allegations which are made appear to have been set forth merely for the purpose of supporting the specific prayer in the bill. A specific performance of an agreement is altogether inconsistent with an application to have it delivered up to be can-celled as null and void. The bill must therefore be dismissed. '

It is ordered and decreed, that the bill be dismissed at the costs of the plaintiff.