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Scissor Lift Accident Reconstruction ​ Aerial Work Platform Accident Analysis Scissor lifts are a useful, and often essential, piece of equipment for construction and maintenance operations. A scissor lift is a type of “Aerial Work Platform”, which is a broader term for devices that are designed to lift personnel to a certain height above the ground. Aerial work platforms in general can typically lift personnel to heights that would otherwise not be easily reachable. Scissor lifts are a very popular type of aerial work platform because they are relatively compact, and can lift vertically without taking up much external space aside from the footprint of the lift itself. All aerial work platforms are designed to lift personnel, and are not typically used for other payload lifting purposes (except in unique circumstances). Typically scissor lifts are suited for surfaces that are generally flat and hard, such as concrete factory floors or even hard-packed road base. Most scissor lifts do not have any sort of articulation built in to the drive wheels, reducing their ability to traverse uneven terrain. ​ Most scissor lifts are electric motor powered and carry large batteries within their chassis. Outdoor units can be powered with small internal combustion engines and may use compressed natural gas, propane, or even diesel as fuel. Typically the only components of a scissor lift that extend beyond the footprint of the machine are outriggers, which must be positioned properly to secure the base of the lift for increased stability when the lift is raised to significant heights. ​ ​ ​ ​ ​ Common Types of Scissor Lift Accidents One danger of this equipment is the potential for the operator to fall from the platform when it is raised. Scissor lifts are typically able to raise the working platform to heights of 60 feet, or even higher with some models. While these lifts are equipped with a railing surrounding the personnel platform, if the operator is not properly positioned within the personnel platform while performing work, it is possible that the operator could lose their balance and fall off of the platform, causing injury. ​ ​ Issues such as crushing hazards from above (as the lift raises against a ceiling or exposed pipes) or contact with electrical lines are less common but can still be serious. Platform height is controlled by the operator, meaning that the operator may inadvertently position the lift too high and cause the operator compartment to come into contact with overhead hazards. While the majority of these accidents may initially seem to be caused by lack of proper training or operator error, our experience shows that the proper maintenance and functionality of the equipment can also be contributing factors. Veritech Engineers are experienced at evaluating the proper functionality and operation of scissor lifts as well as other aerial work platforms. ​ ​ With the wide variety of experiences and backgrounds of our Professional Engineers, we are able to evaluate the functionality of the various mechanical, hydraulic, pneumatic and electrical systems employed in equipment such as scissor lifts. Additionally, members of our staff have been trained in the proper operation of scissor lifts. Contact us today to discuss the specifics of your case. ​ Please contact one of our licensed professional engineers at 303-660-4395 to discuss your case and receive a free initial consultation with honest and candid comments. Mark Kittel, P.E., D.F.E Principal Engineer Joe Tremblay, P.E., D.F.E. Senior Engineer

Marine and Personal Watercraft Accident Reconstruction Power Boat, Jet Ski, and Personal Watercraft Crash Reconstruction and Analysis Personal Watercraft and power boats are popular vessels found in lakes and open waterways across the country. They are easy to operate, and can provide an enjoyable family activity for hot summer days. The rise in popularity of PWC's is largely due to the advancements in technology of these small boats. With a high power-to-weight ratio, many PWC's are capable of carrying passengers, and even towing a waterskier or inflatable tube behind them. ​ ​ ​ ​ ​​ Characteristics of PWC's and Power Boats Small watercraft such as jet skis and PWC are fundamentally different than larger watercraft in two main ways. First, PWC's are typically operated in a seated or standing position and the operator steers the watercraft using handlebars, similar to an ATV or motorcycle . Also, the operator of a PWC is positioned on a seat similar to a motorcycle and the structure of the PWC does not surround the operator or passenger, leaving them fully exposed to the surrounding environment. In contrast, larger watercraft such as power boats are operated in a similar manner to an automobile, where the operator is seated at a "helm" with steering wheel and throttle control. Larger watercraft provide structure around the operator which may or may not be fully enclosed and generally have capacity to hold multiple passengers, whereas PWC's are usually only able to carry one passenger, if any. The second main difference is that steering is only accomplished by the use of throttle. The "jet" of the jet ski or PWC is a high velocity stream of water that is projected out of the rear of the watercraft, and steering is accomplished by changing the direction of the water jet. Larger boats are sometimes powered in a similar manner (otherwise known as "jet boats"), however it is more common for larger watercraft to be steered by utilizing a rear mounted rudder. ​ ​ Personal Watercraft Accident Analysis Personal WaterCraft (PWC) and boating accidents pose a particular challenge for accident reconstructionists due to their general lack of physical evidence left at the scene (there are no skid marks to determine speed or direction). Our experts understand that many inexperienced PWC operators may fail to realize the handling characteristics and dynamics of these small, powerful and nimble machines. Veritech engineers have the experience and understanding of PWC operation to assist in the reconstruction of PWC accidents. Furthermore, our lead powersports expert has 8 years of experience working for a major powersports manufacturer, including the product development of PWC’s. This experience provides a unique insight into the challenges and compromises required during the development process. Please call us today for a free initial consultation with one of our qualified Professional Engineers. Please contact our marine and personal watercraft expert, Mark Kittel, P.E., D.F.E. at 303-660-4395 to discuss your case and receive a free initial consultation with honest and candid comments. Mark Kittel, P.E., D.F.E. Principal Engineer

Milling, Machining, and Automation Accident Reconstruction Forensic Analysis of Automation, Machining, and Prototyping Equipment Equipment used in production and prototyping machine shops commonly consists of mills and lathes; two machines that create parts through “material removal”, or machining. These parts are used in the manufacture of many automotive components, aircraft parts, aerospace components, and medical devices. Machining equipment is large and powerful, and generally consists of a spinning component that “cuts” metal, polymers, composites, and other materials at a rapid rate. In the simplest sense, these machines allow rapid production of parts for many different industries. Personnel hazards related to the operation of these machines are usually related to the rate at which an unguarded spindle or headstock is rotating within the vicinity of a machine operator. ​ Milling, Turning, and Machining Equipment Accident Reconstruction In a production environment, milling machines and turning machines, or lathes, cut material at a rapid rate with amazing accuracy due to their powerful electrical motors and active cooling methods. Many parts are made from engineering designs using CNC, or computer numerical control, machining methods that rely on a computer to regulate the cutter path and material removal rate. Parts made with CNC machining are virtually everywhere and used in virtually every industry. Veritech's machining expert has direct hands-on experience as a machinist, machine operator, and parts inspector within his role as a product development engineer for a laboratory and life science robotics company. ​ With this experience, Veritech's expert is aware of the dangers that these machines can pose to operators and machinists alike. During operation, it can be easy for an operator to become complacent around these machines due to their relatively quiet and controlled operation. However, exceptional care must be exercised when working in a production environment. ​ ​ Robotics and Automation The usage of robotics to aid in manufacturing and other material handling environments is increasing in today's modern workplace. Injuries in the workplace due to repetitive motion and over-exertion are common among many workers today. Additionally, pressures on throughput and accuracy can push employees to their limits. Because of this, automation and robots have become commonplace as helper components within a production environment. Workplace personnel are increasingly within the operating proximity of automated machinery, requiring that the equipment be designed with safety in mind. “Collaborative Robotics” are designed such that they can be operated safely within the direct vicinity of human operators. This means that these robots operate under a set speed limit for robot movement, contain components of active guarding, and are designed in a way such to eliminate pinch points, crush points, and sharp edges. Veritech has direct design and operation experience with robotics and automation as used in a collaborative environment. The Robotics Indistry Assocaition (RIA), in addition to the American National Standards Institute (ANSI) and the International Standards Organization (ISO), have developed standards outlining operation and safety criteria for collaborative robotic automation. ANSI/RIA Standard R15 and ISO 10218 outline safety requirements for such automation and robotics, including active guarding and safety measures built into the engineering design of the robotics. There is an evident balance between operational speed and accuracy and establishing a safe operational environment, and new standards are helping guide the robotics industry to optimize this balance. ​ Veritech's automation expert has experience in designing to meet RIA and ANSI standards and has the working knowledge to assess automation accidents when safety criteria is not followed properly. Machining, automation, and robotics accidents are complicated issues that require specialized experience. Please contact us today to discuss your case further. Please contact Veritech's milling, machining, and automation expert, Joe Tremblay, P.E. , D.F.E. at 303-660-4395 to discuss your case and receive a free initial consultation with honest and candid comments. Joe Tremblay, P.E., D.F.E. Senior Engineer

Veritech Consulting Engineering Our team of licensed Professional Engineers provides a thorough and accurate analysis of evidence for attorneys and insurance professionals nationwide. Veritech Consulting Engineering combines technical expertise and state-of-the-art technology to achieve honest, defendable conclusions. We are committed to professionalism. Contact Us Accident Reconstruction Veritech Engineers investigate accidents utilizing physics-based reconstruction methods, computer simulations, “black box” data analysis and 3-D laser and aerial drone-based mapping techniques. Accident Reconstruction Services: Motorcycle Passenger Vehicle UTV, ATV, and Off-Road Motorcycle Commercial Vehicle Pedestrian and Bicycle Construction and Heavy Equipment Marine and Personal Watercraft Winter Sports and Snowmobile Forensic Engineering Veritech provides a wide array of forensic engineering services to insurance professionals and attorneys in the areas of product liability, personal injury, and patent infringement issues. Forensic Engineering Services: Product Liability and Failure Analysis Design and Patent Evaluation Black Box Downloads Photogrammetry and Surveying Forensic Graphics and Exhibits Testifying Experts Accurate analysis of the evidence is just the beginning of Veritech's expertise. We pride ourselves on our ability to explain complicated concepts in an easy to understand format for the benefit of our clients and eventually to a judge or jury. ​ ​ Click on the links below or visit our Testifying Experts page to learn more about our experts. Mark Kittel, P.E., D.F.E. Joe Tremblay, P.E., D.F.E. Meet Our Experts About Veritech Veritech Consulting Engineering, LLC specializes in the application of forensic engineering and product failure analysis techniques to accurately reconstruct motor vehicle accidents and various mechanical failures. Our team of experts consists of licensed Professional Engineers who are board certified in forensic engineering and have trial testimony experience. We are centrally located near Denver, CO and work nationwide. About Us Veritech Consulting Engineering, LLC ​ 4833 Front Street, Suite B, #423 Castle Rock, CO 80104 phone: 303-660-4395 fax: 303-660-4396 info@veritecheng.com

Off-Road Recreation Vehicle Accident Reconstruction UTV, ATV, Dirt Bike, and Off-Road Vehicle Crash Reconstruction Specialists Recreational Off-highway Vehicles (ROV's) encompass a large variety of recreational vehicles that are known by various names, such as: ​ Side By Sides (SxS, SSV) UTVs (Utility Task Vehicle, or Utility Terrain Vehicle) Razors (RZR's) ATVs (All-Terrain Vehicles) Four-Wheelers Dirt Bikes Off-Road Motorcycles Adventure Motorcycles ​ Regardless of the name, investigation of accidents involving recreational OHVs (Off-Highway Vehicles) requires special attention to the vehicle's dynamics, rider's control, and assessment of the subject terrain. Vehicles such as motorcycles, ATVs, and personal watercraft are considered “rider-active” vehicles because the rider’s body position has a significant impact on the handling of the vehicle (these vehicles are designed to be influenced by the rider’s position). While vehicles such as UTVs (a.k.a. side-by-sides or ROVs) are not considered rider-active vehicles, an understanding of off-road vehicle operation is still essential to reconstructing an accident involving a UTV. Our motorcycle and ATV expert has years of experience in the engineering, design, product development and operation of off-road vehicles such as motorcycles, ATVs, and UTVs. In addition, Veritech engineers have experience and understanding of the dynamics associated with operation of power boats, personal watercraft (PWC), dirt bikes, and other recreational vehicles. ​ Veritech has experience in reconstructing crashes and incidents that involve off-road vehicles and motorcycles. Our expertise encompasses a wide variety of vehicles that are designed to be used on trails and within off-road environments. ​ ​ Side By Side (SxS, SSV, UTV) Accident Reconstruction Today's UTVs and Side by Sides are state-of-the art vehicles that provide exceptional performance both in acceleration, braking, and off-road handling. With their elevated performance levels, proper implementation of integrated safety systems and driver training is essential for safe operation. Veritech's experts have years of direct experience in both operating these vehicles and reconstructing accidents related to their use. Additionally, Veritech's UTV expert has 8 years of industry experience in the design, engineering, testing, and product development of off-highway vehicles, such as UTVs. ​ ​ ​ Off-Road Motorcycles The operation of off-road motorcycles (a.k.a. dirt bikes) utilizes a few similar techniques of on-road motorcycles but requires higher specialization and understanding of traction limits and vehicle control. These specialized skills and are often foreign to many motorcycle accident reconstructionists due to their inexperience in riding motorcycles off-road. Veritech's off-road expert has over 30 years of off-road riding and racing experience. This real-world, hands-on riding experience provides for exceptional expertise in the area of off-road motorcycle accident reconstruction. ​ ​ ​ ​ All-Terrain Vehicles (ATV's) ​ Reconstruction of accidents involving ATVs requires special knowledge of the handling dynamics of these machines. ATV operation is highly influenced by the positioning and actions of the rider. Veritech's engineers have first-hand experience in operating ATVs from every major manufacturer and have been involved in the ATV industry since the early 2000's. Additionally, Veritech's lead ATV expert has hands on experience as a research, design and testing engineer for the product development group of a major ATV and UTV manufacturer. Please contact our UTV, ATV, and off-road vehicle expert, Mark Kittel, P.E., D.F.E. at 303-660-4395 to discuss your case and receive a free initial consultation with honest and candid comments. Mark Kittel, P.E., D.F.E. Principal Engineer

Publication White Paper: Motorcycle Accident Reconstruction Techniques Mark Kittel, P.E., D.F.E. Forward Vehicle accident reconstruction is founded upon the scientific principles of conservation of momentum and conservation of energy. Most medium to large size police forces employ individuals who have been trained in the basic reconstruction of vehicle accidents for the primary purpose of determining the speeds of the vehicles involved. Automobile accidents , generally speaking, are relatively simple to reconstruct due to the vast information available related to a vehicle’s crush characteristic as well as the relative ease in understanding the dynamic motion and interactions of automobiles. By contrast, the reconstruction of accident involving motorcycles can be quite complex and challenging to many accident reconstructionists. Proper motorcycle accident reconstruction requires an intimate knowledge of motorcycle dynamics and a strong understanding of how motorcycles react to rider inputs. Introduction to Motorcycle Reconstruction The reconstruction of a motorcycle accident typically progresses in reverse of the chronological events of the accident. Specifically, the reconstruction begins at the point of rest of the motorcycle and/or rider and then works backwards to some point in time prior to the beginning of the accident sequence, such as to when appropriate actions could have prevented the accident. Typically there are up to 5 distinct phases of a motorcycle accident sequence. ​ 1) Perception-Reaction: The first phase of accident analysis actually begins before any impact or accident avoidance occurs and is often referred to as the perception-reaction phase; this is the phase where the rider perceives a hazard in front of him and decides what his response to the hazard will be. Published values for the time it takes a typical rider to perceive a hazard, decide an appropriate course of action and then begin to implement his chosen reaction is on the order of 1.1 to 1.5 seconds. ​ 2) Avoidance - Braking/Steering: After completing the perception-reaction process, the rider typically enters an avoidance phase. During this portion of the accident the rider may decide to steer or brake. If braking is chosen, the rider has the option of applying the front brake alone, the rear brake alone or a combination of both front and rear brakes. The physical evidence at the scene , combined with witness statements, will often give clues as to which course of avoidance was implemented. ​ 3) Pre-impact Sliding: During the braking phase occasionally riders will overuse the vehicle’s brakes which can result in locking the front and/or rear wheel. If the rear wheel locks, with the motorcycle traveling on a straight trajectory, most riders can maintain control of the vehicle for a significant distance. However, if the front wheel locks, it is almost guaranteed that the rider will lose control of the vehicle and crash, usually very quickly. A front wheel lockup can be a fairly common occurrence, especially when executing an emergency braking maneuver. If the rider loses control while braking, the vehicle and rider typically separate and slide along the roadway. The trajectory of the bike and rider usually follows the same trajectory that they were on prior to the loss of control, and can direct the rider right into the impact zone. ​ 4) Impact: During the impact phase, the bike and/or rider may impact some other object, such as a vehicle pulling out in front of them or a stationary object such as a guardrail. Impact damage may be evaluated and combined with the sliding distance to help determine a vehicle’s speed during the accident sequence. ​ 5) Post-impact Motion: After a vehicle and/or rider impacts an object there may be additional post impact movement to the point of final rest. It is common that the rider separates from the motorcycle during the accident sequence and travels independently to rest. Analysis of the post-impact travel distance of both the rider and the vehicle can often yield independent, yet similar results as to speeds associated with the accident. The basis of motorcycle accident reconstructions is similar to that of other accident reconstruction techniques in that it relies upon the basic principles of conservation energy and momentum. However, there are two distinct issues which make motorcycle accident reconstruction more challenging than a typical automobile accident reconstruction. 1) Motorcycle reconstruction often lacks the availability of crash test information , which is vital for performing a crush energy analysis, and 2) understanding the dynamics associated with motorcycle accidents requires an understanding of how a rider interacts with the motorcycle and how a motorcycle responds to rider inputs. Application of “Conservation of Energy” to motorcycle accident reconstruction: Crush Energy One common basis of automobile accident reconstruction is the publication of a vehicle’s “crush stiffness”. In simple terms, crush stiffness is the amount of energy required to cause a specific amount of permanent deformation to a vehicle’s body. The crush stiffness values are typically obtained, for passenger cars, through crash testing of the vehicle into a barrier. The testing is performed by “driving” the vehicle into a barrier at a fixed speed and measuring the permanent deformation of the vehicle’s body. With the availability of the published values for deformation vs. impact speed, a Reconstructionist can then measure the deformation of a similar car and calculate the likely speed which the car was going at impact. This technique is sometimes referred to as “crush energy analysis” and employs the concept of the conservation of energy. By comparison, there is very little information published related to similar crash testing of motorcycles. There have been attempts in the past to crash test motorcycles by running them into fixed objects such as passenger cars or concrete barriers. The SAE publication “17 Motorcycle Crash Tests into Vehicles and a Barrier” reports information and results of crash testing several decommissioned police motorcycles. While the information obtained during these tests is valuable, it is unfortunately limited to a specific type of motorcycle. If one is investigating an accident involving a motorcycle which is similar to the motorcycles tested, then the published information and results are useful. However, if one is attempting to reconstruct an accident involving a sportbike, for example, then relying upon the results reported in the SAE publication is questionable for many reasons. One of the primary reasons that applying the published results to sportbike accidents is that the published crash testing was performed on motorcycles with conventional style forks while most sportbikes employ a cartridge style (or upside down) fork. This distinction is important because the speed estimation equations derived from the crash testing rely upon the vehicle’s wheelbase reduction as a result of fork deformation but the forks on a sportbike do not typically deform like the test motorcycles. The “upside down” style of fork utilized on most sportbikes results in a significantly stiffer fork housing and mounting style. As a result, sportbikes typically experience an entirely different failure mode when the motorcycle is involved in a frontal collision. In many cases, when a sportbike experiences a frontal impact with another object, the failure mode is the fracture or deformation of the mainframe near the steering head while the forks often exhibit minimal deformation damage. By contrast, the failure mode of the tested vehicles was the bending of the fork tubes which resulted in a rearward displacement of the front wheel. Therefore, currently the technique of “crush energy analysis” based upon wheelbase reduction is limited to motorcycles which utilize a fork and mounting structure similar to that of the vehicles involved in the crash testing; i.e. conventional style forks. While the information published in the SAE paper is valuable, like any test results they must be utilized and applied in an appropriate manner for the analysis to be considered accurate. Application of “Conservation of Energy” to motorcycle accident reconstruction: Slide Energy While the analysis method utilizing crush energy may have limited applications for motorcycle accidents, the concept of conservation of energy related to sliding can be applied not only to the vehicle, but also to the rider. In the large majority of motorcycle accidents, the rider separates from the motorcycle at some point during the crash sequence. As a result, a Reconstructionist is able to evaluate not only the motorcycle’s path and travel distance, but the rider’s path and distance can be analyzed, often as a second data point for the purposes of speed estimation. The technique of utilizing slide energy is facilitated by an adequate amount of published information related to the deceleration rates for various motorcycles as well as riders during the sliding phases of a motorcycle accident sequence. Published test results consistently show that motorcycles slide easier than riders on most surfaces. The result of this physical property is that typically the motorcycle will slide further than its rider after the two separate assuming that the vehicle and rider slide independently and do not strike any objects during the slide. Summary In summary, while motorcycle accident reconstruction relies on the basic principles of conservation of energy and momentum, it is the proper application of these principles along with an understanding of motorcycle dynamics and control which result in an accurate reconstruction of motorcycle accidents. ​ ​

Forklift Accident Reconstruction Forklift and Material Handler Accident Analysis Forklift accidents pose certain challenges during accident reconstruction due to their relatively small size, but heavy weight. Typically forklift accidents occur when the operator misjudges the handling of the forklift, or when the forklift contacts another object. Rough terrain forklifts and telehandlers (telescoping material handler) are typically used in challenging environments or in areas of uneven terrain. These machines are designed with wide track widths to aid in lateral stability and with multiple degrees of freedom to allow them to tilt from side to side when used off-road. The complexity of the machine along with uneven terrain can be challenging to an operator which can result in a variety of accidents. ​ Forklifts are designed to be operated in many different environments. Their ease of use makes them invaluable in factory work settings as well as in outdoor loading areas alike. Most of the time, forklifts are designed to lift loads that have been “palletized” with a wooden pallet underneath the payload. Pallets position the load at a small distance above the ground, allowing the forks of the forklift to slide underneath the load, within the spacing that the pallet provides, and lift the pallet and load together off of the ground. ​ ​ ​ ​ Common Forklift Accidents Tipping due to an overloaded forklift is one type of common accident. When positioned properly, a palletized load is positioned such that the forks of the forklift are completely underneath the load and the load is near the forklift mast before it is lifted. If the load is not positioned near the mast of the forklift, the load can cause the forklift to become unbalanced, and may potentially tip the forklift forward. It is important for a forklift operator to understand the proper operation of lifting a heavy load with a forklift in order to minimize the potential for tip over accidents. ​ Forklifts are commonly used in loading dock areas. It is common for the dock ledge to be built at a height consistent with the deck height of a commercial vehicle’s trailer, typically around four feet tall. With this consistent height, forklifts can be used to unload commercial vehicle trailers very easily. Accidents within this setting can occur when a forklift operator misjudges the location of the forklift in reference to the ledge of the dock. It is common for forklifts to be inadvertently driven off the ledge of the dock, causing the forklift and operator to fall off of the dock. It is common for forklift operators to become partially trapped underneath the forklift from a fall like this, and serious crushing-type injuries to the operator are common. Operation of forklifts and material handlers on uneven terrain is also common. Telehandlers are commonly used in construction sites due to their off-road capabilities and load-carrying capacity. Also, the forks of a telehandler are positioned at the end of an extendable boom instead of affixed to a mast, as they are on traditional forklifts, and the extendable boom allows the telehandler to position loads at significant heights. Tip-over events with telehandlers are common, due to the influence of the vehicle mass on soft dirt surfaces. These types of accidents require consideration of the payload weight, load positioning, and external factors such as the operating environment when performing an accident reconstruction. ​ All forklifts contain a wide array of moving parts. Due to the flexibility in the usage of the equipment, these working parts have to be properly inspected and maintained to ensure that the machinery systems do not fail. A failed part can result in catastrophic accidents and severe injury due to the significant mass of the equipment. The condition and proper operation of these mechanical systems may prove to be a significant contributing factor to an accident or to occupant injuries. Our trial-experienced Professional Engineers are well qualified to handle complicated issues and to assess critical investigation points which often arise during the litigation process. Contact us today to discuss the specifics of your case. Please contact one of our licensed professional engineers at 303-660-4395 to discuss your case and receive a free initial consultation with honest and candid comments. Mark Kittel, P.E., D.F.E Principal Engineer Joe Tremblay, P.E., D.F.E. Senior Engineer

UTV Accident Reconstruction UTV / ROV / Side-by-Side Accident Reconstruction and Failure Analysis by a Board Certified Forensic Engineer Utility-terrain vehicles (UTV), also known as Side-by-Side Vehicles (SxS, SSV) or recreational off-highway vehicles (ROV), are a relatively new category for off-road manufacturers. ATV manufacturers such as Yamaha, Polaris and Kawasaki, among others, have discovered a market for these Side by Sides as a “family friendly” ATV and as a way for multiple passengers to share in the off-road experience. Recent developments in the Side by Side category have yielded “sports” versions which are capable of speeds in excess of 70mph. ROV accident reconstruction requires an understanding of the significant speeds and terrain capabilities of UTVs. The vehicle characteristics of ROVs present a unique challenge for the development engineers to ensure that these compact off-road vehicles can be operated safely by all users, regardless of their experience level. While working for one of the leading major off-road vehicle manufacturers, Veritech’s lead power sports expert gained first-hand experience and knowledge in the design, engineering, testing, and product development of Side by Side vehicles, and holds a patent (US Patent Number US 6,840,338 B2 ) for a unique suspension system designed for UTVs. This first-hand product development experience provides valuable insight into the challenges and compromises faced by the development engineers of ROV type vehicles. ​ ​ As a result, our lead ROV accident reconstruction expert utilizes his extensive product development knowledge to aid in the reconstruction of accidents and product failures involving Side-by-Side vehicles. Some of the common problems associated with Side by Side accidents include: handling and stability issues that lead to a rollover or tip over crash (resulting in severe injuries to hands, arms, legs, and necks), functionality of safety systems such as roll cages or ROPS (Roll-Over Protection Systems), and driver errors or misuse. ​ ​ History of the UTV Market UTVs and ROVs are a relatively new class of personal recreational vehicles which have evolved as a hybrid of utility vehicles and all-terrain vehicles (ATVs) . UTVs combine the cargo hauling capability and 2+ passenger capability of a traditional utility vehicle with the speed and off-road capability of an ATV to achieve a new category of recreational vehicles. More recently, the UTV / ROV market has segmented even further to include “Sport UTVs”, such as the Polaris RZR and the Can-Am Maverick, which have minimal cargo capacity but emphasize speed and terrain capability for up to four occupants. ​ Utility-Terrain Vehicles such as the early John Deere Gators and Kawasaki Mules were initially manufactured in the late 80’s as work vehicles for hauling light loads and traversing mild terrain, as would be encountered on a farm or a construction site. Design features of traditional utility vehicles included limited suspension travel, or no suspension in some cases, and relatively low power engines which kept the operation of the vehicle to relatively low speeds due to the uncomfortable ride quality and poor handling on rough terrain. Eventually, consumers began demanding higher speeds, better ride quality and greater terrain capability. Manufacturers responded by producing the class of vehicle known as Recreational Off-Highway Vehicles (ROV) ; also known as Side-by-Side vehicles (SSV). ROVs are typically four-wheeled vehicles which are under 2,000 pounds, less than 74” wide and utilize bench or bucket seats and a steering wheel for control. More recently, sub-categories with the UTV segment have evolved to include the high-performance sport category and the multi-passenger (or crew) category, as well as combinations or hybrids of various categories. The operation of UTV’s is considered to be “not rider-active”, meaning that the operator does not actively effect the vehicle’s handling through body positioning, as is done on other recreational off-highway vehicles, such as ATVs or motorcycles. As such, the occupants of a UTV are seated similar to an automobile. With the occupant seated, safety considerations require that the ROV / UTV employ appropriate means of protecting the operator in the event of a crash, or if the vehicle overturns. Manufacturers have implemented several occupant protection systems such as: seatbelts to prevent the occupant from being ejected, side netting or doors to prevent crushing injuries to the occupant’s arms or legs in the event of a side tip-over, hand-holds for each occupant, and roll-over protection structures (ROPS) to protect the operator in the event that the vehicle experiences a rollover or tip-over. ​ ​ As ROVs have gained popularity, so too have crashes and other incidents which result in personal injury or death to the occupants. In response to the rapid increase in injuries associated with UTVs / ROVs, the Recreational Off-Highway Vehicle Association (ROHVA) was formed. ROHVA’s mission is to promote the safe and responsible use of UTVs that are manufactured or distributed in the US. ROHVA is accredited by ANSI (American National Standards Institute) to develop standards related to UTVs and ROVs. ROHVA is funded and sponsored by major UTV manufacturers such as Polaris, Honda, Kawasaki, BRP (Bombardier), and Yamaha. ​ ​ ROHVA’s most recently published standard was approved in 2016 and contains design guidelines for issues such as: speed and braking requirements, equipment and configuration requirements, stability requirements, Roll-Over Protective Structure (ROPS) minimum strength requirements, and occupant retention system requirements. It is important to note, that the ROHVA standard is voluntary for manufacturers follow; there is no government mandate that a UTV / ROV must meet the ROHVA standards. Please contact our UTV and ROV vehicle expert, Mark Kittel, P.E., D.F.E. at 303-660-4395 to discuss your case and receive a free initial consultation with honest and candid comments. Mark Kittel, P.E., D.F.E . Principal Engineer

Passenger Vehicle Accident Reconstruction ​ Automobile and Light Truck Crash Analysis The science of accident reconstruction includes principles of physics and fundamentals of engineering. This combination is required in order to fully understand the dynamics of vehicle to vehicle interactions during a crash. Veritech’s forensic engineers have performed investigations and crash reconstructions for thousands of accidents involving passenger cars and light trucks. We utilize state of the art technology, such as vehicle simulation software and “black box” data to assist in determining speeds, impact severity, and motion of the vehicles involved. ​ Some of the passenger vehicle accidents we have analyzed include issues relating to: Head-on collisions Rollovers Multi-car pileups Single vehicle accidents Intersection collisions Low speed accidents Rear-end collisions Visibility at night Visibility during adverse weather Vehicle safety systems, including airbags (supplemental restraint systems) and seatbelt usage Light bulb filament analysis, for headlight and brake light illumination From low-speed collisions to high speed roll-overs and multi-car pile-ups on busy highways, we have the experience and know-how to accurately determine vehicle speeds, delta-V’s, accident sequences and ultimately the factors causing or contributing to the accident. ​ Analysis of Physical Evidence Related to Accident Reconstruction After an accident occurs, evidence related to the crash is usually left behind on the roadway within the vicinity of the crash. One example of evidence that is quickly identifiable are tire marks. Tire marks can potentially be used to describe the sequence of events leading up to, during, and after a collision. Tire marks may remain on the roadway for a long time after an accident has occurred, sometimes for even months or years if the marks are not disturbed. Tire marks are one of the main essential pieces of physical evidence that any investigator, forensic engineer, or law enforcement personnel relies upon to help piece together the events of the impact. ​ ​ Other types of physical evidence typically left at the accident site include roadway gouges, debris fields, paint transfer, engine fluid deposits, and scratches. All of these types of physical evidence can be used to assemble together the accident scenario. Evidence on the roadway can also be correlated to damage to the vehicles involved, further confirming and establishing the sequence of events. ​ ​ ​ ​ ​ ​ Vehicle Crush Analysis One of the main methods of accident reconstruction focuses on the damage done to the vehicles involved in an impact. “Crush Analysis” is the study of the deformed body panels and structure of a vehicle to quantify the amount of energy absorbed from in a collision. The amount of energy absorbed can be directly correlated to vehicle speed, as long as justifiable initial conditions are set. An example of a crush analysis would start with an inspection of a subject vehicle involved in a collision. During the inspection, measurements or documentation of the damaged areas are taken. ​ ​ After the damage is properly documented, an un-damaged vehicle (otherwise known as an “exemplar”) can be inspected to document the dimensions of the vehicle in its uncrushed, undamaged form. Then, the “crush volume” is determined by comparing the uncrushed vehicle to the crushed vehicle. The volume of crush can then be used to quantify the amount of energy absorbed during impact based upon the vehicle’s unique stiffness characteristics. Not all vehicle stiffness values are the same, and thus determining unique quantifiable stiffness “coefficients” is also part of this process. Then, calculating energy absorption based upon the amount of crush aids the forensic engineer in determining impact related information such as speeds and trajectories. ​ ​ Passenger Vehicle Crash Related Photogrammetry and Videogrammetry Two common questions related to accident investigation are: “What if the accident site has changed since the accident happened?” ​ or “What if the involved vehicles are no longer available for inspection?” Fortunately, not all is lost. If good quality photographs or video taken within the time period of the crash is available, the science of photogrammetry (or videogrammetry) can be used to determine details important to the reconstruction. Video from surveillance cameras, or even dash mounted cameras, can be very helpful in determining vehicle speeds, impact location, points of rest, and other evidence-based data. Photogrammetry allows for a large amount of information to be extracted from standard photographs. When proper documentation is not available or has been destroyed, photographs may be the only piece of evidence left. Fortunately, Veritech has the experience and knowledge to extract this critical data to aid in a successful accident reconstruction. ​ ​ Passenger Vehicle Condition at the Time of the Accident In addition to vehicle accident reconstruction, Veritech’s licensed Professional Engineers are also experienced and qualified to assess the condition and operation of mechanical systems associated with automobiles such as braking systems, engine components, steering systems and safety restraint systems such as airbags and seatbelts. Veritech’s engineers have real-world engineering and design experience for many vehicle-based components. This design experience is unique to Veritech and is rare to find within the accident reconstruction industry. It allows our engineers superior expertise when determining if a part or component is defective and may have contributed to an accident. Issues such as design defects, stress based fractures, metallurgical fatigue failures, and thermal cycling failures can contribute to an accident by operation of a defective vehicle. ​ ​ ​ The condition and proper operation of these mechanical systems may prove to be a significant contributing factor to an accident or to occupant injuries. Our trial-experienced Professional Engineers are well qualified to handle complicated issues and to assess critical investigation points which often arise during the litigation process. Please contact one of our licensed professional engineers at 303-660-4395 to discuss your case and receive a free initial consultation with honest and candid comments. Mark Kittel, P.E., D.F.E Principal Engineer Joe Tremblay, P.E., D.F.E. Senior Engineer

Colorado Front Range Black Box Download Service Mobile Flat Rate Download and Imaging Services for the Front Range of Colorado Veritech offers a mobile flat rate vehicle black box download service to customers within the Front Range of Colorado. This is a valuable service for anyone who needs to get the data off of their car after an accident has occurred. Anyone is able to take advantage of this offer, including insurance adjusters, attorneys, and even private party individuals. The best part is: we come to you! ​ Veritech utilizes the Bosch Crash Data Retrieval system for this service. The Bosch CDR system is the gold standard in black box data retrieval and provides the most complete airbag control module report on the market. The report is straightforward, accurate, and the results file is in an easy-to-read universal PDF format. For a sample results file PDF, click here . ​ Fee: $750 per download. Includes digital copy of the recovered data in PDF format. Resitrictions apply – see below. ​ To see if your vehicle is covered by Veritech's download service, look it up in the list of Supported Vehicles List by clicking the link below: ​ ​ ​ ​ ​ ​ ​​​ Supported Vehicles After reviewing the information on this page, use our contact form below to request the black box download service: ​ ​ ​ ​ ​ ​ ​​​ Order Your Download Requirements for Flat Rate Download Service: You must be the owner, or authorized representative of the vehicle. Owner or authorized representative is required to provide a signature on supporting documentation prior to download service. Vehicle must have unmodified airbag module within subject vehicle Vehicle’s OBD port must be accessible. Vehicle must be able to be powered on (not started), either by the vehicle’s battery, or by a battery jumper box (provided by Veritech). ​ Supported Service Area: Currently, Veritech is offering this flat rate price for the following region of Colorado: ​ Fort Collins Denver area Boulder Colorado Springs Pueblo ​ For service outside of this region, please contact us. We would be happy to assist you for an additional nominal travel fee. ​ ​ Frequently Asked Questions (FAQ's) Q. What is needed in order to perform this download? A. Typically, electrical power to the vehicle is needed, along with the vehicle's key or fob unit (In order to power up the electrical system of the vehicle). The engine does not need to be running in order to retrieve data. Veritech can provide a jump, or battery box, in order to get power to the vehicle if the vehicle's battery is damaged. Access to the vehicle's OBD port is required (usually underneath the dashboard and steering wheel, in the driver's foot well). ​ Q. What type of information can be downloaded? A. Veritech’s downloaded data include impact related information, but no specific vehicle owner or operator information is included. Typical data included in a retrieval may include: ​ Vehicle Identification Number (VIN) Pre-crash vehicle speed Pre-crash accelerator and brake pedal usage Pre-crash steering inputs (in most cases) Impact related delta-V (impact severity) Seat belt usage by driver and passenger (in most cases) Some operational faults ​ Q. My airbag did not deploy during the crash. Is there still information that can be downloaded? A. Possibly. If the airbag did not deploy, there may still be valuable information that can be retrieved using Veritech’s procedure. Please contact us for more information. ​ Q. I am located outside of your service area. Do you offer your black box download service in any other areas outside of the Front Range? A. Yes, we do. Please contact us for a quote based on your specific location. ​ Q. Can I remove my airbag control module (ACM) myself and mail it to you? A. Yes. However before you remove it, please contact us for a custom quote and to ensure that your vehicle is covered. ​ Q. What methods of payment do you accept? A. We currently accept cash and check. Other payment methods can be arranged in advance; please contact us for details. On-site credit/debit card payments coming soon! ​ Q. My vehicle was in an accident but is already repaired. Will there be data stored on it? A. If the repair is done and the airbags deployed, then the airbag control module was also replaced. Therefore, no crash related data will exist. If the airbags did not deploy, then there might still be data. Contact us to see if we can help. ​ Q. My car was involved in a low-speed accident (under 5 mph). Will there be any data related to the impact? A. Probably not. The airbag control module needs to “wake up” with a certain minimum speed (delta-V) before it initiates recording. ​ Q. Do you offer analysis and interpretation services for the downloaded data? A. Yes, we do. We would be happy to discuss the specifics of your case at our standard engineering hourly rate . Please contact us to discuss this process further. ​ Q. Do you offer an expedited download service? A. Currently, our typical lead time is approximately two weeks. If you need your download done quickly, we can usually accommodate faster turnaround times for a fee. Please contact for details. ​ ​