Bilateral fractures of transverse processus: a diagnostic sign of overrun?

Injuries caused by traffic accidents can be complex and extensive. Due to the highly dynamic course of actions, reconstructive questions may be challenging to investigators. Differentiation of a single collision from an overrun is a central question. We hypothesized that the existence of spine fractures such as spinous and transverse processus fractures may be helpful to distinguish both. The postmortem CT-data of pedestrian fatalities were analyzed in a retrospective manner. A group finally assessed as being overrun (n=13; 7 m, 6 f, 18-86 y, mean 65 y) and a control group being hit but not overrun (n=11; 7 m, 4 f, 31-89 y, mean 61 y) were compared. Secondarily, the CT results were compared to the localization of fractures detected in routine autopsy. Cases in the overrun group showed 1-31 fractures of processus (mean 14.6) and 9 cases presented with bilateral fractures of partly opposite transverse processus. In the control group there were 6 cases without any fractures and 5 cases showed 1-9 injuries (mean 1.7). There were no bilateral fractures of transverse processus in the control group. Autopsy only detected fractures of spinous processus in 4 cases from the overrun group. Bilateral fractures of transverse processus are a possible sign for an overrun. Unilateral fractures of the transverse processus are not specific. Post-mortem CT is more sensitive for the evaluation of vertebral processus than conventional autopsy.     

Natural death while driving

Of sudden natural deaths while driving, 126 occurred during 1980 through 1985 in the northern half of Sweden. The mean age of the 69 car driver victims was 59 years, considerably higher than that of traumatic car deaths, and all but 2 were males. The mean age of 57 operators of other vehicles was 66 years, and of these, 6 were women. Seven car drivers were stricken during commercial employment. Most accidents occurred during daytime and the distribution of the weekdays was fairly even. Ischemic heart disease accounted for 112 deaths, and other cardiovascular diseases for an additional 9 deaths. Only 1/5 of the victims experienced previous symptoms of disease. Out of at least 31 other persons at risk in the car deaths, only 2 passengers suffered minor injuries. The trauma in the deceased was in most cases minor in both car and other vehicle deaths. Property damage was also minimal. At least 1/3 of the drivers were able to stop the car before becoming unconscious. In none of the car cases was alcohol detected in the blood, while alcohol was identified in at least 2 of the other vehicle victims. The findings here agree with previous studies that natural deaths at the wheel are fairly uncommon, and that the risk for other persons is not significant. The value of adequate postmortem examinations of drivers dying in traffic is stressed--natural deaths can otherwise be overlooked.     

Fibromuscular dysplasia of the basilar artery: an unusual case with medico-legal implications

A 28-year-old male car driver was reported to suddenly loose the control over his vehicle, to hit the right and middle crash barrier, and to be unconscious as the car came to a halt in a position at right angles to the road. The car was hit in its left side by an automobile with high velocity, and the 28-year-old driver died. Examination of the brain revealed a massive isolated basal subarachnoid hemorrhage and a complete tearing of the basilar artery. A macroscopically detectable aneurysm was not found. However, histological examination of the large arteries at the base of the brain showed (i) fibromuscular dysplasia (FMD) mostly involving the basilar artery (ii) with a ruptured micro-aneurysm in its upper third part. The observations of the eye witnesses that the driver initially lost control over his car were judged in favour of the accused to be due to that rupture of the micro-aneurysm, while complete transverse tearing of the basilar artery occurred during the car crash due to hyperextension and rotation of his neck. Intracranial FMD is a rare cause in the differential diagnosis of isolated basal subarachnoid hemorrhage. The medico-legal implications of this entity are described in the presented case.     

Basic approaches to medical,forensic, and biomechanical studies in expert evaluation of a car injury

Modern approaches to forensic medical expert evaluation of car injuries are discussed. Many problems remain unsolved after examination of injuries in victims inside the car, which negatively tells on the versions suggested during criminal investigation of car accidents. The experts often neglect the most sensitive methods for evaluation of these injuries and many fundamental approaches to the problem: differential diagnosis of primary and secondary injuries; basic medical and biomechanical methods and studies of the clues; fundamentals of total systems evaluation of the results of forensic medical expert evaluation.     

The supreme court and police practices: The unusually busy 2003–2004 term

The 2003–2004 term of the Supreme Court was the most important term of the Court for the law enforcement community in the last decade. The Court decided 11 cases dealing with issues concerning actions taken by police officers, the largest number of “police practices” cases decided by the Court in the last nine years. In addition, several of these cases are among the most important of the 49 police practices cases decided during this time period. The Court: 1) upheld the arrest of all the occupants of a car when drugs are found in it; 2) permitted police roadblocks seeking information from the public in certain circumstances; 3) refused to suppress physical evidence obtained from Miranda violations; 4) expanded the availability of warrantless car searches incident to arrest to include arrests of recent occupants of the car; and 5) upheld statutes requiring persons stopped on reasonable suspicion to identify themselves.     

Pedestrian accident analysis with a silicone dummy block

When a car is parked in an inclined plane in a parking lot, the car can roll down the slope and cause a pedestrian accident, even when the angle of inclination is small. A rolling car on a gentle slope seems to be easily halted by human power to prevent damage to the car or a possible accident. However, even if the car rolls down very slowly, it can cause severe injuries to a pedestrian, especially when the pedestrian cannot avoid the rolling car. In an accident case that happened in our province, a pedestrian was injured by a rolling car, which had been parked on a slope the night before. The accident occurred in the parking lot of an apartment complex. The parking lot seemed almost flat with the naked eye. We conducted a rolling test with the accident vehicle at the site. The car was made to roll down the slope by purely gravitational pull and was made to collide with the silicone block leaning against the retaining wall. Silicone has characteristics similar to those of a human body, especially with respect to stiffness. In the experiment, we measured the shock power quantitatively. The results showed that a rolling car could severely damage the chest of a pedestrian, even if it moved very slowly.     

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.     

Fatal thoracic compression after being partially run over by an automobile

The authors report on a fatal pedestrian accident in which the victim lay on the street and got under a car being run over by one of the front wheels. Both the car driver and the killed pedestrian were strongly alcohol-intoxicated at the time of the accident (2.45 a.m.). After the car had come to a standstill, the pedestrian remained trapped under the car until she was rescued by the fire brigade. On the basis of the autopsy findings and the technical expert opinion it could be reconstructed that the pedestrian's death was not caused by the consequences of being run over by the car, but by the subsequent compression of her thorax in the final accident position.     

Suicide by carbon monoxide from car exhaust-gas in Denmark 1995-1999

In the period 1995-1999 there were 388 car exhaust-gas suicides in Denmark. Of these 343 (88.4%) were men and 45 (11.6%) were women, the average age being 47 years. The car exhaust-gas suicides made up 9.3% of all suicides in Denmark in the period. The corresponding rate was 11.7% for men and 3.7% for women. In rural areas a larger part of all suicides were committed with car exhaust-gas compared to the more densely populated areas. Mental disease was diagnosed in 124 (32.0%) cases. A suicide note was found in 165 (42.5%) cases. A hose was fitted to the exhaust pipe in 334 (86.1%) cases. Of these the 234 (60.3%) occurred outside, typically in a forest area, while 76 (19.6%) occurred in a closed garage. All the 54 (13.9%) cases with no hose fitted to the exhaust pipe occurred in a garage. Seven (1.8%) victims were found in a burning or burnt-out car, where the following investigation revealed that it was actually a car exhaust-gas suicide. Carboxyhemoglobin was measured in 26 (6.7%) victims. In two of these victims no carboxyhemoglobin was found, as they had survived for some time after the poisoning. The average saturation of the remaining victims was 67%, the lowest saturation being 20% and the highest being 84%. In the period 1969-1987 the number of car exhaust-gas suicides in Denmark increased from 50 to approximately 190 per year and the rate of car exhaust-gas suicides compared to all suicides increased from approximately 5% to approximately 13%. In 1987-1999 these figures decreased from approximately 190 to 63 per year and from 13% to approximately 8%. During these 30 years the number of passenger cars in Denmark doubled, which explains the increase in car exhaust-gas suicides during 1969-1987. A possible explanation for the decrease in 1987-1999 is the introduction of the catalytic converter, which was made mandatory in 1990. We anticipate that car exhaust-gas suicides will continue to decrease in numbers, as more cars are equipped with catalytic converters.     

An unusual oxidation type on bulb filament after a car crash dive

A car with two dead bodies trapped inside was discovered in a gravel pit. The main hypothesis of investigators was a traffic accident simulation by night. Examination of a broken light-bulb revealed both a rather unusual oxidation type and small rounded cavities never reported before. Tests were performed and allowed forensic scientists to establish that the lightbulbs were switched on during the crash dive, in contrast with the investigators idea.     

Unusual findings in a death caused by a car fire

Witnesses detected a burning car in the parking lot next to a discotheque in the early morning hours. After the fire had been extinguished, the charred body of the 23-year-old car owner was found in the driver's seat. The young man had been a guest of the discotheque the previous night and consumed plenty of alcoholic drinks. The traces left by the fire on the car suggested that the fire had started in the passenger compartment. At autopsy, greyish-brown discoloration and induration of the mucosa of the respiratory tract were found in addition to massive aspiration of soot and signs of soot swallowing. The macroscopic and histological findings pointed to a chemical burn of the airways probably caused by chlorine gases developing when the covering of the passenger compartment was burning. Chemical burns due to inhalation, aspiration and swallowing of soot are all signs of vitality, so that a smoldering fire must have gone on for a while inside the car with the windows closed. The most probable cause of the fire is that clothing or textile material in the car was set on fire by a burning cigarette.     

Examination of lightbulb filaments after a car crash: difficulties in interpreting the results

A drunk car driver was involved in a fatal crash with a scooter at night. Examination of the lightbulbs from the vehicles revealed some mechanical and analytical incompatibilities. The laboratory's initial observations led to complementary police investigations which finally solved the first incompatibility. The different precautions taken by the technical police investigators on the crime scene finally allowed the forensic scientists to establish the functional state of the lightbulbs during the crash.     

Fibres used in the construction of car seats — An assessment of evidential value

The evidential significance of car seat fibres has been investigated. Thirty six samples of car seat fabric were examined and the fibres catalogued according to their morphology and characteristics. The majority of car seat fibres were black or grey thick polyester fibres that were either dyed or pigmented. The MSP spectra produced were unlike those usually obtained from black or grey polyester fibres used in clothing. Tapings taken from car seats were examined for car seat fibres, various types were found showing that these fibres are expected to shed from the fabric albeit in low numbers, unless the vehicle is older. No fibres that matched the samples of the car seat fabric were found on the tapings of the car seats. One hundred garments were examined for car seat fibres, 10% of garments had populations of such fibres present and 41% had at least one car seat fibre present. None of these fibres matched the samples of the car seat fabric or those from the car seat tapings.     

Chain link fence impalements in a traffic accident

The impalement of two occupants of a car on chain link fencing during a single-vehicle accident is described. The reexamination of the survivor after 10 months is presented. The Italian Penal Code requirements are discussed regarding the examination of injured persons from the medicolegal standpoint.     

Bizarre impalement fatalities--where is the implement?

Two fatalities due to unusual impalement injuries are reported. (1) A large branch broken off during a storm had entered a passing car and perforated the chest of the driver and the back of the seat. The chest organs were grossly lacerated. The car was subsequently stopped by another tree and this second impact removed the wood from the body. (2) A man suffered anorectal impalement by the leg of a stool turned upside down. He had introduced one stool leg into his anus for sexual stimulation and fell onto it. This resulted in a wound channel 36 cm long including perforation of the rectum, urinary bladder, mesentery, transverse mesocolon and liver. Before autopsy, the mode of death was unclear because the man had removed the stool leg himself, his wife had hidden the stool from the scene, and there were no relevant external injuries. In both cases, a reliable reconstruction required investigation of the scene and consideration of extremely unlikely circumstances or of bizarre human activities.     

Classification of Glass Fragments Based on Elemental Composition and Refractive Index*

Abstract: The aim of this study was to assess the efficiency of likelihood ratio (LR)‐based measures when they are applied to solving various classification problems for glass objects which are described by elemental composition, and refractive index (RI) values, and compare LR‐based methods to other classification methods such as support vector machines (SVM) and naïve Bayes classifiers (NBC). One hundred and fifty‐three glass objects (23 building windows, 25 bulbs, 32 car windows, 57 containers, and 16 headlamps) were analyzed by scanning electron microscopy coupled with an energy dispersive X‐ray spectrometer. Refractive indices for building and car windows were measured before (RI_b), and after (RI_a) an annealing process. The proposed scheme for glass fragment(s) classification demonstrates some efficiency, although the classification of car windows (c) and building windows (w) must be treated carefully. This is because of their very similar elemental content. However, a combination of elemental content and information on the change in RI during annealing (ΔRI = RI_a?RI_b) gave very promising results. A LR model for the classification of glass fragments into use‐type categories for forensic purposes gives slightly higher misclassification rates than SVM and NBC. However, the observed differences between results obtained by all three approaches were very similar, especially when applied to the car window and building window classification problem. Therefore, the LR model can be recommended because of the ease of interpretation of LR‐based measures of certainty.     

A 'cyanoacrylate case' for developing fingerprints in cars.

A portable case has been developed by which cyanoacrylate (super glue) fuming can be used inside a vehicle suspected of being involved in serious crime. The car itself serves as a fumigation chamber and the cyanoacrylate vapours are fed into the car via a hose. Connected to the hose and suspended inside the car is a vapour diffuser. The cyanoacrylate originates from a portable case where there is a sealed heater and also a command panel with hygrometer and thermometer for a technician to control the process. There is also space inside the case for other necessary equipment.     

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.     

Measurement Uncertainty When Estimating the Velocity of an Allegedly Speeding Vehicle from Images

Abstract: Sometimes the question arises whether it is possible to estimate the velocity of a speeding car recorded by closed circuit television cameras. By estimating the travelled distance of the car between two images and the time elapsed, estimation of the velocity is rather straightforward. However, to quantify the corresponding measurement uncertainty, the data analysis becomes more involved. The article describes two approaches as to how to derive the measurement uncertainty. In the first method, distance and timing are estimated separately, and the two uncertainties are combined to derive the measurement uncertainty for the velocity. For this, a frequentist and a Bayesian approach are described. In the second method, the measurement uncertainty for the speed is derived directly using validation recordings of a car driving by at known speed. The choice which method to use depends mainly on the length of the path that the car has travelled.     

China's self-driving car legislation study

The ongoing developments of artificial intelligence have made the self-driving car industry enter the phase of extensive road testing in recent years. However, in China, research on self-driving car legislation is basically nonexistent. This paper focuses on comprehensively analyzing the self-driving car legislation and testing process based on the latest provisions in both China and the United States and conducts a comparative study. This study gives a detailed analysis of legislation trends in the legal field and provides practical suggestions for promoting the self-driving car industry in China as well as for that in other countries.