Collision Analysis & Reconstruction Report

Transcription

1 Collision Analysis & Reconstruction Report Incident No.: SW Incident Date: July 11, 2009 Location: South Clay Hill Rd.,.3 miles north of STH 191 Town of Ridgeway Iowa County, Wisconsin Prepared By: Trooper Thomas Parrott Wisconsin State Patrol Academy Technical Reconstruction Unit October 12,

2 TABLE OF CONTENTS TABLE OF CONTENTS... 1 SYNOPSIS... 2 OBJECTIVE OF ANALYSIS... 2 INFORMATION REVIEWED FOR REPORT PREPARATION... 2 PRINTED MATERIAL(S) AND POLICE REPORTS... 2 COMPUTER SOFTWARE/DATA... 3 REQUEST FOR ASSISTANCE... 3 CRASH SITE INSPECTION & MAPPING... 3 WITNESS INTERVIEWS / STATEMENTS... 6 WITNESS 1-STEVEN J. THOMPSON:... 6 WITNESS 2-STEPHEN W. CUMMINGS:... 6 SPEED ANALYSIS... 7 ANALYSIS TYPE 1 SPEED LOSS WHILE SKIDDING... 7 ANALYSIS TYPE 2 CRITICAL SPEED OF CURVED PATH... 7 SPEED ANALYSIS CONCLUSIONS... 7 HIGHWAY AND ENVIRONMENTAL CONDITIONS CRASH SEQUENCE HUMAN FACTORS VEHICLE 1 OPERATOR FACTORS VEHICLE 2 AND 3 OPERATOR FACTORS INVESTIGATION SUMMARY APPENDIX SCALED DIAGRAM OF CRASH SCENE MAP OF CRASH LOCATION WISCONSIN STATE PATROL PHOTOGRAPHS AND PHOTOGRAPH LOGS

3 SYNOPSIS On July 11, 2009, at approximately 0841 hours, a white Chevrolet pickup truck was northbound on South Clay Hill Rd. At the same time a bicyclist was southbound on S. Clay Hill Rd. The two vehicles collided adjacent to the driveway for 2200 S. Clay Hill Rd. After impact the bicycle and rider came to final rest on S. Clay Hill Rd. The pickup stopped near the driveway for 2200 S. Clay Hill Rd. As a result of this crash, the rider of the bicycle died. OBJECTIVE OF ANALYSIS The objective of this analysis was to determine the speeds for each vehicle, determine if there were any visibility issues and determine if any laws had been broken. In order to attain these objectives I assessed the crash evidence, environment and human factors. The opinions within this report were based on the materials available to me at the time of the investigation. Any new evidence would have to be assessed as to its affect, if any, that it might have on these opinions. As with any crash reconstruction, some of the facts of the case can be determined; some may never be known. INFORMATION REVIEWED FOR REPORT PREPARATION Printed Material(s) and Police Reports In completing the previously offered objectives, numerous police reports and published references were consulted. These materials were written pursuant to Iowa County Sheriff s case number and Wisconsin State Patrol case number SW. These items of information that were reviewed include the following: o Iowa County Sheriff Incident Report CAD report, author unknown, five pages. o Iowa County Sheriff Narrative #1 completed by Officer Pam Steffes, three pages. o Iowa County Narrative #2 completed by Deputy Phil Schafer, two pages. o Iowa County Sheriff Narrative #3 completed by Sergeant Daniel Carey, three pages. o Iowa County Sheriff Narrative #4 completed by Deputy Steven Bennett, one page. o Hand written statement of Steven J. Thompson, one page. o Hand written statement of Stephen W. Cummings, one page. o Informing the Accused report completed by Sgt. Carey, one page. o Alcohol/Drug Influence Report completed by Sgt. Carey, one page. o Medical waiver form for blood draw, one page. o Request and confirmation of death notification, two pages. o State of Wisconsin blood analysis form completed by Sgt. Carey, one page. o 22 digital images taken at the crash site by Iowa County Deputy Shafer. o 20 digital images taken of the bicycle and scene by Trooper Thomas Parrott. o Mapping data of the crash site recorded by Trooper James Norquay and Trooper Parrott 2

4 Computer Software/Data The following computer software programs or professional websites were utilized or consulted in preparing this collision analysis: CrashZone 8.3-computer aided diagramming software for reconstruction REC-TEC crash reconstruction calculation software, version Geodimeter Software Tools Version 2.0 REQUEST FOR ASSISTANCE During the week of August 10, 2009; I was asked by Sergeant Duane Meyers, Supervisor of the Wisconsin State Patrol s Technical Reconstruction Unit, to contact Sergeant Dan Carey of the Iowa County Sheriff s Department about a crash investigation. I called Sgt. Carey. Sgt. Carey requested my assistance with the investigation of a fatal pickup truck versus bicycle crash. The crash occurred on S. Clay Hill Rd. at the driveway for 2200 Clay Hill Rd. in July The crash involved a pickup truck and a bicycle. Due to my training schedule and Carey s upcoming vacation, we agreed to meet at the scene in early September. INITIAL SCENE & VEHICLE EXAMINATION Crash Site Inspection & Mapping I met Sgt. Carey at the crash sight on September 10, 2009 at approximately 0900 hours. I also had Trooper James Norquay meet us at the scene to assist me with the mapping of the roadway adjacent to the crash site. The crash site was on S. Clay Hill Rd., approximately.3 miles north of STH 191, adjacent to the driveway for 2200 S. Clay Hill Rd. The driveway was angled approximately 130 degrees to the northbound travel direction. In this area S. Clay Hill Rd. was a two-lane rural township road paved with bituminous concrete paving. The surface had been sealed with pea gravel and a binder some time ago. The surface of the road was smooth and free of defects. The roadway does not travel perfectly north to south. S. Clay Hill Rd. in the area of the crash travels approximately 51 degrees east of north. The crash site and adjoining roadway was a continuous vertical curve. At the top of this curve, S. Clay Hill Rd. turned to the west and leveled out. The area adjacent to the road for the northbound vehicle was open to the west; with a view of the farm at 2200 S. Clay Hill Rd. To the east for the northbound vehicle was a field. The area adjacent to the roadway for the southbound vehicle was open to the west with the view of the farm at 2200 S. Clay Hill Rd. and another residence. To the east of the roadway was a line of trees. An aerial view of the crash site and surrounding area was inserted below. The white circle surrounds the area of the crash. 3

5 Aerial View of 2200 S. Clay Hill Rd. Sgt. Carey and I walked the scene. Sgt. Carey pointed out a stain on the road that was residual from this crash. He said that was where the decedent s head was laying after the crash. He indicated that the location of the truck was not marked, thinking that it had been moved forward after the crash. I explained that I had noticed what looked like a rear tire skid mark in the photos taken on the day of the crash. This mark was still evident on September 10 th. This tire mark had an S type shape and lead directly to the area of impact. I found this tire mark and confirmed that it was from a tire and not a gouge in the surface of the road. I noted that the view up and down the hill was unobstructed by anything that might obstruct one s visibility. There were no view obstructions for any vehicle traveling on this portion of S. Clay Hill Rd. The grade of the vertical curve was just over a 10%. The photograph inserted below has two lines added to it. The blue arrow reflected the approximate area that the +10% grade started for the 4

6 bicycle. The red arrow reflected a similar negative grade for the pickup. The arrows point in the direction of the grade. Trooper Norquay and I mapped the entire road surface from the top of the hill to a point well south of the driveway at 2200 S. Clay Hill Rd. with a Trimble 5600 total station. I walked the roadway and marked the data points to be collected with a prism. Trooper Norquay used the on-board data collector to store the data points. I located the edge of the road, the beginning of the driveway, the stain from the body and the bicycle skid mark. This data was used to make the close up scale diagram of the driveway inserted below. Trek Bicycle Inspection The bicycle being ridden at the time of the crash was a Trek Madone racing bike. This model Trek bicycle is a high quality, carbon fiber frame, racing model. I photographed this bicycle and examined the tire. The frame of the bicycle had been broken in several places. The front rim was compromised due to contact damage. The handle bars were also bent to the rear from contact with the truck. The front tire did not have any damage from skidding. The rear tire had obvious scuffing and a flat spot on the face of the tire. These characteristics were consistent with the rear tire being locked and skidding. I made note of the gear positions on each sprocket. The chain was off of each sprocket but the derailleur position made it possible to determine which gears the bicycle was in at the time of the crash. The gear derailleur for the front or chain gear was on the largest sprocket. This sprocket had 50 teeth. The derailleur for the rear or free gear was on the smallest gear. The number of teeth on this gear was 18. This gear position was the 5

7 lowest possible gear ratio attainable on this bicycle. A low gear ratio means the gearing was such that any vehicle will be able to attain its highest speed. I inquired about any timer that may have been attached to the handle bars; none was found at the scene. The bicycle was in good mechanical condition before the crash. The brakes were adjusted and made good contact with the braking surfaces. The Chevrolet pickup involved in the crash was a white, 1995 K1500 truck. The vehicle had a regular cab and 8 foot box. The vehicle was released before my involvement in this case. No examination was completed on the truck. I noted from photographs taken at the scene that the truck had contact damage to the right door. This contact damage was just rear of the A pillar. I also noted contact damage to the right front tire and rim. This damage due to contact with the bicycle. Photography: I photographed the bicycle at the Iowa County Sheriff s impound garage. In total, I took 12 digital photographs of the Trek. I also took two photographs at the crash site. WITNESS INTERVIEWS / STATEMENTS Most witnesses gave written statements to officers from the Iowa County Sheriff s Department. I conducted oral interviews as well. The following section summarizes the information obtained through these interviews, and is not presented in any particular order. Witness 1-Steven J. Thompson: On September 28, 2009 at approximately 1500 hours I interviewed Steven J. Thompson via telephone. Thompson said that on the day of the crash he was riding with Allen Belonger and Stephen Cummings. The three have belonged to the same cycling club for some years. The order of riders leading up to the crash was Belonger, Cummings and Thompson. The event they were entered in that day was a 100 K challenge race, not necessarily a speed event. The group was at approximately mile 20 of 62. Thompson thought he was approximately 100 yards from the impact, with Cummings being half way to Belonger. Thompson has since tried to duplicate his speed on the day of the crash and estimated that the group was going between 30 and 35 mph. The group was coasting down the hill; no pedaling was needed to pick up speed. Thompson saw the truck slowing and did not think anything unusual of it. The truck was going slow when it abruptly turned left in front of Belonger. Thompson said Belonger flew up in the air and landed on the road. I asked if the truck had to back up to park next to the road. Thompson didn t recall the truck backing up. Witness 2-Stephen W. Cummings: On October 8, 2009 at approximately 1322 Hours I interviewed Mr. Stephen W. Cummings via telephone. I asked a bout the crash sequence and the timing of the events that happened. Cummings indicated that he was the second rider of the three. He was approximately 50 yards behind Belonger at the time of the crash. They were close together at the top of the hill, but stagger their distance as they descended the hill. 6

8 Cummings confirmed that they had sped up to between 30 and 35 mph. Cummings said he makes a practice of looking at approaching motorists when he cycles. He does this to try to determine their driving intentions. On the day of the crash he could see the driver of the truck through the windshield. Cummings indicated that the driver of the truck was not looking up the hill when he initiated his turn into the driveway. I asked if how far back before the turn that Cummings could see in the truck. Cummings said the truck was going slow for about 20 feet before he turned. SPEED ANALYSIS The speed analysis portion of a crash reconstruction uses available physical evidence to calculate a speed range for the vehicle or vehicles involved in a crash. The range of these calculations is determined by the quality and volume of physical evidence needed by the formulas used. Each reconstruction is unique in that respect. As variables change, so does the calculated speed values. Analysis Type 1 Speed Loss While Skidding The Trek bicycle skidded approximately 23 feet before striking the pickup truck. The characteristics of the skid mark, along with physical evidence on the Trek, confirmed that this was only a rear tire skid. I took this into account and calculated that the Trek would have taken.46 to.54 seconds to skid this distance. The time range comes from a varied starting speed of 30 to 35 mph, respectively. The speed loss was approximately 3 mph at each speed. Analysis Type 2 Critical Speed of Driveway Turn I considered the maximum speed the truck could have negotiated the curved path in to the driveway. I represented the path of the truck that was consistent with normal vehicular movement on S. Clay Hill Rd. and was consistent with residual evidence at the crash site. The maximum the pickup truck could have entered the driveway, while maintaining control of the vehicle, was 29 to 32 mph. Considering the lack of tire marks left by the pickup truck, the speed of the pickup truck was something less than the maximum. I later performed my own testing. I drove into the driveway to determine what was comfortable for me. I varied my speed, starting at 10 mph, until I felt that my entrance into the driveway was risky. I noted that, for me, once the speed entering the driveway approached 20 mph it was uncomfortable and would not have been what I would have called normal driving. Speed Analysis Conclusions The speed analysis in this collision did not lend itself to a purely empirical solution. I did evaluate the speed loss of the bicycle and the critical speed of the route into the driveway empirically. The speed loss was minimal and the critical speed of the entry into the driveway was a maximum speed. Neither calculation answers exactly how fast each vehicle was going at the moment of impact. Due to the facts of this crash, the speeds for each were determined from witness accounts or what would be the norm. The only real use for the speeds of each before impact would be to determine spatial relationships leading up to impact. For this purpose, the speed of the Chevrolet after I had slowed to turn will be assumed to be 18 mph. The constant 7

9 speed of the bicycle was assumed to be 30 to 35 mph. Again, these speeds were somewhat speculative in nature. TIME & DISTANCE STUDY For any spatial relationship study, a mean set of variables needs to be determined in order to truncate the scope of the study. Rarely is data available to accurately place vehicles together in time without making some assumptions. As indicated above, I used assumed speeds of 30 to 35 mph at the start of skidding for the bicycle and 15 to 18 mph as a constant for the truck to turn into the driveway at 2200 S. Clay Hill Rd. The questions addressed; the placement of the two vehicles at the start of the turn and the placement of vehicles at the start of the bicycle skid. I also considered an approximate time for both vehicles to be visible to each other leading up to the turn. Time & Distance to Turn The distance for the Chevrolet to turn to location of the impact was approximately 36 feet. The time to complete this maneuver was 1.36 seconds at a constant 18 mph. Taking into account the skidding time and distance, the bicycle was approximately 61 feet from impact at the same time. This distance was the sum of the 23 feet of skid and the 38 feet at a constant velocity of 30 mph. The line of sight distance between the driver of the truck and the bicycle was approximately 96 feet. The graphic inserted below demonstrated this relationship. Time & Distance to Skid 8

10 The skid distance for the bicycle was approximately 23 feet. The time it tool of the bicycle to skid was approximately.5 seconds. Applying the same time to the Chevrolet backed it up in time just shy of 13 feet. The difference in time between the start of the turn for the truck and the start of the skid for the bicycle was approximately.86 seconds. This.86 seconds represented the time to respond to the hazard. Perception time in this case was negligible since the other riders were aware of the truck and had perceived the intention of the truck to turn into the driveway. The assumption was that the deceased would also have realized the intentions of the driver of the truck. The graphic inserted below demonstrated this relationship. Overall Visibility to Impact I considered the overall time that the vehicles would have been visible to each other as they closed on each other. I assumed the Chevrolet to have slowed from 55 mph to 18 mph and to have started the turn at the moment the truck was at 18 mph. This scenario reduced he overall visibility time for the truck, a beneficial variable. I also placed the bicycle at two locations, one location for 30mph and the other for 35 mph. The common time was 10.5 seconds. This was based on the time it would have taken the truck to slow to 18 mph. With these variables, the bicycle was between 462 and 538 feet from impact. The Chevrolet was 377 feet from impact. The line of sight distance was between 839 and 915 feet. During this time the bicycle would have fully visible to the driver of the truck. The only time during this entire crash sequence that the bicycle would not have been visible to the driver of the Chevrolet was a brief moment when the passenger side A pillar would have obstructed the view of the driver. All other times the rider of the bicycle was visible. The graphic inserted below demonstrated this relationship. 9

11 HIGHWAY and ENVIRONMENTAL CONDITIONS The environmental conditions I evaluated with regard to this crash were the condition of the roadway, the weather and the time of day. The condition of the roadway was not a factor in this crash. The roadway was dry and free of any material defects. The vertical curve on S. Clay Hill Rd. was not overly close to the driveway at 2200 S. Clay Hill Rd. so as to hinder the visibility either operator involved in this crash. The condition of the weather was not a factor in this crash. The weather at the time of the crash was clear. There was no fog or other weather related conditions that would have affected the operation of either vehicle or caused a visibility obstruction for either driver. The time of the crash was 0841 hours. The sun was positioned at an altitude of 53.2 degrees over the horizon and degrees east of north. The sun was casting shadows on the roadway. The azimuth of the sun was approximately 62 degrees to the right of the truck when it was traveling south on S. Clay Hill Rd. The sun would have been high enough in the sky to be blocked by the cab of the truck. The sun was to the left of the bicycle rider. The position of the sun was not a factor for either participant. In all, the condition of the environment was not a factor in this crash. 10

12 CRASH SEQUENCE Based on the physical evidence collected at the scene, the vehicle examination, and witness statements, the following collision sequence is offered. On July 11, 2009 at approximately 0841 hours a white Chevrolet pickup was northbound on S. Clay Hill Rd. The vehicle was approaching the driveway at 2200 S. Clay Hill Rd. and began to slow to make the turn into the drive. A rider on a Trek Madone racing bicycle was southbound on the same section of S. Clay Hill Rd. As the vehicles converged on each other the sun was to the west of the road, not interfering with the visibility of either driver. The truck slowed to make the 130 degree turn into the driveway as the bicycle was heading down the hill. Speed assumptions for the bicycle at this point was that he was going mph. The truck had slowed to mph. The truck crossed the center of the road and continued into the path of the bicycle. The bicyclist locked up the rear tire of the bicycle, slowing it approximately 3 mph. The two collided with the rider hitting the passenger side door, inline with the outside rearview mirror. The rider was killed as a result of this collision. Chevrolet Truck Operator Factors HUMAN FACTORS The driver of the Chevrolet was 16 years of age at the time of the crash. The driver of the Chevrolet truck was Eric Henderickson. There were a total of three bicycles in the proximity of the crash site. Hendrickson failed to see any before he started to turn into their path. There was no obstruction to seeing these riders leading up to the left turn into the driveway. During the whole crash sequence there was only a brief time when the A pillar on the truck would have blocked the view toward the bicyclists, but the truck had already crossed the southbound lane at this point. Hendrickson failed to look before he turned left. Rider Stephen Cummings said that he could see Hendrickson s head turned, looking up the driveway shortly before the crash. Hendrickson failed to yield to the oncoming vehicle. This was a significant factor in this crash. Trek Bicycle Operator Factors The rider of the Trek bicycle was Allen Belonger. Belonger was 61 years of age a the time of the crash. Belonger was an avid cyclist at the time of the crash. The timing of the crash sequence demonstrated that Belonger was riding defensively and was watching the slowing truck as it approached the driveway. Belonger did not have any obvious perception delay to the hazard. He was presented with a nearly impossible hazard to avoid. Themanner in which Belonger was operating his bicycle was not a factor in this crash. INVESTIGATION SUMMARY 11

13 This summary contains conclusions and opinions that are based on the materials used in this report. The rendering of this document was a part of my normal duties as an accredited crash reconstruction specialist. I was not compensated contingent on the outcome of this case. Some of the factors in this crash can be determined, others may never be known. Any new information that becomes available will have to be assessed as to its affect, if any; it may have on these conclusions. The opinions are based on my training and experience as an accredited crash reconstruction specialist as well as facts and data that are the product of reliable principles and accepted methods. My opinions are accurate to a reasonable degree of crash reconstruction certainty. o The condition of the environment was not a negative factor in this crash. There were no weather conditions that would have limited visibility. Solar effects present would only assist in the conspicuity of the participants in this crash o The mechanical condition of the vehicles was not a negative factor in this crash. The bicycle was a top-end racing style bicycle in very good condition. The truck wasn t available for inspection, but no allegations of any catastrophic mechanical failures have been alleged. o The speeds of each vehicle were reasonable. Speeds of 15 to 18 mph and 30 to 35 mph were assumed for the truck and the bicycle respectively. Speeds were considered more as a tool to evaluate the spatial relationships of the vehicles leading up to the impact. o The driver of the Chevrolet failed to yield to oncoming traffic as he turned into a private driveway. During the turn, his vehicle created an obstruction to the path of the bicycle that was virtually unavoidable. This driving tactic of the driver of the Chevrolet was a factor in this crash. Prepared by: Trooper Thomas W. Parrott Technical Reconstruction Unit Wisconsin State Patrol Academy ACTAR Accredited Crash Reconstructionist #1417 Vetronix /CSI Certified CDR Operator 12

14 APPENDIX Scaled Diagram of Crash Scene Map of Crash Location Wisconsin State Patrol Photographs and Photograph Logs 13