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Sunday, July 11, 2004

From the New York Times

In Deaths at Rail Crossings, Missing Evidence and Silence


By WALT BOGDANICH

Published: July 11, 2004

 

 

 

 

 

 

 

 

Jenny Nordberg contributed reporting for this article. Tom Torok contributed data analysis and reporting. Eric Koli contributed reporting from San Francisco.

At 5:45 p.m., with the autumn sun dipping toward the horizon, Blas Lopez, a father of four young children, drove his truck loaded with potatoes bound for market onto a railroad crossing in south-central Washington State. In an instant, a 4,700-ton Union Pacific train rammed Mr. Lopez's truck with the force of an explosion, ripping apart his body.

Union Pacific responded as most railroads do after fatal crossing accidents: It blamed the victim, Mr. Lopez, not itself.

What Union Pacific did not say was that the warning signal at the crossing contained parts that the manufacturer had said, 12 years earlier, should be replaced "as soon as possible" because they might be defective. After a witness to the accident said the signal appeared to have malfunctioned, a lawyer for Mr. Lopez's family arranged with Union Pacific in October 2001 to inspect the signal.

But a railroad manager beat the lawyer there by several hours. In the predawn darkness, the manager secretly swapped the suspect parts for newer ones. The cover-up was not discovered until weeks later, when the Lopezes' lawyer noticed that the serial numbers on the parts did not match the railroad's records.

Union Pacific's conduct is a stark example of how some railroads, even as they blame motorists, repeatedly sidestep their own responsibility in grade-crossing fatalities. Their actions range from destroying, mishandling or simply losing evidence to not reporting the crashes properly in the first place, a seven-month investigation by The New York Times has found.

Union Pacific stands out. In one recent 18-month period, seven federal and state courts imposed sanctions on Union Pacific, the nation's biggest railroad, for destroying or failing to preserve evidence in crossing accidents, and an eighth court ordered a case retried. One sanction has since been overturned on appeal.

Over the last eight years, railroads have also broken federal rules by failing to promptly report hundreds of fatal accidents, 71 of them last year, denying the federal authorities the chance to investigate when evidence is fresh and still available, according to a computer analysis of federal data by The Times. Enforcement of these rules is so lax that federal officials said they were not even aware of the reporting problems.

In fact, one Union Pacific official said that federal regulators told the railroad in late 1999 "to stop calling" after fatal accidents. Federal officials denied doing so, but the following year, The Times's analysis shows the number of accidents not reported promptly by Union Pacific quadrupled.

Trains, like airplanes, have black-box event recorders, but records show that railroads have a spotty history of keeping them in working order and have sometimes lost or erased their information after crashes. The information from recorders can be so inconclusive that after one 17-year-old girl was killed in Tennessee, the railroad produced five different versions of the accident from the same black box.

On average, one person a day dies at a crossing in the United States. Since 2000, more than twice as many people have been killed at grade crossings as have died in commercial plane crashes. But these deaths draw little national attention because they usually come one or two at a time, often where tracks slice through small towns and rural expanses across the country.

"It's a systemic failure," said James E. Hall, a former chairman of the National Transportation Safety Board. "It's been something that has just not grabbed the attention, unfortunately, of the public."

It has barely grabbed the attention of the government. Only federal authorities, not the local police, have the authority to properly investigate a railroad's role in an accident. But of the nearly 3,000 rail crossing accidents last year, federal authorities fully investigated just four.

Families of victims searching for the cause of a crash have to ask the railroads themselves or file lawsuits. But as judges who have sanctioned Union Pacific have found, getting a straight answer can be difficult.

Continued at

http://www.nytimes.com/2004/07/11/national/11RAILS.html?hp=&;pagewanted=all&position=

 


11:29:51 AM    feedback []  trackback []   Google It!

In reading the following, notice how Boyd, the Judge, and the US Attorney are suggesting that the FELA law is the cause of this whole scandal. As many have suggested, the attempt to spin this case of personal corruption and greed into an attack on FELA is on. Don't let them do it.

July 9, 2004, 11:14PM

Defendants describe corruption in railroad union

By HARVEY RICE
Copyright 2004 Houston Chronicle

Disgraced former leaders of the nation's largest railroad operating union described a system controlled by corrupt lawyers during a sentencing hearing Friday in a Houston federal court.

Two ex-presidents of the United Transportation Union were sentenced to two years in prison for accepting bribes from lawyers in exchange for access to workers injured on the job.

Two other union officials were sentenced to three years' probation after all four pleaded guilty to a charge of conspiracy. Other counts in the September 2003 indictment were dropped in exchange for their cooperation in an ongoing investigation.

U.S. District Judge Sim Lake also ordered former international presidents Charles Leonard Little, 69, of Leander, and Byron Alfred Boyd Jr., 57, of Seattle to pay a $10,000 fine and a $100,000 forfeiture.

Boyd, who resigned his post after his indictment, described a union system controlled by lawyers who paid as much as $30,000 to be on a list giving them access to injured union members.

"The system has gone on for generations, and the system goes on as we stand here today," Boyd said.

Lake sentenced Ralph John Dennis, 51, of Boone, Iowa, former union director of insurance, and John Russell Rookard, 57, of Olalla, Wash., Boyd's assistant, to three years' probation and a $45,000 forfeiture. He fined Dennis $2,000.

Lake said there appears to be a problem with the system that criminal prosecution could not cure.

Lake asked Assistant U.S. Attorney Edward Gallagher whether his office had sought help from legislators in changing the law.

Gallagher, saying lawmakers had been consulted, said the corruption went back to the 1908 passage of the Federal Employers Liability Act, allowing unlimited damages for injured railroad workers because their jobs are so hazardous.

He told Lake that so many lawyers wanted to represent those workers that they were willing to bribe union officials.

Gallagher was referring to lawyers designated by the UTU president as legal counsel with honorary union membership. Although any lawyer can represent an injured union member, those on the designated counsel list had the union's imprimatur and easier access.

The probe began in 1999 after El Paso lawyer Victor Biegnowski was accused of insurance fraud.

Biegnowski, a UTU designated counsel, offered information to prosecutors about the bribery.

Lawyers involved in the scheme were given immunity for their cooperation in prosecuting the four union members.

"Had it been reversed, it might have been 35 lawyers before us today," Gallagher told Lake.

But Little's attorney, David Gerger, contended that "the people who benefited financially the most have never been prosecuted and never will be prosecuted."

Gerger said some lawyers involved in the scam are still designated counsels with the union. Gallagher responded that the government is pursuing noncriminal action against them, including disbarment.

Of the 56 designated counsels at the time the union officials were indicted in September 2003, six were in Texas and five in the Houston area.

UTU spokesman Frank Wilner said the union has made reforms and is working with prosecutors.

"We are concerned about corruption and doing everything we can to root it out so that such an embarrassing and tragic situation never recurs," Wilner said.


12:21:34 AM    feedback []  trackback []   Google It!

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