Influence of rubber compound and tread pattern of retreaded tyres on vehicle active safety

The aim of the article is to present the results of road tests of original and retreaded tyres, analysed in the aspect of vehicle active safety. The tests covered emergency braking, steady-state circular tests and severe lane-change manoeuvre. The tests were performed in summer and winter conditions. Original Michelin tyres and Michelin tyres retreaded with summer and winter rubber compounds were used. The results of the tests proved that vehicle active safety is affected by retreaded tyres. The differences between braking deceleration of a car with original tyres and braking deceleration of a car with retreaded tyres confirmed the necessity of performing braking tests on the place of accident with the set of tyres with which the vehicle participating in the accident was equipped.     

Severity of vehicle bumper location in vehicle-to-pedestrian impact accidents

Pedestrian protection is one of the key topics for safety measures in traffic accidents all over the world. To analyze the relation between the collision site of the vehicle bumper and the severity of the lower extremity injuries, we performed biomechanical experiments. We compared the applied external force and the risks of subsequent injuries between the impact of the center and side positions of the front bumper. These comparisons were performed by practical impact tests with eight typical different types of cars which were typical of the current vehicle fleets. The tests were made using the TRL legform impactor which was a mechanical substitute of a pedestrian lower extremity. The TRL impactor is used all over the world for assessing the safety of car bumpers. It was found that the risks of lower extremity injuries in the impacts at the side positions, in front of the vehicle's side member, were significantly higher than those at the center. In the tests, we found that foam materials around the rigid front cross member had a significant effect on reducing the lower extremity injury risks and especially tibia fracture risk against vehicle bumper center collisions, but had little effect at the sides of the bumper over the vehicle's side members where the foam was thinner. We also found that the front shape of the vehicle affected the risk of ligaments injuries. According to these results, the information of impact locations of cars in vehicle-to-pedestrian traffic accidents is valuable for clinicians to diagnose patients with lower extremity injuries in traffic accidents and for forensic pathologists to analyze the accident reconstruction. Furthermore, the results suggest that testing of the bumper area in front of the main longitudinal beams should be included in the car safety legislation to require pedestrian safety.     

Unusual contact marks: connecting the hubcap to the wheel of the car

A case of homicide and attempted homicide is described. The comparison of tire-marks linked the suspect's vehicle to the scene of crime only with low certainty. However, the comparison of the pressure mark on the hubcap found at the scene, with the balance weight on one of the wheels of the suspect's car, connected the suspect to the scene of crime with high certainty.     

Marks involving polyvinylchloride materials in motor vehicle collisions

In collisions where there is contact between a plasticized polyvinychloride surface and a vehicle, characteristic marks arising from the plastic are deposited on the vehicle. These appear as (a) a series of ridges and depressions with embedding plastic filaments, or (b) dispersed droplets along with brown mass. The corresponding features noticed on the plastic are (a) melting and marks of stretching, and (b) dark brown discolouration and cracked film structure. These marks are dependent on whether the deformation in the collision is either melting or thermal degradation. The occurrence of the marks from melting has been reported (J. Forensic Sci., 31 (1986) 778–781). In a recent case diffenent marks, namely, dispersed droplets along with brown mass caused by the thermally degrading plastic were observed. The appearance of either of these kinds of marks on the vehicle together with corresponding features on the plastic material constitute physical evidence of contact and can be used as proof of a collision.     

Car surfing in Indiana--an unusual form of motor vehicle fatality.

A new form of joyride known as "car surfing" with fatal results is documented. The possible role of this activity in extra-vehicular motor vehicle deaths involving teenage or youthful drivers is described. Potential scene and autopsy findings are discussed.     

Virtopsy--fatal motor vehicle accident with head injury

A man wearing no protective helmet was struck by a motor vehicle while riding a bicycle. He was loaded on his left side, and the impact point of his head was his occiput on the car roof girder. He was immediately transported to the general hospital, where he passed away. Postmortem examination using multi-slice computed tomography (MSCT) revealed an extensively comminuted fracture of the posterior part and the base of the skull. Observed were deep direct and contrecoup brain bruises, with the independent fractures of the roof of the both orbits. Massive subdural and subarachnoidal hemorrhage with cerebral edema and shifting of the mid-line towards left side were also detected. MSCT and autopsy results were compared and the body injuries were correlated to vehicle damages. In conclusion, postmortem imaging is a good forensic visualization tool with great potential for documentation and examination of body injuries and pathology.     

Motorcyclists’ fatalities in multiple crashes: Who is responsible for death? (three cases)

In Italy in 2007, 26% of two-wheeled motor vehicle injury/fatalities concerned motorcyclists. However, it is rare (4%) that a motorcycle (MC) crashes with two other road users and even more exceptional is a crash between a MC and three other vehicles. In general, in MC–vehicle crashes, the vehicle driver is at fault in more than 50% of the cases and the motorcyclist in 37%. The study concerns three MC lethal road accidents in which the culpability of the motorcyclist's death was questioned by the prosecutor because it was supposed that one or more vehicles ran over the motorcyclist after a fall. The crucial question in these three cases was if it was possible to assign injuries to a specific crash-aetiology and to assign/exclude the responsibility of motorcyclist's death to a defined subject (motorcyclist himself and/or car drivers) after a crash-dynamics study made by an engineer consultant or by the police authority. Case (1) A 56-year-old motorcyclist on a highway had a front–rear end collision with a car that suddenly stopped; he was therefore projected against a concrete traffic island, thrown on the soil and run over by another car. Case (2) A 29-year-old motorcyclist on the East ring road fell on the soil, perhaps by a supposed front–rear end contact with a car and was run over by two cars in rapid succession. Case (3) A 34-year-old motorcyclist on the North ring road fell suddenly on the soil for unknown reasons; during first aid, the medical team around him was run over by the ambulance which pushed after a rear-end collision with a car. A stepwise analysis of the indicated crash dynamics and an evaluation of all the injuries revealed at autopsy, the study proposed, when possible, injury aetiology for each case and the related responsibility assignments and exclusions.     

An investigation into the differentiating characteristics between car key burglars and regular burglars

Car key burglary has recently become the focus of empirical investigation as offenders, no longer able to steal vehicles without first obtaining their keys, resort to "burgling" target properties. Research surrounding the modus operandi of these offenses is beginning to emerge; however, little attention has been paid to investigating the characteristics of car key burglary offenders. Challenging the assumption that car key burglary offenses are perpetrated by regular burglars, this study aims to differentiate between offenders. Logistic regression analysis of 110 car key and 110 regular burglary offenders revealed that car key burglars are more likely to have previous vehicle theft convictions and are also more likely to be detected on information supplied to the police than regular burglars. Regular burglars are more likely to have previous shoplifting convictions. It was concluded that car key burglars are a distinct sample of offenders and the implications of these findings are discussed.     

The influence of vehicle model and colour on assessments of speed and culpability: the case for (and against) Computer Generated Exhibits (CGE)

Computer Generated Exhibits (CGE) are frequently deployed in legal contexts under the rubric of demonstrative evidence, i.e. to facilitate juror comprehension. However, a number of legal and academic commentators have suggested that the nature of the computerised moving image could exert undue prejudice on decision makers, e.g. judge and/or jury. The current study aimed to assess the manipulation of vehicle characteristics (make and colour) when a road traffic accident was presented in the format of a computer generated animation (CGA). In experiment 1, two groups of subjects watched two different makes of car, a Range Rover Sport and a Volkswagen Touran in a black-and-white format; no significant differences emerged over vehicle model with regards to vehicle speed or overall responsibility for the accident. Experiment 2 presented the same vehicles to four groups of participants in full colour, with the cars in contrasting red or beige; significant differences emerged with regards to culpability for vehicle make only. The findings could have implications for the format and style of CGE used in legal settings.     

Determination of vehicle speed from recorded video using the open-source software Kinovea

Video devices of different kind often record traffic accidents, including vehicle-pedestrian collisions and hit-and-run accidents. In these cases, the vehicle speed is valuable information because it can assist the investigators in an accident reconstruction. This paper examines the use of Kinovea, an open-source video annotation tool designed for sport analysis, to estimate vehicle speed in forensic videos. Kinovea does not require a complex methodology, and it can be used to make the calculation easily. A series of vehicle driving experiments using an appropriately calibrated speed radar system (so called Scout Speed) were carried out, and measurements were compared with the estimated speed. In controlled conditions, the comparison of Scout reference speed and calculated average vehicle speed by means of Kinovea found an average difference of 0.43 km/h, with a margin of error of ±0.64 km/h. In addition, further preliminary tests were carried out to check the reliability of the measurements under lower resolution conditions. Also, in these cases the calculations were in line with the ground truth. Therefore, in the tested conditions, Kinovea demonstrated to be an easy and reliable tool available for forensic video examiners. Further tests need to be conducted in order to address the applicability of the measurement technique with true CCTV/surveillance video recordings.     

Automotive flock and its significance in forensic fibre examinations

The interiors of fifty eight vehicles were examined and samples were taken. All vehicles had samples of flocked material in their interiors. Flocked material was found on the window channels, window frames, door edges and in glove compartments or central console compartments. The majority of flock fibres used in the vehicles examined were carbon black pigmented polyester or nylon. A variety of dyed nylon fibres were also used in the vehicles. The discrimination power of dyed flock fibres used in the interior of vehicles was found to be 0.974. The front seats of these vehicles were examined for loose flock fibres. All vehicles had flock fibres present on the front seats. In the majority of vehicles, flock originating from material in the vehicle's interior was present on the front seats of the vehicle. The number of flock fibres present on the front seats varied greatly from car to car but did not appear to be dependant on the type of seat fabric or on which areas in the car were flocked.     

Atypical injury pattern of a pedestrian run over by an unimog in the epigastric region

Strongly intoxicated, a 37-year-old man fell in front of the right back wheel of an emergency vehicle (MB Unimog) and was run over according to eye witnesses. He died in hospital shortly afterwards. The autopsy revealed that he bled to death from a traumatic liver rupture (bursting of the right hepatic lobe and severing of a piece of tissue measuring 17 x 8 x 4 cm). There were no injuries classicaly seen in victims run over by a car. The atypical injury findings in this case are due to the special features of the accident vehicle: The Unimog (an all-wheel vehicle with a fixed rear axle and flat coils) struck the right side of the body lying on the street with its rear wheel and was then lifted over the body by its fixed axle without touching the left side.     

Injury patterns in motor vehicle fatalities

A retrospective pilot study of motor vehicle incident fatalities was conducted to determine what relationships exist between injuries received by deceased drivers, passengers, and a control population of pedestrians, and some of the environmental factors existing at the time of the incident. A number of correlations were established between the types and locations of injuries received, seat belt use, position of the injured party, and so forth. A study of this type, if performed on a large enough population, could lead to predictive models for the determination of position of the victims within a motor vehicle at the time of a fatal crash, based on a unique clustering of injuries.     

Determination of average vehicle speed utilizing reverse projection

Reverse projection photogrammetry has long been used to estimate the height of an individual in forensic video examinations. A natural extrapolation would be to apply the same technique on a video to estimate the speed of an object by determining the distance traveled between two points over a set amount of time. To test this theory, five digital video recorders (DVRs) were connected to a single fixed camera to record a vehicle traveling down a track. The vehicle's speed was measured through Doppler radar by a trained operator and the speedometer of the vehicle was also recorded with a video camera. The recorded video was examined and the frames that best depict the beginning and end of the vehicles course were selected. Two reverse projection photogrammetric examinations were performed on the selected frames to establish the position of the vehicle. The distance between the two points was measured, and the time elapsed between the two points was examined. The outcome provided an accurate speed result with a standard degree of uncertainty. This study proves the feasibility of using video data and reverse projection photogrammetry to determine the speed of a vehicle with a limited set of variables. Further research is needed to determine how additional variables would impact the standard degree of uncertainty.     

车外人员撞击伤特点分析

目的以真实案例为基础,研究汽车碰撞事故中,不同机动车车型、不同交通方式等因素造成车外人员撞击伤的特征。方法选取上海地区发生的汽车与车外人员碰撞事故案例200例,通过对事故中的人、车等检验对比,分析车外人员撞击伤的特点。结果车外人员撞击伤主要出现在下肢,其次为胸部和头部;行人（含推车人）撞击伤出现频次与骑车人（含自行车或摩托车后座乘员）无明显差异;小轿车和小客车事故中撞击伤多见于下肢,大客车多见于胸部;车外人员被撞击后发生抛甩频率随车速的加大而增高,且通过车体痕迹检验,人体与车辆挡风玻璃发生（二次）撞击伤匹配程度最高。结论分析汽车与车外人员碰撞事故人体撞击伤特点,对于交通伤法医学鉴定及深化交通伤机制研究具有参考价值。     

Temperature variations in a parked vehicle

There were two reasons why this work was conducted. The first was to help determine the time of death of suicide and homicide victims inside vehicles. The second was to investigate the serious threat to life of children or pets left in stationary vehicles on a hot summers day. This paper demonstrates that when a vehicle is parked in the sun, temperature levels in the cabin of the vehicle can be more than 20°C above the ambient temperature. A simple 'greenhouse' model for predicting the daily internal vehicle temperatures, using readily available local meteorological data, was developed. This statistical model was calibrated using meteorological data and temperature data collected on parked vehicles over several summer seasons. The model uses environmental temperature and radiation data as input, and is shown to predict cabin temperatures to within about 1°C. Both the data collected and the model developed show that the temperature inside the cabin of a black vehicle is typically 5°C higher than that inside a white vehicle on a hot summer day. Also lowering the driver's window of the vehicle by 2.5 cm typically reduces cabin temperatures by about 3°C, which is not sufficient to reduce significantly the safety concerns for children or pets left in parked vehicles.     

Fate and Behavior of Gunshot Residue: Recreational Shooter Vehicle Distribution

The susceptibility for recreational shooters to transfer gunshot residue (GSR) to both the interior and exterior of a vehicle is investigated. A comprehensive sampling protocol was used to assess the most likely areas of GSR transfer from recreational shooter contact, such as the steering wheel and the area, the firearms were stored (the trunk). Up to 315 characteristic GSR, particles were found in several locations throughout the interior of a vehicle. As many as 876 characteristic particles were found throughout a single vehicle. The data indicate that vehicles frequently occupied by firearms users are a potential source for inadvertent transfer of GSR to persons unrelated to firearm activity. In criminal cases where vehicles have been used, such transfer processes for GSR need to be considered within the context of any case interpretation. The implications for subsequent contamination and transfer processes from such vehicles require further investigation.     

Industrialization of hybrid electric vehicle technology: identifying critical resource dimensions

The purpose of this study is to identify critical resource dimensions for the industrialization of hybrid electric vehicle technology. This study focuses on small- and medium-sized technology-based firms in Sweden that employ between 1 and 500 employees and that could be potential suppliers of hybrid electric vehicle technology. The empirical data were collected using a survey (questionnaire) and it covers 40 technology-based firms in eight industrial branches in Sweden. We have included 18 variables in order to identify critical resources regarding Business and R&D networks in three dimensions: ideas and advice, production, and R&D. Two regression models developed for battery systems and battery cells have significant findings. Networks with universities and consultants are especially important. One operative way is building strategic alliances with other firms. The main contributions of this study are empirical support that network resources are necessary and important in battery systems and battery cells and, more broadly, networks are necessary systems for technology shifts in the hybrid electric vehicle industry.     

Decapitation in road traffic accident--a case report

A 20-year-old girl along with four of her friends, all in their early 20s, met with a fatal accident in the early hours of the day. Their car was hit by a speeding truck at a crossing. All the occupants of the car sustained multiple injuries and died on the spot. The girl was decapitated in the accident. Her head was recovered outside the mangled remains of the vehicle and the rest of the body was extracted from the co-driver's seat of the damaged vehicle.     

Computer simulation of the accident with nine victims

In the paper we wish to emphasise the significance of vehicle driving dynamics analysis in the collision phase and occupant load analysis by means of using a software environment. Thereby we also wish to present the results of the simulation of the course of a traffic accident with nine victims that arose from a collision between an Audi A6 passenger car and the VW Caravelle van. In treating the traffic accident the forensic expert was faced with the questions about what caused the injuries to the front passenger in the Audi A6 passenger car, about the way the two vehicles had collided, about their collision velocities, about the way the two vehicles were handled and about the causes that originated the traffic accident. The critical situation on the road was a consequence of the tiredness of the van driver, the inadequate use of the passive safety systems and overloading the van.