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Bicycle Accident Reconstruction for the Forensic Engineer

by James M. Green PE with Janet Green RN, MSN, ANP-C, LNC

408 pages; quality trade paperback (softcover); catalogue #01-0466; ISBN 1-55369-064-8; US$32.50, C$38.37, EUR26.50, £19.00

Bicycle Accident Reconstruction for the Forensic Engineer describes the methodology for reconstructing bicycle and pedestrian accidents. Of particular interest is analysis of light, signation and conspicuity on the reconstruction of all types of accidents.

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about the book      about the author      Chapter 1      catalogue info

About the Book This engineering text is directed toward Forensic Engineers who are interested in determining the causal factors of bicycle accidents. The author, a Professional Engineer and competitive cyclist and triathlete, has organized the engineering literature for this purpose. He also has detailed laboratory data and actual accident reconstructions for the readers' use.

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About the Author Jim Green is a Professional Engineer with over 20 years in reconstructing bicycle accidents. He continues to race competitively at the national level in triathlons. His company has utilized laboratory data, engineering literature and actual accident reconstructions to bring a level of confidence to the causal factors of bicycle accidents.

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Chapter 1

Bicycle Accident Reconstruction:
An Introductory Discussion

Since there are many fine texts available on the general subject of accident reconstruction, it is not the purpose of this book to define basic forensic engineering techniques. My intention is to develop a reference text for Professional Engineers to assist them in understanding how to reconstruct bicycle accidents. (Due to the close parallel in engineering dynamics, a large part of this text can also be applied to pedestrian and motorcycle accident reconstruction.)
    The engineering dynamics of bicycle movement are entirely different from other types of phenomena. The Reconstructionist sometimes incorrectly applies the same engineering forces to a bicycle that he or she would apply to a car in reconstructing accidents. However, unlike a car, a cycle is essentially a frictionless entity with the mass of the rider being the dictating factor in any engineering equations. As a result, most dynamic equations used with motor vehicles simply do not apply.

Chapter Topics and Arrangement
I have organized this book into chapters that cover specific issues.
    Another area that is emerging as a critical issue in the reconstruction of cycle accidents is the conspicuity (the ability to see and be seen) at the accident site Engineers have worked, literally for decades, to define safe and effective coloring and lighting systems that enable the pedestrian and cyclist to be conspicuous under both day and night conditions. There is a chapter summarizing this work as well as a chapter detailing a peer-reviewed method for accurately and consistently calibrating an accident site where conspicuity is involved.
    Much has been made of the importance of a cyclist wearing a helmet, not only in terms of preventing injury, but also in defining contributory negligence. While the capability of a helmet to prevent injury is still being researched by the engineering community, the chapter on the use of cycle helmets is an initial step in determining the impact that a bicycle helmet may (or may not) have on a bicycle accident.
    If there is a particular type of cycling accident that is of epidemic proportions in this country, it is the type involving premature release of the front bicycle wheel. My chapter on this subject details the problem and suggests remedial measures to prevent these accidents.
    Several areas of bicycle accident reconstruction center around roadway design, reaction times, intersection designs (including railroad crossings) and force-of-impact. One chapter offers several basic engineering equations related to these subjects. Since the equations for reconstructing bicycle and pedestrian accidents are entirely different from those employed in any other forensic discipline, I have asked for peer-review from other professional engineers on the engineering dynamics, wherever possible. In addition, I have used a tremendous amount of information from the academic community (in the form of operations research modeling) which I have verified in the field using actual cycling accidents.
    Many of the equations listed in the Chapter 13 (Basic Engineering and Physics Applicable to Bicycle Accident Reconstruction) are unique to pedestrian and cycle reconstructions. Field verification has been done and I have found these equations to be accurate. In fact, force-of-impact onto the human body has been accurate in back-calculating to determine the speed of the impact. (This concept has been laboratory tested very successfully using cadavers.)
    The equations in the previous edition of this book were subjected to considerable scrutiny in recent accident reconstructions. As a result, the equations in this edition reflect a great deal of additional field testing, as well as input from a number of highly reputable professionals. I fully expect the work to evolve further as I continue to collect and evaluate data from other professionals in this field.
    The issue in one important case, Johnson vs. Derby Cycle Corp., was whether or not a cycle company should force a consumer to purchase a bike light with his/her bicycle. The jury answered this question in the affirmative and awarded the plaintiff approximately $7 million dollars.
    The Johnson verdict suggests that cycle companies may be held accountable for a consumer's failure to use a bike light at night. The verdict has, thus, greatly impacted bicycle accident reconstructions involving conspicuity issues.
    The testing on retroreflector systems which was conducted in connection with the Johnson case is included in this edition. Also included is a discussion of the visibility of these systems both in and outside of the beams from a motor vehicle's headlights.
    I also prepared, in connection with the Johnson case, an EDSMAC simulation of the subject motor vehicle/bicycle collision. The EDSMAC program Bicycle Accident Reconstruction: An Introductory Discussion 3 is widely used by accident reconstructionists and accepted by many courts. The modifications I have made to the program for use in motor vehicle/bicycle accident reconstructions is also discussed in this edition. The accuracy of the motor vehicle/bicycle collision simulation is excellent pre-impact. Additional work is needed post-impact.
    In the Johnson case, actual bicycle crush testing was conducted on a test track. The data from these tests was used to determine the speed of the subject bicycle prior to impact. A discussion of this work is also included.
    The above summary indicates what is already my firm belief-that the work in this edition represents the "state of the art" for the engineering, scientific, and legal professions in the area of bicycle accident reconstruction.

Conclusion
I feel that this book will be useful for Forensic Engineers who need to handle bicycle accident cases. It also should aid Attorneys in deciding the advisability of moving forward with a lawsuit. Very often, when I am asked to reconstruct bicycle accidents, I find defendants have been named who are not at fault. One of my goals with this text is to lessen this problem through the application of the principles discussed here.
    In addition to assisting the above-named professionals, it is my hope that the information contained in this book will be used by the cycling industry to make the sport much safer. Manufacturers of cycling related equipment do not always heed literature on conspicuity and visibility which, if applied at little or no additional cost, could make cycling a much safer sport.
    In another area of safety, there are entirely too many tragic accidents that occur due to component failure on cycles. I believe that the cycling industry should initiate basic quality assurance procedures in the manufacture of these components. Such procedures are standard in other industries (i.e., automobile plants and other forms of manufacturing) but are noticeably lacking in bicycle manufacturing.
    In the reconstruction of these bicycle accidents, I have observed that some bicycle companies do make an effort to comply with known standards and conspicuity values. Schwinn Bicycle Co., Raleigh Cycle Corporation, and Cannondale will change product design and revamp quality assurance procedures when problems, resulting in cycling accidents, are brought to the attention of management. For instance, Schwinn's Paramount line of helmets carry conspicuous colors. In addition, Schwinn has installed positive retention devices on quick-release mechanisms to prevent premature front wheel release. This has all but eliminated the problem for Schwinn.
    Raleigh Cycle Corporation and Cannondale Corporation have also instituted similar socially responsive procedures. They have instituted stringent quality control procedures to insure positive retention devices are installed on front quick release mechanisms. Their quality control procedures also insure that all componentry from their suppliers meet or exceed industry standards. Laboratory testing of their products reveals the structural integrity to be among the highest in the industry. The leading component manufacturer, in terms of quality assurance, is best exemplified by SRAM Corporation in Chicago, Illinois. The quality assurance program and component testing enables this company to predict accurate operation ranges on all their products.
    Please note that any opinions and conclusions given in a chapter are solely those of the chapter's author. Such opinions have not been reviewed or endorsed by the book's other contributors. I have acted as an editor in reviewing and checking the technical accuracy of the contributing authors.

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Catalogue Information

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