Search Results
 

Train Accident Reconstruction Railroad, Train, and Railcar Crash Analysis Veritech engineers have substantial experience with the reconstruction of railroad crossing (otherwise known as “level crossing”) accidents involving vehicles and pedestrians. Our engineers provide detailed analyses of: ​ Train Event Data Recorder (EDR) data reports Speed calculations Physical evidence evaluations Line-of-sight and visibility issues Accident sequence time-space relationships Technical analysis of video and audio transmission records ​ ​ ​ ​ ​ ​ Veritech engineers have experience working with a team of additional experts in a train accident evaluation and can provide your train-handling, civil engineering and biomechanical engineering experts with the technical information they need in forming their opinions. ​ ​ Train Event Data Recorder and Black Box Data Reports Trains are often equipped with the ability to log data as they are moving. These event recorders, while similar to event recorders (also known as black boxes) found on automobiles and large trucks , have a few differences that make them unique to locomotive operations. Items such as the following are typically recorded every second for a minute or more before the point of locomotive stop: ​ Time and Date Distance Traveled (based on drive wheel diameter) Speed Horn sounding (at 10 samples per second) Electronic Air Brake (EAB) activation Electronic Air Brake – Emergency Brake activation (if activated by engineer) Throttle level Bell activation ​ These items aid in determining the events surrounding an incident with a train. Typically, due to the mass of a train, there may only be minimal deceleration due to impact with a pedestrian, vehicle, or even a semi tractor-trailer. Because of this, a drop in train speed may not be recorded by the train’s event data recorder, or may not be readily identifiable in the data. Therefore, other methods to determine point of impact must be used when reconstructing the accident. ​ ​ Sometimes, information on the train’s point of rest can be used to calculate the location, speed, and position of the train at the point of impact. This type of information may rely on proper record of the train at its point of rest, which can be very far from the point of impact. Trains can take a mile of distance to come to rest if traveling at highway speeds. Photogrammetry of a train’s point of rest and analysis of the train’s event data recorder can help determine events such as point of impact and impact speed. ​ ​ ​ ​ ​ Train Mounted Video Analysis Front facing video cameras found in locomotives are common in today’s trains. This is because these video cameras can record incidents that occur during a train’s movement, and in many cases can help identify the cause of an accident. One such system is made by General Electric, named the LocoCAM. This camera system, and others similar to it, can record the view out of the front of the train along with audio recording capability. Veritech has analyzed rail way impacts based upon the recordings from these videos. Scientific processes such as photogrammetry and videogrammetry are used by Veritech to extract data about the impact such as speeds, time and space relationships, and visibility issues. 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

Publication White Paper: Extracting Physical Evidence from Digital Photographs for use in Forensic Accident Reconstruction David Danaher, P.E., Jeff Ball, Ph.D., P.E., and Mark Kittel, P.E., D.F.E. Typically accident scene investigators or law enforcement officers will document evidence which they consider to be “significant events ”, such as the beginning of a tire mark, the first gouge mark or the rest position of the vehicles. Although this information gives the forensic engineer a snap shot of the events during the accident, it may not give the detail required to do a thorough analysis. The evidence and information located between the major events can provide further details as to the speed and dynamic motion of the accident vehicles that may be necessary for a complete analysis. To determine the position of the vehicle between the points documented by law enforcement, a forensic engineer can often use the photographs taken at an accident scene which show the physical evidence such as the tire marks or roadway gouges. To determine the location of the physical evidence depicted in the accident scene photographs several methods can be used such as camera matching, photogrammetry , and photo rectification. In order to accurately place the evidence, basic dimensions of the roadway and surroundings should be determined from measurements taken by the officers at the scene or by subsequent inspection. To determine the exact roadway or median geometry, a laser survey can be utilized by either a forensic engineer familiar with the equipment or an independent surveying company. Once the available data is collected, camera matching, photogrammetry, or rectification can be performed. The following demonstrates each of those three processes. Camera Matching Camera matching involves the use of the accident scene photographs depicting various points of evidence at the scene of the accident. Camera matching begins with a close review of the available photographs to determine the extents of the accident site which must be surveyed. The next step is to perform an accurate 3-dimensional survey of the accident site to document reference features which are depicted in the photographs. The survey data is then used to create a three dimensional model of the roadway surface using CAD software. The survey data is then combined with the accident scene photographs, both of which are imported into a three dimensional software package, such as 3D Studio Max. Using camera matching techniques, a virtual camera can be positioned relative to the 3D roadway surface with the same specifications and orientation as the camera used by the investigator. Once the camera is properly positioned, the physical evidence can then be mapped from the photograph onto the 3D roadway. Data obtained in this manner can then be used in the creation of a two or three dimensional accident scene drawing . Photogrammetry Another method of documenting physical evidence is through the use of photogrammetry. Photogrammetry is a technique that determines the three-dimensional geometry of object on the accident scene from two dimensional photographs. The three dimensional coordinates of the objects in the photographs are determined after the virtual camera is positioned in the virtual space. With the virtual camera properly positioned, the specifications of the camera and the vanishing point in the photographs can be determined. In some cases, the only evidence available may be photographs. Even though the vehicles or tire marks may no longer be available, the photographs can be used to extract “lost” evidence. For example, a vehicle involved in a rollover may have been crushed or salvaged years before the engineer’s involvement, but the deformation to the vehicle is still crucial to the investigation. To evaluate the damage, photogrammetry can be used on the available photographs to quantify the extent of the damage. With sufficient photographs taken from several positions around the vehicle and knowing certain dimensions of the vehicle, such as the wheel base, a scaled three dimensional model of the crushed vehicle can be produced. Photographs from several viewpoints can be imported into software such as PhotoModeler and then the forensic engineer can select points common in each photograph. After the common points are selected on the photographs and the camera specifications are entered into PhotoModeler, then the software, which is based on known principles of optics and photogrammetry, can calculate the location of each selected point in a three dimensional coordinate system. The data can then be exported to a 3D software program to create an accurate scaled model of the damaged vehicle. The forensic engineer can then use the model of the crushed vehicle to aid in determining vehicle positions, speeds, and intrusion into the occupant compartment , as a result of the roll sequence. Photographic Rectification Photographic rectification is another tool the forensic engineers have at their disposal to analyze physical evidence that may not have been measured by the investigating officer. Two dimensional (2D) rectification is the process of transforming a single photograph which is oblique to a planar surface into an orthographic image or a top-down view . This simplified form of photogrammetry is applicable only to photographs in which evidence is located on a relatively flat, planar surface such as a roadway (a typical occurrence in vehicle accident investigation). A computer program such as PC-Rect can be used to import and rectify a digital photograph or digital scan of a photograph. The process involves the forensic engineer defining and locating known roadway dimensions in the photograph, such as lane line spacing, lane widths, etc. The program uses these dimensions to calculate the position, orientation, and specifications of the camera. If some or all of the information about the position of the camera or specifications are known to the engineer, the data can be entered into the software for increased accuracy. The rectification process itself can be visualized as the reverse of the photographic process. When the photograph is taken, photons of light are projected from the road surface, through the camera lens and onto the image plane (the film). For the 2D rectification, it is assumed that the point on the road, the focal point of the camera and the point on the image plane are collinear. To rectify the photograph, the “light” is projected from the camera position (the focal point), through the image plane (the photograph, located a distance of the lens focal length times the image magnification factor from the focal point) and onto a planar surface. The resulting bitmap image has the appearance of taking the photograph and stretching it onto the roadway. With the proper definition of the area to be rectified and good reference dimensions in the photograph, high accuracy can be achieved, resulting in scale images in which measurements of evidence important to the accident investigation can be taken. Conclusion Overlooked or undocumented evidence can be retrieved and quantified as long as photographs of such evidence are available. Using photographs of the accident scene or of the vehicle, “lost” evidence can be accurately determined using several scientifically based methods, such as camera matching, photogrammetry, and rectification. The accuracy of the photogrammetry methods are a function of the quality of the photographs, the available dimensional data, and skills of the forensic engineer. The more information available, documented, and collected by the forensic engineer, the greater the potential accuracy of the analysis. The available techniques to retrieve the evidence such as camera matching, photogrammetry, and rectification are well-accepted and published scientific methods and have been accepted by State and Federal courts and have successfully passed Daubert challenges. References Massa, David J. “Using Computer Reverse Projection Photogrammetry to Analyze an Animation.” Society of Automotive Engineers (SAE) paper 1999-01-0093 (1999). Cliff, William E., Duane D. MacInnis, and David A. Switzer. “An Evaluation of Rectified Bitmap 2D Photogrammetry with PC-Rect.” Society of Automotive Engineers (SAE) paper 970952 (1997). Neale, William, T.C., Steve Fenton, Scott McFadden and Nathan A. Rose. “A Video Tracking Technique to Survey Roadways for Accident Reconstruction.” Society of Automotive Engineers (SAE) paper 2004-01-1221 (2004). Fenton, Stephen, and Richard Kerr. “Accident Scene Diagramming Using New Photogrammetric Technique.” Society of Automotive Engineers (SAE) paper 970944 (1997). Grimes, Wesley D. “Computer Animation Techniques for Use in Collision Reconstruction.” Society of Automotive Engineers (SAE) paper 920755 (1992). Campbell, A. T. III and Richard L. Friedrich. “Adapting Three-Dimensional Animation Software for Photogrammetry Calculations.” Society of Automotive Engineers (SAE) paper 930904 (1993). Grimes, Wesley D. “Classifying the Elements in a Scientific Animation.” Society of Automotive Engineers (SAE) paper 940919 (1994). Grimes, Wesley D., Charles P Dickerson and Corbett D. Smith. “Documenting Scientific Visualizations and Computer Animations Used in Collision Reconstruction Presentations.” Society of Automotive Engineers (SAE) paper 980018 (1998). Bohan, Thomas L. and April A. Yergin. ‘Computer-Generated Trial Exhibits: A Post-Daubert Update. Society of Automotive Engineers (SAE) paper 1999-01-0101. (1999). Pepe, Michael D., James S. Sobek, D. Allen Zimmerman. “Accuracy of Three-Dimensional Photogrammetry as Established by Controlled Field Tests.” Society of Automotive Engineers (SAE) paper 930662. (1993). Tumbas, Nicholas S., J. Rolly Kinney, and Gregory C. Smith. “Photogrammetry and Accident Reconstruction: Experimental Results.” Society of Automotive Engineers (SAE) paper 940925 (1994). Rentschler, Walter and Volker Uffenkamp. “Digital Photogrammetry in Analysis of Crash Tests.” Society of Automotive Engineers (SAE) paper 1999-01-0081 (1999). Smith, Gregory C., and Douglas L. Allsop. “A Case Comparison of Single-Image Photogrammetry Methods.” Society of Automotive Engineers (SAE) paper 890737 (1989). Switzer, David A. and Trevor M. Candrlic. “Factors Affecting the Accuracy of Nonmetric Analytical 3-D Photogrammetry Using Photomodeler.” Society of Automotive Engineers (SAE) paper 1999-01-0451 (1999). Pepe, Michael D., James S. SObek and Gary J. Huett. “Three-dimensional Computerized Photogrammetry and its Application to Accident Reconstruction.” Society of Automotive Engineers (SAE) paper 890739 (1989). Pepe, Michael D., Eric Grayson and Andrew McClary. “Digital Rectification of Reconstruction Photographs.” Society of Automotive Engineers (SAE) paper 961049 (1996). Kullgren, A., A Lie, and C. Tingvall. “The Use of Photogrammetry and Video Films in the Evaluation of Passenger Compartment Measurement and Occupant-Vehicle Contacts.” Society of Automotive Engineers (SAE) paper 950239 (1995). Main, Bruce W., Eric A. Knopf. “A New Application of Camera Reverse Projection in Reconstructing Old Accidents.” Society of Automotive Engineers (SAE) paper 950357 (1995). Wester-Ebbinghaus, Wilifried and Ulrich E. Wezel. “Photogrammetric Deformation Measurement of Crash Vehicles.” Society of Automotive Engineers (SAE) paper 860207 (1986). ​ ​

Ted Archuleta Forensic Animator Email Ted Mr. Archuleta specializes in: ​ Forensic Animations Forensic Graphics Visibility Studies Sight Line Analyses Video matching Photogrammetry Mr. Archuleta is a forensic animator who specializes in creating physically accurate 3D animations, models, and graphics for use in litigation. These are then used to demonstrate time/space analysis of events, visibility issues, as well as patent disputes or product failure analysis. Mr. Archuleta has had animations, models and graphics admitted to federal and state courts. As a forensic animator, Mr. Archuleta has attended dozens of vehicle and scene inspections, involving trains, passenger cars, tractor/trailers, motorcycles, bicycles, and pedestrians. Mr. Archuleta works directly with the engineering team to document evidence for use in the recreation and analysis of client deliverables. Mr. Archuleta also specializes in Photogrammetry, a process involving the extraction of 3D data-sets from overlapping 2D photos. With this information Mr. Archuleta uses Photogrammetry to create accident scene diagrams or to determine undocumented distances or locations of evidence at an accident scene. He can also use Photogrammetry for precisely measuring the crush depth on vehicles involved in the accident (which assists Veritech's engineers in determining vehicle speeds). Finally, Mr. Archuleta is skilled at analyzing surveillance video or dash cam footage, to obtain additional information for his engineering team to use when they are compiling evidence to support their opinions. Prior to utilizing his skills for producing forensic animations, Mr. Archuleta used LiDAR, CAD, and 3D Studio Max to create HAER documents, 3D animations, and 3D models of dozens of historical sites around New Mexico, Colorado and Texas. His work was also featured in a 2003 cover story POB Magazine, regarding the use and future of laser scanning technology. Mr. Archuleta has over 15 years of animation, drafting, and graphics experience. Some of Mr. Archuleta's work has been featured locally on Denver news affiliates NBC, CBS, and Fox, as well as nationally on MSNBC and CNN.

About Veritech “When you want to know how things really work, study them when they’re coming apart.” ~ William Gibson ​ Veritech's History Founded in 2008 with the vision to provide the highest quality forensic engineering services to clients. This vision relies on three core values: excellence, honesty, and integrity. The name Veri-tech derives its meaning from the Latin word veritas, meaning truth, and tech, from technology. From its inception, Veritech has dedicated itself to discovering the truth through peer-reviewed forensic engineering techniques and technology. Veritech's commitment to quality rests in our trust that reliable engineering practices, thorough analysis, and an unwavering allegiance to our core values will produce the best results for our clients and customers. Over a decade later, clients that have worked with us can attest to our reliability, quality, and accuracy in the work that we do. ​ ​ Who We Are We are a group of forensic engineering professionals who are experienced and qualified in the areas of accident reconstruction, patent evaluation, mechanical design evaluation, product liability, and failure analysis. Our team consists of licensed Professional Engineers with testimonial experience in both deposition settings and courtroom appearances. Please visit our Accident Reconstruction and Forensic Engineering pages on this website for more information, or contact us directly to speak with one of our professional engineers. ​ ​ What We Do We see ourselves as partners with our clients in the pursuit of the truth; we want to understand what actually happened in order to convey it to our clients. To accomplish this goal we employ our arsenal of engineering expertise, drive for excellence, and technical finesse and apply them to every investigation, whether it involves accident reconstruction, failure analysis, or patent infringement. At the forefront of our efforts is a deep commitment to our clients. We work hard to serve you through honest engineering, accurate answers, and clear communication so that you are equipped to make the best decision possible for your case. No matter how complex the case, we will stand firm in our commitment to excellence, honesty, and integrity. Where We Work Conveniently located near Denver, Colorado, Veritech has investigated matters in all 50 states as well as internationally in Canada and Europe. ​ Mailing Address: ​ Veritech Consulting Engineering, LLC 4833 Front Street, Suite B, #423 Castle Rock, CO 80104 ​

Commercial Vehicle Accident Reconstruction Heavy Truck, Semi Tractor-Trailer, and Articulated Vehicle Crash Analysis Accidents involving commercial vehicles are often associated with large financial loss and significant injuries to the occupants of other vehicles involved. A fully loaded tractor-trailer can weigh 80,000 pounds, which is nearly twenty times as much as a passenger vehicle. This large difference in weight can complicate the accident reconstruction with seemingly disproportionate damage. Additionally, the difference in weight between a fully loaded semi tractor-trailer versus a passenger vehicle can mean that the injury severity and impact severity are much more amplified for the lighter vehicle. Commercial vehicles are heavy-duty trucks by many different names: ​ Semi Tractor Trailers Heavy Trucks Multi-Axle Trucks Concrete Trucks (In-Transit Mixers) Box Trucks Garbage Trucks Over The Road (OTR) Trucks Long-Haul Trucks ​ ​ Some areas of investigation that are unique to commercial vehicles include: ​ Brake Systems Analysis Analysis of "Black Box" Data from the vehicle's Engine Control Module (ECM) Analysis of Onboard Camera Footage (a.k.a. DashCam, or DriveCam), Global Positioning System (GPS) Data ​ ​ Our forensic engineers understand the mechanical systems of commercial vehicles and are experienced at incorporating their unique data and evidence into our commercial vehicle accident reconstructions. Please review the sections below for more information on unique areas of investigation tailored to commercial vehicle accident reconstruction. ​ ​ ​ ​ ​ ​ ​ Commercial Vehicle Braking Systems The braking systems utilized on commercial vehicles are substantially different than the systems used on passenger vehicles. Commercial vehicles frequently utilize air brake systems while passenger vehicles employ hydraulically actuated systems. Air brake systems, (a.k.a. pneumatic brake systems) are relatively simple in their construction and have proven to be robust and reliable systems when properly maintained. However, air brake systems are not infallible and require frequent inspection to ensure their proper operation. Brake systems that are air actuated are manufactured under specifications that rely on frequent inspection following rules set forth by federal standards. ​ The standards related to brake system inspection are described in the Code of Federal Regulations (CFR) 49, part 396. This standard, frequently referred to as the DOT inspection standard, outlines that brake systems must be inspected for proper operation and condition. Common adjustment terms that are used in the field include “slack adjuster” and “pushrod stroke”, as well as “lining thickness”, to name a few. Typically a DOT inspection is performed routinely on a commercial vehicle, however there are many times where a semi with bad brakes has been involved in an accident, requiring a specialized eye to determine if the brakes contributed to the said accident. Veritech Engineers have performed hundreds of commercial vehicle accident reconstructions and are often called upon to evaluate the condition and operation of a vehicle’s air brake system to determine if it contributed to the accident. ​ ​ Commercial Vehicle Black Box and Engine Control Module Data “Black box” data associated with commercial vehicles involved in an accident is becoming more common and is proving to be a valuable tool for accident reconstructionists. There are several sources for obtaining pre-crash data from a commercial vehicle; the most common source of data comes from the vehicle’s Engine Control Module (ECM). Beginning in the late 90’s, manufacturers starting incorporating the ability to access the ECM for data analysis after an incident; currently every major commercial vehicle manufacturer supports ECM data downloads for newly manufactured vehicles. It is important to note that, although the ECM may contain valuable pre-crash information, the ECM recording capability was developed primarily to aid service and maintenance personnel and was not originally intended to be used as an accident reconstruction tool. ​ In addition to the semi tractor-trailer Engine Control Module, there are other modules that have valuable data stored on them. For instance, a truck’s brake controller typically stores faults and errors associated with the truck’s braking system. Because most heavy trucks are an assembly of different components from different manufacturers, it is common to have components that are designed to log data individually, and communicate directly with the vehicle’s ECM. Therefore, these individual components, such as brake controllers, may have an impressive data logging capability. Knowing how to properly interpret this data, and correlate such data to an accident or physical evidence, is the job of a competent forensic engineer. ​ Veritech engineers understand the capabilities, limitations and pitfalls of the various manufacturers’ systems and are skilled at accurately interpreting the recorded data. There are certain nuances that must be known prior to attempting a data download from a multi-axle semi, and in extreme cases, if these nuances are not known and accounted for, the stored data can be deleted or overwritten. Therefore, knowing how to safely access the data before the download is performed is imperative. The data recorded by each manufacturer’s ECM does not follow a standard protocol, which, in addition to complicating the download, also results in potential pitfalls and misinterpretation by inexperienced accident reconstructionists. Veritech's forensic engineers have experience in accident reconstruction involving commercial vehicles and have authored peer-reviewed publications with the Society of Automotive Engineering on aspects related to commercial vehicle accident reconstruction. ​ ​ Commercial Vehicle Dashboard Camera Video Analysis More and more, it is becoming common for all types of cars, trucks, and semis to utilize an onboard camera that constantly records a video of the events occurring during an operator’s drive. The view is typically out the front of the vehicle and through the windshield, pointed in the direction that the driver is viewing. These cameras are often wide-angle views, meant to capture a wide range of view during recording, and can typically record a snippet of video at the command of the vehicle’s driver. On-board cameras that are custom tailored to semi tractor-trailers and other commercial vehicles are manufactured by many companies, however two of the biggest names in the industry are DriveCam and DashCam. Videos that record a subject accident provide useful information pertaining to the accident. Moreover, Veritech’s photogrammetry and videogrammetry capabilities allow us to take these videos even further, and extract scientifically accurate measurements, distances, speeds, and even accelerations from the vehicles through the video. This advanced analysis of videos has proven to be extremely useful in accident reconstruction, determining perception-reaction issues, and determining accurate time and space relationships for the moments leading up to and accident. Forensic engineers at Veritech pride themselves with being industry leaders in the areas of photogrammetry and videogrammetry and have successfully implemented these cutting-edge techniques for hundreds of accident reconstructions . ​ Commercial Vehicle GPS Data Analysis Another piece of technology used routinely on semi-tractor trailers and other commercial vehicles is tracking provided by Global Positioning System, otherwise termed GPS data. The data from GPS tracking typically includes vehicle position at one-second intervals. From this incremental GPS positioning, items such as speed and acceleration calculations can be determined. It is important to note that GPS data is not perfect. The biggest issues are two-fold: First, the refresh rate of the data is typically provided every second. In accident reconstruction, a lot can happen between the one second intervals, and these events may not be recorded by the GPS system. ​ ​ Secondly, GPS position can be relatively inaccurate compared to true location. For example, typical positioning error can be on the order of 7 to 10 feet. In forensic engineering and accident reconstruction, an error of possibly 10 feet could have a noticeable influence on the speed and position calculations. These issues, while not insurmountable, need to be considered by a forensic engineer with experience in dealing with GPS data. ​ Dynamics Associated with Articulated Vehicles Inherent with many commercial vehicles is the ability to haul loads carried on trailers. These trailers can haul a significant amount of weight. Moreover, semis have the ability to tow more than one trailer at a time. The articulation of tractor trailers as they navigate roadways results in unique dynamics or behaviors that must be taken into consideration during a commercial vehicle accident reconstruction. Trailers pivot around a single point, referred to as a kingpin, which can become detached during an accident. This scenario leads to a vehicle that was influenced by the trailer connection prior to the collision, but not influenced after contact. Therefore, special care must be used in reconstructing these accidents. Determining vehicle dynamics with articulated vehicles takes into consideration “off-tracking” of the wheel paths , trailer dynamic stability, as well as the weight distribution and vehicle geometry. ​ Veritech's engineers have experience in accident reconstruction involving commercial vehicles and have authored peer-reviewed publications with the Society of Automotive Engineering on aspects related to commercial vehicle accident reconstruction. ​ Please contact one of our licensed professional engineers at 303-660-4395 to discuss your commercial vehicle accident reconstruction 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

Motorcycle Accident Reconstruction Motorcycle Accident Reconstruction and Forensic Engineering Analysis Motorcycle accident reconstruction requires specialized training and a thorough understanding of the dynamics and operation of motorcycles. Veritech’s lead motorcycle expert has over 30 years of experience riding and racing motorcycles, which includes competing as a licensed professional rider in the AMA Supersport and Formula Extreme classes. In addition to his riding experience, our expert has 8 years of experience working in the Research and Development division of a major motorcycle manufacturer as a test and development engineer for power-sports vehicles such as motorcycles, ATVs and UTVs . This hands-on experience, combined with his degree in mechanical engineering, licensure as a Professional Engineer, and certification as a Forensic Engineer gives him unparalleled credentials and qualification in understanding the vehicle dynamics, physical damage, and rider actions associated with motorcycle accidents. ​ ​ What is involved in a Motorcycle Accident Reconstruction? The investigation and reconstruction of a motorcycle accident begins with a thorough analysis of the available physical evidence. The physical evidence associated with a motorcycle crash can often be analyzed in 4 distinct stages: the braking phase, sliding phase, impact phase, and post-impact-to-rest phase. Each of these stages present an accident reconstructionist with unique challenges, especially for those not intimately familiar with motorcycles. ​ ​ 1. The Braking Phase - Motorcycles have historically come equipped with braking systems in which the front and rear brakes are operated independently; the front brake is actuated with the right hand while the rear brake is actuated with the right foot. As a result, tire skid marks that are associated with a motorcycle accident must be evaluated as originating from the front tire, the rear tire, or a combination of both. Proper evaluation of various characteristics of the tire mark such as skid length, width (and the change in width), intensity, direction, and striations are essential for the proper reconstruction of a motorcycle accident. As an example: a motorcycle can slow down about twice as fast with just the front brake as compared to just the rear brake. Therefore, if a tire mark is misinterpreted as originating from the front tire when it was actually deposited by the rear tire, then the calculated speed will be inaccurate. ​ ​ 2. The Sliding Phase - In many motorcycle accidents, the motorcycle and rider will fall to the ground prior to contacting a stationary object or another vehicle. Once the vehicle falls to the ground, the crash sequence enters the sliding phase. During the sliding phase it is common for the motorcycle to deposit scratches and gouges in the roadway. These scratches and gouges must be evaluated as to their severity in order to understand the vehicle’s deceleration rate and to accurately calculate the corresponding loss of speed. Furthermore, analysis of the roadway surface (asphalt, concrete, gravel, etc.) as well as the surface condition (wet, dry, loose dirt, etc.) must be evaluated. Another point of consideration that is unique to motorcycles is that when a motorcycle falls to the ground it is common for the rider to separate from the motorcycle. As such, the rider’s motion and trajectory can be, and should be, evaluated separately from the motorcycle. ​ ​ 3. The Impact Phase - The impact stage of a motorcycle accident typically results in physical damage to both the subject motorcycle as well as the object which made contact with the motorcycle. A proper motorcycle accident reconstruction takes into consideration the severity of the damage to all vehicles (or objects) involved and often requires an understanding of the design and construction of the motorcycle’s components in order to accurately evaluate the damage associated with an impact. ​ ​ ​ 4. Post-Impact to Rest - The final phase in a motorcycle accident sequence occurs after the motorcycle and/or rider impacts an object then slides or tumbles to their final rest position. If the rider had separated from the motorcycle prior to impact, then it is likely that there will be 2 distinct impact locations as well as 2 distinct impact-to-rest trajectories; each of these should be evaluated separately. Alternatively, if the rider did not separate from the motorcycle prior to impact, then it can be expected that there will be a single impact area but there still may be 2 distinct post-impact trajectories. For example: one relatively common impact scenario is where an upright motorcycle runs into the side of a car. At impact the rider is often launched forward, at an upwards trajectory, while the motorcycle may stop or spin away from the impact. This scenario would require an evaluation of the vehicles’ damage as well as an analysis of the rider’s trajectory and throw distance. ​ Veritech’s motorcycle accident reconstruction expert is able to draw on his knowledge and experience as an avid rider and former AMA pro-level road-racer to evaluate and understand a rider’s actions and inputs as well as a motorcycle’s response to the rider’s inputs during emergency maneuvers. He is able to utilize his manufacturing and design engineering experience to understand motorcycle component failure analysis and product liability issues. Finally, he can draw on his experience as an accident reconstructionist and forensic engineer to evaluate all of the available evidence and to put all of the pieces of the puzzle together. The combination of training, education and experience gives our motorcycle accident reconstruction expert unmatched credentials and authority. Additionally, our motorcycle expert has been qualified by numerous courts around the country and internationally to give expert witness testimony in the areas of mechanical engineering, accident reconstruction, motorcycle vehicle dynamics, and motorcycle riding techniques and practices. Please contact Veritech's motorcycle 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: Operation of the Eaton VORAD Collision Warning System and Analysis of the Recorded Data David Danaher, P.E., Jeff Ball, Ph.D., P.E., Trevor Buss, P.E., and Mark Kittel, P.E., D.F.E. Abstract The Eaton VORAD Collision Warning System is utilized by many commercial trucking companies as a driver’s aid to improve vehicle and driver safety. The system is equipped with forward and side radar sensors that detect the presence and movements of vehicles around the truck and to alert the driver of other vehicles’ proximity. When the sensors detect that the host vehicle is closing on a vehicle ahead at a rate beyond a pre-determined threshold, or that a nearby vehicle is located in a position that may be hazardous, the system warns the driver visually and audibly. The system also monitors parameters of the vehicle on which it is installed, such as the vehicle speed and turn rate, as well as the status of vehicle systems and controls. The monitored data can be captured and recorded by the VORAD system and can be extracted in the event that the vehicle is involved in an accident. The recorded data can show the movement and speed of the host vehicle as well as the position and speeds of other vehicles relative to the host vehicle prior to the incident. This paper will discuss the operation of the VORAD system, including the installation of the system, the configuration of the CPU, and the sources from which data is obtained for the various recorded parameters, as well as the analysis and interpretation of the recorded data. Introduction The Eaton VORAD EVT-300 Collision Warning System is designed to assist the driver in detecting potential hazards, and also to reduce the likelihood of accidents and promote safer driving habits. The EVT-300 Collision Warning System is a high frequency radar system that can be fitted to most commercial vehicles. The EVT-300 is designed to detect potential hazards in the surrounding area of the vehicle and to warn the driver of those potential hazards. The system can track multiple vehicles at one time that are traveling in front or to the side of the host vehicle. If there is a potential hazard detected by the EVT-300, the system warns the driver by means of a small display mounted in the driver compartment which emits a series of lights and audible sounds in intervals from three seconds to a half-second to warn the driver prior to an accident occurring [3]. Description of Components The EVT-300 is an aftermarket unit that is designed to be installed on a variety of commercial trucks and to interface with the base ECM. The system consists of an antenna assembly (forward looking radar), optional side sensor, central processing unit (CPU) with gyroscope, driver display, optional side sensor display, and wiring harness. Antenna Assembly - The antenna assembly mounts to the front of the truck and transmits and receives low power, high frequency radar signals. The radar signal has a 12 degree beam width and has a range up to 350 feet, the system can monitor 20 objects simultaneously, regardless if the objects are moving or not. The signals are transmitted from the antenna assembly away from the front of the truck and towards an object within the radars range. The radar signal then reflects off the object and is received back by the antenna assembly. The system uses the Doppler effect to determine relative speeds of other vehicles compared to the speed of the host vehicle. The antenna assembly then compares the difference between the transmitted signal and the received signal, and processes the data. The data is then digitally converted and sent to the central processing unit for further evaluation [4]. The total system has an accuracy of: range 5% ±3 feet, velocity 1% ±0.2 mph, Azimuth ±0.2 degrees [3]. Central Processing Unit - The central processing unit (CPU) is essentially the brain of the unit in conjunction with the forward and side sensors. The CPU collects the data from the attached VORAD sensors (forward antenna, side sensor and internal gyroscope) as well as from the host vehicle’s ECM (vehicle speed, brake signal, and turn signals). The CPU analyzes the data to determine if there is a potential hazard for the driver and sends the appropriate signal to the driver display unit if necessary. The CPU also has an optional function that can be used for accident reconstruction that records data in the CPU memory for several minutes prior to an accident. The data can then be downloaded by Eaton VORAD at their facilities [4]. The memory feature will be discussed in further detail later in this paper. Gyroscope - The gyroscope is located in the CPU and monitors the rate at which the vehicle is turning. The gyroscope is designed to measure the orientation of the vehicle based on the principles of angular momentum [4]. Driver Display Unit - The driver display unit (DDU) has two control knobs, one for the range and the other for the volume, three colored (yellow, orange, red) warning lights, a green power light, a red system failure light, and a light sensor. The unit is also equipped with a speaker that produces audible tones to alert or warn the driver if the vehicle is near an approaching object. The unit may also have a slot to allow an optional Driver Identification Card [4]. Side Sensor - The side sensor is similar to the antenna assembly in that it transmits a radar signal. The sensor can detect objects from two to ten feet from the side of the truck, typically the right. The data is then sent to the CPU for processing which then determines if any lights or audible warnings are necessary for the driver [4]. Side Sensor Display - The side sensor display has a yellow “no vehicle detected” indicator light and a red “vehicle detected” light. The display also has an ambient light sensor to allow the automatic adjustment of the lights in various ambient lighting conditions [4]. Wiring Harness - The wiring harness is used to connect all the external inputs and sensors such as the CPU, antenna assembly, driver display unit, side sensor, and side sensor display. Data Acquisition The VORAD EVT 300 system obtains accident reconstruction related data from the host vehicle for three vehicle parameters: host vehicle speed, brake status, and turn signal activity. The host vehicle speed data is produced independently of the VOARAD system; the VORAD system simply monitors and records the speed data produced by the vehicle. This data can be acquired by wiring directly from the vehicle’s speedometer circuitry, or from the vehicle’s central data bus. In either case, the source of the vehicle speed data is the same as the data that is utilized by the vehicle’s speedometer. In typical modern heavy truck installations, speedometer data is typically produced by a system that monitors the electronic pulses from a sensor reading a toothed wheel that is incorporated into the vehicle’s drive train. The speedometer system is calibrated to the number of pulses per revolution of the sensing wheel, the number of revolutions per mile of the drive wheels on the truck, and the necessary gear ratios. Therefore, the accuracy and precision of the host vehicle speed data reported by the VORAD system is entirely dependent on that of the vehicle’s own speed monitoring system. Changes to vehicle equipment, such as non-OEM wheels and tires, may affect the calibration of the speed monitoring system, and situational occurrences such as locked or semi-locked drive axles during braking may affect the accuracy of the data. Therefore, considerations should be made when interpreting the speed data reported by the VORAD system. The data available regarding the status of the host vehicle’s brakes is again acquired either through a direct connection to the vehicle’s brake light circuitry, or through the central data bus. The EVT-300 system monitors and records only the binary status of the brake system; i.e. whether the brakes are on or off. This data corresponds with the activation of the host vehicle’s brake lights. Therefore, while the system will record information as to when the vehicles brakes are applied, it does not monitor the level at which the driver applies the brakes, or the level of depression of the brake pedal. The EVT-300 system does report on the level of deceleration of the vehicle by way of a thin or thick line in the data plots that can be produced by the system, but this information is obtained by derivation of the speed data and not from the brake circuitry. The VORAD system monitors turn signal activity directly from the turn signal light bulb circuitry. Similar to the brake system, the EVT-300 only monitors the binary status of the turn signal circuitry. In some installations with a single side radar sensor mounted on the right, the VORAD system may only monitor the status of the right-side turn signal circuitry. Otherwise, the system records turn signal activation when either the right or left turn signal or the four-way emergency flashers are activated, and it does not distinguish which type of activation is occurring. The source of the recorded turn signal activity can be determined through review of the CPU configuration and inspection of the system installation. ​ Recorded Data One of the most valuable features of the Eaton VORAD system is its ability to provide a commercial truck driver with additional information and warnings that enhance driver awareness and ultimately highway safety. In addition to this, the VORAD system also has the ability to record and store the data that it monitors. This information can be invaluable to an accident investigator or reconstructionist should the vehicle be involved in an accident. The VORAD system records data from the truck on which it is installed that is typical of other Event Data Records that are increasingly common on heavy trucks today, such as speed, control status, and fleet maintenance information. Additionally, the VORAD system also has the ability to record information regarding other vehicles in the vicinity of the host vehicle that may be involved in the accident with the truck through the use of its radar sensor system. This additional benefit is unique relative to typical truck EDR’s , and may provided evidence to a reconstructionist that would otherwise be unavailable. System Memory - The EVT-300 system is capable of recording between approximately 2 and 10 minutes of data. The total amount of recorded time is dependent on the number of objects that the system is detecting during the time period. In other words, as more objects are detected by the system, more memory is required for each time step, and the total duration of recorded time is reduced. The memory of the system acts as a rolling buffer; as the truck continues to drive, the oldest data is overwritten by the newest data. If the truck stops, the most recent data remains in the system. If it is deemed necessary (as in the event of a motor vehicle accident) the CPU memory can be frozen such that it will not be overwritten if the truck continues to drive. The memory is frozen by pushing the “Range” button on the driver display unit for approximately 5 seconds. The stored memory is confirmed by a green light on the display unit blinking 8 times. Furthermore, the system contains two memory “sections” in which it can record data. When the first memory section is frozen, data is then recorded in the second memory section. If the truck has not been driven after the first memory section has been frozen, no data will be present in the second memory section. It should be noted that in some versions of the VORAD system, the frozen memory section may be cleared if the data has not been extracted within 30 days. This will only occur if the truck has been driven or if power is supplied to the unit after the memory is frozen. The CPU contains a battery back-up system that allows the recorded data to be retained for approximately 5 years without power supplied to the CPU. In the event that the VORAD memory has been frozen, the VORAD CPU can be removed from the vehicle and sent to Eaton VORAD for extraction. This process involves transferring the CPU data to a separate memory card, and then reading the extracted data using proprietary software developed by Eaton. Once the data has been transferred from the CPU to the memory card, it is automatically erased from the CPU. An important step in the extraction processes involves correlating the recorded time and date on the CPU data to the actual time of the extraction. This is done so that any discrepancy in the CPU time versus the actual time of extraction can be accounted for to determine the specific time of occurrences that may be shown in the data reports. Data Reports - After the data has been extracted by Eaton, the information is then presented in the form of a Basic Data Report, available from Eaton VORAD for a fee. The Basic Data Report generally includes approximately 5 minutes of data, typically correlated to the likely event of interest, such as a clear hard braking occurrence in the data. The Basic Data Report includes a series of graphical plots that depict the recorded parameters in a visual form, as well as a section that describes data presented in the graphical plots (although only in a generic sense and not specific to the subject data). AR Data Header – The AR Data header “provides information about the VORAD model, software type, vehicle ID and other pertinent system information.” This data also contains information about the contents and status of the system memory. For example, the second line of the AR Data header indicates whether the CPU memory was frozen by displaying a “0” for no or a “1” for yes. There are 4 lines in the AR Data header that begin with “cr:” The first two lines refer to the first memory section, and the third and fourth lines refer to the second memory section. If no data was recorded in the second memory section, the “count” value (denoted “cnt”) will read 0. CPU Configuration – The CPU Configuration section of the data report contains information regarding the settings for the system, the installation of the system, and as well certain “checks” in place to confirm the validity of the system configuration. The data validity checks are located in the first two lines of the configuration table. The first is denoted “S,CERROR.” A value of 1000 following this indicates that the system performed a successful reading of the CPU configuration. The next check is denoted “S,PERROR” and for this, a value of F indicates that no single value of the CPU configuration was read incorrectly. The remainder of the CPU configuration parameters are presented by the parameter name, followed by the value to which the parameter is set, and then a description of either the value that is indicated, or of the binary logic that applies to the parameter. The details of the CPU Configuration parameters are shown in Appendix A. Graphical Plots – The Basic Data Report contains graphical plots of the data that has been extracted from the VORAD CPU. A detailed description of the data that is presented in the graphs is included with the Data Reports; therefore this paper will provide a brief overview and focus on details that are not discussed in the provided material. There are 9 parameters represented on the graphical plots: ​ Object Distance (feet) – This plot shows the distance from the radar on the host vehicle to the various objects that the system detects. The system uses different colors on the plot to differentiate between the various objects that the system picks up. However, there may be occasions in which the object detection signal is weak or is lost for a brief period, and when the system re-establishes a signal for the object, it may assign a new color to the object when in fact it is the same object that was previously depicted. This occurrence can be recognized by examining the trend of the line shown in the graph. Cross Range (feet) – This plot shows the lateral distance of the detected objects relative to the projected centerline of the host vehicle. The colors shown on this plot correspond with those of the Object Distance plot. It is noted in the provided description of this graph that this data is not adjusted relative to the turn rate data for the host vehicle. Therefore the data shown in this plot will be affected when the vehicles are driving in a curve.Although this is how the data is depicted in the graph, the CPU does account for the road curvature when issuing driver alerts. Object Speed (miles per hour) – This plot shows the ground speed of the objects being detected by the radar, again with colors that correspond with those in the Object Distance plot. This data is calculated based on the recorded speed of the host vehicle and the relative speed of the detected objects as measured by the radar. Host Speed (miles per hour) – This plot shows the ground speed of the host vehicle. The actual speed data points are depicted as dots, and a line is fit to these data points. Data values for the host speed are recorded when there is a change in the speed of the vehicle. Host Turn Rate (degrees per second) – This plot shows the rate of change of the directional heading of the host vehicle. It is important to recognize that this plot does not depict the vehicle’s heading. The actual vehicle heading is a function of the turn rate and the speed that the vehicle is traveling. The color of the turn rate plots corresponds to calculated lateral acceleration thresholds that the vehicle reached. Brake Status – This plot depicts a line that shows when the brakes are activated. The thickness of this line is determined by the rate of change of the speed data that is acquired from the vehicle. A thicker line indicates a greater rate of deceleration. The thickness of the line depicted is therefore not a direct measure of how hard the brakes are applied. Alarm Status – The type of alarm that is activated is depicted by the coded color and thickness of the line. A thicker line does not indicate an increase in the volume of the alarm, although the thicker lines depict alarm levels that correspond to a greater level of emergency. Side Sensor Status – Displays when an object is detected by the side sensor. The width of the line on the side sensor plot indicates whether the first or second (or both) side sensor has been activated. A narrow line indicates side sensor #1, a medium line indicates side sensor #2, and a thick line indicates that both side sensors are detecting an object. It cannot be determined from the data if a single vehicle or multiple vehicles are being detected by the side sensors. Turn Signal Status – Displays when the host vehicle turn signal is activated. If only the right side turn signal is connected to the unit, the system will not record an activation when the left turn signal is activated. If both the left and right turn signals are connected to the unit, one cannot determine which direction of turn signal is activated from the data. Summary The Eaton VORAD Collision Warning System is unique tool in the commercial trucking industry that helps warn drivers of potential hazards and improves driver safety. In addition to improving highway safety the system also has the ability to store data that can be extremely helpful in the course of an accident investigation . When provided with this data it is beneficial to the investigator to have knowledge of the function and operation of the system, its proper installation, and the ways in which the data is acquired and interpreted. References Murphy, Donald O., and Woll, Jerry D., “A review of the VORAD Vehicle Detection and Driver Alert System”, SAE 922495. Woll, Jerry D., “Vehicle Collision Warning System with Data Recording Capability”, SAE 952619. EVT-300 Collision Warning System: Product literature, Eaton VORAD Technologies, LLC, 13100 E. Michigan Ave., Galesburg, MI 49053, June 2000. EVT-300 Collision Warning System: Installation Guide, Eaton VORAD Technologies, LLC, 13100 E. Michigan Ave., Galesburg, MI 49053, February 2002. EVT-300 Collision Warning System: Driver Instructions, Eaton VORAD Technologies, LLC, 13100 E. Michigan Ave., Galesburg, MI 49053, June 2003. Chakraborty, Shubhayu, Gee, Thomas A., Smedley, Dan, “Advanced Collision Avoidance Demonstration for Heavy-Duty Vehicles, SAE 962195 ​ ​

Forensic Engineering Product Liability, Failure Analysis, Design Defects, and Patent Infringement Issues Analyzed by Board Certified Forensic Engineers Veritech Consulting Engineering employs licensed professional forensic engineers for the investigation and analysis of mechanical failures and motor vehicle accidents. Veritech’s forensic engineers are experienced in product failure analysis and product liability investigation as well as reviewing complex engineering designs for the analysis and evaluation of patent infringement claims. Veritech engineers are selected for their unique and varied backgrounds which enable them to approach complicated problems from several different viewpoints to ensure thorough and accurate solutions. Our extensive experience in forensic engineering matters includes investigations ranging from motor vehicle accidents to unique incidents involving medical equipment failures, construction accidents and various manufacturing or design defects. ​ Forensic Engineering Services: Product Liability and Failure Analysis Patent Infringement Analysis and Evaluation "Black Box" Downloads and Analysis 3-D Drone Surveying and Photogrammetry Courtroom Graphics and Exhibits What is Forensic Engineering? In simple terms, Forensic Engineering involves the investigation of mechanical failures. More specifically, forensic engineering is the application of engineering principles and practices in the analysis of evidence to determine the root cause of a failure or mishap; sometimes this is referred to as “reverse engineering”. Mechanical failures can often be attributed to design defects, manufacturing defects, improper maintenance, or misuse of the product. Forensic engineers may be called upon to investigate a failure for litigation purposes (involving personal injury or large financial loss) or they can be utilized to improve the performance of a product. ​ ​ When is a Forensic Engineer Needed? When a product failure or an accident occurs, it is often accompanied by personal injury or large financial loss. In these situations insurance companies and attorneys are often involved to settle claims or disputes. Forensic engineers are enlisted to assist insurance companies and attorneys with the analysis of the evidence and to determine the cause, or contributing causes, of the failure or mishap. In litigation related investigations, forensic engineers work as independent and unbiased experts to determine the series of events which led to the failure or accident. Once an engineer reaches their conclusions or opinions, they will often detail their findings in a formal report that may be submitted to the court for review by opposing parties or opposing experts. The forensic engineer may also be called upon to provide expert testimony, under oath, regarding the opinions expressed in their report and to answer questions about the methodologies and findings that were relied upon to reach their conclusions. Expert testimony can be required for either a deposition setting, during the discovery process, or at trial in the presence of a judge and jury. The expert testimony provided by a forensic engineer helps explain the engineering analysis that was performed in order to reach a conclusion regarding the origin of a failure. In this setting, it is valuable for the engineer to be able to break down complex engineering principles and present them in an easily understandable manner for the non-technical members of a jury. ​ Common Sources of a Product Failure: Veritech’s Forensic Engineers have performed hundreds of investigations related to product failures and motor vehicle accident reconstructions. Based upon our experience, we have found that the root cause of many failures can be grouped into four main categories: design defects, manufacturing defects, improper maintenance, or misuse. ​ ​ ​ ​ ​ ​ Design Defects: Design defects can be identified by the presence of multiple similar failures of a particular product during foreseeable use. The presence of numerous “other similar incidents”, or OSIs, is an indication of a systemic problem or weakness that is present in all, or many, of the products as manufactured. Examples of design defects include incorrect material specification, improper part thickness, inadequate clearance between parts, or failure to consider the “tolerance stack-up” of an assembly. ​ ​ ​ ​ ​ Manufacturing Defects: Manufacturing defects may present themselves as less common occurrence of a failure under reasonable or anticipated usage. Manufacturing defects can originate from improper manufacturing processes as well as improper assembly. The investigation of manufacturing defects may require a multi-disciplinary approach, incorporating the expertise of material engineers, manufacturing engineers, mechanical engineers, etc. ​ ​ ​ ​ ​ Improper Maintenance: Many products and machines have a manufacturer’s specified maintenance schedule. The maintenance schedule will typically include the replacement of parts which are consumable during use (such as a car’s brake pads) as well as the inspection of parts which are prone to wear out over time (such as articulating joints and pivot points). If the manufacturer’s maintenance recommendations are not adhered to, the result can be excessive play or failure which leads to an incident. ​ ​ ​ ​ Product Misuse: Most of the products which are involved in personal injury or large financial loss require interaction by an operator. Misuse of the product by an operator can take the form of inadequate training or intentional misuse. Failure of an operator to follow training guidelines, operator manuals, or on-product warnings can expose the operator, as well as by-standers, to unnecessary risk of injury. ​ ​ ​ ​ ​ Mitigation of Potential Hazards: There are several methods, techniques, and practices which have been developed to assist manufacturers and design engineers in the proper development of consumer level products. Various risk management tools such as FMEA, Design Hierarchy, and ANSI warning label requirements have been developed to identify and mitigate potential risks. FMEA, which stands for Failure Mode Effects Analysis, is a system that was developed in the 1940’s by the US Military to identify all possible failures in the design, manufacturing, and assembly processes of a product. FMEA has been widely accepted by virtually all major manufacturers of consumer goods as a process analysis tool to identify and eliminate potential failure modes of their product. When properly performed, this step-by-step analysis process allows manufacturers to identify potential problems before they enter the marketplace and take appropriate steps to mitigate the risks to consumers. The Design Hierarchy (or Safety Hierarchy) is a theory related to the proper way to mitigate risks; sometimes referred to the “Design-Guard-Warn” hierarchy. The theory essentially states that the most desirable way to mitigate a hazard is to design the product in a manner in which the hazard does not exist. If the hazard cannot be designed out of the product then the product should contain a guard to prevent the user from encountering the hazard. If it is not possible to design around the hazard or guard against the hazard, then the manufacturer should provide an effective warning to inform the user of the potential hazard. In order for a warning to be effective, it must contain the proper information. The information required for a warning label has been standardized by the American National Standards Institution in the standard designated as ANSI/NEMA Z535.4. Z535.4 states that “A product safety sign or label should alert persons to a specific hazard, the degree or level of hazard seriousness, the probable consequence of involvement with the hazard, and how the hazard can be avoided.” In other words, an effective warning will describe what the hazard is, state what the consequences of the hazard are, and tell the user how to avoid the hazard. Veritech’s forensic engineering team has the training, education, and experience to investigate and analyze incidents involving failures and mishaps associated with a wide variety of mechanical products. Our team has first-hand, industry experience in the engineering, design, development and manufacture of various consumer products and medical equipment. Additionally, our team has been qualified by both state and federal courts and has presented sworn testimony of their investigation findings and conclusions at depositions and trials for consideration by judges and juries. ​

Product Liability and Failure Analysis Engineering Product Liability and Failure Analysis by Board Certified Forensic Engineers Machines and mechanical systems have become increasingly intertwined in our everyday work and personal lives; humans are constantly interacting with and depending upon machines. When a mechanical component or system malfunctions, it can often result in severe injury or death. Analysis of failures involving individual components or complete system failures requires a high level of engineering knowledge and experience, combined with keen investigative and analysis skills, to fully understand the failure mode and to pinpoint the origin of the failure. Veritech’s forensic engineers have found that mechanical failures can often be attributed to design defects, manufacturing defects, operator misuse, improper maintenance or a combination of these factors. In addition to having a thorough understanding of design and manufacturing processes, Veritech’s engineers also understand the tools available to reduce or eliminate the consequences of a foreseeable failure; such tools include “Failure Modes and Effects Analysis” (FMEA), the “design hierarchy”, and “life cycle analysis” among others. Veritech's highly qualified forensic engineers have the advantage of using a team approach on larger, more complicated projects which enables us to draw on various engineering experiences to ensure that our comprehensive failure analysis incorporates multiple viewpoints so that no detail is overlooked. Some of the failed products and components analyzed by Veritech engineers include: ​ Vehicle Components Wheels and Tires Brake pads Brake calipers Steering Systems Drivetrain Suspension Components Consumer Products Trailers Office Equipment Appliances Furniture Power Tools Bicycle Tires and Wheels Window Coverings Children’s Toys Industrial Machinery Airline Equipment and Airport Machinery Construction Equipment ​ Mechanical Engineering Failure Analysis While failures of engineered structures, buildings, and bridges is more in the realm of civil or structural engineering, mechanical failures rely on analysis from the perspective of mechanical engineering. Mechanical systems typically include objects that move or rotate, and the stresses, forces, and cyclical loading of these systems may result in failure over time. Obvious signs of mechanical failure may manifest themselves in the form of overloading situations when the design criteria is insufficient to meet the demands of the product usage. Overload failures may result in mechanisms that exhibit excessive deflection, buckling, and fracture. Other types of failure modes exist, such as thermal cycling, failures due to environmental factors such as corrosion, and cyclical fatigue. Cyclical fatigue, for example, typically shows evidence of small cracks in a component (usually metallic components) as it is cycled by a force or deflection over a large number of cycles. After a certain number of repetitive cycles, a part that has been subjected to cyclical fatigue may fail abruptly and catastrophically. This failure occurs when a part has exceeded its designed limit of fatigue, resulting in a “fatigue failure”. It is important to note that the material that a component is made from has an effect on the number of cycles that the part can sustain before failing. Therefore, part design and material selection are important factors to consider when analyzing a mechanical system. ​ ​ Consumer Product Safety Commission and Failure Analysis of Consumer Products The Consumer Product Safety Commission (CPSC) is a small branch of the United States Government that has oversight of many products sold in US markets. It is estimated that the CPSC regulates over 15,000 different types of products. These products include everyday items such as window coverings, children’s toys, some cleaning products, bicycle helmets, strollers, and many more. The CPSC has enacted many regulations surrounding the specific design of consumer products to ensure that they are safe to use. CPSC is often made aware of widespread product issues through the use of their online database www.saferproducts.gov , and through online reporting of product failures by anyone who has information regarding the product issues. Through consideration of product safety issues during usage, and issues with design and failure modes, the CPSC also issues recalls of products, or “corrective actions” to ensure that the general public is made aware of the potential safety issues, and safeguarded against potential dangerous products. Veritech’s analysis of consumer products often includes assessments of failure trends associated with a specific product or component, to assess whether or not a trend of the failure is present across a number of separate product models. Determining trends in product failures can be a valuable starting point in identifying mechanical design or manufacturing issues, as it may indicate that a problem manifests across an entire product line. ​ Veritech’s licensed Professional Engineers rely on their extensive education, training and experience in manufacturing, product development, mechanical engineering and forensic analysis to perform comprehensive investigations and analysis of mechanical failures. 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