Dick Davidson Letter to Employees
Fellow Employees:
Over the weekend, articles that appeared in the New York Times and
other newspapers made a number of serious allegations against our
company related to grade crossing accidents. While much of the
factual information in these stories is accurate, the tone of the
stories creates the impression of a company that does not follow the
rules.
That is not the kind of company we are. I want to address the charges
made in the stories and to provide all of you with some information
that was omitted from the articles. I want you to know that I am
personally committed to ensuring the highest degree of ethical
behavior at all levels of our company.
During the course of the reporter's investigation, we learned that
some of our reporting and compliance processes were not as thorough as
we expect. When we learned of these breakdowns in our processes, we
took immediate corrective actions. Union Pacific's policy is to be
100 percent compliant with all of the many regulations that apply to
railroads.
Many of the allegations concern destruction of evidence after crossing
accidents. Union Pacific's policy is clear: We do not destroy
information or evidence needed for legal proceedings. A few years
ago, the courts began to expand the types of materials they expect us
to retain in grade crossing accidents. In October 2002, we instituted
major changes to our processes to ensure that this wider range of
materials is kept. Additionally, we will initiate a program to
install video cameras on locomotives to ensure accurate recording of
crossing incidents.
As the article acknowledges, many of its conclusions are based on
statements by individuals who are hired to testify against the company
in lawsuits. In each instance, there is another side of the story.
For example, the article implies that we cut vegetation after a recent
Arkansas accident to make the crossing look better, but we carefully
photographed the crossing to document the scene before cutting the
vegetation.
The article stated that notification of fatalities at crossings to the
National Response Center was inconsistent. While we report
consistently and properly to the Federal Railroad Administration and
state and local authorities, we failed, in several dozen instances, to
comply with a specific requirement that we notify the NRC by phone.
We have changed our procedures to ensure that proper notification is
made in the future. We have initiated a further, comprehensive audit
of all reporting requirements to identify and correct any other
shortcomings.
No one wants to avoid grade-crossing accidents more than we do.
Emotionally, they take a severe toll on our colleagues in train
service, who usually cannot stop their train in time to avoid
collisions, and the rest of us, who feel the human tragedies that so
often accompany these accidents. We all feel a sense of tragedy and
loss when these accidents occur.
Union Pacific has a comprehensive grade crossing safety program that
includes system vegetation control, maintenance of grade crossing
warnings, inspection and maintenance of track and crossing panels,
maintenance of locomotive horns and lights, and training and
certification of train crews who operate the trains. We also posted an
800 number on all crossings for immediate response to stalled cars or
other safety risks.
Additionally, Union Pacific funds public education campaigns and many
Union Pacific employees voluntarily contribute thousands of hours to
making safety presentations to the driving public. We also sponsor
safety programs in cooperation with police departments to enhance law
enforcement on crossings where there have been violations.
As a result, grade crossing accidents on Union Pacific declined 84%,
from 3,049 to 489, between 1976 and 2003. The annual number of
fatalities from rail-highway incidents on Union Pacific for the same
period decreased 74% from 261 to 68. This improvement occurred while
highway traffic increased 80 percent.
I want you all to remember that we work for a great company with a
great history and a bright future of service to our nation. I
personally want to thank each of you for your dedication.
--Dick Davidson
Fellow Employees:
Over the weekend, articles that appeared in the New York Times and
other newspapers made a number of serious allegations against our
company related to grade crossing accidents. While much of the
factual information in these stories is accurate, the tone of the
stories creates the impression of a company that does not follow the
rules.
That is not the kind of company we are. I want to address the charges
made in the stories and to provide all of you with some information
that was omitted from the articles. I want you to know that I am
personally committed to ensuring the highest degree of ethical
behavior at all levels of our company.
During the course of the reporter's investigation, we learned that
some of our reporting and compliance processes were not as thorough as
we expect. When we learned of these breakdowns in our processes, we
took immediate corrective actions. Union Pacific's policy is to be
100 percent compliant with all of the many regulations that apply to
railroads.
Many of the allegations concern destruction of evidence after crossing
accidents. Union Pacific's policy is clear: We do not destroy
information or evidence needed for legal proceedings. A few years
ago, the courts began to expand the types of materials they expect us
to retain in grade crossing accidents. In October 2002, we instituted
major changes to our processes to ensure that this wider range of
materials is kept. Additionally, we will initiate a program to
install video cameras on locomotives to ensure accurate recording of
crossing incidents.
As the article acknowledges, many of its conclusions are based on
statements by individuals who are hired to testify against the company
in lawsuits. In each instance, there is another side of the story.
For example, the article implies that we cut vegetation after a recent
Arkansas accident to make the crossing look better, but we carefully
photographed the crossing to document the scene before cutting the
vegetation.
The article stated that notification of fatalities at crossings to the
National Response Center was inconsistent. While we report
consistently and properly to the Federal Railroad Administration and
state and local authorities, we failed, in several dozen instances, to
comply with a specific requirement that we notify the NRC by phone.
We have changed our procedures to ensure that proper notification is
made in the future. We have initiated a further, comprehensive audit
of all reporting requirements to identify and correct any other
shortcomings.
No one wants to avoid grade-crossing accidents more than we do.
Emotionally, they take a severe toll on our colleagues in train
service, who usually cannot stop their train in time to avoid
collisions, and the rest of us, who feel the human tragedies that so
often accompany these accidents. We all feel a sense of tragedy and
loss when these accidents occur.
Union Pacific has a comprehensive grade crossing safety program that
includes system vegetation control, maintenance of grade crossing
warnings, inspection and maintenance of track and crossing panels,
maintenance of locomotive horns and lights, and training and
certification of train crews who operate the trains. We also posted an
800 number on all crossings for immediate response to stalled cars or
other safety risks.
Additionally, Union Pacific funds public education campaigns and many
Union Pacific employees voluntarily contribute thousands of hours to
making safety presentations to the driving public. We also sponsor
safety programs in cooperation with police departments to enhance law
enforcement on crossings where there have been violations.
As a result, grade crossing accidents on Union Pacific declined 84%,
from 3,049 to 489, between 1976 and 2003. The annual number of
fatalities from rail-highway incidents on Union Pacific for the same
period decreased 74% from 261 to 68. This improvement occurred while
highway traffic increased 80 percent.
I want you all to remember that we work for a great company with a
great history and a bright future of service to our nation. I
personally want to thank each of you for your dedication.
--Dick Davidson
If Conductors are in charge, why are they promoted to be Engineer???
Retired Triebfahrzeugführer. I am not a moderator.
Retired Triebfahrzeugführer. I am not a moderator.
