Archive for the ‘Semi-Truck Crashes’ Category

Fed’s NTSB Wants to Ban Big Rig Commercial Truck Drivers From Using All Cell Phones Even Hands Free Phone

September 20th, 2011 by admin

The National Transportation Safety Board (NTSB) has proposed a federal ban on all usage of cell phones for truckers driving commercial big rig semi trucks as being too dangerous; the ban would apply to both handheld and hands free phones.

On September 13, 2011, the NTSB formally recommended that federal regulations be created that would make it illegal for commercial truck drivers to use mobile phones while on the job, except in the case of emergency.  The NTSB’s reason?  The agency cites the distraction of driving while talking on the phone, even a handsfree phone, is too high when the driver is operating a heavy commercial truck like a big rig, semi truck, tractor trailer, or 18 wheeler.

From NTSB Chairman Deborah A.P. Hersman:

“Distracted driving is becoming increasingly prevalent, exacerbating the danger we encounter daily on our roadways.  It can be especially lethal when the distracted driver is at the wheel of a vehicle that weighs 40 tons and travels at highway speeds.”

The Big Rig Truck Wreck That Got the Federal Agency’s Attention

In its announcement, the NTSB points to a tragic crash that killed 11 people last year in Kentucky as being a big incentive for the federal agency to take this action. What was this one accident that got the federal government to take notice?

Around a year and a half ago, early in the morning of March 26, 2010, just before sunrise in Munfordville, Kentucky, an experienced truck driver was driving his truck-tractor semitrailer combination unit on Interstate 65, when the big rig veered out of the southbound left lane, jumped the huge highway median (it was 60 feet wide), slammed through a protective cable barrier, and jumped into oncoming traffic in the northbound lanes.

The big rig then crashed into a passenger van filled with 11 people and its driver.  The truck driver and 10 of the 12 riding in the van perished in the accident.  From the investigation, the NTSB found out that the truck driver had been on the phone.  In fact, he had made 4 calls right before the crash and he had made 69 calls and text messages within the previous 24 hours.

His last call? Records show it was made at at 5:14 a.m. CDT, the exact time that the truck departed the highway.

Kenneth J. Allen and Associates Has Been Monitoring What Happened After That Terrible March 2010 Esh Wedding Van Crash

We reported on this horrific crash back in March 2010, when it happened.  An entire family was devastated by this crash as the van occupants were part of the large Esh family, on their way in a church van to a family wedding in Iowa.  See, On I-65, Semi Truck and Church Van Crash Kills 11, where we gave details about the family and what happened back then.  Even the most experienced trial lawyers were shocked and mystified that such a horrendous, horrible, and tragic accident could occur.

Monitoring this tragedy, we’ve also reported on the federal government shutting down the trucking company involved in this horrible accident.  Last year, the Federal Motor Carrier Safety Administration ordered Hester, Inc. of Fayetteville, Alabama, to be shut down.  See, Feds Close Doors of Trucking Company After Truck Killed 11 in Van on Kentucky Interstate.

This month, we are seeing the federal government continue to take action to make sure that the horrible tragedy that befell the Esh family never happens again on American roadways.  Banning phone chatter and texting by truckers driving huge and heavy big rigs is just one more step in the right direction.

National Truck Driver Appreciation Week: September 11 – 17, 2011

September 13th, 2011 by admin

This week is National Truck Driver Appreciation Week, where the men and women who keep the big rigs and semis and tractor trailer trucks moving cargo across this country get some well-deserved attention for a hard job that is all too often taken for granted.  Being a commercial truck driver in the United States today is tough work for true professionals and everyone at the law firm of Kenneth J. Allen & Associates salutes each and every driver out there.

Consider this (stats from TruckInfo unless otherwise noted):

  • There are around 3,500,000 men and women working as commercial truck drivers in America today.  One in nine of these drivers are independent; the other 8/9 work for trucking companies.
  • These truckers drive various kinds of vehicles; however, 2,000,000 of these trucks are the big, heavy tractor trailers.
  • An 18-wheeler weighs on average 80,000 pounds.
  • They drive billions of miles each year.
  • They deliver the majority of the cargo freight in the country (over 70%).
  • There are around half a million trucking companies in the U.S.A.  Almost all of them (96%) operate 28 rigs or less – which means that there are only a few of the really big trucking companies operating today.

We salute the men and women who drive these big commercial trucks – Hats off to you on National Truck Driver Appreciation Week.

Image: Wikimedia Commons, public domain.

Truck Drivers Do Not Understand CSA 2010 – Even Though It’s The Law Now

September 1st, 2011 by admin

CSA 2010 is not news anymore.   The Compliance, Safety, Accountability program – or “CSA” – was a federally mandated overhaul of safety regulations for motor carriers driving on American roadways that was implemented across the country awhile back, in stages (region by region).

Instituted by the Federal Motor Carrier Safety Administration (FMCSA), its goal is to increase the safety of both large commercial trucks (e.g., big rigs, semis, tractor-trailers) as well as commercial buses (think Greyhound or Trailways) so there will be less crashes and accidents and therefore, less serious injury and wrongful death involving commercial motor vehicles.

As we discussed back in January 2010, CSA 2010 expanded the current Safestat safety rating system where trucking companies are regulated in four categories (Driver, Vehicle, Safety Management, and Accident) to the new CSA system of seven (Unsafe Driving; Fatigued Driving; Driver Fitness; Controlled Substance and Alcohol; Vehicle Maintenance; Improper Loading/Cargo Securement; and Crash Indicator). (For more details, please read our prior post, “CSA 2010 – Saving Lives or Killing Businesses? Depends Upon Who You Ask.“)

CSA 2010 was a joint project undertaken by FMCSA and the various state regulatory agencies (e.g., Indiana and Illinois transportation agencies) that debuted in December 2010. As FMCSA describes it, CSA 2010 is a “…new nationwide system for making the roads safer for motor carriers and the public alike.”

Which suggests that the drivers of those large commercial trucks and commercial buses should have been instructed on the details of this “new nationwide system for making the roads safer” and that more than any other person on the roads, these drivers should know the details of CSA 2010. Right? Wrong.

New Study Reveals that American Truck Drivers Do Not Understand CSA 2010 Regulations

The American Transportation Research Institute (ATRI) has just released a report that investigated how CSA 2010 has changed the lives of commercial drivers. Lots of truck drivers were questioned by ATRI: the data in the report has been provided by 4,555 American truck drivers.  That’s a pretty big bunch.

Here’s what ATRI is reporting:  even today, after all the CSA 2010 hoopla on whether or not it should be passed, and after that, all the hurdles of getting CSA 2010 implemented, state by state, truck drivers still DO NOT KNOW what CSA is all about. And around 2/3 of these drivers are scared that they will get fired if they admit it to their employers.

From the ATRI news release, this quote from Ed Crowell, President and Chief Executive Officer of Georgia Motor Trucking Association:

“ATRI’s study clearly points out that motor carriers, state trucking associations and FMCSA collectively need to do more to educate drivers about CSA and what it does and doesn’t mean for their jobs.”

Exactly. One has to wonder how effective this hard-won change in safety standards can be, if the men and women operating these big machines do not know what’s what regarding these safety standards.  One also has to wonder who’s responsible for these drivers not being informed – whose duty is it to educate their employees (hint, hint) about these new standards?

Be careful out there!

Feds Change Hazardous Materials Regs for Trucks and Semis and Carriers on the Road

August 23rd, 2011 by admin

Hazardous Materials are dangerous things: they involve cargo that could explode, projecting things at great speeds, or gases that could silently kill lots of people and animals, or things that can start big fires. When this stuff has to be moved from place to place, it’s a high risk event – and something that is heavily regulated.

This month, as part of the continuing CSA 2011 implementation (see our earlier discussion of that program here), changes have been made in how hazardous materials are transported in our nation.

1. Hazardous Materials are defined in the Code of Federal Regulations

Also known as “HazMat,” they have been defined by the Department of Transportation as:

(1) Hazardous Substances, (2) Hazardous Wastes, (3) Marine Pollutants, (4) Elevated Temperature Material (5) Materials identified in 172.101, and (6) Materials meeting the definitions contained in 49 CFR Part 173.

They include: radioactive material; explosives; material poisonous by inhalation; and compressed or refrigerated liquefied methane or liquefied natural gas, or other liquefied gas with a methane content of at least 85 percent.

2. Carriers Transporting Hazardous Materials Must Meet Special Criteria – the HM Intervention Threshold

When any motor carrier is moving a cargo of stuff defined by law to be “hazardous material” then that carrier must meet federal regulations on how that HazMat is packaged, moved, and labelled.  The shipping cartons must be labeled; the boxes that the cartons are placed inside must be labelled; the truck or trailer must likewise be labelled.  The Hazardous Materials warning labels are called “placards” in the law:

General placarding requirements are contained in 49 CFR Subpart F Part 172. Each person who offers for transportation any hazardous materials subject to the HMR shall comply with the applicable placarding requirements. Applicability of placarding requirements 172.500: Placarding is not required for infectious substances, ORM-D, limited quantities, small quantity shipments, and combustible liquids in non-bulk packages. Placards may not be displayed on any packaging, freight container, unit load device, motor vehicle or rail car unless the placard represents a hazardous material loaded into or onto the conveyance unless the shipment is in accordance with the TDG Regulation, the IMDG Code or the UN Recommendations.

General placarding requirements are contained in 172.504. Each bulk packaging, freight container, unit load device, transport vehicle, or rail car containing any quantity of hazardous materials must be placarded on each side and each end with the placards specified in Tables 1 and 2.

172.504 contains a number of notes and exceptions to these requirements. When two or more Table 2 materials are contained in the same transport vehicle, the Dangerous” placard may be used instead of the specific placard required for each hazard class. However, when 1,000 kg (2,205 lbs.) or more of a single category of HM is loaded on a transport vehicle, the placard specified for that material must be displayed.

172.504(c) contains an exception from the placarding requirement for shipments that contain less 454 kg (1,001 pounds) of Table 2 materials. A frequent problem encountered involves the 1,001 lbs. exception. The 1,001 lbs. is aggregate gross weight. Aggregate gross weight is the total weight of all hazardous materials and its packaging loaded on a single transport vehicle.

3.  The Federal Motor Carrier Safety Administration (FMCSA) Has Changed The Criteria for HazMat Intervention Threshold.

This month, FMCSA issued its new, redefined criteria for deciding which motor carriers are legally required to meet the federal Hazardous Materials intervention threshold. FMCSA made these changes so it would be easier for the government to spot motor carriers that were transporting hazardous materials and to insure that the carriers were doing so safely and efficiently.

In the future, motor carriers must face new thresholds in the transport of placarded quantities of HM; usually, 1,001+ pounds.  Before now, the HazMat intervention threshold on motor carriers was based solely on their registration information indicating they transported any quantity of HM.

Problem was: some carriers who were not carrying placardable quantities of HazMat were subjected to the HM threshold, while some motor carriers that were carrying Hazardous Materials weren’t being subjected to the regs.

Now, the HM intervention threshold applies to American motor carriers transporting Hazardous Materials in quantities that legally require the warning placard (“HazMat”) based on operational evidence. They meet one of the following criteria:

  1. Inspection in the last 24 months where the motor carrier was identified as carrying placardable quantity of hazmat;
  2. Review or safety audit in the last 24 months where the motor carrier was identified as carrying placardable quantity of hazmat; or
  3. Motor carrier has a hazmat permit.

Trucks and trains and other motor carriers transporting hazardous materials are only allowed to move along certain routes, routes approved by the government as being safe for these kinds of dangerous loads. If you see one of these motor carriers with its distinctive red and white “Haz Mat” warning labels, then give it a wide berth.

Every big rig or semi truck on the road is dangerous in traffic; however, these HazMat loads are extremely high risk. If you are driving near a HazMat load, be especially careful – and let that driver have the right of way, even if he’s wrong to take it.

Be careful out there.

New 2011 Truck Fuel Economy Standards Announcement By President Obama Cancelled For Trip to Honor Those Killed in Afghanistan Helicopter Crash

August 9th, 2011 by admin

Today, the trucking industry and those who monitor the trucking industry were waiting for President Obama’s official announcement that there would be new federal regulations in the fuel economy standards for commercial trucks.

It’s not that the regulations are a big surprise; the President would debut the final result of a long governmental process to implement new ways to maximize fuel efficiency in big rigs, semis, tractor trailers, and other commercial trucks riding American roadways.  However, a national tragedy has changed things.

President Obama’s Announcement of Precedent-Setting Fuel Regs for Trucking Industry Has Been Cancelled

Sadly, the White House notified those attending the Virginia meeting of the Engine Manufacturers Association/Truck Manufacturers Association that President Obama would not be attending their event in order to make his official announcement of this precedent-setting series of regulations. Instead, he will be traveling to travel to Dover Air Force Base with a Washington delegation, where they will honor and pay their respects to the 22 Navy SEALS, 5 Army crewmen, and 3 airmen that died July 30, 2011, in an helicopter crash in Afghanistan.

The crash goes on record as the single deadliest incident for the United States military since 2011, when the Afghanistan conflict began. It is also the largest death toll in the history of Special Ops, the U.S. Special Operations Command (which oversees military elite units, e.g., the SEALs, the Green Berets, the Rangers, etc. ).

New Fuel Economy Regulations Unprecedented

Regardless of the President’s understandable unavailability in Virginia, the Environmental Protection Agency (EPA) and the National Highway Traffic Safety Administration (NHTSA) went forward today with their formal announcement that the United States will now have federal regulations in place that are designed to improve fuel efficiency and reduce greenhouse gas emissions from medium and heavy-duty truck engines that power the nation’s trucking industry.

Working together with advocacy groups, trucking interests, and others since May 2010, the two federal agencies jointly built a final federal rule that is now federal law. It is an unprecedented federal action in the trucking industry, that will force truck manufacturers to lower carbon-dioxide emissions for commercial trucks and buses by as much as 20% by 2018, and it mandates that more fuel-efficient truck engines be available in the marketplace by 2014.

You can read and download the 8-page Regulatory Report released today by the Environmental Protection Agency here.


Illinois Roads Are More Dangerous After Gov Quinn Okays Faster Semi Truck Speeds at 65 MPH and More

August 2nd, 2011 by admin

On July 27, 2011, Illinois Governor Pat Quinn signed into law new legislation that his office describes will “… simplify regulation of trucks traveling in Illinois, easing the regulatory burden faced by Illinois businesses while helping ensure the safety of Illinois’ roads.”

From the Governor’s official press release:

“One of the top priorities of my administration has been working with the business community to make Illinois an easier place to do business. By clarifying laws that impact transportation, we will help businesses to function more efficiently and still keep the public safe while traveling on Illinois roads.” Governor Quinn said. “This law creates common sense rules, eliminates confusing language, and enhances productivity in the trucking industry and benefits the environment.”

In this economy, focusing upon the dollars and cents of things is understandable, and it seems reasonable to pass Senate Bill 1644 as it “… clarifies and standardizes enforcement language for truck weight and size in the Illinois vehicle code.”

What Governor Quinn Has Signed Into Law Makes for More Danger On Illinois Roads

However, as the Governor points out, this new law also ups the allowable maximum truck weight in Illinois to 80,400 lbs because it will mean less diesel fuel usage in the long run.  Saves money.

However, one thing doesn’t change.  The heavier the truck, the more dangerous it is on the roads.

Of even more concern, Governor Quinn has signed into law Senate Bill 1913 which will mean that starting on January 1, 2012, trucks in Illinois will be able to drive 65 mphs on our roads.

Increasing Speed Limit on Big Rigs May Save Fuel But Will It Cost Lives?

This bill joins other legislation that works to increase the legal speed limit of big rigs to 65 mph on Illinois roads (this week’s bill doesn’t impact interstates, however prior legislation already covered that issue). For many, increasing the speed of big rigs is dangerous for us all.

Think of this:

  • semi trucks carrying a full load of cargo, up to the legal limit of 80,400 pounds, will be driving alongside sedans that weigh around 5000 pounds.
  • It will probably be around 80 feet long, lumbering alongside families in minivans, sedans, and SUVs at 65 mph.
  • And if that truck needs to stop?  It will take it almost twice as long as the car alongside it to do so.

Be careful out there, if you’re driving anywhere in Illinois – especially after the first of the year.

40,000 Pounds of Watermelon Cargo Tip Big Rig on I-65 and Stop I-65 Traffic for 6 Hours

July 19th, 2011 by admin

This morning over in Gary, Indiana, about half-past nine, a semi truck with a full load in a box trailer was on the northbound ramp of I-65, moving onto westbound I-80/94, when a sedan darted in front of the trucker forcing the truck driver to hit his brakes. No one knows what happened to the car, but most everyone trying to drive I-65 today knows what happened to the big rig; actually a 2001 Freightliner semi truck with fully loaded box-trailer.

The truck rolled over. Tipped on that curve in the ramp, and blocked traffic for six full hours.

Luckily, there were no serious injuries. The truck driver and his passenger were not seriously injured. The 40,000 pounds of watermelons were unharmed – they didn’t even roll out of the truck. You may find one of these melons at your grocery this week.

Truck Driver Held Responsible for Tipping Truck

The trucker didn’t escape injury from the Indiana State Police, however: Michael Kangas Jr. was found responsible for the wreck (forget that sedan driver, who was probably late to work) because the troopers found he was driving too fast on that ramp, and that he hadn’t properly safeguarded his watermelons in the trailer.

The trooper’s position: if the watermelons had been stored better, and if the truck had been going slower, the cargo would not have shifted and the truck would not have tipped over.

FYI: Mr. Kangas was driving the cargo of melons from Georgia to Morris, Indiana, on behalf of Exel Transfer and Storage of Green Bay.

Insecure Loads on Big Rigs Can Cause Serious Injuries and Wrongful Deaths in Semi Truck Crashes

The Indiana State Trooper probably knows how dangerous tipping cargo can be to drivers on the roads.  Any kind of load, from melons to wood or pipe or car parts, will be heavy.  That weight needs to be placed into the trailer carefully, following proper loading procedures.

Failure to follow loading standards means that all that weight — and weight is the key here, no matter what the cargo might be — will be insecure and increasing the risk that the truck driver might not be able to keep control of his rig.

Improperly loaded cargo can get loose and start flying out in bits, into the traffic behind the moving rig.  Or, as the I-65 Melon Cargo Flip demonstrated today, without the right balance distribution of weight, cargo hauls can sway inside the trailer and force the entire big rig to fall over, onto its side.

Luckily, today’s accident was only a serious inconvenience and not the cause of a severe injury or death. For those of us driving the roadways with these huge trucks and their heavy cargo, the lesson is to give them lots of room and space on the roadways – better late to work then early to the ER.

Be careful out there.

Distracted Driving Laws May Get Even More Stringent After DOJ Releases Info on Successful Law Enforcement Pilot Program “Phone in One Hand, Ticket in the Other”

July 14th, 2011 by admin

The Department of Justice reports that pilot programs held in New York and Connecticut have resulted in a significant decrease in distracted driving accidents, with U.S. Transportation Secretary Ray LaHood calling the results “dramatic.”

Pilot Programs in Syracuse and Hartford Fight Against Texting and Cell Phone Use While Driving

Two cities were chosen as the locations where the government would experiment with increased law enforcement targeting texting and cell phone use by drivers along with a big public education media campaign to educate the two communities on the dangers of texting or talking on the phone while driving a car, truck, SUV, minivan, etc. 

And by “law enforcement targeting,” we mean giving lots of traffic tickets.

“These findings show that strong laws, combined with highly-visible police enforcement, can significantly reduce dangerous texting and cell phone use behind the wheel,” said U.S. Transportation Secretary Ray LaHood. “Based on these results, it is crystal clear that those who try to minimize this dangerous behavior are making a serious error in judgment, especially when half a million people are injured and thousands more are killed in distracted driving accidents.”

Federal Government and State Governments Shared Costs of the Pilot Programs

For each of the test runs, in New York and Connecticut, the Department of Justice put in $200,000 in federal funds with the state adding another $100,000 to cover the costs of increased police efforts as well as media costs (ads in the local newspapers, on the local television stations, etc.) They didn’t start from square one, however: costs were cut by mimicking the “Click It of Ticket” campaign as these two cities held their “Phone in One Hand, Ticket in the Other” distracted driving campaign.


National Highway Traffic Safety Administration (NHTSA) Studies Success of the “Phone in One Hand, Ticket in the Other” Pilots

The NHTSA surveyed public awareness at the Syracuse and Hartford driver licensing offices and their findings include:

  • In Syracuse, New York, because of high-visibility enforcement -– both handheld cell phone use and texting behind the wheel have declined by 33%.
  • In Hartford, Connecticut, where researchers initially identified drivers talking on their cell phones at twice the frequency (which left more room for improvement), there was a 57 percent drop in handheld use and texting behind the wheel dropped by nearly three-quarters.

Based on these numbers, the NHTSA is already promoting the implementation of these campaigns across the country, pushing for “Phone in One Hand, Ticket in the Other” campaigns with state legislatures, law enforcement agencies, and consumer safety advocates as well as manning its own Distracted Driving website at www.distraction.gov.

Which means that if states are willing to spend the money, there will lots more police pulling people over for using their cellphone while driving to give them tickets that will vary in cost depending upon which authority is issuing the traffic violation.   Be careful out there.

Big Rigs Getting Bigger? Rising Costs May Mean Huge Semi Trucks on American Roadways

July 12th, 2011 by admin

Prices are rising and it’s hitting the trucking industry hard. Diesel fuel is costing more, and that’s an expense that can’t be cut. Tires are costing more, and every truck needs its rubber, even if it’s retreads.   Of course, the trucking industry is nothing if not cost-aware, and one of the ways that many are arguing is an efficient way to fight rising prices is to have each truck carry more cargo. Less trucks on the road, overall.

In Canada, they are ready for test runs of the latest attempt to get the most bang from a big rig buck.

Starting soon in Canada’s Saskatchewan province, certain roadways have been okayed for HUGE trucks to roll on. These are dominoed fifty-three (53) foot tractor trailer trucks. Imagine a tractor trailer truck. Imagine adding on an extra trailer on its end. Now, add another one. Two big, long trailers being pulled by the single truck engine.

They are around TWO HUNDRED FEET LONG.

They can carry over 200,000 pounds of cargo.

Technically, these are called “triple LCVs” (“longer combination vehicles“) and Canada’s powers that be have okayed them to run between two cities, Regina and Saskatoon, in a route that extends 160 miles each way. This is just the testing phase — if these long snakes do okay on that 160 mile route, expect them to be approved to run on certain roadways throughout Canada.

And it won’t be long before these 200 feet long big rigs are rolling in the United States once Canada’s done all the guinea pig work. Trucking companies will argue efficiency, and safety concerns like AAA will have a big fight on their hands. Because big rigs are dangerous enough now, just think of the crashes that can happen with a 200,000 pound monster colliding with a standard size sedan(s).

Ability of Plaintiffs to File Class Actions is Vital: Congress Investigating Recent U.S. Supreme Court Decisions Harming Plaintiffs’ Class Action Rights

July 7th, 2011 by admin

Class action lawsuits allow individual plaintiffs to group together in one lawsuit and in one courtroom as they seek justice against a defendant that is all too often a huge, international corporation. Class action lawsuits level the David vs Goliath playing field in countless ways, and class action lawsuits have proven to be vital to justice when defendants are powerful, rich, and ruthless.

Consider these famous class action lawsuits in American history: (1) the breast implant litigation of the 1990s, settled for $3.4 billioin, where a class action lawsuit sought damages for women injured by silicone breast implants against the major implant makers (Corning, Baxter, Bristol-Meyers Squibb/MEC, 3M), (2) the Exxon-Mobil class action litigation after the Exxon Valdez oil spill, where those injured by the oil spill along 1300 miles of coastline took the oil and gas giants to judgment (not settlement) for $5 billion in damages, or (3) the nationwide tobacco product class action litigation, where the top six tobacco companies were sued by each state’s attorney general for injury and death caused by cigarette smoking, etc..

Movies are made about class actions: A Civil Action and Erin Brockovich are just two examples.

Senate Is Investigating Supreme Court’s Recent Impact on Class Action Lawsuits

The Senate Judiciary Committee is investigating recent opinions released by the United States Supreme Court and for details, the Opening Statement by SJC Chairman Patrick Leahy to the June 29, 2011 Hearing provides a good overview of what Congress is doing to help injured plaintiffs and their families:

This morning, we will highlight several recent Supreme Court decisions to examine the impact on the lives of hardworking Americans. Each of these decisions give corporations additional power to act in their own self-interest, and each limits the ability of Americans to have their day in court. This hearing is a continuation of previous hearings about how Supreme Court rulings affect Americans’ access to their courts. Especially in these tough economic times, American consumers and employees rely on the law to protect them from fraud and discrimination. They rely on the courts to enforce those laws intended to protect them. Unfortunately, these protections are being eroded by what appears to be the most business-friendly Supreme Court in the last 75 years.

Last week, in Wal-Mart v. Dukes, five men on the Supreme Court disqualified the claims of 1.5 million women who had spent nearly a decade seeking justice for sex discrimination by their employer, Wal-Mart. They ruled that the women did not share enough in common to support bringing a class action. Perhaps more troubling, they told those women that Wal-Mart could not have had a discriminatory policy against all of them, because it left its payment decisions to the local branches of its stores.

The case gives Wal-Mart, and the rest of corporate America, a clear path to avoid company-wide sex discrimination suits: Have your lawyers write a non-discrimination policy, then allow your local branches to implement compensation decisions, and you can hide behind your policy regardless of what really happened to your employees across America. Through this decision, a narrow majority of five justices have, again, made it harder to hold corporations accountable under our historic civil rights laws.

Earlier this month, in Janus Capital v. First Derivative Traders, the same five justices gave corporations another victory by shielding them from accountability even when they knowingly lie to their investors. In that case, the Court held that investors have no remedy when a corporation knowingly issues false statements from a shell entity it created to “make” the false statement. Some have said that the Janus decision provides Wall Street companies with a “license to lie.” Others have called the opinion “a roadmap for fraud.” Whichever phrase you use, the decision allows Wall Street companies to design new ways to evade accountability from the harm inflicted on hardworking Americans who have seen their life savings ravaged over the past few years by fraudulent investment schemes and corporate misconduct.

This term, the Supreme Court also issued a devastating decision that will harm the ability of consumers to band together when their phone company or other corporations falsely charge them small, unjustified, and unfair fees. Two months ago, in AT&T v. Concepcion, the Supreme Court, in another 5-4 opinion, held that companies can take advantage of the fine print on telephone bills and other contracts to bar customers from bringing class action lawsuits. What’s more, the Court held that states cannot prohibit such “mandatory arbitration clauses” — even if the state legislatures vote to do so — because such a law would be preempted by the Federal Arbitration Act. Justice Scalia and the four fellow conservatives on the Court, once again, misinterpreted Congress’ intent; they favored corporations and further weakened protections for consumers. Binding mandatory arbitration makes a farce of the American people’s constitutional right to a jury trial and the due process our Constitution guarantees to all Americans.. In arbitration, there is no transparency. There are no juries. There is no appellate review.

Like the Wal-Mart case, the AT&T case also denies consumers the right to bring their lawsuit as part of a class action. Class actions serve an important function in our justice system. If I have a claim for $50 or $100 against a company, the potential recovery is too small for me to hire a lawyer and seek redress. If I combine my claim with those of other people who also have a small claim, that would allow us to attain adequate representation and seek accountability. When consumers can band together, then corporations can be forced to account for their misconduct, even if the harm to each individual consumer is relatively small. Class actions are an essential way for everyday Americans to gain access to our courts.

The cases we are discussing today are just a few examples of how the Supreme Court’s recent decisions will hurt individual Americans and benefit large corporations who engage in misconduct. A study by Lee Epstein, William Landes and Richard Posner, entitled “Is the Roberts Court Pro-Business?” illustrates this phenomenon. It found that the Supreme Court ruled in a pro-business fashion in 29 percent of cases under Chief Justice Earl Warren. Under Warren Burger the figure was 47 percent. Under Chief Justice Rehnquist, it was 51 percent. Now, under Chief Justice Roberts it has risen to 61 percent. The point of today’s hearing is to put these statistics in context by examining some of the most troubling pro-business rulings from the Supreme Court’s term and to consider the lasting effect of these divisive rulings.

Over the past few years, the American people have grown frustrated with the notion that regardless of their conduct some corporations are too big to fail. The Supreme Court’s recent decisions may make some wonder whether the Supreme Court has now decided that some corporations are too big to be held accountable. You get the unfortunate feeling that many of the Justices view plaintiffs as a mere nuisance to corporations. We cannot ignore that sex discrimination in the workplace continues, that corporations continue to deceive consumers and that fraud continues on Wall Street. I believe that the ability of Americans to band together to hold corporations accountable when these things occur has been seriously undermined by the Supreme Court. These decisions have been praised on Wall Street, but will no doubt hurt hardworking Americans on Main Street.