(nº exp 0100dgt20985) informe final

SERVICIO PARA LA REALIZACIÓN DE

UN ESTUDIO PILOTO DE ANÁLISIS DE

CAUSALIDAD DE LOS ACCIDENTES

DE TRÁFICO APLICANDO

METODOLOGÍAS DESARROLLADAS

EN PROYECTOS EUROPEOS Y

RECONSTRUCCIÓN DE ACCIDENTES

(Nº EXP 0100DGT20985)

INFORME FINAL

PROYECTO DESARROLLADO POR: INSIA (Instituto Universitario de Investigación del Automóvil)

PARA:

DGT (Dirección General de Tráfico)

Julio,2013

TÍTULO: SERVICIO PARA LA REALIZACIÓN DE UN ESTUDIO PILOTO

DE ANÁLISIS DE CAUSALIDAD DE LOS ACCIDENTES DE TRÁFICO APLICANDO METODOLOGÍAS DESARROLLADAS EN PROYECTOS EUROPEOS Y RECONSTRUCCIÓN DE ACCIDENTES. INFORME FINAL

REALIZADO POR: INSIA PARA: DGT (Dirección General de Tráfico) FECHA: JULIO DE 2013 EQUIPO DE TRABAJO: Director: PAÉZ AYUSO, Fco JAVIER. Subdirector de Calidad, Formación y

Difusión del INSIA Investigadores: FURONES CRESPO, ARTURO. Investigador de la Unidad de

Accidentología y Dinámica Vehicular del INSIA CONTENIDOS: El presente proyecto se enmarca en el desarrollo de una red europea de investigación de accidentes en profundidad mediante la construcción de una infraestructura paneuropea a gran escala capaz de investigar accidentes de tráfico en profundidad, tal y como establece el proyecto de investigación de la Comisión Europea denominado DACOTA (Road Safety Data Collection, transfer and analysis), en el que participa la Dirección General de Tráfico (DGT). El objetivo de este trabajo ha consistido en la realización de un estudio piloto de análisis de causas de accidentes en una muestra de quince casos aplicando las metodologías DREAM, HFF y ACASS desarrolladas en los proyectos de investigación europeos SAFETYNET y TRACE y la reconstrucción informática de esos quince accidentes. Durante esta fase del proyecto, y por acuerdo con la Dirección General de Tráfico (DGT), se han investigado quince accidentes mortales con implicación de furgonetas. Durante el desarrollo de esta fase del proyecto se ha recurrido al método de investigación retrospectiva en profundidad de dichos accidentes. Las actividades desarrolladas por INSIA en este estudio se han centrado en: Codificación de las causas y de todos los factores concurrentes en e! accidente a

partir de los informes que la DGT le proporcione de quince accidentes de acuerdo a la metodología de codificación DREAM, HFF y ACASS.

Análisis de las principales causas de accidentes y factores concurrentes a partir de la muestra de quince accidentes codificados.

Análisis sobre la facilidad y utilidad de cada una de las metodologías de codificación desarrolladas.

Reconstrucción informática de los quince accidentes proporcionados a partir de los datos contenidos en los informes correspondientes.

PALABRAS CLAVE: Furgonetas, investigación de accidentes en profundidad, proyecto DACOTA, causas de accidentes, reconstrucción

INFORME FINAL Nº EXP. 0100DGT20985

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ÍNDICE DE MATERIAS

ÍNDICE DE MATERIAS ...................................................................................... I

ÍNDICE DE FIGURAS ........................................................................................ V

1. ANTECEDENTES ..................................................................................... 1

2. OBJETIVOS .............................................................................................. 3

3. METODOLOGÍA ........................................................................................ 5

3.1. INVESTIGACIÓN EN PROFUNDIDAD ............................................................ 7 3.2. ANÁLISIS DE CAUSALIDAD ....................................................................... 9 3.3. RECONSTRUCCIÓN DEL ACCIDENTE ....................................................... 10

4. RESULTADOS ........................................................................................ 13

4.1. ANÁLISIS DE CAUSALIDAD ..................................................................... 13 4.1.1.- Protocolo HFF ............................................................................... 13 4.1.2.- Protocolo ACASS .......................................................................... 15 4.1.3.- Protocolo DREAM ......................................................................... 16

4.1.3.1.- Caso 1 (ID 2010020000271) .................................................... 16 4.1.3.2.- Caso 2 (ID 2010060000740) .................................................... 16 4.1.3.3.- Caso 3 (ID 2010060001385) .................................................... 17 4.1.3.4.- Caso 4 (ID 2010130000400) .................................................... 17 4.1.3.5.- Caso 5 (ID 2010150000501) .................................................... 17 4.1.3.6.- Caso 6 (ID 2010150003133) .................................................... 18 4.1.3.7.- Caso 7 (ID 2010160001179) .................................................... 18 4.1.3.8.- Caso 8 (ID 2010180000203) .................................................... 19 4.1.3.9.- Caso 9 (ID 2010270001244) .................................................... 19 4.1.3.10.- Caso 10 (ID 2010280001418) ................................................. 19 4.1.3.11.- Caso 11 (ID 2010350900182) ................................................. 19 4.1.3.12.- Caso 12 (ID 2010400000643) ................................................. 20 4.1.3.13.- Caso 13 (ID 2010470000040) ................................................. 20 4.1.3.14.- Caso 14 (ID 2010470001159) ................................................. 20 4.1.3.15.- Caso 15 (ID 2010500004102) ................................................. 20

4.1.4.- Resultados .................................................................................... 21 4.2. RECONSTRUCCIÓN DEL ACCIDENTE ....................................................... 22

5. CONCLUSIONES .................................................................................... 25

6. ANEXOS ................................................................................................. 29


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6.1. ANEXO I. ANUNCIO DE ADJUDICACIÓN DEL EXPEDIENTE DE CONTRATACIÓN

NÚMERO 0100DGT20985 ................................................................................ 29 6.2. ANEXO II. INFORMACIÓN DE CASOS SELECCIONADOS ............................... 31

6.2.1.- Caso 1 (ID 2010020000271) ......................................................... 31 6.2.1.1.- Croquis ..................................................................................... 32 6.2.1.2.- Fotografías ................................................................................ 33 6.2.1.3.- Reconstrucción ......................................................................... 36 6.2.1.4.- Causalidad de la furgoneta ....................................................... 38








6.2.9.- Caso 9 (ID 2010270001244) ......................................................... 96 6.2.9.1.- Croquis ..................................................................................... 97 6.2.9.2.- Fotografías ................................................................................ 98 6.2.9.3.- Reconstrucción ....................................................................... 100 6.2.9.4.- Causalidad de la furgoneta ..................................................... 102


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6.2.10.- Caso 10 (ID 2010280001418) ..................................................... 104 6.2.10.1.- Croquis ................................................................................. 105 6.2.10.2.- Fotografías ............................................................................ 106 6.2.10.3.- Reconstrucción ..................................................................... 108 6.2.10.4.- Causalidad de la furgoneta ................................................... 110


6.2.12.- Caso 12 (ID 2010400000643) ..................................................... 120 6.2.12.1.- Fotografías ............................................................................ 120 6.2.12.2.- Croquis ................................................................................. 121 6.2.12.3.- Reconstrucción ..................................................................... 122 6.2.12.4.- Causalidad de la furgoneta ................................................... 124




6.3. ANEXO III. DACOTA WP2. ACCIDENT INVESTIGATION METHODOLOGY .. 152 6.3.1.- Variables incluidas en la Base de Datos DACOTA. .................... 152 6.3.2.- Protocolo de causalidad HFF (Human Functional Failures). ....... 171 6.3.3.- Protocolo de causalidad ACASS. ................................................ 199 6.3.4.- Protocolo de causalidad DREAM. ............................................... 221

6.4. ANEXO IV. INFORMES DE RECONSTRUCCIÓN CON PC-CRASH DE CASOS

SELECCIONADOS ............................................................................................ 307


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ÍNDICE DE FIGURAS Figura 1.- Actividades desarrolladas por INSIA en el ámbito del proyecto

europeo DACOTA. ........................................................................ 6

Figura 2.- Niveles en la investigación de accidentes de tráfico. .................... 8

Figura 3.- Tabla de códigos de causalidad de la furgoneta, según el protocolo HFF, en los quince casos investigados (casos 1 a 5). 13

Figura 4.- Tabla de códigos de causalidad de la furgoneta, según el protocolo HFF, en los quince casos investigados (casos 6 a 10). .................................................................................................... 14

Figura 5.- Tabla de códigos de causalidad de la furgoneta, según el protocolo HFF, en los quince casos investigados (casos 11 a 15). .................................................................................................... 14

Figura 6.- Tabla de códigos de causalidad de la furgoneta, según el protocolo ACASS, en los quince casos investigados (casos 1 a 5). .................................................................................................... 15

Figura 7.- Tabla de códigos de causalidad de la furgoneta, según el protocolo ACASS, en los quince casos investigados (casos 6 a 9). .................................................................................................... 15

Figura 8.- Tabla de códigos de causalidad de la furgoneta, según el protocolo ACASS, en los quince casos investigados (casos 10 a 15). ............................................................................................. 15

Figura 9.- Diagrama DREAM correspondiente al conductor de la furgoneta Ford Transit (caso 2). ................................................................. 16

Figura 10.- Diagrama DREAM correspondiente al conductor de la furgoneta Ford Transit (caso 3). ................................................................. 17

Figura 11.- Diagrama DREAM correspondiente al conductor de la furgoneta Mercedes Benz (caso 4). ............................................................ 17

Figura 12.- Diagrama DREAM correspondiente al conductor de la furgoneta Renault Trafic (caso 6). .............................................................. 18

Figura 13.- Diagrama DREAM correspondiente al conductor de la furgoneta Ford Transit Connect (caso 7). ................................................... 18

Figura 14.- Diagrama DREAM correspondiente al conductor de la furgoneta Renault Express (caso 9). .......................................................... 19

Figura 15.- Diagrama DREAM correspondiente al conductor de la furgoneta Renault Kangoo (caso 14). ......................................................... 20

Figura 16.- Tabla de variables de reconstrucción de la furgoneta en los quince casos investigados (casos 1 a 5). ................................... 22


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Figura 17.- Tabla de variables de reconstrucción de la furgoneta en los quince casos investigados (casos 6 a 10). .................................. 23

Figura 18.- Tabla de variables de reconstrucción de la furgoneta en los quince casos investigados (casos 11 a 15). ................................ 24

Figura 19.- Croquis de accidente ID 2010020000271. .................................. 32

Figura 20.- Fotografía de infraestructura, desde el punto de vista del conductor de la furgoneta (ID 2010020000271). ......................... 33

Figura 21.- Fotografía de infraestructura, desde el punto de vista del conductor del vehículo turismo (ID 2010020000271). ................. 33

Figura 22.- Fotografía en la que se observan las huellas y hendiduras sobre la calzada, dejadas por la furgoneta (ID 2010020000271). ......... 34

Figura 23.- Fotografía en la que se observan las huellas y hendiduras sobre la calzada dejadas por el turismo, en su trayectoria poscolisión (ID 2010020000271). ........................................................................ 34

Figura 24.- Fotografía de la posición final de la furgoneta (ID 2010020000271). ........................................................................ 35

Figura 25.- Fotografía de la posición final del turismo (ID 2010020000271). 35

Figura 26.- Tabla de variables de reconstrucción de la furgoneta, según protocolo de DACOTA (ID 2010020000271). .............................. 36

Figura 27.- Tabla de variables de reconstrucción del turismo, según protocolo de DACOTA (ID 2010020000271). ............................................. 36

Figura 28.- Punto de colisión de los vehículos accidentados mediante la herramienta PC-Crash (ID 2010020000271)............................... 37

Figura 29.- Movimientos post-colisión de los vehículos accidentados mediante la herramienta PC-Crash (ID 2010020000271). .......... 37

Figura 30.- Tabla de variables de causalidad de la furgoneta, según protocolo HFF (ID 2010020000271). .......................................................... 38

Figura 31.- Tabla de variables de causalidad de la furgoneta, según protocolo ACASS (ID 2010020000271). ..................................................... 39



Figura 34.- Fotografía de infraestructura, desde el punto de vista del conductor del turismo (ID 2010060000740). ............................... 42





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Figura 39.- Punto de colisión de los vehículos accidentados mediante la herramienta PC-Crash (ID 2010060000740). ............................. 45




Figura 43.- Diagrama DREAM correspondiente al conductor de la furgoneta Ford Transit. (ID 2010060000740). ............................................. 47


Figura 45.- Fotografía de infraestructura, desde el punto de vista del conductor de la furgoneta (ID 2010060001385). ........................ 50




Figura 49.- Tabla de variables de reconstrucción de la furgoneta, según protocolo de DACOTA (ID 2010060001385). ............................. 52









Figura 58.- Fotografía de infraestructura, desde el punto de vista del conductor del camión (ID 2010130000400). ............................... 58


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Figura 60.- Fotografía de la posición final del camión (ID 2010130000400). 59


Figura 62.- Tabla de variables de reconstrucción del camión, según protocolo de DACOTA (ID 2010130000400). ............................................. 60



















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Figura 107.- Fotografía la posición final del turismo (ID 2010180000203). ..... 91



Figura 110.- Punto de colisión de los vehículos accidentados mediante la herramienta PC-Crash. Furgoneta en azul (ID 2010180000203). .................................................................................................... 93

Figura 111.- Movimientos post-colisión de los vehículos accidentados mediante la herramienta PC-Crash. Furgoneta en azul (ID 2010180000203). ........................................................................ 93





Figura 116.- Fotografía de infraestructura, desde el punto de vista del conductor del turismo todoterreno (ID 2010270001244). ............ 98



Figura 119.- Tabla de variables de reconstrucción de la furgoneta, según protocolo de DACOTA (ID 2010270001244). ............................ 100

Figura 120.- Tabla de variables de reconstrucción del turismo, según protocolo de DACOTA (ID 2010270001244). ........................................... 100


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Figura 121.- Punto de colisión de los vehículos accidentados mediante la herramienta PC-Crash (ID 2010270001244). ........................... 101

Figura 122.- Movimientos post-colisión de los vehículos accidentados mediante la herramienta PC-Crash (ID 2010270001244). ........ 101

Figura 123.- Tabla de variables de causalidad de la furgoneta, según protocolo HFF (ID 2010270001244). ........................................................ 102

Figura 124.- Tabla de variables de causalidad de la furgoneta, según protocolo ACASS (ID 2010270001244). ................................................... 103

Figura 125.- Diagrama DREAM correspondiente al conductor de la furgoneta Ford Transit. (ID 2010270001244). ........................................... 103

Figura 126.- Croquis de accidente ID 2010280001418. ................................ 105

Figura 127.- Fotografía de infraestructura, desde el punto de vista del conductor de la furgoneta (ID 2010280001418). ...................... 106

Figura 128.- Fotografía de infraestructura, desde el punto de vista del conductor del turismo (ID 2010280001418). ............................. 106

Figura 129.- Fotografía de la posición final de la furgoneta (ID 2010280001418). ...................................................................... 107

Figura 130.- Fotografía del estado final del turismo (ID 2010280001418). ... 107

Figura 131.- Tabla de variables de reconstrucción de la furgoneta, según protocolo de DACOTA (ID 2010280001418). ........................... 108







Figura 138.- Fotografía de infraestructura, desde el punto de vista de la furgoneta (ID 2010350900182). ................................................ 114

Figura 139.- Fotografía de infraestructura, desde el punto de vista del conductor del cuadriciclo ligero (ID 2010350900182). .............. 114


Figura 141.- Fotografía de la posición final del cuadriciclo ligero (ID 2010350900182). ...................................................................... 115


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Figura 144.- Punto de colisión de los vehículos accidentados mediante la herramienta PC-Crash (ID 2010350900182)............................. 117












Figura 156.- Fotografía de infraestructura, desde el punto de vista del conductor de la furgoneta (ID 2010470000040). ....................... 128

Figura 157.- Fotografía de infraestructura, desde el punto de vista del conductor del turismo (ID 2010470000040). ............................. 128


Figura 159.- Fotografía de la posición final del turismo (ID 2010470000040). .................................................................................................. 129




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Figura 168.- Fotografía de infraestructura, desde el punto de vista del conductor del todoterreno (ID 2010470001159). ...................... 136

Figura 169.- Fotografía en la que se observan las huellas de fricción lateral dejadas por la furgoneta (ID 2010470001159). ........................ 137


Figura 171.- Fotografía de la posición final del todoterreno (ID 2010470001159). ...................................................................... 138

Figura 172.- Tabla de variables de reconstrucción de la furgoneta, según protocolo de DACOTA (ID 2010470001159). ........................... 139

Figura 173.- Tabla de variables de reconstrucción del todo terreno, según protocolo de DACOTA (ID 2010470001159). ........................... 139





Figura 178.- Diagrama DREAM correspondiente al conductor de la furgoneta Ford Transit. (ID 2010470001159). ........................................... 142



Figura 181.- Fotografía de infraestructura, desde el punto de vista del conductor del todoterreno (ID 2010500004102). ...................... 145


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Figura 182.- Fotografía en la que se observan las huellas de frenada dejadas por la furgoneta (ID 2010500004102). ...................................... 146


Figura 184.- Fotografía de la posición final del todoterreno (ID 2010500004102). ...................................................................... 147


Figura 186.- Tabla de variables de reconstrucción del todo terreno, según protocolo de DACOTA (ID 2010500004102). ............................ 148






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1. ANTECEDENTES

El presente proyecto se enmarca en el desarrollo de una red europea de

investigación de accidentes en profundidad mediante la construcción de una

infraestructura paneuropea a gran escala capaz de investigar accidentes de

tráfico en profundidad, tal y como establece el proyecto de investigación de la

Comisión Europea denominado DACOTA (Road Safety Data Collection,

transfer and analysis), en el que participa la Dirección General de Tráfico

(DGT).

De forma específica, con este estudio se pretende dar cumplimiento,

desde una visión española, a los objetivos específicos de las tareas 2.3, 2.5 y

2.6 del paquete 2 (Pan-European In-Depth Accident Investigation Network) del

mencionado proyecto, contribuyendo 4 centros/universidades españoles

(INSIA, ECIP, IDIADA y CIDAUT) con su experiencia en el campo del

desarrollo y mejoras de los sistemas de información relativos a los accidentes

de tráfico y las lesiones derivadas de los mismos y las investigaciones en

profundidad de accidentes. Estos objetivos específicos son los siguientes:

Identificar a los potenciales nuevos equipos de investigación de

accidentes europeos.

Evaluar los protocolos de investigación de accidentes en profundidad

existentes para seleccionar el más apropiado para un uso europeo

común.

Dar soporte y entrenar a los nuevos equipos europeos identificados a

través de talleres, seminarios y sesiones prácticas.

Realizar un estudio piloto a nivel nacional con la metodología final

adoptada.

En este marco se centra el presente estudio, adjudicado a INSIA en

octubre de 2012 (Apartado 6.1).


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2. OBJETIVOS

El objetivo de este trabajo ha consistido en la realización de un estudio

piloto de análisis de causas de accidentes en una muestra de quince casos

aplicando las metodologías DREAM, HFF y ACASS desarrolladas en los

proyectos de investigación europeos SAFETYNET y TRACE y la

reconstrucción informática de esos quince accidentes.

Durante esta fase del proyecto, y por acuerdo con la Dirección General

de Tráfico (DGT), se han investigado quince accidentes mortales con

implicación de furgonetas.

El protocolo DACOTA recomienda la investigación en profundidad en el

escenario como método de mayor calidad para la obtención de la información

del accidente. No obstante, y durante el desarrollo de esta fase del proyecto, se

han producido dificultades para la obtención de las autorizaciones judiciales

requeridas, por lo que se ha recurrido al método de investigación retrospectiva

en profundidad de dichos accidentes.

Las actividades desarrolladas por INSIA en este estudio se han centrado en:

Codificación de las causas y de todos los factores concurrentes en e!

accidente a partir de los informes que la DGT le proporcione de quince

accidentes de acuerdo a la metodología de codificación DREAM, HFF y

ACASS.

Análisis de las principales causas de accidentes y factores concurrentes

a partir de la muestra de quince accidentes codificados.

Análisis sobre la facilidad y utilidad de cada una de las metodologías de

codificación desarrolladas.

Reconstrucción informática de los quince accidentes proporcionados a

partir de los datos contenidos en los informes correspondientes.


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3. METODOLOGÍA

Para el cumplimiento de los objetivos descritos, el INSIA ha colaborado

en las actividades definidas por la Dirección General de Tráfico durante las

Anualidades de 2010, 2011 y 2012 en el ámbito del proyecto europeo

DACOTA. Estas actividades se muestran en la siguiente tabla (Figura 1.-).

TAREAS

2.1 Identification of Research Priorities

2.1.1 Overview of ERSO Data

Revisión y comentarios al documento "Dacota Definitions" Identificación de "Research Questions" Priorización de las "Research Questions" Comentarios al entregable "“Report on purpose of in-depth data and the shape of the new EU-infrastructure”."

2.1.2 Consultations

2.1.3 Reporting

2.2 Review Current EU Expertise

2.2.1 Development of checklist of expertise

Revisión y comentarios al documento "Questionnaire on investigation obstacles" Identificación de obstáculos para realizar investigaciones en profundidad Revisión del "Check list of competence" Revisión del documento "Biannual Progress Summary Report"

2.2.2 Identification of new teams

2.2.3 Identification and removal of obstacles

2.3 Review and Synthesis of Data Collection Methods

2.3.1 Review of existing protocols

Revisión y comentarios al documento elaborado por SAFER "RQ+project variable groups" Revisión de las variables de la base de datos INTACT Revisión de los protocolos de la base de datos INTACT (DREAM) Revisión del documento sobre "ACASS, Accident Causation System" Revisión de los protocolos sobre HFF Codificación de los accidentes (GDV, INTACT) y de sus causas mediante los protocolos HFF, ACASS y DREAM.Cuestionarios sobre los sistemas de codificación Valoración de los sistemas de codificación Comentarios a las variables de la base de datos INTACT 2.3.2

Development of European In-depth Requirement

2.4 Database System

2.4.1 Requirements for a European database system

Propuestas de modificaciones a las variables de la base de datos INTACT


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2.4.2 Evaluation of suitability of existing DBs

Propuestas de modificaciones a la estructura de la base de datos Propuesta de priorización de las modificaciones estructurales Propuesta de variables de filtrado de la base de datos Revisión y propuesta de modificaciones a lista de las core variables Revisión y prueba de la base de datos DACOTA

2.4.3 Development of new database

2.4.4 Trialling of database

2.5 EU Team Training

2.5.1 Development of Training Package

Cuestionario de capacidades Desarrollo de material de trabajo para los módulos de formación Revisión de las variables de la WIKI Propuesta de modificación de variables de la WIKI Revisión de los "Inspection Forms" y del "Manual Online" Revisión del documento "Methodology Outline"

2.5.2 Development of Training Seminar

2.5.3 Delivery of Training Course

2.6 Pilot and Review

2.6.1 Data Collection involving pilot Estudio en profundidad de

2.6.2 Review of Pilot Informes Informe "Definición de la estructura de una base de datos

en profundidad de accidentes de tráfico en el marco del proyecto Europeo DACOTA"

Revisión del entregable D5.3 "Review of the existing evaluation procedures related to safety systems"

Phone Meetings Phone Meeting 15 Febrero 2010 Phone Meeting 25 Noviembre 2010 Phone Meeting 10 Diciembre 2010 Phone Meeting 10 Mayo 2011 Phone Meeting 9 Septiembre 2011 Asistencia a reuniones Asistencia a reunión de DACOTA en Roma (2010-10-7/8) Reunión en el ONSV (2011-07-11)

Asistencia a la semana de formación en Barcelona (2012-03-12/15)

Reunión en la DGT (2012-04-25)

Asistencia a reunión de DACOTA en Gothenburg (2012-05-22/23)

Organización de reunión de DACOTA en Madrid (2012-10-3/4)

Informe contrato DGT Preparación de informe anualidad 2011 para la DGT Preparación de informe anualidad 2012 para la DGT

Figura 1.- Actividades desarrolladas por INSIA en el ámbito del proyecto europeo DACOTA.


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3.1. Investigación en profundidad

La investigación de los accidentes de tráfico es una de las estrategias

fundamentales que administraciones, y empresas, ponen en juego para mejorar

la seguridad de los vehículos y actuar sobre otros factores que intervienen en la

seguridad del tráfico: diseño y construcción de vías públicas; señales y

sistemas de control de tráfico; normas de circulación; formación de los

conductores y campañas de sensibilización ciudadana.

La única forma de poder resolver un problema es conocerlo. En el

problema “accidentes de tráfico” concurren demasiados factores, asociados al

factor humano, infraestructuras, vehículos, condiciones ambientales y otros;

ello hace que sea difícil conocer bien todas sus causas y la forma de

erradicarlas o corregirlas.

Los resultados que se pretende obtener son datos y criterios para influir

sobre las variables del sistema hombre-vehículo-medio, para disminuir el

número y gravedad de los accidentes.

Cuando se comparan los resultados de aplicar diferentes metodologías,

como por ejemplo la que se ha denominado “sobre el terreno”, de carácter más

o menos superficial, y la denominada “en profundidad”, sobre muestras

reducidas de accidentes y de formas más rigurosa, los resultados relativos a la

implicación de los diferentes factores son distintos. Lo anterior pone de

manifiesto la influencia de la metodología en los resultados y, por tanto, la

importancia de elegir el diseño metodológico apropiado a los fines del estudio.

No existe en la actualidad legislación europea sobre investigación de

accidentes de tráfico. Frente a esto, coexisten numerosas actividades a nivel

nacional e internacional, que cubren los distintos niveles de la investigación de

accidentes, como se muestra en la siguiente tabla (Figura 2.-).


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NIVEL DEFINICIÓN EJEMPLOS

Estadístico Recogida masiva de información de accidentes,

para analizar tendencias y priorizar actuaciones.

Estadísticas nacionales.

CARE.

Intermedio Investigaciones de nivel medio, normalmente

para usos judiciales.

Atestados policiales.

Peritajes para seguros.

En profundidad. Retrospectivo

Investigaciones multidisciplinares con recogida de gran cantidad de variables. Estudios de

seguridad para reducir accidentes y víctimas. Recogida de información tras la ocurrencia

CCIS (Reino Unido).

En profundidad.

En el escenario

Investigaciones multidisciplinares con recogida de gran cantidad de variables. Estudios de

seguridad para reducir accidentes y víctimas. Recogida de información en el escenario.

GIDAS (Alemania).

Especiales Estudios de casos concretos, con metodología

en profundidad, y con objetivos específicos

Accidentes de especial relevancia

Figura 2.- Niveles en la investigación de accidentes de tráfico.


escenario como método de mayor calidad para la obtención de la información

del accidente. No obstante, y durante el desarrollo de esta fase del proyecto, se

han producido dificultades para la obtención de las autorizaciones judiciales

requeridas, por lo que se ha recurrido al método de investigación retrospectiva

en profundidad de dichos accidentes.

Esta metodología de investigación se ha basado en el análisis de los

Informes Técnicos elaborados por la Agrupación de Tráfico de la Guardia Civil,

en el caso de accidentes mortales con implicación de furgonetas ocurridos

durante el año 2010. Se han tomado en consideración los accidentes mortales

debido a que son aquellos en los que los Informes Técnicos disponibles

cuentan con la máxima calidad posible de la información.


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3.2. Análisis de causalidad

Durante el desarrollo de la Tarea 2.3.1 (Review of existing protocols), se

ha llevado a cabo la codificación de las causas de ocurrencia de la muestra de

quince accidentes, mediante tres protocolos diferentes: HFF (INRETS,

Francia), ACASS (MUH, Alemania) y DREAM (Chalmers, Suecia).

Tras la evaluación de las ventajas e inconvenientes de cada uno de

estos protocolos se ha llegado a las siguientes conclusiones:

Las metodologías HFF (Apartado 6.3.2.-) es más adecuada en el caso

de análisis retrospectivo de accidentes en profundidad.

La metodología DREAM es más completa desde el punto de vista de los

estudios de causalidad, pero únicamente es aplicable en el caso de

análisis en el escenario de accidentes en profundidad, con una

adecuada recogida de información. Dicha metodología ha sido

implementada en la Base de Datos DACOTA.


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3.3. Reconstrucción del accidente

En la mayoría de los accidentes de tráfico se produce una o más

colisiones de vehículos entre sí o contra otros objetos. Durante la colisión se

pone en juego, normalmente, gran cantidad de energía que debe ser disipada

en deformaciones y rozamiento durante la colisión misma y en los movimientos

posteriores a la colisión. Por otra parte, los vehículos presentan una

distribución de rigidez que difiere según la zona impactada y la magnitud de la

deformación, no encontrándose bien cuantificada para los diferentes vehículos

y tipos de impacto.

Todo lo anterior confiere gran dificultad al estudio de las colisiones. Este

estudio requiere, para ser abordado con suficiente realismo, la aplicación de

métodos avanzados de cálculo, basados en información no siempre disponible

a la hora de abordar la reconstrucción del accidente de tráfico.

El objetivo de esta reconstrucción del accidente consiste en analizar la

colisión y cuantificar, de la manera más exacta posible, las variaciones de

velocidad y trayectoria experimentadas por los vehículos que impactan. Los

problemas de colisiones de vehículos exigen, normalmente, el análisis conjunto

de los movimientos previos y posteriores a la colisión, además de la colisión

misma. En cada una de estas fases ha de establecerse el conjunto de hipótesis

más coherente con los datos disponibles del accidente y de los vehículos.

La situación más frecuente para la investigación de accidentes de tráfico

es el conocimiento de las posiciones finales de los vehículos y sus

deformaciones, la localización aproximada del punto de colisión y otras

evidencias físicas de la interacción de los vehículos con la calzada u objetos

situados en los bordes o proximidad. También se dispone, en ocasiones, de

testimonios de las personas implicadas o testigos.


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Aunque la reconstrucción del accidente puede efectuarse en algunas

investigaciones de nivel intermedio (en atestados policiales o en peritajes para

seguros), su ámbito de utilización se centra principalmente en investigaciones

en profundidad (tanto retrospectivas como en el escenario) y en investigaciones

especiales.

Para resolver el problema de la reconstrucción de accidentes de tráfico

tomando en consideración el comportamiento dinámico de los vehículos y

ocupantes implicados, se suele acudir a programas informáticos de

reconstrucción de accidentes en los que, mediante ciertas simplificaciones, se

pueden obtener resultados satisfactorios con tiempos de computación

razonables y datos de partida de fácil acceso.

Existen en la actualidad diferentes herramientas informáticas que ayudan

durante el proceso de reconstrucción. Muchas de estas herramientas están

dirigidas a la resolución del problema de los movimientos de los vehículos

durante las distintas fases del accidente en dos dimensiones, y son empleados

mayoritariamente en investigaciones a nivel intermedio.

Los dos programas informáticos más destacables en la actualidad

empleados para la reconstrucción de accidentes con fines de investigación son

el programa HVE (Human-Vehice-Environment software, de Engineering

Dynamics Corporation), y el programa PC-Crash (de Dr. Steffan Datentechnik

GmbH).

En el presente estudio se ha empleado la herramienta PC-Crash. Este

programa dispone de un entorno de fácil manejo para la entrada de datos y

para la presentación de resultados. El modelo dinámico tridimensional de

movimiento de los vehículos tiene en cuenta todas las fuerzas que actúan

sobre el vehículo.


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La simulación se inicia tomando en consideración las fuerzas laterales y

longitudinales sobre los neumáticos. A continuación, se calculan los parámetros

de la suspensión a partir del ángulo de rotación del vehículo y la posición del

centro de gravedad. Con dichos parámetros de la suspensión, se pueden

calcular las cargas sobre los neumáticos.

PC-Crash utiliza un modelo de impacto tridimensional basado en los

impulsos, y usa la restitución en lugar del aplastamiento del vehículo o los

coeficientes de rigidez. El modelo de colisión contiene los medios para calcular

“impactos completos” (impactos en los cuales se alcanza una velocidad común

en el área de contacto de los dos vehículos) e “impactos con deslizamiento”

(impactos en los que no se alcanza una velocidad común). También permite el

cálculo de los parámetros posteriores al impacto a partir de la definición de la

fase previa a la impacto.

Junto a lo anterior, este programa informático utiliza técnicas multi-

cuerpo para simular el comportamiento de peatones y ocupantes de los

vehículos implicados.


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4. RESULTADOS

Tras la ejecución de las tareas precedentes, se han obtenido los

resultados mostrados a continuación.

4.1. Análisis de causalidad

4.1.1.- Protocolo HFF

Los resultados del proceso de codificación de causas mediante el

protocolo HFF efectuado en los quince casos estudiados, aplicado a las

furgonetas implicadas, se presentan en las siguientes tablas (Figura 3.-, Figura

4.-, y Figura 5.-).

Variable Caso 1 Caso 2 Caso 3 Caso 4 Caso 5

HFF_Sheet1 A11 A13 A13 A11 A13

HFF_Sheet2_1 NA A25 A25 A25 NA

HFF_Sheet2_2 F4 E1 E1 G1 NA

HFF_Sheet2_3 NA NA NA NA NA

HFF_Sheet3 Prog1 Detect4 Detect4 Detect4 Prog1

HFF_Sheet5 NC PC PC PC NC

HFF_Sheet6 Unavoidable ND ND ND Unavoidable

HFF_Sheet7_1 PCC.1 PCC.1 PCC.1 PCC.1 PCC.1

HFF_Sheet7_2 PCS.F PCS.F PCS.F PCS.F PCS.F

HFF_Sheet7_3 SCC.0 SCC.0 SCC.0 SCC.0 SCC.0


HFF_Sheet9

Figura 3.- Tabla de códigos de causalidad de la furgoneta, según el protocolo

HFF, en los quince casos investigados (casos 1 a 5).


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HFF_Sheet1 A13 C12 A11 A13 A11

HFF_Sheet2_1 A42 A47 NA A25 NA

HFF_Sheet2_2 E1 NA G1 E1 F4


HFF_Sheet3 Prog3 Diag2 Prog1 Detect4 Prog1

HFF_Sheet5 PC PC NC PC NC

HFF_Sheet6 D1 D1 Unavoidable ND Unavoidable


HFF_Sheet7_2 PCS.F PCS.F PCS.F PCS.F PCS.F


HFF_Sheet7_4 NA SCS.R NA NA NA

HFF_Sheet9




HFF_Sheet1 A11 A12 A13 A12 A11

HFF_Sheet2_1 NA NA NA A25 NA

HFF_Sheet2_2 G1/F4 E1/F4 G1/E1/F4 E1 F4


HFF_Sheet3 Prog1 Prog1 Prog1 Detect4 Prog1

HFF_Sheet5 NC NC NC PC NC

HFF_Sheet6 Unavoidable Unavoidable Unavoidable ND Unavoidable


HFF_Sheet7_2 PCS.F PCS.F PCS.F PCS.R PCS.F



HFF_Sheet9




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4.1.2.- Protocolo ACASS


protocolo ACASS efectuado en los quince casos estudiados, aplicado a las

furgonetas implicadas, se muestra en las siguientes tablas (Figura 6.-, Figura

7.- y Figura 8.-).


ACASS_Code_1 0 1 1 1 0


ACASS_Code_3 00 04 04 04 00


ACASS_Information 8 8 8 8 8

Figura 6.- Tabla de códigos de causalidad de la furgoneta, según el protocolo ACASS, en los quince casos investigados (casos 1 a 5).

Variable Caso 6 Caso 7 Caso 8 Caso 9



ACASS_Code_3 03 02 01 00 04


ACASS_Information 8 8 8 8 8


Variable Caso 10 Caso 11 Caso 12 Caso 13 Caso 14 Caso 15

ACASS_Code_1 0 0 0 0 1 0

ACASS_Code_2 0 0 0 0 2 0

ACASS_Code_3 00 00 00 00 04 00

ACASS_Code_4 0 0 0 0 1 0

ACASS_Information 8 8 8 8 8 8



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4.1.3.- Protocolo DREAM


protocolo DREAM efectuado en los quince casos estudiados, aplicado a las

furgonetas implicadas, se muestra en los siguientes apartados.

4.1.3.1.- Caso 1 (ID 2010020000271)

No aplicable a la furgoneta Citroën Berlingo, al no observarse

responsabilidad por parte del conductor de la misma.

4.1.3.2.- Caso 2 (ID 2010060000740)

En la siguiente figura (Figura 9.-) se muestra el diagrama DREAM

correspondiente al conductor de la furgoneta Ford Transit.

Temporarypersonal factors

(E)Fatigue (E3)

Direction (A4)Wrong direction (A4.1)

Figura 9.- Diagrama DREAM correspondiente al conductor de la furgoneta Ford Transit (caso 2).


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4.1.3.3.- Caso 3 (ID 2010060001385)



Interpretation (C)Misjudgement of situation (C2)

Speed (A2)Too high speed (A2.1)

Figura 10.- Diagrama DREAM correspondiente al conductor de la furgoneta Ford Transit (caso 3).

4.1.3.4.- Caso 4 (ID 2010130000400)






(E)

Figura 11.- Diagrama DREAM correspondiente al conductor de la furgoneta Mercedes Benz (caso 4).

4.1.3.5.- Caso 5 (ID 2010150000501)

No aplicable a la furgoneta Mercedes Benz, al no observarse



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4.1.3.6.- Caso 6 (ID 2010150003133)


correspondiente al conductor de la furgoneta Renault Trafic.



Figura 12.- Diagrama DREAM correspondiente al conductor de la furgoneta Renault Trafic (caso 6).

4.1.3.7.- Caso 7 (ID 2010160001179)


correspondiente al conductor de la furgoneta Ford Transit Connect.

Interpretation (C)Misjudgement of time gaps (C1)

Timing (A1)Too late action (A1.1)

Observation (B)Late observation

(B2)


(E)

Inattention (E2)

Figura 13.- Diagrama DREAM correspondiente al conductor de la furgoneta Ford Transit Connect (caso 7).


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4.1.3.8.- Caso 8 (ID 2010180000203)

No aplicable a la furgoneta Opel Combo, al no observarse


4.1.3.9.- Caso 9 (ID 2010270001244)


correspondiente al conductor de la furgoneta Renault Express.


Timing (A1)No action (A1.3)


(E)

Inattention (E2)

Figura 14.- Diagrama DREAM correspondiente al conductor de la furgoneta Renault Express (caso 9).

4.1.3.10.- Caso 10 (ID 2010280001418)

No aplicable a la furgoneta Ford Transit, al no observarse


4.1.3.11.- Caso 11 (ID 2010350900182)

No aplicable a la furgoneta Renault Trafic, al no observarse



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4.1.3.12.- Caso 12 (ID 2010400000643)

No aplicable a la furgoneta Opel Combo, al no observarse


4.1.3.13.- Caso 13 (ID 2010470000040)

No aplicable a la furgoneta Citroën Jumpy, al no observarse


4.1.3.14.- Caso 14 (ID 2010470001159)


correspondiente al conductor de la furgoneta Renault Kangoo.


(B2)



(E)

Inattention (E2)

Figura 15.- Diagrama DREAM correspondiente al conductor de la furgoneta Renault Kangoo (caso 14).

4.1.3.15.- Caso 15 (ID 2010500004102)

No aplicable a la furgoneta Fiat Ducato, al no observarse responsabilidad

por parte del conductor de la misma.


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4.1.4.- Resultados

El análisis de causalidad llevado a cabo en los quince accidentes

seleccionados proporciona los siguientes resultados:

La codificación según el protocolo HFF es la única aplicable en todos los

vehículos, independientemente de la responsabilidad por parte de sus

conductores.

Dicha codificación HFF proporciona información de causalidad, junto a

información adicional sobre la configuración del accidente

(HFF_Sheet7_1, HFF_Sheet7_2, HFF_Sheet7_3, HFF_Sheet7_4 y

HFF_Sheet9).

En el 53% de los casos, el conductor de la furgoneta no contribuye como

factor desencadenante del accidente.

Respecto a los accidentes en los que el conductor de la furgoneta

contribuye como principal factor desencadenante del accidente, en el

72% de los casos se produce una interrupción en la adquisición de

información por parte del mismo debido a fatiga física o mental.


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4.2. Reconstrucción del accidente

Los resultados del proceso de codificación de las reconstrucciones

efectuado en los quince casos estudiados, aplicado a las furgonetas

implicadas, se presentan en las siguientes tablas (Figura 16.-, 0 y Figura 18.-).

Variable Caso 1 Caso 2 Caso 3 Caso 4 Caso 5 ID 2010020000271 2010060000740 2010060001385 2010130000400 2010150000501

Contrario Turismo Turismo Turismo Camión Turismo stiffnessCategory 7 7 7 7 7

runOutSpeed 27.97 38.08 50.35 27.65 22.92 rosSource PC-Crash PC-Crash PC-Crash PC-Crash PC-Crash

ROSToleranceRange +/-5 km/h +/-5 km/h +/-5 km/h +/-5 km/h +/-5 km/h collisionSpeed 80 80 80 50 50

CSToleranceRange +/-5 km/h +/-5 km/h +/-5 km/h +/-5 km/h +/-5 km/h csSource PC-Crash PC-Crash PC-Crash PC-Crash PC-Crash

initialSpeed 80 80 80 50 50 ISToleranceRange +/-5 km/h +/-5 km/h +/-5 km/h +/-5 km/h +/-5 km/h

isSource PC-Crash PC-Crash PC-Crash PC-Crash PC-Crash PDOF -20.48 7.63 -27.41 4.62 -90

sourceForPDOF PC-Crash PC-Crash PC-Crash PC-Crash PC-Crash EES 72.24 60.87 48.07 66.83 48.02

EESToleranceRange +/-5 km/h +/-5 km/h +/-5 km/h +/-5 km/h +/-5 km/h eesSource PC-Crash PC-Crash PC-Crash PC-Crash PC-Crash

deltaV 76.12 42.73 35.43 76.86 34.41 DVToleranceRange +/-5 km/h +/-5 km/h +/-5 km/h +/-5 km/h +/-5 km/h

dvSource PC-Crash PC-Crash PC-Crash PC-Crash PC-Crash

Figura 16.- Tabla de variables de reconstrucción de la furgoneta en los quince

casos investigados (casos 1 a 5).


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Variable Caso 6 Caso 7 Caso 8 Caso 9 Caso 10 ID 2010150003133 2010160001179 2010180000203 2010270001244 2010280001418

Contrario Camión Camión Turismo Turismo Turismo stiffnessCategory 7 7 7 7 7


ROSToleranceRange +/-5 km/h +/-5 km/h +/-5 km/h +/-5 km/h +/-5 km/h collisionSpeed 50 80 60 51 46.96


initialSpeed 50 80 60 51 46.96 ISToleranceRange +/-5 km/h +/-5 km/h +/-5 km/h +/-5 km/h +/-5 km/h

isSource PC-Crash PC-Crash PC-Crash PC-Crash PC-Crash PDOF 1.76 -59.03 -3.07 2.84 2.25

sourceForPDOF PC-Crash PC-Crash PC-Crash PC-Crash PC-Crash EES 47.98 16.07 85.74 66.56 32.77




Figura 17.- Tabla de variables de reconstrucción de la furgoneta en los quince

casos investigados (casos 6 a 10).


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Variable Caso 11 Caso 12 Caso 13 Caso 14 Caso15 ID 2010350900182 2010400000643 2010470000040 2010470001159 2010500004102

Contrario Cuadriciclo Turismo Turismo Turismo Turismo stiffnessCategory 7 7 7 7 7


ROSToleranceRange +/-5 km/h +/-5 km/h +/-5 km/h +/-5 km/h +/-5 km/h collisionSpeed 25.01 30 38.01 18 80


initialSpeed 25.01 30 38.01 18 80 ISToleranceRange +/-5 km/h +/-5 km/h +/-5 km/h +/-5 km/h +/-5 km/h

isSource PC-Crash PC-Crash PC-Crash PC-Crash PC-Crash PDOF 14.56 19.87 -5.95 89.84 2.51

sourceForPDOF PC-Crash PC-Crash PC-Crash PC-Crash PC-Crash EES 22.91 0 13.70 48.25 0




Figura 18.- Tabla de variables de reconstrucción de la furgoneta en los quince casos investigados (casos 11 a 15).


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5. CONCLUSIONES

El trabajo desarrollado permite concluir lo siguiente:

INSIA ha participado durante los años 2010, 2011 y 2012, bajo la

coordinación de la DGT (representante oficial español en el proyecto

DACOTA), en todas las actividades de dicho proyecto que presentan

relación con la investigación en profundidad de accidentes, como han

sido:

o Revisión y comentarios al documento "Dacota Definitions".

o Comentarios al entregable "“Report on purpose of in-depth data

and the shape of the new EU-infrastructure”."

o Revisión y comentarios al documento "Questionnaire on

investigation obstacles".

o Identificación de obstáculos para realizar investigaciones en

profundidad.

o Revisión de las variables de la base de datos INTACT, la cual ha

sido el modelo principal seguido para el desarrollo de la base de

datos DACOTA.

o Revisión de los protocolos de la base de datos INTACT (DREAM)

o Revisión del documento sobre "ACASS, Accident Causation

System"

o Revisión de los protocolos sobre HFF.

o Codificación de los accidentes (GDV, INTACT) y de sus causas

mediante los protocolos HFF, ACASS y DREAM.

o Revisión, comentarios y propuestas de modificaciones a las

variables de la base de datos INTACT.

o Propuestas de modificaciones a la estructura de la base de datos.

o Propuesta de priorización de las modificaciones estructurales.

o Propuesta de variables de filtrado de la base de datos.


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o Revisión y propuesta de modificaciones a la lista de las “core

variables” (variables principales).

o Revisión y prueba de la base de datos DACOTA.

o Desarrollo de material de trabajo para los módulos de formación,

en relación con el análisis estructural de autobuses y autocares.

o Revisión de los "Inspection Forms" y del "Manual Online".

o Revisión del documento "Methodology Outline".

o Introducción de casos en profundidad investigados por INSIA en

la base de datos DACOTA.

o Revisión de casos del equipo finlandés introducidos en la base de

datos DACOTA.


escenario como método de mayor calidad para la obtención de la

información del accidente. No obstante, y durante el desarrollo de esta

fase del proyecto, se han producido dificultades para la obtención de las

autorizaciones judiciales requeridas, por lo que se ha recurrido al

método de investigación retrospectiva en profundidad de dichos

accidentes.

Esta metodología de investigación se ha basado en el análisis de

los Informes Técnicos elaborados por la Agrupación de Tráfico de la

Guardia Civil, en el caso de accidentes mortales con implicación de

furgonetas ocurridos durante el año 2010. Se han tomado en

consideración los accidentes mortales debido a que son aquellos en los

que los Informes Técnicos disponibles cuentan con la máxima calidad

posible de información.


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Las actividades desarrolladas por INSIA en este estudio se han

centrado, junto a la colaboración con la DGT en las distintas fases del

proyecto europeo, en la realización en las quince investigaciones

descritas de las tareas que no habían sido llevadas a cabo por la

Agrupación de Tráfico en sus Informes Técnicos:

o Reconstrucción del accidente mediante métodos informáticos.

o Análisis de causalidad según los protocolos de codificación HFF,

ACASS y DREAM.

La utilización del método de investigación retrospectiva en profundidad

de accidentes posibilita la codificación de los accidentes y de sus causas

mediante los protocolos HFF, ACASS y DREAM. No obstante, las

carencias de información en relación con dichas causas dificulta la

identificación de alguno de los códigos.

La metodología HFF aplicada es más adecuada en el caso de análisis

retrospectivo de accidentes en profundidad. Todas las variables

relacionadas con la causalidad han podido ser determinadas.

La metodología DREAM, incluida finalmente en la base de datos

DACOTA, es más completa desde el punto de vista de los estudios de

causalidad, pero únicamente es aplicable en el caso de análisis en el

escenario de accidentes en profundidad, con una adecuada recogida de

información.

La codificación según el protocolo HFF es la única aplicable en todos los

vehículos, independientemente de la responsabilidad por parte de sus

conductores. Dicha codificación proporciona información de causalidad,

junto a información adicional sobre la configuración del accidente.


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El análisis de las principales causas y factores concurrentes a partir de

la muestra de los quince accidentes codificados proporciona las

siguientes conclusiones:

- En el 53% de los casos, el conductor de la furgoneta no

contribuye como factor desencadenante del accidente.

- Respecto a los accidentes en los que el conductor de la furgoneta

contribuye como principal factor desencadenante del accidente,

en el 72% de los casos se produce una interrupción en la

adquisición de información por parte del mismo debido a fatiga

física o mental.

La información contenida en los Informes Técnicos permite llevar a cabo

la reconstrucción completa mediante el programa informático PC-Crash.

Debido a ello, todas las variables definidas en DACOTA relacionadas

con la reconstrucción han podido ser determinadas en los casos

analizados. Dicha información está contenida en este informe

Las variables definidas en DACOTA relacionadas con las lesiones no

han podido ser evaluadas, debido a la ausencia de información sobre las

mismas, especialmente en el caso de los ocupantes fallecidos.

Las variables definidas en DACOTA relacionadas con las características

de los vehículos implicados, y especialmente con las deformaciones

sufridas en el accidente, presentan importantes carencias de

información, por lo que muchas de estas variables no podrían ser

rellenadas.


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6. ANEXOS

6.1. Anexo I. Anuncio de adjudicación del expediente de contratación número 0100DGT20985


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6.2. Anexo II. Información de casos seleccionados

6.2.1.- Caso 1 (ID 2010020000271)

DESCRIPCIÓN GENERAL: accidente de circulación ocurrido sobre las 14,30

horas del día 07 de abril del 2010, en el km. 594,612a de la carretera N-430

(Torrefresneda (A-5) — Rotglá y Corberá (A-7)), sentido descendente, término

municipal y Partido Judicial de Almansa (AB); consistente en colisión fronto-

lateral entre el vehículo turismo marca Opel modelo Astra al vehículo mixto

marca Citroën, modelo Berlingo, resultando como consecuencia del mismo dos

personas fallecidas (ambos conductores), y daños materiales de gran

consideración en ambos vehículos.


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6.2.1.1.- Croquis

Figura 19.- Croquis de accidente ID 2010020000271.


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6.2.1.2.- Fotografías

Figura 20.- Fotografía de infraestructura, desde el punto de vista del conductor de la furgoneta (ID 2010020000271).

Figura 21.- Fotografía de infraestructura, desde el punto de vista del conductor del vehículo turismo (ID 2010020000271).


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Figura 22.- Fotografía en la que se observan las huellas y hendiduras sobre la calzada, dejadas por la furgoneta (ID 2010020000271).

Figura 23.- Fotografía en la que se observan las huellas y hendiduras sobre la calzada dejadas por el turismo, en su trayectoria poscolisión (ID 2010020000271).


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Figura 24.- Fotografía de la posición final de la furgoneta (ID 2010020000271).

Figura 25.- Fotografía de la posición final del turismo (ID 2010020000271).


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6.2.1.3.- Reconstrucción

VEHÍCULO 1. FURGONETA Variable Resultado

stiffnessCategory 7 runOutSpeed 27.97

rosSource PC-Crash ROSToleranceRange +/-5 km/h

collisionSpeed 80 CSToleranceRange +/-5 km/h

csSource PC-Crash initialSpeed 80

ISToleranceRange +/-5 km/h isSource PC-Crash PDOF -20.48

sourceForPDOF PC-Crash EES 72.24

EESToleranceRange +/-5 km/h eesSource PC-Crash

deltaV 76.12 DVToleranceRange +/-5 km/h

dvSource PC-Crash

Figura 26.- Tabla de variables de reconstrucción de la furgoneta, según protocolo de DACOTA (ID 2010020000271).

VEHÍCULO 2. TURISMO Variable Resultado









dvSource PC-Crash

Figura 27.- Tabla de variables de reconstrucción del turismo, según protocolo de DACOTA (ID 2010020000271).


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Figura 28.- Punto de colisión de los vehículos accidentados mediante la herramienta PC-Crash (ID 2010020000271).

Figura 29.- Movimientos post-colisión de los vehículos accidentados mediante la herramienta PC-Crash (ID 2010020000271).


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6.2.1.4.- Causalidad de la furgoneta

PROTOCOLO HFF

VEHÍCULO 1. FURGONETA

Variable Código Descripción

HFF_Sheet1 A11 Going ahead on a straight road

HFF_Sheet2_1 NA No applicable

HFF_Sheet2_2 F4 Other road user(s) : Atypical manoeuvres


HFF_Sheet3 Prog1 Not expecting (by default) manoeuvre by another user

HFF_Sheet5 NC No contributing

HFF_Sheet6 Unavoidable Unavoidable

HFF_Sheet7_1 PCC.1 Primary crash Configuration. Front

HFF_Sheet7_2 PCS.F Primary crash Side. Front

HFF_Sheet7_3 SCC.0 Secondary crash Configuration. No Secondary Choc


HFF_Sheet9

Figura 30.- Tabla de variables de causalidad de la furgoneta, según protocolo HFF (ID 2010020000271).


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PROTOCOLO ACASS



ACASS_Code_1 0

This participant did not contribute to the emergence of the accident

ACASS_Code_2 0

ACASS_Code_3 00

ACASS_Code_4 0

ACASS_Information 8 Information from police reports/other reports

Figura 31.- Tabla de variables de causalidad de la furgoneta, según protocolo ACASS (ID 2010020000271).

PROTOCOLO DREAM

La codificación según el protocolo DREAM no es aplicable a la furgoneta

Citroën Berlingo, al no observarse responsabilidad por parte del conductor de la

misma.


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6.2.2.- Caso 2 (ID 2010060000740)

DESCRIPCIÓN GENERAL: accidente de circulación ocurrido a las 14:30 horas

del día 23 de mayo de 2010, en el punto kilométrico 22,200 de la carretera N-

432 (Badajoz - Granada), término municipal de La Albuera, partido judicial de

Badajoz, consistente en colisión frontal entre los vehículos furgón mixto

adaptable Ford Transit matrícula BA-5580-V, y turismo Peugeot 307 matrícula

0216CXB, resultando como consecuencia del mismo una persona fallecida,

otra herida grave, tres heridas leves; y daños materiales de gran consideración

en los vehículos y la bionda.


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6.2.2.1.- Croquis



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Figura 34.- Fotografía de infraestructura, desde el punto de vista del conductor del turismo (ID 2010060000740).


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ISToleranceRange +/-5 km/h isSource PC-Crash PDOF 7.63




dvSource PC-Crash











dvSource PC-Crash



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PROTOCOLO HFF



HFF_Sheet1 A13 Going ahead on a right bend

HFF_Sheet2_1 A25 Fatigue. Physical/Mental

HFF_Sheet2_2 E1 Bend(s). Right bends


HFF_Sheet3 Detect4 Interruption in information acquisition

HFF_Sheet5 PC Primary contributing

HFF_Sheet6 ND The AD of danger implies road users who did not detect the accident situation nor the emergency

situation





HFF_Sheet9



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PROTOCOLO ACASS



ACASS_Code_1 1 Situational human factors

ACASS_Code_2 2 Information admission

ACASS_Code_3 04 Activation too low

ACASS_Code_4 1 Physical stress, fatigue



PROTOCOLO DREAM


(E)Fatigue (E3)


Figura 43.- Diagrama DREAM correspondiente al conductor de la furgoneta Ford Transit. (ID 2010060000740).


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6.2.3.- Caso 3 (ID 2010060001385)

DESCRIPCIÓN GENERAL: accidente de circulación ocurrido a las 12,50 horas

del día 27 de septiembre de 2010, en el punto kilométrico 37,70 de la carretera

EX100 (Cáceres - Badajoz), término municipal de Puebla de Obando (BA) y

judicial de Montijo (BA), consistente en colisión fronto-angular izquierda de la

furgoneta Ford Transit, matrícula 7316-DLB, de color blanca, contra el turismo

Volkswagen Passat, matrícula CC- 2310-O, de color blanco.

Resultando del mismo en un principio herido grave el conductor del turismo

Volkswagen Passat y falleciendo posteriormente en el hospital. Y heridos leve

el conductor de la furgoneta Ford Transit y la usuaria del asiento delantero

derecho del turismo anteriormente reseñado.


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6.2.3.1.- Croquis



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dvSource PC-Crash











dvSource PC-Crash



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PROTOCOLO HFF










situation





HFF_Sheet9



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PROTOCOLO ACASS









PROTOCOLO DREAM



Figura 55.- Diagrama DREAM correspondiente al conductor de la furgoneta

Ford Transit. (ID 2010060001385).


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6.2.4.- Caso 4 (ID 2010130000400)


del día 10/07/2010, en el Punto Kilométrico 254,400 de la carretera CM-420

(Daimiel N-430 - Cuenca), término municipal de Puerto Lápice y Partido Judicial

de Alcázar de San Juan, consistente en colisión frontal angular entre el camión

Mercedes, modelo 1224L, matrícula 1398 GMK, y la furgoneta Mercedes,

modelo MB-140, matrícula CR-1355-M, con el resultado de dos personas

fallecidas y daños de gran consideración en los vehículos accidentados.


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6.2.4.1.- Croquis



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Figura 58.- Fotografía de infraestructura, desde el punto de vista del conductor del camión (ID 2010130000400).


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Figura 60.- Fotografía de la posición final del camión (ID 2010130000400).


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dvSource PC-Crash


VEHÍCULO 2. CAMIÓN Variable Resultado









dvSource PC-Crash

Figura 62.- Tabla de variables de reconstrucción del camión, según protocolo de DACOTA (ID 2010130000400).


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PROTOCOLO HFF





HFF_Sheet2_2 G1 Road lighting





situation





HFF_Sheet9



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PROTOCOLO ACASS









PROTOCOLO DREAM




(E)


Ford Transit. (ID 2010130000400).


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6.2.5.- Caso 5 (ID 2010150000501)

DESCRIPCIÓN GENERAL: accidente de circulación ocurrido sobre las 18:40

horas del día 17 de febrero de 2010, en el Punto Kilométrico 33,800 de la

autopista AG-55 (A Coruña-Carballo), sentido A Coruña, término municipal y

Partido Judicial de Carballo (A Coruña), consistente en la colisión frontal entre

el vehículo tipo turismo, marca Mazda, modelo 3, color negro, matrícula 5045-

FNP y el vehículo tipo furgón, marca Mercedes-Benz, modelo Sprinter, color

blanco, matrícula 4622-GBX, resultando como consecuencia del mismo una

persona fallecida, una herida leve y daños materiales de gran consideración en

los vehículos y en la vía.


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6.2.5.1.- Croquis



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ISToleranceRange +/-5 km/h isSource PC-Crash PDOF -90




dvSource PC-Crash







ISToleranceRange +/-5 km/h isSource PC-Crash PDOF 90




dvSource PC-Crash



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PROTOCOLO HFF














HFF_Sheet9



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PROTOCOLO ACASS



ACASS_Code_1 0


ACASS_Code_2 0

ACASS_Code_3 00

ACASS_Code_4 0



PROTOCOLO DREAM


Mercedes Benz, al no observarse responsabilidad por parte del conductor de la

misma.


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6.2.6.- Caso 6 (ID 2010150003133)


del día 18 de octubre de 2010, en el Punto Kilométrico 1,800 de la carretera

DP-0203 (Bertamirans - Aguapesada), travesía de Lugar de Pousada, en el

término Municipal de Ames y partido Judicial de Santiago de Compostela,

consistente en la colisión frontal entre el camión Volvo-FLH-DR-240 y la

furgoneta Renault-Trafic- 1100, resultando como consecuencia del mismo UN

MUERTO, Y DOS HERIDOS GRAVES y daños materiales en los vehículos

implicados.


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6.2.6.1.- Croquis



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dvSource PC-Crash











dvSource PC-Crash



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PROTOCOLO HFF




HFF_Sheet2_1 A42 Legal Speed but inappropriate to situation constrains



HFF_Sheet3 Prog3 Expecting no perturbation ahead


HFF_Sheet6 D1 The manoeuvre is the result of a decision forced by the situation constraints (offering no other choice)





HFF_Sheet9



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PROTOCOLO ACASS




ACASS_Code_2 3 Information evaluation

ACASS_Code_3 03 Misjudgement concerning the own vehicle

ACASS_Code_4 2 Underestimation of own speed



PROTOCOLO DREAM




Ford Transit. (ID 2010150003133).


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6.2.7.- Caso 7 (ID 2010160001179)

DESCRIPCIÓN GENERAL: accidente de circulación ocurrido sobre 09:15

horas del día 22 de Diciembre de 2010, en el punto kilométrico 26,303 de la

Carretera CM-311 (Villanueva de la Jara – N-III), Término Municipal de Graja

de Iniesta y Partido Judicial de Motilla del Palancar; consistente en la Colisión

Frontal Angular entre el vehículo mixto marca Ford, modelo Transit Connect y

el camión cisterna marca Renault modelo Midlum 270.18, al intentar el primero

esquivar un vehículo que se encontraba parado para efectuar un giro a la

izquierda, el cual no sufrió daño alguno. Resultando del mismo UNA persona

fallecida, UNA herida grave y daños materiales de gran consideración en los



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6.2.7.1.- Croquis



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dvSource PC-Crash











dvSource PC-Crash



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PROTOCOLO HFF



HFF_Sheet1 C12 Overtaking stationary vehicle on right

HFF_Sheet2_1 A47 Atypical overtaking



HFF_Sheet3 Diag2 Incorrect evaluation of gap


HFF_Sheet6 D1 The manoeuvre is the result of a decision forced by the situation constraints (offering no other choice)



HFF_Sheet7_3 SCC.4 Secondary crash Configuration. roll‐over

HFF_Sheet7_4 SCS.R Secondary crash Side Right

HFF_Sheet9



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PROTOCOLO ACASS


Variable Código 1 Descripción


ACASS_Code_2 3 Information evaluation

ACASS_Code_3 02 Misjudgement of speed or distance of other road users

ACASS_Code_4 2 Misjudgement of distance of other road user



Variable Código 2 Descripción


ACASS_Code_2 4 Planning

ACASS_Code_3 01 Decision error

ACASS_Code_4 1 Wrong manoeuvre planned



PROTOCOLO DREAM

Interpretation (C)Misjudgement of time gaps (C1)



(B2)


(E)

Inattention (E2)


Ford Transit. (ID 2010160001179).


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6.2.8.- Caso 8 (ID 2010180000203)

DESCRIPCIÓN GENERAL: accidente de circulación ocurrido sobre las 00:00

horas del día 24 de enero de 2010, a la altura del punto kilométrico 328,600 de

la carretera N-340 (Chiclana de la Frontera-Molins de Rei), término municipal

de Salobreña y partido judicial de Motril (GR), consistente en la COLISIÓN

FRONTAL EXCÉNTRICA entre el vehículo turismo Audi A4 y el vehículo mixto

adaptable Opel Combo, resultando como consecuencia del mismo TRES

PERSONAS FALLECIDAS, CUATRO HERIDAS GRAVES, DOS HERIDAS

LEVES y daños materiales de gran consideración en los vehículos implicados.


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6.2.8.1.- Croquis



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Figura 107.- Fotografía la posición final del turismo (ID 2010180000203).


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dvSource PC-Crash











dvSource PC-Crash



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Figura 110.- Punto de colisión de los vehículos accidentados mediante la herramienta PC-Crash. Furgoneta en azul (ID 2010180000203).

Figura 111.- Movimientos post-colisión de los vehículos accidentados mediante la herramienta PC-Crash. Furgoneta en azul (ID 2010180000203).


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PROTOCOLO HFF





HFF_Sheet2_2 G1 Road lighting









HFF_Sheet9



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PROTOCOLO ACASS



ACASS_Code_1 0


ACASS_Code_2 0

ACASS_Code_3 00

ACASS_Code_4 0



PROTOCOLO DREAM


Opel Combo, al no observarse responsabilidad por parte del conductor de la

misma.


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6.2.9.- Caso 9 (ID 2010270001244)

DESCRIPCIÓN GENERAL: ACCIDENTE DE CIRCULACIÓN ocurrido a las

15:20 horas del día 21de julio de 2010, en el punto kilométrico 504,450 de la

carretera N-VI (Madrid-A Coruña), término municipal de Lugo y partido judicial

de Lugo, consistente en la COLISIÓN FRONTAL entre la furgoneta Renault

Express y el turismo todoterreno Kia Sorento, resultando como consecuencia

del mismo UNA PERSONA FALLECIDA, OTRA HERIDA GRAVE y DOS

HERIDAS LEVES, así como daños materiales en ambos vehículos.


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6.2.9.1.- Croquis



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Figura 116.- Fotografía de infraestructura, desde el punto de vista del conductor del turismo todoterreno (ID 2010270001244).


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dvSource PC-Crash


VEHÍCULO 2. TURISMO TODOTERRENO Variable Resultado






sourceForPDOF PC-Crash EES 0



dvSource PC-Crash



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PROTOCOLO HFF





HFF_Sheet2_2 E1 Bend(s)





situation





HFF_Sheet9



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PROTOCOLO ACASS









PROTOCOLO DREAM


Timing (A1)No action (A1.3)


(E)

Inattention (E2)



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6.2.10.- Caso 10 (ID 2010280001418)


del 15 de febrero del 2010, en el punto kilométrico 08,500 de la carretera M-413

(Fuenlabrada/A5), sentido descendente, término municipal de Moraleja de

Enmedio (Madrid) y partido judicial de Navalcarnero (Madrid), consistente en

una COLISIÓN FRONTOLATERAL entre el vehículo turismo marca Citroën

modelo Xsara y el vehículo furgoneta marca Ford modelo Transit y posterior

choque con elemento de seguridad vial del vehículo tipo turismo marca Citroën

modelo Xsara, resultando del mismo FALLECIDO el conductor del turismo y

HERIDOS LEVES el conductor y los dos ocupantes del vehículo furgoneta

además de daños materiales de consideración en los elementos de seguridad

de la vía, y de gran consideración en los vehículos implicados.


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6.2.10.1.- Croquis



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Figura 130.- Fotografía del estado final del turismo (ID 2010280001418).


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collisionSpeed 46.96 CSToleranceRange +/-5 km/h

csSource PC-Crash initialSpeed 46.96





dvSource PC-Crash



stiffnessCategory 3 runOutSpeed 18








dvSource PC-Crash



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PROTOCOLO HFF





HFF_Sheet2_2 F4 Other road user(s) : atypical manoeuvres









HFF_Sheet9



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PROTOCOLO ACASS



ACASS_Code_1 0


ACASS_Code_2 0

ACASS_Code_3 00

ACASS_Code_4 0



PROTOCOLO DREAM


Ford Transit, al no observarse responsabilidad por parte del conductor de la

misma.


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6.2.11.- Caso 11 (ID 2010350900182)

DESCRIPCIÓN GENERAL: ACCIDENTE DE CIRCULACIÓN ocurrido a

las 18:35 horas del 25 de diciembre del 2010, en el punto kilométrico

20,450 de la carretera LZ-30 (Teguise-Uga), término municipal de Yaiza

y partido judicial de Arrecife (Las Palmas), consistente en COLISIÓN

FRONTAL ANGULAR entre el vehículo mixto adaptable, marca Renault

modelo Trafic y el vehículo cuadriciclo ligero, marca J.D.M modelo

Abaca, resultando a consecuencia del mismo UNA PERSONA

FALLECIDA (conductor del cuadriciclo ligero), TRES PERSONAS

HERIDAS LEVES (conductor y los dos usuarios de los asientos

delanteros del vehículo mixto), DOS PERSONAS ILESAS (usuarios de

los asientos traseros del vehículo mixto) y daños materiales de

consideración del vehículo mixto.


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6.2.11.1.- Croquis



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Figura 138.- Fotografía de infraestructura, desde el punto de vista de la furgoneta (ID 2010350900182).

Figura 139.- Fotografía de infraestructura, desde el punto de vista del conductor del cuadriciclo ligero (ID 2010350900182).


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Figura 141.- Fotografía de la posición final del cuadriciclo ligero (ID 2010350900182).


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dvSource PC-Crash


VEHÍCULO 2. CUADRICICLO LIGERO Variable Resultado









dvSource PC-Crash



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PROTOCOLO HFF





HFF_Sheet2_2 G1/F4 Road lighting/Other road user(s) : atypical manoeuvres









HFF_Sheet9



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PROTOCOLO ACASS



ACASS_Code_1 0


ACASS_Code_2 0

ACASS_Code_3 00

ACASS_Code_4 0



PROTOCOLO DREAM


Renault Trafic, al no observarse responsabilidad por parte del conductor de la

misma.


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6.2.12.- Caso 12 (ID 2010400000643)


del día 16 de agosto de 2010, a la altura del kilómetro 212,250 de la carretera

N-110 (Soria-Plasencia), término municipal de Valdeprados y Partido Judicial

de Segovia, consistente en la colisión por embestida perpendicular posterior del

vehículo mixto adaptable marca Opel, modelo Combo, al turismo marca Ford,

modelo Focus. Resultado: una persona muerta, una herida grave, otra herida

leve y daños de diversa consideración en los vehículos implicados.


No disponibles en la documentación aportada.


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6.2.12.2.- Croquis



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dvSource PC-Crash











dvSource PC-Crash



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PROTOCOLO HFF



HFF_Sheet1 A12 Going ahead on a left bend


HFF_Sheet2_2 E1/F4 Bend/Other road user(s) : atypical manoeuvres









HFF_Sheet9



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PROTOCOLO ACASS



ACASS_Code_1 0


ACASS_Code_2 0

ACASS_Code_3 00

ACASS_Code_4 0



PROTOCOLO DREAM


Opel Combo, al no observarse responsabilidad por parte del conductor de la

misma.


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6.2.13.- Caso 13 (ID 2010470000040)


del día 13 de enero de 2010, a la altura del kilómetro 5´650 de la carretera

autonómica VA-113 (Valladolid, VA-20/Cabezón de Pisuerga, A-62), sentido

Cabezón de Pisuerga, tramo curvo de proyección hacia la derecha, en

ascenso, anterior a un cambio de rasante, encontrándose la calzada húmeda,

sin ser deslizante, siendo las circunstancia meteorológicas lluvia débil, dentro

del término municipal de Santovenia (Valladolid) y Partido Judicial de

Valladolid, cuando el turismo marca Renault, modelo Megane Scenic, color

amarillo, que circula sentido Valladolid, invade el carril contrario al sentido de

su marcha y es colisionado por embestida perpendicular central por el vehículo

mixto adaptable, marca Citroën, modelo Jumpy 2.0, color gris, que circula

sentido Cabezón de Pisuerga, produciéndose un choque contra la barrera

lateral semirrígida, sita en el margen derecho de la vía, del turismo Renault

Megane Scenic al alcanzar su posición final. Como consecuencia del mismo,

resultaron una persona fallecida y una herida grave, así como daños materiales

de gran consideración en los vehículos implicados en el siniestro y en la

infraestructura de la vía.


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6.2.13.1.- Croquis



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dvSource PC-Crash











dvSource PC-Crash



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PROTOCOLO HFF





HFF_Sheet2_2 G1/E1/F4 Road lighting/Bend/Other road user(s) : atypical manoeuvres









HFF_Sheet9



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PROTOCOLO ACASS



ACASS_Code_1 0


ACASS_Code_2 0

ACASS_Code_3 00

ACASS_Code_4 0



PROTOCOLO DREAM


Citroën Jumpy, al no observarse responsabilidad por parte del conductor de la

misma.


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6.2.14.- Caso 14 (ID 2010470001159)

DESCRIPCIÓN GENERAL: accidente de circulación ocurrido sobre las

10:20 horas del día 07 de Octubre de 2010, a la altura del punto kilométrico

9’500 de la carretera provincial VP-2302 (Tudela de Duero – Viloria, L.P.

Segovia), sentido Viloria, L.P. Segovia, dentro del término municipal de

Montemayor de Pililla (Valladolid) y Partido Judicial de Valladolid, tratándose de

un tramo curvo de proyección hacia la izquierda, a nivel, con buena visibilidad y

luminosidad, encontrándose la calzada seca y limpia de sustancias que la

hicieran deslizante, sin fenómenos meteorológicos adversos, cuando el

conductor del vehículo tipo mixto adaptable marca Renault, modelo Kangoo,

que circulaba sentido Viloria, al trazar la curva de proyección hacia la izquierda,

se sale parcialmente de la vía por su margen derecho, realizando un fuerte giro

en el sistema de dirección de su vehículo hacia la izquierda para retornar a la

calzada provocando esta maniobra una invasión del sentido contrario,

momento en que es colisionado por embestida perpendicular central en el

lateral derecho por el frontal del vehículo tipo todo terreno, marca Jeep,

modelo Grand Cherokee, que circulaba por la citada vía en sentido

Tudela de Duero, con el resultado de una persona fallecida (el conductor

del vehículo mixto adaptable) e ileso el conductor del vehículo todo terreno

Jeep Grand Cherokee, así como daños materiales de gran consideración en los



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6.2.14.1.- Croquis



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Figura 168.- Fotografía de infraestructura, desde el punto de vista del conductor del todoterreno (ID 2010470001159).


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Figura 169.- Fotografía en la que se observan las huellas de fricción lateral dejadas por la furgoneta (ID 2010470001159).



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Figura 171.- Fotografía de la posición final del todoterreno (ID 2010470001159).


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dvSource PC-Crash


VEHÍCULO 2. TODO TERRENO Variable Resultado









dvSource PC-Crash

Figura 173.- Tabla de variables de reconstrucción del todo terreno, según protocolo de DACOTA (ID 2010470001159).


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PROTOCOLO HFF



HFF_Sheet1 A12 Going ahead on a left bend


HFF_Sheet2_2 E1 Bend(s)





situation

HFF_Sheet7_1 PCC.2 Primary crash Configuration. Lateral

HFF_Sheet7_2 PCS.R Primary crash Side. Right



HFF_Sheet9



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PROTOCOLO ACASS









PROTOCOLO DREAM


(B2)



(E)

Inattention (E2)



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6.2.15.- Caso 15 (ID 2010500004102)

DESCRIPCIÓN GENERAL: accidente de circulación ocurrido sobre las 07,50

horas del día 18 de agosto del 2010, a la altura del punto kilométrico 197,461

de la carretera N-232 (de Vinaroz a Las Cabañas), término municipal de Quinto

y Partido Judicial de Zaragoza; consistente en colisión frontal entre el NISSAN

TERRANO II y el camión FIAT DUCATO al invadir el primero el carril de

circulación del camión, resultando a consecuencia del mismo una persona

fallecida, dos heridas graves y daños materiales de consideración en los



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6.2.15.1.- Croquis



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Figura 181.- Fotografía de infraestructura, desde el punto de vista del conductor del todoterreno (ID 2010500004102).


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Figura 182.- Fotografía en la que se observan las huellas de frenada dejadas por la furgoneta (ID 2010500004102).



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Figura 184.- Fotografía de la posición final del todoterreno (ID 2010500004102).


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dvSource PC-Crash


VEHÍCULO 2. TODO TERRENO Variable Resultado









dvSource PC-Crash

Figura 186.- Tabla de variables de reconstrucción del todo terreno, según protocolo de DACOTA (ID 2010500004102).


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PROTOCOLO HFF





HFF_Sheet2_2 F4 Other road user(s) : atypical manoeuvres









HFF_Sheet9



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PROTOCOLO ACASS



ACASS_Code_1 0


ACASS_Code_2 0

ACASS_Code_3 00

ACASS_Code_4 0



PROTOCOLO DREAM


Fiat Ducato, al no observarse responsabilidad por parte del conductor de la

misma.


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6.3. Anexo III. DACOTA WP2. Accident Investigation Methodology

6.3.1.- Variables incluidas en la Base de Datos DACOTA.

Annex NewVar Varname

Ess

enti

al

Ver

y u

sefu

ll

Nic

e to

kn

ow

Val

id

Mis

sin

g

no

t ap

plic

able

un

kno

wn

no

ne

Varname

1 A.1 ain Accident Identification Number Rider 12 A.1 cas_con Case/Control Rider3 A.1 n0001 A.1.3-Notification - Accident preliminary description Rider 921 0 A.1.3-Notification - Accident preliminary description

4 A.1 n0002 A.1.4-Administration data log/ Notification/ Time Rider 915 6 A.1.4-Administration data log/ Notification/ Time

5 A.1 n0003 A.1.4-Administration data log/ Notification/ Time (Calculated) Rider 915 6 A.1.4-Administration data log/ Notification/ Time (Calculated)

6 A.1 n0004 A.1.5-Administration data log/ Notification/ Date Rider 919 2 A.1.5-Administration data log/ Notification/ Date

7 A.1 n0005 A.1.5-Administration data log/ Notification/ Date (Calculated) Rider 914 7 A.1.5-Administration data log/ Notification/ Date (Calculated)

8 A.1 n0006 A.1.12-Administration data log/ Team On-Scene Response/ TeaRider 911 10 A.1.12-Administration data log/ Team On-Scene Response/ Team departure time

9 A.1 n0007 A.1.12-Administration data log/ Team On-Scene Response/ TeaRider 911 10 A.1.12-Administration data log/ Team On-Scene Response/ Team departure time (Calculated)

10 A.1 n0008 A.1.13-Administration data log/ Team On-Scene Response/ TeaRider 911 10 A.1.13-Administration data log/ Team On-Scene Response/ Team arrival time

11 A.1 n0009 A.1.13-Administration data log/ Team On-Scene Response/ TeaRider 911 10 A.1.13-Administration data log/ Team On-Scene Response/ Team arrival time (Calculated)

12 A.1 n0010 A.1.14-Administration data log/ Accident Scene Record/ Sampli Rider 921 0 A.1.14-Administration data log/ Accident Scene Record/ Sampling qualification decision

13 A.1 n0011 A.1.22-Administration data log/ Follow-Up Response/ Case qua Rider 918 3 A.1.22-Administration data log/ Follow-Up Response/ Case qualification decision

14 A.1 n0012 A.1.24-Administration data log/ Follow-Up Response/ ConcurrenRider 607 314 A.1.24-Administration data log/ Follow-Up Response/ Concurrent exposure data collection date

15 A.1 n0013 A.1.24-Administration data log/ Follow-Up Response/ ConcurrenRider 597 324 A.1.24-Administration data log/ Follow-Up Response/ Concurrent exposure data collection date (Calculated)

16 A.2 n0014 A.2.1-Accident typology, classification/ Time of day accident occRider 921 0 A.2.1-Accident typology, classification/ Time of day accident occurred (24 hour clock)

17 A.2 n0015 A.2.1-Accident typology, classification/ Time of day accident occRider 921 0 A.2.1-Accident typology, classification/ Time of day accident occurred (24 hour clock) (Calculated)

18 A.2 n0016 A.2.2-Accident typology, classification/ Day of week accident ocRider 921 0 A.2.2-Accident typology, classification/ Day of week accident occurred

19 A.2 n0017 A.2.2-Accident typology, classification/ Day of week accident ocRider 920 1 A.2.2-Accident typology, classification/ Day of week accident occurred (Calculated)

20 A.2 n0018 A.2.3-Accident typology, classification/ Date accident occurred Rider 921 0 A.2.3-Accident typology, classification/ Date accident occurred

21 A.2 n0019 A.2.3-Accident typology, classification/ Date accident occurred (Rider 920 1 A.2.3-Accident typology, classification/ Date accident occurred (Calculated)

22 A.2 n0020 A.2.4-Accident typology, classification/ Motorcycle involved in coRider 921 0 A.2.4-Accident typology, classification/ Motorcycle involved in collision with?

23 A.2 n0021 A.2.4-Description of category: other Rider 921 0 A.2.4-Description of category: other

24 A.2 n0022 A.2.5-Accident typology, classification/ How many Other VehicleRider 921 0 A.2.5-Accident typology, classification/ How many Other Vehicles were involved in the accident?


26 A.2 n0024 A.2.6-Accident typology, classification/ How many pedestrians wRider 921 0 A.2.6-Accident typology, classification/ How many pedestrians were involved in the accident?

27 A.2 n0025 A.2.7-Accident typology, classification/ Number of passengers oRider 921 0 A.2.7-Accident typology, classification/ Number of passengers on the motorcycle

28 A.2 n0026 A.2.8-Accident typology, classification/ Are there any fatal injurieRider 920 1 A.2.8-Accident typology, classification/ Are there any fatal injuries involved?

29 A.2 n0027 A.2.9-Accident typology, classification/ Accident configuration Rider 921 0 A.2.9-Accident typology, classification/ Accident configuration


TOTAL 11 A.3.1 n0029 A.3.1.1-Environ. Factors/ Trafficway Definition And Condition/ T Rider 921 0 A.3.1.1-Environ. Factors/ Trafficway Definition And Condition/ Type of Area

2 A.3.1 n0030 A.3.1.1-Description of category: other Rider 921 0 A.3.1.1-Description of category: other

3 A.3.1 n0031 A.3.1.2-Environ. Factors/ Trafficway Definition And Condition/ Il Rider 921 0 A.3.1.2-Environ. Factors/ Trafficway Definition And Condition/ Illumination

4 A.3.1 n0032 A.3.1.3-Environ. Factors/ Trafficway Definition And Condition/ InRider 572 349 349 A.3.1.3-Environ. Factors/ Trafficway Definition And Condition/ Intersection type


6 A.3.1 n0034 A.3.1.4.1-Environ. Factors/ Trafficway Definition And Condition/ Rider 921 0 A.3.1.4.1-Environ. Factors/ Trafficway Definition And Condition/ Same Side Of Street/ Right/ Direction of traffic flow

7 A.3.1 n0035 A.3.1.4.2-Environ. Factors/ Trafficway Definition And Condition/ Rider 921 0 A.3.1.4.2-Environ. Factors/ Trafficway Definition And Condition/ Same Side Of Street/ Left/ Direction of traffic flow

8 A.3.1 n0036 A.3.1.5.1-Environ. Factors/ Trafficway Definition And Condition/ Rider 175 746 746 A.3.1.5.1-Environ. Factors/ Trafficway Definition And Condition/ Same Side Of Street/ Right/ Lane dividers

9 A.3.1 n0037 A.3.1.5.1-Description of category: other Rider 921 0 A.3.1.5.1-Description of category: other

10 A.3.1 n0038 A.3.1.5.2-Environ. Factors/ Trafficway Definition And Condition/ Rider 805 116 116 A.3.1.5.2-Environ. Factors/ Trafficway Definition And Condition/ Same Side Of Street/ Left/ Lane dividers


12 A.3.1 n0040 A.3.1.6.1-Environ. Factors/ Trafficway Definition And Condition/ Rider 919 2 A.3.1.6.1-Environ. Factors/ Trafficway Definition And Condition/ Same Side Of Street/ Right/ Roadside environment


14 A.3.1 n0042 A.3.1.6.2-Environ. Factors/ Trafficway Definition And Condition/ Rider 920 1 A.3.1.6.2-Environ. Factors/ Trafficway Definition And Condition/ Same Side Of Street/ Left/ Roadside environment


16 A.3.1 n0044 A.3.1.7.1-Environ. Factors/ Trafficway Definition And Condition/ Rider 921 0 A.3.1.7.1-Environ. Factors/ Trafficway Definition And Condition/ Same Side Of Street/ Right/ Roadside obstacles


18 A.3.1 n0046 A.3.1.7.2-Environ. Factors/ Trafficway Definition And Condition/ Rider 919 2 A.3.1.7.2-Environ. Factors/ Trafficway Definition And Condition/ Same Side Of Street/ Left/ Roadside obstacles


20 A.3.1 n0048 A.3.1.8-Environ. Factors/ Trafficway Vehicle Was Travelling/ MCRider 920 1 A.3.1.8-Environ. Factors/ Trafficway Vehicle Was Travelling/ MC/ Description


22 A.3.1 n0050 A.3.1.9-Environ. Factors/ Trafficway Vehicle Was Travelling/ MCRider 920 1 A.3.1.9-Environ. Factors/ Trafficway Vehicle Was Travelling/ MC/ Posted speed limit (Km/h)

23 A.3.1 n0051 A.3.1.9.1-Environ. Factors/ Trafficway Vehicle Was Travelling/ MRider 906 15 missing !! A.3.1.9.1-Environ. Factors/ Trafficway Vehicle Was Travelling/ MC/ Speed limit units

24 A.3.1 n0052 A.3.1.10-Environ. Factors/ Trafficway Vehicle Was Travelling/ MRider 917 4 A.3.1.10-Environ. Factors/ Trafficway Vehicle Was Travelling/ MC/ Number of through lanes

25 A.3.1 n0053 A.3.1.11-Environ. Factors/ Trafficway Vehicle Was Travelling/ MRider 918 3 A.3.1.11-Environ. Factors/ Trafficway Vehicle Was Travelling/ MC/ Lane travelled


27 A.3.1 n0055 A.3.1.12-Environ. Factors/ Trafficway Vehicle Was Travelling/ MRider 912 9 A.3.1.12-Environ. Factors/ Trafficway Vehicle Was Travelling/ MC/ Lane width (m)

28 A.3.1 n0056 A.3.1.13-Environ. Factors/ Trafficway Vehicle Was Travelling/ MRider 911 10 A.3.1.13-Environ. Factors/ Trafficway Vehicle Was Travelling/ MC/ Kerb to kerb roadway width (m)

29 A.3.1 n0057 A.3.1.14-Environ. Factors/ Roadway Surface/ MC/ Type surfaceRider 920 1 A.3.1.14-Environ. Factors/ Roadway Surface/ MC/ Type surface


31 A.3.1 n0059 A.3.1.15-Environ. Factors/ Roadway Surface/ MC/ Condition an Rider 920 1 A.3.1.15-Environ. Factors/ Roadway Surface/ MC/ Condition and defects


33 A.3.1 n0061 A.3.1.16.1-Environ. Factors/ Roadway Surface/ MC/ ContaminaRider 919 2 A.3.1.16.1-Environ. Factors/ Roadway Surface/ MC/ Contamination/obstacles (01)








41 A.3.1 n0069 A.3.1.17-Environ. Factors/ Roadway Alignment/ MC/ Vertical Rider 921 0 A.3.1.17-Environ. Factors/ Roadway Alignment/ MC/ Vertical


43 A.3.1 n0071 A.3.1.18-Environ. Factors/ Roadway Alignment/ MC/ Horizontal Rider 921 0 A.3.1.18-Environ. Factors/ Roadway Alignment/ MC/ Horizontal


45 A.3.1 n0073 A.3.1.19-Environ. Factors/ Roadway Alignment/ MC/ Auxiliary tuRider 921 0 A.3.1.19-Environ. Factors/ Roadway Alignment/ MC/ Auxiliary turn only


47 A.3.1 n0075 A.3.1.20-Environ. Factors/ Traffic Controls On Path Of Travel/ MRider 920 1 A.3.1.20-Environ. Factors/ Traffic Controls On Path Of Travel/ MC/ Type


49 A.3.1 n0077 A.3.1.21-Environ. Factors/ Traffic Controls On Path Of Travel/ MRider 322 599 597 A.3.1.21-Environ. Factors/ Traffic Controls On Path Of Travel/ MC/ Functioning properly


51 A.3.1 n0079 A.3.1.22-Environ. Factors/ Traffic Controls On Path Of Travel/ MRider 324 597 597 A.3.1.22-Environ. Factors/ Traffic Controls On Path Of Travel/ MC/ Visible to vehicle operator


53 A.3.1 n0081 A.3.1.23-Environ. Factors/ Traffic Controls On Path Of Travel/ MRider 309 612 596 16 A.3.1.23-Environ. Factors/ Traffic Controls On Path Of Travel/ MC/ Violated by vehicle operator


55 A.3.1 n0083 A.3.1.24-Environ. Factors/ Traffic Controls On Path Of Travel/ MRider 911 10 A.3.1.24-Environ. Factors/ Traffic Controls On Path Of Travel/ MC/ Traffic density at time of accident


57 A.3.1 n0085 A.3.1.24.1-Environ. Factors/ Traffic Controls On Path Of Travel/Rider 921 0 A.3.1.24.1-Environ. Factors/ Traffic Controls On Path Of Travel/ MC/ Traffic density at time of accident - As reported by:


59 A.3.1 n0087 A.3.1.25-Environ. Factors/ Accident Circumstances/ MC/ VisibiliRider 919 2 A.3.1.25-Environ. Factors/ Accident Circumstances/ MC/ Visibility limitation due to


61 A.3.1 n0089 A.3.1.26-Environ. Factors/ Accident Circumstances/ MC/ AnimaRider 4 917 A.3.1.26-Environ. Factors/ Accident Circumstances/ MC/ Animal involvement


63 A.3.1 n0091 A.3.1.27-Environ. Factors/ Accident Circumstances/ MC/ Was thRider 4 917 A.3.1.27-Environ. Factors/ Accident Circumstances/ MC/ Was the animal struck?

64 A.3.1 n0092 A.3.1.28-Environ. Factors/ Accident Circumstances/ MC/ PedesRider 10 911 A.3.1.28-Environ. Factors/ Accident Circumstances/ MC/ Pedestrian involvement

65 A.3.1 n0093 A.3.1.29.1-Environ. Factors/ Accident Circumstances/ MC/ LocaRider 10 911 A.3.1.29.1-Environ. Factors/ Accident Circumstances/ MC/ Location of pedestrian at impact (01)






71 A.3.1 n0099 A.3.1.30-Environ. Factors/ Accident Circumstances/ MC/ StationRider 920 1 A.3.1.30-Environ. Factors/ Accident Circumstances/ MC/ Stationary view obstructions along the operator's line of sight at time of P.E.


73 A.3.1 n0101 A.3.1.31-Environ. Factors/ Accident Circumstances/ MC/ MobileRider 914 7 A.3.1.31-Environ. Factors/ Accident Circumstances/ MC/ Mobile view obstructions along the operator's line-of-sight at time of P.E.


75 A.3.1 n0103 A.3.1.32-Environ. Factors/ Weather At Time Of Accident/ AmbieRider 759 162 162 A.3.1.32-Environ. Factors/ Weather At Time Of Accident/ Ambient temperature (deg C)

76 A.3.1 n0104 A.3.1.33-Environ. Factors/ Weather At Time Of Accident/ WeathRider 905 16 16 A.3.1.33-Environ. Factors/ Weather At Time Of Accident/ Weather description


78 A.3.1 n0106 A.3.1.34-Environ. Factors/ Weather At Time Of Accident/ Wind Rider 690 231 231 A.3.1.34-Environ. Factors/ Weather At Time Of Accident/ Wind description


80 A.3.1 n0108 A.3.1.35-Environ. Factors/ Weather At Time Of Accident/ Wind Rider 597 324 324 A.3.1.35-Environ. Factors/ Weather At Time Of Accident/ Wind direction with respect to motorcycle path


82 A.3.2 n0110 A.3.2.1-Environ. Factors/ Trafficway Definition And Condition/ T Rider 921 0 A.3.2.1-Environ. Factors/ Trafficway Definition And Condition/ Type of Area


1 A.4.1.1 n0289 A.4.1.1.1-MC mechanical factors/ Specifications/ Manufacturer Rider 1 921 0 A.4.1.1.1-MC mechanical factors/ Specifications/ Manufacturer

3 A.4.1.1 n0291 A.4.1.1.3-MC mechanical factors/ Specifications/ Year of producRider 1 787 134 134 A.4.1.1.3-MC mechanical factors/ Specifications/ Year of production

4 A.4.1.1 n0292 A.4.1.1.4-MC mechanical factors/ Specifications/ Motorcycle legRider 1 921 0 A.4.1.1.4-MC mechanical factors/ Specifications/ Motorcycle legal category

6 A.4.1.1 n0294 A.4.1.1.4.1-MC mechanical factors/ Specifications/ Is the motorcRider 1 916 5 A.4.1.1.4.1-MC mechanical factors/ Specifications/ Is the motorcycle equipped with pedals?

7 A.4.1.1 n0295 A.4.1.1.4.2-MC mechanical factors/ Specifications/ Motorcycle sRider 1 916 5 A.4.1.1.4.2-MC mechanical factors/ Specifications/ Motorcycle style

9 A.4.1.1 n0297 A.4.1.1.5-MC mechanical factors/ Specifications/ Vehicle gross Rider 1 879 42 A.4.1.1.5-MC mechanical factors/ Specifications/ Vehicle gross mass (Kg)

10 A.4.1.1 n0298 A.4.1.1.6-MC mechanical factors/ Specifications/ Vehicle identif Rider 1 921 0 A.4.1.1.6-MC mechanical factors/ Specifications/ Vehicle identification number, if permissible

11 A.4.1.1 n0299 A.4.1.1.8-MC mechanical factors/ Specifications/ Odometer rea Rider 1 800 121 21 100 A.4.1.1.8-MC mechanical factors/ Specifications/ Odometer reading (Km)

12 A.4.1.1 n0300 A.4.1.1.8.1-MC mechanical factors/ Specifications/ Odometer unRider 1 919 2 A.4.1.1.8.1-MC mechanical factors/ Specifications/ Odometer units

14 A.4.1.1 n0302 A.4.1.1.9-MC mechanical factors/ Specifications/ Registered owRider 1 0 921 A.4.1.1.9-MC mechanical factors/ Specifications/ Registered owner category

16 A.4.1.1 n0304 A.4.1.1.10-MC mechanical factors/ Specifications/ PredominatinRider 1 919 2 A.4.1.1.10-MC mechanical factors/ Specifications/ Predominating motorcycle colour

18 A.4.1.1 n0306 A.4.1.1.11-MC mechanical factors/ Specifications/ Motor displacRider 1 920 1 A.4.1.1.11-MC mechanical factors/ Specifications/ Motor displacement (cc)

19 A.4.1.1 n0307 A.4.1.1.12-MC mechanical factors/ Specifications/ Number of cyRider 1 920 1 A.4.1.1.12-MC mechanical factors/ Specifications/ Number of cylinders

20 A.4.1.1 n0308 A.4.1.1.13-MC mechanical factors/ Mechanical Problems/ SympRider 1 896 25 A.4.1.1.13-MC mechanical factors/ Mechanical Problems/ Symptom of problem

22 A.4.1.1 n0310 A.4.1.1.14-MC mechanical factors/ Mechanical Problems/ SourcRider 1 893 28 28 A.4.1.1.14-MC mechanical factors/ Mechanical Problems/ Source of problem

24 A.4.1.1 n0312 A.4.1.1.15-MC mechanical factors/ Tyres/ Front/ Size Rider 1 921 0 A.4.1.1.15-MC mechanical factors/ Tyres/ Front/ Size

25 A.4.1.1 n0313 A.4.1.1.15-Front tyre Nominal section width (Calculated) Rider 1 889 32 32 A.4.1.1.15-Front tyre Nominal section width (Calculated)

26 A.4.1.1 n0314 A.4.1.1.15-Front tyre Ratio between tyre section height and nomRider 1 889 32 A.4.1.1.15-Front tyre Ratio between tyre section height and nominal section width (Calculated)

27 A.4.1.1 n0315 A.4.1.1.15-Front tyre Nominal rim diameter size (Calculated) Rider 1 889 32 32 A.4.1.1.15-Front tyre Nominal rim diameter size (Calculated)

28 A.4.1.1 n0316 A.4.1.1.16-MC mechanical factors/ Tyres/ Front/ Manufacturer Rider 1 921 0 A.4.1.1.16-MC mechanical factors/ Tyres/ Front/ Manufacturer

30 A.4.1.1 n0318 A.4.1.1.17-MC mechanical factors/ Tyres/ Front/ Rim size Rider 1 921 0 142 A.4.1.1.17-MC mechanical factors/ Tyres/ Front/ Rim size

31 A.4.1.1 n0319 A.4.1.1.17-Front rim width Rider 1 761 160 160 A.4.1.1.17-Front rim width

32 A.4.1.1 n0320 A.4.1.1.17-Front rim diameter Rider 1 779 142 142 A.4.1.1.17-Front rim diameter

33 A.4.1.1 n0321 A.4.1.1.18-MC mechanical factors/ Tyres/ Front/ Rim manufactuRider 1 921 0 A.4.1.1.18-MC mechanical factors/ Tyres/ Front/ Rim manufacturer

35 A.4.1.1 n0323 A.4.1.1.19-MC mechanical factors/ Tyres/ Front/ Tread type Rider 1 913 8 A.4.1.1.19-MC mechanical factors/ Tyres/ Front/ Tread type

37 A.4.1.1 n0325 A.4.1.1.20-MC mechanical factors/ Tyres/ Front/ Measured trea Rider 1 899 22 22 A.4.1.1.20-MC mechanical factors/ Tyres/ Front/ Measured tread depth (mm)

38 A.4.1.1 n0326 A.4.1.1.21-MC mechanical factors/ Tyres/ Front/ Inflation pressuRider 1 772 149 149 A.4.1.1.21-MC mechanical factors/ Tyres/ Front/ Inflation pressure (Kpa)

39 A.4.1.1 n0327 A.4.1.1.22-MC mechanical factors/ Tyres/ Front/ Braking evidenRider 1 94 827 46 781 A.4.1.1.22-MC mechanical factors/ Tyres/ Front/ Braking evidence on tyre

41 A.4.1.1 n0329 A.4.1.1.23-MC mechanical factors/ Suspension/ Front/ Type Rider 1 918 3 A.4.1.1.23-MC mechanical factors/ Suspension/ Front/ Type

43 A.4.1.1 n0331 A.4.1.1.24-MC mechanical factors/ Suspension/ Front/ ConditionRider 1 828 93 2 91 A.4.1.1.24-MC mechanical factors/ Suspension/ Front/ Condition

45 A.4.1.1 n0333 A.4.1.1.25-MC mechanical factors/ Brake System/ Control confi Rider 1 920 1 A.4.1.1.25-MC mechanical factors/ Brake System/ Control configuration/ Lever Or Pedal 1/ Rider control type

46 A.4.1.1 n0334 A.4.1.1.26-MC mechanical factors/ Brake System/ Control confi Rider 1 919 2 A.4.1.1.26-MC mechanical factors/ Brake System/ Control configuration/ Lever Or Pedal 1/ Rider control side

48 A.4.1.1 n0336 A.4.1.1.27-MC mechanical factors/ Brake System/ Control confi Rider 1 918 3 A.4.1.1.27-MC mechanical factors/ Brake System/ Control configuration/ Lever Or Pedal 1/ Actuation at lever or pedal

50 A.4.1.1 n0338 A.4.1.1.28-MC mechanical factors/ Brake System/ Control confi Rider 1 919 2 A.4.1.1.28-MC mechanical factors/ Brake System/ Control configuration/ Lever Or Pedal 1/ Control system type

51 A.4.1.1 n0339 A.4.1.1.29-MC mechanical factors/ Brake System/ Control confi Rider 1 6 915 903 12 A.4.1.1.29-MC mechanical factors/ Brake System/ Control configuration/ Lever Or Pedal 1/ Connection to front brake includes

52 A.4.1.1 n0340 A.4.1.1.30-MC mechanical factors/ Brake System/ Control confi Rider 1 6 915 903 12 A.4.1.1.30-MC mechanical factors/ Brake System/ Control configuration/ Lever Or Pedal 1/ Connection to rear brake includes

53 A.4.1.1 n0341 A.4.1.1.31-MC mechanical factors/ Brake System/ Brake config Rider 1 921 0 A.4.1.1.31-MC mechanical factors/ Brake System/ Brake configuration/ Front/ ABS

54 A.4.1.1 n0342 A.4.1.1.32-MC mechanical factors/ Brake System/ Brake config Rider 1 4 917 915 2 A.4.1.1.32-MC mechanical factors/ Brake System/ Brake configuration/ Front/ ABS type

56 A.4.1.1 n0344 A.4.1.1.33-MC mechanical factors/ Brake System/ Brake config Rider 1 916 5 A.4.1.1.33-MC mechanical factors/ Brake System/ Brake configuration/ Front/ Brake mechanism

58 A.4.1.1 n0346 A.4.1.1.34-MC mechanical factors/ Brake System/ Brake config Rider 1 917 4 A.4.1.1.34-MC mechanical factors/ Brake System/ Brake configuration/ Front/ Brake mechanism actuation

60 A.4.1.1 n0348 A.4.1.1.35-MC mechanical factors/ Brake System/ Brake config Rider 1 885 36 A.4.1.1.35-MC mechanical factors/ Brake System/ Brake configuration/ Front/ Were brakes operational before accident?

61 A.4.1.1 n0349 A.4.1.1.36-MC mechanical factors/ Brake System/ Brake config Rider 1 905 16 A.4.1.1.36-MC mechanical factors/ Brake System/ Brake configuration/ Front/ Do the brakes appear to be inadeguate?

62 A.4.1.1 n0350 A.4.1.1.37-MC mechanical factors/ Brake System/ Brake config Rider 1 859 62 62 A.4.1.1.37-MC mechanical factors/ Brake System/ Brake configuration/ Front/ Condition, wear

64 A.4.1.1 n0352 A.4.1.1.38-MC mechanical factors/ Brake System/ Brake config Rider 1 840 81 81 A.4.1.1.38-MC mechanical factors/ Brake System/ Brake configuration/ Front/ Adjustment

66 A.4.1.1 n0354 A.4.1.1.39-MC mechanical factors/ Frame/ Type/configuration Rider 1 919 2 A.4.1.1.39-MC mechanical factors/ Frame/ Type/configuration

68 A.4.1.1 n0356 A.4.1.1.40-MC mechanical factors/ Frame/ Material Rider 1 918 3 A.4.1.1.40-MC mechanical factors/ Frame/ Material

70 A.4.1.1 n0358 A.4.1.1.41-MC mechanical factors/ Frame/ Reduction in wheelb Rider 1 813 108 108 A.4.1.1.41-MC mechanical factors/ Frame/ Reduction in wheelbase (mm)

71 A.4.1.1 n0359 A.4.1.1.42-MC mechanical factors/ Frame/ Did front wheel displ Rider 1 914 7 A.4.1.1.42-MC mechanical factors/ Frame/ Did front wheel displace against either the motor or the frame?

72 A.4.1.1 n0360 A.4.1.1.43-MC mechanical factors/ Frame/ Steering stem adjustRider 1 778 143 143 A.4.1.1.43-MC mechanical factors/ Frame/ Steering stem adjustment

74 A.4.1.1 n0362 A.4.1.1.44-MC mechanical factors/ Frame/ Steering damper ins Rider 1 920 1 A.4.1.1.44-MC mechanical factors/ Frame/ Steering damper installed

76 A.4.1.1 n0364 A.4.1.1.45-MC mechanical factors/ Frame/ Is rear swing arm looRider 1 714 207 198 9 A.4.1.1.45-MC mechanical factors/ Frame/ Is rear swing arm loose?

77 A.4.1.1 n0365 A.4.1.1.46-MC mechanical factors/ Frame/ Rear swing arm pivoRider 1 19 902 767 135 A.4.1.1.46-MC mechanical factors/ Frame/ Rear swing arm pivot bearing condition

79 A.4.1.1 n0367 A.4.1.1.47-MC mechanical factors/ Miscellaneous Components/Rider 1 898 23 A.4.1.1.47-MC mechanical factors/ Miscellaneous Components/ Rider foot pegs, footrest type

81 A.4.1.1 n0369 A.4.1.1.48-MC mechanical factors/ Miscellaneous Components/Rider 1 707 214 2 212 A.4.1.1.48-MC mechanical factors/ Miscellaneous Components/ Passenger foot pegs, footrest type

83 A.4.1.1 n0371 A.4.1.1.49-MC mechanical factors/ Miscellaneous Components/Rider 1 570 351 4 347 A.4.1.1.49-MC mechanical factors/ Miscellaneous Components/ Side stand type

85 A.4.1.1 n0373 A.4.1.1.50-MC mechanical factors/ Miscellaneous Components/Rider 1 628 293 4 289 A.4.1.1.50-MC mechanical factors/ Miscellaneous Components/ Centre stand type

87 A.4.1.1 n0375 A.4.1.1.51-MC mechanical factors/ Miscellaneous Components/Rider 1 902 19 A.4.1.1.51-MC mechanical factors/ Miscellaneous Components/ Headlamp assembly type

89 A.4.1.1 n0377 A.4.1.1.52-MC mechanical factors/ Handlebar/ Type Rider 1 917 4 A.4.1.1.52-MC mechanical factors/ Handlebar/ Type

91 A.4.1.1 n0379 A.4.1.1.53-MC mechanical factors/ Handlebar/ Mounting Rider 1 915 6 A.4.1.1.53-MC mechanical factors/ Handlebar/ Mounting

93 A.4.1.1 n0381 A.4.1.1.54-MC mechanical factors/ Handlebar/ Construction Rider 1 917 4 A.4.1.1.54-MC mechanical factors/ Handlebar/ Construction

95 A.4.1.1 n0383 A.4.1.1.55.1-MC mechanical factors/ Handlebar/ Width (cm) Rider 1 717 204 204 A.4.1.1.55.1-MC mechanical factors/ Handlebar/ Width (cm)

96 A.4.1.1 n0384 A.4.1.1.55.2-MC mechanical factors/ Handlebar/ Rise (cm) Rider 1 606 315 315 A.4.1.1.55.2-MC mechanical factors/ Handlebar/ Rise (cm)

97 A.4.1.1 n0385 A.4.1.1.55.3-MC mechanical factors/ Handlebar/ Sweep (cm) Rider 1 574 347 347 A.4.1.1.55.3-MC mechanical factors/ Handlebar/ Sweep (cm)

98 A.4.1.1 n0386 A.4.1.1.56-MC mechanical factors/ Seat/ Type Rider 1 914 7 A.4.1.1.56-MC mechanical factors/ Seat/ Type

100 A.4.1.1 n0388 A.4.1.1.57-MC mechanical factors/ Seat/ Fastening Rider 1 848 73 54 19 A.4.1.1.57-MC mechanical factors/ Seat/ Fastening

102 A.4.1.1 n0390 A.4.1.1.58-MC mechanical factors/ Fuel Tank/ Type Rider 1 920 1 A.4.1.1.58-MC mechanical factors/ Fuel Tank/ Type

104 A.4.1.1 n0392 A.4.1.1.59-MC mechanical factors/ Fuel Tank/ Material Rider 1 909 12 A.4.1.1.59-MC mechanical factors/ Fuel Tank/ Material

106 A.4.1.1 n0394 A.4.1.1.60-MC mechanical factors/ Fuel Tank/ Cap type Rider 1 840 81 81 A.4.1.1.60-MC mechanical factors/ Fuel Tank/ Cap type

108 A.4.1.1 n0396 A.4.1.1.61-MC mechanical factors/ Fuel Tank/ Cap retention Rider 1 878 43 3 40 A.4.1.1.61-MC mechanical factors/ Fuel Tank/ Cap retention

110 A.4.1.1 n0398 A.4.1.1.62-MC mechanical factors/ Fuel Tank/ Tank retention Rider 1 919 2 A.4.1.1.62-MC mechanical factors/ Fuel Tank/ Tank retention

111 A.4.1.1 n0399 A.4.1.1.63-MC mechanical factors/ Fuel Tank/ Tank deformationRider 1 295 626 7 619 A.4.1.1.63-MC mechanical factors/ Fuel Tank/ Tank deformation

112 A.4.1.1 n0400 A.4.1.1.64-MC mechanical factors/ Fuel Tank/ Deformation sou Rider 1 905 16 A.4.1.1.64-MC mechanical factors/ Fuel Tank/ Deformation source

114 A.4.1.1 n0402 A.4.1.1.65-MC mechanical factors/ Fuel Tank/ Was there a fuel Rider 1 916 5 A.4.1.1.65-MC mechanical factors/ Fuel Tank/ Was there a fuel tank failure?

115 A.4.1.1 n0403 A.4.1.1.66.1-MC mechanical factors/ Fuel Tank/ Tank damage/fRider 1 33 888 881 7 A.4.1.1.66.1-MC mechanical factors/ Fuel Tank/ Tank damage/failure type (01)

117 A.4.1.1 n0405 A.4.1.1.66.2-MC mechanical factors/ Fuel Tank/ Tank damage/fRider 1 2 919 A.4.1.1.66.2-MC mechanical factors/ Fuel Tank/ Tank damage/failure type (02)



123 A.4.1.1 n0411 A.4.1.1.67-MC mechanical factors/ Fuel Tank/ Was there a fuel Rider 1 908 13 A.4.1.1.67-MC mechanical factors/ Fuel Tank/ Was there a fuel spill or leak?

124 A.4.1.1 n0412 A.4.1.1.68.1-MC mechanical factors/ Fuel Tank/ Source of fuel sRider 1 268 653 632 21 A.4.1.1.68.1-MC mechanical factors/ Fuel Tank/ Source of fuel spills or leaks (01)

126 A.4.1.1 n0414 A.4.1.1.68.2-MC mechanical factors/ Fuel Tank/ Source of fuel sRider 1 73 848 A.4.1.1.68.2-MC mechanical factors/ Fuel Tank/ Source of fuel spills or leaks (02)




134 A.4.1.1 n0422 A.4.1.1.69-MC mechanical factors/ Fuel Tank/ Did a fire occur? Rider 1 921 0 A.4.1.1.69-MC mechanical factors/ Fuel Tank/ Did a fire occur?

135 A.4.1.1 n0423 A.4.1.1.70-MC mechanical factors/ Fuel Tank/ When did the fireRider 1 10 911 A.4.1.1.70-MC mechanical factors/ Fuel Tank/ When did the fire occur?

136 A.4.1.1 n0424 A.4.1.1.71-MC mechanical factors/ Fuel Tank/ The fire occurredRider 1 1 920 A.4.1.1.71-MC mechanical factors/ Fuel Tank/ The fire occurred how long after the crash? (min)

137 A.4.1.1 n0425 A.4.1.1.72-MC mechanical factors/ Fuel Tank/ Fuel source for fi Rider 1 10 911 911 A.4.1.1.72-MC mechanical factors/ Fuel Tank/ Fuel source for fire

139 A.4.1.1 n0427 A.4.1.1.73-MC mechanical factors/ Fuel Tank/ Ignition source foRider 1 5 916 911 5 A.4.1.1.73-MC mechanical factors/ Fuel Tank/ Ignition source for fire

141 A.4.1.1 n0429 A.4.1.1.74-MC mechanical factors/ Drive Line/ Type Rider 1 919 2 A.4.1.1.74-MC mechanical factors/ Drive Line/ Type

143 A.4.1.1 n0431 A.4.1.1.75-MC mechanical factors/ Drive Line/ Drive chain, belt,Rider 1 807 114 114 A.4.1.1.75-MC mechanical factors/ Drive Line/ Drive chain, belt, or shaft condition

145 A.4.1.1 n0433 A.4.1.1.76-MC mechanical factors/ Drive Line/ When did the da Rider 1 4 917 915 A.4.1.1.76-MC mechanical factors/ Drive Line/ When did the damage occur?

146 A.4.1.1 n0434 A.4.1.1.77-MC mechanical factors/ Drive Line/ Drive sprocket coRider 1 875 46 A.4.1.1.77-MC mechanical factors/ Drive Line/ Drive sprocket condition

148 A.4.1.1 n0436 A.4.1.1.78-MC mechanical factors/ Throttle Control/ Does thrott Rider 1 898 23 A.4.1.1.78-MC mechanical factors/ Throttle Control/ Does throttle control work?

149 A.4.1.1 n0437 A.4.1.1.79-MC mechanical factors/ Throttle Control/ Drum cond Rider 1 71 850 1 806 A.4.1.1.79-MC mechanical factors/ Throttle Control/ Drum condition

151 A.4.1.1 n0439 A.4.1.1.80-MC mechanical factors/ Throttle Control/ Cables con Rider 1 859 62 A.4.1.1.80-MC mechanical factors/ Throttle Control/ Cables condition

153 A.4.1.1 n0441 A.4.1.1.81-MC mechanical factors/ Throttle Control/ Throttle pla Rider 1 854 67 A.4.1.1.81-MC mechanical factors/ Throttle Control/ Throttle plate/slides condition

155 A.4.1.1 n0443 A.4.1.1.82-MC mechanical factors/ Throttle Control/ Return spri Rider 1 851 70 A.4.1.1.82-MC mechanical factors/ Throttle Control/ Return springs condition

157 A.4.1.1 n0445 A.4.1.1.83-MC mechanical factors/ Exhaust System/ Condition Rider 1 910 11 A.4.1.1.83-MC mechanical factors/ Exhaust System/ Condition

159 A.4.1.2 n0447 A.4.1.2.15-MC mechanical factors/ Tyres/ Rear/ Size Rider 1 921 0 A.4.1.2.15-MC mechanical factors/ Tyres/ Rear/ Size

160 A.4.1.2 n0448 A.4.1.2.15-Rear tyre Nominal section width (Calculated) Rider 1 886 35 A.4.1.2.15-Rear tyre Nominal section width (Calculated)

161 A.4.1.2 n0449 A.4.1.2.15-Rear tyre Ratio between tyre section height and nomRider 1 884 37 A.4.1.2.15-Rear tyre Ratio between tyre section height and nominal section width (Calculated)

162 A.4.1.2 n0450 A.4.1.2.15-Rear tyre Nominal rim diameter size (Calculated) Rider 1 886 35 A.4.1.2.15-Rear tyre Nominal rim diameter size (Calculated)

163 A.4.1.2 n0451 A.4.1.2.16-MC mechanical factors/ Tyres/ Rear/ Manufacturer Rider 1 921 0 A.4.1.2.16-MC mechanical factors/ Tyres/ Rear/ Manufacturer

165 A.4.1.2 n0453 A.4.1.2.17-MC mechanical factors/ Tyres/ Rear/ Rim size Rider 1 921 0 A.4.1.2.17-MC mechanical factors/ Tyres/ Rear/ Rim size

166 A.4.1.2 n0454 A.4.1.2.17-Rear rim with Rider 1 749 172 170 A.4.1.2.17-Rear rim with

167 A.4.1.2 n0455 A.4.1.2.17-Rear rim diameter Rider 1 768 153 A.4.1.2.17-Rear rim diameter

168 A.4.1.2 n0456 A.4.1.2.18-MC mechanical factors/ Tyres/ Rear/ Rim manufactuRider 1 921 0 A.4.1.2.18-MC mechanical factors/ Tyres/ Rear/ Rim manufacturer

170 A.4.1.2 n0458 A.4.1.2.19-MC mechanical factors/ Tyres/ Rear/ Tread type Rider 1 910 11 A.4.1.2.19-MC mechanical factors/ Tyres/ Rear/ Tread type

172 A.4.1.2 n0460 A.4.1.2.20-MC mechanical factors/ Tyres/ Rear/ Measured treadRider 1 898 23 A.4.1.2.20-MC mechanical factors/ Tyres/ Rear/ Measured tread depth (mm)

173 A.4.1.2 n0461 A.4.1.2.21-MC mechanical factors/ Tyres/ Rear/ Inflation pressuRider 1 805 116 A.4.1.2.21-MC mechanical factors/ Tyres/ Rear/ Inflation pressure (Kpa)

174 A.4.1.2 n0462 A.4.1.2.22-MC mechanical factors/ Tyres/ Rear/ Braking eviden Rider 1 140 781 A.4.1.2.22-MC mechanical factors/ Tyres/ Rear/ Braking evidence on tyre

176 A.4.1.2 n0464 A.4.1.2.23-MC mechanical factors/ Suspension/ Rear/ Type Rider 1 905 16 A.4.1.2.23-MC mechanical factors/ Suspension/ Rear/ Type

178 A.4.1.2 n0466 A.4.1.2.24-MC mechanical factors/ Suspension/ Rear/ ConditionRider 1 861 60 A.4.1.2.24-MC mechanical factors/ Suspension/ Rear/ Condition

180 A.4.1.2 n0468 A.4.1.2.25-MC mechanical factors/ Brake System/ Control confi Rider 1 920 1 A.4.1.2.25-MC mechanical factors/ Brake System/ Control configuration/ Lever Or Pedal 2/ Rider control type

181 A.4.1.2 n0469 A.4.1.2.26-MC mechanical factors/ Brake System/ Control confi Rider 1 920 1 A.4.1.2.26-MC mechanical factors/ Brake System/ Control configuration/ Lever Or Pedal 2/ Rider control side

183 A.4.1.2 n0471 A.4.1.2.27-MC mechanical factors/ Brake System/ Control confi Rider 1 918 3 A.4.1.2.27-MC mechanical factors/ Brake System/ Control configuration/ Lever Or Pedal 2/ Actuation at lever or pedal

185 A.4.1.2 n0473 A.4.1.2.28-MC mechanical factors/ Brake System/ Control confi Rider 1 919 2 A.4.1.2.28-MC mechanical factors/ Brake System/ Control configuration/ Lever Or Pedal 2/ Control system type

186 A.4.1.2 n0474 A.4.1.2.29-MC mechanical factors/ Brake System/ Control confi Rider 1 10 911 A.4.1.2.29-MC mechanical factors/ Brake System/ Control configuration/ Lever Or Pedal 2/ Connection to front brake includes

187 A.4.1.2 n0475 A.4.1.2.30-MC mechanical factors/ Brake System/ Control confi Rider 1 11 910 A.4.1.2.30-MC mechanical factors/ Brake System/ Control configuration/ Lever Or Pedal 2/ Connection to rear brake includes

188 A.4.1.2 n0476 A.4.1.2.31-MC mechanical factors/ Brake System/ Brake config Rider 1 918 3 A.4.1.2.31-MC mechanical factors/ Brake System/ Brake configuration/ Rear/ ABS

189 A.4.1.2 n0477 A.4.1.2.32-MC mechanical factors/ Brake System/ Brake config Rider 1 3 918 A.4.1.2.32-MC mechanical factors/ Brake System/ Brake configuration/ Rear/ ABS type

191 A.4.1.2 n0479 A.4.1.2.33-MC mechanical factors/ Brake System/ Brake config Rider 1 917 4 A.4.1.2.33-MC mechanical factors/ Brake System/ Brake configuration/ Rear/ Brake mechanism

193 A.4.1.2 n0481 A.4.1.2.34-MC mechanical factors/ Brake System/ Brake config Rider 1 915 6 A.4.1.2.34-MC mechanical factors/ Brake System/ Brake configuration/ Rear/ Brake mechanism actuation

195 A.4.1.2 n0483 A.4.1.2.35-MC mechanical factors/ Brake System/ Brake config Rider 1 888 33 A.4.1.2.35-MC mechanical factors/ Brake System/ Brake configuration/ Rear/ Were brakes operational before accident?

196 A.4.1.2 n0484 A.4.1.2.36-MC mechanical factors/ Brake System/ Brake config Rider 1 903 18 A.4.1.2.36-MC mechanical factors/ Brake System/ Brake configuration/ Rear/ Do the brakes appear to be defective?

197 A.4.1.2 n0485 A.4.1.2.37-MC mechanical factors/ Brake System/ Brake config Rider 1 819 102 A.4.1.2.37-MC mechanical factors/ Brake System/ Brake configuration/ Rear/ Condition, wear

199 A.4.1.2 n0487 A.4.1.2.38-MC mechanical factors/ Brake System/ Brake config Rider 1 865 56 A.4.1.2.38-MC mechanical factors/ Brake System/ Brake configuration/ Rear/ Adjustment

201 A.4.1.3-9n0489 A.4.1.3.1-MC mechanical factors/ Front crash bars Equipped? Rider 1 921 0 A.4.1.3.1-MC mechanical factors/ Front crash bars Equipped?

202 A.4.1.3-9n0490 A.4.1.4.1-MC mechanical factors/ Front crash bars Original equ Rider 1 17 904 A.4.1.4.1-MC mechanical factors/ Front crash bars Original equipment?

203 A.4.1.3-9n0491 A.4.1.5.1-MC mechanical factors/ Front crash bars Aftermarket?Rider 1 17 904 A.4.1.5.1-MC mechanical factors/ Front crash bars Aftermarket?

204 A.4.1.3-9n0492 A.4.1.8.1-MC mechanical factors/ Front crash bars Modified? Rider 1 17 904 A.4.1.8.1-MC mechanical factors/ Front crash bars Modified?

205 A.4.1.3-9n0493 A.4.1.9.1-MC mechanical factors/ Front crash bars Damage in aRider 1 17 904 A.4.1.9.1-MC mechanical factors/ Front crash bars Damage in accident?

206 A.4.1.3-9n0494 A.4.1.3.2-MC mechanical factors/ Rear crash bars Equipped? Rider 1 921 0 A.4.1.3.2-MC mechanical factors/ Rear crash bars Equipped?

207 A.4.1.3-9n0495 A.4.1.4.2-MC mechanical factors/ Rear crash bars Original equi Rider 1 3 918 A.4.1.4.2-MC mechanical factors/ Rear crash bars Original equipment?

208 A.4.1.3-9n0496 A.4.1.5.2-MC mechanical factors/ Rear crash bars Aftermarket?Rider 1 3 918 A.4.1.5.2-MC mechanical factors/ Rear crash bars Aftermarket?

209 A.4.1.3-9n0497 A.4.1.8.2-MC mechanical factors/ Rear crash bars Modified? Rider 1 3 918 A.4.1.8.2-MC mechanical factors/ Rear crash bars Modified?

210 A.4.1.3-9n0498 A.4.1.9.2-MC mechanical factors/ Rear crash bars Damage in aRider 1 4 917 A.4.1.9.2-MC mechanical factors/ Rear crash bars Damage in accident?

211 A.4.1.3-9n0499 A.4.1.3.3-MC mechanical factors/ Engine guard Equipped? Rider 1 921 0 A.4.1.3.3-MC mechanical factors/ Engine guard Equipped?

212 A.4.1.3-9n0500 A.4.1.4.3-MC mechanical factors/ Engine guard Original equipmRider 1 109 812 A.4.1.4.3-MC mechanical factors/ Engine guard Original equipment?

213 A.4.1.3-9n0501 A.4.1.5.3-MC mechanical factors/ Engine guard Aftermarket? Rider 1 109 812 A.4.1.5.3-MC mechanical factors/ Engine guard Aftermarket?

214 A.4.1.3-9n0502 A.4.1.8.3-MC mechanical factors/ Engine guard Modified? Rider 1 109 812 A.4.1.8.3-MC mechanical factors/ Engine guard Modified?

215 A.4.1.3-9n0503 A.4.1.9.3-MC mechanical factors/ Engine guard Damage in acc Rider 1 109 812 A.4.1.9.3-MC mechanical factors/ Engine guard Damage in accident?

216 A.4.1.3-9n0504 A.4.1.3.4-MC mechanical factors/ Windscreen Equipped? Rider 1 917 4 A.4.1.3.4-MC mechanical factors/ Windscreen Equipped?

217 A.4.1.3-9n0505 A.4.1.4.4-MC mechanical factors/ Windscreen Original equipmeRider 1 358 563 A.4.1.4.4-MC mechanical factors/ Windscreen Original equipment?

218 A.4.1.3-9n0506 A.4.1.5.4-MC mechanical factors/ Windscreen Aftermarket? Rider 1 357 564 A.4.1.5.4-MC mechanical factors/ Windscreen Aftermarket?

219 A.4.1.3-9n0507 A.4.1.7.4-MC mechanical factors/ Windscreen In use at time of Rider 1 355 566 A.4.1.7.4-MC mechanical factors/ Windscreen In use at time of accident?

220 A.4.1.3-9n0508 A.4.1.8.4-MC mechanical factors/ Windscreen Modified? Rider 1 361 560 A.4.1.8.4-MC mechanical factors/ Windscreen Modified?

221 A.4.1.3-9n0509 A.4.1.9.4-MC mechanical factors/ Windscreen Damage in accid Rider 1 366 555 A.4.1.9.4-MC mechanical factors/ Windscreen Damage in accident?

222 A.4.1.3-9n0510 A.4.1.3.5-MC mechanical factors/ Fairing Equipped? Rider 1 921 0 A.4.1.3.5-MC mechanical factors/ Fairing Equipped?

223 A.4.1.3-9n0511 A.4.1.4.5-MC mechanical factors/ Fairing Original equipment? Rider 1 679 242 A.4.1.4.5-MC mechanical factors/ Fairing Original equipment?

224 A.4.1.3-9n0512 A.4.1.5.5-MC mechanical factors/ Fairing Aftermarket? Rider 1 678 243 A.4.1.5.5-MC mechanical factors/ Fairing Aftermarket?

225 A.4.1.3-9n0513 A.4.1.7.5-MC mechanical factors/ Fairing In use at time of accidRider 1 672 249 A.4.1.7.5-MC mechanical factors/ Fairing In use at time of accident?

226 A.4.1.3-9n0514 A.4.1.8.5-MC mechanical factors/ Fairing Modified? Rider 1 677 244 A.4.1.8.5-MC mechanical factors/ Fairing Modified?

227 A.4.1.3-9n0515 A.4.1.9.5-MC mechanical factors/ Fairing Damage in accident? Rider 1 680 241 A.4.1.9.5-MC mechanical factors/ Fairing Damage in accident?

228 A.4.1.3-9n0516 A.4.1.3.6-MC mechanical factors/ Headlamp(s) Equipped? Rider 1 917 4 A.4.1.3.6-MC mechanical factors/ Headlamp(s) Equipped?

229 A.4.1.3-9n0517 A.4.1.4.6-MC mechanical factors/ Headlamp(s) Original equipm Rider 1 909 12 A.4.1.4.6-MC mechanical factors/ Headlamp(s) Original equipment?

230 A.4.1.3-9n0518 A.4.1.5.6-MC mechanical factors/ Headlamp(s) Aftermarket? Rider 1 909 12 A.4.1.5.6-MC mechanical factors/ Headlamp(s) Aftermarket?

231 A.4.1.3-9n0519 A.4.1.6.6-MC mechanical factors/ Headlamp(s) Operational? Rider 1 873 48 A.4.1.6.6-MC mechanical factors/ Headlamp(s) Operational?

232 A.4.1.3-9n0520 A.4.1.7.6-MC mechanical factors/ Headlamp(s) In use at time ofRider 1 862 59 A.4.1.7.6-MC mechanical factors/ Headlamp(s) In use at time of accident?

233 A.4.1.3-9n0521 A.4.1.8.6-MC mechanical factors/ Headlamp(s) Modified? Rider 1 906 15 A.4.1.8.6-MC mechanical factors/ Headlamp(s) Modified?

234 A.4.1.3-9n0522 A.4.1.9.6-MC mechanical factors/ Headlamp(s) Damage in acci Rider 1 905 16 A.4.1.9.6-MC mechanical factors/ Headlamp(s) Damage in accident?

235 A.4.1.3-9n0523 A.4.1.3.7-MC mechanical factors/ Headlamp nacelle Equipped?Rider 1 920 1 A.4.1.3.7-MC mechanical factors/ Headlamp nacelle Equipped?

236 A.4.1.3-9n0524 A.4.1.4.7-MC mechanical factors/ Headlamp nacelle Original eqRider 1 289 632 A.4.1.4.7-MC mechanical factors/ Headlamp nacelle Original equipment?

237 A.4.1.3-9n0525 A.4.1.5.7-MC mechanical factors/ Headlamp nacelle AftermarkeRider 1 289 632 A.4.1.5.7-MC mechanical factors/ Headlamp nacelle Aftermarket?

238 A.4.1.3-9n0526 A.4.1.8.7-MC mechanical factors/ Headlamp nacelle Modified? Rider 1 290 631 A.4.1.8.7-MC mechanical factors/ Headlamp nacelle Modified?

239 A.4.1.3-9n0527 A.4.1.9.7-MC mechanical factors/ Headlamp nacelle Damage inRider 1 291 630 A.4.1.9.7-MC mechanical factors/ Headlamp nacelle Damage in accident?

240 A.4.1.3-9n0528 A.4.1.3.8-MC mechanical factors/ Auxiliary headlamp Equipped?Rider 1 916 5 A.4.1.3.8-MC mechanical factors/ Auxiliary headlamp Equipped?

241 A.4.1.3-9n0529 A.4.1.4.8-MC mechanical factors/ Auxiliary headlamp Original e Rider 1 31 890 A.4.1.4.8-MC mechanical factors/ Auxiliary headlamp Original equipment?

242 A.4.1.3-9n0530 A.4.1.5.8-MC mechanical factors/ Auxiliary headlamp AftermarkRider 1 31 890 A.4.1.5.8-MC mechanical factors/ Auxiliary headlamp Aftermarket?

243 A.4.1.3-9n0531 A.4.1.6.8-MC mechanical factors/ Auxiliary headlamp OperationRider 1 31 890 A.4.1.6.8-MC mechanical factors/ Auxiliary headlamp Operational?

244 A.4.1.3-9n0532 A.4.1.7.8-MC mechanical factors/ Auxiliary headlamp In use at tRider 1 31 890 A.4.1.7.8-MC mechanical factors/ Auxiliary headlamp In use at time of accident?

245 A.4.1.3-9n0533 A.4.1.8.8-MC mechanical factors/ Auxiliary headlamp Modified?Rider 1 33 888 A.4.1.8.8-MC mechanical factors/ Auxiliary headlamp Modified?

246 A.4.1.3-9n0534 A.4.1.9.8-MC mechanical factors/ Auxiliary headlamp Damage i Rider 1 32 889 A.4.1.9.8-MC mechanical factors/ Auxiliary headlamp Damage in accident?

247 A.4.1.3-9n0535 A.4.1.3.9-MC mechanical factors/ Front position lamp Equipped?Rider 1 910 11 A.4.1.3.9-MC mechanical factors/ Front position lamp Equipped?

248 A.4.1.3-9n0536 A.4.1.4.9-MC mechanical factors/ Front position lamp Original eRider 1 635 286 A.4.1.4.9-MC mechanical factors/ Front position lamp Original equipment?

249 A.4.1.3-9n0537 A.4.1.5.9-MC mechanical factors/ Front position lamp AftermarkRider 1 635 286 A.4.1.5.9-MC mechanical factors/ Front position lamp Aftermarket?

250 A.4.1.3-9n0538 A.4.1.6.9-MC mechanical factors/ Front position lamp OperationRider 1 623 298 A.4.1.6.9-MC mechanical factors/ Front position lamp Operational?

251 A.4.1.3-9n0539 A.4.1.7.9-MC mechanical factors/ Front position lamp In use at Rider 1 611 310 A.4.1.7.9-MC mechanical factors/ Front position lamp In use at time of accident?

252 A.4.1.3-9n0540 A.4.1.8.9-MC mechanical factors/ Front position lamp Modified?Rider 1 635 286 A.4.1.8.9-MC mechanical factors/ Front position lamp Modified?

253 A.4.1.3-9n0541 A.4.1.9.9-MC mechanical factors/ Front position lamp Damage iRider 1 633 288 A.4.1.9.9-MC mechanical factors/ Front position lamp Damage in accident?

254 A.4.1.3-9n0542 A.4.1.3.10-MC mechanical factors/ Front reflectors Equipped? Rider 1 909 12 A.4.1.3.10-MC mechanical factors/ Front reflectors Equipped?

255 A.4.1.3-9n0543 A.4.1.4.10-MC mechanical factors/ Front reflectors Original equ Rider 1 17 904 A.4.1.4.10-MC mechanical factors/ Front reflectors Original equipment?

256 A.4.1.3-9n0544 A.4.1.5.10-MC mechanical factors/ Front reflectors Aftermarket?Rider 1 17 904 A.4.1.5.10-MC mechanical factors/ Front reflectors Aftermarket?

257 A.4.1.3-9n0545 A.4.1.6.10-MC mechanical factors/ Front reflectors Operational?Rider 1 16 905 A.4.1.6.10-MC mechanical factors/ Front reflectors Operational?

258 A.4.1.3-9n0546 A.4.1.8.10-MC mechanical factors/ Front reflectors Modified? Rider 1 17 904 A.4.1.8.10-MC mechanical factors/ Front reflectors Modified?

259 A.4.1.3-9n0547 A.4.1.9.10-MC mechanical factors/ Front reflectors Damage in aRider 1 17 904 A.4.1.9.10-MC mechanical factors/ Front reflectors Damage in accident?

260 A.4.1.3-9n0548 A.4.1.3.11-MC mechanical factors/ Front turn signals Equipped?Rider 1 918 3 A.4.1.3.11-MC mechanical factors/ Front turn signals Equipped?

261 A.4.1.3-9n0549 A.4.1.4.11-MC mechanical factors/ Front turn signals Original eqRider 1 826 95 A.4.1.4.11-MC mechanical factors/ Front turn signals Original equipment?

262 A.4.1.3-9n0550 A.4.1.5.11-MC mechanical factors/ Front turn signals Aftermark Rider 1 826 95 A.4.1.5.11-MC mechanical factors/ Front turn signals Aftermarket?

263 A.4.1.3-9n0551 A.4.1.6.11-MC mechanical factors/ Front turn signals Operation Rider 1 800 121 A.4.1.6.11-MC mechanical factors/ Front turn signals Operational?

264 A.4.1.3-9n0552 A.4.1.7.11-MC mechanical factors/ Front turn signals In use at t Rider 1 805 116 A.4.1.7.11-MC mechanical factors/ Front turn signals In use at time of accident?

265 A.4.1.3-9n0553 A.4.1.8.11-MC mechanical factors/ Front turn signals Modified? Rider 1 824 97 A.4.1.8.11-MC mechanical factors/ Front turn signals Modified?

266 A.4.1.3-9n0554 A.4.1.9.11-MC mechanical factors/ Front turn signals Damage inRider 1 828 93 A.4.1.9.11-MC mechanical factors/ Front turn signals Damage in accident?

267 A.4.1.3-9n0555 A.4.1.3.12-MC mechanical factors/ Speedometer Equipped? Rider 1 918 3 A.4.1.3.12-MC mechanical factors/ Speedometer Equipped?

268 A.4.1.3-9n0556 A.4.1.4.12-MC mechanical factors/ Speedometer Original equip Rider 1 882 39 A.4.1.4.12-MC mechanical factors/ Speedometer Original equipment?

269 A.4.1.3-9n0557 A.4.1.5.12-MC mechanical factors/ Speedometer Aftermarket? Rider 1 882 39 A.4.1.5.12-MC mechanical factors/ Speedometer Aftermarket?

270 A.4.1.3-9n0558 A.4.1.6.12-MC mechanical factors/ Speedometer Operational? Rider 1 866 55 A.4.1.6.12-MC mechanical factors/ Speedometer Operational?

271 A.4.1.3-9n0559 A.4.1.7.12-MC mechanical factors/ Speedometer In use at time Rider 1 872 49 A.4.1.7.12-MC mechanical factors/ Speedometer In use at time of accident?

272 A.4.1.3-9n0560 A.4.1.8.12-MC mechanical factors/ Speedometer Modified? Rider 1 881 40 A.4.1.8.12-MC mechanical factors/ Speedometer Modified?

273 A.4.1.3-9n0561 A.4.1.9.12-MC mechanical factors/ Speedometer Damage in ac Rider 1 881 40 A.4.1.9.12-MC mechanical factors/ Speedometer Damage in accident?

274 A.4.1.3-9n0562 A.4.1.3.13-MC mechanical factors/ Tachometer Equipped? Rider 1 917 4 A.4.1.3.13-MC mechanical factors/ Tachometer Equipped?

275 A.4.1.3-9n0563 A.4.1.4.13-MC mechanical factors/ Tachometer Original equipmRider 1 442 479 A.4.1.4.13-MC mechanical factors/ Tachometer Original equipment?

276 A.4.1.3-9n0564 A.4.1.5.13-MC mechanical factors/ Tachometer Aftermarket? Rider 1 442 479 A.4.1.5.13-MC mechanical factors/ Tachometer Aftermarket?

277 A.4.1.3-9n0565 A.4.1.6.13-MC mechanical factors/ Tachometer Operational? Rider 1 435 486 A.4.1.6.13-MC mechanical factors/ Tachometer Operational?

278 A.4.1.3-9n0566 A.4.1.7.13-MC mechanical factors/ Tachometer In use at time o Rider 1 436 485 A.4.1.7.13-MC mechanical factors/ Tachometer In use at time of accident?

279 A.4.1.3-9n0567 A.4.1.8.13-MC mechanical factors/ Tachometer Modified? Rider 1 440 481 A.4.1.8.13-MC mechanical factors/ Tachometer Modified?

280 A.4.1.3-9n0568 A.4.1.9.13-MC mechanical factors/ Tachometer Damage in acciRider 1 442 479 A.4.1.9.13-MC mechanical factors/ Tachometer Damage in accident?

281 A.4.1.3-9n0569 A.4.1.3.14-MC mechanical factors/ Handlebars Equipped? Rider 1 921 0 A.4.1.3.14-MC mechanical factors/ Handlebars Equipped?

282 A.4.1.3-9n0570 A.4.1.4.14-MC mechanical factors/ Handlebars Original equipm Rider 1 914 7 A.4.1.4.14-MC mechanical factors/ Handlebars Original equipment?

283 A.4.1.3-9n0571 A.4.1.5.14-MC mechanical factors/ Handlebars Aftermarket? Rider 1 914 7 A.4.1.5.14-MC mechanical factors/ Handlebars Aftermarket?

284 A.4.1.3-9n0572 A.4.1.8.14-MC mechanical factors/ Handlebars Modified? Rider 1 916 5 A.4.1.8.14-MC mechanical factors/ Handlebars Modified?

285 A.4.1.3-9n0573 A.4.1.9.14-MC mechanical factors/ Handlebars Damage in accidRider 1 919 2 A.4.1.9.14-MC mechanical factors/ Handlebars Damage in accident?

286 A.4.1.3-9n0574 A.4.1.3.15-MC mechanical factors/ Throttle Equipped? Rider 1 921 0 A.4.1.3.15-MC mechanical factors/ Throttle Equipped?

287 A.4.1.3-9n0575 A.4.1.4.15-MC mechanical factors/ Throttle Original equipment?Rider 1 914 7 A.4.1.4.15-MC mechanical factors/ Throttle Original equipment?

288 A.4.1.3-9n0576 A.4.1.5.15-MC mechanical factors/ Throttle Aftermarket? Rider 1 914 7 A.4.1.5.15-MC mechanical factors/ Throttle Aftermarket?

289 A.4.1.3-9n0577 A.4.1.6.15-MC mechanical factors/ Throttle Operational? Rider 1 915 6 A.4.1.6.15-MC mechanical factors/ Throttle Operational?

290 A.4.1.3-9n0578 A.4.1.7.15-MC mechanical factors/ Throttle In use at time of accRider 1 910 11 A.4.1.7.15-MC mechanical factors/ Throttle In use at time of accident?

291 A.4.1.3-9n0579 A.4.1.8.15-MC mechanical factors/ Throttle Modified? Rider 1 916 5 A.4.1.8.15-MC mechanical factors/ Throttle Modified?

292 A.4.1.3-9n0580 A.4.1.9.15-MC mechanical factors/ Throttle Damage in accidentRider 1 916 5 A.4.1.9.15-MC mechanical factors/ Throttle Damage in accident?

293 A.4.1.3-9n0581 A.4.1.3.16-MC mechanical factors/ Clutch lever Equipped? Rider 1 920 1 A.4.1.3.16-MC mechanical factors/ Clutch lever Equipped?

294 A.4.1.3-9n0582 A.4.1.4.16-MC mechanical factors/ Clutch lever Original equipmRider 1 522 399 A.4.1.4.16-MC mechanical factors/ Clutch lever Original equipment?

295 A.4.1.3-9n0583 A.4.1.5.16-MC mechanical factors/ Clutch lever Aftermarket? Rider 1 520 401 A.4.1.5.16-MC mechanical factors/ Clutch lever Aftermarket?

296 A.4.1.3-9n0584 A.4.1.6.16-MC mechanical factors/ Clutch lever Operational? Rider 1 522 399 A.4.1.6.16-MC mechanical factors/ Clutch lever Operational?

297 A.4.1.3-9n0585 A.4.1.7.16-MC mechanical factors/ Clutch lever In use at time o Rider 1 1 496 425 A.4.1.7.16-MC mechanical factors/ Clutch lever In use at time of accident?

298 A.4.1.3-9n0586 A.4.1.8.16-MC mechanical factors/ Clutch lever Modified? Rider 1 523 398 A.4.1.8.16-MC mechanical factors/ Clutch lever Modified?

299 A.4.1.3-9n0587 A.4.1.9.16-MC mechanical factors/ Clutch lever Damage in acci Rider 1 524 397 A.4.1.9.16-MC mechanical factors/ Clutch lever Damage in accident?

300 A.4.1.3-9n0588 A.4.1.3.17-MC mechanical factors/ Brake lever Equipped? Rider 1 920 1 A.4.1.3.17-MC mechanical factors/ Brake lever Equipped?

301 A.4.1.3-9n0589 A.4.1.4.17-MC mechanical factors/ Brake lever Original equipm Rider 1 910 11 A.4.1.4.17-MC mechanical factors/ Brake lever Original equipment?

302 A.4.1.3-9n0590 A.4.1.5.17-MC mechanical factors/ Brake lever Aftermarket? Rider 1 908 13 A.4.1.5.17-MC mechanical factors/ Brake lever Aftermarket?

303 A.4.1.3-9n0591 A.4.1.6.17-MC mechanical factors/ Brake lever Operational? Rider 1 899 22 A.4.1.6.17-MC mechanical factors/ Brake lever Operational?

304 A.4.1.3-9n0592 A.4.1.7.17-MC mechanical factors/ Brake lever In use at time of Rider 1 866 55 A.4.1.7.17-MC mechanical factors/ Brake lever In use at time of accident?

305 A.4.1.3-9n0593 A.4.1.8.17-MC mechanical factors/ Brake lever Modified? Rider 1 910 11 A.4.1.8.17-MC mechanical factors/ Brake lever Modified?

306 A.4.1.3-9n0594 A.4.1.9.17-MC mechanical factors/ Brake lever Damage in accidRider 1 908 13 A.4.1.9.17-MC mechanical factors/ Brake lever Damage in accident?

307 A.4.1.3-9n0595 A.4.1.3.18-MC mechanical factors/ Right side rear view mirrors, Rider 1 910 11 A.4.1.3.18-MC mechanical factors/ Right side rear view mirrors, posts Equipped?

308 A.4.1.3-9n0596 A.4.1.4.18-MC mechanical factors/ Right side rear view mirrors, Rider 1 611 310 A.4.1.4.18-MC mechanical factors/ Right side rear view mirrors, posts Original equipment?

309 A.4.1.3-9n0597 A.4.1.5.18-MC mechanical factors/ Right side rear view mirrors, Rider 1 611 310 A.4.1.5.18-MC mechanical factors/ Right side rear view mirrors, posts Aftermarket?

310 A.4.1.3-9n0598 A.4.1.6.18-MC mechanical factors/ Right side rear view mirrors, Rider 1 611 310 A.4.1.6.18-MC mechanical factors/ Right side rear view mirrors, posts Operational?

311 A.4.1.3-9n0599 A.4.1.8.18-MC mechanical factors/ Right side rear view mirrors, Rider 1 612 309 A.4.1.8.18-MC mechanical factors/ Right side rear view mirrors, posts Modified?

312 A.4.1.3-9n0600 A.4.1.9.18-MC mechanical factors/ Right side rear view mirrors, Rider 1 611 310 A.4.1.9.18-MC mechanical factors/ Right side rear view mirrors, posts Damage in accident?

313 A.4.1.3-9n0601 A.4.1.3.19-MC mechanical factors/ Left side rear view mirrors, pRider 1 913 8 A.4.1.3.19-MC mechanical factors/ Left side rear view mirrors, posts Equipped?

314 A.4.1.3-9n0602 A.4.1.4.19-MC mechanical factors/ Left side rear view mirrors, pRider 1 743 178 A.4.1.4.19-MC mechanical factors/ Left side rear view mirrors, posts Original equipment?

315 A.4.1.3-9n0603 A.4.1.5.19-MC mechanical factors/ Left side rear view mirrors, pRider 1 743 178 A.4.1.5.19-MC mechanical factors/ Left side rear view mirrors, posts Aftermarket?

316 A.4.1.3-9n0604 A.4.1.6.19-MC mechanical factors/ Left side rear view mirrors, pRider 1 748 173 A.4.1.6.19-MC mechanical factors/ Left side rear view mirrors, posts Operational?

317 A.4.1.3-9n0605 A.4.1.8.19-MC mechanical factors/ Left side rear view mirrors, pRider 1 747 174 A.4.1.8.19-MC mechanical factors/ Left side rear view mirrors, posts Modified?

318 A.4.1.3-9n0606 A.4.1.9.19-MC mechanical factors/ Left side rear view mirrors, pRider 1 748 173 A.4.1.9.19-MC mechanical factors/ Left side rear view mirrors, posts Damage in accident?

319 A.4.1.3-9n0607 A.4.1.3.20-MC mechanical factors/ Front suspension Equipped?Rider 1 920 1 A.4.1.3.20-MC mechanical factors/ Front suspension Equipped?

320 A.4.1.3-9n0608 A.4.1.4.20-MC mechanical factors/ Front suspension Original eqRider 1 915 6 A.4.1.4.20-MC mechanical factors/ Front suspension Original equipment?

321 A.4.1.3-9n0609 A.4.1.5.20-MC mechanical factors/ Front suspension AftermarkeRider 1 915 6 A.4.1.5.20-MC mechanical factors/ Front suspension Aftermarket?

322 A.4.1.3-9n0610 A.4.1.6.20-MC mechanical factors/ Front suspension Operation Rider 1 913 8 A.4.1.6.20-MC mechanical factors/ Front suspension Operational?

323 A.4.1.3-9n0611 A.4.1.8.20-MC mechanical factors/ Front suspension Modified? Rider 1 914 7 A.4.1.8.20-MC mechanical factors/ Front suspension Modified?

324 A.4.1.3-9n0612 A.4.1.9.20-MC mechanical factors/ Front suspension Damage inRider 1 912 9 A.4.1.9.20-MC mechanical factors/ Front suspension Damage in accident?

325 A.4.1.3-9n0613 A.4.1.4.21-MC mechanical factors/ Front tyre, wheel Original eqRider 1 912 9 A.4.1.4.21-MC mechanical factors/ Front tyre, wheel Original equipment?

326 A.4.1.3-9n0614 A.4.1.5.21-MC mechanical factors/ Front tyre, wheel AftermarkeRider 1 912 9 A.4.1.5.21-MC mechanical factors/ Front tyre, wheel Aftermarket?

327 A.4.1.3-9n0615 A.4.1.6.21-MC mechanical factors/ Front tyre, wheel OperationaRider 1 916 5 A.4.1.6.21-MC mechanical factors/ Front tyre, wheel Operational?

328 A.4.1.3-9n0616 A.4.1.8.21-MC mechanical factors/ Front tyre/wheel Modified? Rider 1 915 6 A.4.1.8.21-MC mechanical factors/ Front tyre/wheel Modified?

329 A.4.1.3-9n0617 A.4.1.9.21-MC mechanical factors/ Front tyre/wheel Damage in Rider 1 918 3 A.4.1.9.21-MC mechanical factors/ Front tyre/wheel Damage in accident?

330 A.4.1.3-9n0618 A.4.1.3.22-MC mechanical factors/ Front fender Equipped? Rider 1 917 4 A.4.1.3.22-MC mechanical factors/ Front fender Equipped?

331 A.4.1.3-9n0619 A.4.1.4.22-MC mechanical factors/ Front fender Original equipmRider 1 882 39 A.4.1.4.22-MC mechanical factors/ Front fender Original equipment?

332 A.4.1.3-9n0620 A.4.1.5.22-MC mechanical factors/ Front fender Aftermarket? Rider 1 882 39 A.4.1.5.22-MC mechanical factors/ Front fender Aftermarket?

333 A.4.1.3-9n0621 A.4.1.6.22-MC mechanical factors/ Front fender Operational? Rider 1 883 38 A.4.1.6.22-MC mechanical factors/ Front fender Operational?

334 A.4.1.3-9n0622 A.4.1.8.22-MC mechanical factors/ Front fender Modified Rider 1 882 39 A.4.1.8.22-MC mechanical factors/ Front fender Modified

335 A.4.1.3-9n0623 A.4.1.9.22-MC mechanical factors/ Front fender Damage in acc Rider 1 885 36 A.4.1.9.22-MC mechanical factors/ Front fender Damage in accident?

336 A.4.1.3-9n0624 A.4.1.3.23-MC mechanical factors/ Front brakes Equipped? Rider 1 920 1 A.4.1.3.23-MC mechanical factors/ Front brakes Equipped?

337 A.4.1.3-9n0625 A.4.1.4.23-MC mechanical factors/ Front brakes Original equipmRider 1 915 6 A.4.1.4.23-MC mechanical factors/ Front brakes Original equipment?

338 A.4.1.3-9n0626 A.4.1.5.23-MC mechanical factors/ Front brakes Aftermarket? Rider 1 915 6 A.4.1.5.23-MC mechanical factors/ Front brakes Aftermarket?

339 A.4.1.3-9n0627 A.4.1.6.23-MC mechanical factors/ Front brakes Operational? Rider 1 903 18 A.4.1.6.23-MC mechanical factors/ Front brakes Operational?

340 A.4.1.3-9n0628 A.4.1.7.23-MC mechanical factors/ Front brakes In use at time oRider 1 864 57 A.4.1.7.23-MC mechanical factors/ Front brakes In use at time of accident?

341 A.4.1.3-9n0629 A.4.1.8.23-MC mechanical factors/ Front brakes Modified? Rider 1 914 7 A.4.1.8.23-MC mechanical factors/ Front brakes Modified?

342 A.4.1.3-9n0630 A.4.1.9.23-MC mechanical factors/ Front brakes Damage in accRider 1 911 10 A.4.1.9.23-MC mechanical factors/ Front brakes Damage in accident?

343 A.4.1.3-9n0631 A.4.1.3.24-MC mechanical factors/ Seat Equipped? Rider 1 920 1 A.4.1.3.24-MC mechanical factors/ Seat Equipped?

344 A.4.1.3-9n0632 A.4.1.4.24-MC mechanical factors/ Seat Original equipment? Rider 1 915 6 A.4.1.4.24-MC mechanical factors/ Seat Original equipment?

345 A.4.1.3-9n0633 A.4.1.5.24-MC mechanical factors/ Seat Aftermarket? Rider 1 915 6 A.4.1.5.24-MC mechanical factors/ Seat Aftermarket?

346 A.4.1.3-9n0634 A.4.1.6.24-MC mechanical factors/ Seat Operational? Rider 1 914 7 A.4.1.6.24-MC mechanical factors/ Seat Operational?

347 A.4.1.3-9n0635 A.4.1.8.24-MC mechanical factors/ Seat Modified? Rider 1 914 7 A.4.1.8.24-MC mechanical factors/ Seat Modified?

348 A.4.1.3-9n0636 A.4.1.9.24-MC mechanical factors/ Seat Damage in accident? Rider 1 914 7 A.4.1.9.24-MC mechanical factors/ Seat Damage in accident?

349 A.4.1.3-9n0637 A.4.1.3.25-MC mechanical factors/ Sissy bar/passenger back reRider 1 919 2 A.4.1.3.25-MC mechanical factors/ Sissy bar/passenger back rest Equipped?

350 A.4.1.3-9n0638 A.4.1.4.25-MC mechanical factors/ Sissy bar/passenger back reRider 1 45 876 A.4.1.4.25-MC mechanical factors/ Sissy bar/passenger back rest Original equipment?

351 A.4.1.3-9n0639 A.4.1.5.25-MC mechanical factors/ Sissy bar/passenger back reRider 1 45 876 A.4.1.5.25-MC mechanical factors/ Sissy bar/passenger back rest Aftermarket?

352 A.4.1.3-9n0640 A.4.1.6.25-MC mechanical factors/ Sissy bar/passenger back reRider 1 45 876 A.4.1.6.25-MC mechanical factors/ Sissy bar/passenger back rest Operational?

353 A.4.1.3-9n0641 A.4.1.8.25-MC mechanical factors/ Sissy bar/passenger back reRider 1 45 876 A.4.1.8.25-MC mechanical factors/ Sissy bar/passenger back rest Modified?

354 A.4.1.3-9n0642 A.4.1.9.25-MC mechanical factors/ Sissy bar/passenger back reRider 1 46 875 A.4.1.9.25-MC mechanical factors/ Sissy bar/passenger back rest Damage in accident?

355 A.4.1.3-9n0643 A.4.1.3.26-MC mechanical factors/ Side reflectors Equipped? Rider 1 913 8 A.4.1.3.26-MC mechanical factors/ Side reflectors Equipped?

356 A.4.1.3-9n0644 A.4.1.4.26-MC mechanical factors/ Side reflectors Original equipRider 1 199 722 A.4.1.4.26-MC mechanical factors/ Side reflectors Original equipment?

357 A.4.1.3-9n0645 A.4.1.5.26-MC mechanical factors/ Side reflectors Aftermarket? Rider 1 199 722 A.4.1.5.26-MC mechanical factors/ Side reflectors Aftermarket?

358 A.4.1.3-9n0646 A.4.1.6.26-MC mechanical factors/ Side reflectors Operational? Rider 1 203 718 A.4.1.6.26-MC mechanical factors/ Side reflectors Operational?

359 A.4.1.3-9n0647 A.4.1.8.26-MC mechanical factors/ Side reflectors Modified? Rider 1 204 717 A.4.1.8.26-MC mechanical factors/ Side reflectors Modified?

360 A.4.1.3-9n0648 A.4.1.9.26-MC mechanical factors/ Side reflectors Damage in a Rider 1 205 716 A.4.1.9.26-MC mechanical factors/ Side reflectors Damage in accident?

361 A.4.1.3-9n0649 A.4.1.3.27-MC mechanical factors/ Frame Equipped? Rider 1 921 0 A.4.1.3.27-MC mechanical factors/ Frame Equipped?

362 A.4.1.3-9n0650 A.4.1.4.27-MC mechanical factors/ Frame Original equipment? Rider 1 918 3 A.4.1.4.27-MC mechanical factors/ Frame Original equipment?

363 A.4.1.3-9n0651 A.4.1.5.27-MC mechanical factors/ Frame Aftermarket? Rider 1 918 3 A.4.1.5.27-MC mechanical factors/ Frame Aftermarket?

364 A.4.1.3-9n0652 A.4.1.8.27-MC mechanical factors/ Frame Modified? Rider 1 917 4 A.4.1.8.27-MC mechanical factors/ Frame Modified?

365 A.4.1.3-9n0653 A.4.1.9.27-MC mechanical factors/ Frame Damage in accident?Rider 1 888 33 A.4.1.9.27-MC mechanical factors/ Frame Damage in accident?

366 A.4.1.3-9n0654 A.4.1.3.28-MC mechanical factors/ Grab rails/hand holds Equip Rider 1 916 5 A.4.1.3.28-MC mechanical factors/ Grab rails/hand holds Equipped?

367 A.4.1.3-9n0655 A.4.1.4.28-MC mechanical factors/ Grab rails/hand holds Origin Rider 1 545 376 A.4.1.4.28-MC mechanical factors/ Grab rails/hand holds Original equipment?

368 A.4.1.3-9n0656 A.4.1.5.28-MC mechanical factors/ Grab rails/hand holds AftermRider 1 545 376 A.4.1.5.28-MC mechanical factors/ Grab rails/hand holds Aftermarket?

369 A.4.1.3-9n0657 A.4.1.7.28-MC mechanical factors/ Grab rails/hand holds In useRider 1 521 400 A.4.1.7.28-MC mechanical factors/ Grab rails/hand holds In use at time of accident?

370 A.4.1.3-9n0658 A.4.1.8.28-MC mechanical factors/ Grab rails/hand holds Modifi Rider 1 543 378 A.4.1.8.28-MC mechanical factors/ Grab rails/hand holds Modified?

371 A.4.1.3-9n0659 A.4.1.9.28-MC mechanical factors/ Grab rails/hand holds Dama Rider 1 545 376 A.4.1.9.28-MC mechanical factors/ Grab rails/hand holds Damage in accident?

372 A.4.1.3-9n0660 A.4.1.3.29-MC mechanical factors/ Fuel tank Equipped? Rider 1 921 0 A.4.1.3.29-MC mechanical factors/ Fuel tank Equipped?

373 A.4.1.3-9n0661 A.4.1.4.29-MC mechanical factors/ Fuel tank Original equipmenRider 1 913 8 A.4.1.4.29-MC mechanical factors/ Fuel tank Original equipment?

374 A.4.1.3-9n0662 A.4.1.5.29-MC mechanical factors/ Fuel tank Aftermarket? Rider 1 913 8 A.4.1.5.29-MC mechanical factors/ Fuel tank Aftermarket?

375 A.4.1.3-9n0663 A.4.1.8.29-MC mechanical factors/ Fuel tank Modified? Rider 1 915 6 A.4.1.8.29-MC mechanical factors/ Fuel tank Modified?

376 A.4.1.3-9n0664 A.4.1.9.29-MC mechanical factors/ Fuel tank Damage in accide Rider 1 913 8 A.4.1.9.29-MC mechanical factors/ Fuel tank Damage in accident?

377 A.4.1.3-9n0665 A.4.1.3.30-MC mechanical factors/ Auxiliary fuel tank Equipped?Rider 1 919 2 A.4.1.3.30-MC mechanical factors/ Auxiliary fuel tank Equipped?

378 A.4.1.3-9n0666 A.4.1.4.30-MC mechanical factors/ Auxiliary fuel tank Original e Rider 1 7 914 A.4.1.4.30-MC mechanical factors/ Auxiliary fuel tank Original equipment?

379 A.4.1.3-9n0667 A.4.1.5.30-MC mechanical factors/ Auxiliary fuel tank Aftermark Rider 1 7 914 A.4.1.5.30-MC mechanical factors/ Auxiliary fuel tank Aftermarket?

380 A.4.1.3-9n0668 A.4.1.8.30-MC mechanical factors/ Auxiliary fuel tank Modified? Rider 1 7 914 A.4.1.8.30-MC mechanical factors/ Auxiliary fuel tank Modified?

381 A.4.1.3-9n0669 A.4.1.9.30-MC mechanical factors/ Auxiliary fuel tank Damage i Rider 1 7 914 A.4.1.9.30-MC mechanical factors/ Auxiliary fuel tank Damage in accident?

382 A.4.1.3-9n0670 A.4.1.4.31-MC mechanical factors/ Motor crankcase, cylinders ORider 1 884 37 A.4.1.4.31-MC mechanical factors/ Motor crankcase, cylinders Original equipment?

383 A.4.1.3-9n0671 A.4.1.5.31-MC mechanical factors/ Motor crankcase, cylinders ARider 1 884 37 A.4.1.5.31-MC mechanical factors/ Motor crankcase, cylinders Aftermarket?

384 A.4.1.3-9n0672 A.4.1.8.31-MC mechanical factors/ Motor crankcase, cylinders MRider 1 880 41 A.4.1.8.31-MC mechanical factors/ Motor crankcase, cylinders Modified?

385 A.4.1.3-9n0673 A.4.1.9.31-MC mechanical factors/ Motor crankcase, cylinders DRider 1 905 16 A.4.1.9.31-MC mechanical factors/ Motor crankcase, cylinders Damage in accident?

386 A.4.1.3-9n0674 A.4.1.3.32-MC mechanical factors/ Radiator Equipped? Rider 1 910 11 A.4.1.3.32-MC mechanical factors/ Radiator Equipped?

387 A.4.1.3-9n0675 A.4.1.4.32-MC mechanical factors/ Radiator Original equipment?Rider 1 454 467 A.4.1.4.32-MC mechanical factors/ Radiator Original equipment?

388 A.4.1.3-9n0676 A.4.1.5.32-MC mechanical factors/ Radiator Aftermarket? Rider 1 454 467 A.4.1.5.32-MC mechanical factors/ Radiator Aftermarket?

389 A.4.1.3-9n0677 A.4.1.6.32-MC mechanical factors/ Radiator Operational? Rider 1 456 465 A.4.1.6.32-MC mechanical factors/ Radiator Operational?

390 A.4.1.3-9n0678 A.4.1.7.32-MC mechanical factors/ Radiator In use at time of acRider 1 455 466 A.4.1.7.32-MC mechanical factors/ Radiator In use at time of accident?

391 A.4.1.3-9n0679 A.4.1.8.32-MC mechanical factors/ Radiator Modified? Rider 1 456 465 A.4.1.8.32-MC mechanical factors/ Radiator Modified?

392 A.4.1.3-9n0680 A.4.1.9.32-MC mechanical factors/ Radiator Damage in accidenRider 1 454 467 A.4.1.9.32-MC mechanical factors/ Radiator Damage in accident?

393 A.4.1.3-9n0681 A.4.1.3.33-MC mechanical factors/ Water hose Equipped? Rider 1 911 10 A.4.1.3.33-MC mechanical factors/ Water hose Equipped?

394 A.4.1.3-9n0682 A.4.1.4.33-MC mechanical factors/ Water hose Original equipm Rider 1 448 473 A.4.1.4.33-MC mechanical factors/ Water hose Original equipment?

395 A.4.1.3-9n0683 A.4.1.5.33-MC mechanical factors/ Water hose Aftermarket? Rider 1 448 473 A.4.1.5.33-MC mechanical factors/ Water hose Aftermarket?

396 A.4.1.3-9n0684 A.4.1.6.33-MC mechanical factors/ Water hose Operational? Rider 1 451 470 A.4.1.6.33-MC mechanical factors/ Water hose Operational?

397 A.4.1.3-9n0685 A.4.1.7.33-MC mechanical factors/ Water hose In use at time ofRider 1 450 471 A.4.1.7.33-MC mechanical factors/ Water hose In use at time of accident?

398 A.4.1.3-9n0686 A.4.1.8.33-MC mechanical factors/ Water hose Modified? Rider 1 449 472 A.4.1.8.33-MC mechanical factors/ Water hose Modified?

399 A.4.1.3-9n0687 A.4.1.9.33-MC mechanical factors/ Water hose Damage in accidRider 1 444 477 A.4.1.9.33-MC mechanical factors/ Water hose Damage in accident?

400 A.4.1.3-9n0688 A.4.1.3.34-MC mechanical factors/ Motor power enhancement ERider 1 842 79 A.4.1.3.34-MC mechanical factors/ Motor power enhancement Equipped?

401 A.4.1.3-9n0689 A.4.1.4.34-MC mechanical factors/ Motor power enhancement ORider 1 72 849 A.4.1.4.34-MC mechanical factors/ Motor power enhancement Original equipment?

402 A.4.1.3-9n0690 A.4.1.5.34-MC mechanical factors/ Motor power enhancement ARider 1 72 849 A.4.1.5.34-MC mechanical factors/ Motor power enhancement Aftermarket?

403 A.4.1.3-9n0691 A.4.1.6.34-MC mechanical factors/ Motor power enhancement ORider 1 73 848 A.4.1.6.34-MC mechanical factors/ Motor power enhancement Operational?

404 A.4.1.3-9n0692 A.4.1.7.34-MC mechanical factors/ Motor power enhancement I Rider 1 73 848 A.4.1.7.34-MC mechanical factors/ Motor power enhancement In use at time of accident?

405 A.4.1.3-9n0693 A.4.1.8.34-MC mechanical factors/ Motor power enhancement MRider 1 74 847 A.4.1.8.34-MC mechanical factors/ Motor power enhancement Modified?

406 A.4.1.3-9n0694 A.4.1.9.34-MC mechanical factors/ Motor power enhancement DRider 1 74 847 A.4.1.9.34-MC mechanical factors/ Motor power enhancement Damage in accident?

407 A.4.1.3-9n0695 A.4.1.8.35-MC mechanical factors/ Transmission case Modified Rider 1 868 53 A.4.1.8.35-MC mechanical factors/ Transmission case Modified?

408 A.4.1.3-9n0696 A.4.1.9.35-MC mechanical factors/ Transmission case Damage Rider 1 888 33 A.4.1.9.35-MC mechanical factors/ Transmission case Damage in accident?

409 A.4.1.3-9n0697 A.4.1.3.36-MC mechanical factors/ Oil tank Equipped? Rider 1 920 1 A.4.1.3.36-MC mechanical factors/ Oil tank Equipped?

410 A.4.1.3-9n0698 A.4.1.4.36-MC mechanical factors/ Oil tank Original equipment?Rider 1 491 430 A.4.1.4.36-MC mechanical factors/ Oil tank Original equipment?

411 A.4.1.3-9n0699 A.4.1.5.36-MC mechanical factors/ Oil tank Aftermarket? Rider 1 491 430 A.4.1.5.36-MC mechanical factors/ Oil tank Aftermarket?

412 A.4.1.3-9n0700 A.4.1.8.36-MC mechanical factors/ Oil tank Modified? Rider 1 490 431 A.4.1.8.36-MC mechanical factors/ Oil tank Modified?

413 A.4.1.3-9n0701 A.4.1.9.36-MC mechanical factors/ Oil tank Damage in accidentRider 1 489 432 A.4.1.9.36-MC mechanical factors/ Oil tank Damage in accident?

414 A.4.1.3-9n0702 A.4.1.3.37-MC mechanical factors/ Battery, battery box EquippeRider 1 920 1 A.4.1.3.37-MC mechanical factors/ Battery, battery box Equipped?

415 A.4.1.3-9n0703 A.4.1.4.37-MC mechanical factors/ Battery, battery box Original Rider 1 848 73 A.4.1.4.37-MC mechanical factors/ Battery, battery box Original equipment?

416 A.4.1.3-9n0704 A.4.1.5.37-MC mechanical factors/ Battery, battery box Afterma Rider 1 848 73 A.4.1.5.37-MC mechanical factors/ Battery, battery box Aftermarket?

417 A.4.1.3-9n0705 A.4.1.8.37-MC mechanical factors/ Battery, battery box ModifiedRider 1 847 74 A.4.1.8.37-MC mechanical factors/ Battery, battery box Modified?

418 A.4.1.3-9n0706 A.4.1.9.37-MC mechanical factors/ Battery, battery box DamageRider 1 840 81 A.4.1.9.37-MC mechanical factors/ Battery, battery box Damage in accident?

419 A.4.1.3-9n0707 A.4.1.3.38-MC mechanical factors/ Rear brake pedal Equipped?Rider 1 921 0 A.4.1.3.38-MC mechanical factors/ Rear brake pedal Equipped?

420 A.4.1.3-9n0708 A.4.1.4.38-MC mechanical factors/ Rear brake pedal Original eqRider 1 649 272 A.4.1.4.38-MC mechanical factors/ Rear brake pedal Original equipment?

421 A.4.1.3-9n0709 A.4.1.5.38-MC mechanical factors/ Rear brake pedal AftermarkeRider 1 649 272 A.4.1.5.38-MC mechanical factors/ Rear brake pedal Aftermarket?

422 A.4.1.3-9n0710 A.4.1.6.38-MC mechanical factors/ Rear brake pedal Operation Rider 1 645 276 A.4.1.6.38-MC mechanical factors/ Rear brake pedal Operational?

423 A.4.1.3-9n0711 A.4.1.7.38-MC mechanical factors/ Rear brake pedal In use at t Rider 1 617 304 A.4.1.7.38-MC mechanical factors/ Rear brake pedal In use at time of accident?

424 A.4.1.3-9n0712 A.4.1.8.38-MC mechanical factors/ Rear brake pedal Modified? Rider 1 650 271 A.4.1.8.38-MC mechanical factors/ Rear brake pedal Modified?

425 A.4.1.3-9n0713 A.4.1.9.38-MC mechanical factors/ Rear brake pedal Damage inRider 1 643 278 A.4.1.9.38-MC mechanical factors/ Rear brake pedal Damage in accident?

426 A.4.1.3-9n0714 A.4.1.3.39-MC mechanical factors/ Shift lever Equipped? Rider 1 921 0 A.4.1.3.39-MC mechanical factors/ Shift lever Equipped?

427 A.4.1.3-9n0715 A.4.1.4.39-MC mechanical factors/ Shift lever Original equipmenRider 1 510 411 A.4.1.4.39-MC mechanical factors/ Shift lever Original equipment?

428 A.4.1.3-9n0716 A.4.1.5.39-MC mechanical factors/ Shift lever Aftermarket? Rider 1 510 411 A.4.1.5.39-MC mechanical factors/ Shift lever Aftermarket?

429 A.4.1.3-9n0717 A.4.1.6.39-MC mechanical factors/ Shift lever Operational? Rider 1 510 411 A.4.1.6.39-MC mechanical factors/ Shift lever Operational?

430 A.4.1.3-9n0718 A.4.1.7.39-MC mechanical factors/ Shift lever In use at time of aRider 1 505 416 A.4.1.7.39-MC mechanical factors/ Shift lever In use at time of accident?

431 A.4.1.3-9n0719 A.4.1.8.39-MC mechanical factors/ Shift lever Modified? Rider 1 510 411 A.4.1.8.39-MC mechanical factors/ Shift lever Modified?

432 A.4.1.3-9n0720 A.4.1.9.39-MC mechanical factors/ Shift lever Damage in accideRider 1 508 413 A.4.1.9.39-MC mechanical factors/ Shift lever Damage in accident?

433 A.4.1.3-9n0721 A.4.1.3.40-MC mechanical factors/ Foot pegs, footrests EquippeRider 1 921 0 A.4.1.3.40-MC mechanical factors/ Foot pegs, footrests Equipped?

434 A.4.1.3-9n0722 A.4.1.4.40-MC mechanical factors/ Foot pegs, footrests Origina Rider 1 810 111 A.4.1.4.40-MC mechanical factors/ Foot pegs, footrests Original equipment?

435 A.4.1.3-9n0723 A.4.1.5.40-MC mechanical factors/ Foot pegs, footrests AftermaRider 1 810 111 A.4.1.5.40-MC mechanical factors/ Foot pegs, footrests Aftermarket?

436 A.4.1.3-9n0724 A.4.1.6.40-MC mechanical factors/ Foot pegs, footrests Operati Rider 1 812 109 A.4.1.6.40-MC mechanical factors/ Foot pegs, footrests Operational?

437 A.4.1.3-9n0725 A.4.1.7.40-MC mechanical factors/ Foot pegs, footrests In use aRider 1 812 109 A.4.1.7.40-MC mechanical factors/ Foot pegs, footrests In use at time of accident?

438 A.4.1.3-9n0726 A.4.1.8.40-MC mechanical factors/ Foot pegs, footrests Modifie Rider 1 810 111 A.4.1.8.40-MC mechanical factors/ Foot pegs, footrests Modified?

439 A.4.1.3-9n0727 A.4.1.9.40-MC mechanical factors/ Foot pegs, footrests Damag Rider 1 812 109 A.4.1.9.40-MC mechanical factors/ Foot pegs, footrests Damage in accident?

440 A.4.1.3-9n0728 A.4.1.3.41-MC mechanical factors/ Highway pegs/footrests Equ Rider 1 919 2 A.4.1.3.41-MC mechanical factors/ Highway pegs/footrests Equipped?

441 A.4.1.3-9n0729 A.4.1.4.41-MC mechanical factors/ Highway pegs/footrests OrigRider 1 38 883 A.4.1.4.41-MC mechanical factors/ Highway pegs/footrests Original equipment?

442 A.4.1.3-9n0730 A.4.1.5.41-MC mechanical factors/ Highway pegs/footrests Afte Rider 1 38 883 A.4.1.5.41-MC mechanical factors/ Highway pegs/footrests Aftermarket?

443 A.4.1.3-9n0731 A.4.1.6.41-MC mechanical factors/ Highway pegs/footrests OpeRider 1 38 883 A.4.1.6.41-MC mechanical factors/ Highway pegs/footrests Operational?

444 A.4.1.3-9n0732 A.4.1.7.41-MC mechanical factors/ Highway pegs/footrests In u Rider 1 38 883 A.4.1.7.41-MC mechanical factors/ Highway pegs/footrests In use at time of accident?

445 A.4.1.3-9n0733 A.4.1.8.41-MC mechanical factors/ Highway pegs/footrests ModRider 1 38 883 A.4.1.8.41-MC mechanical factors/ Highway pegs/footrests Modified?

446 A.4.1.3-9n0734 A.4.1.9.41-MC mechanical factors/ Highway pegs/footrests DamRider 1 38 883 A.4.1.9.41-MC mechanical factors/ Highway pegs/footrests Damage in accident?

447 A.4.1.3-9n0735 A.4.1.3.42-MC mechanical factors/ Side stand Equipped? Rider 1 918 3 A.4.1.3.42-MC mechanical factors/ Side stand Equipped?

448 A.4.1.3-9n0736 A.4.1.4.42-MC mechanical factors/ Side stand Original equipmeRider 1 527 394 A.4.1.4.42-MC mechanical factors/ Side stand Original equipment?

449 A.4.1.3-9n0737 A.4.1.5.42-MC mechanical factors/ Side stand Aftermarket? Rider 1 527 394 A.4.1.5.42-MC mechanical factors/ Side stand Aftermarket?

450 A.4.1.3-9n0738 A.4.1.6.42-MC mechanical factors/ Side stand Operational? Rider 1 527 394 A.4.1.6.42-MC mechanical factors/ Side stand Operational?

451 A.4.1.3-9n0739 A.4.1.7.42-MC mechanical factors/ Side stand In use at time of Rider 1 526 395 A.4.1.7.42-MC mechanical factors/ Side stand In use at time of accident?

452 A.4.1.3-9n0740 A.4.1.8.42-MC mechanical factors/ Side stand Modified? Rider 1 525 396 A.4.1.8.42-MC mechanical factors/ Side stand Modified?

453 A.4.1.3-9n0741 A.4.1.9.42-MC mechanical factors/ Side stand Damage in accid Rider 1 525 396 A.4.1.9.42-MC mechanical factors/ Side stand Damage in accident?

454 A.4.1.3-9n0742 A.4.1.3.43-MC mechanical factors/ Side stand interlock EquippeRider 1 914 7 A.4.1.3.43-MC mechanical factors/ Side stand interlock Equipped?

455 A.4.1.3-9n0743 A.4.1.4.43-MC mechanical factors/ Side stand interlock Original Rider 1 438 483 A.4.1.4.43-MC mechanical factors/ Side stand interlock Original equipment?

456 A.4.1.3-9n0744 A.4.1.5.43-MC mechanical factors/ Side stand interlock AftermaRider 1 438 483 A.4.1.5.43-MC mechanical factors/ Side stand interlock Aftermarket?

457 A.4.1.3-9n0745 A.4.1.6.43-MC mechanical factors/ Side stand interlock OperatioRider 1 434 487 A.4.1.6.43-MC mechanical factors/ Side stand interlock Operational?

458 A.4.1.3-9n0746 A.4.1.7.43-MC mechanical factors/ Side stand interlock In use aRider 1 438 483 A.4.1.7.43-MC mechanical factors/ Side stand interlock In use at time of accident?

459 A.4.1.3-9n0747 A.4.1.8.43-MC mechanical factors/ Side stand interlock ModifiedRider 1 438 483 A.4.1.8.43-MC mechanical factors/ Side stand interlock Modified?

460 A.4.1.3-9n0748 A.4.1.9.43-MC mechanical factors/ Side stand interlock DamageRider 1 436 485 A.4.1.9.43-MC mechanical factors/ Side stand interlock Damage in accident?

461 A.4.1.3-9n0749 A.4.1.3.44-MC mechanical factors/ Centre stand Equipped? Rider 1 918 3 A.4.1.3.44-MC mechanical factors/ Centre stand Equipped?

462 A.4.1.3-9n0750 A.4.1.4.44-MC mechanical factors/ Centre stand Original equipmRider 1 614 307 A.4.1.4.44-MC mechanical factors/ Centre stand Original equipment?

463 A.4.1.3-9n0751 A.4.1.5.44-MC mechanical factors/ Centre stand Aftermarket? Rider 1 614 307 A.4.1.5.44-MC mechanical factors/ Centre stand Aftermarket?

464 A.4.1.3-9n0752 A.4.1.6.44-MC mechanical factors/ Centre stand Operational? Rider 1 613 308 A.4.1.6.44-MC mechanical factors/ Centre stand Operational?

465 A.4.1.3-9n0753 A.4.1.7.44-MC mechanical factors/ Centre stand In use at time oRider 1 1 611 310 A.4.1.7.44-MC mechanical factors/ Centre stand In use at time of accident?

466 A.4.1.3-9n0754 A.4.1.8.44-MC mechanical factors/ Centre stand Modified? Rider 1 614 307 A.4.1.8.44-MC mechanical factors/ Centre stand Modified?

467 A.4.1.3-9n0755 A.4.1.9.44-MC mechanical factors/ Centre stand Damage in accRider 1 612 309 A.4.1.9.44-MC mechanical factors/ Centre stand Damage in accident?

468 A.4.1.3-9n0756 A.4.1.3.45-MC mechanical factors/ Muffler/exhaust Equipped? Rider 1 921 0 A.4.1.3.45-MC mechanical factors/ Muffler/exhaust Equipped?

469 A.4.1.3-9n0757 A.4.1.4.45-MC mechanical factors/ Muffler/exhaust Original equRider 1 909 12 A.4.1.4.45-MC mechanical factors/ Muffler/exhaust Original equipment?

470 A.4.1.3-9n0758 A.4.1.5.45-MC mechanical factors/ Muffler/exhaust Aftermarket?Rider 1 909 12 A.4.1.5.45-MC mechanical factors/ Muffler/exhaust Aftermarket?

471 A.4.1.3-9n0759 A.4.1.6.45-MC mechanical factors/ Muffler/exhaust Operational?Rider 1 914 7 A.4.1.6.45-MC mechanical factors/ Muffler/exhaust Operational?

472 A.4.1.3-9n0760 A.4.1.8.45-MC mechanical factors/ Muffler/exhaust Modified? Rider 1 899 22 A.4.1.8.45-MC mechanical factors/ Muffler/exhaust Modified?

473 A.4.1.3-9n0761 A.4.1.9.45-MC mechanical factors/ Muffler/exhaust Damage in aRider 1 914 7 A.4.1.9.45-MC mechanical factors/ Muffler/exhaust Damage in accident?

474 A.4.1.3-9n0762 A.4.1.3.46-MC mechanical factors/ Tank bag Equipped? Rider 1 919 2 A.4.1.3.46-MC mechanical factors/ Tank bag Equipped?

475 A.4.1.3-9n0763 A.4.1.4.46-MC mechanical factors/ Tank bag Original equipmenRider 1 28 893 A.4.1.4.46-MC mechanical factors/ Tank bag Original equipment?

476 A.4.1.3-9n0764 A.4.1.5.46-MC mechanical factors/ Tank bag Aftermarket? Rider 1 28 893 A.4.1.5.46-MC mechanical factors/ Tank bag Aftermarket?

477 A.4.1.3-9n0765 A.4.1.7.46-MC mechanical factors/ Tank bag In use at time of a Rider 1 28 893 A.4.1.7.46-MC mechanical factors/ Tank bag In use at time of accident?

478 A.4.1.3-9n0766 A.4.1.8.46-MC mechanical factors/ Tank bag Modified? Rider 1 28 893 A.4.1.8.46-MC mechanical factors/ Tank bag Modified?

479 A.4.1.3-9n0767 A.4.1.9.46-MC mechanical factors/ Tank bag Damage in accide Rider 28 893 A.4.1.9.46-MC mechanical factors/ Tank bag Damage in accident?

480 A.4.1.3-9n0768 A.4.1.3.47-MC mechanical factors/ Luggage/cargo rack EquippeRider 918 3 A.4.1.3.47-MC mechanical factors/ Luggage/cargo rack Equipped?

481 A.4.1.3-9n0769 A.4.1.4.47-MC mechanical factors/ Luggage/cargo rack Origina Rider 1 251 670 A.4.1.4.47-MC mechanical factors/ Luggage/cargo rack Original equipment?

482 A.4.1.3-9n0770 A.4.1.5.47-MC mechanical factors/ Luggage/cargo rack AftermaRider 1 251 670 A.4.1.5.47-MC mechanical factors/ Luggage/cargo rack Aftermarket?

483 A.4.1.3-9n0771 A.4.1.7.47-MC mechanical factors/ Luggage/cargo rack In use aRider 243 678 A.4.1.7.47-MC mechanical factors/ Luggage/cargo rack In use at time of accident?

484 A.4.1.3-9n0772 A.4.1.8.47-MC mechanical factors/ Luggage/cargo rack Modifie Rider 1 251 670 A.4.1.8.47-MC mechanical factors/ Luggage/cargo rack Modified?

485 A.4.1.3-9n0773 A.4.1.9.47-MC mechanical factors/ Luggage/cargo rack Damag Rider 1 250 671 A.4.1.9.47-MC mechanical factors/ Luggage/cargo rack Damage in accident?

486 A.4.1.3-9n0774 A.4.1.3.48-MC mechanical factors/ Parcel rack Equipped? Rider 1 919 2 A.4.1.3.48-MC mechanical factors/ Parcel rack Equipped?

487 A.4.1.3-9n0775 A.4.1.4.48-MC mechanical factors/ Parcel rack Original equipmeRider 1 84 837 A.4.1.4.48-MC mechanical factors/ Parcel rack Original equipment?

488 A.4.1.3-9n0776 A.4.1.5.48-MC mechanical factors/ Parcel rack Aftermarket? Rider 1 1 84 837 A.4.1.5.48-MC mechanical factors/ Parcel rack Aftermarket?

1

1

489 A.4.1.3-9n0777 A.4.1.7.48-MC mechanical factors/ Parcel rack In use at time of Rider 1 83 838 A.4.1.7.48-MC mechanical factors/ Parcel rack In use at time of accident?

490 A.4.1.3-9n0778 A.4.1.8.48-MC mechanical factors/ Parcel rack Modified? Rider 1 84 837 A.4.1.8.48-MC mechanical factors/ Parcel rack Modified?

491 A.4.1.3-9n0779 A.4.1.9.48-MC mechanical factors/ Parcel rack Damage in accidRider 1 84 837 A.4.1.9.48-MC mechanical factors/ Parcel rack Damage in accident?

492 A.4.1.3-9n0780 A.4.1.3.49-MC mechanical factors/ Panniers, saddle bags EquipRider 1 920 1 A.4.1.3.49-MC mechanical factors/ Panniers, saddle bags Equipped?

493 A.4.1.3-9n0781 A.4.1.4.49-MC mechanical factors/ Panniers, saddle bags OriginRider 1 32 889 A.4.1.4.49-MC mechanical factors/ Panniers, saddle bags Original equipment?

494 A.4.1.3-9n0782 A.4.1.5.49-MC mechanical factors/ Panniers, saddle bags AftermRider 1 32 889 A.4.1.5.49-MC mechanical factors/ Panniers, saddle bags Aftermarket?

495 A.4.1.3-9n0783 A.4.1.7.49-MC mechanical factors/ Panniers, saddle bags In us Rider 1 32 889 A.4.1.7.49-MC mechanical factors/ Panniers, saddle bags In use at time of accident?

496 A.4.1.3-9n0784 A.4.1.8.49-MC mechanical factors/ Panniers, saddle bags ModifRider 1 32 889 A.4.1.8.49-MC mechanical factors/ Panniers, saddle bags Modified?

497 A.4.1.3-9n0785 A.4.1.9.49-MC mechanical factors/ Panniers, saddle bags DamaRider 1 32 889 A.4.1.9.49-MC mechanical factors/ Panniers, saddle bags Damage in accident?

498 A.4.1.3-9n0786 A.4.1.3.50-MC mechanical factors/ Rear position lamps EquippeRider 1 920 1 A.4.1.3.50-MC mechanical factors/ Rear position lamps Equipped?

499 A.4.1.3-9n0787 A.4.1.4.50-MC mechanical factors/ Rear position lamps Origina Rider 1 903 18 A.4.1.4.50-MC mechanical factors/ Rear position lamps Original equipment?

500 A.4.1.3-9n0788 A.4.1.5.50-MC mechanical factors/ Rear position lamps AftermaRider 1 903 18 A.4.1.5.50-MC mechanical factors/ Rear position lamps Aftermarket?

501 A.4.1.3-9n0789 A.4.1.6.50-MC mechanical factors/ Rear position lamps Operati Rider 1 875 46 A.4.1.6.50-MC mechanical factors/ Rear position lamps Operational?

502 A.4.1.3-9n0790 A.4.1.7.50-MC mechanical factors/ Rear position lamps In use aRider 1 857 64 A.4.1.7.50-MC mechanical factors/ Rear position lamps In use at time of accident?

503 A.4.1.3-9n0791 A.4.1.8.50-MC mechanical factors/ Rear position lamps Modifie Rider 1 901 20 A.4.1.8.50-MC mechanical factors/ Rear position lamps Modified?

504 A.4.1.3-9n0792 A.4.1.9.50-MC mechanical factors/ Rear position lamps Damag Rider 1 899 22 A.4.1.9.50-MC mechanical factors/ Rear position lamps Damage in accident?

505 A.4.1.3-9n0793 A.4.1.3.51-MC mechanical factors/ Stop lamp Equipped? Rider 1 920 1 A.4.1.3.51-MC mechanical factors/ Stop lamp Equipped?

506 A.4.1.3-9n0794 A.4.1.4.51-MC mechanical factors/ Stop lamp Original equipme Rider 1 884 37 A.4.1.4.51-MC mechanical factors/ Stop lamp Original equipment?

507 A.4.1.3-9n0795 A.4.1.5.51-MC mechanical factors/ Stop lamp Aftermarket? Rider 1 884 37 A.4.1.5.51-MC mechanical factors/ Stop lamp Aftermarket?

508 A.4.1.3-9n0796 A.4.1.6.51-MC mechanical factors/ Stop lamp Operational? Rider 1 855 66 A.4.1.6.51-MC mechanical factors/ Stop lamp Operational?

509 A.4.1.3-9n0797 A.4.1.7.51-MC mechanical factors/ Stop lamp In use at time of aRider 1 831 90 A.4.1.7.51-MC mechanical factors/ Stop lamp In use at time of accident?

510 A.4.1.3-9n0798 A.4.1.8.51-MC mechanical factors/ Stop lamp Modified? Rider 1 883 38 A.4.1.8.51-MC mechanical factors/ Stop lamp Modified?

511 A.4.1.3-9n0799 A.4.1.9.51-MC mechanical factors/ Stop lamp Damage in accideRider 1 881 40 A.4.1.9.51-MC mechanical factors/ Stop lamp Damage in accident?

512 A.4.1.3-9n0800 A.4.1.3.52-MC mechanical factors/ Rear reflectors Equipped? Rider 1 914 7 A.4.1.3.52-MC mechanical factors/ Rear reflectors Equipped?

513 A.4.1.3-9n0801 A.4.1.4.52-MC mechanical factors/ Rear reflectors Original equi Rider 1 749 172 A.4.1.4.52-MC mechanical factors/ Rear reflectors Original equipment?

514 A.4.1.3-9n0802 A.4.1.5.52-MC mechanical factors/ Rear reflectors Aftermarket?Rider 1 749 172 A.4.1.5.52-MC mechanical factors/ Rear reflectors Aftermarket?

515 A.4.1.3-9n0803 A.4.1.6.52-MC mechanical factors/ Rear reflectors Operational?Rider 1 748 173 A.4.1.6.52-MC mechanical factors/ Rear reflectors Operational?

516 A.4.1.3-9n0804 A.4.1.8.52-MC mechanical factors/ Rear reflectors Modified? Rider 1 749 172 A.4.1.8.52-MC mechanical factors/ Rear reflectors Modified?

517 A.4.1.3-9n0805 A.4.1.9.52-MC mechanical factors/ Rear reflectors Damage in aRider 1 750 171 A.4.1.9.52-MC mechanical factors/ Rear reflectors Damage in accident?

518 A.4.1.3-9n0806 A.4.1.3.53-MC mechanical factors/ Rear turn signals Equipped?Rider 1 918 3 A.4.1.3.53-MC mechanical factors/ Rear turn signals Equipped?

519 A.4.1.3-9n0807 A.4.1.4.53-MC mechanical factors/ Rear turn signals Original eqRider 1 837 84 A.4.1.4.53-MC mechanical factors/ Rear turn signals Original equipment?

520 A.4.1.3-9n0808 A.4.1.5.53-MC mechanical factors/ Rear turn signals AftermarkeRider 1 837 84 A.4.1.5.53-MC mechanical factors/ Rear turn signals Aftermarket?

521 A.4.1.3-9n0809 A.4.1.6.53-MC mechanical factors/ Rear turn signals OperationaRider 1 818 103 A.4.1.6.53-MC mechanical factors/ Rear turn signals Operational?

522 A.4.1.3-9n0810 A.4.1.7.53-MC mechanical factors/ Rear turn signals In use at ti Rider 1 814 107 A.4.1.7.53-MC mechanical factors/ Rear turn signals In use at time of accident?

523 A.4.1.3-9n0811 A.4.1.8.53-MC mechanical factors/ Rear turn signals Modified? Rider 1 836 85 A.4.1.8.53-MC mechanical factors/ Rear turn signals Modified?

524 A.4.1.3-9n0812 A.4.1.9.53-MC mechanical factors/ Rear turn signals Damage inRider 1 840 81 A.4.1.9.53-MC mechanical factors/ Rear turn signals Damage in accident?

525 A.4.1.3-9n0813 A.4.1.3.54-MC mechanical factors/ Rear suspension Equipped?Rider 1 921 0 A.4.1.3.54-MC mechanical factors/ Rear suspension Equipped?

526 A.4.1.3-9n0814 A.4.1.4.54-MC mechanical factors/ Rear suspension Original eqRider 1 909 12 A.4.1.4.54-MC mechanical factors/ Rear suspension Original equipment?

527 A.4.1.3-9n0815 A.4.1.5.54-MC mechanical factors/ Rear suspension AftermarkeRider 1 909 12 A.4.1.5.54-MC mechanical factors/ Rear suspension Aftermarket?

528 A.4.1.3-9n0816 A.4.1.6.54-MC mechanical factors/ Rear suspension OperationaRider 1 909 12 A.4.1.6.54-MC mechanical factors/ Rear suspension Operational?

529 A.4.1.3-9n0817 A.4.1.8.54-MC mechanical factors/ Rear suspension Modified? Rider 1 909 12 A.4.1.8.54-MC mechanical factors/ Rear suspension Modified?

530 A.4.1.3-9n0818 A.4.1.9.54-MC mechanical factors/ Rear suspension Damage inRider 1 905 16 A.4.1.9.54-MC mechanical factors/ Rear suspension Damage in accident?

531 A.4.1.3-9n0819 A.4.1.4.55-MC mechanical factors/ Rear tyre, wheel Original eq Rider 1 905 16 A.4.1.4.55-MC mechanical factors/ Rear tyre, wheel Original equipment?

532 A.4.1.3-9n0820 A.4.1.5.55-MC mechanical factors/ Rear tyre, wheel Aftermarke Rider 1 905 16 A.4.1.5.55-MC mechanical factors/ Rear tyre, wheel Aftermarket?

533 A.4.1.3-9n0821 A.4.1.6.55-MC mechanical factors/ Rear tyre, wheel OperationaRider 1 915 6 A.4.1.6.55-MC mechanical factors/ Rear tyre, wheel Operational?

534 A.4.1.3-9n0822 A.4.1.8.55-MC mechanical factors/ Rear tyre, wheel Modified? Rider 1 915 6 A.4.1.8.55-MC mechanical factors/ Rear tyre, wheel Modified?

535 A.4.1.3-9n0823 A.4.1.9.55-MC mechanical factors/ Rear tyre, wheel Damage in Rider 1 917 4 A.4.1.9.55-MC mechanical factors/ Rear tyre, wheel Damage in accident?

536 A.4.1.3-9n0824 A.4.1.3.56-MC mechanical factors/ Rear fender Equipped? Rider 1 919 2 A.4.1.3.56-MC mechanical factors/ Rear fender Equipped?

537 A.4.1.3-9n0825 A.4.1.4.56-MC mechanical factors/ Rear fender Original equipmRider 1 818 103 A.4.1.4.56-MC mechanical factors/ Rear fender Original equipment?

538 A.4.1.3-9n0826 A.4.1.5.56-MC mechanical factors/ Rear fender Aftermarket? Rider 1 818 103 A.4.1.5.56-MC mechanical factors/ Rear fender Aftermarket?

539 A.4.1.3-9n0827 A.4.1.6.56-MC mechanical factors/ Rear fender Operational? Rider 1 817 104 A.4.1.6.56-MC mechanical factors/ Rear fender Operational?

540 A.4.1.3-9n0828 A.4.1.7.56-MC mechanical factors/ Rear fender In use at time o Rider 1 817 104 A.4.1.7.56-MC mechanical factors/ Rear fender In use at time of accident?

541 A.4.1.3-9n0829 A.4.1.8.56-MC mechanical factors/ Rear fender Modified? Rider 1 816 105 A.4.1.8.56-MC mechanical factors/ Rear fender Modified?

542 A.4.1.3-9n0830 A.4.1.9.56-MC mechanical factors/ Rear fender Damage in acci Rider 1 820 101 A.4.1.9.56-MC mechanical factors/ Rear fender Damage in accident?

543 A.4.1.3-9n0831 A.4.1.3.57-MC mechanical factors/ Rear brakes Equipped? Rider 1 920 1 A.4.1.3.57-MC mechanical factors/ Rear brakes Equipped?

544 A.4.1.3-9n0832 A.4.1.4.57-MC mechanical factors/ Rear brakes Original equipmRider 1 913 8 A.4.1.4.57-MC mechanical factors/ Rear brakes Original equipment?

545 A.4.1.3-9n0833 A.4.1.5.57-MC mechanical factors/ Rear brakes Aftermarket? Rider 1 913 8 A.4.1.5.57-MC mechanical factors/ Rear brakes Aftermarket?

546 A.4.1.3-9n0834 A.4.1.6.57-MC mechanical factors/ Rear brakes Operational? Rider 1 904 17 A.4.1.6.57-MC mechanical factors/ Rear brakes Operational?

547 A.4.1.3-9n0835 A.4.1.7.57-MC mechanical factors/ Rear brakes In use at time oRider 1 857 64 A.4.1.7.57-MC mechanical factors/ Rear brakes In use at time of accident?

548 A.4.1.3-9n0836 A.4.1.8.57-MC mechanical factors/ Rear brakes Modified? Rider 1 913 8 A.4.1.8.57-MC mechanical factors/ Rear brakes Modified?

549 A.4.1.3-9n0837 A.4.1.9.57-MC mechanical factors/ Rear brakes Damage in acc Rider 1 909 12 A.4.1.9.57-MC mechanical factors/ Rear brakes Damage in accident?

550 A.4.1.3-9n0838 A.4.1.3.58-MC mechanical factors/ Tools, tool box Equipped? Rider 1 857 64 A.4.1.3.58-MC mechanical factors/ Tools, tool box Equipped?

551 A.4.1.3-9n0839 A.4.1.4.58-MC mechanical factors/ Tools, tool box Original equi Rider 1 533 388 321 67 A.4.1.4.58-MC mechanical factors/ Tools, tool box Original equipment?

552 A.4.1.3-9n0840 A.4.1.5.58-MC mechanical factors/ Tools, tool box Aftermarket?Rider 1 533 388 321 67 A.4.1.5.58-MC mechanical factors/ Tools, tool box Aftermarket?

553 A.4.1.3-9n0841 A.4.1.8.58-MC mechanical factors/ Tools, tool box Modified? Rider 1 525 396 321 75 A.4.1.8.58-MC mechanical factors/ Tools, tool box Modified?

554 A.4.1.3-9n0842 A.4.1.9.58-MC mechanical factors/ Tools, tool box Damage in a Rider 1 536 385 321 64 A.4.1.9.58-MC mechanical factors/ Tools, tool box Damage in accident?

555 A.4.1.3-9n0843 A.4.1.3.59-MC mechanical factors/ Side covers Equipped? Rider 1 920 1 A.4.1.3.59-MC mechanical factors/ Side covers Equipped?

556 A.4.1.3-9n0844 A.4.1.4.59-MC mechanical factors/ Side covers Original equipmRider 1 603 318 316 2 A.4.1.4.59-MC mechanical factors/ Side covers Original equipment?

557 A.4.1.3-9n0845 A.4.1.5.59-MC mechanical factors/ Side covers Aftermarket? Rider 1 603 318 316 2 A.4.1.5.59-MC mechanical factors/ Side covers Aftermarket?

558 A.4.1.3-9n0846 A.4.1.8.59-MC mechanical factors/ Side covers Modified? Rider 1 603 318 315 3 A.4.2.1-MC dynamics/ Pre-Crash Motion, Just Prior To Precipitating Event/ Description

559 A.4.1.3-9n0847 A.4.1.9.59-MC mechanical factors/ Side covers Damage in acci Rider 1 605 316 315 1 A.4.2.1-Description of category: other

560 A.4.1.3-9n0848 A.4.1.3.60-MC mechanical factors/ Trailer Equipped? Rider 1 921 0 A.4.2.2.a-MC dynamics/ Pre-Crash Motion, Just Prior To Precipitating Event/ Travelling speed (Km/h)

561 A.4.1.3-9n0849 A.4.1.4.60-MC mechanical factors/ Trailer Original equipment? Rider 1 1 920 920 A.4.2.2.b-MC dynamics/ Pre-Crash Motion, Just Prior To Precipitating Event/ Travelling speed confidence interval (Km/h)

562 A.4.1.3-9n0850 A.4.1.5.60-MC mechanical factors/ Trailer Aftermarket? Rider 1 1 920 920 1 A.4.2.3-MC dynamics/ Pre-Crash Motion, Just Prior To Precipitating Event/ Line-of-sight to other vehicle (hours)

563 A.4.1.3-9n0851 A.4.1.6.60-MC mechanical factors/ Trailer Operational? Rider 1 921 921 920 1 A.4.2.4-MC dynamics/ Pre-Crash Motion, After Precipitating Event/ Description

564 A.4.1.3-9n0852 A.4.1.7.60-MC mechanical factors/ Trailer In use at time of accidRider 1 1 920 920 A.4.2.4-Description of category: other

565 A.4.1.3-9n0853 A.4.1.8.60-MC mechanical factors/ Trailer Modified? Rider 1 1 920 920 A.4.2.5.1-MC dynamics/ Pre-Crash Motion, After Precipitating Event/ Collision avoidance action (01)

566 A.4.1.3-9n0854 A.4.1.9.60-MC mechanical factors/ Trailer Damage in accident?Rider 1 920 920 A.4.2.5.1-Description of category: other

TOTAL 290NEW PROPOSALS

Number of wheels - front 1Number of wheels - rear 1Sidecar Equipped? 1Sidecar Original equipment? 1Sidecar Aftermarket? 1Sidecar Operational? 1Sidecar In use at time of accident? 1Sidecar Modified? 1

1

Sidecar Damage in accident? 1AHO Equipped? 1AHO Original equipment? 1AHO Aftermarket? 1AHO Operational? 1AHO In use at time of accident? 1AHO Modified? 1AHO Damage in accident? 1DRL Equipped? 1DRL Type? (LED, filament) 1DRL Original equipment? 1DRL Aftermarket? 1DRL Operational? 1DRL In use at time of accident? 1DRL Modified? 1DRL Damage in accident? 1TCS Equipped? 1TCS Type? 1TCS Was TCS operational before accident? 1ESP Equipped? 1ESP Type? 1ESP Was ESP operational before accident? 1TPMS Equipped? 1TPMS Type? 1TPMS Was TPMS operational before accident? 1ABS system (front only, rear only, integral, other) 1ITS - <<we need to see the car variables first>>Auxiliary equipment in use by PTW rider. Navigation system/telephone/audio system/other/hands free/Bluetooth. 1Auxiliary equipment in use by OV driver/rider. Navigation system/telephone/audio system/other/hands free/Bluetooth. 1Airbag Equipped? 1Airbag Deployed during accident? 1Airbag Breakage? 1Airbag Breakage style? (laceration, puncture, burned, ...) 1Airbag Breakage cause? (object worn by rider, ...) 1

1 A.4.2 n0855 A.4.2.1-MC dynamics/ Pre-Crash Motion, Just Prior To PrecipitaRider 1 921 0 A.4.2.1-MC dynamics/ Pre-Crash Motion, Just Prior To Precipitating Event/ Description


3 A.4.2 n0857 A.4.2.2.a-MC dynamics/ Pre-Crash Motion, Just Prior To PrecipRider 1 918 3 A.4.2.2.a-MC dynamics/ Pre-Crash Motion, Just Prior To Precipitating Event/ Travelling speed (Km/h)

4 A.4.2 n0858 A.4.2.2.b-MC dynamics/ Pre-Crash Motion, Just Prior To PrecipRider 1 885 36 A.4.2.2.b-MC dynamics/ Pre-Crash Motion, Just Prior To Precipitating Event/ Travelling speed confidence interval (Km/h)

5 A.4.2 n0859 A.4.2.3-MC dynamics/ Pre-Crash Motion, Just Prior To PrecipitaRider 1 773 148 A.4.2.3-MC dynamics/ Pre-Crash Motion, Just Prior To Precipitating Event/ Line-of-sight to other vehicle (hours)

6 A.4.2 n0860 A.4.2.4-MC dynamics/ Pre-Crash Motion, After Precipitating EveRider 1 920 1 A.4.2.4-MC dynamics/ Pre-Crash Motion, After Precipitating Event/ Description


8 A.4.2 n0862 A.4.2.5.1-MC dynamics/ Pre-Crash Motion, After Precipitating ERider 1 915 6 A.4.2.5.1-MC dynamics/ Pre-Crash Motion, After Precipitating Event/ Collision avoidance action (01)








16 A.4.2 n0870 A.4.2.6-MC dynamics/ Pre-Crash Motion, After Precipitating EveRider 1 455 466 A.4.2.6-MC dynamics/ Pre-Crash Motion, After Precipitating Event/ Braking skid marks on roadway


18 A.4.2 n0872 A.4.2.7.1-MC dynamics/ Pre-Crash Motion, After Precipitating ERider 1 106 815 A.4.2.7.1-MC dynamics/ Pre-Crash Motion, After Precipitating Event/ Front tyre/ Length of skid marks on roadway (m)

19 A.4.2 n0873 A.4.2.7.2-MC dynamics/ Pre-Crash Motion, After Precipitating ERider 1 127 794 A.4.2.7.2-MC dynamics/ Pre-Crash Motion, After Precipitating Event/ Rear tyre/ Length of skid marks on roadway (m)

20 A.4.2 n0874 A.4.2.8-MC dynamics/ Pre-Crash Motion, After Precipitating EveRider 1 455 466 A.4.2.8-MC dynamics/ Pre-Crash Motion, After Precipitating Event/ Braking skid mark evidence on roadway


22 A.4.2 n0876 A.4.2.9-MC dynamics/ Pre-Crash Motion, After Precipitating EveRider 1 450 471 A.4.2.9-MC dynamics/ Pre-Crash Motion, After Precipitating Event/ Braking tyre striation evidence


24 A.4.2 n0878 A.4.2.10-MC dynamics/ Pre-Crash Motion, After Precipitating EvRider 1 224 697 A.4.2.10-MC dynamics/ Pre-Crash Motion, After Precipitating Event/ Swerve

25 A.4.2 n0879 A.4.2.11-MC dynamics/ Pre-Crash Motion, After Precipitating EvRider 123 798 A.4.2.11-MC dynamics/ Pre-Crash Motion, After Precipitating Event/ Acceleration evidence on rear tyre


27 A.4.2 n0881 A.4.2.12-MC dynamics/ Pre-Crash Motion, After Precipitating EvRider 1 56 865 A.4.2.12-MC dynamics/ Pre-Crash Motion, After Precipitating Event/ Counter-steering


29 A.4.2 n0883 A.4.2.13-MC dynamics/ Pre-Crash Motion, After Precipitating EvRider 1 136 785 A.4.2.13-MC dynamics/ Pre-Crash Motion, After Precipitating Event/ Cornering skid mark evidence on roadway


31 A.4.2 n0885 A.4.2.14-MC dynamics/ Pre-Crash Motion, After Precipitating EvRider 1 135 786 A.4.2.14-MC dynamics/ Pre-Crash Motion, After Precipitating Event/ Cornering tyre striation evidence


33 A.4.2 n0887 A.4.2.15-MC dynamics/ Pre-Crash Motion, After Precipitating EvRider 1 918 3 A.4.2.15-MC dynamics/ Pre-Crash Motion, After Precipitating Event/ Pre-crash scrape marks on motorcycle


35 A.4.2 n0889 A.4.2.16-MC dynamics/ Pre-Crash Motion, After Precipitating EvRider 1 918 3 A.4.2.16-MC dynamics/ Pre-Crash Motion, After Precipitating Event/ Pre-crash accident scene scrape marks


37 A.4.2 n0891 A.4.2.17-MC dynamics/ Crash Motion, At Impact/ Motorcycle firsRider 1 917 4 A.4.2.17-MC dynamics/ Crash Motion, At Impact/ Motorcycle first collision contact code


39 A.4.2 n0893 A.4.2.18(a)-MC dynamics/ Crash Motion, At Impact/ Motorcycle Rider 1 919 2 A.4.2.18(a)-MC dynamics/ Crash Motion, At Impact/ Motorcycle impact speed (Km/h)

40 A.4.2 n0894 A.4.2.18(b)-MC dynamics/ Crash Motion, At Impact/ Motorcycle Rider 1 919 2 A.4.2.18(b)-MC dynamics/ Crash Motion, At Impact/ Motorcycle impact speed uncertainty ± (Km/h)

41 A.4.2 n0895 A.4.2.19(a)-MC dynamics/ Crash Motion, At Impact/ Roll attitudeRider 1 892 29 A.4.2.19(a)-MC dynamics/ Crash Motion, At Impact/ Roll attitude angle +/- (deg)

42 A.4.2 n0896 A.4.2.19(b)-MC dynamics/ Crash Motion, At Impact/ Roll attitudeRider 1 890 31 A.4.2.19(b)-MC dynamics/ Crash Motion, At Impact/ Roll attitude angle uncertainty ± (deg)

43 A.4.2 n0897 A.4.2.20(a)-MC dynamics/ Crash Motion, At Impact/ Sideslip an Rider 1 855 66 A.4.2.20(a)-MC dynamics/ Crash Motion, At Impact/ Sideslip angle (deg)

44 A.4.2 n0898 A.4.2.20(b)-MC dynamics/ Crash Motion, At Impact/ Sideslip an Rider 1 855 66 A.4.2.20(b)-MC dynamics/ Crash Motion, At Impact/ Sideslip angle uncertainty ± (deg)

45 A.4.2 n0899 A.4.2.21(a)-MC dynamics/ Crash Motion, At Impact/ Relative heRider 1 916 5 A.4.2.21(a)-MC dynamics/ Crash Motion, At Impact/ Relative heading angle (deg)

46 A.4.2 n0900 A.4.2.21(b)-MC dynamics/ Crash Motion, At Impact/ Relative heRider 1 915 6 A.4.2.21(b)-MC dynamics/ Crash Motion, At Impact/ Relative heading angle uncertainty ± (deg)

47 A.4.2 n0901 A.4.2.22(a)-MC dynamics/ Crash Motion, At Impact/ Calculated Rider 1 904 17 A.4.2.22(a)-MC dynamics/ Crash Motion, At Impact/ Calculated time from precipitating event to impact (sec)

48 A.4.2 n0902 A.4.2.22(b)-MC dynamics/ Crash Motion, At Impact/ Calculated Rider 1 906 15 A.4.2.22(b)-MC dynamics/ Crash Motion, At Impact/ Calculated time from precipitating event to impact uncertainty ± (sec)

49 A.4.2 n0903 A.4.2.23-MC dynamics/ Post-Crash Motion/ Motorcycle motion cRider 1 915 6 A.4.2.23-MC dynamics/ Post-Crash Motion/ Motorcycle motion code


51 A.4.2 n0905 A.4.2.24-MC dynamics/ Post-Crash Motion/ Distance from Poin Rider 1 875 46 A.4.2.24-MC dynamics/ Post-Crash Motion/ Distance from Point Of Impact to motorcycle Point Of Rest (m)

52 A.4.2 n0906 A.4.2.25-MC dynamics/ Post-Crash Motion/ Scrape marks on mRider 1 905 16 A.4.2.25-MC dynamics/ Post-Crash Motion/ Scrape marks on motorcycle


54 A.4.2 n0908 A.4.2.26-MC dynamics/ Post-Crash Motion/ Rider motion code Rider 1 869 52 A.4.2.26-MC dynamics/ Post-Crash Motion/ Rider motion code


56 A.4.2 n0910 A.4.2.27-MC dynamics/ Post-Crash Motion/ Distance from Poin Rider 1 690 231 A.4.2.27-MC dynamics/ Post-Crash Motion/ Distance from Point Of Impact to rider Point Of Rest (m)

57 A.4.2 n0911 A.4.2.28-MC dynamics/ Post-Crash Motion/ Passenger motion cRider 1 43 878 A.4.2.28-MC dynamics/ Post-Crash Motion/ Passenger motion code


59 A.4.2 n0913 A.4.2.29-MC dynamics/ Post-Crash Motion/ Distance from Poin Rider 1 80 841 A.4.2.29-MC dynamics/ Post-Crash Motion/ Distance from Point Of Impact to passenger Point Of Rest (m)

60 A.4.2 n0914 A.4.2.30-MC dynamics/ Post-Crash Motion/ Accident scene scraRider 1 900 21 A.4.2.30-MC dynamics/ Post-Crash Motion/ Accident scene scrape marks


TOTAL 39

NEW PROPOSALSRear-wheel lift-off: Yes/No, If yes, a) degree of lift-off; b) was there lift-off at POIRider impact with airbag: yes/no, if yes location of impact (left/center/right)

1 A.5.1.1 n1063 A.5.1.1.2-Human factors, general infos/ Background/ MC Rider/ Rider 1 914 7 A.5.1.1.2-Human factors, general infos/ Background/ MC Rider/ Date of birth

2 A.5.1.1 n1064 A.5.1.1.2-Human factors, general infos/ Background/ MC Rider/ Rider 910 11 A.5.1.1.2-Human factors, general infos/ Background/ MC Rider/ Date of birth (Calculated)

3 A.5.1.1 n1065 A.5.1.1.3-Human factors, general infos/ Background/ MC Rider/ Rider 1 919 2 A.5.1.1.3-Human factors, general infos/ Background/ MC Rider/ Age

4 A.5.1.1 n1066 A.5.1.1.4-Human factors, general infos/ Background/ MC Rider/ Rider 1 869 52 A.5.1.1.4-Human factors, general infos/ Background/ MC Rider/ Region/country of driver's license qualification

5 A.5.1.1 n1067 A.5.1.1.4-Description of category: other Rider 1 921 0 A.5.1.1.4-Description of category: other

6 A.5.1.1 n1068 A.5.1.1.5.1-Human factors, general infos/ Background/ MC RideRider 1 886 35 A.5.1.1.5.1-Human factors, general infos/ Background/ MC Rider/ Driver's license qualification (01)

7 A.5.1.1 n1069 A.5.1.1.5.1-Description of category: other Rider 921 0 A.5.1.1.5.1-Description of category: other

8 A.5.1.1 n1070 A.5.1.1.5.2-Human factors, general infos/ Background/ MC RideRider 425 496 A.5.1.1.5.2-Human factors, general infos/ Background/ MC Rider/ Driver's license qualification (02)






14 A.5.1.1 n1076 A.5.1.1.6.1-Human factors, general infos/ Background/ MC RideRider 1 633 288 A.5.1.1.6.1-Human factors, general infos/ Background/ MC Rider/ Driver's license date of issue (01)

15 A.5.1.1 n1077 A.5.1.1.6.1-Human factors, general infos/ Background/ MC RideRider 465 456 A.5.1.1.6.1-Human factors, general infos/ Background/ MC Rider/ Driver's license date of issue (01) (Calculated)

16 A.5.1.1 n1078 A.5.1.1.6.2-Human factors, general infos/ Background/ MC RideRider 361 560 A.5.1.1.6.2-Human factors, general infos/ Background/ MC Rider/ Driver's license date of issue (02)






22 A.5.1.1 n1084 A.5.1.1.7-Human factors, general infos/ Background/ MC Rider/ Rider 1 735 186 A.5.1.1.7-Human factors, general infos/ Background/ MC Rider/ Does the license held qualify the driver for driving the accident vehicle?

23 A.5.1.1 n1085 A.5.1.1.8-Human factors, general infos/ Background/ MC Rider/ Rider 919 2 A.5.1.1.8-Human factors, general infos/ Background/ MC Rider/ Citizenship

24 A.5.1.1 n1086 A.5.1.1.9-Human factors, general infos/ Background/ MC Rider/ Rider 735 186 A.5.1.1.9-Human factors, general infos/ Background/ MC Rider/ Height (cm)

25 A.5.1.1 n1087 A.5.1.1.10-Human factors, general infos/ Background/ MC Ride Rider 733 188 A.5.1.1.10-Human factors, general infos/ Background/ MC Rider/ Weight (Kg)

26 A.5.1.1 n1088 A.5.1.1.11-Human factors, general infos/ Background/ MC Ride Rider 1 921 0 A.5.1.1.11-Human factors, general infos/ Background/ MC Rider/ Gender

27 A.5.1.1 n1089 A.5.1.1.12-Human factors, general infos/ Background/ MC Ride Rider 1 741 180 A.5.1.1.12-Human factors, general infos/ Background/ MC Rider/ Educational status

28 A.5.1.1 n1090 A.5.1.1.12.1-Human factors, general infos/ Background/ MC RidRider 1 709 212 A.5.1.1.12.1-Human factors, general infos/ Background/ MC Rider/ Duration of formal education (years)

29 A.5.1.1 n1091 A.5.1.1.13-Human factors, general infos/ Background/ MC Ride Rider 1 749 172 A.5.1.1.13-Human factors, general infos/ Background/ MC Rider/ Occupational code

30 A.5.1.1 n1092 A.5.1.1.13-Description of category: other Rider 921 0 A.5.1.1.13-Description of category: other

31 A.5.1.1 n1093 A.5.1.1.14-Human factors, general infos/ Background/ MC Ride Rider 1 628 293 A.5.1.1.14-Human factors, general infos/ Background/ MC Rider/ Eye correction at time of accident


33 A.5.1.1 n1095 A.5.1.1.15-Human factors, general infos/ Riding/Driving Exp./ MRider 1 718 203 A.5.1.1.15-Human factors, general infos/ Riding/Driving Exp./ MC Rider/ All vehicle experience (years)

34 A.5.1.1 n1096 A.5.1.1.16-Human factors, general infos/ Riding/Driving Exp./ MRider 1 704 217 A.5.1.1.16-Human factors, general infos/ Riding/Driving Exp./ MC Rider/ On any street motorcycle (months)

35 A.5.1.1 n1097 A.5.1.1.17-Human factors, general infos/ Riding/Driving Exp./ MRider 1 697 224 A.5.1.1.17-Human factors, general infos/ Riding/Driving Exp./ MC Rider/ On accident motorcycle (months)

36 A.5.1.1 n1098 A.5.1.1.18-Human factors, general infos/ Riding/Driving Exp./ MRider 1 664 257 A.5.1.1.18-Human factors, general infos/ Riding/Driving Exp./ MC Rider/ Number of days per year that motorcycles are ridden (days)

37 A.5.1.1 n1099 A.5.1.1.19-Human factors, general infos/ Riding/Driving Exp./ MRider 1 590 331 A.5.1.1.19-Human factors, general infos/ Riding/Driving Exp./ MC Rider/ Distance motorcycle is ridden per year (Km)

38 A.5.1.1 n1100 A.5.1.1.20-Human factors, general infos/ Riding/Driving Exp./ MRider 1 828 93 A.5.1.1.20-Human factors, general infos/ Riding/Driving Exp./ MC Rider/ Motorcycle training


40 A.5.1.1 n1102 A.5.1.1.21.1-Human factors, general infos/ Riding/Driving Exp./ Rider 1 277 644 A.5.1.1.21.1-Human factors, general infos/ Riding/Driving Exp./ MC Rider/ Motorcycle percent use estimate - do not use (%)

41 A.5.1.1 n1103 A.5.1.1.21.2-Human factors, general infos/ Riding/Driving Exp./ Rider 1 580 341 A.5.1.1.21.2-Human factors, general infos/ Riding/Driving Exp./ MC Rider/ Motorcycle percent use estimate - recreation (%)

42 A.5.1.1 n1104 A.5.1.1.21.3-Human factors, general infos/ Riding/Driving Exp./ Rider 1 626 295 A.5.1.1.21.3-Human factors, general infos/ Riding/Driving Exp./ MC Rider/ Motorcycle percent use estimate - basic transportation (%)

43 A.5.1.1 n1105 A.5.1.1.22-Human factors, general infos/ Riding/Driving Exp./ MRider 1 64 857 A.5.1.1.22-Human factors, general infos/ Riding/Driving Exp./ MC Rider/ Experience riding with passengers on motorcycle

44 A.5.1.1 n1106 A.5.1.1.23-Human factors, general infos/ Riding/Driving Exp./ MRider 147 774 A.5.1.1.23-Human factors, general infos/ Riding/Driving Exp./ MC Rider/ Experience riding with similar cargo/luggage

45 A.5.1.1 n1107 A.5.1.1.24-Human factors, general infos/ Riding/Driving Exp./ MRider 1 266 655 A.5.1.1.24-Human factors, general infos/ Riding/Driving Exp./ MC Rider/ All moving traffic violation convictions in the previous 5 years

46 A.5.1.1 n1108 A.5.1.1.25-Human factors, general infos/ Riding/Driving Exp./ MRider 1 184 737 A.5.1.1.25-Human factors, general infos/ Riding/Driving Exp./ MC Rider/ Any MC moving traffic accident exp. during the previous 5 years

47 A.5.1.1 n1109 A.5.1.1.26-Human factors, general infos/ Riding/Driving Exp./ MRider 1 144 777 A.5.1.1.26-Human factors, general infos/ Riding/Driving Exp./ MC Rider/ Any OV moving traffic accident exp. during the previous 5 years

48 A.5.1.1 n1110 A.5.1.1.27-Human factors, general infos/ Trip/ MC Rider/ Origin Rider 796 125 A.5.1.1.27-Human factors, general infos/ Trip/ MC Rider/ Origin


50 A.5.1.1 n1112 A.5.1.1.28-Human factors, general infos/ Trip/ MC Rider/ DestinRider 796 125 A.5.1.1.28-Human factors, general infos/ Trip/ MC Rider/ Destination


52 A.5.1.1 n1114 A.5.1.1.29-Human factors, general infos/ Trip/ MC Rider/ Trip le Rider 1 651 270 A.5.1.1.29-Human factors, general infos/ Trip/ MC Rider/ Trip length (Km)

53 A.5.1.1 n1115 A.5.1.1.30-Human factors, general infos/ Trip/ MC Rider/ FrequeRider 1 736 185 A.5.1.1.30-Human factors, general infos/ Trip/ MC Rider/ Frequency of this road use, in/on any vehicle

54 A.5.1.1 n1116 A.5.1.1.31-Human factors, general infos/ Trip/ MC Rider/ LengthRider 1 657 264 A.5.1.1.31-Human factors, general infos/ Trip/ MC Rider/ Length of time since departure, this trip (hours)

55 A.5.1.1 n1117 A.5.1.1.32-Human factors, general infos/ Impairment/ MC Rider Rider 1 896 25 A.5.1.1.32-Human factors, general infos/ Impairment/ MC Rider/ Alcohol/drug type of use

56 A.5.1.1 n1118 A.5.1.1.33-Human factors, general infos/ Impairment/ MC Rider Rider 1 32 889 A.5.1.1.33-Human factors, general infos/ Impairment/ MC Rider/ Alcohol/drug impairment

57 A.5.1.1 n1119 A.5.1.1.34-Human factors, general infos/ Impairment/ MC Rider Rider 1 16 905 A.5.1.1.34-Human factors, general infos/ Impairment/ MC Rider/ Blood alcohol concentration (BAC) (mg/100ml)

58 A.5.1.1 n1120 A.5.1.1.35-Human factors, general infos/ Impairment/ MC Rider Rider 1 26 895 A.5.1.1.35-Human factors, general infos/ Impairment/ MC Rider/ Source of BAC information


60 A.5.1.1 n1122 A.5.1.1.36-Human factors, general infos/ Impairment/ MC Rider Rider 1 17 904 A.5.1.1.36-Human factors, general infos/ Impairment/ MC Rider/ Time span from accident to BAC collection (hours)

61 A.5.1.1 n1123 A.5.1.1.37-Human factors, general infos/ Impairment/ MC Rider Rider 1 7 914 A.5.1.1.37-Human factors, general infos/ Impairment/ MC Rider/ Type of drugs other than alcohol


63 A.5.1.1 n1125 A.5.1.1.38-Human factors, general infos/ Impairment/ MC Rider Rider 1 6 915 A.5.1.1.38-Human factors, general infos/ Impairment/ MC Rider/ Source of drugs other than alcohol

64 A.5.1.1 n1126 A.5.1.1.39.1-Human factors, general infos/ Impairment/ MC Rid Rider 1 803 118 A.5.1.1.39.1-Human factors, general infos/ Impairment/ MC Rider/ Physiological impairment, permanent condition (01)


66 A.5.1.1 n1128 A.5.1.1.39.2-Human factors, general infos/ Impairment/ MC Rid Rider 801 120 A.5.1.1.39.2-Human factors, general infos/ Impairment/ MC Rider/ Physiological impairment, permanent condition (02)


68 A.5.1.1 n1130 A.5.1.1.39.3-Human factors, general infos/ Impairment/ MC Rid Rider 802 119 A.5.1.1.39.3-Human factors, general infos/ Impairment/ MC Rider/ Physiological impairment, permanent condition (03)


70 A.5.1.1 n1132 A.5.1.1.40.1-Human factors, general infos/ Impairment/ MC Rid Rider 1 747 174 A.5.1.1.40.1-Human factors, general infos/ Impairment/ MC Rider/ Physiological impairment, transient condition (01)


72 A.5.1.1 n1134 A.5.1.1.40.2-Human factors, general infos/ Impairment/ MC Rid Rider 743 178 A.5.1.1.40.2-Human factors, general infos/ Impairment/ MC Rider/ Physiological impairment, transient condition (02)


74 A.5.1.1 n1136 A.5.1.1.40.3-Human factors, general infos/ Impairment/ MC Rid Rider 744 177 A.5.1.1.40.3-Human factors, general infos/ Impairment/ MC Rider/ Physiological impairment, transient condition (03)


76 A.5.1.1 n1138 A.5.1.1.41.1-Human factors, general infos/ Impairment/ MC Rid Rider 1 741 180 A.5.1.1.41.1-Human factors, general infos/ Impairment/ MC Rider/ Stress experienced that day (01)


78 A.5.1.1 n1140 A.5.1.1.41.2-Human factors, general infos/ Impairment/ MC Rid Rider 740 181 A.5.1.1.41.2-Human factors, general infos/ Impairment/ MC Rider/ Stress experienced that day (02)


80 A.5.1.1 n1142 A.5.1.1.41.3-Human factors, general infos/ Impairment/ MC Rid Rider 740 181 A.5.1.1.41.3-Human factors, general infos/ Impairment/ MC Rider/ Stress experienced that day (03)


82 A.5.1.1 n1144 A.5.1.1.42-Human factors, general infos/ Situation/ MC Rider/ RRider 1 885 36 A.5.1.1.42-Human factors, general infos/ Situation/ MC Rider/ Rider riding position on motorcycle at time of collision


84 A.5.1.1 n1146 A.5.1.1.44-Human factors, general infos/ Situation/ MC Rider/ ARider 1 783 138 A.5.1.1.44-Human factors, general infos/ Situation/ MC Rider/ Attention to passenger tasks


86 A.5.1.1 n1148 A.5.1.1.45-Human factors, general infos/ Situation/ MC Rider/ RRider 1 712 209 A.5.1.1.45-Human factors, general infos/ Situation/ MC Rider/ Recommended countermeasures, in rider's judgment


TOTAL 261 A.5.2.1 n1486 A.5.2.1.1-Injury analysis, MC rider/ Trauma status Rider 1 914 7 A.5.2.1.1-Injury analysis, MC rider/ Trauma status

2 A.5.2.1 n1487 A.5.2.1.1.1-Injury analysis, MC rider/ Trauma status, number of Rider 265 656 A.5.2.1.1.1-Injury analysis, MC rider/ Trauma status, number of days

3 A.5.2.1 n1488 A.5.2.1.2.1-Injury analysis, MC rider/ Head/ Injuries (01) Rider 1 921 0 A.5.2.1.2.1-Injury analysis, MC rider/ Head/ Injuries (01)









12 A.5.2.1 n1497 A.5.2.1.3.1-Injury analysis, MC rider/ Neck (except spine)/ Injuri Rider 1 921 0 A.5.2.1.3.1-Injury analysis, MC rider/ Neck (except spine)/ Injuries (01)









21 A.5.2.1 n1506 A.5.2.1.4.1-Injury analysis, MC rider/ Thorax/ Injuries (01) Rider 1 921 0 A.5.2.1.4.1-Injury analysis, MC rider/ Thorax/ Injuries (01)









30 A.5.2.1 n1515 A.5.2.1.5.1-Injury analysis, MC rider/ Upper extremities/ Injuries Rider 1 921 0 A.5.2.1.5.1-Injury analysis, MC rider/ Upper extremities/ Injuries (01)









39 A.5.2.1 n1524 A.5.2.1.6.1-Injury analysis, MC rider/ Abdomen/ Injuries (01) Rider 1 921 0 A.5.2.1.6.1-Injury analysis, MC rider/ Abdomen/ Injuries (01)









48 A.5.2.1 n1533 A.5.2.1.7.1-Injury analysis, MC rider/ Pelvis/ Injuries (01) Rider 1 921 0 A.5.2.1.7.1-Injury analysis, MC rider/ Pelvis/ Injuries (01)









57 A.5.2.1 n1542 A.5.2.1.8.1-Injury analysis, MC rider/ Spine/ Injuries (01) Rider 1 921 0 A.5.2.1.8.1-Injury analysis, MC rider/ Spine/ Injuries (01)









66 A.5.2.1 n1551 A.5.2.1.9.1-Injury analysis, MC rider/ Lower extremities/ Injuries Rider 1 921 0 A.5.2.1.9.1-Injury analysis, MC rider/ Lower extremities/ Injuries (01)









75 A.5.2.1 n1560 A.5.2.1.10.1-Injury analysis, MC rider/ Whole body/ Injuries (01)Rider 1 921 0 A.5.2.1.10.1-Injury analysis, MC rider/ Whole body/ Injuries (01)









84 A.5.2.1 n1569 A.5.2.1.11.1-Injury analysis, MC rider/ Injury information source Rider 1 905 16 A.5.2.1.11.1-Injury analysis, MC rider/ Injury information source (01)

85 A.5.2.1 n1570 A.5.2.1.11.1-Description of category: other Rider 1 921 0 A.5.2.1.11.1-Description of category: other







92 A.5.2.3 n1719 A.5.2.3.4.1-Injury analysis, Ovp and pedestrian/ Pedestrian Inju Rider 1 10 911 A.5.2.3.4.1-Injury analysis, Ovp and pedestrian/ Pedestrian Injuries/ Pedestrian number








100 A.5.2.3 n1727 A.5.2.3.5.1-Injury analysis, Ovp and pedestrian/ Pedestrian Inju Rider 1 921 0 A.5.2.3.5.1-Injury analysis, Ovp and pedestrian/ Pedestrian Injuries/ Pedestrian maximum AIS








TOTAL 111 A.5.3.1 n1735 A.5.3.1.1-Human factors, P.P.E./ Protective Clothing/Gear/ MC Rider 1 815 106 106 A.5.3.1.1-Human factors, P.P.E./ Protective Clothing/Gear/ MC Rider/ Upper torso and upper extremities coverage material


3 A.5.3.1 n1737 A.5.3.1.2-Human factors, P.P.E./ Protective Clothing/Gear/ MC Rider 1 820 101 101 A.5.3.1.2-Human factors, P.P.E./ Protective Clothing/Gear/ MC Rider/ Are upper torso and upper extremities clothing MC oriented?

4 A.5.3.1 n1738 A.5.3.1.3-Human factors, P.P.E./ Protective Clothing/Gear/ MC Rider 1 813 108 108 A.5.3.1.3-Human factors, P.P.E./ Protective Clothing/Gear/ MC Rider/ Lower torso and lower extremities coverage material


6 A.5.3.1 n1740 A.5.3.1.4-Human factors, P.P.E./ Protective Clothing/Gear/ MC Rider 1 820 101 101 A.5.3.1.4-Human factors, P.P.E./ Protective Clothing/Gear/ MC Rider/ Are lower torso and lower extremities clothing MC oriented?

7 A.5.3.1 n1741 A.5.3.1.5-Human factors, P.P.E./ Protective Clothing/Gear/ MC Rider 1 793 128 128 A.5.3.1.5-Human factors, P.P.E./ Protective Clothing/Gear/ MC Rider/ Footwear material/type


9 A.5.3.1 n1743 A.5.3.1.6-Human factors, P.P.E./ Protective Clothing/Gear/ MC Rider 1 806 115 1 114 A.5.3.1.6-Human factors, P.P.E./ Protective Clothing/Gear/ MC Rider/ Is footwear motorcycle oriented?

10 A.5.3.1 n1744 A.5.3.1.7-Human factors, P.P.E./ Protective Clothing/Gear/ MC Rider 1 787 134 134 A.5.3.1.7-Human factors, P.P.E./ Protective Clothing/Gear/ MC Rider/ Glove material


12 A.5.3.1 n1746 A.5.3.1.8-Human factors, P.P.E./ Protective Clothing/Gear/ MC Rider 1 488 433 309 124 A.5.3.1.8-Human factors, P.P.E./ Protective Clothing/Gear/ MC Rider/ Are gloves motorcycle oriented?

13 A.5.3.1 n1747 A.5.3.1.9-Human factors, P.P.E./ Protective Clothing/Gear/ MC Rider 789 132 132 A.5.3.1.9-Human factors, P.P.E./ Protective Clothing/Gear/ MC Rider/ Eye coverage in use, separate from helmet


15 A.5.3.1 n1749 A.5.3.1.10-Human factors, P.P.E./ Protective Clothing/Gear/ MCRider 1 155 766 630 136 A.5.3.1.10-Human factors, P.P.E./ Protective Clothing/Gear/ MC Rider/ Colour of eye coverage lens


17 A.5.3.1 n1751 A.5.3.1.11-Human factors, P.P.E./ Helmet/ MC Rider/ Wearing hRider 1 906 15 15 A.5.3.1.11-Human factors, P.P.E./ Helmet/ MC Rider/ Wearing helmet on head?

18 A.5.3.1 n1752 A.5.3.1.12-Human factors, P.P.E./ Helmet/ MC Rider/ Was helmRider 1 772 149 73 76 A.5.3.1.12-Human factors, P.P.E./ Helmet/ MC Rider/ Was helmet properly adjusted on head?

19 A.5.3.1 n1753 A.5.3.1.13-Human factors, P.P.E./ Helmet/ MC Rider/ Was helmRider 1 768 153 73 80 A.5.3.1.13-Human factors, P.P.E./ Helmet/ MC Rider/ Was helmet securely fastened?

20 A.5.3.1 n1754 A.5.3.1.14-Human factors, P.P.E./ Helmet/ MC Rider/ Type of h Rider 1 793 128 73 55 A.5.3.1.14-Human factors, P.P.E./ Helmet/ MC Rider/ Type of helmet


22 A.5.3.1 n1756 A.5.3.1.15-Human factors, P.P.E./ Helmet/ MC Rider/ Type of c Rider 1 848 73 73 62 A.5.3.1.15-Human factors, P.P.E./ Helmet/ MC Rider/ Type of coverage


24 A.5.3.1 n1758 A.5.3.1.16-Human factors, P.P.E./ Helmet/ MC Rider/ PredominRider 1 752 169 73 96 A.5.3.1.16-Human factors, P.P.E./ Helmet/ MC Rider/ Predominating colour


26 A.5.3.1 n1760 A.5.3.1.17-Human factors, P.P.E./ Helmet/ MC Rider/ Colour of Rider 1 636 285 200 85 A.5.3.1.17-Human factors, P.P.E./ Helmet/ MC Rider/ Colour of face shield, if present


28 A.5.3.1 n1762 A.5.3.1.18-Human factors, P.P.E./ Helmet/ MC Rider/ Helmet owRider 1 766 155 73 82 A.5.3.1.18-Human factors, P.P.E./ Helmet/ MC Rider/ Helmet owned by wearer?

29 A.5.3.1 n1763 A.5.3.1.19-Human factors, P.P.E./ Helmet/ MC Rider/ Helmet fit Rider 1 738 183 73 110 A.5.3.1.19-Human factors, P.P.E./ Helmet/ MC Rider/ Helmet fit


31 A.5.3.1 n1765 A.5.3.1.20-Human factors, P.P.E./ Helmet/ MC Rider/ Claimed f Rider 1 717 204 74 130 A.5.3.1.20-Human factors, P.P.E./ Helmet/ MC Rider/ Claimed frequency of helmet use on head (%)

32 A.5.3.1 n1766 A.5.3.1.21.1-Human factors, P.P.E./ Helmet/ MC Rider/ ConditioRider 1 706 215 73 142 A.5.3.1.21.1-Human factors, P.P.E./ Helmet/ MC Rider/ Conditions under which helmet is usually worn (01)


34 A.5.3.1 n1768 A.5.3.1.21.2-Human factors, P.P.E./ Helmet/ MC Rider/ ConditioRider 1 12 909 829 80 A.5.3.1.21.2-Human factors, P.P.E./ Helmet/ MC Rider/ Conditions under which helmet is usually worn (02)


36 A.5.3.1 n1770 A.5.3.1.21.3-Human factors, P.P.E./ Helmet/ MC Rider/ ConditioRider 1 5 916 A.5.3.1.21.3-Human factors, P.P.E./ Helmet/ MC Rider/ Conditions under which helmet is usually worn (03)


38 A.5.3.1 n1772 A.5.3.1.21.4-Human factors, P.P.E./ Helmet/ MC Rider/ ConditioRider 1 1 920 A.5.3.1.21.4-Human factors, P.P.E./ Helmet/ MC Rider/ Conditions under which helmet is usually worn (04)


40 A.5.3.1 n1774 A.5.3.1.22-Human factors, P.P.E./ Helmet Examination/ MC RidRider 1 921 0 A.5.3.1.22-Human factors, P.P.E./ Helmet Examination/ MC Rider/ Manufacturer


42 A.5.3.1 n1776 A.5.3.1.23-Human factors, P.P.E./ Helmet Examination/ MC RidRider 1 0 921 A.5.3.1.23-Human factors, P.P.E./ Helmet Examination/ MC Rider/ Date of manufacture

43 A.5.3.1 n1777 A.5.3.1.24-Human factors, P.P.E./ Helmet Examination/ MC RidRider 921 0 A.5.3.1.24-Human factors, P.P.E./ Helmet Examination/ MC Rider/ Model

44 A.5.3.1 n1778 A.5.3.1.25.1-Human factors, P.P.E./ Helmet Examination/ MC RRider 1 601 320 73 247 A.5.3.1.25.1-Human factors, P.P.E./ Helmet Examination/ MC Rider/ Conformity to which qualification (01)


46 A.5.3.1 n1780 A.5.3.1.25.2-Human factors, P.P.E./ Helmet Examination/ MC RRider 1 8 913 A.5.3.1.25.2-Human factors, P.P.E./ Helmet Examination/ MC Rider/ Conformity to which qualification (02)






52 A.5.3.1 n1786 A.5.3.1.26-Human factors, P.P.E./ Helmet Examination/ MC RidRider 1 848 73 A.5.3.1.26-Human factors, P.P.E./ Helmet Examination/ MC Rider/ Labelled size (cm)

53 A.5.3.1 n1787 A.5.3.1.27-Human factors, P.P.E./ Helmet Examination/ MC RidRider 1 424 497 A.5.3.1.27-Human factors, P.P.E./ Helmet Examination/ MC Rider/ Helmet mass (g)

54 A.5.3.1 n1788 A.5.3.1.28-Human factors, P.P.E./ Helmet Examination/ MC RidRider 1 674 247 A.5.3.1.28-Human factors, P.P.E./ Helmet Examination/ MC Rider/ Condition prior to accident


56 A.5.3.1 n1790 A.5.3.1.29-Human factors, P.P.E./ Helmet Retention System/ M Rider 1 644 277 73 204 A.5.3.1.29-Human factors, P.P.E./ Helmet Retention System/ MC Rider/ Type


58 A.5.3.1 n1792 A.5.3.1.30-Human factors, P.P.E./ Helmet Retention System/ M Rider 1 764 157 73 84 A.5.3.1.30-Human factors, P.P.E./ Helmet Retention System/ MC Rider/ Was helmet retained in place on head during accident?


60 A.5.3.1 n1794 A.5.3.1.31-Human factors, P.P.E./ Helmet Retention System/ M Rider 1 772 149 73 76 A.5.3.1.31-Human factors, P.P.E./ Helmet Retention System/ MC Rider/ Was there a retention system failure?

61 A.5.3.1 n1795 A.5.3.1.32-Human factors, P.P.E./ Helmet Retention System/ M Rider 1 19 902 823 79 A.5.3.1.32-Human factors, P.P.E./ Helmet Retention System/ MC Rider/ Type of failure


63 A.5.3.1 n1797 A.5.3.1.33.1-Human factors, P.P.E./ Helmet External Damage MRider 1 888 33 A.5.3.1.33.1-Human factors, P.P.E./ Helmet External Damage Marks/ MC Rider/ Mark number (01)





68 A.5.3.1 n1802 A.5.3.1.34.1-Human factors, P.P.E./ Helmet External Damage MRider 1 642 279 72 207 A.5.3.1.34.1-Human factors, P.P.E./ Helmet External Damage Marks/ MC Rider/ Type of damage (01)










78 A.5.3.1 n1812 A.5.3.1.35.1.1-Human factors, P.P.E./ Helmet External DamageRider 1 741 180 A.5.3.1.35.1.1-Human factors, P.P.E./ Helmet External Damage Marks/ MC Rider/ Location code (01)















TOTAL 261 A.6.1 n1919 A.6.1.1.1-Contributing environ. Factors/ MC Rider/ Roadway de Rider 1 57 864 864 A.6.1.1.1-Contributing environ. Factors/ MC Rider/ Roadway design defect

2 A.6.1 n1920 A.6.1.1.2-Contributing environ. Factors/ MC Rider/ Roadway maRider 1 146 775 774 1 A.6.1.1.2-Contributing environ. Factors/ MC Rider/ Roadway maintenance defect

3 A.6.1 n1921 A.6.1.1.3-Contributing environ. Factors/ MC Rider/ Traffic controRider 1 29 892 891 1 A.6.1.1.3-Contributing environ. Factors/ MC Rider/ Traffic controls defect or malfunction

4 A.6.1 n1922 A.6.1.1.4-Contributing environ. Factors/ MC Rider/ Traffic hazar Rider 1 56 865 864 1 A.6.1.1.4-Contributing environ. Factors/ MC Rider/ Traffic hazard, including construction and maintenance operations

5 A.6.1 n1923 A.6.1.1.5-Contributing environ. Factors/ MC Rider/ Weather relaRider 1 921 0 A.6.1.1.5-Contributing environ. Factors/ MC Rider/ Weather related problem

6 A.6.1 n1924 A.6.1.1.6-Contributing environ. Factors/ MC Rider/ Visual backgRider 1 614 307 297 10 A.6.1.1.6-Contributing environ. Factors/ MC Rider/ Visual background of OV along MC rider's line-of-sight at time of P.E.

7 A.6.1 n1925 A.6.1.1.7-Contributing environ. Factors/ MC Rider/ Did insects aRider 1 241 680 633 47 A.6.1.1.7-Contributing environ. Factors/ MC Rider/ Did insects affect the rider?


9 A.6.2 n1945 A.6.2.1.1-Contributing vehicle factors/ Motorcycle Factors/ Fron Rider 1 905 16 16 A.6.2.1.1-Contributing vehicle factors/ Motorcycle Factors/ Front/ Tyre size


11 A.6.2 n1947 A.6.2.1.2-Contributing vehicle factors/ Motorcycle Factors/ Fron Rider 1 868 53 53 A.6.2.1.2-Contributing vehicle factors/ Motorcycle Factors/ Front/ Tyre inflation pressure


13 A.6.2 n1949 A.6.2.1.3-Contributing vehicle factors/ Motorcycle Factors/ Fron Rider 1 918 3 3 A.6.2.1.3-Contributing vehicle factors/ Motorcycle Factors/ Front/ Accident causation related to tyre or wheel condition


15 A.6.2 n1951 A.6.2.1.4-Contributing vehicle factors/ Motorcycle Factors/ Fron Rider 1 892 29 22 7 A.6.2.1.4-Contributing vehicle factors/ Motorcycle Factors/ Front/ Accident causation related to suspension condition


17 A.6.2 n1953 A.6.2.1.5-Contributing vehicle factors/ Motorcycle Factors/ AccidRider 1 918 3 3 A.6.2.1.5-Contributing vehicle factors/ Motorcycle Factors/ Accident causation related to frame condition


19 A.6.2 n1955 A.6.2.1.6-Contributing vehicle factors/ Motorcycle Factors/ AccidRider 1 920 1 1 A.6.2.1.6-Contributing vehicle factors/ Motorcycle Factors/ Accident causation related to cornering clearance


21 A.6.2 n1957 A.6.2.1.7-Contributing vehicle factors/ Motorcycle Factors/ AccidRider 1 921 0 A.6.2.1.7-Contributing vehicle factors/ Motorcycle Factors/ Accident or injury causation related to seat


23 A.6.2 n1959 A.6.2.1.8-Contributing vehicle factors/ Motorcycle Factors/ AccidRider 1 921 0 A.6.2.1.8-Contributing vehicle factors/ Motorcycle Factors/ Accident causation related to drive chain, belt, or shaft condition

24 A.6.2 n1960 A.6.2.1.9-Contributing vehicle factors/ Motorcycle Factors/ AccidRider 1 859 62 A.6.2.1.9-Contributing vehicle factors/ Motorcycle Factors/ Accident or injury causation related to exhaust system condition


26 A.6.2 n1962 A.6.2.1.10-Contributing vehicle factors/ Motorcycle Factors/ MotRider 1 47 874 866 8 A.6.2.1.10-Contributing vehicle factors/ Motorcycle Factors/ Motorcycle vehicle failure, accident cause related defect


28 A.6.2 n1964 A.6.2.1.11-Contributing vehicle factors/ Motorcycle Factors/ Wa Rider 1 32 889 899 A.6.2.1.11-Contributing vehicle factors/ Motorcycle Factors/ Was pre-crash fire cause of accident

29 A.6.2 n1965 A.6.2.1.12-Contributing vehicle factors/ Motorcycle Factors/ Did Rider 177 744 A.6.2.1.12-Contributing vehicle factors/ Motorcycle Factors/ Did cargo/luggage contribute to accident causation?


31 A.6.2 n1973 A.6.2.2.1-Contributing vehicle factors/ Motorcycle Factors/ RearRider 1 903 18 18 A.6.2.2.1-Contributing vehicle factors/ Motorcycle Factors/ Rear/ Tyre size


33 A.6.2 n1975 A.6.2.2.2-Contributing vehicle factors/ Motorcycle Factors/ RearRider 1 866 55 55 A.6.2.2.2-Contributing vehicle factors/ Motorcycle Factors/ Rear/ Tyre inflation pressure


35 A.6.2 n1977 A.6.2.2.3-Contributing vehicle factors/ Motorcycle Factors/ RearRider 1 917 4 4 A.6.2.2.3-Contributing vehicle factors/ Motorcycle Factors/ Rear/ Accident causation related to tyre or wheel condition


37 A.6.2 n1979 A.6.2.2.4-Contributing vehicle factors/ Motorcycle Factors/ RearRider 1 887 34 29 5 A.6.2.2.4-Contributing vehicle factors/ Motorcycle Factors/ Rear/ Accident causation related to suspension condition


39 A.6.2 n1981 A.6.2.3.1-Contr. MC factors, crash perform./ Injury Involvement/Rider 1 920 1 1 A.6.2.3.1-Contr. MC factors, crash perform./ Injury Involvement/ Front crash bars

40 A.6.2 n1982 A.6.2.3.2-Contr. MC factors, crash perform./ Injury Involvement/Rider 1 921 0 A.6.2.3.2-Contr. MC factors, crash perform./ Injury Involvement/ Rear crash bars

41 A.6.2 n1983 A.6.2.3.3-Contr. MC factors, crash perform./ Injury Involvement/Rider 1 917 4 4 A.6.2.3.3-Contr. MC factors, crash perform./ Injury Involvement/ Engine guard

42 A.6.2 n1984 A.6.2.3.4-Contr. MC factors, crash perform./ Injury Involvement/Rider 1 914 7 550 7 A.6.2.3.4-Contr. MC factors, crash perform./ Injury Involvement/ Windscreen

43 A.6.2 n1985 A.6.2.3.5-Contr. MC factors, crash perform./ Injury Involvement/Rider 1 913 8 239 8 A.6.2.3.5-Contr. MC factors, crash perform./ Injury Involvement/ Fairing

44 A.6.2 n1986 A.6.2.3.6-Contr. MC factors, crash perform./ Injury Involvement/Rider 1 911 10 10 A.6.2.3.6-Contr. MC factors, crash perform./ Injury Involvement/ Headlamps

45 A.6.2 n1987 A.6.2.3.7-Contr. MC factors, crash perform./ Injury Involvement/Rider 1 918 3 627 3 A.6.2.3.7-Contr. MC factors, crash perform./ Injury Involvement/ Headlamp nacelle

46 A.6.2 n1988 A.6.2.3.8-Contr. MC factors, crash perform./ Injury Involvement/Rider 1 916 5 5 A.6.2.3.8-Contr. MC factors, crash perform./ Injury Involvement/ Auxiliary headlamp

47 A.6.2 n1989 A.6.2.3.9-Contr. MC factors, crash perform./ Injury Involvement/Rider 1 907 14 890 14 A.6.2.3.9-Contr. MC factors, crash perform./ Injury Involvement/ Front reflectors

48 A.6.2 n1990 A.6.2.3.10-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 910 11 86 11 A.6.2.3.10-Contr. MC factors, crash perform./ Injury Involvement/ Front turn signals

49 A.6.2 n1991 A.6.2.3.11-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 907 14 33 14 A.6.2.3.11-Contr. MC factors, crash perform./ Injury Involvement/ Speedometer

50 A.6.2 n1992 A.6.2.3.12-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 911 10 472 10 A.6.2.3.12-Contr. MC factors, crash perform./ Injury Involvement/ Tachometer

51 A.6.2 n1993 A.6.2.3.13-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 905 16 16 A.6.2.3.13-Contr. MC factors, crash perform./ Injury Involvement/ Handlebars

52 A.6.2 n1994 A.6.2.3.14-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 911 10 10 A.6.2.3.14-Contr. MC factors, crash perform./ Injury Involvement/ Throttle

53 A.6.2 n1995 A.6.2.3.15-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 912 9 393 9 A.6.2.3.15-Contr. MC factors, crash perform./ Injury Involvement/ Clutch lever

54 A.6.2 n1996 A.6.2.3.16-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 909 12 6 12 A.6.2.3.16-Contr. MC factors, crash perform./ Injury Involvement/ Brake lever

55 A.6.2 n1997 A.6.2.3.17-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 902 19 297 19 A.6.2.3.17-Contr. MC factors, crash perform./ Injury Involvement/ Right side rear view mirrors, posts

56 A.6.2 n1998 A.6.2.3.18-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 903 18 162 18 A.6.2.3.18-Contr. MC factors, crash perform./ Injury Involvement/ Left side rear view mirrors, posts

57 A.6.2 n1999 A.6.2.3.19-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 910 11 2 11 A.6.2.3.19-Contr. MC factors, crash perform./ Injury Involvement/ Front suspension

58 A.6.2 n2000 A.6.2.3.20-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 912 9 9 A.6.2.3.20-Contr. MC factors, crash perform./ Injury Involvement/ Front tyre/wheel

59 A.6.2 n2001 A.6.2.3.21-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 908 13 13 A.6.2.3.21-Contr. MC factors, crash perform./ Injury Involvement/ Front fender

60 A.6.2 n2002 A.6.2.3.22-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 913 8 8 A.6.2.3.22-Contr. MC factors, crash perform./ Injury Involvement/ Front brakes

61 A.6.2 n2003 A.6.2.3.23-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 910 11 11 A.6.2.3.23-Contr. MC factors, crash perform./ Injury Involvement/ Seat

62 A.6.2 n2004 A.6.2.3.24-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 918 3 3 A.6.2.3.24-Contr. MC factors, crash perform./ Injury Involvement/ Sissy bar/passenger back rest

63 A.6.2 n2005 A.6.2.3.25-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 910 11 11 A.6.2.3.25-Contr. MC factors, crash perform./ Injury Involvement/ Side reflectors

64 A.6.2 n2006 A.6.2.3.26-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 904 17 17 A.6.2.3.26-Contr. MC factors, crash perform./ Injury Involvement/ Frame

65 A.6.2 n2007 A.6.2.3.27-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 910 11 370 11 A.6.2.3.27-Contr. MC factors, crash perform./ Injury Involvement/ Grab rails/ hand holds

66 A.6.2 n2008 A.6.2.3.28-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 906 15 2 15 A.6.2.3.28-Contr. MC factors, crash perform./ Injury Involvement/ Fuel tank

67 A.6.2 n2009 A.6.2.3.29-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 919 2 911 2 A.6.2.3.29-Contr. MC factors, crash perform./ Injury Involvement/ Auxiliary fuel tank

68 A.6.2 n2010 A.6.2.3.30-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 907 14 14 A.6.2.3.30-Contr. MC factors, crash perform./ Injury Involvement/ Motor crankcase, cylinders

69 A.6.2 n2011 A.6.2.3.31-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 840 81 767 81 A.6.2.3.31-Contr. MC factors, crash perform./ Injury Involvement/ Motor power enhancement

70 A.6.2 n2012 A.6.2.3.32-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 913 8 8 A.6.2.3.32-Contr. MC factors, crash perform./ Injury Involvement/ Transmission case

71 A.6.2 n2013 A.6.2.3.33-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 917 4 428 4 A.6.2.3.33-Contr. MC factors, crash perform./ Injury Involvement/ Oil tank

72 A.6.2 n2014 A.6.2.3.34-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 912 9 67 9 A.6.2.3.34-Contr. MC factors, crash perform./ Injury Involvement/ Battery, battery box

73 A.6.2 n2015 A.6.2.3.35-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 912 9 270 9 A.6.2.3.35-Contr. MC factors, crash perform./ Injury Involvement/ Rear brake pedal

74 A.6.2 n2016 A.6.2.3.36-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 913 8 409 8 A.6.2.3.36-Contr. MC factors, crash perform./ Injury Involvement/ Shift lever

75 A.6.2 n2017 A.6.2.3.37-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 905 16 108 16 A.6.2.3.37-Contr. MC factors, crash perform./ Injury Involvement/ Foot pegs, footrests

76 A.6.2 n2018 A.6.2.3.38-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 917 4 880 4 A.6.2.3.38-Contr. MC factors, crash perform./ Injury Involvement/ Highway pegs/footrests

77 A.6.2 n2019 A.6.2.3.39-Contr. MC factors, crash perform./ Injury InvolvemenRider 914 7 A.6.2.3.39-Contr. MC factors, crash perform./ Injury Involvement/ Side stand

78 A.6.2 n2020 A.6.2.3.40-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 910 11 474 11 A.6.2.3.40-Contr. MC factors, crash perform./ Injury Involvement/ Side stand interlock

79 A.6.2 n2021 A.6.2.3.41-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 910 11 303 A.6.2.3.41-Contr. MC factors, crash perform./ Injury Involvement/ Centre stand

80 A.6.2 n2022 A.6.2.3.42-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 908 13 3 13 A.6.2.3.42-Contr. MC factors, crash perform./ Injury Involvement/ Muffler/exhaust system

81 A.6.2 n2023 A.6.2.3.43-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 918 3 890 3 A.6.2.3.43-Contr. MC factors, crash perform./ Injury Involvement/ Tank bag

82 A.6.2 n2024 A.6.2.3.44-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 914 7 669 7 A.6.2.3.44-Contr. MC factors, crash perform./ Injury Involvement/ Luggage/cargo rack

83 A.6.2 n2025 A.6.2.3.45-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 918 3 832 3 A.6.2.3.45-Contr. MC factors, crash perform./ Injury Involvement/ Parcel rack

84 A.6.2 n2026 A.6.2.3.46-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 919 2 887 2 A.6.2.3.46-Contr. MC factors, crash perform./ Injury Involvement/ Panniers, saddle bags

85 A.6.2 n2027 A.6.2.3.47-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 912 9 14 9 A.6.2.3.47-Contr. MC factors, crash perform./ Injury Involvement/ Rear position lamps

86 A.6.2 n2028 A.6.2.3.48-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 912 9 32 9 A.6.2.3.48-Contr. MC factors, crash perform./ Injury Involvement/ Stop lamp

87 A.6.2 n2029 A.6.2.3.49-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 907 14 163 14 A.6.2.3.49-Contr. MC factors, crash perform./ Injury Involvement/ Rear reflectors

88 A.6.2 n2030 A.6.2.3.50-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 908 13 80 13 A.6.2.3.50-Contr. MC factors, crash perform./ Injury Involvement/ Rear turn signals

89 A.6.2 n2031 A.6.2.3.51-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 913 8 9 8 A.6.2.3.51-Contr. MC factors, crash perform./ Injury Involvement/ Rear suspension

90 A.6.2 n2032 A.6.2.3.52-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 910 11 11 A.6.2.3.52-Contr. MC factors, crash perform./ Injury Involvement/ Rear tyre/wheel

91 A.6.2 n2033 A.6.2.3.53-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 911 10 99 10 A.6.2.3.53-Contr. MC factors, crash perform./ Injury Involvement/ Rear fender

92 A.6.2 n2034 A.6.2.3.54-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 910 11 3 11 A.6.2.3.54-Contr. MC factors, crash perform./ Injury Involvement/ Rear brakes

93 A.6.2 n2035 A.6.2.3.55-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 849 72 319 72 A.6.2.3.55-Contr. MC factors, crash perform./ Injury Involvement/ Tools, tool box

94 A.6.2 n2036 A.6.2.3.56-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 908 13 315 13 A.6.2.3.56-Contr. MC factors, crash perform./ Injury Involvement/ Side covers

95 A.6.2 n2037 A.6.2.3.57-Contr. MC factors, crash perform./ Injury InvolvemenRider 1 919 2 918 2 A.6.2.3.57-Contr. MC factors, crash perform./ Injury Involvement/ Trailer

96 A.6.3 n2038 A.6.3.1.1-Contrib. human factors/ Motorcyclists/ MC Rider/ RideRider 1 481 440 433 7 A.6.3.1.1-Contrib. human factors/ Motorcyclists/ MC Rider/ Rider unsafe acts in this accident

97 A.6.3 n2039 A.6.3.1.2-Contrib. human factors/ Motorcyclists/ MC Rider/ EffecRider 1 76 845 842 3 A.6.3.1.2-Contrib. human factors/ Motorcyclists/ MC Rider/ Effect of rider/passenger interaction on injury causation

98 A.6.3 n2040 A.6.3.1.3-Contrib. human factors/ Human Performance ContribuRider 1 133 788 759 29 A.6.3.1.3-Contrib. human factors/ Human Performance Contributing Factors/ MC Rider/ Attention failure, incl. distractions and stress

99 A.6.3 n2041 A.6.3.1.4-Contrib. human factors/ Human Performance ContribuRider 1 567 354 354 A.6.3.1.4-Contrib. human factors/ Human Performance Contributing Factors/ MC Rider/ Lane choice

100 A.6.3 n2042 A.6.3.1.5-Contrib. human factors/ Human Performance ContribuRider 1 733 188 176 12 A.6.3.1.5-Contrib. human factors/ Human Performance Contributing Factors/ MC Rider/ Traffic scan

101 A.6.3 n2043 A.6.3.1.6-Contrib. human factors/ Human Performance ContribuRider 1 243 678 674 4 A.6.3.1.6-Contrib. human factors/ Human Performance Contributing Factors/ MC Rider/ Visual obstructions neglected

102 A.6.3 n2044 A.6.3.1.7-Contrib. human factors/ Human Performance ContribuRider 1 74 847 844 3 A.6.3.1.7-Contrib. human factors/ Human Performance Contributing Factors/ MC Rider/ Hazard detection failure

103 A.6.3 n2045 A.6.3.1.8-Contrib. human factors/ Human Performance ContribuRider 1 596 325 322 3 A.6.3.1.8-Contrib. human factors/ Human Performance Contributing Factors/ MC Rider/ Faulty traffic strategy

104 A.6.3 n2046 A.6.3.1.9-Contrib. human factors/ Human Performance ContribuRider 1 240 681 680 1 A.6.3.1.9-Contrib. human factors/ Human Performance Contributing Factors/ MC Rider/ Speed compared to surrounding traffic

105 A.6.3 n2047 A.6.3.1.10-Contrib. human factors/ Human Performance ContribRider 1 679 242 237 5 A.6.3.1.10-Contrib. human factors/ Human Performance Contributing Factors/ MC Rider/ Safe position with respect to other traffic

106 A.6.3 n2048 A.6.3.1.11-Contrib. human factors/ Loss Of Control Mode/ MC RRider 1 913 8 8 A.6.3.1.11-Contrib. human factors/ Loss Of Control Mode/ MC Rider/ Loss of control mode


108 A.6.3 n2050 A.6.3.1.12-Contrib. human factors/ Loss Of Control Mode/ MC RRider 1 88 833 819 14 A.6.3.1.12-Contrib. human factors/ Loss Of Control Mode/ MC Rider/ Control unfamiliarity

109 A.6.3 n2051 A.6.3.1.13-Contrib. human factors/ Loss Of Control Mode/ MC RRider 1 138 783 762 21 A.6.3.1.13-Contrib. human factors/ Loss Of Control Mode/ MC Rider/ Skills deficiency

110 A.6.3 n2052 A.6.3.1.14-Contrib. human factors/ Loss Of Control Mode/ MC RRider 1 102 819 803 16 A.6.3.1.14-Contrib. human factors/ Loss Of Control Mode/ MC Rider/ Vehicle unfamiliarity

111 A.6.3 n2053 A.6.3.1.15-Contrib. human factors/ Loss Of Control Mode/ MC RRider 1 876 45 45 A.6.3.1.15-Contrib. human factors/ Loss Of Control Mode/ MC Rider/ MC control operations just before precipitating factor


113 A.6.3 n2055 A.6.3.1.16-Contrib. human factors/ Loss Of Control Mode/ MC RRider 1 376 545 491 54 A.6.3.1.16-Contrib. human factors/ Loss Of Control Mode/ MC Rider/ Did control operations interfere with driving tasks?


115 A.6.3 n2057 A.6.3.1.17-Contrib. human factors/ Loss Of Control Mode/ MC RRider 1 1 500 421 6 408 A.6.3.1.17-Contrib. human factors/ Loss Of Control Mode/ MC Rider/ Did MC rider have hand/fingers prepositioned on front brake before PE?

116 A.6.3 n2058 A.6.3.1.18.1-Contrib. human factors/ Collision Avoidance/ MC RRider 1 915 6 6 A.6.3.1.18.1-Contrib. human factors/ Collision Avoidance/ MC Rider/ Collision avoidance, evasive maneuver taken or attempted (01)

117 A.6.3 n2059 A.6.3.1.18.1-Description of category: other Rider 921 0 A.6.3.1.18.1-Description of category: other

118 A.6.3 n2060 A.6.3.1.18.2-Contrib. human factors/ Collision Avoidance/ MC RRider 1 342 579 569 10 A.6.3.1.18.2-Contrib. human factors/ Collision Avoidance/ MC Rider/ Collision avoidance, evasive maneuver taken or attempted (02)


120 A.6.3 n2062 A.6.3.1.18.3-Contrib. human factors/ Collision Avoidance/ MC RRider 1 70 851 843 8 A.6.3.1.18.3-Contrib. human factors/ Collision Avoidance/ MC Rider/ Collision avoidance, evasive maneuver taken or attempted (03)


122 A.6.3 n2064 A.6.3.1.19.1-Contrib. human factors/ Collision Avoidance/ MC RRider 1 903 18 2 16 A.6.3.1.19.1-Contrib. human factors/ Collision Avoidance/ MC Rider/ If continuation, no action due to: (01)






128 A.6.3 n2070 A.6.3.1.20-Contrib. human factors/ Collision Avoidance/ MC RidRider 1 542 379 362 17 A.6.3.1.20-Contrib. human factors/ Collision Avoidance/ MC Rider/ Was the evasive action the proper choice for the situation?

129 A.6.3 n2071 A.6.3.1.21-Contrib. human factors/ Collision Avoidance/ MC RidRider 1 524 397 361 36 A.6.3.1.21-Contrib. human factors/ Collision Avoidance/ MC Rider/ Was the action properly executed?

130 A.6.3 n2072 A.6.3.1.22-Contrib. human factors/ Collision Avoidance/ MC RidRider 1 542 379 362 17 A.6.3.1.22-Contrib. human factors/ Collision Avoidance/ MC Rider/ Failed collision avoidance due to


132 A.6.3 n2074 A.6.3.1.23-Contrib. human factors/ Experience Deficiency/ MC RRider 1 14 907 905 2 A.6.3.1.23-Contrib. human factors/ Experience Deficiency/ MC Rider/ Language distress; sign comprehension

133 A.6.3 n2075 A.6.3.1.24-Contrib. human factors/ Experience Deficiency/ MC RRider 1 170 751 741 10 A.6.3.1.24-Contrib. human factors/ Experience Deficiency/ MC Rider/ Traffic knowledge, strategy

134 A.6.3 n2076 A.6.3.1.25-Contrib. human factors/ Experience Deficiency/ MC RRider 1 118 803 777 26 A.6.3.1.25-Contrib. human factors/ Experience Deficiency/ MC Rider/ Vehicle control skills

135 A.6.3 n2077 A.6.3.1.26-Contrib. human factors/ Causation Evaluation/ MC RRider 1 138 783 739 44 A.6.3.1.26-Contrib. human factors/ Causation Evaluation/ MC Rider/ Personality evaluation - Aggressive attitude

136 A.6.3 n2078 A.6.3.1.27-Contrib. human factors/ Causation Evaluation/ MC RRider 1 95 826 818 8 A.6.3.1.27-Contrib. human factors/ Causation Evaluation/ MC Rider/ Personality evaluation - Situation incompatibility

137 A.6.3 n2079 A.6.3.1.28-Contrib. human factors/ Causation Evaluation/ MC RRider 1 236 685 676 9 A.6.3.1.28-Contrib. human factors/ Causation Evaluation/ MC Rider/ Personality evaluation - Compensation failure

138 A.6.3 n2080 A.6.3.1.29-Contrib. human factors/ Causation Evaluation/ MC RRider 1 449 472 467 5 A.6.3.1.29-Contrib. human factors/ Causation Evaluation/ MC Rider/ Risk taking tendency evaluation - Unsafe act this accident

139 A.6.3 n2081 A.6.3.1.30-Contrib. human factors/ Causation Evaluation/ MC RRider 1 54 867 824 43 A.6.3.1.30-Contrib. human factors/ Causation Evaluation/ MC Rider/ Risk taking tendency evaluation - Alcohol/drug involvement

140 A.6.3 n2082 A.6.3.1.31-Contrib. human factors/ Causation Evaluation/ MC RRider 1 243 678 485 193 A.6.3.1.31-Contrib. human factors/ Causation Evaluation/ MC Rider/ Risk taking tendency evaluation - Violations record

141 A.6.3 n2083 A.6.3.1.32-Contrib. human factors/ Causation Evaluation/ MC RRider 1 234 687 482 205 A.6.3.1.32-Contrib. human factors/ Causation Evaluation/ MC Rider/ Risk taking tendency evaluation - Previous accidents

142 A.6.3 n2084 A.6.3.1.33-Contrib. human factors/ Pers. Protective Equip./ MC Rider 1 864 57 57 A.6.3.1.33-Contrib. human factors/ Pers. Protective Equip./ MC Rider/ Did upper coverage reduce or prevent injury?


144 A.6.3 n2086 A.6.3.1.34-Contrib. human factors/ Pers. Protective Equip./ MC Rider 1 875 46 46 A.6.3.1.34-Contrib. human factors/ Pers. Protective Equip./ MC Rider/ Did lower coverage reduce or prevent injury?


146 A.6.3 n2088 A.6.3.1.35-Contrib. human factors/ Pers. Protective Equip./ MC Rider 1 867 54 54 A.6.3.1.35-Contrib. human factors/ Pers. Protective Equip./ MC Rider/ Did footwear reduce or prevent injury?


148 A.6.3 n2090 A.6.3.1.36-Contrib. human factors/ Pers. Protective Equip./ MC Rider 1 854 67 67 A.6.3.1.36-Contrib. human factors/ Pers. Protective Equip./ MC Rider/ Did gloves reduce or prevent injury?


150 A.6.3 n2092 A.6.3.1.37-Contrib. human factors/ Pers. Protective Equip./ MC Rider 1 861 60 1 59 A.6.3.1.37-Contrib. human factors/ Pers. Protective Equip./ MC Rider/ Did eye coverage reduce or prevent injury?


152 A.6.3 n2094 A.6.3.1.38-Contrib. human factors/ Pers. Protective Equip./ MC Rider 1 262 659 550 109 A.6.3.1.38-Contrib. human factors/ Pers. Protective Equip./ MC Rider/ Eye or face protection relation to pre-crash events


154 A.6.3 n2096 A.6.3.1.39-Contrib. human factors/ Pers. Protective Equip./ MC Rider 1 884 37 37 A.6.3.1.39-Contrib. human factors/ Pers. Protective Equip./ MC Rider/ Did helmet reduce or prevent injury?


156 A.6.3 n2098 A.6.3.1.40-Contrib. human factors/ Pers. Protective Equip./ MC Rider 1 777 144 73 71 A.6.3.1.40-Contrib. human factors/ Pers. Protective Equip./ MC Rider/ Did helmet have an effect on pre-crash events

157 A.6.3 n2099 A.6.3.1.41.1-Contrib. human factors/ Pers. Protective Equip./ M Rider 1 775 146 75 71 A.6.3.1.41.1-Contrib. human factors/ Pers. Protective Equip./ MC Rider/ What was the effect of the helmet? (01)






163 A.6.3 n2105 A.6.3.1.42-Contrib. human factors/ Pers. Protective Equip./ MC Rider 1 766 155 83 72 A.6.3.1.42-Contrib. human factors/ Pers. Protective Equip./ MC Rider/ If helmet ejected during accident, what was the cause?


165 A.6.3 n2107 A.6.3.1.43-Contrib. human factors/ Effect Of Apparel On Accide Rider 1 768 153 78 75 A.6.3.1.43-Contrib. human factors/ Effect Of Apparel On Accident Causation/ MC Rider/ Conspicuity contribution


167 A.6.3 n2109 A.6.3.1.44-Contrib. human factors/ Effect Of Apparel On Accide Rider 1 862 59 1 58 A.6.3.1.44-Contrib. human factors/ Effect Of Apparel On Accident Causation/ MC Rider/ Comfort, fatigue, attention


169 A.6.3 n2111 A.6.3.1.45-Contrib. human factors/ Effect Of Apparel On Accide Rider 1 864 57 1 56 A.6.3.1.45-Contrib. human factors/ Effect Of Apparel On Accident Causation/ MC Rider/ Control interference


171 A.6.4 n2247 A.6.4.1.1-Contributing overall factors/ Primary accident contribu Rider 1 921 0 A.6.4.1.1-Contributing overall factors/ Primary accident contributing factor


173 A.6.4 n2249 A.6.4.2.1.a-Contributing overall factors/ Accident contributing fa Rider 1 838 83 A.6.4.2.1.a-Contributing overall factors/ Accident contributing factor (01)

174 A.6.4 n2250 A.6.4.2.1.a-Description of category: other Rider 921 0 A.6.4.2.1.a-Description of category: other

175 A.6.4 n2251 A.6.4.2.1.b-Contributing overall factors/ Accident contributing fa Rider 1 857 64 A.6.4.2.1.b-Contributing overall factors/ Accident contributing factor (01)










TOTAL 671 A.6.5.1- n2261 A.6.5.2.1.1[1]-Collision Contact Code/ Injury 1 - C.C.C. 1/ Body OV 1/Pass. 1 911 10 A.6.5.2.1.1[1]-Collision Contact Code/ Injury 1 - C.C.C. 1/ Body Region: Head

2 A.6.5.1- n2262 A.6.5.2.1.2[1]-Collision Contact Code/ Injury 2 - C.C.C. 1/ Body OV 1/Pass. 1 919 2 A.6.5.2.1.2[1]-Collision Contact Code/ Injury 2 - C.C.C. 1/ Body Region: Head

















19 A.6.5.1- n2279 A.6.5.3.1.1[1]-Collision Contact Code/ Injury 1 - C.C.C. 1/ Body OV 1/Pass. 1 917 4 A.6.5.3.1.1[1]-Collision Contact Code/ Injury 1 - C.C.C. 1/ Body Region: Neck (except spine)


















37 A.6.5.1- n2297 A.6.5.4.1.1[1]-Collision Contact Code/ Injury 1 - C.C.C. 1/ Body OV 1/Pass. 1 914 7 A.6.5.4.1.1[1]-Collision Contact Code/ Injury 1 - C.C.C. 1/ Body Region: Thorax


















55 A.6.5.1- n2315 A.6.5.5.1.1[1]-Collision Contact Code/ Injury 1 - C.C.C. 1/ Body OV 1/Pass. 1 901 20 A.6.5.5.1.1[1]-Collision Contact Code/ Injury 1 - C.C.C. 1/ Body Region: Upper extremities


















73 A.6.5.1- n2333 A.6.5.6.1.1[1]-Collision Contact Code/ Injury 1 - C.C.C. 1/ Body OV 1/Pass. 1 914 7 A.6.5.6.1.1[1]-Collision Contact Code/ Injury 1 - C.C.C. 1/ Body Region: Abdomen


















91 A.6.5.1- n2351 A.6.5.7.1.1[1]-Collision Contact Code/ Injury 1 - C.C.C. 1/ Body OV 1/Pass. 1 917 4 A.6.5.7.1.1[1]-Collision Contact Code/ Injury 1 - C.C.C. 1/ Body Region: Pelvis


















109 A.6.5.1- n2369 A.6.5.8.1.1[1]-Collision Contact Code/ Injury 1 - C.C.C. 1/ Body OV 1/Pass. 1 914 7 A.6.5.8.1.1[1]-Collision Contact Code/ Injury 1 - C.C.C. 1/ Body Region: Spine


















127 A.6.5.1- n2387 A.6.5.9.1.1[1]-Collision Contact Code/ Injury 1 - C.C.C. 1/ Body OV 1/Pass. 1 903 18 A.6.5.9.1.1[1]-Collision Contact Code/ Injury 1 - C.C.C. 1/ Body Region: Lower extremities


















145 A.6.5.1- n2405 A.6.5.10.1.1[1]-Collision Contact Code/ Injury 1 - C.C.C. 1/ BodyOV 1/Pass. 1 904 17 A.6.5.10.1.1[1]-Collision Contact Code/ Injury 1 - C.C.C. 1/ Body Region: Whole body


















TOTAL 181 B.2-3 n2585 B.2.1.1-CED Methods / Data collected using which method? (01Rider 356 565 B.2.1.1-CED Methods / Data collected using which method? (01)

2 B.2-3 n2586 B.2.1.2-CED Methods / Data collected using which method? (02Rider 352 569 B.2.1.2-CED Methods / Data collected using which method? (02)

3 B.2-3 n2587 B.2.1.3-CED Methods / Data collected using which method? (03Rider 352 569 B.2.1.3-CED Methods / Data collected using which method? (03)

4 B.2-3 n2588 B.2.2-CED Methods / How many motorcycles were interviewed Rider 921 0 B.2.2-CED Methods / How many motorcycles were interviewed using methods 1 and 2

5 B.2-3 n2589 B.2.3-CED Methods / How many motorcycles were interviewed Rider 921 0 B.2.3-CED Methods / How many motorcycles were interviewed using B.6, Optional Petrol Station Human Factors CED?

6 B.2-3 n2590 B.3.1.1-CED Envir. Factors/ Trafficway In Which MC Was TraveRider 296 625 49 B.3.1.1-CED Envir. Factors/ Trafficway In Which MC Was Travelling/ Bicycles

7 B.2-3 n2591 B.3.1.2-CED Envir. Factors/ Trafficway In Which MC Was TraveRider 343 578 1 B.3.1.2-CED Envir. Factors/ Trafficway In Which MC Was Travelling/ Mopeds/mofas (L1)

8 B.2-3 n2592 B.3.1.3-CED Envir. Factors/ Trafficway In Which MC Was TraveRider 343 578 1 B.3.1.3-CED Envir. Factors/ Trafficway In Which MC Was Travelling/ Motorcycles (L3)

9 B.2-3 n2593 B.3.1.4-CED Envir. Factors/ Trafficway In Which MC Was TraveRider 342 579 B.3.1.4-CED Envir. Factors/ Trafficway In Which MC Was Travelling/ Pass. car with a max. mass less than or equal to 800 kg (M1)

10 B.2-3 n2594 B.3.1.5-CED Envir. Factors/ Trafficway In Which MC Was TraveRider 341 580 B.3.1.5-CED Envir. Factors/ Trafficway In Which MC Was Travelling/ Pass. car with a max. mass greater than 800 kg and less than 2 t (M1)

11 B.2-3 n2595 B.3.1.6-CED Envir. Factors/ Trafficway In Which MC Was TraveRider 326 595 B.3.1.6-CED Envir. Factors/ Trafficway In Which MC Was Travelling/ Pass. car with a max. mass greater than 2 t (M1)

12 B.2-3 n2596 B.3.1.7-CED Envir. Factors/ Trafficway In Which MC Was TraveRider 342 579 B.3.1.7-CED Envir. Factors/ Trafficway In Which MC Was Travelling/ Mini light trucks with a maximum mass of less than or equal to 1.5 t

13 B.2-3 n2597 B.3.1.8-CED Envir. Factors/ Trafficway In Which MC Was TraveRider 341 580 B.3.1.8-CED Envir. Factors/ Trafficway In Which MC Was Travelling/ Light trucks with mass more than 1.5 t and less than or equal to 3.5 t

14 B.2-3 n2598 B.3.1.9-CED Envir. Factors/ Trafficway In Which MC Was TraveRider 341 580 B.3.1.9-CED Envir. Factors/ Trafficway In Which MC Was Travelling/ Trucks and heavy goods vehicles with a maximum mass greater than 3.5 t

15 B.2-3 n2599 B.3.1.10-CED Envir. Factors/ Trafficway In Which MC Was TravRider 342 579 B.3.1.10-CED Envir. Factors/ Trafficway In Which MC Was Travelling/ SUVs with a maximum mass less than or equal to 5 t

16 B.2-3 n2600 B.3.1.11-CED Envir. Factors/ Trafficway In Which MC Was TravRider 341 580 B.3.1.11-CED Envir. Factors/ Trafficway In Which MC Was Travelling/ Minibuses, buses and vans with a maximum mass less than 5 t

17 B.2-3 n2601 B.3.1.12-CED Envir. Factors/ Trafficway In Which MC Was TravRider 342 579 B.3.1.12-CED Envir. Factors/ Trafficway In Which MC Was Travelling/ Buses with a maximum mass greater than 5 t

18 B.2-3 n2602 B.3.1.13-CED Envir. Factors/ Trafficway In Which MC Was TravRider 299 622 B.3.1.13-CED Envir. Factors/ Trafficway In Which MC Was Travelling/ Pedestrians

19 B.2-3 n2603 B.3.1.14-CED Envir. Factors/ Trafficway In Which MC Was TravRider 341 580 B.3.1.14-CED Envir. Factors/ Trafficway In Which MC Was Travelling/ Other

20 B.2-3 n2604 B.3.2.1[1]-CED Envir. Factors/ Trafficway In Which OV Was TraOV 1/Pass. 294 627 B.3.2.1[1]-CED Envir. Factors/ Trafficway In Which OV Was Travelling/ Bicycles

21 B.2-3 n2605 B.3.2.2[1]-CED Envir. Factors/ Trafficway In Which OV Was TraOV 1/Pass. 338 583 B.3.2.2[1]-CED Envir. Factors/ Trafficway In Which OV Was Travelling/ Mopeds/mofas (L1)

22 B.2-3 n2606 B.3.2.3[1]-CED Envir. Factors/ Trafficway In Which OV Was TraOV 1/Pass. 338 583 B.3.2.3[1]-CED Envir. Factors/ Trafficway In Which OV Was Travelling/ Motorcycles (L3)

23 B.2-3 n2607 B.3.2.4[1]-CED Envir. Factors/ Trafficway In Which OV Was TraOV 1/Pass. 338 583 B.3.2.4[1]-CED Envir. Factors/ Trafficway In Which OV Was Travelling/ Pass. car with a max. mass less than or equal to 800 kg (M1)

24 B.2-3 n2608 B.3.2.5[1]-CED Envir. Factors/ Trafficway In Which OV Was TraOV 1/Pass. 338 583 B.3.2.5[1]-CED Envir. Factors/ Trafficway In Which OV Was Travelling/ Pass. car with a max. mass greater than 800 kg and less than 2 t (M1)

25 B.2-3 n2609 B.3.2.6[1]-CED Envir. Factors/ Trafficway In Which OV Was TraOV 1/Pass. 325 596 B.3.2.6[1]-CED Envir. Factors/ Trafficway In Which OV Was Travelling/ Pass. car with a max. mass greater than 2 t (M1)

26 B.2-3 n2610 B.3.2.7[1]-CED Envir. Factors/ Trafficway In Which OV Was TraOV 1/Pass. 338 583 B.3.2.7[1]-CED Envir. Factors/ Trafficway In Which OV Was Travelling/ Mini light trucks with a maximum mass of less than or equal to 1.5 t

27 B.2-3 n2611 B.3.2.8[1]-CED Envir. Factors/ Trafficway In Which OV Was TraOV 1/Pass. 338 583 B.3.2.8[1]-CED Envir. Factors/ Trafficway In Which OV Was Travelling/ Light trucks with mass more than 1.5 t and less than or equal to 3.5 t

28 B.2-3 n2612 B.3.2.9[1]-CED Envir. Factors/ Trafficway In Which OV Was TraOV 1/Pass. 338 583 B.3.2.9[1]-CED Envir. Factors/ Trafficway In Which OV Was Travelling/ Trucks and heavy goods vehicles with a maximum mass greater than 3.5 t

29 B.2-3 n2613 B.3.2.10[1]-CED Envir. Factors/ Trafficway In Which OV Was TrOV 1/Pass. 338 583 B.3.2.10[1]-CED Envir. Factors/ Trafficway In Which OV Was Travelling/ SUVs with a maximum mass less than or equal to 5 t

30 B.2-3 n2614 B.3.2.11[1]-CED Envir. Factors/ Trafficway In Which OV Was TrOV 1/Pass. 337 584 B.3.2.11[1]-CED Envir. Factors/ Trafficway In Which OV Was Travelling/ Minibuses, buses and vans with a maximum mass less than 5 t

31 B.2-3 n2615 B.3.2.12[1]-CED Envir. Factors/ Trafficway In Which OV Was TrOV 1/Pass. 338 583 B.3.2.12[1]-CED Envir. Factors/ Trafficway In Which OV Was Travelling/ Buses with a maximum mass greater than 5 t

32 B.2-3 n2616 B.3.2.13[1]-CED Envir. Factors/ Trafficway In Which OV Was TrOV 1/Pass. 304 617 3 B.3.2.13[1]-CED Envir. Factors/ Trafficway In Which OV Was Travelling/ Pedestrians

33 B.2-3 n2617 B.3.2.14[1]-CED Envir. Factors/ Trafficway In Which OV Was TrOV 1/Pass. 337 584 6 B.3.2.14[1]-CED Envir. Factors/ Trafficway In Which OV Was Travelling/ Other

34 B.2-3 n2618 B.3.2.1[2]-CED Envir. Factors/ Trafficway In Which OV Was TraOV 2 16 905 B.3.2.1[2]-CED Envir. Factors/ Trafficway In Which OV Was Travelling/ Bicycles

35 B.2-3 n2619 B.3.2.2[2]-CED Envir. Factors/ Trafficway In Which OV Was TraOV 2 21 900 B.3.2.2[2]-CED Envir. Factors/ Trafficway In Which OV Was Travelling/ Mopeds/mofas (L1)

36 B.2-3 n2620 B.3.2.3[2]-CED Envir. Factors/ Trafficway In Which OV Was TraOV 2 21 900 B.3.2.3[2]-CED Envir. Factors/ Trafficway In Which OV Was Travelling/ Motorcycles (L3)

37 B.2-3 n2621 B.3.2.4[2]-CED Envir. Factors/ Trafficway In Which OV Was TraOV 2 21 900 B.3.2.4[2]-CED Envir. Factors/ Trafficway In Which OV Was Travelling/ Pass. car with a max. mass less than or equal to 800 kg (M1)

38 B.2-3 n2622 B.3.2.5[2]-CED Envir. Factors/ Trafficway In Which OV Was TraOV 2 21 900 B.3.2.5[2]-CED Envir. Factors/ Trafficway In Which OV Was Travelling/ Pass. car with a max. mass greater than 800 kg and less than 2 t (M1)

39 B.2-3 n2623 B.3.2.6[2]-CED Envir. Factors/ Trafficway In Which OV Was TraOV 2 19 902 B.3.2.6[2]-CED Envir. Factors/ Trafficway In Which OV Was Travelling/ Pass. car with a max. mass greater than 2 t (M1)

40 B.2-3 n2624 B.3.2.7[2]-CED Envir. Factors/ Trafficway In Which OV Was TraOV 2 21 900 B.3.2.7[2]-CED Envir. Factors/ Trafficway In Which OV Was Travelling/ Mini light trucks with a maximum mass of less than or equal to 1.5 t

41 B.2-3 n2625 B.3.2.8[2]-CED Envir. Factors/ Trafficway In Which OV Was TraOV 2 21 900 B.3.2.8[2]-CED Envir. Factors/ Trafficway In Which OV Was Travelling/ Light trucks with mass more than 1.5 t and less than or equal to 3.5 t

42 B.2-3 n2626 B.3.2.9[2]-CED Envir. Factors/ Trafficway In Which OV Was TraOV 2 21 900 B.3.2.9[2]-CED Envir. Factors/ Trafficway In Which OV Was Travelling/ Trucks and heavy goods vehicles with a maximum mass greater than 3.5 t

43 B.2-3 n2627 B.3.2.10[2]-CED Envir. Factors/ Trafficway In Which OV Was TrOV 2 21 900 B.3.2.10[2]-CED Envir. Factors/ Trafficway In Which OV Was Travelling/ SUVs with a maximum mass less than or equal to 5 t

44 B.2-3 n2628 B.3.2.11[2]-CED Envir. Factors/ Trafficway In Which OV Was TrOV 2 21 900 B.3.2.11[2]-CED Envir. Factors/ Trafficway In Which OV Was Travelling/ Minibuses, buses and vans with a maximum mass less than 5 t

45 B.2-3 n2629 B.3.2.12[2]-CED Envir. Factors/ Trafficway In Which OV Was TrOV 2 21 900 B.3.2.12[2]-CED Envir. Factors/ Trafficway In Which OV Was Travelling/ Buses with a maximum mass greater than 5 t

46 B.2-3 n2630 B.3.2.13[2]-CED Envir. Factors/ Trafficway In Which OV Was TrOV 2 18 903 B.3.2.13[2]-CED Envir. Factors/ Trafficway In Which OV Was Travelling/ Pedestrians

47 B.2-3 n2631 B.3.2.14[2]-CED Envir. Factors/ Trafficway In Which OV Was TrOV 2 20 901 B.3.2.14[2]-CED Envir. Factors/ Trafficway In Which OV Was Travelling/ Other

48 B.2-3 n2632 B.3.2.1[3]-CED Envir. Factors/ Trafficway In Which OV Was TraOV 3 0 921 B.3.2.1[3]-CED Envir. Factors/ Trafficway In Which OV Was Travelling/ Bicycles

49 B.2-3 n2633 B.3.2.2[3]-CED Envir. Factors/ Trafficway In Which OV Was TraOV 3 1 920 B.3.2.2[3]-CED Envir. Factors/ Trafficway In Which OV Was Travelling/ Mopeds/mofas (L1)

50 B.2-3 n2634 B.3.2.3[3]-CED Envir. Factors/ Trafficway In Which OV Was TraOV 3 1 920 B.3.2.3[3]-CED Envir. Factors/ Trafficway In Which OV Was Travelling/ Motorcycles (L3)

51 B.2-3 n2635 B.3.2.4[3]-CED Envir. Factors/ Trafficway In Which OV Was TraOV 3 1 920 B.3.2.4[3]-CED Envir. Factors/ Trafficway In Which OV Was Travelling/ Pass. car with a max. mass less than or equal to 800 kg (M1)

52 B.2-3 n2636 B.3.2.5[3]-CED Envir. Factors/ Trafficway In Which OV Was TraOV 3 1 920 B.3.2.5[3]-CED Envir. Factors/ Trafficway In Which OV Was Travelling/ Pass. car with a max. mass greater than 800 kg and less than 2 t (M1)

53 B.2-3 n2637 B.3.2.6[3]-CED Envir. Factors/ Trafficway In Which OV Was TraOV 3 1 920 B.3.2.6[3]-CED Envir. Factors/ Trafficway In Which OV Was Travelling/ Pass. car with a max. mass greater than 2 t (M1)

54 B.2-3 n2638 B.3.2.7[3]-CED Envir. Factors/ Trafficway In Which OV Was TraOV 3 1 920 B.3.2.7[3]-CED Envir. Factors/ Trafficway In Which OV Was Travelling/ Mini light trucks with a maximum mass of less than or equal to 1.5 t

55 B.2-3 n2639 B.3.2.8[3]-CED Envir. Factors/ Trafficway In Which OV Was TraOV 3 1 920 B.3.2.8[3]-CED Envir. Factors/ Trafficway In Which OV Was Travelling/ Light trucks with mass more than 1.5 t and less than or equal to 3.5 t

56 B.2-3 n2640 B.3.2.9[3]-CED Envir. Factors/ Trafficway In Which OV Was TraOV 3 1 920 B.3.2.9[3]-CED Envir. Factors/ Trafficway In Which OV Was Travelling/ Trucks and heavy goods vehicles with a maximum mass greater than 3.5 t

57 B.2-3 n2641 B.3.2.10[3]-CED Envir. Factors/ Trafficway In Which OV Was TrOV 3 1 920 B.3.2.10[3]-CED Envir. Factors/ Trafficway In Which OV Was Travelling/ SUVs with a maximum mass less than or equal to 5 t

58 B.2-3 n2642 B.3.2.11[3]-CED Envir. Factors/ Trafficway In Which OV Was TrOV 3 1 920 B.3.2.11[3]-CED Envir. Factors/ Trafficway In Which OV Was Travelling/ Minibuses, buses and vans with a maximum mass less than 5 t

59 B.2-3 n2643 B.3.2.12[3]-CED Envir. Factors/ Trafficway In Which OV Was TrOV 3 1 920 B.3.2.12[3]-CED Envir. Factors/ Trafficway In Which OV Was Travelling/ Buses with a maximum mass greater than 5 t

60 B.2-3 n2644 B.3.2.13[3]-CED Envir. Factors/ Trafficway In Which OV Was TrOV 3 1 920 B.3.2.13[3]-CED Envir. Factors/ Trafficway In Which OV Was Travelling/ Pedestrians

61 B.2-3 n2645 B.3.2.14[3]-CED Envir. Factors/ Trafficway In Which OV Was TrOV 3 1 920 B.3.2.14[3]-CED Envir. Factors/ Trafficway In Which OV Was Travelling/ Other

62 B.2-3 n2646 B.3.1.15-CED Envir. Factors/ Weather/ Ambient temperature (d Rider 335 586 586 B.3.1.15-CED Envir. Factors/ Weather/ Ambient temperature (deg C)

63 B.2-3 n2647 B.3.1.16-CED Envir. Factors/ Weather/ Weather description Rider 332 589 589 B.3.1.16-CED Envir. Factors/ Weather/ Weather description

64 B.2-3 n2648 B.3.1.16-Description of category: other Rider 921 0 B.3.1.16-Description of category: other

65 B.2-3 n2649 B.3.1.17-CED Envir. Factors/ Weather/ Wind description Rider 328 593 593 B.3.1.17-CED Envir. Factors/ Weather/ Wind description


67 B.2-3 n2651 B.3.1.18-CED Envir. Factors/ Weather/ Wind direction with respRider 119 802 627 B.3.1.18-CED Envir. Factors/ Weather/ Wind direction with respect to motorcycle path


1 C.4.1 n2653 C.4.1.3.1.1-Moped Module environ. factors 2/ Trafficway In Whi Rider 1 357 41 C.4.1.3.1.1-Moped Module environ. factors 2/ Trafficway In Which MC Was Travelling/ In a lane which is

2 C.4.1 n2654 C.4.1.3.1.1-Description of category: other Rider 398 0 C.4.1.3.1.1-Description of category: other

3 C.4.1 n2655 C.4.1.3.2.1[1]-Moped Module environ. factors 2/ Trafficway In WOV 1/Pass. 1 317 81 2 37 C.4.1.3.2.1[1]-Moped Module environ. factors 2/ Trafficway In Which OV Was Travelling/ In a lane which is

4 C.4.1 n2656 C.4.1.3.2.1[1]-Description of category: other OV 1/Pass. 1 398 0 38 41 C.4.1.3.2.1[1]-Description of category: other

5 C.4.1 n2657 C.4.1.3.2.1[2]-Moped Module environ. factors 2/ Trafficway In WOV 2 1 12 386 C.4.1.3.2.1[2]-Moped Module environ. factors 2/ Trafficway In Which OV Was Travelling/ In a lane which is

6 C.4.1 n2658 C.4.1.3.2.1[2]-Description of category: other OV 2 1 398 0 C.4.1.3.2.1[2]-Description of category: other

7 C.4.1 n2659 C.4.1.3.2.1[3]-Moped Module environ. factors 2/ Trafficway In WOV 3 1 1 397 C.4.1.3.2.1[3]-Moped Module environ. factors 2/ Trafficway In Which OV Was Travelling/ In a lane which is

8 C.4.1 n2660 C.4.1.3.2.1[3]-Description of category: other OV 3 1 398 0 C.4.1.3.2.1[3]-Description of category: other

9 C.4.1 n2661 C.4.1.3.1.2-Moped Module environ. factors 2/ Trafficway In Whi Rider 1 358 40 40 C.4.1.3.1.2-Moped Module environ. factors 2/ Trafficway In Which MC Was Travelling/ Speed limit for mopeds/mofas at accident scene

10 C.4.1 n2662 C.4.1.3.1.2.1-Moped Module environ. factors 2/ Trafficway In W Rider 1 357 41 C.4.1.3.1.2.1-Moped Module environ. factors 2/ Trafficway In Which MC Was Travelling/ Moped/mofa speed limit units

11 C.4.1 n2663 C.4.1.3.1.3-Moped Module environ. factors 2/ Trafficway In Whi Rider 1 358 40 40 C.4.1.3.1.3-Moped Module environ. factors 2/ Trafficway In Which MC Was Travelling/ Maximum legal design speed for mopeds/mofas

12 C.4.1 n2664 C.4.1.3.1.3.1-Moped Module environ. factors 2/ Trafficway In W Rider 1 357 41 C.4.1.3.1.3.1-Moped Module environ. factors 2/ Trafficway In Which MC Was Travelling/ Moped/mofa design speed units

13 C.4.1 n2665 C.4.1.4.1.1-Moped module mechanical factors/ Has the engine/ Rider 1 398 0 59 C.4.1.4.1.1-Moped module mechanical factors/ Has the engine/driveline been visibly tampered with?

14 C.4.1 n2666 C.4.1.4.1.2-Moped module mechanical factors/ Engine tampere Rider 1 64 334 266 66 C.4.1.4.1.2-Moped module mechanical factors/ Engine tampered with by tuning kit?

15 C.4.1 n2667 C.4.1.4.1.3.1-Moped module mechanical factors/ Original equip Rider 1 313 85 2 C.4.1.4.1.3.1-Moped module mechanical factors/ Original equipment? - Engine

16 C.4.1 n2668 C.4.1.4.1.4.1-Moped module mechanical factors/ Aftermarket? -Rider 1 301 97 12 C.4.1.4.1.4.1-Moped module mechanical factors/ Aftermarket? - Engine

17 C.4.1 n2669 C.4.1.4.1.5.1-Moped module mechanical factors/ Visibly modifieRider 1 302 96 11 C.4.1.4.1.5.1-Moped module mechanical factors/ Visibly modified? - Engine

18 C.4.1 n2670 C.4.1.4.1.6.1-Moped module mechanical factors/ Dismantled byRider 1 350 48 6 C.4.1.4.1.6.1-Moped module mechanical factors/ Dismantled by investigator? - Engine

19 C.4.1 n2671 C.4.1.4.1.7.1-Moped module mechanical factors/ Enlarged? - E Rider 1 296 102 15 C.4.1.4.1.7.1-Moped module mechanical factors/ Enlarged? - Engine

20 C.4.1 n2672 C.4.1.4.1.8.1-Moped module mechanical factors/ Tuned? - Eng Rider 1 293 105 16 C.4.1.4.1.8.1-Moped module mechanical factors/ Tuned? - Engine

21 C.4.1 n2673 C.4.1.4.1.9.1-Moped module mechanical factors/ Removed? - ERider 1 340 58 13 C.4.1.4.1.9.1-Moped module mechanical factors/ Removed? - Engine

22 C.4.1 n2674 C.4.1.4.1.10.1-Moped module mechanical factors/ Type-approv Rider 1 306 92 6 C.4.1.4.1.10.1-Moped module mechanical factors/ Type-approved? - Engine

23 C.4.1 n2675 C.4.1.4.1.3.2-Moped module mechanical factors/ Original equip Rider 1 300 98 9 C.4.1.4.1.3.2-Moped module mechanical factors/ Original equipment? - Driveline

24 C.4.1 n2676 C.4.1.4.1.4.2-Moped module mechanical factors/ Aftermarket? -Rider 1 292 106 17 C.4.1.4.1.4.2-Moped module mechanical factors/ Aftermarket? - Driveline

25 C.4.1 n2677 C.4.1.4.1.5.2-Moped module mechanical factors/ Visibly modifieRider 1 290 108 18 C.4.1.4.1.5.2-Moped module mechanical factors/ Visibly modified? - Driveline

26 C.4.1 n2678 C.4.1.4.1.6.2-Moped module mechanical factors/ Dismantled byRider 1 343 55 14 C.4.1.4.1.6.2-Moped module mechanical factors/ Dismantled by investigator? - Driveline

27 C.4.1 n2679 C.4.1.4.1.7.2-Moped module mechanical factors/ Enlarged? - D Rider 1 291 107 20 C.4.1.4.1.7.2-Moped module mechanical factors/ Enlarged? - Driveline

28 C.4.1 n2680 C.4.1.4.1.8.2-Moped module mechanical factors/ Tuned? - DriveRider 1 287 111 20 C.4.1.4.1.8.2-Moped module mechanical factors/ Tuned? - Driveline

29 C.4.1 n2681 C.4.1.4.1.9.2-Moped module mechanical factors/ Removed? - DRider 1 333 65 17 C.4.1.4.1.9.2-Moped module mechanical factors/ Removed? - Driveline

30 C.4.1 n2682 C.4.1.4.1.10.2-Moped module mechanical factors/ Type-approv Rider 1 292 106 15 C.4.1.4.1.10.2-Moped module mechanical factors/ Type-approved? - Driveline

31 C.4.1 n2683 C.4.1.4.1.3.3-Moped module mechanical factors/ Original equip Rider 1 307 91 6 C.4.1.4.1.3.3-Moped module mechanical factors/ Original equipment? - Intake filter

32 C.4.1 n2684 C.4.1.4.1.4.3-Moped module mechanical factors/ Aftermarket? -Rider 1 296 102 C.4.1.4.1.4.3-Moped module mechanical factors/ Aftermarket? - Intake filter

33 C.4.1 n2685 C.4.1.4.1.5.3-Moped module mechanical factors/ Visibly modifieRider 1 297 101 14 C.4.1.4.1.5.3-Moped module mechanical factors/ Visibly modified? - Intake filter

34 C.4.1 n2686 C.4.1.4.1.6.3-Moped module mechanical factors/ Dismantled byRider 1 345 53 11 C.4.1.4.1.6.3-Moped module mechanical factors/ Dismantled by investigator? - Intake filter

35 C.4.1 n2687 C.4.1.4.1.7.3-Moped module mechanical factors/ Enlarged? - InRider 1 296 102 17 C.4.1.4.1.7.3-Moped module mechanical factors/ Enlarged? - Intake filter

36 C.4.1 n2688 C.4.1.4.1.8.3-Moped module mechanical factors/ Tuned? - IntakRider 1 290 108 20 C.4.1.4.1.8.3-Moped module mechanical factors/ Tuned? - Intake filter

37 C.4.1 n2689 C.4.1.4.1.9.3-Moped module mechanical factors/ Removed? - InRider 1 304 94 14 C.4.1.4.1.9.3-Moped module mechanical factors/ Removed? - Intake filter

38 C.4.1 n2690 C.4.1.4.1.10.3-Moped module mechanical factors/ Type-approv Rider 1 299 99 12 C.4.1.4.1.10.3-Moped module mechanical factors/ Type-approved? - Intake filter

39 C.4.1 n2691 C.4.1.4.1.3.4-Moped module mechanical factors/ Original equip Rider 1 306 92 2 C.4.1.4.1.3.4-Moped module mechanical factors/ Original equipment? - Carburetor

40 C.4.1 n2692 C.4.1.4.1.4.4-Moped module mechanical factors/ Aftermarket? -Rider 1 299 99 9 C.4.1.4.1.4.4-Moped module mechanical factors/ Aftermarket? - Carburetor

41 C.4.1 n2693 C.4.1.4.1.5.4-Moped module mechanical factors/ Visibly modifieRider 302 96 C.4.1.4.1.5.4-Moped module mechanical factors/ Visibly modified? - Carburetor

42 C.4.1 n2694 C.4.1.4.1.6.4-Moped module mechanical factors/ Dismantled byRider 1 350 48 4 C.4.1.4.1.6.4-Moped module mechanical factors/ Dismantled by investigator? - Carburetor

43 C.4.1 n2695 C.4.1.4.1.7.4-Moped module mechanical factors/ Enlarged? - C Rider 1 295 103 C.4.1.4.1.7.4-Moped module mechanical factors/ Enlarged? - Carburetor

44 C.4.1 n2696 C.4.1.4.1.8.4-Moped module mechanical factors/ Tuned? - CarbRider 1 289 109 C.4.1.4.1.8.4-Moped module mechanical factors/ Tuned? - Carburetor

45 C.4.1 n2697 C.4.1.4.1.10.4-Moped module mechanical factors/ Type-approv Rider 1 300 98 1 C.4.1.4.1.10.4-Moped module mechanical factors/ Type-approved? - Carburetor

46 C.4.1 n2698 C.4.1.4.1.3.5-Moped module mechanical factors/ Original equip Rider 1 354 44 1 C.4.1.4.1.3.5-Moped module mechanical factors/ Original equipment? - Exaust system

47 C.4.1 n2699 C.4.1.4.1.4.5-Moped module mechanical factors/ Aftermarket? -Rider 1 342 56 13 C.4.1.4.1.4.5-Moped module mechanical factors/ Aftermarket? - Exaust system

48 C.4.1 n2700 C.4.1.4.1.5.5-Moped module mechanical factors/ Visibly modifieRider 1 336 62 6 C.4.1.4.1.5.5-Moped module mechanical factors/ Visibly modified? - Exaust system

49 C.4.1 n2701 C.4.1.4.1.6.5-Moped module mechanical factors/ Dismantled byRider 1 356 42 C.4.1.4.1.6.5-Moped module mechanical factors/ Dismantled by investigator? - Exaust system

50 C.4.1 n2702 C.4.1.4.1.7.5-Moped module mechanical factors/ Enlarged? - ExRider 1 324 74 C.4.1.4.1.7.5-Moped module mechanical factors/ Enlarged? - Exaust system

51 C.4.1 n2703 C.4.1.4.1.8.5-Moped module mechanical factors/ Tuned? - ExauRider 1 323 75 13 C.4.1.4.1.8.5-Moped module mechanical factors/ Tuned? - Exaust system

52 C.4.1 n2704 C.4.1.4.1.9.5-Moped module mechanical factors/ Removed? - ERider 1 349 49 5 C.4.1.4.1.9.5-Moped module mechanical factors/ Removed? - Exaust system

53 C.4.1 n2705 C.4.1.4.1.10.5-Moped module mechanical factors/ Type-approv Rider 1 333 65 5 C.4.1.4.1.10.5-Moped module mechanical factors/ Type-approved? - Exaust system

54 C.4.1 n2706 C.4.1.4.1.3.6-Moped module mechanical factors/ Original equip Rider 1 310 88 C.4.1.4.1.3.6-Moped module mechanical factors/ Original equipment? - Cylinder

55 C.4.1 n2707 C.4.1.4.1.4.6-Moped module mechanical factors/ Aftermarket? -Rider 1 298 100 C.4.1.4.1.4.6-Moped module mechanical factors/ Aftermarket? - Cylinder

56 C.4.1 n2708 C.4.1.4.1.5.6-Moped module mechanical factors/ Visibly modifieRider 1 304 94 C.4.1.4.1.5.6-Moped module mechanical factors/ Visibly modified? - Cylinder

57 C.4.1 n2709 C.4.1.4.1.6.6-Moped module mechanical factors/ Dismantled byRider 1 352 46 C.4.1.4.1.6.6-Moped module mechanical factors/ Dismantled by investigator? - Cylinder

58 C.4.1 n2710 C.4.1.4.1.7.6-Moped module mechanical factors/ Enlarged? - C Rider 1 298 100 C.4.1.4.1.7.6-Moped module mechanical factors/ Enlarged? - Cylinder

59 C.4.1 n2711 C.4.1.4.1.8.6-Moped module mechanical factors/ Tuned? - CylinRider 1 296 102 C.4.1.4.1.8.6-Moped module mechanical factors/ Tuned? - Cylinder

60 C.4.1 n2712 C.4.1.4.1.10.6-Moped module mechanical factors/ Type-approv Rider 1 303 95 C.4.1.4.1.10.6-Moped module mechanical factors/ Type-approved? - Cylinder

61 C.4.1 n2713 C.4.1.4.1.3.7-Moped module mechanical factors/ Original equip Rider 1 350 48 C.4.1.4.1.3.7-Moped module mechanical factors/ Original equipment? - Ignition system

62 C.4.1 n2714 C.4.1.4.1.4.7-Moped module mechanical factors/ Aftermarket? -Rider 1 336 62 C.4.1.4.1.4.7-Moped module mechanical factors/ Aftermarket? - Ignition system

63 C.4.1 n2715 C.4.1.4.1.5.7-Moped module mechanical factors/ Visibly modifieRider 1 337 61 C.4.1.4.1.5.7-Moped module mechanical factors/ Visibly modified? - Ignition system

64 C.4.1 n2716 C.4.1.4.1.6.7-Moped module mechanical factors/ Dismantled byRider 1 347 51 C.4.1.4.1.6.7-Moped module mechanical factors/ Dismantled by investigator? - Ignition system

65 C.4.1 n2717 C.4.1.4.1.8.7-Moped module mechanical factors/ Tuned? - Ignit Rider 1 329 69 C.4.1.4.1.8.7-Moped module mechanical factors/ Tuned? - Ignition system

66 C.4.1 n2718 C.4.1.4.1.10.7-Moped module mechanical factors/ Type-approv Rider 1 340 58 C.4.1.4.1.10.7-Moped module mechanical factors/ Type-approved? - Ignition system

67 C.4.1 n2719 C.4.1.4.1.3.8-Moped module mechanical factors/ Original equip Rider 1 290 108 C.4.1.4.1.3.8-Moped module mechanical factors/ Original equipment? - Trasmition ratio

68 C.4.1 n2720 C.4.1.4.1.5.8-Moped module mechanical factors/ Visibly modifieRider 1 283 115 C.4.1.4.1.5.8-Moped module mechanical factors/ Visibly modified? - Transmission ratio

69 C.4.1 n2721 C.4.1.4.1.6.8-Moped module mechanical factors/ Dismantled byRider 1 330 68 C.4.1.4.1.6.8-Moped module mechanical factors/ Dismantled by investigator? - Transmission ratio

70 C.4.1 n2722 C.4.1.4.1.8.8-Moped module mechanical factors/ Tuned? - TranRider 1 280 118 26 C.4.1.4.1.8.8-Moped module mechanical factors/ Tuned? - Transmission ratio

71 C.4.1 n2723 C.4.1.4.1.10.8-Moped module mechanical factors/ Type-approv Rider 1 285 113 C.4.1.4.1.10.8-Moped module mechanical factors/ Type-approved? - Transmission ratio

72 C.4.1 n2724 C.4.1.4.1.3.9-Moped module mechanical factors/ Original equip Rider 1 64 334 C.4.1.4.1.3.9-Moped module mechanical factors/ Original equipment? - Left pedal

73 C.4.1 n2725 C.4.1.4.1.4.9-Moped module mechanical factors/ Aftermarket? -Rider 1 39 359 C.4.1.4.1.4.9-Moped module mechanical factors/ Aftermarket? - Left pedal

74 C.4.1 n2726 C.4.1.4.1.5.9-Moped module mechanical factors/ Visibly modifieRider 1 39 359 C.4.1.4.1.5.9-Moped module mechanical factors/ Visibly modified? - Left pedal

75 C.4.1 n2727 C.4.1.4.1.6.9-Moped module mechanical factors/ Dismantled byRider 1 41 357 C.4.1.4.1.6.9-Moped module mechanical factors/ Dismantled by investigator? - Left pedal

76 C.4.1 n2728 C.4.1.4.1.9.9-Moped module mechanical factors/ Removed? - LRider 1 40 358 C.4.1.4.1.9.9-Moped module mechanical factors/ Removed? - Left pedal

77 C.4.1 n2729 C.4.1.4.1.10.9-Moped module mechanical factors/ Type-approv Rider 1 40 358 C.4.1.4.1.10.9-Moped module mechanical factors/ Type-approved? - Left pedal

78 C.4.1 n2730 C.4.1.4.1.3.10-Moped module mechanical factors/ Original equi Rider 1 63 335 C.4.1.4.1.3.10-Moped module mechanical factors/ Original equipment? - Right pedal

79 C.4.1 n2731 C.4.1.4.1.4.10-Moped module mechanical factors/ Aftermarket?Rider 1 38 360 C.4.1.4.1.4.10-Moped module mechanical factors/ Aftermarket? - Right pedal

80 C.4.1 n2732 C.4.1.4.1.5.10-Moped module mechanical factors/ Visibly modif Rider 1 39 359 C.4.1.4.1.5.10-Moped module mechanical factors/ Visibly modified? - Right pedal

81 C.4.1 n2733 C.4.1.4.1.6.10-Moped module mechanical factors/ Dismantled bRider 1 41 357 C.4.1.4.1.6.10-Moped module mechanical factors/ Dismantled by investigator? - Right pedal

82 C.4.1 n2734 C.4.1.4.1.9.10-Moped module mechanical factors/ Removed? - Rider 1 41 357 C.4.1.4.1.9.10-Moped module mechanical factors/ Removed? - Right pedal

83 C.4.1 n2735 C.4.1.4.1.10.10-Moped module mechanical factors/ Type-appro Rider 1 39 359 C.4.1.4.1.10.10-Moped module mechanical factors/ Type-approved? - Right pedal

84 C.4.1 n2736 C.4.1.5.1-Moped module human factors/ Rider Motorcycle TrainRider 1 59 339 58 C.4.1.5.1-Moped module human factors/ Rider Motorcycle Training/ If rider completed special moped training, how much time since completion?

85 C.4.1 n2737 C.4.1.5.2-Moped module human factors/ Rider Motorcycle TrainRider 1 268 130 53 C.4.1.5.2-Moped module human factors/ Rider Motorcycle Training/ If rider did not complete special moped training, what was the reason?

86 C.4.1 n2738 C.4.1.5.2-Description of category: other Rider 398 0 C.4.1.5.2-Description of category: other

87 C.4.1 n2739 C.4.1.6.1.1-Moped module contributing factors/ Was moped/moRider 1 348 50 48 C.4.1.6.1.1-Moped module contributing factors/ Was moped/mofa travelling slowly relative to traffic?

88 C.4.1 n2740 C.4.1.6.1.2-Moped module contributing factors/ If moped was tr Rider 1 27 371 48 C.4.1.6.1.2-Moped module contributing factors/ If moped was travelling slower than the surrounding traffic, why?


90 C.4.1 n2742 C.4.1.6.1.3-Moped module contributing factors/ Were there any Rider 1 349 49 47 C.4.1.6.1.3-Moped module contributing factors/ Were there any traffic segregation measures (with respect to OVs, pedestrians, etc.)?

91 C.4.1 n2743 C.4.1.6.1.4-Moped module contributing factors/ What were the tRider 1 116 282 235 45 C.4.1.6.1.4-Moped module contributing factors/ What were the traffic segregation measures?


93 C.4.1 n2745 C.4.1.6.1.5-Moped module contributing factors/ Were the traffic Rider 1 110 288 239 47 C.4.1.6.1.5-Moped module contributing factors/ Were the traffic segregation measures adequate?

TOTAL 10


Cap

ítul

o: A

NE

XO

S

171

6.3.2.- Protocolo de causalidad HFF (Human Functional Failures).


Cap

ítul

o: A

NE

XO

S

172

HF

Codin

FFMethod

ngStepsGuide

HFFMethod

SheetN°1:Pre‐accidentsituation

CodingStep:1

A. Stabilised Situation

A.1 Going ahead A.1.1 Going ahead on a straight road A.1.2 Going ahead on a left bend A.1.3 Going ahead on a right bend

B. Intersection

B.1 On approach

B.1.1 Approaching a 'give way' intersection B.1.2 Approaching a 'stop' intersection B.1.3 Approaching a 'traffic signal' intersection B.1.4 Approaching intersection where road user has right of

B.2 Stopped

B.2.1 Stopped at a 'give way' intersection B.2.2 Stopped at a 'stop' intersection B.2.3 Stopped at a 'traffic signal' intersection B.2.4 Stopped in road/ turning lane waiting to turn

B.3 Going ahead

B.3.1 Going straight on at a 'give‐way' intersection B.3.2 Going straight on at a 'stop' intersection B.3.3 Going straight on at a 'traffic signal' intersection B.3.4 Crossing intersection where road user has right of way B.3.5 Travelling on roundabout (not turning on/off) B.3.6 Travelling on slip‐road (not turning on/off)

B.4 Turning

B.4.1 Turning across traffic at a 'give‐way' intersection B.4.2 Turning across traffic at a 'stop' intersection B.4.3 Turning across traffic at a 'traffic signal' intersection B.4.4 Turning across traffic from main road into side road B.4.5 Turning away from traffic at a 'give‐way' intersection B.4.6 Turning away from traffic at a 'stop' intersection B.4.7 Turning away from traffic at a 'traffic signal' B.4.8 Turning away from traffic from main road into side road

C. Manoeuvre

C.1 Overtaking

C.1.1 Overtaking stationary vehicle on left C.1.2 Overtaking stationary vehicle on right C.1.3 Overtaking moving vehicle on left C.1.4 Overtaking moving vehicle on right

C.2 Changing lane C.2.1 Moved into lane on left (NOT overtaking) C.2.2 Moved into lane on right (NOT overtaking)

C.3 Slowing C.3.1 Stopping (not at junction)

C.3.2 Parking (roadside)

C.4 Starting C.4.1 Starting (not at junction) C.4.2 Leaving parking space (roadside)

C.5 Turning (not at intersection)

C.5.1 Turning across traffic from main road into private drive C.5.2 Turning away from traffic from main road into private C.5.3 Turning across traffic out of private drive C.5.4 Turning away from traffic out of private drive

C.6 Reversing C.6.1 Reversing C.7 U‐turn C.7.1 U‐turn C.8 In wrong direction C.8.1 Driving in wrong direction (e.g. down a one‐way road)

D. Other

D.1 Parked C.1.1 Parked D.2 Stopped in traffic queue D.2.1 Stopped in traffic queue

D.3 Pedestrian crossing D.3.1 Approaching pedestrian crossing D.3.1 Stopped at pedestrian crossing

D.4 Railway crossing D.4.1 Approaching railway crossing D.4.2 Stopped at railway crossing

HFFMethod

SheetN°2:Factors

CodingStep:2‐4and8

User

related

Factors

A. User State

1. Physical/ Physiological

A.1.1 Medical condition

Heart condition/Epilepsy/Other brain condition/Respiratory condition/Blood

condition/Other condition

A.1.2 Pre‐existing impairment

Hearing/Visual/Physical disability/Other impairment

A.1.3 Behavioural slowness

Linked to age

2. Psycho‐physiological condition

A.2.1 Substances taken ‐ alcohol

Above ‘legal’ limit/ Below ‘legal’ limit

A.2.2 Substances taken ‐ drugs

Illegal drugs

A.2.3 Substances taken ‐ Medication

Correctly used medication/ Misused medication

A.2.4 Emotional Upset/Angry/Anxious/Happy/Other emotion

A.2.5 Fatigue Physical/Mental

A.2.6 In a hurry In a hurry

A.2.7 Panic The road user is overwhelmed by the situation

3. Internal conditioning of performed

task

A.3.1 Right of way status

Rigid attachment to the right of way status

A.3.2 Excessive confidence

Excessive confidence in signs given to others

A.3.3 Identification of potential risk

Identification of potential risk about only part of the situation

A.3.4 Overall time constraint

Affected to the journey

A.3.5 Situational time constraint

Affected to a maneuver

A.3.6

Trivialization of the situation

Neglect the potential risk associated with the situation, notably for well known and usual situations

A.3.7 Illusion of visibility

The road user is confident in the fact that he has been seen by the other (often the case for less conspicuous road users: PTW riders, pedestrians)

A.3.8 Lights off

By night or during the day for vehicles which must put them on (PTW, cars for countries where it is

compulsory)

4. Risk taking

A.4.1 Illegal Speed Illegal/Erratic/Other

A.4.2 Legal Speed but inappropriate

Legal but inappropriate to situation constrains

A.4.3 Vehicle positioning

In front/Lateral/Other

A.4.4 Traffic control

Signs disobeyed/Signals disobeyed /Markings disobeyed/Other

A.4.5 ‘Eccentric’ motives

Testing a vehicle/Thrill‐seeking/Competing/’Stunt’/Unspecified eccentric

motives

A.4.6 Atypical acceleration

Levels of acceleration which can surprise the other road users (specifically for motorbikes)

A.4.7 Atypical overtaking

Overtaking on the wrong lane / filtering / gymkhana

A.4.8 Excess of caution

Too much caution affected to the driving activity

B. Experience

1. Little/None

B.1.1 Driving Learner/New driver/Infrequent driver/Other

B.1.2 Route New route/Road type/New road/Road

feature/Driving on the left/Driving on the right/Other

B.1.3 Vehicle New vehicle/

Transmission type/ Left hand drive vehicle/

Right hand drive vehicle/ Other vehicle feature

B.1.4 Environment Night driving/City driving/Country driving/Driving in snow/Driving in fog/Driving in wet or flood/Driving in

ice/Other

B.1.5 Driving Change in driving rules/Other

2. Over‐experienced

B.2.1 Route Route in general/Road type/New road/Road

feature/Other

B.2.2 Vehicle New vehicle/

Transmission type/Other vehicle feature

B.2.3 Environment Night driving/City driving/Country driving/Driving in snow/Driving in fog/Driving in wet or flood/Driving in

ice/other

C. Attention

1. Attention disturbances

C.1.1 Distraction outside vehicle*

Police/Animal in road/ Sunlight or sunset/ People in roadway/

Crash scene/Other perceived danger/Road construction/ Searching for directional information/

Unspecified outside distraction

C.1.2 Distraction within vehicle*

Adjusting radio/ Adjusting cassette/

Adjusting CD/ Other occupant/

Moving object in vehicle/ sing or viewing device integral to vehicle/ Using other device brought into vehicle/

Adjusting climate controls/ Eating/Drinking/ Cell phone/ Smoking/

Looking inside vehicle/ Reaching for object/

Unspecified inside distraction

C.1.3 Distraction within user*

Lost in thought/ Medical problem

Environment

related Factors

D. Road Condition

D. 1 Contaminants: Wet/Flood/Snow Wet/Flood/Snow

D.2 Contaminants: Ice/Frost Ice/Frost

D. 3 Contaminants: Oil/Diesel Oil/Diesel

D. 4 Contaminants: Sand/Gravel/Mud Sand/Gravel/Mud

D. 5 Surface defects Potholes/Cracks/Bumps

D. 6 Surface type Asphalt/Concrete/Untreated/Cobbles

/Brick/Other

E. Road Geometry

E. 1 Bend(s) Left/Right/Wide/Tight/Multiple bends

E. 2 Slope(s) Decline/Incline/Multiple slopes

E. 3 Road width Wide/Narrow/Single lane/Multiple

lanes/Change in width

E. 4 Adverse camber Left/Right

E. 5 Traffic calming Road hump/Speed

table/Throttle/Chicane

E. 6 Temporary road layout Roadworks/Other

E. 7 Misleading/complex road layout Misleading/Complex

E. 8 Speed‐inciting layout Bend in road/Straight

road/Gradient/Wide road/Continuity effect

E.9 Monotonous Layout Ex: Motorway

F. Traffic Condition

F.1 Difficulties of obtaining an insertion slot

Traffic dense, erratic, at high speed

F.2 Other road user(s) : Absence of clues to manoeuvre

Absence of clues to manoeuvre

F.3 Other road user(s) : Ambiguity of clues to manoeuvre

Ambiguity of clues to manoeuvre

F.4 Other road user(s) : Atypical manoeuvres

Atypical manoeuvres

F.5 Illegal road user(s) manoeuvres No respect of Traffic light/ stop / signal

F.6 Disruptive behaviour of another user Low speed/ hesitant behaviour

F.7 Being drawn into manoeuvre Passenger/Vehicle ahead/Vehicle

behind/Pedestrian/Cyclist

G. Visibility Impaired

G.1 Road lighting Type/Colour/Intensity/No lighting

G.2 Vehicle lighting Type/Colour/Beam type/No lighting

G.3 Day/night Daylight/Darkness/Dusk/Dawn

G.4 Sun glare Direct from sun/Reflection from wet

road

G.5 Weather Rain/Fog or mist/Snow/Hail

G.6 Smoke Vehicle/Nearby fire/Other

G.7 Terrain profile Bend/Slope/Side slope(s)/Other

G.8 Other vehicle(s) High vehicle/Wide vehicle/Parked

vehicle/Vehicle stopped in traffic/Other

G.9 Roadside objects

Overhanging tree(s)/ Overhanging shrubbery/Sign(s)/Bridge

structures/Barrier(s)/Wall(s)/Boundary fence(s)/Other

G.10 Glare Vehicle lights of other user/ sun

H. Traffic Guidance

H.1 Traffic signs/signals ‐ Insufficient Signs present but insufficient/Signals

present but insufficient/Signs absent/Signals absent/Other

H.2 Traffic signs/signals – Maintenance

Signs damaged/Signals damaged/Signs poorly maintained/Signals poorly maintained/Signs positioned incorrectly/Signals positioned

incorrectly/Other

H.3 Traffic signs/signals – Unexpected Signs replaced/Signals replaced/Signs

new/Signals new/Other

H.4 Traffic signs/signals – Inappropriate Signs inappropriate/Signals

inappropriate/Signs confusing/Signals confusing /Other

H.5 Road markings (visual/tactile) ‐ Insufficient

Visual markings present but insufficient/Tactile markings present but insufficient/Visual markings absent/Tactile markings absent

H.6 Road markings (visual/tactile) ‐ Maintenance

Visual markings damaged/ Tactile markings damaged/ Visual markings poorly maintained/ Tactile markings poorly maintained/ Visual markings

positioned incorrectly/ Tactile markings positioned incorrectly/Other

H.7 Road markings (visual/tactile) – Unexpected

Visual markings replaced/ Tactile markings replaced/ Visual markings new/ Tactile markings new/Other

H.8 Road markings (visual/tactile) ‐ Inappropriate

Visual markings inappropriate/ Tactile markings inappropriate/

Visual markings confusing/ Tactile markings confusing /Other

I. Other Environmental

Factors

I.1 Earlier collision Vehicle(s)/Debris/Other

I.2 Pedestrian in road Adult/Child/Other

I.3 Fire in road/roadside Car in Road/Car in Roadside/Other in

Road/Other in roadside

I.4 Level crossing Controlled/Uncontrolled

I.5 Animal in road Dog/Cat/Horse/Cow(s)/Pig(s)/Sheep/ Deer/Rabbit/Badger(s)/Fox(es)/Bird(s)/

Reptile(s)/Other animal(s)

I.6 Other obstacle(s) in road Vehicle part/Dead animal/Discarded

vehicle load/Other

I.7 Road works Major/Minor/Other

I.8 High wind Gale force/Storm Force/Hurricane

force/Other

vehicle related

Factors

J. Electro‐mechanical

J.1 Steering Partial failure/Total failure

J.2 Brakes Partial failure/Total failure

J.3 Engine Partial failure/Total failure

J.4 Suspension Partial failure/Total failure

J.5 Electrical/electronics Partial failure/Total failure

K. Maintenance

K.1 Windscreen/Glass

Front chipped/ Front cracked/ Front misted/Front dirty /

Front scratched/Rear chipped/ Rear cracked/Rear misted/ Rear dirty/Rear scratched/ Side chipped/ Side cracked/ Side misted/Side dirty/ Side scratched/Other

K.2 Tyre(s) Incorrect type/Air pressure/ Tread/

Blow‐out/Other

K.3 Exterior lights

Headlight type/Headlight bulb needs replacing/Headlight

cracked/Headlight broken cover/ Rear light type/ Rear light bulb needs

replacing/ Rear light cracked/ Rear light broken cover/ Brake light type/ Brake light bulb needs replacing/ Brake light cracked/ Brake light broken cover/ Indicator type/ Indicator bulb needs replacing/

Indicator cracked/ Indicator broken cover/ Fog light type/ Fog light bulb needs replacing/ Fog light cracked/

Fog light broken cover/Other

K.4 Interior lights

Fuel light/Oil light/Water light/Parking brake light/Other dashboard light/Other interior

lighting

L. Design L.1 Visibility

A‐pillar(s)/B‐pillar(s)/C‐pillar(s)/Steering wheel blocking view/Rear view mirror/Wing mirror(s)/Seating/Other

L.2 Auditory Auditory warnings confusing

L.3 Displays Colour/Size/Confusing information/Other

L.4 Controls Colour/Size/Confusing

information/Reach/Other

M. Load

M.1 Heavy On vehicle/Within vehicle/Other

M.2 Uneven On vehicle/Within vehicle/Other

M.3 Visibility obstructed On vehicle/Within vehicle/Other

HFFMethod

SheetN°3:PivotalFunctionalFailure

CodingStep:3

Delineation of functional failures found in In-depth accident data

Failure in information

acquisition ?

Failure in diagnosing

the situation ?

Failure in predicting

the situation ?

Failure when deciding to undertake

specific manoeuvre ?

Psychomotor

failure when performing

action ?

Overall failure ?

Failure to detect in visibility

constraints

Focalised acquisition of information

Cursory information acquisition

Interruption in information acquisition

Neglecting information acquisition demands

Not expecting (by default)

manoeuvre by another user

Expecting adjustment by another user

Expecting no perturbation

ahead

Directed violation

Deliberate violation

Violation - error

Poor control of a difficulty

Guidance problem

Lost of psycho-

physiological ability

Impairment of sensorimotor and cognitive

abilities

Exceeding cognitive abilities

Detection Diagnosis Prognosis Decision Execution Overall

Incorrect evaluation of

a road difficulty

Incorrect evaluation of

a gap

Incorrect understanding

of how site functions

Incorrect understanding of manoeuvre undertaken by another user

No

Situation characteristics

Failure in information acquisition?

Impaired detection of information?

Driving close to the limits (e.g. excessive speed) ?

Detect 1- Failure to detect linked to lack of visibility

Search for information carried out ?

Yes Yes

Yes

Yes

No

No

No

Detect 2- Focalised acquisition of information

Detect 3- Hasty search for information

Detect 4- Interruption in

Information acquisition

Detect 5- Failure to recognise information acquisition demands

Failure in predicting the situation?

Problem in anticipating manoeuvre undertaken by another user?

Prog 1- Not expecting (by default) manoeuvre by another user

Prog 2- Expecting adjustment by another user

Prog 3- Expecting no perturbation ahead

Problem in predicting presence of another

Failure in diagnosing the situation?

Problem in evaluating physical parameter

Diag 1- Incorrect evaluation

of a road difficulty

Diag 2- Incorrect evaluation of gap

Diag 3- Incorrect understanding of how site functions

Diag 4- Incorrect understanding

of another user manoeuvre

Problem in understanding detected information?

Failure when deciding to undertake specific manoeuvre?

Decision imposed by situational characteristics? Dec 1-Directed violation

Voluntary decision?

Influence of external disturbance?

Exec 1- Vehicle controllability

Exec 2- Guidance defect

Over 1- Loss of psycho-physiological ability

Overall failure? Over 2- Impairment of sensorimotor and cognitive abilities

Over 3- Exceeding cognitive abilities

Yes

Yes Yes

Yes

Yes Yes

No

No

No

Yes

Yes

yes

Yes

No

Yes

No

Dec 2-Deliberate violation

Dec 3-Violation - error

No

No

No

Psychomotor failure when performing action?

Yes

HFFMethod

SheetN°4:TYPICALHFFGENERATINGSCENARIOS(Top30)

CodingStep:5

Category of

HFF

Type of Human Functional

Failure (HFF) Typical Human Failure Generating Scenario

Detection

Detect 1 failure ‐ Non‐detection in visibility constraints conditions

'Detect 1C': Road user surprised by a pedestrian or a two‐wheeler non‐visible when approaching

'Detect 1D': Driver surprised by the manoeuvre of a non‐visible approaching vehicle

Detect 2 failure ‐ Information acquisition focused on a partial component of the situation

'Detect 2A': Focalisation on a directional problem

'Detect 2B': Focalisation towards a source of information as a function of driver's layout representation

'Detect 2C': Focalisation towards a source of information regarding the importance of the traffic flow

'Detect 2D': Focalisation towards an identified source of danger

Detect 3 failure ‐ Cursory or hurried information acquisition

'Detect 3A': Cursory search for information while turning on the left (on the right for left driving countries)

'Detect 3B': Cursory search for information while crossing intersection

Detect 4 failure ‐ Momentary interruption in information acquisition activity

'Detect 4A': Non‐detection of the rapprochement from the vehicle ahead

Detect 5 failure ‐ Neglecting the need to search for information

'Detect 5A': Late detection of the slowing down of the vehicle ahead

'Detect 5B': Late detection of a non‐priority road user starting manoeuvre in intersection

Diagnosis

Diag 1 failure ‐ Erroneous evaluation of a passing road difficulty

'Diag 1B': Under evaluation of the difficulty of an although known bend

'Diag 1C': Erroneous evaluation of a bend difficulty in a context of playful‐driving

Diag 2 failure ‐ Erroneous evaluation of the size of a gap

'Diag 2B': Erroneous evaluation of a merging gap connected to the low attention paid to the manoeuvre

Diag 3 failure ‐ Mistaken understanding of how a site functions

' Diag 3A': Mistaken understanding leading to a stopping failure in intersection

Diag 4 failure ‐ Mistaken understanding of another user's manoeuvre

' Diag 4B': Mistaken understanding of the other's manoeuvre related to the polysemy of their signals

'Diag 4C': Mistaken understanding of other's manoeuvre related to cursory processing of the interaction

Prognosis

Prog 1 failure ‐ Expecting another user not to perform a manoeuvre

'Prog 1A': Expecting a non priority vehicle not to undertake a manoeuvre in intersection

Prog 2 failure ‐ Actively expecting another user to take regulating action

'Prog 2B': Erroneous expectation of the stopping of a non priority vehicle approaching intersection

'Prog 2C': Erroneous expectation of the stopping of a non priority vehicle coming on the trajectory

Prog 3 failure ‐ Expecting no perturbation ahead

'Prog 3A': Expecting no vehicle ahead in a bend with no visibility

Decision

Dec 1 failure ‐ Violation directed by the characteristics of the situation

'Dec 1A': Road user directed to go ahead in order to take the information

Dec 2 failure ‐ Deliberate violation of a safety rule

'Dec 2B': Overtaking on a zone with limited axial‐visibility

Dec 3 failure ‐ Violation‐error 'Dec 3B': Going ahead at intersection being drawn into manoeuvre

Execution

Exec 1 failure ‐ Poor control of an external disruption

'Exec 1A': Sudden encounter of an external disruption

'Exec 1B': Sudden encounter of an external disruption, more or less expectable

Exec 2 failure ‐ Guidance problem

'Exec 2A': Guidance interruption consequently to attention orientation towards a secondary task

'Exec 2B': Guidance interruption consequently to attention impairment

Overall

failure

Over 1 failure ‐ Loss of psycho‐physiological capacities

'Over 1A': Loss of psycho‐physiological capacities consequently to a falling asleep or ill‐health

Over 2 failure ‐ Alteration of sensorimotor and cognitive capacities

'Over 2A': Alteration of trajectory negotiation capacities

'Over 2B': Alteration of guidance capacities

Over 3 failure ‐ Overstretching cognitive capacities

'Over 3A': Overstretching processing capacities in traffic interaction situation

HFFMethod

SheetN°5:Involvementlevelofthedriver

CodingStep:6

CODE Signification Explanation

PC Primary contributing

This modality designates the drivers who 'provoke the disturbance’.

SC Secondary contributing

These drivers are not at the origin of the disturbance which precipitates the conflict, but they are however part of the genesis of the accident by not trying to resolve this conflict.

NC No contributing They are not considered as 'active' in the degradation because the information they had did not enable them to prevent the failure of others (contrary to the secondary contributing). They were not able to anticipate, due to this lack of information, the degradation of the situation, while the avoidance of the accident would have been possible in theory if this information had been supplied to them in time.

OP Only present These drivers are not involved in the destabilization of the situation even if they are nevertheless an integral part of the system. Their only role consists in being present and they cannot be considered as an engaging part in the disturbance.

HFFMethod

SheetN°6:EmergencyFailure

CodingStep:7

Code Description Recovered In the case when for the driver considered the avoidance

manoeuver was adapted but the other one's neutralized this adaptation

ND The AD of danger implies road users who did not detect the accident situation nor the emergency situation.

D1 The maneuver is the result of a decision forced by the situation constraints (offering no other choice).

D2 The choice of the maneuver that the road user decided to put put forward is not suitable.

E1 The intention of maneuver is appropriate (adapted option) but the execution carried out is incorrectly because of several strong situational constraints.

E2 The intention of the performance is appropriate (adapted option) but not successful because of poor execution control issues.

Unavoidable Distance / time conditions are too short to allow to achieve a successful avoidance.

HFFMethod

SheetN°7:CrashConfiguration

CodingStep:9

For each vehicle and whatever the vehicle

Code Description Primary crash configuration

PCC.1 Front PCC.2 Lateral PCC.3 Back PCC.4 roll‐over PCC.5 Reversal PCC.6 Side swipe PCC.7 Unclassifiable

Primary crash Side

PCS.F Front PCS.B Back PCS.L Left PCS.R Right PCS.Ro Roof PCS.U Unclassifiable

Secondary crash configuration

SCC.0 No Secondary Choc SCC.1 Front SCC.2 Lateral SCC.3 Back SCC.4 roll‐over SCC.5 Reversal SCC.6 Side swipe SCC.7 Unclassifiable

Secondary crash Side

SCS.F Front SCS.B Back SCS.L Left SCS.R Right SCS.Ro Roof SCS.U Unclassifiable

HFFMethod

SheetN°8:CrashAggravatingFactors

CodingStep:10

Code Crash Factors Users related factors U.1 Size of driver / passenger

U.2 Weight of driver / passenger U.3 Old of driver/ passenger U.4 Gender of driver / passenger U.5 Medical condition U.6 Substances taken ‐ alcohol U.7 Substances taken ‐ Drugs U.8 Substances taken ‐ medication U.9 Fatigue U.10 speed U.11 No braking

Main Impact type of main

obstacle (having absorbed the greatest

amount of impact energy)

PC.1 Nothing PC.2 small utility vehicle (mini van, derivative of a four‐door

sedan: cat 4 ) PC.3 small utility vehicle ( van < 3,5 T : category 5 ) PC.4 off‐road vehicle ( category 7 ) PC.5 4X4 PC.6 heavy truck ( >3,5 T ) PC.7 public transportation PC.8 Train PC.9 farm tractor PC.10 camper or small trailer PC.11 heavy construction vehicle PC.12 non‐motorized two‐wheel vehicle PC.13 motorized two‐wheel vehicle PC.14 ground ( only in the case of roll‐over ) PC.15 pole / lamp post PC.16 tree PC.17 guide rail PC.18 sign post PC.19 ditch ‐ gutter PC.20 embankment PC.21 fence PC.22 wall / bridge pilon / building PC.23 lane divider wall

PC.24 pedestrian PC.25 large animal PC.26 other

Secondary Impact (impact having

absorbed less energy than main impact)

SC.1 Nothing SC.2 small utility vehicle ( mini van, derivative of a four‐

door sedan: cat 4 ) SC.3 small utility vehicle ( van < 3,5 T : category 5 ) SC.4 off‐road vehicle ( category 7 ) SC.5 4X4 SC.6 heavy truck ( >3,5 T ) SC.7 public transportation SC.8 Train SC.9 farm tractor SC.10 camper or small trailer SC.11 heavy construction vehicle SC.12 non‐motorized two‐wheel vehicle SC.13 motorized two‐wheel vehicle SC.14 ground ( only in the case of roll‐over ) SC.15 pole / lamp post SC.16 tree SC.17 guide rail SC.18 sign post SC.19 ditch ‐ gutter SC.20 embankment SC.21 fence SC.22 wall / bridge pilon / building SC.23 lane divider wall SC.24 pedestrian SC.25 large animal SC.26 other

Safety system SS.1 Occupants completely ejected SS.2 Occupants partially ejected SS.3 Occupant pushed forward by thrust of rear occupant

or load SS.4 Seat belt not available SS.5 Seat belt not fasted SS.6 Seat belt rear passenger unbelted SS.7 Seat belt rear passenger unavailable SS.8 child restraint system unbelted SS.9 Child restraint system properly fastened / defect SS.10 frontal Air‐bag absent or defect SS.11 Lateral Air‐bag absent or defect

1

HFFMethod

SheetN°9:Pictogram

CodingStep:11

2

3

4

5


Cap

ítul

o: A

NE

XO

S

199

6.3.3.- Protocolo de causalidad ACASS.


Cap

ítul

o: A

NE

XO

S

200

ACASS Codebook Page 1

ACASS Codebook 1. Introduction Page 2 2. Coding structure of accident causes Page 3 3. Composition of the accident causation code Page 4 4. Code list Page 6 5. Additional codes concerning the information source Page 10 6. Case examples Page 11 7. Psychological background of the analysis with 7 Steps Page 15 8. Literature Page 19


Introduction Accidents happen as consequence of disregarding traffic rules and a conflict situation between the road users, whose temporal movement leaves no room for avoiding a collision. The police accident documentation contains a kind of determination of accident causes, which however is oriented at criminal proceedings and not at finding the detailed (human‐) accident cause. Thus the objective was to compile an evaluation‐neutral coding system of accident causes and/or of accident influence parameters, which can be used within the procedures of accident research. This system had to contain the individual components "human‐vehicle‐environment" and had to supply a methodology for the collection of important information, it also had to make the causes and/or influence parameters available for computer‐based recording and evaluation. For In‐Depth data collection on‐scene it is particularly helpful, to have a system which can not exclusively be applied by psychological specialists, but also by other researchers after a psychological and system‐oriented training. Beyond that it is well known from past on scene accident research activities that not always all information concerning the accident is available and that the persons involved in an accident are not always available for questioning. Even in these cases without a direct interview of the involved parties the causes of the accident should still be analyzable. Therefore with ACASS (Accident Causation Analysis with Seven Steps) a suitable system was developed and the relevant parameters were defined. In a second step a technical and practical coding structure around these parameters was developed with the following requirements:

The system should focus on the human accident causes. Over 90% of the accident causes are based on human failures [PUND et al. 2007]

The system should allow for a structured categorization of human causes in a sequence of basic human functions. With this knowledge the system can more easily be used by non‐psycologists with after a system‐oriented training. Further the system provides a tool for collecting data e.g. in an interview by questioning along the sequence of basic human functions.

The collected causation information should be able to be collected in a code of numbers. This way causation information with different levels of detail can be recorded in a simple and economic way. Beyond that the easy computer based analysis of causation information is made possible.

The analysis of the human factors is achieved by describing the human participation factors ‐ and failures of these ‐ in a chronological sequence from the perception to concrete action/operation. This is done by considering the logical sequence of basic human functions when reacting to a request for reaction. In addition to the Information access (1) these 6 basic human functions are Observation (2), Recognition (3), Evaluation (4), Planning (5), Selection of operation (6) and the Operation (7) itself, where the participant can have an error when accomplishing the driving task [PUND et al. 2005]. These functions provide the 7 subcategories of human causes (“7 Steps”). In the context of implementing ACASS into non‐psycologist based on‐scene data collection it appeared to be sensible to simplify the seven categories of human causation factors, to improve the practicability of this system during on scene investigations for team members. Thus two changes were performed:

1. The categories “(2) Observation” and “(3) Recognition” were merged to one category “Information access”

2. The category “(6) Selection” was merged into the category “(7) Operation”. These remaining five categories (Figure 1) are the main categories of human causation factors and may easily be converted back into a seven step system with the knowledge of the specific influence criteria of the categories.

Figure 1: Simplification of the 7 categories of human failures into 5 categories


1. Coding structure of accident causes With traffic accidents it can happen that more than one accident participant causally contributed to the emergence of the accident. Also it occurs that the combination of more than one causation factor on the part of a participant led to the development of the accident. To record the accident causes with ACASS it is therefore possible to assign multiple accident causation factors to each accident participant (see Figure 2). Each causation factor is recorded as a code which consists of four numbers (human causes) respectively of 3 numbers (causes from the vehicle technology or infrastructure/nature). The source from which the causation information originates (e.g. interview with participant in the hospital = 2) is coded together with each causation factor. If information is received from different sources, the most reliably appearing source is indicated. In case of legitimate doubts concerning the truth of a statement (e.g. defensive maneuver of a participant), this can be expressed by setting a checkmark next to the information source. Furthermore there is a text field to each cause factor where a short explanation should be given why the code was chosen

Figure 2: Coding structure of accident causes. Which causation factors should be coded? A goal of coding of the causation factors is to indicate the main cause relevant for the accident emergence. If further relevant factors were overlaying and were not consequences of an already specified factor, these are also coded. Doing so, as few relevant factors as possible and as many relevant factors as necessary should be coded. Thus it is possible to code multiple codes per accident. It is important that only information is coded, which was inquired in the context of the interview and/or which was documented in reports. Assumptions of causes without existing references should not be coded. Exception: The interview gives evidence that a participant is not saying the truth (defensive maneuver). A human causation factor is only relevant for coding, if a road user ‐ due to his perception, estimation or action ‐ shows a reaction deviating from the normal, safe behavior in traffic. Example: If road user “A” suddenly and unexpectedly finds another road user “B” ignoring the right of way of road user “A” (e.g. by running over a red light at a crossroad), the code „wrong expectation concerning the behavior of other road users“ would not be relevant. Road user “A” had no indication that a situation would arise which deviates from a normal and safe traffic situation and accordingly showed no abnormal behavior by entering the crossroad himself at green light.


Factors from the environment and infrastructure, which have a possible influence on the accident emergence, are only relevant if the criteria „suddenness “, „unforeseeableness “and „happening against own expectation“ is given. Causation factors are therefore only coded if they have actually caused the accident (e.g. a wet road alone does not always lead to the fact that this condition was also causative)

3. Composition of the accident causation code In road traffic accidents 3 different ranges of causes are to be expected: Humans causes, causes from the range of the machine and causes from the range of the environment. (see Figure 3). In accordance with this the causation factors, which contributed to the accident emergence, can be divided into 3 groups: Human causation factors; Causation factors from the range of the technology of the vehicle; causation factors from the range of the infrastructure and/or the environment. This distribution describes the first number of the causation code. Accordingly with all human causation factors (group 1) the first number of the code is „1 “.

Figure 3: Groups of causes in road traffic accidents Each of the three groups is subdivided into specific categories of causation factors (As seen exemplarily for group 1 in Figure 4). These categories are described by the 2nd number of the causation code. Each category is further subdivided into characteristic influence criteria (3rd number of the code), which represent the most frequent factors, which led to an accident. Only in the human causation factors (group 1) each influence criteria can be further specified by specific indicators (4th number of the code) Example: If someone were distracted by a conversation with a passenger, and thus did not recognize important traffic information, the code of this cause would be: 1 – 2 – 01 – 3 Explanation: The accident cause here is from the group of human causation factors (first number = 1); Not recognizing something is a failure in the category of the information admission (second number = 2); The influence criterion here is a distraction from inside the vehicle (third number of the code = 1); The distraction in the vehicle occurred due to a passenger (fourth number of the code = 3)


Figure 4: Composition of the ACASS‐code – here exemplarily for Group 1 (human factors) Important: With the human causation factors (group 1) the categories constitute the operational sequence of the human basic functions when reacting to an inducement. That means, if the person had access to all the necessary information for the driving task (first category), 4 basic human functions follow where failures can occur:

The information admission (was everything attentively observed and recognized?)

The information evaluation (was the recognized judged and estimated correctly?)

The objective/plan (was a correct decision/plan made for the solution of the problem?)

The action (e.g. was the intention to brake correctly executed?) These basic functions are complete and are all gone through in this order with human reactions. The knowledge of these basic functions facilitates the determination of the cause of accident e.g. during the interview.


4. Code list Group 1: Human causation factors The human causation factors describe situative influences, i.e. solely causation factors are coded, which were effective at the moment of the accident emergence. Failures which were made for example before departure (iced windows, wrong vehicle loading) or during the trip before the accident are not relevant. Outlasting factors like influence of alcohol or tiredness are coded, when they show effect in the situation of the accident emergence (Example: Influence of alcohol Attention lowered 1-2-04-2)

1st no.

2nd number (Category)

3rd number (Criteria)

4th number (Indicator)

(1)

Sit

uat

ion

al h

um

an f

acto

rs

(1) Information

access

Code if the participant did not have access to relevant information at the emergence of the accident. An available

piece of information can not be perceived if it was

covered / hidden by objects inside or outside the vehicle of if it could not be registered due to physical conditions or

disease.

01 Information not perceivable due to disease or physical condition

(0) Not. Specified (8) Other (9) Multiple (1) seeing proble. \ / wrong or not corrected (2) hearing probl. / \ problems with eyes or ears

02

Information hidden/covered by objects outside the vehicle Applies for objects which are not connected with the vehicle

(0) N.s. (8) Other (9) Multiple (1) Buildings (2) Plants (3) Parking vehicles (4) Standing or moving vehicles

03

Information hidden/covered by objects inside the vehicle This also includes trailers and external objects fixed to the vehicle

(0) N.s. (8) Other (9) Multiple (1) Passengers (2) vehicle-load (3) steamed-up / frosted windows (4) Retrofit devices (mobile GPS-navigation) (5) bodywork pillars and other components

04 Information-masking By atmospheric conditions or lack of contrast

(0) N.s. (8) Other (9) Multiple (1) Darkness (2) Heavy rain (3) Fog (4) Dazzle (Sun, other vehicles) (5) superimposition of relevant information

(other light sources, similarity of colour) (6) sound overlapped by noise

(2) Information admission

When the relevant

information could have been acquired by the participant, however it

was not acquired in time or at all. The participant could have been able to gather the information by reason of adequate perception conditions,

however failed to do so.

01 Distraction from inside the vehicle

(0) N.s. (8) Other (9) Multiple (1) Operation of devices (2) by passengers (3) On the phone / Music (4) Animals

02 Distraction from traffic environment

(0) N.s. (8) Other (9) Multiple (1) Posters, showcases etc. (2) Poeple

03 Internal distraction (thoughts / emotions)

(0) N.s. (8) Other (9) Multiple (1) Irritation, anger (2) Sadness, worries (3) Hurry, stress

(4) Exhilaration, euphoria

04 Activation too low Attention hindered/reduced due to physiological conditions. Resulting in a reduction of information admission

(0) N.s. (8) Other (9) Multiple (1) physical stress, fatigue (2) Alcohol (3) Drugs (4) Disease / Medicine (5) Blackout (Heart attack, seizure) (6) Due to age/retarded development

(Children, mentally disabled poeple)

05 Wrong identification due to excessive demands „Information overload“

(0) N.s. (8) Other (9) Multiple (1) Complex Information (stimulus satiation) (2) Complexity (not the amount of Information,

but the arrangement)

06

Wrong focus of attention When observing the traffic situation the attention was aimed towards the relevant objects, but the immediate relevant information (e.g. Collision opponent) was missed

(0) N.s. (8) Other (9) Multiple (1) Focus on other road user

(Looking towards other road users and Missing the relevant road user)

(2) Focus on traffic signal (traffic lights, traffic sign)

(3) Wrong strategy of observation (failed reorientation or missed reassuring view)


Group 1: Human causation factors (continued)

1st no.




(1)

Sit

uat

ion

al h

um

an f

acto

rs

(3) Information evaluation

The participant has ingested the all relevant

information but has misjudged or

misinterpreted it.

01

Wrong expectation concerning the accident place or the behaviour of other road users due to false assumption

(0) N.s. (8) Other (9) Multiple (1) Communication failure (between Road users) (2) lack of knowledge of the place (3) Inappropriate confidence due to habits / experience (A Frequent experience of a traffic situation leads to a wrong information Interpretation. E.g. „Never before someone came out of there“)

02 Misjudgement of speed or distance of other road users

(0) N.s. (8) Other (9) Multiple (1) Misjudgement of speed of other road user (2) Misjudgement of distance of other road user

03

Misjudgement concerning the own vehicle (Misjudgement of the driving state or the vehicle reaction in a critical situation)

(0) N.s. (8) Other (9) Multiple (1) Underestimation of own speed (2) Vehicle behaviour (dynamics, stability) (3) Misjudgement of the breaking or accelerating

power of the vehicle (4) Misinterpretation of driver assistance systems

(displays, signals)

(4) Planning

The information was ingested and evaluated correctly however the

participant drew wrong conclusions concerning

the action to manage the situation. This concerns no reflexful actions - the

participant must have had enough time for

planning. A further form is the conscious action

against well-known traffic rules

01 Decision error The participant had enough time to select an action strategy but has chosen the wrong action alternative

(0) N.s. (8) Other (9) Multiple (1) Wrong manoeuvre planned (e.g. evasion

manoeuvre instead of breaking) (2) Wrong assumption concerning the

development of a situation (Movement of other road user was assumed incorrectly)

02

Intentional breach of rules Refers only to a situational intentional breach of rules; not due to lack of information. Driving under influence of alcohol is not applicable here.

(0) N.s. (8) Other (9) Multiple (1) neglecting of right of way (2) driving above speed limit (3) wrong overtaking (4) wrong turning manoeuvre (5) too little distance to vehicle ahead (6) Problematic driving motive (Suicide, murder,

fleeing from police) (7) Irregular use of roadway (e.g. cycling on a

pedestrian path)

(5) Operation

Errors or difficulties arose during the

execution of the planned action. This can cover

too late, wrong, omitted or reflexful actions.

Code only if the incorrect action was

causal for the accident

01

Mix-up error or operation error (e.g. mix-up of break pedal and accelerator pedal)

(0) N.s. (8) Other (9) Multiple (1) Pedals (mix-up, slip off) (2) gear shift (3) operating controls

02 Reaction error

(0) N.s. (8) Other (9) Multiple (1) too week braking (2) too late braking (3) too strong braking/ over-braking (4) Steering too week / too late / not at all (5) Overreaction steering (6) Omitted reaction – no action.

Important: If detailed information to a causation factor is not determinable, then it is also possible to code only the first number, only the first two numbers or only the first three numbers of the code. Example: It is only known that a participant did not see/recognize another road user, it was determinable why. Here the following may be coded: 1 - 0 - 00 - 0 (unknown human influence) 1 - 2 - 00 - 0 (human factor - information admission – n.s. – n.s.) 9 - 0 - 00 - 0 (influence given however no distinction regarding the group is possible) 0 - 0 - 00 - 0 (this participant did not contribute to the emergence of the accident)


Group 2: Causation factors from the vehicle technology The causation factors from the range of the technology of the vehicle solely concern factors of the vehicle of an involved road user (e.g. brakes). This does not concern the technology of the infrastructure (e.g. traffic light).

1st no.




(2)

Cau

sati

on

fac

tors

fro

m t

he

veh

icle

tec

hn

olo

gy

(1) Technical

defect

(00) N.s. (01) Brakesystem (02) Steering (03) Tires / wheels (tread depth / damages / puncture) (04) Suspension / Underbody (05) vehicle body (06) Engine (07) Drive train (08) Lights (extern) (09) Vehicle electrics (10) Vehicle electronics – intervening dirver assistance system (11) Vehicle electronics – information systems (LDW, IR-Cam…) (12) Operating controls (13) Internal Illumination (14) Load tie-down (15) Other (16) Multiple

(0)

(2) illegal

technical alteration of

vehicle

(00) N.s. (01) Brakesystem (02) Steering (03) Tires / wheels (tread depth / damages / puncture) (04) Suspension / Underbody (05) vehicle body (06) Engine (07) Drive train (08) Lights (extern) (09) Vehicle electrics (10) Vehicle electronics – intervening dirver assistance system (11) Vehicle electronics – information systems (LDW, IR-Cam…) (12) Operating controls (13) Internal Illumination (14) Load tie-down/Overload (15) Other (16) Multiple

(0)

(3) Human-

Machine-Interface

(00) N.s. (01) Reachability (Acces to controls) (02) Inappropriate Illumination (03) Unclear intuitive usability (04) Noise (e.g. excessive vehicle noise) (05) Line-of-sight obstruction towards Displays or controls (06) Insufficient/wrong information displayed (e.g. navigation system, speedometer) (07) Other (09) Multiple

(0)


Group 3: Factors from environment and infrastructure The causation factors from the range of the environment and infrastructure include factors from the infrastructure (road, roadside, road sign), from the weather, nature, from traffic organization of from third parties.

1st no.




(3)

Fac

tors

fro

m e

nvi

ron

men

t a

nd

infr

astr

uct

ure

(1) Condition/

maintenance code if the road way

shows characteristics which caused the

accident which are to due to bad maintenance or a bad condition. This

also includes the unsatisfactory condition of a correctly planned road construction site

(00) N.s. (01) Condition of road surface (Potholes, Lane grooves etc.) (02) Contamination of road surface (03) Condition of road markings (04) Condition of road side (05) Other (06) Multiple

(0)

(2) Design of Road code if a characteristic

of the road way contributed to the

accident emergence and if these characteristics

are based on errors during the planning

phase of the road way. This also includes a badly planned road

construction site

(00) N.s. (01) Design of Crossing (02) Run of road (horizontal and vertical) (04) design of road surface (05) Insufficient traffic control (missing traffic signs) (06) Optical guidance (suggestion of other traffic situation) (08) Other (09) Multiple

(0)

(3) Factors from

Nature

(00) N.s. (01) physical influence from storm/weather (cross wind, lightning) (02) Road surface due to rain (03) Road surface due to ice (04) Road surface due to snow (08) Other (09) Multiple

(0)

(4) Other external

Influences

(00) N.s. (01) (Wild) Animals (02) Intervention trough third parties e.g. hooliganism/rowdyism (03) falling, airborne objects (04) Objects on road (08) Other (09) Multiple

(0)

Important: Factors from this group are only relevant if the criteria „suddenness “, „unforeseeableness “and „happening against own expectation“ is given. Causation factors are therefore only coded if they have actually caused the accident (e.g. a wet road alone does not always lead to the fact that this condition was also causative)


5. Additional codes concerning the information source The source of the information is coded together with each causation factor (e.g. Interview of the involved person in hospital = 2). If information is received from different sources, the most reliably appearing source is indicated.

In case of legitimate doubts concerning the truth of a statement (e.g. defensive maneuver of a participant), this can be expressed by setting a checkmark next to the information source.


6. Case examples CASE 1 Accident description The driver of a Volkswagen Passat (vehicle 02) wants to turn left and has to stop on the road due to oncoming traffic. The driver of a following Volkswagen Vento (vehicle 01) saw the standing Passat in front too late. Despite braking and steering to the right the driver of the Vento could not avoid the collision.

Interview Information The Driver of the Vento stated that she was probably distracted due to a conversation with her boyfriend. Furthermore she stated that a mechanic had told her before that she had reather old tires with probably already "hard" rubber. Coding of the Case: Vehicle 1 (VW Vento) The distraction due to the conversation is obviously one of the relevant causation factors in this example. It is clearly a human factors (Groups 1). The driver had access to all the relevant information, however did not see the Passat standing in front. So here the factor is from the category 2 (Information admission) as the information was not taken in. In this category the correct criteria is a “distraction from inside the vehicle”‐ criteria 1 as the driver was distracted by a passenger and the indicator to this criteria obviously is the passenger (indicator 2). So the code of this causation factor is 1 – 2 – 01 – 2.


The second causation factor in this case is the fact that the tires were old and reduced the friction with the road. The first digit when coding this factor is 2 as the factor is found in Group 2 (Factors from the vehicle technology). The relevant category of this group is category 1 as old tires can be seen as a technical defect rather than an illegal vehicle alteration or an HMI Problem. Within this Category 1 the vehicle component which failed is criteria 3 (tire or wheels). So the complete code of this causation factor is 2 – 1 – 03 – 0

Vehicle 2 (VW Passat) As vehicle 2 did not contribute to the emergence of the accident, the code 0‐0‐00‐0 is given here.

CASE 2 Coming from a parking lot under a bridge the 21 year old driver of a VW Vento and his passenger want to turn left to enter an urban road with one‐way traffic. Hence the driver has to give way to the traffic from the right. However he fails to see a motorcycle coming from the right and enters the road. As the rider of the motorcycle sees the Vento entering his path he immediately begins to brake but cannot avoid the collision with the Vento. The accident occurred during day light with good visibility, the road surface was dry.

Figure 5: Perspective of motorcycle rider before the accident.

Motorcycl

Vento


Figure 6: Accident sketch Interview and Causation coding of the case using ACASS: The interview of the driver of the Vento was conducted at the accident scene. Here he stated that he wanted to leave the parking lot area and wanted to enter the main road. He said that he had looked but did not see the motorcycle and cannot imagine why he did not see it. Continuing the interview of the car driver along the Categories of human factors, the driver was asked if it is possible that his view towards the motorcycle was obstructed by anything (Passenger, Pedestrians, other vehicles), which he neglected. As an optical masking of the red motorcycle due to low contrast, fog or dazzle could also be excluded, no cause could be found from category 1 – Information access of the human factors. Asked about being distracted and having recognised everything (Category 2 – Information admission) he stated that he was observing attentively and was not distracted and that they were not conversing at the moment. However the Vento‐driver stated that he had not seen the motorcycle and thus did not recognize it. So an accident causation factor was identified here in the Information admission. As distraction and a too low activation could be excluded, the only relevant criteria remaining in category 2 was: “Wrong Identification due to excessive demands” and “Wrong focus of attention”. Asked about these possibilities, the driver assured that certainly there were no excessive demands for entering this road. However he could imagine that he missed a reassuring view when entering the road. A further continuation of the interview could be aborted at this point as the driver at no time saw the motorcycle and therefore could not have evaluated the situation in a better way or reacted in a more adequate way to avoid the accident after the missed observation.

Figure 7: ACASS coding of Vento driver For coding this participant (Figure 7) the causation factor is clearly within the human factors (Group 1). The interview revealed that the driver of the Vento made a failure when recognising the relevant information (Category 2 – Information admission). Within this category the driver excluded the possibilities of the criteria


concerning distraction, too low activation or excessive demands and admitted that a “Wrong focus of attention” would be possible. However more detail concerning this factor was not obtainable so that the coding on the indicator level was not possible and thus “not specified” was chosen. The resulting code here is 1 – 2 – 06 – 0. The rider of the motorcycles was questioned in hospital. He stated that he was driving along the road at about 30 kph and saw the Vento at the exit of the parking lot. Unexpectedly the Vento started to enter his path. The rider assured that he immediately started to brake but could not avoid the collision. At first glance the rider of the motorcycle did not contribute to the emergence of the accident in a causative way. Hence originally no causation factor was coded on behalf of the motorcycle rider. A technical reconstruction of the accident later however revealed that the rider of the motorcycle was travelling with about 70 kph at the moment of the accident. Given the fact that the inner city speed limit is only 50 kph, the motorcycle rider was obviously speeding. Driving 20 kph over the speed limit is a planned action it can be coded (Figure 8) in category 4 (Planning) of the human factors as an intentional breach of rules (criteria 2) with the indicator 2 (Driving above speed limit). Interestingly the reconstruction further revealed that the accident could have been avoided if the rider of the motorcycle had not been speeding. The resulting code for this participant is 1 – 4 – 02 – 2.

Figure 8: ACASS coding of motorcycle rider


5. Psychological background of the analysis with 7 Steps The 7 categories (seven steps) of the human causation factors in group 1 are an analysis‐ and order system, which describes the possible human causation factors at the moment of the accident development in chronological order (from perceptibility to action errors). These seven steps are based on failure tracing in the top category of the "information access" and subsequently on the basic 6 human functions (from "observing" to "operating"), which run in chronological order from recognizing the danger up to the reaction. Based on this structure, the human cause factors can be divided not only into meaningful categories, but can also be recognized and collected more easily because of a structured questioning method. As process model “Seven steps” takes into account the dynamic sequences, which develop, if a human with his characteristics, abilities and restrictions intervenes in a system. The core method of interviewing the persons involved created a structure of the procedure of data acquisition. The identification of causes of accidents in human behavior should consider the process character of human observation, thinking and acting, in order to arrive at manageable analysis units, which permit clear statements concerning the human error sources on distinguishable "function levels". A procedure based on hypotheses is adequate for this purpose, where for every step within the processing concept of the seven steps a core hypothesis is presented, which can be disproved using certain criteria. The respective criterion again experiences its validity of the allocation by different indicators, which are collected at the site of the accident in a predominantly explorative manner. On the basis of interactive models of the traffic participation and accident development, the model of the Seven Steps is based on an information‐theoretical access; it considers action‐theoretical explanation approaches and covers components of the error analysis. Models of the procedural data processing generally assume step procedure "perception ‐ interpretation ‐ decision ‐ action" and also consider the interfaces of the "human factor" with other system components [in summary e.g. HEINRICH and PORSCHEN, 1989; WILLUMEIT and JUERGENSOHN, 1997; WICKENS, 2000]. The process description of the information acquisition, its cognitive processing, the intention and goal formation, which are based on the above (as well as their conversion into actions) have been integrated into the model as sequential functions from the perception of a critical attraction to the execution of the action. The "disturbance" identified in the respective step of the hierarchically structured flow chart, describing the human basic function in detail is perceived as an error during the process of the information ingestion and action conversion [e.g. REASON, 1994; RASMUSSEN, 1986, 1995; KUETING, 1990], the failure of a basic human function is explained due to effective physiological or psychological factors, e.g. perception errors due to distraction; decision errors due to unsolvable conflicting objectives or action errors due to coordination errors [see tri level study; TREAT et al., 1977]. The role of the motivation of the drivers concerns above all the risk evaluation of a situation and the driver's behavior, thus questions concerning the motivational conditions, particularly in the steps "estimation" (interpretation of the recognized characteristics) and "planning" (action draft due to intention formation) are asked [NAEAETANEN and SUMMALA, 1974]. The first question, which the accident analyst puts to the person involved in the accident and his "view" of the accident (in both senses of the expression), is the one concerning the existing access to information on all sensory levels. As the solution of traffic conflicts in the predominant number of the cases is dependent on a visual perceptual input and less on an auditory or kinesthetic‐tactile access, the visual conditions on individual, vehicle‐lateral and environmental basis have the highest priority (in the course of the interview different perception restrictions can turn out to be important, for instance if acoustic warning signals were not noticed). Group 1 ‐ the human causation factors (Seven steps) subsequently shown as a hypothesis list conveys only exemplarily and as abstracts some of the criteria associated with the hypothesis. In agreement with a hypothesis‐based procedure with the identification of relevant human causes of accidents the first hypothesis reads (if this cause is true, the statement has to be negated): 1. The information necessary for the possible solution of the traffic conflict was objectively available and the person involved in the accident was able to perceive it without obstruction.


- The presence of an "unobstructed perception" is examined exemplarily on the basis of the following criteria: the involved person did not exhibit functional limitations of his eyesight and his central daily visual acuity as well as the other vision functions (e.g. color vision, twilight vision, stereoscopic vision) generally enabled him to use the field of view for the acquisition of information (also taking into account corrective lenses).

- The perception field necessary for the observation of the relevant traffic conditions was not obscured by vehicle‐specific perception barriers (characteristics of the vehicle construction, passengers, additional load, changes to the vehicle, wrong or insufficient use of perception assisting devices, condition of the windscreen and other windows, retro‐fitted devices).

The first of the seven steps thus refers only indirectly to human characteristics in the sense of an individual reception possibility of sensorily transmitted information. This step designates something like a "gate" for the use of the information. The access opened by this "gate" represents the pre‐condition for the second step: 2. The involved person was able and motivated to direct his perception by attentive observation to the relevant/critical situation characteristics based on sufficient perception conditions. The existence of an "attentive observation" (distributed attention, observation of details) is examined exemplarily on the basis the following criteria:

- The observation accuracy of the person involved was not subject to a diverting influence due to outside stimuli from the driving environment, which limited the distributive attention or which impaired channeling the attention on relevant details.

- The degree of physiological activation of the person involved was not reduced; there were no negative influences on the vigilance (fatigue, exhaustion, drowsiness, microsleep, effects of monotonous driving conditions, influences of the circadian rhythm, disease symptoms with reduction of the level of activity, (side‐) effects of medication, influence of other substances).

The criteria the examination of the second hypothesis was based on comprise features effective in certain situations, which negatively affect the attention attitude of the person involved: external and internal distractors, deactivating factors and influences restricting vigilance restrictive due to substance consumption (alcohol, drugs, medication). The influence of the substances also impairs the cognitive and coordination conditions in the next steps, but it is postulated that a substance consumption particularly and primarily affects the observation ability and attention attitude as a malfunction, thus it is explicitly inquired as specific effect factor in the second step of the Seven steps and is also coded there, if necessary. If the second hypothesis cannot be negated due to the absence of negative attention‐related influences, the next step of the correct identification of the relevant situation characteristics is entered: 3. The person involved recognized the major elements of the situation and completely understood their impact on the further development. With several elements observed simultaneously he kept the track of all of them and identified the major features that were relevant to his actions. Identifying / recognizing the complete situation and the identification of the major action‐relevant characteristics from an event stream is determined exemplarily by the following criteria:

- With available information density, complex perception conditions and/or requirements of the substantial/solid information admission (incessant flood of irritations/sensory overload) the person involved was nevertheless able to understand the substantial features and their meaning.

- During the observation of the traffic the person concerned has filtered the action‐relevant information from the information on offer and neglected irrelevant features.

A further criterion in the third step refers to identification problems such as similarity mistakes, mistake or fusion of an object with the background ("Camouflage"). In the consequence the situation is misjudged, which negatively affects the next step of a reliable "risk evaluation". The question concerning the evaluation of a situation regarding its decision relevance (e.g. a palpable threat) follows upon the fourth hypothesis:


4. The person involved was able to evaluate the danger on the basis of the recognized features, by correctly judging the situation and its development concerning its instability and/or its risk content in time. A timely evaluation and a correct interpretation is examined exemplarily on the basis of the following criteria:

- The person involved correctly estimated speeds and distances of other road users and/or distances of objects or topographic features.

- The person involved combined and correctly interpreted information concerning the driving environment or the behavior of other road users (no "hasty conclusions"; no incorrect assumptions, e.g. due to communication error, confidence error, transfer of responsibility).

In this step all causes of misinterpretations are of interest due to lack of experience, erroneous assessment of physical dimensions (distances, speeds, dimensions, spacial location, length of time), misinterpretations of indications and warning signals and communication errors between road users. Also erroneous evaluations due to "experience problems" (neglecting a risk due to wrong expectations and habits: "nobody ever comes out of this road") are covered by this analysis step. If the situation was judged correctly, however, and understood as a request for action, the next step of action planning follows: 5. The person involved made at least a rudimentary action draft with correct objective and has considered alternative possibilities when planning. He has not also understood what needs to be done, but also how to implement it (correct method). An indication for the presence of a plan that is as complete and correct as possible can be exemplarily derived from the following criteria:

- The person involved decided on the correct alternative course of action with sufficient time for the selection of the action strategy.

- The person involved did not consciously decide in his planning to violate well‐known traffic rules. - The person involved did not include any "ulterior motives" in his decision‐making, which have no

recognizable connection to the traffic conditions (counter‐productive goals and problematic driving motives, such as superiority, competition, demanding privileges etc.).

- The person involved considered the possible side effects of his planning in the decision‐making process and made changes to the plan if necessary and/or considered corrective measures.

For the analysis of the fifth step it has to be considered that for a rational behavior planning and control the time available permits at most a preconscious planning due to quickly recalled "internal sequence models", which developed with the experience of the driver. Questions about decision errors due to incorrect assumptions of the development of the situation thus play a role for the analysis just like skipping the planning phase in favor of a reflex action. In the context of the explorative accident research persons concerned occasionally report the execution of an action, yet the execution of the intended action was omitted or delayed. In order to be able to analyze this phenomenon more in detail, the sixth step of the pertinent hypothesis is formulated as follows: 6. With the intention of realizing a decision that had been made, no psychologically or physiologically disturbing influences arose, which prevented the implementation of the decision or which prolonged the time required for decision. The question of a correct and punctual conversion of the principally promising decision can be determined by the criterion of "performance obstacles during the conversion". This can be described based on the following examples:

- The person involved was not subject to a reaction inhibition due to shock phenomena, fright or fear and/or escape reactions.

- During the implementation of the planned action no reaction errors in the sense of inappropriate force, delayed introduction of the reaction or wrong sequence occurred.


The causes of a delayed reaction or of a complete suppression of a reaction are often "shock and block phenomena", confusion due to panic, "hyperactivity / uncontrolled reaction", "a feeling of being overwhelmed" or unsolvable conflicting aims with several equivalent options to react (“to brake or to accelerate”). Also the necessary intensity of the reaction implementation may be negatively influenced herewith (e.g. too weak braking). In case of unobstructed implementation of the planned decision, possible execution errors move into the focus of the analysis. General action errors and specific control errors prevent the correct execution of a preventive action or emergency and/or avoidance reaction: 7. The person involved did objectively have the chance of intervening in the system by acting and no qualitative or quantitative procedural errors occurred. The person involved implemented the selected mode of operation as intended. As criteria for a correct und complete action or for an error‐free operation the following indicators may be drawn on:

- The action of the person involved was not subject to mix‐ups or operating errors. - The person involved was able to operate the control element without interruption

In the seventh step the question of the concrete execution of the action, after a reaction has occurred, is discussed. Possible action and control errors are explored in the interview. If errors in the execution of the action were not identifiable, however, technical and/or structural system errors in group 2 (e.g. vehicle changes, malfunctions, interface problems) have to be searched for or the respondent has not contributed to the causation of the accident. In the context of implementing ACASS into GIDAS it appeared to be sensible to simplify the seven Categories of human causation factors, to improve the practicability of this system during on scene investigations for team members without a fundamental psychological background. Thus two changes were performed: First the categories “(2) Observation” and “(3) Recognition” were merged to one category “Information access” und secondly the category “(6) Selection” was merged into the category “(7) Operation”. These remaining five categories may easily be converted back into a seven step system with the knowledge of the specific influence criteria of the categories.


6. Literature HEINRICH, CHR., PORSCHEN, K.M. (1989): Die Bedeutung interaktiver Unfallmodelle für die Straßenverkehrssicherheitsforschung, Zeitschrift für Verkehrssicherheit 35, 1989 KÜTING, H.J. (1990): Zur Analyse von Denk‐ und Handlungsfehlern beim Autofahren. W‐R. NICKEL (Hrsg.): Fahrverhalten und Verkehrsumwelt, Köln, Verlag TÜV‐Rheinland NÄÄTANEN, R., SUMMALA, H. (1976): Road user behavior and traffic accidents, North‐Holland Publishing Co., Amsterdam PUND, B., OTTE, D. (2005): Assessment of Accident Causation from the Viewpoint on In‐Depth Investigation on Scene‐ Traffic Psychological Methodology on Examples of In‐Depth Cases by GIDAS. In: Reports on the ESAR‐Conference 3rd/4th September 2004 at Hannover Medical School, Berichte der Bundesanstalt für Straßenwesen, Heft F 55 PUND, B., OTTE, D., JÄNSCH, M. (2007): Systematic of Analysis of Human Accident Causation – Seven Steps Methodology. In: Reports on the ESAR‐Conference on 1st/2nd September 2006 at Hannover Medical School, Berichte der Bundesanstalt für Straßenwesen, Heft F 61 RASMUSSEN, J. (1986): Information Processing and Human‐Machine‐Interaction. An Approach to Cognitive Engineering. New York: North‐Holland RASMUSSEN, J. (1995): The Concept of Human Error and the Design of Reliable Human‐Machine‐Systems. In: H.P. WILLUMEIT & H. KOLREP (Hrsg.), Verlässlichkeit von Mensch‐Maschine‐Systemen, S. 255‐271, Berlin: Technische Universität Berlin REASON, J. (1994): Menschliches Versagen: Psychologische Risikofaktoren und moderne Technologien. Aus dem Amerikanischen übersetzt von J.GRABOWSKI, Heidelberg: Spektrum Akademischer Verlag TREAT, J.R. (1977): Tri‐level study of the causes of traffic accidents: an overneur of Final Results. In: Proceedings of the 21st Conference of the American Association of Automotive Medicine (AAAM), Vancouver, September 15‐17, p. 391, 1977 WICKENS, C.D. (2000): Engineering psychology and human performance, Upper Saddle River, New Jersey: Prentice‐Hall Inc. WANDERER, U. (1974): First results of exact accident data acquisition, SAE 74+568, USA, 1974 WILLUMEIT, JÜRGENSOHN (1997): Fahrermodelle ‐ ein kritischer Überblick, Automobiltechnische Zeitschrift 99, 1997


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6.3.4.- Protocolo de causalidad DREAM.


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MANUAL FOR

DREAM

VERSION 3.2

Ljung Aust, Habibovic, Tivesten, Sander, Bärgman, Engström,

120229

Table of Contents

1 INTRODUCTION 1

1.1 THE ACCIDENT MODEL UNDERLYING DREAM 1

1.2 REVISIONS OF DREAM 4

2 THE CLASSIFICATION SCHEME - AN OVERVIEW 6

3 THE CLASSIFICATION SCHEME IN DETAIL 8

3.1 THE PHENOTYPES 8

3.2 GENOTYPES 9

3.3 THE LINKS 10

3.4 THE STOP RULES 10

3.5 SCENARIO BASED RECOMMENDATIONS FOR PHENOTYPE CHOICES 11

3.5.1 INTERSECTION ACCIDENTS 11

3.5.2 LEAVING LANE ACCIDENTS 12

3.5.3 CHANGING LANE ACCIDENTS 13

3.5.4 REAR END ACCIDENTS 13

3.6 USING PRECIPITATING EVENTS TO HELP FIXATE THE PHENOTYPE 14

3.7 EXTENDING THE CLASSIFICATION SCHEME 14

4 DREAM ANALYSIS – STEP BY STEP EXAMPLE 15

4.1 DATA COLLECTION 15

4.2 ACCIDENT/INCIDENT DESCRIPTION 16

4.3 CONTEXT EVALUATION 17

4.4 CHOICE OF PRECIPITATING EVENT AND PHENOTYPE 17

4.5 FROM PHENOTYPE TO GENOTYPE 19

4.6 FROM GENOTYPE TO GENOTYPE 21

4.7 ENDING THE ANALYSIS 21

5 EXAMPLE ACCIDENTS 23

5.1 SCENARIO 1 (INTERSECTION ACCIDENT) 23

5.1.1 CONSTRUCTING THE DREAM-CHART FOR DRIVER A 24

5.1.2 CONSTRUCTING THE DREAM-CHART FOR DRIVER B 24

5.2 SCENARIO 2 (REAR END ACCIDENT) 25



5.3 SCENARIO 3 (LEAVING LANE ACCIDENT) 27



5.3.3 CONSTRUCTING THE DREAM-CHART FOR DRIVER C 29

5.4 SCENARIOS 4:I AND 4:II (LEAVING LANE ACCIDENTS) 30

5.4.1 CONSTRUCTING THE DREAM-CHART FOR DRIVER A IN SCENARIO 4:I 30

5.4.2 CONSTRUCTING THE DREAM-CHART FOR DRIVER A IN SCENARIO 4:II 31

5.5 SCENARIO 5 (UNINTENDED ACCELERATION) 32


5.6 SCENARIO 6 (LEAVING LANE ACCIDENT) 33


6 CODING THE RECOVERY PHASE 35

7 LEVEL OF CONFIDENCE 36

7.1 HIGH 36

7.2 REASONABLE 36

7.3 LOW 36

8 AGGREGATION OF IN-DEPTH STUDIES 37

9 REFERENCES 40

LIST OF FIGURES

Figure 1: Contemporary Accident Model (Hollnagel, 2004) 2 Figure 2: Example of DREAM causation chart 7 Figure 3: Intersection 11 Figure 4: Conflict with pedestrian / bicyclist at intersection 12 Figure 5: Conflict with pedestrian / bicyclist on straight road 12 Figure 6: Overtaking 12

Figure 7: Straight road 12 Figure 8: Curve 12 Figure 9: Changing lanes 13 Figure 10: Rear end accidents 13 Figure 11: Intersection accident between two cars 16 Figure 12: Extract of intersection accident examples for the phenotype timing from phenotypes table in Appendix A

18 Figure 13: Extract of intersection accident examples for the genotypes in table C in Appendix A 20 Figure 14. DREAM Chart for step-by-step walkthrough example 22 Figure 15: Scenario 1 (intersection accident) 23 Figure 16: Scenario 1 (intersection accident) – DREAM chart for Driver A 24 Figure 17: Scenario 1 (intersection accident) - DREAM chart for Driver B 25 Figure 18: Scenario 2 (catching up accident) - DREAM chart for Driver A 26 Figure 19: Scenario 2 (catching up accident) – DREAM chart for Driver B 27 Figure 20: Scenario 3 (leaving lane accident) - DREAM chart for Driver A 28

Figure 21: Scenario 3 (leaving lane accident) - DREAM chart for Driver B 29 Figure 22: Scenario 3 (leaving lane accident) - DREAM chart for Driver C 29 Figure 23: Scenario 4:I (leaving lane accident) - Driver A 30 Figure 24: Scenario 4:I (leaving lane accident) - DREAM chart for Driver A 30 Figure 25: Scenario 4:II (leaving lane accident) - Driver A 31 Figure 26: Scenario 4:II (leaving lane accident) - DREAM chart for Driver A 31 Figure 27: Scenario 5 (Unintended acceleration) - DREAM chart for Driver A 33 Figure 28: Scenario 6 (leaving lane accident) - DREAM chart for Driver A 34 Figure 29: DREAM chart example aggregation 37 Figure 30: Aggregated DREAM chart for 28 turning drives in Norwegian Intersection crashes with fatal outcome 39

LIST OF TABLES

Table 1: ADAS: development challenges and data needs 4 Table 2: Overall grouping of the genotypes and phenotypes in DREAM 6 Table 3: Phenotypes and specific phenotypes of DREAM 3.2 8 Table 4: Genotype categories in DREAM 3.2 9

APPENDICES Appendix A: Linking table - for phenotypes (critical events) and genotypes (contributing factors)

Appendix B: DREAM analysis linking template

Appendix C: Precipitating events

1

1 INTRODUCTION The Driving Reliability and Error Analysis Method (DREAM) is based on the Cognitive Reliability and Error

Analysis Method (CREAM; Hollnagel, 1998). CREAM was developed to analyse accidents within process

control domains such as nuclear power plants and train operation, and DREAM is an adaptation of CREAM

to suit the road traffic domain.

The purpose of DREAM is to make it possible to systematically classify and store accident and incident

causation information. This means that DREAM, like all other methods for accident/incident analysis, is not

a provider but an organiser of explanations. For any of the contributing factor categories available in

DREAM to be used, it must be supported by relevant empirical information. DREAM in itself cannot tell us

why accidents happen (if it could, we would need neither on-scene investigations nor interviews).

DREAM includes three main components: an accident model, a classification scheme and a detailed

procedure description which step by step goes through what needs to be done in order to perform a

DREAM analysis on an investigated accident/incident. Below, the accident model will be given more

detailed descriptions. After this follows a description of the classification scheme, and then comes the

analysis process, including example cases and recommendations for how to do the categorisation in certain

typical scenarios.

1.1 THE ACCIDENT MODEL UNDERLYING DREAM In formal terms, an accident model is an abstract conceptual representation of the occurrence and

development of an accident. In less formal terms, an accident model describes how and why accidents

happen, and by doing so also defines what counts as relevant causes and interactions. This is important

because in doing so, the accident model directly steers what data we look for, how we analyse it, and which

conclusions we draw from it. Every time an accident is analysed the analysis is grounded in some more or

less explicit underlying accident model, and if that model is inadequate for describing the problems of the

domain, then analysis and countermeasure development will be inadequate too (Huang et al, 2004).

On a general level, an accident model can be defined in two dimensions: (1) how it characterises human

involvement in the accident process, and (2) its scope of contributing factors. While (1) defines the nature

of causation in the model, (2) determines which (of all logically possible) contributing factors are to be

considered relevant.

When it comes to characterizing human involvement, many researchers have recently argued that to

understand the complex nature of contemporary accidents, accident models of a systemic character are

necessary (Amalberti, 2001; Dekker, 2005; Hollnagel, 2004; Leveson, 2004; Reason et al., 2006; Rochlin,

1999). Systemic accident models take a holistic perspective on the accident process, considering not only

the role of the humans involved but also the role that other system components play in the creation of an

accident process (design, management, rules, etc.). This holds for driving as well. In the complex and

dynamic domain of modern road traffic, systemic accident models seem best suited to account for how and

why failures occur (Huang, 2005, 2007).

The accident model which DREAM is built on can be outlined as follows. Driving is as a multi-level control

task which involves continuous adaptation to a changing environment in a way that promotes goal

fulfilment (Engström & Hollnagel, 2007). Most of the time, this adaptation process is successful. The driver

understands what the current safety margins are, and also successfully anticipates all events that will

change the safety margin, and can therefore adapt his/her goal state accordingly. For example, if there is

limited visibility or the vehicle in front behaves irrationally, the driver normally increases safety margins e.g.

by slowing down and/or increasing headway.

However, as Brehmer (1990) put it, there exists an inherent variance in both peoples’ perception and action

capabilities, and this sets a limit to how well they can adapt to any given situation.

the driver’s continuous adaptation process sometimes generate

level of control within the driving situation’s current

mileage in the traffic system suggests that these unrecoverable adaptation failures are very rare, but they

do happen. Accidents can thus be understood as a loss of control beyond recovery

time and/or resources to regain it), due to adaptation failures in goal state selection

relative to the tolerance limits of the

In terms of which contributing factors

DREAM is based on an MTO perspective

to the driver, Technology to the vehicle and

organisations responsible for shaping

The accident model also distinguishes

The sharp end is the time and place where drivers are actually controlling their

happens at the sharp end, e.g. a car skids off the road

to identify contributing factors that brought

beyond the local time and place (the “then and there”) to also include

the sense that they shaped the context

was very low due to oil on the road from a previous oil spill

at the blunt end, i.e. at another time and/or place

failure have a large impact on the conditions fo

non-remedied consequences go by the name of

A short summary of the accident model would thus be that

dysfunctional adaptive behaviours ”at the sharp end”,

follows:

Figure 1: Contemporary Accident Model (Hollnagel, 2004)

2

, there exists an inherent variance in both peoples’ perception and action

a limit to how well they can adapt to any given situation. Due to this limitation,

tinuous adaptation process sometimes generates responses that are insufficient to keep the

level of control within the driving situation’s current safety boundaries. The ratio between crashes and total


Accidents can thus be understood as a loss of control beyond recovery (i.e. there is insufficient

, due to adaptation failures in goal state selection and/

tolerance limits of the current traffic situation.

In terms of which contributing factors can contribute to this loss of control, the accident model

perspective (Man, Technology, Organization). In road traffic,

to the vehicle and Organization to the traffic environment, as well

responsible for shaping the vehicles and the traffic environment.

distinguishes between contributing factors at the sharp end and

is the time and place where drivers are actually controlling their vehicles.

a car skids off the road, it is called a sharp end failure. However, w

brought this sharp end failure about, one has to expand the search

beyond the local time and place (the “then and there”) to also include factors that may have

the sense that they shaped the context where the accident took place. For example, lets say that friction

from a previous oil spill. The actual oil spill is then said to have occurred

, i.e. at another time and/or place than the crash, but the consequences of that

conditions for what happens at the sharp end if left unaddressed

remedied consequences go by the name of latent conditions.

A short summary of the accident model would thus be that latent conditions, together with

behaviours ”at the sharp end”, create accident sequences. This can be illustrated as

: Contemporary Accident Model (Hollnagel, 2004)

, there exists an inherent variance in both peoples’ perception and action

Due to this limitation,

responses that are insufficient to keep the

The ratio between crashes and total


(i.e. there is insufficient

and/or achievement

accident model underlying

In road traffic, Man corresponds

to the traffic environment, as well as the

and at the blunt end.

. When something

. However, when trying

one has to expand the search

that may have contributed in

For example, lets say that friction

. The actual oil spill is then said to have occurred

the consequences of that blunt end

unaddressed. Such

latent conditions, together with locally

can be illustrated as

3

As for the second dimension of the accident model, i.e. determining which (of all logically possible)

contributing factors are to be considered relevant, it is important to point out that from a purely logical

perspective, there exists an endless number of ways to explain why a particular crash has occurred which

means that the scope of possible contributing factors is literally infinite. Defining crash contributing factors

is therefore very much an exercise in limiting the list of all possible factors to a list of all project relevant

factors. This means first selecting a subset of contributing factors that are scientifically believable (i.e.

compatible with the selected accident model, and ruling out e.g. fate and bad luck).

Next, if the purpose of the analysis is to define countermeasures, an even smaller second subset should be

selected from the first subset, consisting of factors which can be addressed through available or foreseen

countermeasures. For example, it makes no sense to investigate the extent to which missing or malformed

traffic laws contributed to the event if the project where the analysis takes place cannot influence or

change those laws. Clearly, stakeholder analysis is a key issue here.

To understand the nature and scope of the contributing factors currently in DREAM, it is important to know

that DREAM was developed to support development of Advanced Driver Assistance Systems (ADAS), i.e.

vehicle based functions that are meant to help drivers avoid accidents altogether. ADAS can roughly be

divided in four generic types (Table 1), i.e. they either target collision or risk avoidance, and they do this

either interactively (driver in the loop) or autonomously (driver NOT in the loop). Each type of ADAS

presents its own challenges for meaningful accident investigation and data collection. In the project where

DREAM was first developed, the main focus was on supporting the development of interactive systems for

risk avoidance, which corresponds to the lower right quadrant in Table 1 below.

4

Table 1: ADAS: development challenges and data needs

ADAS DEVELOPMENT

AND CORRESPONDING

DATA NEEDS

AIM

Collision avoidance Risk avoidance

Development

challenge Data needs

Development

challenge Data needs

MODE

Autonomous

systems

(driver NOT in

the loop)

Technically

possible but

challenging in the

legal perspective.

Billiard ball

kinematics -

speed, mass,

trajectory,

available local

space, angles to

oncoming

objects, etc.

Technically

possible, but

efficiency is

threatened by

driver

adaptation

Closing velocities

and yaw rotations

associated with

loss of control

Interactive

systems

(driver in the

loop)

Technically

challenging, since

the time needed

for driver action

puts high

demands on

sensor and

algorithm

performance in

situation

identification

The above (i.e.

billiard ball

kinematics), plus

data on typical

driver response

times

Technically

possible and

often simpler

than collision

avoidance, but

demanding

from an HMI

deign point of

view.

Reasons why driver

performance

sometimes does

not meet the

situation

requirements, for

typical tasks such

as route choice,

detection of other

vehicles,

interpretation of

other vehicles’

intentions, own

action choices…

The contributing factor categories in DREAM reflect this basic focus. Contributing factors that can lead to

loss of control are given detailed attention, while what happens once control is lost is given less attention,

i.e. the type and magnitude of the driver’s emergency response is not treated in depth.

1.2 REVISIONS OF DREAM The first version of DREAM was developed by Ljung (2002); see also Ljung et al. (2007). DREAM 2.1 (Ljung,

Furberg and Hollnagel, n.d.) was the end result of the Swedish national project Factors Influencing the

Causation of Accidents and incidents (FICA). When DREAM later was to be used in the European

cooperation road safety project SafetyNET, DREAM 2.1 was translated into English and adapted to suit the

traffic environment in the participating countries. The adapted version was called SafetyNET Accident

Causation System (SNACS 1.1; Ljung, 2006) and uses the same method, accident model and main structure

of the classification system as DREAM 2.1, while some of the individual genotypes have been altered.

During practical work with DREAM 2.1 and SNACS 1.1 in Sweden and other European countries suggestions

for improvements were put forward. The method was therefore revised by a reference group led by

Henriette Wallén Warner, a senior researcher in traffic psychology. The revision resulted in DREAM 3.0.

DREAM 3.0 is based on the same accident model and classification scheme principles as the earlier versions.

However, some genotypes were clarified by improving on their definitions, some new ones added a few old

ones removed. Also, the possibility for indirect linking present in DREAM 2.1 (Ljung, Furberg & Hollnagel,

n.d. pp. 26-27) was abandoned, and instead it is recommended that the classification scheme should be

5

continuously updated to fit new types of accident scenarios as well as new scientific findings (see Section

3.7). In connection with the revision a literature review was also conducted to incorporate other empirical

support from existing research for the links between the genotypes (Wallén Warner et al, 2008).

The update to DREAM 3.1 was done in DREAMi, a project focusing on evaluation of the suitability of DREAM

for analysis of incidents/accidents in Naturalistic Driving Study (NDS) and Field Operational Test (FOT) data.

A major difference between on-scene/on-site accident investigations and NDS/FOT data is the availability of

video and detailed data on dynamic vehicle parameters and (in the FOT case) input from environment

sensors mounted on the vehicle (such as radar). On the other hand, there are no driver interviews. The

insight into the time history of an event that comes from the video data generally enables a more detailed

coding of driver gaze, vehicle kinematics and the driver’s response in a developing critical event. In terms of

DREAM modifications, access to this more detailed information prompted definitions of some additional

and more detailed specific genotypes relating to driver attention allocation. Some additional links between

phenotypes and genotypes were also added, that previously had been judged impossible to verify due to

lack of data.

In the DaCoTa update to DREAM 3.2, two issues have been addressed. First, the introduction and method

description in the manual has been revised to provide an updated and improved reading experience.

Second, a number of specific genotypes related to Powered-Two-Wheeler problems have been added.

6

2 THE CLASSIFICATION SCHEME - AN OVERVIEW

The classification scheme in DREAM has four elements; two obvious ones, one somewhat hidden and one

that might initially be perceived as strange. The obvious ones are the Phenotypes and the Genotypes, the

somewhat hidden one is the Links, and the unusual element is the Stop rules. In this section, these will be

given an overview description to familiarize the reader with the concepts, and then more detailed

descriptions are given in Section 4.

The Phenotypes (also known as critical events) is a set of classifiers which are there to help investigators

classify the moment when the driver lost control from a sort of physics perspective. Principally, all accidents

take place in time and space and involve mass in motion. It is therefore possible to classify the dysfunctional

behaviour that precedes an accident with a relatively limited set of categories based on the dimensions of

time, space and energy. The point of doing the Phenotype categorisation is that it introduces a certain

element of objectivity into the analysis. By discussing and classifying the loss of control in physical terms,

the temptation to start discussing whose fault it supposedly was is hopefully easier to resist. This is

important! We humans spend a lot of time discussing blame because it is socially important, but from a

countermeasure development point of view, such discussions are not helpful. Instead, what matters is

whether one by analysing the crash can identify an objective opportunity to help any of the drivers about to

be involved in a similar crash, regardless of who would be blamed for it afterwards.

The Genotypes, (also known as contributing factors) are there to help investigators classify all information

that relates to why control was lost. The terms phenotype and genotype come from biology. A phenotype is

the set of observable characteristics of an individual, and these characteristics are the result of the

interaction of its genotype (the genetic constitution of an individual organism) with the environment. All

humans have identical genes, but we still look different because different genes are dominant or active in

each person. The same can be said of accidents and near-misses; while they all look somewhat different,

they can be said to share the same general set of possible underlying contributing factors. In Table 2 below,

the Genotype and Phenotype groups are listed:

Table 2: Overall grouping of the genotypes and phenotypes in DREAM

GENOTYPES PHENOTYPES

Driver Vehicle Organisation Timing

Observation

in accordance

with COCOM

Temporary HMI problems Organisation Speed

Interpretation Permanent HMI problems Maintenance Distance

Planning Vehicle equipment failure Vehicle design Direction

Temporary Personal Factors Road design Force

Permanent Personal Factors Traffic environment Object

Weather conditions

Obstruction of view due to

object

State of road

Communication

The driver category consists of genotypes related to possible problems with cognitive functions in the

driver, as well as more general states of temporary and permanent person related factors that can

contribute to an accident (e.g. fatigue, disabilities). The cognitive factors (observation, interpretation and

planning) are organised and defined based on the Contextual Control Model (COCOM; Hollnagel, 1998;

7

Hollnagel and Woods, 2005). COCOM recognises that cognition includes processing observations and

producing reactions, as well as continuously revising goals and intentions which create a “loop” on the level

of interpretation and planning. This is assumed to occur in parallel with whatever else is going on, at the

same time as it also is determined by what is going on. In later work, COCOM has been extended into the

Extended Control Model (ECOM; Hollnagel and Woods, 2005), recognizing that control includes working

towards multiple parallel goals on different time scales, so in reality a number of parallel control processes

are at play.

An important conclusion from this which has implications for DREAM is that cognition in the context of

human-machine system performance can not be described as a sequence of steps, and a classification

scheme for contributing factors must therefore be represented as a network rather than a hierarchy. This

theoretical axiom leads to the somewhat hidden element and the strange element, which is the predefined

Links included in the classification scheme and the Stop rules.

As for the Links, it is generally true that causation mechanisms can never be observed; they must always be

inferred by reasoning. In addition to listing the Phenotypes (critical events) and Genotypes (possible

contributing factors), the classification scheme therefore also prescribes which factors can be linked to each

other (and thus implicitly which are not possible to link). These links represent existing knowledge about

how different contributing factors can interact with each other (for a review see Wallén Warner et al.

2008), and are meant to both guide and set boundaries for the contributing factor analysis.

Now, since the links between Phenotypes and Genotypes as well as within the Genotypes must be

represented as a network rather than a hierarchy, the analysis procedure needs to have formal rules (other

than just reaching the top or bottom of a hierarchy) for establishing when an analysis is finished, to avoid

arbitrary/subjective stopping points. The classification scheme therefore contains three Stop rules that

determine when an analysis is finished. These are described in Section 3.4.

The final outcome of a DREAM analysis can be called a causation chart, where existing knowledge about the

investigated crash is put into on or more analysis-chains, in which a genotype can be both the consequent

of a previous genotype and the antecedent of another genotype, e.g. the cause of that genotype. In

principle, one chart is produced per involved road user, on the grounds that each individual has his/her own

reasons for failing to adapt in time to avoid the crash. An example of a causation chart is shown below.

Figure 2: Example of DREAM causation chart

8

3 THE CLASSIFICATION SCHEME IN DETAIL The classification scheme in DREAM 3.2 consists of phenotypes (the observable effects), genotypes (factors

that can have contributed to the observable effects), links between the phenotypes and the genotypes as

well as between different genotypes, and stop rules which define when an analysis is completed. For the

complete classification scheme see Appendix A.

3.1 THE PHENOTYPES Girard (1994) suggests that all accidents can be divided into four different phases: the driving phase (the

“normal” driving situation where no unexpected demands are upon the driver; e.g. there is a balance

between the demands and the ability of the system components to respond), the discontinuity phase (the

“normal” driving situation is interrupted by an unexpected event; e.g. the demands suddenly exceed the

ability of the system components to respond), the emergency phase (the time and space between

discontinuity onset and potential impact, i.e. the time and space available for system components to

respond to the sudden increase in demands) and (if applicable) the crash phase (the crash and its

consequences).

When making a DREAM-analysis the first step is always to choose a phenotype, and the phenotype should

identify the first observable effect of dysfunctional adaptive behaviour in the discontinuity phase (for

further descriptions see section 3.5 below. Phenotype choices). Note that the discontinuity phase

corresponds to the rupture phase as described by (Van Elslande & Fouquet, 2007a, 2007b, 2007c) in the

similar HFF methodology.

In DREAM 3.2, there are six phenotypes which are all linked to one or more specific phenotypes. As could

be expected, the specific phenotypes describe more specific effects than the general ones. If the

investigator has sufficient information available, a specific phenotype should be chosen. The general and

specific phenotypes are presented in Table 3, while definitions and more detailed descriptions can be found

in Appendix A.

Table 3: Phenotypes and specific phenotypes of DREAM 3.2

Phenotypes Specific phenotypes

Timing Too early action; Too late action; No action

Speed Too high speed; Too low speed

Distance Too short distance

Direction Wrong direction

Force Surplus force; Insufficient force

Object Adjacent object

Some of the phenotypes (e.g. timing, distance and speed) are very closely related even though they are

conceptually separated. If, for example, a car collides with an oncoming car when overtaking, should that

be seen as an effect of timing (the overtaking was initiated too early or too late), distance (the stretch of

free road was too short in order to complete the overtaking) or speed (the speed was too low in order to

complete the overtaking)? The answer is that the investigator has to choose the phenotype that makes

most sense given what is known about the accident.

With regards to the example above, although all three phenotypes are logically possible, one of them is

probably more appropriate given the circumstances. Let us suppose that the overtaking is made in 160

km/h (speed limit 110 km/h) close to the crest on an uphill slope. Speed: too low speed is then a less

appropriate choice of phenotype as the speed was more than sufficient (given the speed limit). Distance:

Too short distance seems more appropriate as the stretch of free road was too short to safely overtake.

9

However, it is common driver knowledge (taught in driver training) that one should not overtake unless

there is a sufficient stretch of road with a free view and in this case the crest of the hill clearly blocked the

view. Given this, the most appropriate phenotype would be timing: too early action.

Sometimes the choice of phenotype is difficult. In DREAM 3.2, all phenotypes do however link to the same

genotypes. A less appropriate choice of phenotype does therefore not constrain the genotype classification.

3.2 GENOTYPES Genotypes are factors which may have contributed to the phenotypes (the critical events). The genotypes

can generally not be observed and therefore they have to be deduced from e.g. interviews with the drivers

or other information available from the investigation. In DREAM 3.2 there are 50+ general genotypes, some

of which are further specified through specific genotypes. As with the phenotypes, the use of specific and

general genotypes depends on the level of detail in the information available, as the specific genotypes

describe more particular factors than the general ones. Given that sufficiently detailed information is

available, a specific genotype should be chosen.

The genotypes are organised according to the driver-vehicle/traffic environment-organisation triad. The

genotypes are presented in Table 4 and a more detailed description can be found in Appendix A.

Table 4: Genotype categories in DREAM 3.2

GENOTYPES (B-Q)

Human (B-F) P Technology (G-M) Organisation (N-Q)

Driver Vehicle (G-I) Traffic environment (J-M) Organisation

B: Observation G: Temporary HMI problems J: Weather conditions N: Organisation

Missed observation (B1) Temporary illumination problems

(G1)

Reduced visibility (J1) Time pressure (N1)

Late observation (B2) Temporary sound problems (G2) Strong side winds (J2) Irregular working hours (N2)

False observation (B3) Temporary sight obstructions (G3) Heavy physical activity before drive (N3)

Temporary access limitations (G4) K: Obstruction of view due to

object

Inadequate training (N4)

C: Interpretation Incorrect ITS-information (G5) Temporary obstruction of view

(K1)

Misjudgement of time gaps

(C1)

Permanent obstruction of view

(K2)

O: Maintenance

Misjudgement of situation

(C2)

H: Permanent HMI problems Inadequate vehicle maintenance (O1)

Incomplete judgement of

situation (C3)

Permanent illumination problems

(H1)

L: State of road Inadequate road maintenance (O2)

Permanent sound problems (H2) Insufficient guidance (L1)

D: Planning Permanent sight obstruction (H3) Reduced friction (L2) P: Vehicle design

Priority error (D1) Road surface degradation (L3) Inadequate design of driver

environment (P1)

I: Vehicle equipment failure Object on road (L4) Inadequate design of communication

devices (P2)

E: Temporary Personal

Factors

Equipment failure (I1) Inadequate road geometry (L5) Inadequate construction of vehicle

parts and/or structures (P3)

Fear (E1) Unpredictable system characteristics

(P4)

Attention allocation towards

other than critical event (E2)

M: Communication

Fatigue (E3) Inadequate transmission from

other

Q: Road design

Under the influence of

substances (E4)

road users (M1) Inadequate information design (Q1)

Excitement seeking (E5) Inadequate transmission from Inadequate road design (Q2)

10

road

Sudden functional

impairment (E6)

environment (M2)

Psychological stress (E7)

F: Permanent Personal

Factors

Permanent functional

impairment (F1)

Expectance of certain

behaviours (F2)

Expectance of stable road

environment (F3)

Habitually stretching rules

and recommendations (F4)

Overestimation of skills (F5)

Insufficient skills/knowledge

(F6)

3.3 THE LINKS Besides the phenotypes and genotypes mentioned above, the classification scheme in DREAM also includes

links between the phenotypes and the genotypes, as well as between different genotypes. These links

represent the existing knowledge about how different factors can interact with each other (for a review,

see Wallén Warner et al. 2008) and help build analysis-chains where a genotype can be both the

consequent of a previous genotype, and the antecedent of another genotype, e.g. the cause of that

genotype. For example, if genotype A leads to genotype B and genotype B leads to genotype C, then A can

be said to be an indirect cause of C, while B can be said to be both the result of A and a cause of C. The

genotypes in DREAM can therefore function both as links forwards and links backwards in a chain of

reasoning.

The links between the phenotypes and the genotypes, as well as between different genotypes, are

described in Appendix A. The linking is to be read from left to right, e.g. genotypes in the left hand columns

are antecedents to, or causes of, the genotypes/phenotypes in the right hand column. This is indicated in

the tables through the headings ANTECEDENTS over the left hand columns and CONSEQUENTS over the

right hand columns.

Please note that all included links are possible connections, not logically binding or inevitable connections.

This means that you cannot use a link just because it is there in the classification scheme. The use of a link

must always be supported by the data available!

3.4 THE STOP RULES The DREAM 3.2 classification scheme is non-hierarchical, which means that no genotypes have precedence

over others, and therefore no highest or lowest level exists where an analysis naturally ends. To avoid

random or subjectively determined stops in the analysis process, three stop rules have been defined.

Overall, general genotypes have the status of non-terminal events. If a general genotype is the most likely

cause of a general consequent, that cause is chosen and the analysis must continue until one of the three

stop rules below is fulfilled:

1. Specific genotypes have the status of terminal events. Therefore, if a specific genotype is the most

likely cause of a general consequent, that genotype is chosen and the analysis stops.

2. If there exists no general or specific genotypes that link to the chosen consequent,

the analysis stops.

3. If none of the available specific or general genotypes for the chosen consequent is relevant, given

the information available about the accident, the analysis stops

11

These definitions are highly abstract and probably makes very little sense at this point in your enthusiastic

and thorough reading of the manual. However, their use should become more transparent in the examples

provided below.

Note that throughout the whole analysis process, the basis for genotype selection is the available

accident/incident data. For each genotype selected, there should exist evidence in the incident/accident

data which warrant’s its use. This means that while the linking table in DREAM 3.2 in a couple of places

allow for closed and thus potentially endless loops, this should in practice not be a problem, as the time

resolution of the driver states which these genotypes refer to cannot be infinitesimally short.

3.5 SCENARIO BASED RECOMMENDATIONS FOR PHENOTYPE CHOICES

To help investigators select an appropriate phenotype in a consistent manner across crash scenarios, a

number of common accident scenarios are described below, and for each of them a phenotype is

suggested.

3.5.1 Intersection accidents

Vehicle to vehicle conflicts

Figure 3: Intersection

Driver with right of way (A)

When: The phenotype is chosen when the driver’s lane of travel starts to become blocked by the

other vehicle

Phenotype: Timing: too early action, too late action, or no action

Speed: too high speed

Driver without right of way (B)

When: The phenotype is chosen when the driver passes the red traffic lights, the stop/give way sign

or enters the intersection ignoring the right hand rule

Phenotype: Timing: too early action, too late action or no action

Illegally turning etc.

When: The phenotype is chosen when the driver initiates the illegal turn

Phenotype: Direction: wrong direction

A B

12

Figure 4: Conflict with pedestrian / bicyclist at intersection

Vehicle in conflict with Pedestrian / bicyclist or other Vulnerable Road User (VRU)

Turning vehicle (B)

When: The phenotype is chosen when the driver initiates the turning

Phenotype: Timing: too early action

Figure 5: Conflict with pedestrian / bicyclist on straight road

Vehicle in constant motion (B)

When: The phenotype is chosen when the VRU moves out onto the roadway

Phenotype: Timing: too late action or no action

Vehicle in acceleration (B)

When: The phenotype is chosen when the driver accelerates from standstill or low velocity.


3.5.2 Leaving lane accidents

Includes accidents where the driver leaves his own lane (accidents where the driver is changing into a lane

going in the same direction are described in the next section).

No. I No. II No. III

Figure 6: Overtaking

Figure 7: Straight road

Figure 8: Curve

Overtaking driver (No. I: A)

When: The phenotype is chosen when the driver leaves his own lane

A

B

A A A

B

A

B

13


Meeting driver (No. I: B)

When: The phenotype is chosen when the other vehicle enters the driver’s lane

Phenotype: Timing: too late action, no action


Leaving lane on straight road (No. II: A)



Force: surplus force

Leaving lane in curve (No. III: A)




3.5.3 Changing lane accidents

Includes accidents where the driver changes into another lane going in the same direction.

Figure 9: Changing lanes

Driver who is changing lane (A)


Phenotype: Timing: too early

Driver who is catching up the car changing into his lane (B)

When: The phenotype is chosen when the other vehicle enters the driver’s lane

Phenotype: Timing: too late action, no action


3.5.4 Rear end accidents

Includes accident where one driver catches up with another.

Figure 10: Rear end accidents

Driver of the lead vehicle (A)

When: The phenotype is chosen when there is no longer any time/space left for the driver to act in

order to avoid the accident

Phenotype: Timing: no action

Force: surplus force

Speed: too low speed

B A

A

B

14

Driver of the following vehicle (B)

When: The phenotype is chosen when there is no longer any time/space left for the driver to act in

order to avoid the accident

Phenotype: Timing: late action, no action


Distance: too short distance

3.6 USING PRECIPITATING EVENTS TO HELP FIXATE THE PHENOTYPE

In order to pin-point the time and place where control is lost, and thus the placement of the Phenotype

more precisely, DREAM 3.2 has added the parallel use of Precipitating Events. A Precipitating Event is

defined as the state of environment or action that began the critical event sequence i.e. the critical event

which made the crash or near-crash possible. This definition coincides quite well with the general aim in

DREAM to place the phenotype at the time and place where control is lost. A dictionary definition of the

verb precipitate says the following:

precipitate verb |priˈsipəˌtāt| [ with obj. ]

• (precipitate someone/something into) send someone or something suddenly into a particular state or

condition: they were precipitated into a conflict for which they were quite unprepared.

ORIGIN early 16th cent.: from Latin praecipitat- ‘thrown headlong,’ from the verb praecipitare, from

praeceps, praecip(it)- ‘headlong,’ from prae ‘before’ + caput ‘head.’ The original sense of the verb

was ‘hurl down, send violently’; hence ‘cause to move rapidly,’ which gave rise to sense 1 (early 17th

cent).

Precipitating Events have been used in NDS/FOT coding for quite some time to classify the event type from

each involved road user’s perspective. Precipitating Events can be said to be overall labels on the conflict

travel paths seen from each involved vehicle’s stand point, and thus capture the pre-crash movements

more precisely than crash types normally do. For example, Precipitating Event no 44 in Appendix C is Other

Vehicle Oncoming - Over Left Line, which further is defined as “Other vehicle crosses subject vehicle's left

lane line while traveling in the opposite direction from subject vehicle”.

How does this help Phenotype selection? Well, if the driver you’re trying to DREAM code can be classified

as having been in the type 44 Precipitating Event, then control can be said to be lost when the oncoming

vehicle starts crossing into the driver’s lane and the lateral safety margin is compromised. This suggest

using the Phenotype (lateral) Distance: too short to classify the event.

Importantly, Precipitating Events are meant to be a vehicle kinematic based classification that does not

include what the driver did or did not do, i.e. they are meant to be independent of who caused the conflict.

This makes them different from for example the GDV-codes used in GIDAS, since the usage of the latter in

several instances depends on a prior classification of which driver was responsible for the event.

Note also that DREAM 3.2 is the first version of the method where Precipitating Events are coded and used

to help fixate the DREAM Phenotypes. If this proves to be more of a hindrance than a help in practical work

(which is the ultimate standard against which all methods need to be measured), it will be removed later

on.

3.7 EXTENDING THE CLASSIFICATION SCHEME Obviously, the classification scheme in Appendix A does not cover all possible genotypes or all possible links

between the existing genotypes. Even though there may have been traffic accidents due to grand pianos

15

dropping out of the blue this is not included as a genotype. Instead, a selection has been made in order to

avoid an endless list of genotypes making the tool impossible to use. This does however also mean that the

classification scheme should be continuously updated to fit new types of accident scenarios as well as new

scientific findings.

This is unproblematic, as long as certain rules are followed. When adding or removing genotypes, as well as

changing the links between them, the links must be checked for consistency such that each general

consequent must be found as a general antecedent in at least one place (e.g. in one or more of the tables in

Appendix A). Also, any additional general genotypes must be clearly defined and for specific genotypes,

examples must be added. This is simple in theory, but we recommend that primarily persons with good

knowledge of the accident model, the classification scheme as well as the method used in DREAM make

such alterations.

4 DREAM ANALYSIS – STEP BY STEP EXAMPLE Below, a DREAM-analysis will be described step by step. In order to carry out the analysis you need this

manual, including Appendix A with the linking table for phenotypes (observable effects) and genotypes

(causes). You also need a copy of Appendix B with the linking template.

As investigators with different basic professional training (e.g. engineering or human factors) tend to focus

on different aspects of the system interaction (Svenson, Lekberg and Johansson, 1999) it is recommended

that the data collection as well as the analyses is carried out by a multidisciplinary accident investigation

team.

4.1 DATA COLLECTION The minimum criteria for making a DREAM-analysis for in-depth accident studies is that you have

information about all drivers for which analyses are to be made as well as information about the accident

scene. The information about the drivers is preferably collected through interviews with the drivers,

passengers and other witnesses conducted as soon as possible after the accident. The information about

the accident scene should also be collected as soon as possible – preferably before the involved vehicles

have been moved, before the weather has changed, etc. It is also recommended that photos are used for

documentation of the accident scene.

When data from naturalistic driving studies is used, the information should include video recordings of the

driver, preferable from a perspective (or with a complementary channel such as an eye tracker) which

allows identification of the driver’s gaze direction, along with views of at least the forward roadway. There

should preferably also exist acceleration data and/or video information showing driving primary tasks, e.g.

braking.

The interviews and the documentation of the accident scene should together contain the information

needed in order to confirm or dismiss the presence of every single genotype. The overview of genotypes in

Appendix A, page 6 can be used as a checklist.

It is also important that your project decides how to deal with missing, ambiguous and/or conflicting data

before starting the data collection. In cases where the data collection and/or the analyses are carried out by

a team of investigators, you also need to decide how to deal with different conclusions made within this

team.

16

4.2 ACCIDENT/INCIDENT DESCRIPTION After the data collection is completed the first step in the analysis is to describe the accident or incident in

as much detail as possible based on data collected at the scene of the accident or available from video

and/or CAN bus recordings. This accident/incident description should include all information needed to

confirm the presence of different genotypes. It should also include information needed to dismiss

genotypes that otherwise might have been expected to contribute to the accident, e.g. if the driver was not

tired even though he was driving at night.

When writing the accident/incident description it is important to be as neutral as possible and avoid

jumping to conclusions. When writing and reading the accident/incident description, remember that for a

DREAM-analysis, who the police or insurance company will hold responsible is irrelevant. The aim of the

analysis is not to shift blame, it is to provide means for future identification of countermeasures.

Furthermore, never start the DREAM-analysis before you have been through the whole material a few

times. Otherwise you may find yourself searching for facts that might support your current theory rather

then trying to take a neutral look at the whole picture.

Below follows a description of an intersection accident seen from the perspective of Driver A. Note that in

all accidents, a separate DREAM-analysis should be conducted for each involved road user. However, to

keep this step by step section short enough to read, only the analysis of Driver A will be described here. The

results of the analysis of Driver B are however presented under Section 5 (Example Accidents).

Accident description for an intersection accident

Figure 11: Intersection accident between two cars

Driver A

A is on her way home and is driving on a priority road, approaching a T-junction (approximately 200 meters

away from her house) in 45-50 km/h (speed limit 50 km/h). A is planning to continue straight ahead in the

intersection and states that there is no other traffic around. When A discovers B, the vehicles are so close to

each other that A does not have time to brake or to make an avoidance manoeuvre before A drives into B’s

left side. A states that she is well aware that the intersection is difficult to negotiate because the hedge

limits the lines of sight, and that she has experienced several incidents there. A also states that she is very

familiar with the road which makes it easy for her to forget to adapt the speed.

Driver: 38-year old woman (has had a driving licence for 20 years), was not tired or distracted, was not

under the influence of alcohol, drugs or medication, does, however, she states that she is very familiar with

the intersection and she did not pay much attention to driving, rather she was thinking about what her

husband might have made for dinner.

Vehicle: Peugeot in good condition.

Traffic environment: T-intersection where vehicles on the connecting road should give way. The view is

obstructed by an overgrown, two meter high hedge in a private garden, which the local authorities has

asked the person living there to cut down, though without success so far. Speed limit is 50 km/h.

A B

17

4.3 CONTEXT EVALUATION After the accident description is written and read, the next step is to evaluate the context for the accident.

This can, for example, be done by highlighting all factors which can have contributed to the accident. Based

on the highlighted information the actual DREAM-analysis is then performed.

4.4 CHOICE OF PRECIPITATING EVENT AND PHENOTYPE After the evaluation of the context the actual DREAM-analysis starts. One analysis is done for each vehicle

involved and the first step is to choose a precipitating event as described above in Section 3.6 and then a

phenotype, (with help from the recommendations in Section 3.5 if needed).

For this example, the correct Precipitating Event would no 49: Other vehicle entering intersection - turning

onto opposite direction. This is the vehicle movement that initiates the critical sequence. This corresponds

well with the general advice in Section 3.5 on Phenotype choice, which states that the phenotype in

intersection accidents should be chosen when the travel path for the driver with right of way is starting to

become blocked.

Example from Section 3.5.1

Driver with right of way (A)

When: The phenotype is chosen when the driver ‘s travel lane is starting to become

blocked

Phenotype: Timing: too early action, too late action, no action


The suggested phenotypes are timing: too early action, timing: too late action, timing: no action and speed:

too high speed. Definitions of these can be found in table A in Appendix A. This table contains all available

phenotypes, as well as the possible genotypes that can link to each phenotype. Figure 9 shows an excerpt

from this table.

In the first column in Figure 12, under the heading of ANTECEDENTS, there is a list of all general genotypes

that can link to the phenotype, e.g. all genotypes that are suggested as possible causes underlying the

phenotype. In the second column, under the heading of CONSEQUENTS, the general phenotypes are listed

and described and in the third column, specific phenotypes are listed and described. In the fourth and last

column, examples for specific genotypes are given.

As Driver A did not drive faster than what could be expected we start with looking at the different

alternatives for the phenotype timing. As Driver A did not brake before Driver B entered the intersection,

the most appropriate choice is the last alternative in Figure 12.

The driver enters the intersection without doing anything to avoid another road user entering

his/her travel path. (e.g. does not brake or steer to avoid the conflict).

The phenotype timing: no action is therefore chosen and written in the phenotype box in Appendix B (see

Figure 11).

18

PHENOTYPES (A)

ANTECEDENTS (CAUSES) CONSEQUENTS (EFFECTS)

GENERAL Genotypes Definition of

GENERAL

Phenotypes

Definitions

of SPECIFIC Phenotypes

Examples for SPECIFIC Phenotypes

Misjudgement of time gaps (C1) Timing (A1)

The timing for

initiating an

action.

Too early

action (A1.1)

The action is

initiated too

early, before

the signal is

given or the

required

conditions are

established.

Intersection accidents

Starting from a stand still the driver passes the traffic light too

early - before it has turned green.

Starting from a stand still the driver passes the stop/give way sign

too early - before the intersection is free.

Starting from a stand still the driver enters the intersection too

early - before the intersection is free (this is regardless of whether

or not it is the driver’s right of way).

OBS! If the driver has past a red traffic light or a stop/give way

sign (see above) before entering the intersection the analysis

should start by the traffic light/stop sign/give way sign.

Misjudgement of situation (C2)

Incomplete judgment of situation (C3)

Fear (E1)

Fatigue (E3)

Under the influence of substances (E4)

Sudden functional impairment (E6)

Temporary access limitation (G4)

Equipment failure (I1)

Strong side wind (J2)

Missed observation (B1)

Late observation (B2)

Too late

action (A1.2)

The action is

initiated too

late.


The driver starts to brake too late in order to stop for the red

traffic light.

The driver starts to brake too late in order to stop in front of the

stop/give way sign.

The driver starts to brake too late in order to avoid another road

user entering his/her travel path.




No action

(A1.3)

No action is

initiated.


The driver passes the red traffic light without doing anything (e.g.

does not brake in order to stop).

The driver passes the stop/give way sign without doing anything

(e.g. does not brake in order to stop).

The driver enters the intersection without doing anything to avoid

another road user entering his/her travel path. (e.g. does not

brake or steer to avoid the conflict).




Figure 12: Extract of intersection accident examples for the phenotype timing from phenotypes table in

Appendix A

19

4.5 FROM PHENOTYPE TO GENOTYPE The next step in the analysis is to choose the first genotype(s) contributing to the phenotype. As mentioned

above, all phenotypes link to the same set of genotypes which can be found in the first column in Figure 9.

As Driver A misjudged the situation thinking the intersection was free and safe to enter, the second general

genotype – Misjudgement of situation – is chosen1.

It is important to keep the accident description and context evaluation at hand so you can easily check the

facts and circumstances for the accident you are analysing. Also, it is important that you know the meaning

of all general genotypes listed in order to make a correct choice. If you need to check the meaning of one or

more of the general genotypes you look at the code within the brackets. For misjudgement of situation the

code is C2 which means that you can find a description of misjudgement of situation in table C row 2 in

Appendix A. An extract from this table can be seen in Figure 10.

In the first column, is a list of all the general genotypes linking to each of the two genotypes Misjudgement

of time gaps and Misjudgement of situation, respectively. In the second column, the specific genotypes are

listed and described. In the third column, examples for the specific genotypes are given. In the fourth and

last column, the two genotypes (Misjudgement of time gaps and Misjudgement of situation) that can be

caused by the general genotypes in the first column, or by the specific genotypes in the second column, are

listed and described.

When you have chosen one or more general genotypes, you write these in the genotype boxes closest to

the phenotype box in Appendix B (see Figure 11).

1 Note here that the genotype Incomplete judgment of situation might have been another option here. However, the

definition for Incomplete judgment of situation states that in order for it to apply, one has to argue that it could not

reasonably be expected of the driver to predict the event at the time it occurred (see definition in Table C). In the

current example, the driver states that she has experienced several similar conflicts at this location before, which

means that the example event should not come as a complete surprise. In other situations where such information is

missing or unknown, use of Incomplete judgment of situation might be more appropriate.

20

�� INTERPRETATION C Interpretation includes, for all but novice drivers, quick and automated (routine) procedures where typical situations

and their associated actions are recognized and acted upon (script choice). Mistakes in interpretation occur at the sharp end – within the local event horizon.

ANTECEDENTS CONSEQUENTS

GENERAL Genotypes SPECIFIC Genotypes

(with definitions)

Examples for SPECIFIC Genotypes

GENERAL Genotypes (with definitions)

Late observation (B2) Misjudgement of time

gap due to incorrect

speed estimate (C1.1)

The driver misjudges the

time gap due to a

misjudgement of the

approaching vehicle’s

speed.

Intersection

The driver is waiting to cross a

street and assumes that the

approaching car is keeping the 50

km/h speed limit. The car is,

however, approaching at 70 km/h

and as a result the driver

overestimates the time gap he has

to the approaching car.

Misjudgement of

time gaps (C1)

The estimation of time gaps

(e.g. time left to approaching

vehicle, stop sign, traffic lights

etc.) is incorrect.

False observation (B3)

Attention allocation towards other than critical event (E2)

Fatigue (E3)



Permanent functional impairment (F1)

Expectance of certain behaviours (F2)

Habitually stretching rules and recommendations (F4)


Insufficient skills/knowledge (F6)

Incorrect ITS-information (G5)

Reduced visibility (J1)

Insufficient guidance (L1)

Reduced friction (L2)

Inadequate road geometry (L5)

Inadequate transmission from road

environment (M2)

Unpredictable system characteristics (P4)

Missed observation (B1) None defined Row 2


(C2)

The situation is misjudged

(e.g. the driver thinks that it

is safe to enter the

intersection as he/she has

not noticed the traffic lights

turning red or the vehicle

approaching).



Priority error (D1)

Attention allocation towards other than critical

event (E2)

Fatigue (E3)





Habitually stretching rules and recommendations

(F4)







Road surface degradation (L3)

Object on road (L4)


Inadequate transmission from road environment

(M2)


Figure 13: Extract of intersection accident examples for the genotypes in table C in Appendix A

21

4.6 FROM GENOTYPE TO GENOTYPE The next step in the analysis is to choose the specific or general genotype(s) contributing to the genotype

linked to the phenotype. You start with the first genotype chosen (misjudgement of situation in table C in

the current example) which you find in the last column in one of the tables B - Q in Appendix A (in the

current example you find the genotype in table C).

When looking for specific or general genotype(s) you should always start with looking for a specific

genotype. These are found in column 2. In the current example, there is however no specific genotype

available for Misjudgement of situation (for examples with specific genotypes see section 5. Example

Accidents) and therefore general genotypes has to be chosen in this example. Three contributing general

genotypes can be found in the first column corresponding to Misjudgement of situation in table C (see

Figure 13). These general genotypes are Missed observation (Driver A states that there was no other traffic

around which implies that Driver A did not see Driver B approaching the intersection), Attention allocation

towards other than critical event (Driver A states that her attention was more on dinner than on driving,

due to the familiarity of the road) and finally Expectance of certain behaviours (Driver A drives on a priority

road and therefore expected crossing traffic to give way).

Again, it is important to keep the accident description and context evaluation at hand so you can easily

check the facts and circumstances for the accident you are analysing. Also, it is important that you know the

meaning of all general genotypes listed in order to make a correct choice. In Appendix A, Missed

observation is described in table B row 1, Attention allocation towards other than critical event is described

in table E row 2 and Expectance of certain behaviours is described in table F, row 2.

When you have chosen one or more specific or general genotypes, you write these down in the genotype

boxes in Appendix B to the left of the general genotype they are contributing to (see Figure 14).

4.7 ENDING THE ANALYSIS The step described above is then repeated for each of the general genotypes chosen until the analysis is

complete, e.g. one of the three stop rules is fulfilled.

In the current example, the reason for Driver A not seeing Driver B was that her view was blocked by the

hedge and therefore the general genotype Permanent obstruction to view is chosen as contributing to

missed observation. With regards to reasons for the Permanent obstruction to view, the local authorities

has asked the garden owner to cut down the hedge but the garden owner has not complied, and the issue

has not been enforced by the authorities (a good example of a latent condition, see Figure 1). In other

words, the local authorities are clearly aware that the hedge constitutes a problem for the intersection

layout but have failed to successfully address it. This information can be classified as Inadequate road

design (Q2), which links to K2 (see Table K). The general genotypes are written in the next genotype boxes

in Appendix B (see Figure 14). As there exists no general or specific antecedents for Inadequate road design,

this contributing-factor-chain then stops in accordance with stop rule number 2:

If there exists no general or specific genotypes that link to the chosen consequent, the

analysis stops.

With regards to Driver A’s Attention allocation towards other than critical event, the driver states that her

mind was on what would be for dinner. This can be classified with the specific genotype - Mind off critical

event - Daydreaming (E2.8). Since specific genotypes are terminal events in any contributing-factor-chain,

the analysis then stops in accordance with stop rule number 1:

Specific genotypes have the status of terminal events. Therefore, if a specific genotype is the

most likely cause of a general consequent, that genotype is chosen and the analysis stops.

22

Finally, with regards to Expectance of certain behaviours there are no specific or general genotype listed for

this general genotype and therefore the analysis-chain stops in accordance with stop rule 2:


analysis stops.

When all analysis-chains have come to an end the analysis is completed (see Figure 14).

Figure 14. DREAM Chart for step-by-step walkthrough example

Note that in Figure 14 above, A discovers B after she enters the intersection, and Missed observation (B1)

rather than Late observation (B2) is therefore chosen.

IMPORTANT: Completing the analysis does not necessarily mean that we have succeeded in fully explaining

why the accident took place. It just means that we have categorised everything we know about the accident

as well as possible. Letting go at this point is sometimes difficult. People in general, and accident

investigators in particular, tend to hate unfinished and/or incomplete stories. However, the job here is to

classify, not speculate, and that can only go as far as the empirical data allows.

In cases where you have hard to choose between two or more genotypes it is very important that you make

a comment and motivate your choice for future reference (see Figure 14).

If this was a real accident analysis we would now repeat the whole procedure for Driver B. In this case, this

will not be done but the results of the analysis of Driver B, together with a short explanation as to why the

specific phenotype and general genotypes were chosen can be found in the first accident scenario in

Section 5 (Example accidents).

ACC

ID

EN

T

Phenotype: Timing (A1): No action (A1.1)

Explanation: A entered the intersection

before it was free

Genotype:

Permanent obstruction to view

(K2)

Genotype: Missed observation

(B1)

Explanation: No traffic around => A did not see B

approaching

Genotype: Attention allocation

towards other than critical event (E2)

Explanation: A’s attention was low

Genotype: Expectance of certain behaviours

(F2)

Explanation: A is on a priority

road expected others to yield

Genotype: Misjudgment

of situation (C2)

Explanation: A thought the intersection was

free to enter

Genotype: Mind off critical

event – Daydreaming (E2.8)

Genotype:

Explanation:

A was thinking

about what would be for dinner

Explanation:

Explanation: The hedge blocked A’s view

Genotype:

Inadequate road design (Q2)

Genotype:

Genotype:

Explanation:

Explanation:

Explanation: The sight blocking hedge should not

be there

23

5 EXAMPLE ACCIDENTS Some of the examples below are inspired by accidents described by Englund, Jarleryd, Lindkvist and

Pettersson (1978).

5.1 SCENARIO 1 (INTERSECTION ACCIDENT)

Figure 15: Scenario 1 (intersection accident)

Driver A

A is on her way home and is driving on a priority road, approaching a T-junction (approximately 200 meters

away from her house) in 45-50 km/h (speed limit 50 km/h). A is planning to continue straight ahead in the

intersection and states that there is no other traffic around. When A discovers B the vehicles are so close to

each other that A does not have time to brake or to make an avoidance manoeuvre before A drives into B’s

left side. A states that she is well aware that the intersection is dangerous and that she has experienced

several incidents there. A also states that she is very familiar with the road which makes it easy for her to

forget to adapt the speed.


under the influence of alcohol, drugs or medication, does, however, state that she is so familiar with the

intersection that her level of attention was low

Vehicle: Peugeot in good condition

Traffic environment: T-intersection where vehicles on the connecting road should give way, the view is

obstructed by a 1.6 meter high hedge in a garden, speed limit is 50 km/h

Driver B

Just before the intersection B has stopped to look at a house and therefore she is approaching the

intersection in a low speed (35-40 km/h). B notices the sign telling her to give way. There are no other road

users around. B stops before the dotted white line painted on the tarmac in her lane. B looks to the right

and to the left but does not see any vehicles approaching and therefore she drives into the intersection.

Suddenly A appears from the left and drives into B’s side. There are no brake marks in the intersection.

Driver: 36-year old woman (has had an African driving licence for 15 years and a Swedish driving licence for

10 years), was not in a hurry

Vehicle: Volvo in good condition which she has had for 6 months

Traffic environment: connecting road in T-junction, should give way which is signposted as well as marked

with a dotted white line painted on the tarmac, the view is obstructed by a 1.6 meter tall hedge in a garden

– to get a free view in the intersection it is necessary to stop after the dotted line.

A B

24

5.1.1 Constructing the DREAM-chart for Driver A The DREAM chart for Driver A is constructed in the following way. First, the phenotype is chosen when B

starts to encroach on A’s travel path the intersection even though B is approaching. Since A does not

respond to this event, (e.g. does not brake in order to avoid the conflict) the phenotype timing: no action is

chosen.

Figure 16: Scenario 1 (intersection accident) – DREAM chart for Driver A

The reason for A entering the intersection is that A misjudges the situation and thinks the intersection will

remain free and safe to pass. Therefore the genotype misjudgement of situation is chosen.

There are three different factors contributing to A’s misjudgement of the situation.

Firstly, A stated that there was no other traffic. This implies that A did not see B approaching and therefore

the genotype missed observation is chosen. The reason for A not seeing B is the hedge blocking A’s view.

This justifies selection of the genotype permanent obstruction to view as contributing to the missed

observation. This contributing-factor-chain then stops in accordance with stop rule number 2:


analysis stops.

The second factor contributing to A’s misjudgement of the situation was that, according to A, her attention

was low as she is very familiar with the road. Therefore the genotype Attention allocation towards other

than critical event is chosen. This contributing-factor-chain then stops in accordance with stop rule number

3:

If none of the available general or specific genotypes for the chosen consequent is relevant,

given the information available about the accident, the analysis stops.

The third factor contributing to A’s misjudgement of the situation is that A drives on a priority road. It is

thus reasonable to assume that A expects crossing traffic to give way. Therefore the genotype expectance

of certain behaviours is chosen. This contributing-factor-chain then stops in accordance with stop rule

number 2 (see above).

5.1.2 Constructing the DREAM-chart for Driver B The phenotype is chosen when B passes the give way sign even though A is approaching the intersection. As

B enters the intersection before A has safely passed, the phenotype timing: too early action is chosen.

25

Figure 17: Scenario 1 (intersection accident) - DREAM chart for Driver B

The cause behind B entering the intersection before it is free is that B misjudges the situation and thinks the

intersection is free and safe to enter. Therefore the genotype misjudgement of situation is chosen.

B’s misjudgement of the situation is caused by B not seeing A approaching. Therefore the genotype missed

observation is chosen.

B not seeing A approaching is caused by the hedge blocking B’s view. Therefore the genotype permanent

obstruction to view is chosen.

B’s view being blocked by the hedge is caused by the give way line painted on the tarmac being placed too

far back in the intersection, making it impossible to see vehicles approaching from the left when stopping

before the line. Therefore the genotype inadequate information design is chosen. This contributing-factor-

chain then stops in accordance with stop rule number 2 (see above).

5.2 SCENARIO 2 (REAR END ACCIDENT)

A still standing car queue has formed and vehicle 1 (which stands still) is last in this queue.

Driver A

A is driving in 50 km/h on a busy street. A is talking with her daughter who sits next to her in the front

passenger seat. Suddenly the daughter says that the car in front of them has stopped. A brakes very hard

and stops the car at least 10 meters behind the still standing car (position 1). A few second later, A is hit

from behind by B.

Driver: 58-year old woman (has had a driving licence for 40 years), has previously been involved in an

accident where she was hit from behind resulting in her getting a whip-lash injury, stats that she panicked

when she, completely unprepared, found herself in the same kind of situation again, was not tired, was not

under the influence of alcohol, drugs or medication.

Vehicle: Toyota in good condition

Traffic environment: Busy city-street with a 50 km/h speed limit

Driver B

B is in a hurry to get to work and is driving 55-60 km/h on a busy street with a 50 km/h speed limit.

Suddenly B sees A braking very hard. B brakes as hard as she can but still drives into A’s rear end.

Driver: 25-year old woman (has had a driving licence for 5 years), was not tired or distracted, was not under

the influence of alcohol, drugs or medication

Vehicle: Opel in good condition

Traffic environment: Busy city-street with a 50 km/h speed limit

5.2.1 Constructing the DREAM-chart for Driver A The phenotype is chosen when A suddenly brakes very hard. As A brakes unnecessarily hard (stopping 10

meters behind the queue) the phenotype Force: surplus force is chosen.

Inadequate

informa on

design (Q1)

Permanent

obstruc on to

view (K2)

Missed

observa on

(B1)

Misjudgement

of situa on

(C2)

Timing (A1):

Too early

ac on (A1.1)

B A 1

26

Figure 18: Scenario 2 (catching up accident) - DREAM chart for Driver A

There are two factors contributing to A braking so hard.

Firstly, A panics and therefore the genotype fear is chosen. A’s panic is caused by the fact that A, in the

past, has been involved in a similar situation resulting in A getting a whiplash injury. Therefore the specific

genotype previous experience is chosen. This contributing-factor-chain then stops in accordance with stop

rule number 1:



The second factor contributing to A braking so hard is that A misjudges the situation thinking that braking

really hard is the safest way of avoiding an accident. Therefore the genotype misjudgement of situation is

chosen.

There are two factors contributing to A’s misjudgement of the situation.

Firstly, A is not prepared for the situation as she does not expect cars in her lane to slow down and

therefore the genotype expectance of certain behaviours is chosen. This contributing-factor-chain then

stops in accordance with stop rule number 2:


analysis stops.

The second factor contributing to A’s misjudgement of the situation is that A does not see the car queue

until her daughter informs her about it at which time it is too late for A to properly judge the situation and

brake smoothly. Therefore the genotype late observation is chosen.

A’s late observation is caused by her not focusing her attention on the road in front of her (if she had done

she would have reacted to the car queue before her daughter informed her of it). Therefore the genotype

Attention allocation towards other than critical event is chosen.

A’s Attention allocation towards other than critical event is caused by her talking to her daughter.

Therefore the specific genotype non driving-related distracters inside vehicle is chosen. This contributing-

factor-chain then stops in accordance with stop rule number 1 (see above).

Misjudgement

of situa on

(C2)

Late observa on

(B2)

Expectance of

certain

behaviours (F2)

Fear

(E1)

Force (A5)

Surplus force

(A5.1)

Previous

experience (E1.1)

Non driving-

related distracters

inside vehicle

(E2.3)

A en on alloca on

towards other than

cri cal event

(E2)

27

5.2.2 Constructing the DREAM-chart for Driver B The phenotype is chosen when there is no longer any time/space left for B to act in order to avoid the

accident. As B cannot avoid driving into A even though she brakes as hard as she can as soon as A starts

braking, the phenotype distance: too short distance is chosen.

Figure 19: Scenario 2 (catching up accident) – DREAM chart for Driver B

The cause behind B starting to brake too late is that B misjudges the time gap needed to the car in front (A)

at the speed she is travelling. Therefore the genotype misjudgement of time gaps is chosen.

There are two factors contributing to B’s misjudgement of the time gap.

Firstly, B does not expect A to suddenly brake so hard and therefore the genotype expectance of certain

behaviours is chosen. This contributing-factor-chain then stops in accordance with stop rule number 2 (see

above):

The second factor contributing to B’s misjudgement of the time gap is that B is stressed. Therefore the

genotype psychological stress is chosen.

B being stressed is caused by time pressure. Therefore the genotype time pressure is chosen.

B experiencing time pressure is caused by her being late for work. Therefore the specific genotype being

late is chosen. This contributing-factor-chain then stops in accordance with stop rule number 1 (see above).

5.3 SCENARIO 3 (LEAVING LANE ACCIDENT)

Driver A

A is driving on a motorway with a 110 km/h speed limit. It is late afternoon and A has just picked up his car

at a garage where the chassis had been coated to resist rust. To avoid getting dust and dirt in the new

coating A drives with a top speed of 50 km/h (which is also supported by other evidence at the scene). A

drives as far to the right as he can, without crossing the white line painted on the tarmac. Suddenly –

completely unexpected – A’s left side is hit by C. A loses control over the car and drives down a slope to the

right of the road. A stops against a bank of soil. Straight after the accident A does not understand what

really happened.

Driver: 38-year old man (has had a driving licence for 20 years), was not tired or distracted, was not under


Vehicle: Volvo in good condition

Traffic environment: Motorway with a 110 km/h speed limit, late afternoon with dark but clear weather

Being late

(N1.1)

Time pressure

(N1)

Psychological

stress (E7)

Misjudgment of

me gaps (C1)

Distance (A3):

Too short distance (A3.1)

Expectance of

certain

behaviours (F2)

A

C B

1

28

Driver B

B is driving 100-110 km/h when he approaches a vehicle which he judges to drive approximately 80 km/h.

In the rear mirrors B sees the head lights from a vehicle behind him. B does, however, judge the vehicle to

be so far behind that he can start to overtake the slow vehicle in front of him. B can not recall that there

was any vehicle right behind him (position 1). B indicates to change lane and starts the overtaking.

Suddenly, B sees C cut in front of him and drive into the left side of A. B brakes and stops his car at the road

side.

Driver: 29-year old man (has had a driving licence for 10 years), was not in a hurry or distracted but has,

during the previous week, slept worse than normal because of night duty, was not under the influence of

alcohol, drugs or medication

Vehicle: Opel in good condition


Driver C

C is driving 100-110 km/h when he discovers a car queue in front of him. C judges the queue to drive quite

fast – but slower than him. C changes to the left lane in order to overtake the queue. Suddenly B pulls out in

front of C in the left lane. C has not seen B indicate to change lane and judges the distance to B to be

between three to four car lengths. C judges it being impossible to slow down enough not to drive into the

rear end of B and therefore he overtakes B by using the left shoulder. When C has nearly passed B he gets a

skid and loses control over the car. C cuts in front of B and drives into A’s left side. C then manages to stop

his car on the right shoulder.

Driver: 66-year old man (has had a driving licence for 48 years), was not tired or distracted, was not under


Vehicle: Ford in good condition which he has had as a company car – before that he had another car of the

same brand


5.3.1 Constructing the DREAM-chart for Driver A The phenotype is chosen when A decides to drive in 50 km/h on a motorway with a 110 km/h speed limit.

As A drives slower than what can be expected by other drivers the phenotype speed: too low speed is

chosen.

Figure 20: Scenario 3 (leaving lane accident) - DREAM chart for Driver A

The cause behind A driving so slow is that A misjudges the situation thinking it is safe to drive 50 km/h on a

motorway with a 110 km/h speed limit. Therefore the genotype misjudgement of situation is chosen.

A’s misjudgement of the situation is caused by him choosing to drive slowly to protect his new coating on

the chassis rather than keeping to the traffic rhythm – as he thinks both options are safe. Therefore the

genotype priority error is chosen. This contributing-factor-chain then stops in accordance with stop rule

number 3:



29

5.3.2 Constructing the DREAM-chart for Driver B The phenotype is chosen when B leaves his own lane in order to overtake A. As B enters the lane next to

him before C has safely passed the phenotype timing: too early action is chosen.

Figure 21: Scenario 3 (leaving lane accident) - DREAM chart for Driver B

The cause behind B leaving his lane too early is that he misjudged the gap to C approaching from behind.

Therefore the genotype misjudgement of time gaps is chosen.

There are two factors contributing to B’s misjudgement of the time gap.

Firstly, B underestimates the time gap available until C will reach him (which is easily done when looking in

the rear mirror) and therefore the specific genotype misjudgement of time gap due to incorrect speed

estimate is chosen. This contributing-factor-chain then stops in accordance with stop rule number 1:



The second factor contributing to B’s misjudgement of the time gap is that B is tired after having slept

worse than normal. Therefore the genotype fatigue is chosen.

B having slept worse than normal is caused by him having night duty. Therefore the genotype irregular

working hours is chosen. This contributing-factor-chain then stops in accordance with stop rule number 2:


analysis stops.

5.3.3 Constructing the DREAM-chart for Driver C The phenotype is chosen when, there is no longer any time/space left for C to act in order to avoid the

accident. As B reacts too late to avoid an accident, the phenotype timing: too late action is chosen.

Figure 22: Scenario 3 (leaving lane accident) - DREAM chart for Driver C

30

The cause behind reacting too late is that C thought it was safe to pass the car queue. Therefore the

genotype misjudgement of situation is chosen.

There are three factors contributing to C’s misjudgement of situation.

Firstly, C does not see B indicating to change lane and therefore the genotype missed observation is chosen.

This contributing-factor-chain then stops in accordance with stop rule number 3 (see above).

The second factor contributing to C’s misjudgement of the situation is that C suddenly sees B change lane -

too late to avoid an accident. Therefore the genotype late observation is chosen. This contributing-factor-

chain then stops in accordance with stop rule number 3 (see above).

The third factor contributing to C’s misjudgement of the situation is that it is reasonable to assume that C

does not expect B to suddenly change lane right in front of him. Therefore the genotype expectance of

certain behaviours is chosen. This contributing-factor-chain then stops in accordance with stop rule number

2 (see above).

5.4 SCENARIOS 4:I AND 4:II (LEAVING LANE ACCIDENTS)

Figure 23: Scenario 4:I (leaving lane accident) - Driver A

Driver A (Scenario 4:I)

A is driving 130 km/h on a road with a 70 km/h speed limit (that the speed was high is also supported by

other evidence at the scene). A is on his way to a party but states that he is not in much of a hurry. There

are four passengers (males in the same age of the driver) in the car. When A enters a sharp curve he gets a

skid. A tries to control the skid but fails. A ends up, upside down in a ditch.

Driver: 19-year old man (has had a driving licence for 1 year), was not tired and states that he was not

distracted by his passengers, was not under the influence of alcohol, drugs or medication

Vehicle: Older Volvo in good condition

Traffic environment: Rural road in normal condition with a 70 km/h speed limit

5.4.1 Constructing the DREAM-chart for Driver A in Scenario 4:I The phenotype is chosen when A leaves his own lane. As A drives too fast to take the curve under the

prevailing conditions, the phenotype speed: too high speed is chosen.

Figure 24: Scenario 4:I (leaving lane accident) - DREAM chart for Driver A

The cause behind A driving too fast is that A misjudges the situation thinking it is safe to enter the curve in

that speed. Therefore the genotype misjudgement of situation is chosen.

A’s misjudgement of the situation is caused by A overestimating his own skills thinking he can handle the

car in that speed. Therefore the genotype overestimation of skills is chosen.

A

31

There are two factors contributing to A’s overestimation of his own skills.

Firstly, A has only had his driving licence for one year and has not enough skills and knowledge in order to

handle the situation safely and therefore the genotype insufficient skills/knowledge is chosen. This

contributing-factor-chain then stops in accordance with stop rule number 3:



The second factor contributing to A’s overestimation of his own skills is that A is stressed. Therefore the

genotype psychological stress is chosen.

C’s stress is caused by him having several male passengers in his own age. Therefore the specific genotype

peer pressure is chosen. This contributing-factor-chain then stops in accordance with stop rule number 1:



Figure 25: Scenario 4:II (leaving lane accident) - Driver A

Driver A (Scenario 4:II)

A is driving 130 km/h on a road with a 70 km/h speed limit (that the speed was high is also supported by

other evidence at the scene). When A enters a sharp curve, which is incorrectly cambered and the surface is

covered in gravel, he gets a skid. A tries to control the skid but fails. A ends up, upside down in a ditch.

Driver: 19-year old man (has had a driving licence for 1 year), was not tired or distracted, was not under the

influence of alcohol, drugs or medication

Vehicle: Older Volvo in good condition

Traffic environment: incorrectly cambered curve on a 70km/h-road. The surface in the curve was covered

with gravel.

5.4.2 Constructing the DREAM-chart for Driver A in Scenario 4:II The phenotype is chosen when A leaves his own lane. As A drives t too fast to take the curve under the

prevailing conditions the phenotype speed: too high speed is chosen.

Figure 26: Scenario 4:II (leaving lane accident) - DREAM chart for Driver A

A

32

The cause behind A driving too fast is that A misjudges the situation thinking it is safe to enter the curve in

that speed. Therefore the genotype misjudgement of situation is chosen.

There are three factors contributing to A’s misjudgement of the situation.

Firstly, A overestimating his own skills thinking he can handle the car in that speed and therefore the

genotype Overestimation of skills is chosen.

A’s overestimation of his own skills is caused by A only having had his driving licence for one year and

therefore not having enough skills and experience in order to handle the situation safely. Therefore the

genotype insufficient skills/knowledge is chosen. This contributing-factor-chain then stops in accordance

with stop rule number 3 (see above).

The second factor contributing to A’s misjudgement of the situation is the gravel covering the tarmac

resulting in poor friction. Therefore the genotype reduced friction is chosen.

The reduced friction is caused by the fact that no one has removed the gravel from the road. Therefore the

genotype inadequate road maintenance is chosen. This contributing-factor-chain then stops in accordance

with stop rule number 3 (see above):

The third factor contributing to A’s misjudgement of the situation is the curve is being incorrectly

cambered. Therefore the genotype inadequate road geometry is chosen.

The incorrect camber is caused by a poor road design. Therefore the genotype inadequate road design is

chosen. This contributing-factor-chain then stops in accordance with stop rule number 3 (see above).

5.5 SCENARIO 5 (UNINTENDED ACCELERATION)

Driver A

A has just been shopping and gets into the car to drive home. A starts the car to turn out of a narrow

parking space. To lower (the already low) speed A presses the brake. Instead of slowing down the car

accelerates and therefore A presses the brake pedal to the floor. According to A something must be wrong

with the brake because when she presses it to the floor the speed quickly increases and A drives into a

parked car. After the accident A steps out of the car and could be interviewed. Nothing suggests that A was

ill or has had some kind of seizure.


under the influence of alcohol, drugs or medication

Vehicle: Newer Toyota which she has had for 6 months, the vehicle has automatic gear change and is in

good condition. No failures were found on the brake- and fuel-systems.

Traffic environment: Fairly narrow parking space

A

33

5.5.1 Constructing the DREAM-chart for Driver A The phenotype is chosen when A presses the wrong pedal. As A presses the acceleration pedal, instead of

the brake pedal, the phenotype object: adjacent object is chosen.

Figure 27: Scenario 5 (Unintended acceleration) - DREAM chart for Driver A

The analysis then stops in accordance with stop rule number 3:



5.6 SCENARIO 6 (LEAVING LANE ACCIDENT) This example is based on an accident described by Rasmussen, Duncan and Leplat (1987).

Driver A

A is a lorry driver and is preparing a delivery. As A’s usual lorry is at the garage he picks up a replacement

lorry, which is unfamiliar to him. The borrowed lorry is somewhat smaller than the one A normally drives

and its brake system has not been properly maintained (but A is unaware of this). The lorry is loaded with

the cargo adapted to A’s normal lorry which results in the borrowed lorry being somewhat overloaded. A

leaves with his cargo but the route he normally takes is closed due to road repair. A takes a detour which

turns out to have an unexpected long, steep and curvy slope downhill. A puts in a low gear and starts to

brake. After a while A realises that the brakes are not working properly and the lorry catches speed. The

speed is finally so high that the lorry continues straight ahead in a curve and hits a rock wall.

Driver: 58-year old man (has been driving lorries for 38 years), was not tired or distracted, was not under the

influence of alcohol, drugs or medication

Vehicle: Lorry with a badly maintained brake system

Traffic environment: Long, steep and curvy slope downhill.

5.6.1 Constructing the DREAM-chart for Driver A The phenotype is chosen when A leaves his own lane. As A drives too fast to take the curve under the

prevailing conditions the phenotype speed: too high speed is chosen.

Object (A6):

Adjacent object (A6.1)

A

34

Figure 28: Scenario 6 (leaving lane accident) - DREAM chart for Driver A

There are two factors contributing to A entering the curve too fast. Firstly, the brakes are not working

properly and therefore the genotype equipment failure is chosen.

The equipment failure is caused by poor maintenance of the brakes. Therefore the genotype inadequate

vehicle maintenance is chosen. This contributing-factor-chain then stops in accordance with stop rule

number 2:


analysis stops

The second factor contributing to A entering the curve too fast is that A misjudges the situation thinking he

could safely drive the chosen route. Therefore the genotype misjudgement of situation is chosen.

There are three factors contributing to A’s misjudgement of the situation.

Firstly, A does not have enough knowledge about the chosen route and therefore the genotype insufficient

skills/knowledge is chosen, with the addition of the specific genotype insufficient geographical

knowledge/experience. This contributing-factor-chain then stops in accordance with stop rule number 1:



The second factor contributing to A’s misjudgement of the situation is that A does not have enough

knowledge about the lorry he borrowed resulting in him overloading it and also not being aware of the fact

that the brakes had been poorly maintained. This fact also fits under the genotype insufficient

skills/knowledge, which therefore will be present twice in this chart. This contributing-factor-chain then

stops in accordance with stop rule number 3:



The third factor contributing to A’s misjudgement of the situation is that the brakes do not work as he

expects. Therefore the genotype unpredictable vehicle characteristics is chosen.

The brakes not working as expected are caused by the lorry being overloaded. Therefore the specific

genotype heavy load is chosen. This contributing-factor-chain then stops in accordance with stop rule

number 1 (see above).

35

6 CODING THE RECOVERY PHASE To code a recovery phase, or in the case of a crash an attempted recovery, a prerequisite is that the driver

must have observed and responded to the critical event in some way. This results in two top level

categorisations, i.e. : Recovery or No recovery, where No recovery identifies either a crash or a proximity

event.

If the event warrants a Recovery coding, the following two information categories are of interest to code:

Critical event recognition

Primary

recovery cue

(what was it

that made the

driver realise

s/he is in an

emergency

phase?)

R1 Visual

(observation of

critical event)

If possible, assess if direct or peripheral (i.e. does the

driver initiate response prior to foveal focus on

critical event)

R2 Auditory Name source if possible (passenger, other vehicle,

ADAS,…?)

R3 Haptic Name source if possible (rumble strip, shoulder drop,

intersection approach strips, etc.)

R4 ADAS cue?

(yes/no)

if yes, which type?

Estimate if it influenced driver response (i.e. does

the driver respond prior to the cue)

Driver response

Qualitative Give short narrative (what does the driver do?)

Quantitative S1 braking

(yes/no)

if yes, details of braking response (does brake release

occur before standstill, etc.?)

S2 steering

(yes/no)

if yes, type of steering (panic vs. controlled, into vs.

away from object, left/right, etc.)

S3 Braking AND

steering

See above.

S4 Autonomous

braking / steering

If yes, by which ADAS? Can an onset point be

identified?

Note that a recovery can be coded independently of phenotype choice. In cases where late action is the

selected phenotype, there will obviously be an overlap, but that is ok, as the recovery coding is centered on

different aspects of the event.

36

7 LEVEL OF CONFIDENCE To help analysts assess which causation information is more and which is less trustworthy, but also to allow

for insightful analysis on behalf of the investigator, each causation chain should be coded with the level of

confidence one has in that chain. In other words, when you reach the end of an analysis chain, you need to

indicate whether you think that the chain represents solid reasoning that is backed up by good data or

whether it is more of a conjecture on your part.

There will be three levels of confidence:

• High level of confidence (or confident)

• Reasonable level of confidence (or probable)

• Low level of confidence (or possible)

Below, guidelines for how to code the level of confidence are given. However, the investigator must not

follow the guideline recommendation at all times, since it has proven very hard to cover all possibilities in a

guideline. For example, the guidelines do not work very well when a driver has told an obvious lie but all

other information is coherent and trustworthy. According to the guidelines causation chains that in any way

involve driver data should be coded as low but based on the investigator we want this to be possible to

code as high.

7.1 HIGH A causation chain has a high level of confidence if:

• the on-scene investigation is performed while markings and traffic environment conditions used in

the analysis are still distinct and in that way the course of event can clearly be established by

objective facts, and

• the interviews (with the road user and, if applicable, with witnesses) are carried out within

maximum two days after the accident (but the sooner the better of course), and

• data from interviews and on-scene investigation is in accordance with each other.

7.2 REASONABLE A causation chain has a reasonable level of confidence if:

• some markings or traffic environment conditions used in the analysis are unclear (because the

vehicles do not remain on scene, the weather conditions have changed, markings have fade away

etc) but the course of event can still be reasonable established by objective facts, and/or

• the interviews are carried out more than two days after the accident, but

• data from interviews and on-scene investigation is still in accordance with each other.

7.3 LOW A causation chain has a low level of confidence if:

• on-scene investigation has not been performed, or

• driver interview(s) is missing, or

• data from interviews and on-scene investigation contradict each other.

37

8 AGGREGATION OF IN-DEPTH STUDIES

In-depth accident studies are often used on a case by case basis to get a feeling for a problem or an

accident type. This is very valuable, and should continue to be so. There are however also many efforts

ongoing at coding the accident contributing factors into some sort of meta-data system, which can then be

used as a tool for comparison of different sets of in-depth studies, to identify similarities and/or differences.

The structure of the DREAM classification scheme makes it possible to aggregate any number of DREAM

charts to look for patterns among contributing factors. The actual aggregation is very simple. Since all charts

must follow the same basic link structure, any number of charts can be “superimposed” on each other by

just counting how many times each factor is present at a certain place in the charts. This is illustrated in

Figure 29. The two first charts, A and B, are aggregated by counting the frequency of occurrence for all

phenotypes, genotypes and links that exist in the carts, and then drawing the aggregated chart C, where the

occurrence frequency of contributing factors is added in the boxes, and also highlighted by thicker box

borders and arrows. In this example, when A and B are combined, there are two instances of C2, B1 and K2,

while the other factors have only one occurance.

Figure 29: DREAM chart example aggregation

While the aggregation itself is simple, DREAM does in itself not provide principles for how to select which

cases to aggregate. The simple reason for this is that it all depend on what the analysis is meant to show. It

is possible to identify numerous aggregation principles, some of which are described below:

Permanent obstruction to

view (K2)


(C2)

Timing (A1): No action

(A1.3)

Missed observation

(B1)

Inattention (E2)


behaviours (F2)

Inadequate information design (Q1)

Permanent obstruction to

view (K2)

Missed

observation (B1)


(C2)

Timing (A1): Too early

action (A1.1)

+

=

Permanent obstruction to view (K2) Σ=2

Misjudgement of situation (C2) Σ=2

Timing (A1): No action

(A1.3) Missed observation

(B1) Σ=2

Inattention (E2)


behaviours (F2)


Timing (A1): Too early

action (A1.1)

+

A

C

=

B

38

• Cause based aggregation is where one starts with a particular set of contributing factors, selected

on for example a frequency of occurrence basis, and then pulls out all the cases which has these

factors as contributors and start looking at which are the most common accident types for these

causes. For example, for which crash types is alcohol typically a contributing factor?

• Context based aggregation is virtually the opposite of cause based aggregation, i.e. one selects and

aggregates cases based on the context in which they occurred rather than on any particular

contributing factor. For example, an aggregation may focus on all accidents that occur in foggy

weather on rural roads, or all fatal crashes at intersections. For examples, see Ljung Aust (2010)

and Ljung Aust et al (2012).

• Trajectory based aggregation is where a conflict typology is defined based on logically possible

vehicle movements that can result in a conflict. In this view, three main conflict types (with

numerous sub-groups) exist (crashing while in lane, crashing after leaving lane and crossing path

crashes), and aggregation is based on these groups. For examples, see SafetyNet D5.8 (2008).

• An event based aggregation is based on some interesting pattern occurring during the sequence of

events prior to crash. For example, one accident type may be drivers who panic steer to the left for

no apparent reason, all drivers who turn prematurely, all who misses a red light, all who drive much

faster than regulations allow, etc. Setting up an event based typology has a large resemblance with

detective work, and one has to be very familiar with the source material to find these interesting

events. For examples, see Sandin and Ljung (2007).

For a more general review of the opportunities and limitations with aggregation of DREAM charts, see

Sandin (2008). However, fur purposes of illustration, an aggregated DREAM chart is provided below. This

chart is an aggregation of all the individual DREAM charts for turning drivers involved in fatal intersection

crashes in Norway in the years 2005-2007 (n=28).

39

Figure 30: Aggregated DREAM chart for 28 turning drives in Norwegian Intersection crashes

with fatal outcome

A1.1 Timing: too

early (25)

A1.3 Timing: no

action (1)

A2.1 Speed:

too high (1)

C1

Misjudgement

of time gaps (2)

C2 Misjudgement of

situation (26)

B1 Missed observation (18)

B2 Late

observation

(1)

E4 Under the

influence of

substances (1)

F2 Expectance of

certain behaviours (9)

F6 Insufficient skills/

knowledge (5)

E2 Inattention (14)

E4.1

Alcohol

(1)

E5 Psychological

stress (1)

J1 Reduced visibility

(1)

K1 Temporary

obstruction of view

(4)

K2 Permanent

obstruction of view (9)

M1 Inadequate

transmission from

other road users (4)

N4 Inadequate

training (1)

E2.2 Driving-related

distracters outside

vehicle (10)

J1.1 Low sun (1)

N1 Time

pressure (1)

A6.1 Object:

adjacent object

(1)

G3 Temporary sight

obstruction (2) E2.1 Driving-related

distracters inside

vehicle (1)

E2.3 Non driving-

related distracters

inside vehicle (1)

G3.1 Dirty windows

and/or dirty

mirrors(1)

Q2 Inadquate

road design (1)

L5 Inadequate road

geometry (1) Results - Turning drivers

40

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Huang, Ljung, Hollnagel & Sandin, Accident models for modern road traffic – changing times creates new

demands, IEEE International Conference on Systems, Man & Cybernetics, Hague, Netherlands, 2004.

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Computer and Information Science, Linköpings universitet.

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(PhD). Linköping University, Linköping.

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41

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Chalmers: New demands require new methodologies. Vehicle System Dynamics, 45, 881–894.

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42

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1

LINKING TABLE WITH GLOSSARY

FOR phenotypes (CRITICAL EVENTS) AND GENOTYPES (Contributing factors)

PHENOTYPES (A)

General Phenotypes Specific Phenotypes

Timing (A1) Too early action (A1.1)

Too late action (A1.2)

No action (A1.3)

Speed (A2) Too high speed (A2.1)

Too low speed (A2.2)

Distance (A3) Too short distance (A3.1)

Direction (A4) Wrong direction (A4.1)

Force (A5) Surplus force (A5.1)

Insufficient force (A5.2)

Object (A6) Adjacent object (A6.1)

See section 3.2 Phenotype choices for further information

about at which point in an accident scenario a phenotype should be chosen.

2

PHENOTYPES (A)

ANTECEDENTS (CAUSES) CONSEQUENTS (EFFECTS)

GENERAL Genotypes Definition of

GENERAL

Phenotypes 2

Definitions of SPECIFIC Phenotypes

Examples for SPECIFIC Phenotypes

Misjudgement of time gaps (C1)


Incomplete judgement of situation (C3)

Fear (E1)

Fatigue (E3)








Timing (A1)

The timing for

initiating an action.

Too early action (A1.1)

The action is initiated too early, before the signal

is given or the required conditions are

established.


Starting from a stand still the driver passes the traffic light too early – before it

has turned green.

Starting from a stand still the driver passes the stop/give way sign too early -

before the intersection is free.

Starting from a stand still the driver enters the intersection too early - before the

intersection is free (this is regardless of whether or not it is the driver’s right of

way).

OBS! If the driver has past a red traffic light or a stop/give way sign (see above)

before entering the intersection the analysis should start by the traffic light/stop

sign/give way sign.

Leaving lane accidents

The driver leaves his own lane in order to overtake the vehicle in front of him too

early – before he has free visibility of a stretch of road long enough for him to

complete the manoeuvre.

Changing lane accidents

The driver leaves his own lane in order to change lane too early - before the lane

he is changing into is free.

Non-crashes

Conditions:

1. Initiation of movement, i.e. starting from stand-still when performing a

manoeuvre, such as pulling out, backing-up or turning

2. Initiation of action while moving, indicated by change in velocity and/or

direction (reference: precipitating event set at local velocity minima closest to

2 For non-crashes, code phenotype just before start of evasive maneovre – The end point of the DREAM-analysis should be when/where the evasive maneouvre begins. If there is

no evasive maneouvre, use the trigger timing instead. Evasive manouvre definitions can be had from EuroFOT codebook definition.

3

action), such as starting a lane change. pulling out or turning.

EXCEPTION: If there is no state change, it should be coded as late action. A lack of

change can refer to either travelling at constant velocity or being in (relatively)

constant low acceleration/deceleration. Note that a high

acceleration/deceleration rate would be associated with the initiation of an

action, and thus fall into category 1 above.

Too late action (A1.2)

The action is initiated too late, for example due

to low/late stimuli saliency or unexpected

behaviour of another road user.

Note that use of this phenotype is independent of

the coding of the recovery phase, i.e. whether

they overlap of not does not matter, since the

recovery coding focuses on a different aspect of

the event.


The driver starts to brake too late in order to stop for the red traffic light.

The driver starts to brake too late in order to stop in front of the stop/give way

sign.

The driver starts to brake too late to avoid another road user entering his/her

travel path.

NOTE! If the driver has gone past a red traffic light or a stop/give way sign (see

above) before entering the intersection the analysis should start by the traffic

light/stop sign/give way sign.


The driver starts to brake and/or make an avoidance manoeuvre too late to avoid

an accident when a car (e.g. making an overtaking manoeuvre) is coming towards

the driver in his own lane.


The driver starts to brake and/or make an avoidance manoeuvre too late in order

to avoid an accident with the car changing into his lane.

Catching up accidents

The driver starts to brake and/or make an avoidance manoeuvre too late in order

to avoid an accident with the slow driving/still standing car in front of him.

Non-crashes

For non –crashes, a prerequisite for using this category is that the driver has

performed an evasive manoeuvre, i.e. the driver is experiencing a conflict.




Fear (E1)

Fatigue (E3)

No action (A1.3)

No action is initiated.


The driver passes the red traffic light without doing anything (e.g. does not brake

in order to stop).

The driver passes the stop/give way sign without doing anything (e.g. does not

4








brake in order to stop).

The driver enters the intersection without doing anything to avoid another road

user entering his/her travel path. (e.g. does not brake or steer to avoid the

conflict).

NOTE! If the driver has past a red traffic light or a stop/give way sign (see above)

before entering the intersection the analysis should start by the traffic light/stop

sign/give way sign.

Oncoming accidents

The driver does not act when another vehicle is coming towards the driver in his

own lane (e.g. does not brake and/or make an avoidance manoeuvre to avoid an

accident).


The driver does nothing to avoid an accident with a vehicle moving into his lane

(e.g. the driver might not have seen the vehicle and thus does not act).

Single vehicle accidents

The driver does not act vhen leaving the roadway


The driver (e.g. caught in a car queue) does not do anything to avoid being hit

from behind (this is regardless of whether or not he has the time and/or space to

act).

The driver does nothing to avoid an accident with the slow driving/still standing

car in front of him (e.g. the driver might not have seen the car in order to act).

The driver brakes softly in order to stop in time (for the traffic light, stop/give way

sign, traffic in intersection or car queue in front) but does not make any

manoeuvres in order to avoid being hit from behind.

Non-crashes

For non- crashes, no action means the driver did not perform an evasive

manoeuvre. The only way this may instantiate for non-crashes is therefore

through high hazard proximity without kinematic change, such as:

1. The ego vehicle crosses the path of another vehicle at relatively constant

speed. Support for use of this category is enhanced if the other vehicle

performs an evasive manoeuvre. Otherwise, PET should be < 1.5 s.

2. The ego vehicle crosses the lane boundary when there is oncoming

traffic without driver intervention

5

3. The ego vehicle leaves the roadway without driver intervention

4. The ego vehicle passes close to a VRU at relatively constant speed and

performs no detectable evasive manoeuvre. Support for use of this

category is enhanced if the VRU performs an evasive manoeuvre.




Fear (E1)

Fatigue (E3)








Speed (A2)

The travelling speed.

Driver compromises

margins through

inappropriate choice of

travelling speed

Too high speed (A2.1)

Driving too fast.


The driver approaches the intersection faster then what can be expected by other

drivers.


The driver approaches the meeting car (e.g. making an overtaking manoeuvre)

faster then what can be expected by the overtaking driver.

The driver drives too fast to take the curve, and stay within his own lane, under

the prevailing conditions.


The driver approaches the car changing lane faster then what can be expected by

the lane changing driver.


The driver catches up with a slower car due to excessive speed.

Non-crashes

1. The driver is clearly speeding in relation to posted speed limit OR surrounding

traffic

2. The driver self-selects a speed which is permitted but which also results in

reduced braking and steering vehicle performance (which often comes as a

surprise to the driver),e.g. driving fast on icy roads or gravel roads

3. The driver self-selects a speed which is permitted but which results in very

short time horizon for detecting unfolding events, e.g. driving fast under

reduced visibility conditions (darkness, fog, snow)

Too low speed (A2.2)

Driving too slowly.


The driver is caught up because he drives slower than what can be expected by

other drivers.

6




Fear (E1)

Fatigue (E3)






Distance (A3)

The space between

objects.

Too short distance (A3.1)

The distance between the vehicle and other

objects(margins in space and/or time) is kept

too small.


The driver keeps a too short distance to the car in front of him.

Non-crashes

An evasive manoeuvre is preceded by the driver compromising margins through

inappropriate choice of following distance to moving object or lateral distance to

moving and/or stationary objects:

1. (Self selected) time headway in LV following situation < 0.5 s (the actual

number used in analysis can be either regional or driver adapted), and forced

to perform evasive manoeuvre when LV brakes even for moderate LV braking

levels.

2. (Self selected) lateral distance to moving object < 0.5 m for more than 1.0 s,

and when vehicle in adjacent lane swerves this triggers evasive lateral

manoeuvre in ego vehicle driver (due to being too close to begin with)

3. Ego vehicle (by own choice) enters a situation with obviously tight lateral

margins, such as overtaking a truck on 2+1 road (truck width = 2.6 m, lane

width = 3.25 m.

4. Driver performs lateral evasive manoeuvre due to own perception of lateral

distance to stationary object(s) being insufficient (the evasive manoeuvre acts

as evidence of driver perception).




Fear (E1)

Fatigue (E3)






Direction (A4)

The direction of the

vehicle.

Wrong direction (A4.1)

The manoeuvre is made in the wrong direction.

Intersection accidents: Illegally turning etc.

The driver initiates an illegal left/right turn.


The driver leaves his own lane on a straight road or in a curve.

One-way lane/street accidents

The driver enters a lane or a one-way street against the traffic flow.




Fear (E1)

Fatigue (E3)







Force (A5)

The force with which

an action is conducted.

Surplus force (A5.1)

Too much force is used.


The driver steers too hard resulting in him leaving his own lane.


The driver brakes harder (e.g. emergency braking) than what can be expected by

other drivers.

Insufficient force (A5.2)

Too little force is used.

Insufficient brake accidents

The driver does not brake hard enough to stop in time (this can also be caused by

insufficient brakes).

7





Fear (E1)

Fatigue (E3)








Object (A6)

An item or a control.

Adjacent object (A6.1)

An item/control in close proximity to the correct

item is wrongly chosen.

Unintentional acceleration accidents

The driver mistakes the accelerator pedal for the brake pedal.

8

Dri

�� HUMAN (B-F)

Driver B: Observation G: Temporary HMI problems

Missed observation (B1) Temporary illumination problems (G1)

Late observation (B2) Temporary sound problems (G2)

False observation (B3) Temporary sight

Temporary access limitations (G4)

C: Interpretation Incorrect ITS-information (G5)




H: Permanent HMI problems

Permanent illumination problems (H1)

D: Planning Permanent sound problems (H2)

Priority error (D1) Permanent sight obstruction (H3)

E: Temporary Personal Factors I: Vehicle equipment failure

Fear (E1) Equipment failure (I1)

Attention allocation (E2)

Fatigue (E3)


Excitement seeking (E5)



F: Permanent Personal Factors



Expectance of stable road environment (F3)




GENOTYPES (B-Q)

�� TECHNOLOGY (G-M)

Vehicle (G-I) Traffic environment (J-M) G: Temporary HMI problems J: Weather conditions

Temporary illumination problems (G1) Reduced visibility (J1)

Temporary sound problems (G2) Strong side winds (J2)

Temporary sight obstructions (G3)

Temporary access limitations (G4) K: Obstruction of view due to object

information (G5) Temporary obstruction of view (K1)

Permanent obstruction of view (K2)

H: Permanent HMI problems

Permanent illumination problems (H1) L: State of road

Permanent sound problems (H2) Insufficient guidance (L1)

Permanent sight obstruction (H3) Reduced friction (L2)


I: Vehicle equipment failure Object on road (L4)

Equipment failure (I1) Inadequate road geometry (L5)

M: Communication

Inadequate transmission from other

road users (M1)


environment (M2)

ORGANISATION (N-Q)

Organisation N: Organisation

Time pressure (N1)

Irregular working hours (N2)

Heavy physical activity before drive (N3)


O: Maintenance

Inadequate vehicle maintenance (O1)

Inadequate road maintenance (O2)

P: Vehicle design

Inadequate design of driver environment (P1)

Inadequate design of communication devices (P2)

Inadequate construction of vehicle parts

and/or structures (P3)


Q: Road design



9

�� OBSERVATION (B) Observation includes detection as well as recognition of information that should have been the start of an action.



(with definitions) Examples for

SPECIFIC Genotypes GENERAL Genotypes

(with definitions)

Fear (E1)


Fatigue (E3)








Temporary illumination problem (G1)

Temporary sound problems (G2)

Temporary sight obstruction (G3)

Permanent illumination problem (H1)

Permanent sound problems (H2)

Permanent sight obstruction (H3)



Temporary obstruction to view (K1)

Permanent obstruction to view (K2)


Inadequate transmission from other road users (M1)

Inadequate transmission from road environment (M2)



Tunnel vision (B1.1)

The driver’s peripheral vision is

limited.

When the driver experiences high

speed, the peripheral vision

diminishes from 180 degrees to as

little as 20-30 degrees thus reducing

awareness of, or possibility to detect,

objects to the side of the road.


Some information (signal, sign or event) is

missed. The reason for this can either be

visual restrictions, i.e. that something is

hidden, or that it is not noticed by the driver

because s/he is not looking in the direction

where the information can be obtained (such

as a driver who does not look to the left at an

intersection where s/he has a green light).

For some situations, B1 is not appropriate. For

example:

if a driver already has seen a pedestrian (the

pedestrian is clearly visible),but that

pedestrian suddenly (unexpectedly) starts to

cross the street, then choose C3 and link to F2

instead

If a driver already has seen a pedestrian but

looks away when the pedestrian initiates a

sudden action (crossing street): choose C3 and

link to F2 and/or E2 as appropriate

10

Fear (E1)


Fatigue (E3)











Permanent illumination problem (H1)





Temporary obstruction to view (K1)

Permanent obstruction to view (K2)


Inadequate transmission from other road users (M1)




Tunnel vision (B2.1)

The driver’s peripheral vision is

limited.

When the driver experiences high

speed, the peripheral vision

diminishes from 180 degrees to as

little as 20-30 degrees thus reducing

awareness of, or possibility to detect,

objects to the side of the road.


The observation of some information (signal,

sign or event) is correct but comes late, i.e.

the observation is made after entering the

discontinuity or emergency phase of the

event, when the time and space available to

respond is severely limited.


Fatigue (E3)












None defined False observation (B3)

Some information (object, signal, sign or

event) is misunderstood / misinterpreted as

something else (e.g. the driver mistakes a

motorcycle for a moped or thinks it is green

because of looking at the wrong traffic light).

11

�� INTERPRETATION (C) Interpretation includes, for all but novice drivers, quick and automated (routine) procedures where typical situations and their associated actions

are recognized and acted upon (script choice). Mistakes in interpretation occur at the sharp end - within the local event horizon.

ANTECEDENTS

CONSEQUENTS




(with definitions)




Fatigue (E3)















environment (M2)


Misjudgement of time gap

due to incorrect speed

estimate (C1.1)

The driver misjudges the time

gap due to a misjudgement of

the approaching vehicle’s

speed.

Intersection

The driver is waiting to cross a street and

assumes that the approaching car is keeping

the 50 km/h speed limit. The car is, however,

approaching at 70 km/h and as a result the

driver overestimates the time gap he has to

the approaching car.

Overtaking

The driver is overtaking another car when he

suddenly realise that he has underestimated

the meeting car’s speed and therefore also

overestimated the available gap for the

overtaking.

Catches up from behind

The driver is changing lanes when he suddenly

realise that he has underestimated the speed

of the car catching up from behind (in the lane

he is changing into), and therefore he has also

underestimated the available time gap.

Approaches from behind

The driver underestimates the time gap to the

car in front of him because he overestimates

its speed.


The estimation of time gaps (e.g. time left to

approaching vehicle, stop sign, traffic lights

etc.) is incorrect. In order to misjudge a time

gap the object (e.g. approaching vehicle, stop

sign, traffic lights etc.) must have been

observed!

12




Priority error (D1)


Fatigue (E3)














Object on road (L4)




None defined Misjudgement of situation (C2)

The situation is misjudged, i.e. the cues necessary

for anticipating the critical event are present in

the environment, but the driver either interprets

them erratically or not at all. (e.g. the driver

thinks that it is safe to enter the intersection as

he/she has not noticed the traffic lights turning

red or another vehicle with right of way

approaching).

- Do not use if the driver is in full control and

prepared to act (e.g. a pedestrian suddenly turns

and steps out in front of the car, and the driver

immediately brakes but the available time/space

is insufficient to avoid a collision). In this case, use

Incomplete Judgement of Situation (C3)

- Do not use for totally unexpected and/or very

sudden events that could not have been

anticipated by the driver (e.g. animal suddenly

jumping up on road at night). In this case, use

Incomplete Judgement of Situation (C3)










Object on road (L4)




None defined Incomplete judgement of situation (C3)

In retrospect, the driver’s (road user’s)

understanding of the situation was incomplete;

however, it could not reasonably be expected of

the driver (road user) to predict the event at the

time it occurred.

This code is valid for events which are very

surprising, either in terms of their nature (e.g. an

airplane landing on the road) or in terms of how

quickly they happen, i.e. they develop so fast a

normal driver cannot be expected to respond in

time (e.g. an animal suddenly running out on the

road at night),

13

�� PLANNING (D) Planning includes fairly conscious and time consuming processes covering upcoming situations and eventualities beyond the local event horizon.

Planning is a less frequent event than interpretation.





(with definitions)

Fear (E1)

Excitement seeking (E5)



None defined Priority error (D1)

The driver prioritizes something else above safe arrival at the

destination (e.g. uses the bus lane to save time or drives very

fast to impress friends). This covers strategic planning where

there is a conflict between safety and other goals

independent of if the driver is aware of this conflict or not

(see definition for planning).

Guidelines for coding:

Less severe traffic violations are not considered if it is part of

the normal traffic culture at the location, e.g. slowing down

but not stopping at stop signs are common traffic behaviour

in Japan, and is therefore not considered as a priority error.

Priority errors, e.g. excessive speeding, may be assessed for

the whole trip (or several seconds to minutes if this is the

only option) before the accident/incident.

Crossing an intersection where the light is yellow and about

to turn red is not coded as priority error unless there is

information suggesting that the driver is taking a deliberate

risk. Instead this is included in misjudgement of time gaps OR

misjudgement of situation.

Situations where the driver is trying to get ahead of another

vehicle or traffic light can be coded as a priority error. In

video data, the drivers intention to get ahead can be judged

by for instance speeding up when the light turns yellow, or as

a combination of maintaining speed and looking at the other

vehicle s/he is trying to get ahead of.

�� TEMPORARY PERSONAL FACTORS (E) Temporary personal factors includes temporary, or short-term, factors influencing driver’s perception, interpretation, planning etc.

14

ANTECEDENTS CONSEQUENTS)




(with definitions)

Sudden functional impairment (E6) Previous experience (E1.1)

The driver has previously experienced a similar

traffic situation in which it was a negative

outcome.

The driver is anxious about a particular

situation due to previous bad experience or

accident.

Fear (E1)

Being afraid of something or being

scared by a sudden event (e.g. the lead

vehicle making an emergency brake or

an animal jumping onto the road in

front of you).




Attention allocation towards driving-related

event other than the critical event INSIDE vehicle

(E2.1)

The driver is distracted by a driving-related object

or event inside the vehicle.

The driver focuses his attention on the how far

s/he can travel given how much fuel is left or

what to do about an error message that has

popped up.

Attention allocation towards other

than critical event (E2)

Any condition, state or event that

causes the driver to allocate gaze

attention elsewhere than towards

critical event.

The distinction driving-related vs. non-

driving related is artificial, and

introduced only to separate out

phenomena which are interesting from a

vehicle manufacturer perspective. From

a driver perspective, any activity done in

the car on a repetitive basis would

probably be conceived of as part of

normal driving (VTTI estimates 23.5 %

secondary task engagement during total

driving time)

Attention allocation towards driving-related

event other than the critical event OUTSIDE

vehicle (E2.2)

The driver is distracted by a driving-related object

or event outside the vehicle.

The driver focuses his attention on road signs

or an animal standing dangerously close to the

road.

Attention allocation toward non-driving related

event INSIDE vehicle (E2.3)

The driver is looking at non driving-related object

or event inside the vehicle.

The driver looks at cell phone

Attention allocation toward non-driving related

event OUTSIDE vehicle (E2.4)

The driver is looking at a non driving-related object

or event outside the vehicle.

The driver looks at a friend walking past on the

pavement.

Intentional gaze blocking (hiding from the law)

(E2.5)

The driver is covering his eyes/face to avoid

identification

The driver is speeding past an automatic speed

camera and hides his/her face to avoid

identification

Taking part in conversation (E2.6)

The driver/VRU is preoccupied with an ongoing

conversation topic.

The driver/VRU is speaking and/or listening to

another person present , or someone on the

phone.

15

Performing secondary task (E2.7)

The driver/VRU is performing one or more

secondary tasks which do not involve a clear

and/or continuous diversion of gaze from the

forward roadway, but which may still influence

primary task performance (i.e. driving/walking).

The driver adjusts seat, climate settings, radio

channel or volume, etc.

A VRU is attending a nomadic device

A VRU attending other VRU (e.g. parent is

attending walking child or child on a bike)

Mind off critical event - Daydreaming (E2.8)

The driver is distracted by his/her own thoughts –

for example, by thinking about a pressing personal

problem or other emotional condition

The driver is en route to/from a funeral, or

driving home from the hospital after having

received some form of bad news.

Mind off critical event - Way finding (E2.9)

The driver is preoccupied by figuring out which

way to go

The driver is considering for example which is

the best overall route choice, which exit to

take, or whether to turn at the next

intersection.

Other (E2.10)

Some form of attention allocation towards other

than critical event, which is not covered by E2.1-

E2.9.

16



Time pressure (N1)




Sleep disorders (E3.1)

The driver suffers from a sleep disorder.

The driver suffers from sleep apnoea syndrome,

of which the symptoms are heavy snoring and

sleep disturbance resulting in daytime

sleepiness.

Fatigue (E3)

Being sleepy, tired or exhausted

(mentally or physically).

None defined Alcohol (E4.1)

The driver is under the influence of alcohol.

The driver’s performance is impaired as a result

of being influenced by alcohol.


Being affected by different sorts of

substances.

Drugs (E4.2)

The driver is under the influence of non-

prescribed drugs.


of taking ecstasy.

Medication (E4.3)

The driver is under the influence of

prescribed drugs.


of taking strong sedatives.

None defined None defined Excitement seeking (E5)

Looking for adrenaline-kicks (e.g. by

driving in high speed)

None defined Epilepsy (E6.1)

The driver suffers an epileptic seizure.

The driver is unresponsive or unconscious due

to an epileptic seizure.

Sudden Functional Impairment (E6)

Sudden onset of functional impairment

due to illness. Does not include different

kinds of sleep disorders!

Diabetes (E6.2)

The driver suffers a critically low

concentration of insulin in the blood.

The driver is sweating and shivering before

becoming unconscious due to low concentration

of insulin in the blood.

Stroke (E6.3)

The driver suffers a stroke.

The driver is sweating and shivering before

becoming unconscious due to a stroke.

Coughing /Sneezing (E6.4) The driver suffers a violent burst of coughing or

sneezing

Fatigue (E3)



Time pressure (N1)



Peer pressure (E7.1)

The driver experiences stress due to peer

pressure.

The driver is feeling stressed because the car is

full of passengers he wants to impress.


Different mental factors putting a strain

on the driver.

Stressful life events (E7.2)

The driver experiences stress due to stressful

life events (e.g. receiving bad news, newly

divorce, recent loss of a loved one).

The driver is experiencing stress as he has just

filed for divorce.

17

�� PERMANENT PERSONAL FACTORS (F) Permanent personal factors includes permanent, or long-term, factors influencing driver’s perception, interpretation, planning etc.





(with definitions)

None defined Reduced vision (F1.1)

The driver’s ability is impaired due to

reduced vision.

The driver finds it difficult to drive at night

due to reduced vision.


Permanent or long term, functional impairment due to, for

example, ageing, chronic illness or injury.

Reduced hearing (F1.2)


reduced hearing.

The driver finds it difficult to hear another

road user honking his horn due to reduced

hearing.

Reduced motor skills (F1.3)


reduced motor skills.

The driver finds it difficult to look around

properly when reversing due to reduced

mobility.

Reduced cognitive capacity (F1.4)


reduced cognitive capacity.

The driver finds it difficult to make

decisions in complex traffic environments

due to reduced cognitive capacity.

None defined Violation of continuation

expectancy (F2.1) The driver does

not expect other traffic elements to

change their style of movement

abruptly

Sudden braking, steering or acceleration

manoeuvres by another traffic element

when there is nothing in the environment

that could warrant or predict such

behaviour. Examples include sudden

accelerations by motorcycles and sudden

changes of direction and/or speed by VRUs


Expecting other road users to behave in certain ways following

praxis.

Rule following expectancy (F2.2)

Expecting other road users to behave

in certain ways following praxis

Expecting other drivers to stop for stop

signs and red-lights, give way when driving

on a non-priority or minor road and mostly

comply with the speed limits.

Expecting pedestrians to use zebra

crossings when near those.

This expectancy is still present even if no

other road users are in view (e.g. when

18

approaching a blind corner drivers expect

oncoming traffic to keep to their lane).

Expectancy of recurrent patterns

(F2.3) – (requires interview data)

“There should be no traffic from the right

in this local intersection where I’ve not

encountered any vehicle from the right in

all my driving career”.

Action completion expectancy (F2.4)

The driver expects other traffic

elements to complete rather than

abort manoeuvres once they are

initiated

Vehicles which initiate lane changes, turns

at intersections and/or start to pull out

from stopped position (e.g.at traffic light)

should complete the initiated manoeuvre

(no mid-action abortions of manoeuvres).

Illusion of visibility (F2.5)

Driver of PTW or bicycle believes

other road users can see him/her

clearly, and thus for example will

give right of way

None defined None defined Expectance of stable road environment (F3)

Expecting no changes to the road environment (e.g. no new

road signs or roundabouts) on familiar roads.

None defined Driving on rear wheel (F4.1) Habitually stretching rules and recommendations (F4)

Habitually stretching rules and recommendations (e.g.

habitually speeding or not stopping at stop signs or red traffic

lights) as previous performance has not resulted in any

negative consequences

Straddling lane (F4.2)

A PTW advances in dense traffic by

driving between other vehicles (i.e.

on the lane marker)

Slalom (F4.3)

A PTW advances in dense traffic by

slaloming between other vehicles



None defined Overestimation of skills (F5)

Overestimating one’s own driving skills (e.g. overestimating the

speed in which one is able to keep control over the vehicle).

19

Inadequate training (N4) Insufficient geographical

knowledge/experience (F6.1)

The driver has insufficient knowledge

or experience about the local area.

The driver, who is a visitor from a country

with left-hand traffic, ends up, by mistake,

on the wrong side of the road in a country

with right-hand traffic.


Lack of practical skills (e.g. having to look down in order to

change gear) and/or theoretical knowledge (e.g. not knowing

the give way rules or the meaning of a road sign).

20

�� TEMPORARY HMI PROBLEMS (G) Temporary HMI problems include temporary, or short-term, problems with human-machine-interfaces related to the vehicle.


GENERAL Genotypes SPECIFIC Genotypes (with definitions)

Examples for


(with definitions) Equipment failure (I1) None defined Temporary illumination problems (G1)

The light inside the vehicle is too strong (e.g. causing

reflexes) or too weak (e.g. causing reduced colour vision).

Equipment failure (I1) None defined Temporary noise problems (G2)

Noise levels surrounding the driver are too high (e.g. the

driver cannot hear the sirens on the ambulance as music is

played at high volume).

Equipment failure (I1) Dirty windows and/or dirty mirrors

(G3.1)

Dirty windows or dirty mirrors

obstruct the driver’s view.

The driver cannot see the car

ahead clearly because of dirt on

the wind screen.


The view is temporarily obstructed.

Luggage (G3.2)

Luggage or other objects obstruct the

driver’s view.

The driver cannot see out of the

rear window because of bags

obstructing the view.

Passengers (G3.3)

People or pets inside the vehicle

obstruct the driver’s view.

The driver can not see out of the

rear window because a tall

passenger seated in the middle of

the back seat obstructs the view.

Dirty/blocked visor (G3.4)

The helmet visor is difficult to see

through due to mud splashes, rain, or

similar

Equipment failure (I1) Temporary obstruction (G4.1)

Temporary obstruction makes it

difficult for the driver to reach one or

more items/controls in the driver

environment.

The driver finds it difficult to reach

the brake pedal because he did not

adjust the seat before starting to

drive.

Temporary access limitations (G4)

Temporary problems for the driver to reach or find

items/controls in the driver environment.

21



None defined Incorrect ITS-information (G5)

Information given by an ITS-device (e.g. navigation, speed-

information) is ambiguous, incorrect or missing.

22

�� PERMANENT HMI PROBLEMS (H) Permanent HMI problems include permanent, or long-term, problems with human-machine-interfaces related to the vehicle.

ANTECEDENTS CONSEQUENTS)




(with definitions) Inadequate design of driver environment (P1) Weak light (H1.1)

The light inside the vehicle is too

weak.

The driver has difficulty seeing the

speedometer as the illumination of

the dashboard is too weak.

Permanent illumination problems (H1)

The light, on e.g. the dashboard, is too strong (causing

glare) or too weak.

Inadequate design of driver environment (P1) Low sound signal (H2.1)

The signals from different driver

support systems inside the vehicle are

too low.

The driver has difficulty hearing the

warning signal of the speed warning

device as the signal is too low.


The sound signals inside the vehicle are too high (causing

startle) or too low.

Inadequate design of driver environment (P1) Scratched / miscoloured visor (H3.1)

The helmet visor is difficult to see

through due to scratches,

miscolouring’s, etc.


The view is permanently obstructed by parts of the vehicle.

23

�� VEHICLE EQUIPMENT FAILURE (I) Vehicle equipment failure includes failures of the vehicle or any equipment or system related to it.





(with definitions) Inadequate vehicle maintenance (O1)

Inadequate design of communication devices

(P2)

Inadequate construction of vehicle parts

and/or structures (P3)

Cold tires (I1.1)

PTW tires are cold and thus have reduced

friction


Some piece of equipment (e.g. tyres, steering,

brake system or lighting) does not perform as

intended or does not work at all (because it has

broken).

�� WEATHER CONDITIONS (J) Weather conditions include reduced visibility and stability due to environmental factors.





(with definitions) None defined Low sun (J1.1)

Low sun facing the driver makes it difficult to

see.

The driver cannot see the brake lights on the

car in front as the low sun is shining directly in

his eyes.


The visibility is reduced due to low sun, fog,

darkness etc.

Low contrast (J1.2)

Pedestrian or other traffic object is difficult to

distinguish from background due to low

contrast (/ is difficult to distinguish from

background

Pedestrian wearing dark clothes at night,

None defined Non defined Strong side wind (J2)

The stability of the vehicle is affected by strong

side wind

24

�� OBSTRUCTION OF VIEW DUE TO OBJECT (K) Obstruction to view due to objects includes all temporary and permanent objects, in the traffic environment, obstructing the drivers’ view.





(with definitions) None defined Partial obstruction of view (K1.1)

Low acuity due to PARTIAL obstruction of view.

Low fence or row of parked cars partially

obscure bicyclist/pedestrian

Temporary obstruction of view (K1)

Objects (e.g. driven or parked vehicles,

gatherings of people) in the traffic environment

cause temporary obstruction of view.



None defined Permanent obstruction of view (K2)

Objects (e.g. buildings, fences, signs,

vegetation) in the traffic environment cause

permanent obstruction of view.

25

�� STATE OF ROAD (L) State of the road includes problems with the road itself and its surface as well as the friction between the surface and tyres.





(with definitions) Inadequate road maintenance (O2)


None defined Insufficient guidance (L1)

The road guidance (painted lane markings, cat’s

eyes, roadside reflectors etc.) is insufficient.




Low noise tarmac in rain (L2.1)

Low noise tarmac, that has become wet, can

make the road surface very slippery due to very

small rubber particles (the noise damping stuff)

surfacing from cracks in the tarmac.

The driver finds a road with low noise tarmac

very slippery after a light drizzle.


The friction is reduced due to ice, snow, oil,

gravel etc. on the road or due to bad tyres on

the vehicle.



None defined Road surface degradation (L3)

The road surface has degraded (e.g. have

potholes or deep ruts). Does not include

problems resulting in reduced friction!

Inadequate road maintenance (O2) Animals (L4.1)

Animals, dead or alive, are on the road.

The driver’s progression is hindered by a dead

badger lying in the middle of the road or wild

dears crossing the road.

Object on road (L4)

The road is partly, or completely, blocked by

objects other than vehicles (e.g. stones,

exploded tires, lost cargo, animals).

Inadequate road design (Q2) None defined Inadequate road geometry (L5)

The road geometry (e.g. curves, camber, road

shoulder) is inadequate.

26

�� COMMUNICATION (M) Communication includes failures to transmit correct information from other road users or from the traffic environment to the driver.





(with definitions)

Insufficient transmission (M1.1)

Another road user fails to communicate

expected/relevant signals/information

Not using indicator before turning

Vehicle lacks functioning brake lights (they do

not light up when braking)

Insufficient / inappropriate transmission from

other road users (M1)

Other road users fail to transmit information or

the information transmitted is ambiguous,

incorrect or inappropriate.

Inappropriate transmission (M1.2)

The communication from another road user

deepens a conflict rather than resolves it

Driver one at an intersection signals to driver

two that s/he can go, but does not realise a

third vehicle with priority over both driver one

and two is approaching

Inadequate information design (Q1) None defined Inadequate transmission from road

environment (M2)

The road environment fails to transmit

information to the driver and/or the vehicle

(e.g. traffic lights or transmitters to ITS systems

are out of order, warning signs or signals are

missing) or the information transmitted is

ambiguous or incorrect.

27

Organisation includes structures in social

ANTECEDENTS


(with definitions)

None defined Being late (N1.1)

Being late for a professional or private

appointment makes

experience time pressure.

Inadequate time schedule (N1.2)

Working under tight time margins for pick

and deliveries makes the professional driver

feel pressured to exceed the legal speed limit

and/or the legal number of working hours.

None defined Night shift (N2.1)

Working night shift forces the private driver to

drive home during the circadian morning dip.

Scheduled night driving (N2.2)

Night driving makes it hard for the professional

driver to follow the circadian

None defined Heavy physical activity for private drivers

(N3.1)

Heavy physical activity precedes the private

driver’s drive.

Heavy physical work for

(N3.2)

Heavy physical work precedes the professional

driver’s drive.

None defined None defined

ORGANISATION (N) Organisation includes structures in social- or working life which might impede the private- or professional driver’s driving

ANTECEDENTS

SPECIFIC Genotypes (with definitions)


Being late (N1.1)

Being late for a professional or private

appointment makes the private driver

experience time pressure.

The private driver experiences time pressure

as he is late for work, nursery pick-up, a party

or some other professional or private

appointment.

Inadequate time schedule (N1.2)

Working under tight time margins for pick-ups

and deliveries makes the professional driver

pressured to exceed the legal speed limit

and/or the legal number of working hours.

The professional bus driver experiences time

pressure as his time table is very tight.

Night shift (N2.1)

Working night shift forces the private driver to

drive home during the circadian morning dip.

The private driver is driving home early in the

morning after having worked at a hospital all

night.

Scheduled night driving (N2.2)

Night driving makes it hard for the professional

driver to follow the circadian rhythm.

The professional truck driver drives all night in

order to deliver his goods on time.

Heavy physical activity for private drivers

Heavy physical activity precedes the private

The private driver drives home after a heavy

days work in the forest or after having

participated in an important football match.

Heavy physical work for professional drivers

Heavy physical work precedes the professional

The professional driver drives after having

performed heavy physical work in order to

load his truck.

or professional driver’s driving performance.

CONSEQUENTS


up, a party

Time pressure (N1)

Private or professional obligations resulting in

time pressure.

The private driver is driving home early in the Irregular working hours (N2)

Irregular working hours makes it difficult to

follow the circadian rhythm.

The professional truck driver drives all night in


Heavy physical activity or work before the

private or professional driver’s drive.


Insufficient training to acquire the skills and

knowledge needed for the task.

28

Maintenance includes maintenance of the vehicle as well as the traffic environment.

ANTECEDENTS


(with



MAINTENANCE (O) Maintenance includes maintenance of the vehicle as well as the traffic environment.

ANTECEDENTS

SPECIFIC Genotypes

(with definitions)

Examples for

SPECIFIC Genotypes

Maintenance includes maintenance of the vehicle as well as the traffic environment.

CONSEQUENTS

GENERAL Genotypes

(with definitions)

Inadequate vehicle maintenance (O1)

The vehicle, or parts of it (e.g. tyres, steering,

brake system, lighting), has been inadequately

or incorrectly maintained.


The road, or parts of it, has been inadequately

or incorrectly maintained.

29

Vehicle design includes problems with the design of one or more parts

ANTECEDENTS


(with definitions)




None defined Load (P4.1)

Heavy load makes the vehicle behave

unpredictably.

VEHICLE DESIGN (P) Vehicle design includes problems with the design of one or more parts of the vehicle.

ANTECEDENTS




One or more parts of the driver environment are inadequately designed

from an HMI or ergonomic point of view (e.g. ITS

driver’s seat is hard to adjust, pillar obstructs the view).

Inadequate design of communication devices (P2)

One or more of the communication devices (e.g. indicators, brake lights,

reverse lights) are inadequately designed.

Inadequate construction of vehicle parts and/or structures (P3)

The vehicle has been insufficiently built or the construction has been

insufficiently considered resulting in suboptimal performance (e.g. poor

road friction, large steering radius, limited braking power, insufficient head

light) or complete equipment failure (e.g. balks break

loose, head lights failing).

Heavy load makes the vehicle behave

The driver experiences the car

behaving unusually (e.g. under

steering) when the boot is heavily

loaded.


The characteristics of the vehicle become

circumstances (e.g. a vehicle that is normally under

over-steered when taking sharp curves in high speed).

of the vehicle.

CONSEQUENTS



parts of the driver environment are inadequately designed

from an HMI or ergonomic point of view (e.g. ITS-system is very distracting,

driver’s seat is hard to adjust, pillar obstructs the view).

communication devices (P2)

One or more of the communication devices (e.g. indicators, brake lights,

reverse lights) are inadequately designed.

Inadequate construction of vehicle parts and/or structures (P3)

insufficiently built or the construction has been

insufficiently considered resulting in suboptimal performance (e.g. poor

road friction, large steering radius, limited braking power, insufficient head

light) or complete equipment failure (e.g. balks breaking, seats becoming

loose, head lights failing).

characteristics (P4)

The characteristics of the vehicle become unpredictable under certain

circumstances (e.g. a vehicle that is normally under-steered might become

steered when taking sharp curves in high speed).

30

Road design includes problems with the design of road information or the road itself.

ANTECEDENTS


(with definitions)



ROAD DESIGN (Q) includes problems with the design of road information or the road itself.

ANTECEDENTS




The design of the traffic guidance or control is inadequate (e.g. road signs

are too many, ambiguous or inappropriately placed, traffic lights are

inappropriately timed or inappropriately placed; lines on the tarmac

supporting stop/give way signs or traffic lights are inappropriately placed).


The planning and/or the construction of the road are inadequate (e.g.

inadequate road surface, curve, camber, road shoulde

alignment or inadequately placed guard rails).

includes problems with the design of road information or the road itself.

CONSEQUENTS



The design of the traffic guidance or control is inadequate (e.g. road signs

are too many, ambiguous or inappropriately placed, traffic lights are

inappropriately timed or inappropriately placed; lines on the tarmac

supporting stop/give way signs or traffic lights are inappropriately placed).


The planning and/or the construction of the road are inadequate (e.g.

inadequate road surface, curve, camber, road shoulder, vertical/ horizontal

alignment or inadequately placed guard rails).

Appendix B: DREAM Analysis Linking Template

1

Comments:

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Appendix C: Precipitating Events

1

Precipitating Event

precipitate verb |priˈsipəˌtāt| [ with obj. ]

• (precipitate someone/something into) send someone or something suddenly into a particular state or condition: they were

precipitated into a conflict for which they were quite unprepared.

ORIGIN early 16th cent.: from Latin praecipitat- ‘thrown headlong,’ from the verb praecipitare, from praeceps,

praecip(it)- ‘headlong,’ from pare ‘before’ + caput ‘head.’ The original sense of the verb was ‘hurl down, send violently’;

hence ‘cause to move rapidly,’ which gave rise to sense 1 (early 17th cent).

Description: This is the state of environment or action that began the sequence. This is a vehicle kinematic measure that

does not include driver state. This is the critical event which made the crash or near-crash possible, and is independent of

who caused the conflict.

If two events occur simultaneously, choose the event that imparted the greatest effect on the crash or near-crash. If more

than one sequential event contributed to the crash or near-crash, determination of which is the precipitating event depends

upon whether the driver had enough time or vehicular control to avoid the latter event. If the driver avoids one event and

immediately encounters another potentially harmful event (with no time or ability to avoid the latter), then the precipitating

event is the first.

If start of precipitating event is not visible, an approximation based on velocities, directions etc. has to be made. In cases

where the precipitating factor is not an event with start and end time, but a state of environment (e.g. object in roadway), the

start time is set to when it is detectable by the driver.

In the case of a conflict with a conflict partner in constant motion, the precipitating event starts when any partner enters the

other partner’s lane. However, in case one of the partners stops before entering the other’s lane, the precipitating event starts

when the move into the conflicting lane is first initialized.

Categories:

This vehicle loss of control 1. This Vehicle Lost Control - Blow-Out or Flat Tire

Driver of subject vehicle loses some amount of vehicular control due to tire "air out"

• Precipitating event starts at tire blow-out or first sign of loss of control

2. This Vehicle Lost Control - Stalled Engine

Driver of subject vehicle loses some amount of vehicular control due to loss of engine power

• Precipitating event starts as engine stalls

3. This Vehicle Lost Control - Disabling Vehicle Failure

Driver of subject vehicle loses some amount of vehicular control due to a mechanical malfunction of a component

(other than stalled engine), which prevents the vehicle from being drivable

• Precipitating event starts at first sign of failure

4. This Vehicle Lost Control - Minor Vehicle Failure

Driver of subject vehicle loses some amount of vehicular control due to a mechanical abnormality (other than

stalled engine), but vehicle is still drivable

• Precipitating event starts at first sign of failure

5. This Vehicle Lost Control - Poor Road Conditions

Driver of subject vehicle loses some amount of vehicular control due to poor environmental or structural

conditions of the roadway surface

• Precipitating event starts at first sign of loss of control

6. This Vehicle Lost Control - Excessive Speed

Driver of subject vehicle loses some amount of vehicular control due to traveling too fast for the driving conditions



2

7. This Vehicle Lost Control - Other Cause

Driver of subject vehicle loses some amount of vehicular control, and the loss of control was due to some

recognized reason not described in previous categories


8. This Vehicle Lost Control - Unknown Cause

Driver of subject vehicle loses some amount of vehicular control, but the cause (ex. vehicular or environmental

cause) is unknown


This vehicle travelling 9. Subject over Left Lane Line

Subject vehicle departs its lane to the left and is entering or has entered adjoining lane or shoulder (note: for cases

not included in categories "Subject lane change - left behind vehicle/left in front of vehicle/left, sideswipe

threat/left, other")--in general, this would be a vehicle departing its lane to the left into a lane with opposing travel

• Precipitating events starts when wheels cross lane line

10. Subject over Right Lane Line

Subject vehicle departs its lane to the right and is entering or has entered adjoining lane or shoulder (note: for

cases not included in categories "Subject lane change - right behind vehicle/right in front of vehicle/right,

sideswipe threat/right, other")--in general, this would be a vehicle departing its lane to the right into a lane with

opposing travel


11. Subject over Left Edge of Road

Subject vehicle departs the roadway beyond the left side shoulder area or onto a median (first harmful or

potentially harmful event occurs off of roadway)

• Precipitating events starts when wheels cross road edge line, wheels cross edge of road if no line is

present, or wheels touch curb in case of side walk or median

12. Subject over Right Edge of Road

Subject vehicle departs the roadway beyond the right side shoulder area or onto a median (first harmful or

potentially harmful event occurs off of roadway)



13. Subject Vehicle: End Departure

Subject vehicle departs the end of a roadway



Subject in intersection

14. Subject in Intersection - Turning Left

Subject vehicle attempts a left turn from its roadway to another roadway, driveway, or ramp.

• Precipitating event starts at acceleration start of subject vehicle after minimum velocity or

when vehicle enters intersection

15. Subject in Intersection - Turning Right

Subject vehicle attempts a right turn from its roadway to another roadway, driveway, or ramp.



16. Subject in Intersection - Passing Through

Subject vehicle is proceeding through an intersection without planning to make a turn.



Other vehicle in lane


3

17. Subject Ahead, Stopped on Roadway More than 2 Seconds

Subject vehicle has been stopped on the roadway for more than 2 seconds when crash or near-crash occurs (from

behind), and is the lead vehicle in the event

• Precipitating event starts when conflict partner starts approaching subject vehicle

18. Subject Ahead, Slowed and Stopped 2 Seconds or Less

Subject vehicle is decelerating to a stop or has just stopped (has been stopped for 2 seconds or less) when crash or

near-crash occurs, and is the lead vehicle in the event

• Precipitating event starts when subject initiates the deceleration, either by releasing accelerator pedal or

pressing brake pedal if accelerator pedal is not depressed

19. Subject Lane Change - Left Behind Vehicle

Subject vehicle departs its lane to the left and is entering or has entered adjoining lane behind a leading vehicle in

that lane (traveling in the same direction), contacting or nearly contacting the rear portion of that lead vehicle


20. Subject Lane Change - Right Behind Vehicle

Subject vehicle departs its lane to the right and is entering or has entered adjoining lane behind a leading vehicle

in that lane (traveling in the same direction), contacting or nearly contacting the rear portion of that lead vehicle


21. Subject Lane Change - Left in Front of Vehicle

Subject vehicle departs its lane to the left and is entering or has entered adjoining lane in front of another vehicle

in that lane (traveling in the same direction), contacting or nearly contacting the front portion of that following

vehicle


22. Subject Lane Change - Right in Front of Vehicle

Subject vehicle departs its lane to the right and is entering or has entered adjoining lane in front of another vehicle

in that lane (traveling in the same direction), contacting or nearly contacting the front portion of that following

vehicle


23. Subject Lane Change - Left, Sideswipe Threat

Subject vehicle is traveling in the adjacent right lane, beside and in the same direction as other vehicle, and

crosses left lane line (i.e., other vehicle's right lane line), resulting in contact or near-contact between the left side

of this vehicle and the right side of the other vehicle


24. Subject Lane Change - Right, Sideswipe Threat

Subject vehicle is traveling in the adjacent left lane, beside and in the same direction as other vehicle, and crosses

right lane line (i.e., other vehicle's left lane line), resulting in contact or near-contact between the right side of this

vehicle and the left side of the other vehicle


25. Subject Lane Change - Left, Other

Subject vehicle is traveling in the adjacent right lane, in the same direction as other vehicle, and crosses left lane

line (i.e., other vehicle's right lane line) in a manner not described in other categories


26. Subject Lane Change - Right, Other

Subject vehicle is traveling in the adjacent left lane, in the same direction as other vehicle, and crosses right lane

line (i.e., other vehicle's left lane line) in a manner not described in other categories


27. Subject Ahead, Decelerating

Subject vehicle is decelerating, traveling in the same lane ahead of (and in same direction as) other vehicle

involved in the crash or near-crash

• Precipitating event starts when subject initiates the deceleration, either by releasing accelerator pedal or

pressing brake pedal if accelerator pedal is not depressed

28. Subject Ahead, at a Slower Constant Speed


4

Subject vehicle is traveling at a lower constant speed in the same lane ahead of (and in the same direction as)

other vehicle involved in the crash or near-crash

• Precipitating event starts when conflict partner starts approaching subject vehicle

29. Other Vehicle Ahead - Stopped on Roadway More than 2 Seconds

A vehicle (not in motion) is ahead in subject vehicle's lane, and has been stopped for more than 2 seconds when the

crash or near-crash occurs

• Precipitating event starts when other vehicle is visible

30. Other Vehicle Ahead - Slowed and Stopped 2 Seconds or Less

A vehicle is decelerating to a stop or has just stopped ahead in subject vehicle's lane (has been stopped for 2

seconds or less) when crash or near-crash occurs

• Precipitating event starts at activation of brake light of target vehicle, or start of deceleration of target

31. Other Vehicle Ahead, at a Slower Constant Speed

Other vehicle is traveling at a lower constant speed ahead of (and in the same lane and direction) as subject

vehicle

• Precipitating event starts at activation of brake light of POV ahead or negative longitudinal acceleration

of POV in same lane

32. Other Vehicle Ahead, Decelerating

Other vehicle is decelerating, traveling ahead of (and in same lane and direction) as subject vehicle

• Precipitating event starts at activation of brake light of target vehicle, or start of deceleration of target

33. Other Vehicle Ahead, Accelerating

Other vehicle is accelerating or traveling at a higher speed, ahead of (and in same lane and direction) as subject

vehicle

34. Other Vehicle - Traveling in Opposite Direction

Other vehicle is in subject vehicle's travel lane and traveling head-on in the opposite direction of subject vehicle

• Precipitating event starts when other vehicle is visible

35. Other Vehicle - Backing

Other vehicle is in the process of backing up while in subject vehicle's travel lane or path of travel (other than

cases described in other categories in which a vehicle backing and is completely or partially in the subject vehicle

lane)

• Precipitating events starts when other vehicle starts approaching subject vehicle

Another vehicle encroaching into this vehicle’s lane

36. Other Vehicle Lane Change - Left in Front of Subject

Other vehicle is traveling in the adjacent lane, ahead of and in the same direction as subject vehicle, and crosses

subject vehicle's left lane line (i.e., other vehicle crosses its right lane line), resulting in contact or near-contact

between the front of subject vehicle and rear of the other vehicle


37. Other Vehicle Lane Change - Left Behind Subject

Other vehicle is traveling in the adjacent lane, behind and in the same direction as subject vehicle, and crosses


between the rear of subject vehicle and front of the other vehicle


38. Other Vehicle Lane Change - Left, Sideswipe Threat

Other vehicle is traveling in the adjacent left lane, beside and in the same direction as subject vehicle, and crosses


between the left side of subject vehicle and the right side of the other vehicle


39. Other Vehicle Lane Change - Left Other

Other vehicle is traveling in an adjacent lane, in the same direction as subject vehicle, and crosses subject

vehicle's left lane line in a manner not described in other categories



5

40. Other Vehicle Lane Change - Right in Front of Subject

Other vehicle is traveling in the adjacent lane, ahead of and in the same direction as subject vehicle, and crosses

subject vehicle's right lane line (i.e., other vehicle crosses its left lane line), resulting in contact or near-contact

between the front of subject vehicle and rear of the other vehicle


41. Other Vehicle Lane Change - Right Behind Subject

Other vehicle is traveling in the adjacent lane, behind and in the same direction as subject vehicle, and crosses

subject vehicle's right lane line (i.e., other vehicle crosses its left lane line), resulting in contact or near-contact

between the rear of subject vehicle and front of the other vehicle


42. Other Vehicle Lane Change - Right, Sideswipe Threat

Other vehicle is traveling in the adjacent right lane, beside and in the same direction as subject vehicle, and

crosses subject vehicle's right lane line (i.e., other vehicle crosses its left lane line), resulting in contact or near-

contact between the right side of subject vehicle and the left side of the other vehicle


43. Other Vehicle Lane Change - Right Other

Other vehicle is traveling in an adjacent lane, in the same direction as subject vehicle, and crosses subject

vehicle's right lane line in a manner not described in other categories


44. Other Vehicle Oncoming - Over Left Line

Other vehicle crosses subject vehicle's left lane line while traveling in the opposite direction from subject vehicle


45. Other Vehicle Oncoming - Over Right Line

Other vehicle crosses subject vehicle's right lane line while traveling in the opposite direction from subject vehicle


46. Other Vehicle from Parallel or Diagonal Parking Lane

Other vehicle crosses subject vehicle's lane line while departing some type of parking lane


Other vehicle entering intersection

47. Other Vehicle Entering Intersection - Turning same Direction

Other vehicle is turning from another roadway onto subject vehicle’s roadway and attempts to travel in the same

direction as subject vehicle, crossing subject vehicle's lane line

• Precipitating events starts when other vehicle enters subject vehicle’s lane

48. Other vehicle entering intersection - straight across path

Other vehicle is continuing straight through the intersection and attempts to cross over subject vehicle’s roadway,

crossing subject vehicle's lane line


49. Other vehicle entering intersection - turning onto opposite direction

Other vehicle is entering an intersection from another roadway and is turning or attempting to turn onto subject

vehicle’s roadway in the opposite travel direction of subject vehicle, crossing subject vehicle's lane line


50. Other vehicle entering intersection - left turn across path

Other vehicle is entering an intersection and is making a left turn across the path of the subject vehicle (could have

originally been traveling in either the same direction (in an adjacent lane) or opposite direction (in an oncoming

lane) as the subject vehicle)


51. Other vehicle entering intersection - right turn across path

Other vehicle is entering an intersection and is making a right turn across the path of the subject vehicle (could

have originally been traveling in either the same direction (in an adjacent lane) or opposite direction (in an

oncoming lane) as the subject vehicle.


6


52. Other vehicle entering intersection - intended path unknown

Other vehicle enters an intersection, crossing subject vehicle's lane line, but the other vehicle’s travel direction

could not be determined


Other vehicle from driveway or entrance to highway

53. Other vehicle from driveway - turning into same direction

Other vehicle is turning from a driveway (a roadway providing access from some property adjacent to the

trafficway) onto subject vehicle’s roadway and attempts to travel in the same direction as subject vehicle, crossing

subject vehicle's lane line


54. Other vehicle from driveway - straight across path

Other vehicle is turning from a driveway (a roadway providing access from some property adjacent to the

trafficway) onto subject vehicle’s roadway and attempts to travel in the same direction as subject vehicle, crossing

subject vehicle's lane line


55. Other vehicle from driveway - turning into opposite direction

Other vehicle is entering subject vehicle’s roadway from a driveway (a roadway providing access from some

property adjacent to the trafficway) and is attempting to turn into the opposite travel direction of subject vehicle,

crossing subject vehicle's lane line


56. Other vehicle from driveway - intended path unknown

Other vehicle is entering subject vehicle’s roadway from a driveway (a roadway providing access from some

property adjacent to the trafficway) , crossing subject vehicle's lane line, but details about its intended path are

unknown


57. Other vehicle from entrance to limited access highway

Other vehicle is attempting to enter (merge) onto the limited access highway (via an entrance ramp) which is being

travelled by subject vehicle, crossing subject vehicle's lane line


Pedestrian, bicyclist, or other non-motorist 58. Pedestrian in roadway

A pedestrian is present somewhere on the roadway (not necessarily walking)

• Precipitating event starts when pedestrian is visible

59. Pedestrian approaching roadway

A pedestrian is within the trafficway and moving toward the roadway or attempting to enter the roadway, but is not

on the roadway

• Precipitating event starts when pedestrian initiates walk towards roadway or when he/she

steps out into roadway

60. Pedestrian in unknown location

The presence or action of a pedestrian is a critical factor in the crash or near-crash, but the location and/or action

of the pedestrian is unknown

61. Bicyclist/other non-motorist in roadway

A bicyclist (person riding a pedal-powered conveyance such as a bicycle or tricycle) or other non-motorist (person

riding on or in a conveyance not pedal-powered or motorized such as a baby carriage, skateboard, roller blades,

etc.) is present somewhere on the roadway

• Precipitating event starts when bicyclist/other non-motorist is visible

62. Bicyclist/other non-motorist approaching roadway

A bicyclist (person riding a pedal-powered conveyance such as a bicycle or tricycle) or other non-motorist (person

riding on or in a conveyance not pedal-powered or motorized such as a baby carriage, skateboard, roller blades,


7

etc.) is within the trafficway and moving toward the roadway or attempting to enter the roadway, but is not on the

roadway

• Precipitating event starts when road-user initiates motion towards roadway or when he/she

moves into roadway

63. Bicyclist/other non-motorist in unknown location

The presence or action of a bicyclist (person riding a pedal-powered conveyance such as a bicycle or tricycle) or

other non-motorist (person riding on or in a conveyance not pedal-powered or motorized such as a baby carriage,

skateboard, roller blades, etc.) is a critical factor in the crash or near-crash, but the location and/or action of the

bicyclist/non-motorist is unknown

Object or animal

64. Animal in roadway

A live animal (stationary or moving) is present somewhere on the roadway

• Precipitating event starts when animal is visible

65. Animal approaching roadway

A live animal is within the trafficway and moving toward the roadway or attempting to enter the roadway, but is

not on the roadway

• Precipitating event starts when animal initiates move towards roadway or when it enters

roadway

66. Animal in unknown location

The presence or action of a live animal is a critical factor in the crash or near-crash, but the location and/or

action of the animal is unknown

67. Object in roadway

An inanimate object (either fixed or nonfixed) is present somewhere on the roadway

• Precipitating event starts when object is visible

68. Object approaching roadway

An inanimate object (either fixed or nonfixed) is present somewhere on the roadway

• Precipitating event starts when object starts moving towards roadway or when it enters

roadway

69. Object in unknown location

The presence or movement of an inanimate object (wither fixed or nonfixed) is a critical factor in the crash or

near-crash, but the location and/or specific movement of the object is unknown

70. This vehicle accelerating

This vehicle initiating approach to conflicting road user

71. Other

72. Unknown


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6.4. Anexo IV. Informes de reconstrucción con PC-Crash de casos seleccionados


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Vehicle : Opel-Astra 1.6 - X16SZR Citroen-Berlingo 1.4 - TU3JP

START VALUES

Velocity magnitude (v) [km/h] : 100.00 80.00Heading angle [deg] : -175.94 -7.90Velocity direction (ß) [deg] : -175.94 -7.90Yaw velocity [rad/s] : 0.00 0.00Center of gravity x [m] : 134.53 129.97Center of gravity y [m] : -26.45 -27.60Center of gravity z [m] : 0.40 0.40Velocity vertical [km/h] : 0.00 -0.00Roll angle [deg] : 0.00 0.00Pitch angle [deg] : 0.00 0.00Roll velocity [rad/s] : 0.00 0.00Pitch velocity [rad/s] : 0.00 0.00

END VALUES

Velocity magnitude (v) [km/h] : 0.50 0.50Heading angle [deg] : -3.28 115.97Velocity direction (ß) [deg] : 176.71 -63.91Yaw velocity [rad/s] : 0.00 -0.00Center of gravity x [m] : 6.11 134.31Center of gravity y [m] : -20.15 -33.98Center of gravity z [m] : 0.40 0.40Velocity vertical [km/h] : -0.00 0.00Roll angle [deg] : -0.00 0.00Pitch angle [deg] : -0.01 -0.18Roll velocity [rad/s] : -0.00 0.00Pitch velocity [rad/s] : -0.00 0.00

1.COLLISION

Vehicle : 1 OPEL-AS 2 CITROENDriver :

t [s]: 0.06 0.06Pre Impact vel. [km/h]: 99.99 79.83Post Impact vel. [km/h]: 26.02 27.97Velocity change (dV) [km/h] : 77.50 76.12

Deformation depth [m] : 1.09 0.71EES [km/h] : 90.25 72.24Coefficient of restitution (e) : 0.00Separation speed [km/h]: 0.0Friction coefficient (mu) : 44.07Point of Impact x [m] : 131.86Point of Impact y [m] : -27.25Point of Impact z [m] : 0.45Angle of contact plane (phi) [deg] : -10.97Angle of contact plane (psi) [deg] : 0.00Total Deformation Energy [J] : 573753.02Impulse [Ns] : 23786.99Direction of impulse [deg] : 12.59Vertical direction of impulse [deg] : -0.10Moment arm about C.G. [m] : 0.44 0.40PDOF (SAE) [deg] : -8.53 -20.48dV/EES : 0.86 1.05

VALUES BEFORE COLLISION

Velocity magnitude (v) [km/h] : 99.99 79.83Heading angle [deg] : -175.94 -7.90Velocity direction (ß) [deg] : -175.94 -7.90Yaw velocity [rad/s] : 0.00 0.00Center of gravity x [m] : 132.87 131.29

INSIA, 28031 Madrid

2010020000271.pro - 1/4

Center of gravity y [m] : -26.57 -27.79Center of gravity z [m] : 0.40 0.40Velocity vertical [km/h] : -0.00 -0.00Roll angle [deg] : 0.00 0.00Pitch angle [deg] : 0.00 0.02Roll velocity [rad/s] : 0.00 0.00Pitch velocity [rad/s] : 0.00 0.01

VALUES AFTER COLLISION

Velocity magnitude (v) [km/h] : 26.02 27.97Heading angle [deg] : -175.94 -7.90Velocity direction (ß) [deg] : 157.86 -80.15Yaw velocity [rad/s] : 6.94 6.06Center of gravity x [m] : 132.87 131.29Center of gravity y [m] : -26.57 -27.79Center of gravity z [m] : 0.40 0.40Velocity vertical [km/h] : -0.13 0.13Roll angle [deg] : 0.00 0.00Pitch angle [deg] : 0.00 0.02Roll velocity [rad/s] : 0.34 0.94Pitch velocity [rad/s] : -0.75 -0.71

2.COLLISION

Vehicle : 1 OPEL-AS 2 CITROENDriver :


Deformation depth [m] : 0.43 0.56EES [km/h] : 17.33 19.63Coefficient of restitution (e) : 0.00Separation speed [km/h]: 1.4Friction coefficient (mu) : 44.07Point of Impact x [m] : 131.79Point of Impact y [m] : -27.77Point of Impact z [m] : 0.45Angle of contact plane (phi) [deg] : 45.00Angle of contact plane (psi) [deg] : 0.00Total Deformation Energy [J] : 29531.39Impulse [Ns] : 4963.00Direction of impulse [deg] : -105.87Vertical direction of impulse [deg] : 0.24Moment arm about C.G. [m] : 0.92 0.24PDOF (SAE) [deg] : -167.11 168.01dV/EES : 0.93 0.81


Velocity magnitude (v) [km/h] : 22.94 23.53Heading angle [deg] : -92.98 62.15Velocity direction (ß) [deg] : 162.11 -83.37Yaw velocity [rad/s] : 5.08 4.14Center of gravity x [m] : 131.33 131.56Center of gravity y [m] : -26.04 -29.47Center of gravity z [m] : 0.40 0.42Velocity vertical [km/h] : 0.03 0.27Roll angle [deg] : 2.28 5.70Pitch angle [deg] : -2.53 -3.80Roll velocity [rad/s] : 0.24 0.19Pitch velocity [rad/s] : 0.45 0.71


Velocity magnitude (v) [km/h] : 27.59 10.74Heading angle [deg] : -92.98 62.15

INSIA, 28031 Madrid

2010020000271.pro - 2/4

Velocity direction (ß) [deg] : -162.05 -48.91Yaw velocity [rad/s] : 2.05 3.38Center of gravity x [m] : 131.33 131.56Center of gravity y [m] : -26.04 -29.47Center of gravity z [m] : 0.40 0.42Velocity vertical [km/h] : 0.10 0.21Roll angle [deg] : 2.28 5.70Pitch angle [deg] : -2.53 -3.80Roll velocity [rad/s] : 0.84 0.27Pitch velocity [rad/s] : 0.47 0.74

SEQUENCES 1 OPEL-AS :

BRAKE LAGThreshold time [sec] : 0.20

BRAKEmaximum stopping time [s] : 0.50Brake force [%] Axle 1, left : 0.00 Axle 1, right : 0.00 Axle 2, left : 0.00 Axle 2, right : 0.00mean brake acceleration [m/s²] : 0.00

STEERINGSteering time [s] : 1.00New steering angle [deg] Axle 1 : 3.08 Axle 2 : 0.00Turning circle [m] : 100.07



STEERINGSteering time [s] : 1.00New steering angle [deg] Axle 1 : -2.99 Axle 2 : 0.00Turning circle [m] : -100.07

START VALUES Velocity [km/h] : 100.00Friction coefficient : 0.80

BRAKEmaximum stopping distance [m] : 200.00Brake force [%] Axle 1, left : 0.76 Axle 1, right : 0.76 Axle 2, left : 0.51 Axle 2, right : 0.51mean brake acceleration [m/s²] : -0.06

2 CITROEN :

BRAKEmaximum stopping time [s] : 1.40Brake force [%] Axle 1, left : 0.00 Axle 1, right : 0.00 Axle 2, left : 0.00 Axle 2, right : 0.00

INSIA, 28031 Madrid

2010020000271.pro - 3/4

mean brake acceleration [m/s²] : 0.00






INPUT VALUES

Vehicle : Opel-Astra 1.6 - X16SZR Citroen-Berlingo 1.4 - TU3JPLength [m] : 4.11 4.11Width [m] : 1.71 1.72Height [m] : 1.43 1.80Number of axles : 2 2Wheelbase [m] : 2.61 2.69Front overhang [m] : 0.82 0.82Front track width [m] : 1.49 1.42Rear track width [m] : 1.49 1.42Mass (empty) [kg] : 1105.00 1125.00Mass of front occupants [kg] : 0.00 0.00Mass of rear occupants [kg] : 0.00 0.00Mass of cargo in trunk [kg] : 0.00 0.00Mass of roof cargo [kg] : 0.00 0.00Distance C.G. - front axle [m] : 1.30 1.35C.G. height above ground [m] : 0.40 0.40Roll moment of inertia [kgm^2] : 451.26 473.51Pitch moment of inertia [kgm^2] : 1504.20 1578.37Yaw moment of inertia [kgm^2] : 1504.20 1578.37Stiffness, axle 1, left [N/m] : 18066.75 18393.75Stiffness, axle 1, right [N/m] : 18066.75 18393.75Stiffness, axle 2, left [N/m] : 18066.75 18393.75Stiffness, axle 2, right [N/m] : 18066.75 18393.75Damping, axle 1, left [Ns/m] : 2032.51 2069.30Damping, axle 1, right [Ns/m] : 2032.51 2069.30Damping, axle 2, left [Ns/m] : 2032.51 2069.30Damping, axle 2, right [Ns/m] : 2032.51 2069.30Max. slip angle,axle 1, left [deg]: 10.00 10.00Max. slip angle,axle 1, right [deg]: 10.00 10.00Max. slip angle,axle 2, left [deg]: 10.00 10.00Max. slip angle,axle 2, right [deg]: 10.00 10.00ABS : No No

Characters: 8218

INSIA, 28031 Madrid

2010020000271.pro - 4/4

Vehicle : Peugeot-307 1.6 16V - Ford-Transit 100 -

START VALUES

Velocity magnitude (v) [km/h] : 100.00 80.00Heading angle [deg] : 167.21 -5.61Velocity direction (ß) [deg] : 167.21 -5.61Yaw velocity [rad/s] : 0.00 0.00Center of gravity x [m] : 135.20 130.94Center of gravity y [m] : -26.08 -27.36

END VALUES

Velocity magnitude (v) [km/h] : 0.49 4.27Heading angle [deg] : -12.85 163.69Velocity direction (ß) [deg] : 166.98 -16.30Yaw velocity [rad/s] : 0.00 0.00Center of gravity x [m] : 114.25 156.07Center of gravity y [m] : -21.82 -26.15

1.COLLISION

Vehicle : 1 PEUGEOT 2 FORD-TRDriver :


Deformation depth [m] : 0.37 0.35EES [km/h] : 79.40 60.87Coefficient of restitution (e) : 0.00Separation speed [km/h]: 0.0Friction coefficient (mu) : 44.07Point of Impact x [m] : 134.59Point of Impact y [m] : -26.78Angle of contact plane (phi) [deg] : 173.52Total Deformation Energy [J] : 589903.68Impulse [Ns] : 23738.11Direction of impulse [deg] : -13.25Moment arm about C.G. [m] : 0.81 1.18PDOF (SAE) [deg] : 0.46 7.63dV/EES : 0.86 0.70


Velocity magnitude (v) [km/h] : 99.64 80.00Heading angle [deg] : 167.21 -5.61Velocity direction (ß) [deg] : 167.21 -5.61Yaw velocity [rad/s] : 0.00 0.00Center of gravity x [m] : 133.17 132.60Center of gravity y [m] : -25.62 -27.52


Velocity magnitude (v) [km/h] : 31.28 38.08Heading angle [deg] : 167.21 -5.61Velocity direction (ß) [deg] : 168.21 2.96Yaw velocity [rad/s] : 10.99 8.44Center of gravity x [m] : 133.17 132.60Center of gravity y [m] : -25.62 -27.52

INSIA, 28031 Madrid

2010060000740.pro - 1/2

SEQUENCES 1 PEUGEOT :



2 FORD-TR :


BRAKEmaximum stopping distance [m] : 100.00Brake force [%] Axle 1, left : 0.00 Axle 1, right : 0.00 Axle 2, left : 0.00 Axle 2, right : 0.00mean brake acceleration [m/s²] : 0.00

INPUT VALUES

Vehicle : Peugeot-307 1.6 16V - Ford-Transit 100 -Length [m] : 4.20 4.62Width [m] : 1.73 1.97Height [m] : 1.51 1.98Number of axles : 2 2Wheelbase [m] : 2.61 2.84Front overhang [m] : 0.89 0.86Front track width [m] : 1.50 1.68Rear track width [m] : 1.50 1.68Mass (empty) [kg] : 1250.00 2000.00Mass of front occupants [kg] : 0.00 0.00Mass of rear occupants [kg] : 0.00 0.00Mass of cargo in trunk [kg] : 0.00 0.00Mass of roof cargo [kg] : 0.00 0.00Distance C.G. - front axle [m] : 1.30 1.42Roll moment of inertia [kgm^2] : 521.65 999.02Pitch moment of inertia [kgm^2] : 1738.85 3330.06Yaw moment of inertia [kgm^2] : 1738.85 3330.06Stiffness, axle 1, left [N/m] : 20437.50 27206.40Stiffness, axle 1, right [N/m] : 20437.50 27206.40Stiffness, axle 2, left [N/m] : 20437.50 27206.40Stiffness, axle 2, right [N/m] : 20437.50 27206.40Damping, axle 1, left [Ns/m] : 2299.22 3060.72Damping, axle 1, right [Ns/m] : 2299.22 3060.72Damping, axle 2, left [Ns/m] : 2299.22 3060.72Damping, axle 2, right [Ns/m] : 2299.22 3060.72Max. slip angle,axle 1, left [deg]: 10.00 10.00Max. slip angle,axle 1, right [deg]: 10.00 10.00Max. slip angle,axle 2, left [deg]: 10.00 10.00Max. slip angle,axle 2, right [deg]: 10.00 10.00ABS : No No

Characters: 3987

INSIA, 28031 Madrid

2010060000740.pro - 2/2

Vehicle : Ford-Transit FT 100 Topline VW-Passat GT 1,9 TDI

START VALUES

Velocity magnitude (v) [km/h] : 80.00 40.00Heading angle [deg] : -4.54 -178.73Velocity direction (ß) [deg] : -4.54 -178.73Yaw velocity [rad/s] : 0.00 0.00Center of gravity x [m] : 33.57 38.32Center of gravity y [m] : -12.70 -12.34Center of gravity z [m] : 0.50 0.50Velocity vertical [km/h] : -0.00 -0.00Roll angle [deg] : 0.00 0.00Pitch angle [deg] : 0.00 0.00Roll velocity [rad/s] : 0.00 0.00Pitch velocity [rad/s] : 0.00 0.00

END VALUES

Velocity magnitude (v) [km/h] : 0.39 0.50Heading angle [deg] : -87.19 126.91Velocity direction (ß) [deg] : -104.95 126.98Yaw velocity [rad/s] : -0.00 -0.00Center of gravity x [m] : 46.17 35.59Center of gravity y [m] : -20.20 -6.78Center of gravity z [m] : 0.50 0.50Velocity vertical [km/h] : 0.01 0.00Roll angle [deg] : -1.63 -0.00Pitch angle [deg] : 1.37 0.13Roll velocity [rad/s] : 0.08 -0.00Pitch velocity [rad/s] : 0.01 0.00

1.COLLISION

Vehicle : 1 FORD-TR 2 VW-PASSDriver :


Deformation depth [m] : 0.86 0.79EES [km/h] : 48.07 52.84Coefficient of restitution (e) : 0.21Separation speed [km/h]: 81.0Friction coefficient (mu) : 0.45Point of Impact x [m] : 36.27Point of Impact y [m] : -12.58Point of Impact z [m] : 0.45Angle of contact plane (phi) [deg] : 137.10Angle of contact plane (psi) [deg] : 0.00Total Deformation Energy [J] : 284610.15Impulse [Ns] : 16374.92Direction of impulse [deg] : -157.13Vertical direction of impulse [deg] : 0.07Moment arm about C.G. [m] : 0.43 0.37PDOF (SAE) [deg] : -27.41 -21.60dV/EES : 0.74 0.88


Velocity magnitude (v) [km/h] : 79.08 39.92Heading angle [deg] : -4.54 -178.73Velocity direction (ß) [deg] : -4.54 -178.73Yaw velocity [rad/s] : 0.00 -0.00Center of gravity x [m] : 34.67 37.77

INSIA, 28031 Madrid

2010060001385.pro - 1/4

Center of gravity y [m] : -12.79 -12.35Center of gravity z [m] : 0.50 0.50Velocity vertical [km/h] : -0.00 -0.00Roll angle [deg] : 0.00 0.00Pitch angle [deg] : 0.06 0.01Roll velocity [rad/s] : 0.00 -0.00Pitch velocity [rad/s] : 0.05 0.01


Velocity magnitude (v) [km/h] : 50.35 17.49Heading angle [deg] : -4.54 -178.73Velocity direction (ß) [deg] : -23.43 80.05Yaw velocity [rad/s] : -2.00 -3.15Center of gravity x [m] : 34.67 37.77Center of gravity y [m] : -12.79 -12.35Center of gravity z [m] : 0.50 0.50Velocity vertical [km/h] : 0.04 -0.06Roll angle [deg] : 0.00 0.00Pitch angle [deg] : 0.06 0.01Roll velocity [rad/s] : -0.35 -0.53Pitch velocity [rad/s] : 0.25 0.41

2.COLLISION

Vehicle : 1 FORD-TR 2 VW-PASSDriver :


Deformation depth [m] : 0.12 0.11EES [km/h] : 9.42 10.66Coefficient of restitution (e) : 0.21Separation speed [km/h]: 45.4Friction coefficient (mu) : 0.45Point of Impact x [m] : 38.58Point of Impact y [m] : -12.91Point of Impact z [m] : 0.45Angle of contact plane (phi) [deg] : -35.12Angle of contact plane (psi) [deg] : 0.00Total Deformation Energy [J] : 11243.11Impulse [Ns] : 1479.28Direction of impulse [deg] : -149.35Vertical direction of impulse [deg] : 0.24Moment arm about C.G. [m] : 1.86 2.03PDOF (SAE) [deg] : -70.61 -83.35dV/EES : 0.34 0.39


Velocity magnitude (v) [km/h] : 41.38 10.94Heading angle [deg] : -39.96 127.30Velocity direction (ß) [deg] : -22.44 86.76Yaw velocity [rad/s] : -1.40 -1.52Center of gravity x [m] : 39.29 37.98Center of gravity y [m] : -14.65 -10.90Center of gravity z [m] : 0.50 0.50Velocity vertical [km/h] : -0.01 -0.01Roll angle [deg] : -0.11 4.49Pitch angle [deg] : 1.86 0.83Roll velocity [rad/s] : -0.22 0.05Pitch velocity [rad/s] : -0.06 -0.22



INSIA, 28031 Madrid

2010060001385.pro - 2/4

Velocity direction (ß) [deg] : -26.16 72.02Yaw velocity [rad/s] : -0.61 0.02Center of gravity x [m] : 39.29 37.98Center of gravity y [m] : -14.65 -10.90Center of gravity z [m] : 0.50 0.50Velocity vertical [km/h] : 0.00 -0.03Roll angle [deg] : -0.11 4.49Pitch angle [deg] : 1.86 0.83Roll velocity [rad/s] : -0.20 -0.01Pitch velocity [rad/s] : -0.06 -0.10

SEQUENCES 1 FORD-TR :



2 VW-PASS :



INPUT VALUES

Vehicle : Ford-Transit FT 100 Topline VW-Passat GT 1,9 TDILength [m] : 4.62 4.61Width [m] : 1.97 1.72Height [m] : 1.98 1.43Number of axles : 2 2Wheelbase [m] : 2.84 2.63Front overhang [m] : 0.92 0.92Front track width [m] : 1.67 1.42Rear track width [m] : 1.67 1.42Mass (empty) [kg] : 1664.00 1265.00Mass of front occupants [kg] : 0.00 0.00Mass of rear occupants [kg] : 0.00 0.00Mass of cargo in trunk [kg] : 0.00 0.00Mass of roof cargo [kg] : 0.00 0.00Distance C.G. - front axle [m] : 1.42 1.31C.G. height above ground [m] : 0.50 0.50Roll moment of inertia [kgm^2] : 1078.49 582.15Pitch moment of inertia [kgm^2] : 3493.88 1940.49Yaw moment of inertia [kgm^2] : 3493.88 1940.49Stiffness, axle 1, left [N/m] : 27206.40 20682.75Stiffness, axle 1, right [N/m] : 27206.40 20682.75Stiffness, axle 2, left [N/m] : 27206.40 20682.75Stiffness, axle 2, right [N/m] : 27206.40 20682.75Damping, axle 1, left [Ns/m] : 3060.72 2326.81Damping, axle 1, right [Ns/m] : 3060.72 2326.81Damping, axle 2, left [Ns/m] : 3060.72 2326.81Damping, axle 2, right [Ns/m] : 3060.72 2326.81Max. slip angle,axle 1, left [deg]: 10.00 10.00

INSIA, 28031 Madrid

2010060001385.pro - 3/4

Max. slip angle,axle 1, right [deg]: 10.00 10.00Max. slip angle,axle 2, left [deg]: 10.00 10.00Max. slip angle,axle 2, right [deg]: 10.00 10.00ABS : No No

Characters: 6944

INSIA, 28031 Madrid

2010060001385.pro - 4/4

Vehicle : Mercedes-Viano 3.0/3.5 V6-190/231 PS - Mercedes-Atego 1228 4x2F -

START VALUES

Velocity magnitude (v) [km/h] : 50.00 70.00Heading angle [deg] : 12.05 179.11Velocity direction (ß) [deg] : 12.05 179.11Yaw velocity [rad/s] : 0.00 0.00Center of gravity x [m] : 43.13 48.69Center of gravity y [m] : -14.37 -13.63Center of gravity z [m] : 0.50 1.00Velocity vertical [km/h] : -0.00 -0.00Roll angle [deg] : 0.00 0.00Pitch angle [deg] : 0.00 0.00Roll velocity [rad/s] : 0.00 0.00Pitch velocity [rad/s] : 0.00 0.00

END VALUES

Velocity magnitude (v) [km/h] : 0.51 0.54Heading angle [deg] : 21.18 -160.18Velocity direction (ß) [deg] : -158.68 -160.32Yaw velocity [rad/s] : -0.00 0.00Center of gravity x [m] : 23.05 25.55Center of gravity y [m] : -21.61 -18.81Center of gravity z [m] : 0.50 1.00Velocity vertical [km/h] : -0.00 0.00Roll angle [deg] : 0.00 0.00Pitch angle [deg] : -0.26 0.44Roll velocity [rad/s] : 0.00 0.00Pitch velocity [rad/s] : 0.00 -0.00

1.COLLISION

Vehicle : 1 MERCEDE 2 MERCEDEDriver :


Deformation depth [m] : 0.87 0.91EES [km/h] : 66.83 48.13Coefficient of restitution (e) : 0.00Separation speed [km/h]: 0.0Friction coefficient (mu) : 5.00Point of Impact x [m] : 45.45Point of Impact y [m] : -13.88Point of Impact z [m] : 0.45Angle of contact plane (phi) [deg] : 121.67Angle of contact plane (psi) [deg] : 0.00Total Deformation Energy [J] : 687115.77Impulse [Ns] : 41738.41Direction of impulse [deg] : -172.58Vertical direction of impulse [deg] : -2.19Moment arm about C.G. [m] : 0.13 0.01PDOF (SAE) [deg] : 4.62 -8.31dV/EES : 1.15 0.80


Velocity magnitude (v) [km/h] : 49.77 69.77Heading angle [deg] : 12.05 179.11Velocity direction (ß) [deg] : 12.05 179.11Yaw velocity [rad/s] : -0.00 -0.00Center of gravity x [m] : 43.81 47.72

INSIA, 28031 Madrid

2010130000400.pro - 1/11

Center of gravity y [m] : -14.22 -13.61Center of gravity z [m] : 0.50 1.00Velocity vertical [km/h] : -0.00 -0.00Roll angle [deg] : 0.00 -0.00Pitch angle [deg] : 0.01 0.02Roll velocity [rad/s] : -0.00 0.00Pitch velocity [rad/s] : 0.01 0.02


Velocity magnitude (v) [km/h] : 27.65 32.38Heading angle [deg] : 12.05 179.11Velocity direction (ß) [deg] : 179.03 169.26Yaw velocity [rad/s] : 1.28 -0.08Center of gravity x [m] : 43.81 47.72Center of gravity y [m] : -14.22 -13.61Center of gravity z [m] : 0.50 1.00Velocity vertical [km/h] : -2.94 1.47Roll angle [deg] : 0.00 -0.00Pitch angle [deg] : 0.01 0.02Roll velocity [rad/s] : 0.15 -0.72Pitch velocity [rad/s] : 1.13 1.29

2.COLLISION



Deformation depth [m] : 0.93 0.92EES [km/h] : 0.97 0.68Coefficient of restitution (e) : 0.00Separation speed [km/h]: 0.3Friction coefficient (mu) : 5.00Point of Impact x [m] : 44.95Point of Impact y [m] : -13.79Point of Impact z [m] : 0.45Angle of contact plane (phi) [deg] : 122.75Angle of contact plane (psi) [deg] : 0.00Total Deformation Energy [J] : 142.09Impulse [Ns] : 565.72Direction of impulse [deg] : 179.09Vertical direction of impulse [deg] : -17.73Moment arm about C.G. [m] : 0.44 0.46PDOF (SAE) [deg] : 16.61 0.06dV/EES : 1.07 0.76


Velocity magnitude (v) [km/h] : 26.70 31.90Heading angle [deg] : 15.70 179.15Velocity direction (ß) [deg] : -176.09 172.83Yaw velocity [rad/s] : 0.78 0.17Center of gravity x [m] : 43.36 47.19Center of gravity y [m] : -14.23 -13.53Center of gravity z [m] : 0.46 1.03Velocity vertical [km/h] : -1.66 1.99Roll angle [deg] : -0.18 -1.42Pitch angle [deg] : 3.05 4.01Roll velocity [rad/s] : -0.32 -0.08Pitch velocity [rad/s] : 0.55 0.99


Velocity magnitude (v) [km/h] : 27.71 31.42Heading angle [deg] : 15.70 179.15

INSIA, 28031 Madrid

2010130000400.pro - 2/11

Velocity direction (ß) [deg] : -176.26 172.73Yaw velocity [rad/s] : 0.84 0.18Center of gravity x [m] : 43.36 47.19Center of gravity y [m] : -14.23 -13.53Center of gravity z [m] : 0.46 1.03Velocity vertical [km/h] : -1.98 2.15Roll angle [deg] : -0.18 -1.42Pitch angle [deg] : 3.05 4.01Roll velocity [rad/s] : -0.31 -0.06Pitch velocity [rad/s] : 0.62 0.98

3.COLLISION



Deformation depth [m] : 1.21 1.13EES [km/h] : 1.70 1.16Coefficient of restitution (e) : 0.00Separation speed [km/h]: 0.1Friction coefficient (mu) : 5.00Point of Impact x [m] : 44.48Point of Impact y [m] : -13.78Point of Impact z [m] : 0.45Angle of contact plane (phi) [deg] : 126.76Angle of contact plane (psi) [deg] : 0.00Total Deformation Energy [J] : 423.04Impulse [Ns] : 772.31Direction of impulse [deg] : 146.26Vertical direction of impulse [deg] : -21.54Moment arm about C.G. [m] : 1.20 1.60PDOF (SAE) [deg] : 51.47 33.64dV/EES : 0.84 0.61


Velocity magnitude (v) [km/h] : 26.83 31.17Heading angle [deg] : 17.73 179.89Velocity direction (ß) [deg] : -170.73 174.25Yaw velocity [rad/s] : 0.31 0.28Center of gravity x [m] : 42.91 46.67Center of gravity y [m] : -14.28 -13.47Center of gravity z [m] : 0.44 1.07Velocity vertical [km/h] : -0.30 2.73Roll angle [deg] : -1.50 -1.06Pitch angle [deg] : 4.24 6.90Roll velocity [rad/s] : -0.50 0.19Pitch velocity [rad/s] : 0.03 0.66


Velocity magnitude (v) [km/h] : 27.83 30.61Heading angle [deg] : 17.73 179.89Velocity direction (ß) [deg] : -172.59 174.83Yaw velocity [rad/s] : 0.53 0.35Center of gravity x [m] : 42.91 46.67Center of gravity y [m] : -14.28 -13.47Center of gravity z [m] : 0.44 1.07Velocity vertical [km/h] : -0.82 2.99Roll angle [deg] : -1.50 -1.06Pitch angle [deg] : 4.24 6.90Roll velocity [rad/s] : -0.45 0.31Pitch velocity [rad/s] : 0.14 0.65

4.COLLISION

INSIA, 28031 Madrid

2010130000400.pro - 3/11



Deformation depth [m] : 0.64 0.66EES [km/h] : 1.05 0.75Coefficient of restitution (e) : 0.00Separation speed [km/h]: 2.0Friction coefficient (mu) : 5.00Point of Impact x [m] : 37.75Point of Impact y [m] : -15.27Point of Impact z [m] : 0.45Angle of contact plane (phi) [deg] : -175.96Angle of contact plane (psi) [deg] : 0.00Total Deformation Energy [J] : 167.85Impulse [Ns] : 234.59Direction of impulse [deg] : 169.41Vertical direction of impulse [deg] : -39.04Moment arm about C.G. [m] : 0.95 1.72PDOF (SAE) [deg] : 31.15 29.88dV/EES : 0.41 0.29


Velocity magnitude (v) [km/h] : 22.10 24.76Heading angle [deg] : 20.57 -160.71Velocity direction (ß) [deg] : -159.45 -159.93Yaw velocity [rad/s] : 0.00 -0.04Center of gravity x [m] : 36.65 39.34Center of gravity y [m] : -16.35 -13.77Center of gravity z [m] : 0.50 1.00Velocity vertical [km/h] : 0.07 1.22Roll angle [deg] : 0.06 5.55Pitch angle [deg] : -0.20 -0.65Roll velocity [rad/s] : -0.00 -0.48Pitch velocity [rad/s] : -0.01 0.23


Velocity magnitude (v) [km/h] : 22.39 24.62Heading angle [deg] : 20.57 -160.71Velocity direction (ß) [deg] : -159.89 -159.74Yaw velocity [rad/s] : 0.06 -0.02Center of gravity x [m] : 36.65 39.34Center of gravity y [m] : -16.35 -13.77Center of gravity z [m] : 0.50 1.00Velocity vertical [km/h] : -0.21 1.35Roll angle [deg] : 0.06 5.55Pitch angle [deg] : -0.20 -0.65Roll velocity [rad/s] : -0.08 -0.43Pitch velocity [rad/s] : 0.04 0.22

5.COLLISION



Deformation depth [m] : 1.17 1.20EES [km/h] : 1.10 0.79Coefficient of restitution (e) : 0.00Separation speed [km/h]: 0.0Friction coefficient (mu) : 5.00

INSIA, 28031 Madrid

2010130000400.pro - 4/11

Point of Impact x [m] : 37.39Point of Impact y [m] : -15.41Point of Impact z [m] : 0.45Angle of contact plane (phi) [deg] : -175.90Angle of contact plane (psi) [deg] : 0.00Total Deformation Energy [J] : 186.63Impulse [Ns] : 611.37Direction of impulse [deg] : -151.60Vertical direction of impulse [deg] : -24.83Moment arm about C.G. [m] : 0.36 0.76PDOF (SAE) [deg] : -7.69 -9.07dV/EES : 1.02 0.71


Velocity magnitude (v) [km/h] : 22.07 24.28Heading angle [deg] : 20.71 -160.67Velocity direction (ß) [deg] : -159.78 -158.94Yaw velocity [rad/s] : 0.03 0.00Center of gravity x [m] : 36.30 38.95Center of gravity y [m] : -16.48 -13.91Center of gravity z [m] : 0.50 1.02Velocity vertical [km/h] : -0.09 0.70Roll angle [deg] : -0.17 4.04Pitch angle [deg] : -0.10 0.04Roll velocity [rad/s] : -0.06 -0.44Pitch velocity [rad/s] : 0.02 0.18


Velocity magnitude (v) [km/h] : 23.09 23.78Heading angle [deg] : 20.71 -160.67Velocity direction (ß) [deg] : -159.42 -159.10Yaw velocity [rad/s] : 0.08 0.03Center of gravity x [m] : 36.30 38.95Center of gravity y [m] : -16.48 -13.91Center of gravity z [m] : 0.50 1.02Velocity vertical [km/h] : -0.57 0.93Roll angle [deg] : -0.17 4.04Pitch angle [deg] : -0.10 0.04Roll velocity [rad/s] : -0.19 -0.39Pitch velocity [rad/s] : 0.11 0.17

6.COLLISION



Deformation depth [m] : 0.84 0.79EES [km/h] : 0.43 0.30Coefficient of restitution (e) : 0.00Separation speed [km/h]: 0.1Friction coefficient (mu) : 5.00Point of Impact x [m] : 37.03Point of Impact y [m] : -15.55Point of Impact z [m] : 0.45Angle of contact plane (phi) [deg] : -176.04Angle of contact plane (psi) [deg] : 0.00Total Deformation Energy [J] : 27.26Impulse [Ns] : 186.83Direction of impulse [deg] : -134.98Vertical direction of impulse [deg] : -58.06Moment arm about C.G. [m] : 0.04 0.47PDOF (SAE) [deg] : -24.10 -25.56dV/EES : 0.80 0.58


INSIA, 28031 Madrid

2010130000400.pro - 5/11

Velocity magnitude (v) [km/h] : 22.76 23.45Heading angle [deg] : 20.92 -160.54Velocity direction (ß) [deg] : -159.55 -158.58Yaw velocity [rad/s] : 0.04 0.03Center of gravity x [m] : 35.95 38.59Center of gravity y [m] : -16.61 -14.06Center of gravity z [m] : 0.49 1.03Velocity vertical [km/h] : -0.26 0.27Roll angle [deg] : -0.66 2.72Pitch angle [deg] : 0.16 0.55Roll velocity [rad/s] : -0.09 -0.37Pitch velocity [rad/s] : 0.04 0.12



7.COLLISION





Velocity magnitude (v) [km/h] : 22.60 23.04Heading angle [deg] : 21.02 -160.42Velocity direction (ß) [deg] : -159.39 -158.37Yaw velocity [rad/s] : 0.02 0.03Center of gravity x [m] : 35.59 38.23Center of gravity y [m] : -16.74 -14.20Center of gravity z [m] : 0.48 1.03Velocity vertical [km/h] : -0.17 -0.13Roll angle [deg] : -1.04 1.62Pitch angle [deg] : 0.37 0.84Roll velocity [rad/s] : -0.05 -0.30Pitch velocity [rad/s] : 0.02 0.06

INSIA, 28031 Madrid

2010130000400.pro - 6/11



8.COLLISION





Velocity magnitude (v) [km/h] : 22.42 22.65Heading angle [deg] : 21.07 -160.32Velocity direction (ß) [deg] : -159.22 -158.33Yaw velocity [rad/s] : 0.01 0.02Center of gravity x [m] : 35.24 37.87Center of gravity y [m] : -16.88 -14.34Center of gravity z [m] : 0.48 1.03Velocity vertical [km/h] : -0.05 -0.38Roll angle [deg] : -1.31 0.77Pitch angle [deg] : 0.50 0.93Roll velocity [rad/s] : -0.02 -0.22Pitch velocity [rad/s] : -0.00 0.01


Velocity magnitude (v) [km/h] : 22.53 22.59Heading angle [deg] : 21.07 -160.32Velocity direction (ß) [deg] : -159.04 -158.42Yaw velocity [rad/s] : 0.01 0.02Center of gravity x [m] : 35.24 37.87Center of gravity y [m] : -16.88 -14.34Center of gravity z [m] : 0.48 1.03Velocity vertical [km/h] : -0.33 -0.24Roll angle [deg] : -1.31 0.77Pitch angle [deg] : 0.50 0.93Roll velocity [rad/s] : -0.09 -0.19

INSIA, 28031 Madrid

2010130000400.pro - 7/11

Pitch velocity [rad/s] : 0.05 -0.01

9.COLLISION





Velocity magnitude (v) [km/h] : 22.21 22.27Heading angle [deg] : 21.09 -160.26Velocity direction (ß) [deg] : -159.05 -158.52Yaw velocity [rad/s] : 0.00 0.01Center of gravity x [m] : 34.89 37.53Center of gravity y [m] : -17.01 -14.47Center of gravity z [m] : 0.48 1.03Velocity vertical [km/h] : 0.07 -0.49Roll angle [deg] : -1.44 0.17Pitch angle [deg] : 0.55 0.86Roll velocity [rad/s] : 0.02 -0.16Pitch velocity [rad/s] : -0.02 -0.03


Velocity magnitude (v) [km/h] : 22.21 22.27Heading angle [deg] : 21.09 -160.26Velocity direction (ß) [deg] : -159.03 -158.53Yaw velocity [rad/s] : 0.00 0.01Center of gravity x [m] : 34.89 37.53Center of gravity y [m] : -17.01 -14.47Center of gravity z [m] : 0.48 1.03Velocity vertical [km/h] : 0.02 -0.46Roll angle [deg] : -1.44 0.17Pitch angle [deg] : 0.55 0.86Roll velocity [rad/s] : 0.00 -0.15Pitch velocity [rad/s] : -0.01 -0.03

10.COLLISION



INSIA, 28031 Madrid

2010130000400.pro - 8/11



Velocity magnitude (v) [km/h] : 21.89 21.94Heading angle [deg] : 21.11 -160.23Velocity direction (ß) [deg] : -158.92 -158.70Yaw velocity [rad/s] : 0.00 0.01Center of gravity x [m] : 34.55 37.18Center of gravity y [m] : -17.14 -14.61Center of gravity z [m] : 0.48 1.02Velocity vertical [km/h] : 0.30 -0.54Roll angle [deg] : -1.30 -0.29Pitch angle [deg] : 0.43 0.73Roll velocity [rad/s] : 0.07 -0.11Pitch velocity [rad/s] : -0.06 -0.04



11.COLLISION



Deformation depth [m] : 0.37 0.37EES [km/h] : 0.39 0.27Coefficient of restitution (e) : 0.00Separation speed [km/h]: 0.8Friction coefficient (mu) : 5.00Point of Impact x [m] : 35.29Point of Impact y [m] : -16.22Point of Impact z [m] : 0.45Angle of contact plane (phi) [deg] : -176.54Angle of contact plane (psi) [deg] : 0.00Total Deformation Energy [J] : 22.66Impulse [Ns] : 78.11Direction of impulse [deg] : 123.68Vertical direction of impulse [deg] : -76.88

INSIA, 28031 Madrid

2010130000400.pro - 9/11

Moment arm about C.G. [m] : 0.30 1.02PDOF (SAE) [deg] : 77.44 76.11dV/EES : 0.37 0.26





SEQUENCES 1 MERCEDE :



2 MERCEDE :



INPUT VALUES

Vehicle : Mercedes-Viano 3.0/3.5 V6-190/231 PS - Mercedes-Atego 1228 4x2F -

INSIA, 28031 Madrid

2010130000400.pro - 10/11

Length [m] : 4.75 6.32Width [m] : 1.90 2.46Height [m] : 1.88 1.90Number of axles : 2 2Wheelbase [m] : 3.20 3.56Front overhang [m] : 0.95 1.38Front track width [m] : 1.63 1.95Rear track width [m] : 1.63 1.95Mass (empty) [kg] : 1955.00 3920.00Mass of front occupants [kg] : 0.00 0.00Mass of rear occupants [kg] : 0.00 0.00Mass of cargo in trunk [kg] : 0.00 0.00Mass of roof cargo [kg] : 0.00 0.00Distance C.G. - front axle [m] : 1.60 1.78C.G. height above ground [m] : 0.50 1.00Roll moment of inertia [kgm^2] : 1176.26 3953.71Pitch moment of inertia [kgm^2] : 4263.94 15024.71Yaw moment of inertia [kgm^2] : 4263.94 15024.71Stiffness, axle 1, left [N/m] : 31964.25 64092.00Stiffness, axle 1, right [N/m] : 31964.25 64092.00Stiffness, axle 2, left [N/m] : 31964.25 64092.00Stiffness, axle 2, right [N/m] : 31964.25 64092.00Damping, axle 1, left [Ns/m] : 3595.98 7210.35Damping, axle 1, right [Ns/m] : 3595.98 7210.35Damping, axle 2, left [Ns/m] : 3595.98 7210.35Damping, axle 2, right [Ns/m] : 3595.98 7210.35Max. slip angle,axle 1, left [deg]: 10.00 10.00Max. slip angle,axle 1, right [deg]: 10.00 10.00Max. slip angle,axle 2, left [deg]: 10.00 10.00Max. slip angle,axle 2, right [deg]: 10.00 10.00ABS : No No

Characters: 23910

INSIA, 28031 Madrid

2010130000400.pro - 11/11

Vehicle : Mercedes-Sprinter 214 - 901/902 Mazda-3 1.6 Sedan 105 PS -

START VALUES

Velocity magnitude (v) [km/h] : 50.00 70.00Heading angle [deg] : 3.48 172.57Velocity direction (ß) [deg] : 3.48 172.57Yaw velocity [rad/s] : 0.00 0.00Center of gravity x [m] : 45.66 50.51Center of gravity y [m] : -16.56 -17.08Center of gravity z [m] : 0.50 0.50Velocity vertical [km/h] : -0.00 0.00Roll angle [deg] : 0.00 0.00Pitch angle [deg] : 0.00 0.00Roll velocity [rad/s] : 0.00 0.00Pitch velocity [rad/s] : 0.00 0.00

END VALUES

Velocity magnitude (v) [km/h] : 0.48 0.52Heading angle [deg] : -12.62 163.26Velocity direction (ß) [deg] : -17.16 160.20Yaw velocity [rad/s] : -0.01 -0.01Center of gravity x [m] : 62.47 32.84Center of gravity y [m] : -13.12 -17.59Center of gravity z [m] : 0.50 0.50Velocity vertical [km/h] : -0.00 -0.00Roll angle [deg] : 0.06 0.04Pitch angle [deg] : 0.20 0.22Roll velocity [rad/s] : 0.00 0.00Pitch velocity [rad/s] : -0.00 -0.00

1.COLLISION

Vehicle : 1 MERCEDE 2 MAZDA-3Driver :


EES [km/h] : 48.02 60.24Coefficient of restitution (e) : 0.10Separation speed [km/h]: 62.5Friction coefficient (mu) : 0.50Point of Impact x [m] : 48.07Point of Impact y [m] : -16.65Point of Impact z [m] : 0.45Angle of contact plane (phi) [deg] : 43.30Angle of contact plane (psi) [deg] : 0.00Total Deformation Energy [J] : 321986.54Moment arm about C.G. [m] : 0.00 0.00PDOF (SAE) [deg] : -90.00 90.00dV/EES : 0.72 0.90


Velocity magnitude (v) [km/h] : 49.85 69.87Heading angle [deg] : 3.48 172.57Velocity direction (ß) [deg] : 3.47 172.56Yaw velocity [rad/s] : -0.00 -0.00Center of gravity x [m] : 46.35 49.54Center of gravity y [m] : -16.51 -16.95Center of gravity z [m] : 0.50 0.50Velocity vertical [km/h] : -0.00 -0.00Roll angle [deg] : -0.00 -0.00

INSIA, 28031 Madrid

2010150000501.pro - 1/3

Pitch angle [deg] : 0.01 0.01Roll velocity [rad/s] : -0.00 -0.00Pitch velocity [rad/s] : 0.01 0.01


Velocity magnitude (v) [km/h] : 22.92 20.78Heading angle [deg] : 3.48 172.57Velocity direction (ß) [deg] : 40.41 -152.51Yaw velocity [rad/s] : 1.96 2.27Center of gravity x [m] : 46.35 49.54Center of gravity y [m] : -16.51 -16.95Center of gravity z [m] : 0.50 0.50Velocity vertical [km/h] : -0.00 0.00Roll angle [deg] : -0.00 -0.00Pitch angle [deg] : 0.01 0.01Roll velocity [rad/s] : 0.31 0.37Pitch velocity [rad/s] : 0.20 0.50

SEQUENCES 1 MERCEDE :




2 MAZDA-3 :




INPUT VALUES

Vehicle : Mercedes-Sprinter 214 - 901/902 Mazda-3 1.6 Sedan 105 PS -Length [m] : 4.83 4.49Width [m] : 1.93 1.75

INSIA, 28031 Madrid

2010150000501.pro - 2/3

Height [m] : 2.54 1.47Number of axles : 2 2Wheelbase [m] : 3.01 2.64Front overhang [m] : 0.97 0.90Front track width [m] : 1.63 1.53Rear track width [m] : 1.63 1.53Mass (empty) [kg] : 1810.00 1150.00Mass of front occupants [kg] : 0.00 0.00Mass of rear occupants [kg] : 0.00 0.00Mass of cargo in trunk [kg] : 0.00 0.00Mass of roof cargo [kg] : 0.00 0.00Distance C.G. - front axle [m] : 1.50 1.32C.G. height above ground [m] : 0.50 0.50Roll moment of inertia [kgm^2] : 1123.68 518.96Pitch moment of inertia [kgm^2] : 4080.61 1729.86Yaw moment of inertia [kgm^2] : 4080.61 1729.86Stiffness, axle 1, left [N/m] : 29593.50 18802.50Stiffness, axle 1, right [N/m] : 29593.50 18802.50Stiffness, axle 2, left [N/m] : 29593.50 18802.50Stiffness, axle 2, right [N/m] : 29593.50 18802.50Damping, axle 1, left [Ns/m] : 3329.27 2115.28Damping, axle 1, right [Ns/m] : 3329.27 2115.28Damping, axle 2, left [Ns/m] : 3329.27 2115.28Damping, axle 2, right [Ns/m] : 3329.27 2115.28Max. slip angle,axle 1, left [deg]: 10.00 10.00Max. slip angle,axle 1, right [deg]: 10.00 10.00Max. slip angle,axle 2, left [deg]: 10.00 10.00Max. slip angle,axle 2, right [deg]: 10.00 10.00ABS : No No

Characters: 5174

INSIA, 28031 Madrid

2010150000501.pro - 3/3

Vehicle : Renault-Trafic 2.5D - Volvo-FH 12 / 380 - FH 12

START VALUES

Velocity magnitude (v) [km/h] : 50.00 30.00Heading angle [deg] : 172.96 -24.30Velocity direction (ß) [deg] : 172.96 -24.30Yaw velocity [rad/s] : 0.00 0.00Center of gravity x [m] : 21.91 16.46Center of gravity y [m] : -19.88 -18.90Center of gravity z [m] : 0.50 1.00Velocity vertical [km/h] : -0.00 -0.00Roll angle [deg] : 0.00 0.00Pitch angle [deg] : 0.00 0.00Roll velocity [rad/s] : 0.00 0.00Pitch velocity [rad/s] : 0.00 0.00

END VALUES

Velocity magnitude (v) [km/h] : 0.59 0.54Heading angle [deg] : -176.70 -24.29Velocity direction (ß) [deg] : 3.30 -26.89Yaw velocity [rad/s] : 0.00 0.00Center of gravity x [m] : 24.80 20.80Center of gravity y [m] : -19.70 -20.99Center of gravity z [m] : 0.50 1.00Velocity vertical [km/h] : 0.00 -0.00Roll angle [deg] : 0.00 0.07Pitch angle [deg] : -0.46 0.67Roll velocity [rad/s] : 0.00 0.00Pitch velocity [rad/s] : 0.00 0.00

1.COLLISION

Vehicle : 1 RENAULT 2 VOLVO-FDriver :


Deformation depth [m] : 0.54 0.60EES [km/h] : 47.98 23.39Coefficient of restitution (e) : 0.00Separation speed [km/h]: 0.0Friction coefficient (mu) : 0.60Point of Impact x [m] : 19.45Point of Impact y [m] : -19.69Point of Impact z [m] : 0.45Angle of contact plane (phi) [deg] : -70.43Angle of contact plane (psi) [deg] : 0.00Total Deformation Energy [J] : 281005.90Impulse [Ns] : 25890.36Direction of impulse [deg] : -8.79Vertical direction of impulse [deg] : -1.00Moment arm about C.G. [m] : 0.17 0.20PDOF (SAE) [deg] : 1.76 -15.51dV/EES : 1.30 0.57


Velocity magnitude (v) [km/h] : 49.69 29.62Heading angle [deg] : 172.96 -24.30Velocity direction (ß) [deg] : 172.96 -24.30Yaw velocity [rad/s] : -0.00 0.00Center of gravity x [m] : 21.22 16.84

INSIA, 28031 Madrid

2010150003133.pro - 1/4

Center of gravity y [m] : -19.79 -19.07Center of gravity z [m] : 0.50 1.00Velocity vertical [km/h] : -0.00 -0.00Roll angle [deg] : 0.00 0.00Pitch angle [deg] : 0.02 0.03Roll velocity [rad/s] : -0.00 -0.00Pitch velocity [rad/s] : 0.02 0.03


Velocity magnitude (v) [km/h] : 13.01 17.24Heading angle [deg] : 172.96 -24.30Velocity direction (ß) [deg] : -15.54 -36.14Yaw velocity [rad/s] : 1.45 -0.22Center of gravity x [m] : 21.22 16.84Center of gravity y [m] : -19.79 -19.07Center of gravity z [m] : 0.50 1.00Velocity vertical [km/h] : -1.09 0.23Roll angle [deg] : 0.00 0.00Pitch angle [deg] : 0.02 0.03Roll velocity [rad/s] : -0.01 -0.50Pitch velocity [rad/s] : 0.71 0.52

2.COLLISION



Deformation depth [m] : 0.54 0.67EES [km/h] : 0.73 0.37Coefficient of restitution (e) : 0.00Separation speed [km/h]: 0.1Friction coefficient (mu) : 0.60Point of Impact x [m] : 19.66Point of Impact y [m] : -19.85Point of Impact z [m] : 0.45Angle of contact plane (phi) [deg] : -68.23Angle of contact plane (psi) [deg] : 0.00Total Deformation Energy [J] : 68.66Impulse [Ns] : 399.70Direction of impulse [deg] : 1.12Vertical direction of impulse [deg] : 2.82Moment arm about C.G. [m] : 0.03 0.70PDOF (SAE) [deg] : -3.78 -25.94dV/EES : 1.32 0.55


Velocity magnitude (v) [km/h] : 12.37 16.54Heading angle [deg] : 177.34 -24.82Velocity direction (ß) [deg] : -10.12 -31.13Yaw velocity [rad/s] : 1.06 -0.04Center of gravity x [m] : 21.43 17.07Center of gravity y [m] : -19.84 -19.23Center of gravity z [m] : 0.49 1.00Velocity vertical [km/h] : -0.63 0.17Roll angle [deg] : -0.32 -0.86Pitch angle [deg] : 2.01 1.57Roll velocity [rad/s] : -0.23 0.03Pitch velocity [rad/s] : 0.39 0.34


Velocity magnitude (v) [km/h] : 13.32 16.37Heading angle [deg] : 177.34 -24.82

INSIA, 28031 Madrid

2010150003133.pro - 2/4

Velocity direction (ß) [deg] : -9.31 -31.51Yaw velocity [rad/s] : 1.06 -0.05Center of gravity x [m] : 21.43 17.07Center of gravity y [m] : -19.84 -19.23Center of gravity z [m] : 0.49 1.00Velocity vertical [km/h] : -0.58 0.16Roll angle [deg] : -0.32 -0.86Pitch angle [deg] : 2.01 1.57Roll velocity [rad/s] : -0.23 0.01Pitch velocity [rad/s] : 0.38 0.35

3.COLLISION





Velocity magnitude (v) [km/h] : 12.76 15.85Heading angle [deg] : -179.64 -24.80Velocity direction (ß) [deg] : -4.27 -29.18Yaw velocity [rad/s] : 0.68 0.04Center of gravity x [m] : 21.64 17.30Center of gravity y [m] : -19.87 -19.36Center of gravity z [m] : 0.48 1.01Velocity vertical [km/h] : -0.15 0.03Roll angle [deg] : -1.13 -0.42Pitch angle [deg] : 2.86 2.44Roll velocity [rad/s] : -0.29 0.19Pitch velocity [rad/s] : 0.08 0.14


Velocity magnitude (v) [km/h] : 12.87 15.82Heading angle [deg] : -179.64 -24.80Velocity direction (ß) [deg] : -4.29 -29.22Yaw velocity [rad/s] : 0.68 0.04Center of gravity x [m] : 21.64 17.30Center of gravity y [m] : -19.87 -19.36Center of gravity z [m] : 0.48 1.01Velocity vertical [km/h] : -0.15 0.03Roll angle [deg] : -1.13 -0.42Pitch angle [deg] : 2.86 2.44Roll velocity [rad/s] : -0.29 0.18Pitch velocity [rad/s] : 0.08 0.14

SEQUENCES

INSIA, 28031 Madrid

2010150003133.pro - 3/4

1 RENAULT :



2 VOLVO-F :



INPUT VALUES

Vehicle : Renault-Trafic 2.5D - Volvo-FH 12 / 380 - FH 12Length [m] : 4.54 6.07Width [m] : 1.91 2.47Height [m] : 2.44 1.82Number of axles : 2 2Wheelbase [m] : 2.80 3.70Front overhang [m] : 0.91 1.37Front track width [m] : 1.61 1.90Rear track width [m] : 1.61 1.90Mass (empty) [kg] : 1490.00 7045.00Mass of front occupants [kg] : 0.00 0.00Mass of rear occupants [kg] : 0.00 0.00Mass of cargo in trunk [kg] : 0.00 0.00Mass of roof cargo [kg] : 0.00 0.00Distance C.G. - front axle [m] : 1.40 1.85C.G. height above ground [m] : 0.50 1.00Roll moment of inertia [kgm^2] : 905.94 7163.47Pitch moment of inertia [kgm^2] : 3012.25 25212.76Yaw moment of inertia [kgm^2] : 3012.25 25212.76Stiffness, axle 1, left [N/m] : 24361.50 115185.75Stiffness, axle 1, right [N/m] : 24361.50 115185.75Stiffness, axle 2, left [N/m] : 24361.50 115185.75Stiffness, axle 2, right [N/m] : 24361.50 115185.75Damping, axle 1, left [Ns/m] : 2740.67 12958.40Damping, axle 1, right [Ns/m] : 2740.67 12958.40Damping, axle 2, left [Ns/m] : 2740.67 12958.40Damping, axle 2, right [Ns/m] : 2740.67 12958.40Max. slip angle,axle 1, left [deg]: 10.00 10.00Max. slip angle,axle 1, right [deg]: 10.00 10.00Max. slip angle,axle 2, left [deg]: 10.00 10.00Max. slip angle,axle 2, right [deg]: 10.00 10.00ABS : No No

Characters: 8806

INSIA, 28031 Madrid

2010150003133.pro - 4/4

Vehicle : Ford-Tourneo Connect 110 - Renault-Midliner S180.08 -

START VALUES

Velocity magnitude (v) [km/h] : 80.01 70.00Heading angle [deg] : -6.78 -179.53Velocity direction (ß) [deg] : -6.78 -179.53Yaw velocity [rad/s] : 0.00 0.00Center of gravity x [m] : 56.83 62.64Center of gravity y [m] : -13.04 -13.34Center of gravity z [m] : 0.50 1.00Velocity vertical [km/h] : 0.00 0.00Roll angle [deg] : 0.00 0.00Pitch angle [deg] : 0.00 0.00Roll velocity [rad/s] : 0.00 0.00Pitch velocity [rad/s] : 0.00 0.00

END VALUES

Velocity magnitude (v) [km/h] : 0.57 0.50Heading angle [deg] : -14.65 178.12Velocity direction (ß) [deg] : 165.69 177.97Yaw velocity [rad/s] : -0.00 0.00Center of gravity x [m] : 23.52 35.83Center of gravity y [m] : -7.90 -12.29Center of gravity z [m] : 0.50 1.00Velocity vertical [km/h] : 0.00 -0.00Roll angle [deg] : 0.01 -0.00Pitch angle [deg] : -0.33 0.51Roll velocity [rad/s] : -0.00 0.00Pitch velocity [rad/s] : -0.00 -0.00

1.COLLISION

Vehicle : 1 FORD-TO 2 RENAULTDriver :




Velocity magnitude (v) [km/h] : 79.81 69.84Heading angle [deg] : -6.78 -179.53Velocity direction (ß) [deg] : -6.78 -179.53Yaw velocity [rad/s] : 0.00 0.00Center of gravity x [m] : 57.93 61.67

INSIA, 28031 Madrid

2010160001179.pro - 1/4

Center of gravity y [m] : -13.17 -13.35Center of gravity z [m] : 0.50 1.00Velocity vertical [km/h] : -0.00 0.00Roll angle [deg] : 0.00 0.00Pitch angle [deg] : 0.02 0.01Roll velocity [rad/s] : 0.00 0.00Pitch velocity [rad/s] : 0.02 0.01


Velocity magnitude (v) [km/h] : 78.18 69.06Heading angle [deg] : -6.78 -179.53Velocity direction (ß) [deg] : -8.84 179.65Yaw velocity [rad/s] : -0.70 -0.21Center of gravity x [m] : 57.93 61.67Center of gravity y [m] : -13.17 -13.35Center of gravity z [m] : 0.50 1.00Velocity vertical [km/h] : -0.00 0.00Roll angle [deg] : 0.00 0.00Pitch angle [deg] : 0.02 0.01Roll velocity [rad/s] : -0.09 -0.34Pitch velocity [rad/s] : 0.03 0.05

2.COLLISION

Vehicle : 1 FORD-TO 2 RENAULTDriver :


Deformation depth [m] : 2.16 2.13EES [km/h] : 86.63 53.49Coefficient of restitution (e) : 0.10Separation speed [km/h]: 14.6Friction coefficient (mu) : 0.60Point of Impact x [m] : 59.26Point of Impact y [m] : -13.35Point of Impact z [m] : 0.45Angle of contact plane (phi) [deg] : -98.97Angle of contact plane (psi) [deg] : 0.00Total Deformation Energy [J] : 850221.98Impulse [Ns] : 46546.36Direction of impulse [deg] : 176.07Vertical direction of impulse [deg] : -3.02Moment arm about C.G. [m] : 0.02 0.12PDOF (SAE) [deg] : -5.04 3.72dV/EES : 1.31 0.82


Velocity magnitude (v) [km/h] : 77.89 68.83Heading angle [deg] : -8.97 179.79Velocity direction (ß) [deg] : -8.67 179.84Yaw velocity [rad/s] : -0.57 -0.18Center of gravity x [m] : 59.22 60.52Center of gravity y [m] : -13.37 -13.34Center of gravity z [m] : 0.50 1.00Velocity vertical [km/h] : -0.00 0.03Roll angle [deg] : -0.11 -0.74Pitch angle [deg] : 0.14 0.19Roll velocity [rad/s] : 0.01 -0.11Pitch velocity [rad/s] : 0.04 0.05



INSIA, 28031 Madrid

2010160001179.pro - 2/4

Velocity direction (ß) [deg] : -173.63 -173.61Yaw velocity [rad/s] : -0.11 0.19Center of gravity x [m] : 59.22 60.52Center of gravity y [m] : -13.37 -13.34Center of gravity z [m] : 0.50 1.00Velocity vertical [km/h] : -5.96 2.34Roll angle [deg] : -0.11 -0.74Pitch angle [deg] : 0.14 0.19Roll velocity [rad/s] : -0.40 0.89Pitch velocity [rad/s] : 1.15 1.87

SEQUENCES 1 FORD-TO :




2 RENAULT :




INPUT VALUES

Vehicle : Ford-Tourneo Connect 110 - Renault-Midliner S180.08 -Length [m] : 4.31 6.22Width [m] : 1.79 1.70Height [m] : 1.81 1.87Number of axles : 2 2Wheelbase [m] : 2.67 3.25Front overhang [m] : 0.86 1.25Front track width [m] : 1.50 1.40Rear track width [m] : 1.50 1.40Mass (empty) [kg] : 1480.00 2820.00

(1480.00) (3820.00)Mass of front occupants [kg] : 0.00 0.00Mass of rear occupants [kg] : 0.00 0.00Mass of cargo in trunk [kg] : 0.00 1000.00

INSIA, 28031 Madrid

2010160001179.pro - 3/4

Mass of roof cargo [kg] : 0.00 0.00Distance C.G. - front axle [m] : 1.33 1.63

(1.33) (2.14)C.G. height above ground [m] : 0.50 1.00

(0.50) (1.00)Roll moment of inertia [kgm^2] : 647.17 1358.30

(647.17) (1713.88)Pitch moment of inertia [kgm^2] : 2157.24 9770.92

(2157.24) (12328.76)Yaw moment of inertia [kgm^2] : 2157.24 9770.92

(2157.24) (12328.76)Stiffness, axle 1, left [N/m] : 24198.00 46107.00Stiffness, axle 1, right [N/m] : 24198.00 46107.00Stiffness, axle 2, left [N/m] : 24198.00 46107.00Stiffness, axle 2, right [N/m] : 24198.00 46107.00Damping, axle 1, left [Ns/m] : 2722.28 5187.04Damping, axle 1, right [Ns/m] : 2722.28 5187.04Damping, axle 2, left [Ns/m] : 2722.27 5187.04Damping, axle 2, right [Ns/m] : 2722.27 5187.04Max. slip angle,axle 1, left [deg]: 10.00 10.00Max. slip angle,axle 1, right [deg]: 10.00 10.00Max. slip angle,axle 2, left [deg]: 10.00 10.00Max. slip angle,axle 2, right [deg]: 10.00 10.00ABS : No No

Characters: 7323

INSIA, 28031 Madrid

2010160001179.pro - 4/4

Vehicle : Audi-A4 2.0 - Opel-Combo 1.7 CDTI 100 PS -

START VALUES

Velocity magnitude (v) [km/h] : 127.00 60.00Heading angle [deg] : -176.42 5.11Velocity direction (ß) [deg] : -176.42 5.11Yaw velocity [rad/s] : 0.00 0.00Center of gravity x [m] : 40.59 37.44Center of gravity y [m] : -37.95 -38.51Center of gravity z [m] : 0.45 0.45Velocity vertical [km/h] : -0.00 -0.00Roll angle [deg] : 0.00 0.00Pitch angle [deg] : 0.00 0.00Roll velocity [rad/s] : 0.00 0.00Pitch velocity [rad/s] : 0.00 0.00

END VALUES

Velocity magnitude (v) [km/h] : 0.59 0.35Heading angle [deg] : -24.83 -33.54Velocity direction (ß) [deg] : 155.21 -148.61Yaw velocity [rad/s] : 0.00 0.05Center of gravity x [m] : 24.03 26.78Center of gravity y [m] : -32.20 -41.79Center of gravity z [m] : 0.45 0.46Velocity vertical [km/h] : -0.00 0.04Roll angle [deg] : 0.00 2.43Pitch angle [deg] : -0.75 -0.94Roll velocity [rad/s] : -0.00 0.06Pitch velocity [rad/s] : 0.00 0.00

1.COLLISION

Vehicle : 1 AUDI-A4 2 OPEL-CODriver :


EES [km/h] : 81.88 85.74Coefficient of restitution (e) : 0.87Separation speed [km/h]: 228.3Friction coefficient (mu) : 0.97Point of Impact x [m] : 32.31Point of Impact y [m] : -38.82Point of Impact z [m] : 0.45Angle of contact plane (phi) [deg] : 142.31Angle of contact plane (psi) [deg] : 0.00Total Deformation Energy [J] : 850927.97Impulse [Ns] : 24642.09Direction of impulse [deg] : 8.18Vertical direction of impulse [deg] : 0.00Moment arm about C.G. [m] : 0.32 0.43PDOF (SAE) [deg] : -4.60 -3.07dV/EES : 0.66 0.69


Velocity magnitude (v) [km/h] : 127.00 60.00Heading angle [deg] : -176.42 5.11Velocity direction (ß) [deg] : -176.42 5.11Yaw velocity [rad/s] : 0.00 0.00Center of gravity x [m] : 40.59 37.44

INSIA, 28031 Madrid

Reconstrucción01.pro - 1/4



Velocity magnitude (v) [km/h] : 73.37 3.30Heading angle [deg] : -176.42 5.11Velocity direction (ß) [deg] : -179.80 -68.28Yaw velocity [rad/s] : -4.31 4.18Center of gravity x [m] : 40.59 37.44Center of gravity y [m] : -37.95 -38.51Center of gravity z [m] : 0.45 0.45Velocity vertical [km/h] : -0.00 0.00Roll angle [deg] : 0.00 0.00Pitch angle [deg] : 0.00 0.00Roll velocity [rad/s] : 0.00 0.00Pitch velocity [rad/s] : 0.00 0.00

2.COLLISION

Vehicle : 1 AUDI-A4 2 OPEL-CODriver :


Deformation depth [m] : 1.31 0.88EES [km/h] : 32.68 28.09Coefficient of restitution (e) : 0.87Separation speed [km/h]: 27.4Friction coefficient (mu) : 0.97Point of Impact x [m] : 38.41Point of Impact y [m] : -38.03Point of Impact z [m] : 0.45Angle of contact plane (phi) [deg] : -29.89Angle of contact plane (psi) [deg] : 0.00Total Deformation Energy [J] : 113414.27Impulse [Ns] : 17271.96Direction of impulse [deg] : 15.98Vertical direction of impulse [deg] : 0.01Moment arm about C.G. [m] : 0.19 0.25PDOF (SAE) [deg] : -26.36 2.86dV/EES : 1.16 1.48


Velocity magnitude (v) [km/h] : 73.13 3.47Heading angle [deg] : 169.62 18.84Velocity direction (ß) [deg] : -179.73 -68.82Yaw velocity [rad/s] : -3.79 3.77Center of gravity x [m] : 39.37 37.46Center of gravity y [m] : -37.95 -38.57Center of gravity z [m] : 0.45 0.45Velocity vertical [km/h] : -0.00 -0.00Roll angle [deg] : 0.06 -0.07Pitch angle [deg] : 0.02 0.01Roll velocity [rad/s] : 0.01 -0.04Pitch velocity [rad/s] : 0.02 -0.00


Velocity magnitude (v) [km/h] : 38.14 41.28

INSIA, 28031 Madrid


Heading angle [deg] : 169.62 18.84Velocity direction (ß) [deg] : 164.70 -159.21Yaw velocity [rad/s] : -5.61 5.51Center of gravity x [m] : 39.37 37.46Center of gravity y [m] : -37.95 -38.57Center of gravity z [m] : 0.45 0.45Velocity vertical [km/h] : 0.01 -0.01Roll angle [deg] : 0.06 -0.07Pitch angle [deg] : 0.02 0.01Roll velocity [rad/s] : 0.01 -0.04Pitch velocity [rad/s] : 0.01 -0.00

SEQUENCES 1 AUDI-A4 :

REACTIONReaction time [sec] : 1.00





2 OPEL-CO :






INSIA, 28031 Madrid


INPUT VALUES

Vehicle : Audi-A4 2.0 - Opel-Combo 1.7 CDTI 100 PS -Length [m] : 4.55 4.33Width [m] : 1.77 1.89Height [m] : 1.43 1.80Number of axles : 2 2Wheelbase [m] : 2.65 2.71Front overhang [m] : 0.92 0.87Front track width [m] : 1.53 1.42Rear track width [m] : 1.53 1.42Mass (empty) [kg] : 1310.00 1365.00

(1645.00) (1500.00)Mass of front occupants [kg] : 135.00 135.00Mass of rear occupants [kg] : 200.00 0.00Mass of cargo in trunk [kg] : 0.00 0.00Mass of roof cargo [kg] : 0.00 0.00Distance C.G. - front axle [m] : 1.10 1.10





(1805.95) (2507.33)Stiffness, axle 1, left [N/m] : 21418.50 22317.75Stiffness, axle 1, right [N/m] : 21418.50 22317.75Stiffness, axle 2, left [N/m] : 21418.50 22317.75Stiffness, axle 2, right [N/m] : 21418.50 22317.75Damping, axle 1, left [Ns/m] : 2409.58 2510.75Damping, axle 1, right [Ns/m] : 2409.58 2510.75Damping, axle 2, left [Ns/m] : 2409.58 2510.75Damping, axle 2, right [Ns/m] : 2409.58 2510.75Max. slip angle,axle 1, left [deg]: 10.00 10.00Max. slip angle,axle 1, right [deg]: 10.00 10.00Max. slip angle,axle 2, left [deg]: 10.00 10.00Max. slip angle,axle 2, right [deg]: 10.00 10.00ABS : 0.10 0.10

Characters: 7563

INSIA, 28031 Madrid


Vehicle : RenauRenault Express Kia-Sorento 2.2 CRD -

START VALUES


END VALUES

Velocity magnitude (v) [km/h] : 0.41 0.64Heading angle [deg] : -35.01 177.14Velocity direction (ß) [deg] : 111.88 -3.10Yaw velocity [rad/s] : 0.01 0.00Center of gravity x [m] : 35.29 63.17Center of gravity y [m] : -31.23 -38.16Center of gravity z [m] : 0.46 0.45Velocity vertical [km/h] : -0.00 0.00Roll angle [deg] : 0.19 -0.00Pitch angle [deg] : -1.53 -0.73Roll velocity [rad/s] : -0.11 -0.00Pitch velocity [rad/s] : 0.00 -0.00

1.COLLISION

Vehicle : 1 RENAURE 2 KIA-SORDriver :


EES [km/h] : 66.56 0.00Coefficient of restitution (e) : 0.10Separation speed [km/h]: 94.8Friction coefficient (mu) : 0.60Point of Impact x [m] : 38.62Point of Impact y [m] : -34.38Point of Impact z [m] : 0.45Angle of contact plane (phi) [deg] : -18.83Angle of contact plane (psi) [deg] : 0.00Total Deformation Energy [J] : 179454.29Impulse [Ns] : 8878.99Direction of impulse [deg] : 40.21Vertical direction of impulse [deg] : 0.00Moment arm about C.G. [m] : 0.24 0.85PDOF (SAE) [deg] : 2.84 -34.88dV/EES : 0.46 29950.21


Velocity magnitude (v) [km/h] : 51.00 73.00Heading angle [deg] : -136.95 5.33Velocity direction (ß) [deg] : -175.95 5.33Yaw velocity [rad/s] : 0.00 0.00Center of gravity x [m] : 39.25 36.40

INSIA, 28031 Madrid




Velocity magnitude (v) [km/h] : 31.95 60.04Heading angle [deg] : -136.95 5.33Velocity direction (ß) [deg] : 149.84 -3.84Yaw velocity [rad/s] : 2.07 -2.49Center of gravity x [m] : 39.25 36.40Center of gravity y [m] : -33.53 -35.14Center of gravity z [m] : 0.45 0.45Velocity vertical [km/h] : -0.00 0.00Roll angle [deg] : 0.00 0.00Pitch angle [deg] : 0.00 0.00Roll velocity [rad/s] : 0.00 0.00Pitch velocity [rad/s] : 0.00 0.00

2.COLLISION

Vehicle : 1 RENAURE 2 KIA-SORDriver :


Deformation depth [m] : 0.68 0.45EES [km/h] : 13.72 8.30Coefficient of restitution (e) : 0.10Separation speed [km/h]: 70.4Friction coefficient (mu) : 0.60Point of Impact x [m] : 37.52Point of Impact y [m] : -34.25Point of Impact z [m] : 0.45Angle of contact plane (phi) [deg] : 2.87Angle of contact plane (psi) [deg] : 0.00Total Deformation Energy [J] : 12696.82Impulse [Ns] : 1096.51Direction of impulse [deg] : -56.17Vertical direction of impulse [deg] : -0.21Moment arm about C.G. [m] : 1.24 0.74PDOF (SAE) [deg] : 117.88 42.16dV/EES : 0.27 0.25


Velocity magnitude (v) [km/h] : 27.39 58.67Heading angle [deg] : -118.29 -14.01Velocity direction (ß) [deg] : 149.34 -4.02Yaw velocity [rad/s] : 1.86 -1.69Center of gravity x [m] : 38.07 39.12Center of gravity y [m] : -32.85 -35.31Center of gravity z [m] : 0.45 0.45Velocity vertical [km/h] : -0.02 -0.02Roll angle [deg] : 3.75 0.17Pitch angle [deg] : -0.06 0.30Roll velocity [rad/s] : 0.52 -0.14Pitch velocity [rad/s] : 0.08 0.04



INSIA, 28031 Madrid


Heading angle [deg] : -118.29 -14.01Velocity direction (ß) [deg] : 153.20 -2.39Yaw velocity [rad/s] : 3.18 -1.96Center of gravity x [m] : 38.07 39.12Center of gravity y [m] : -32.85 -35.31Center of gravity z [m] : 0.45 0.45Velocity vertical [km/h] : -0.03 -0.01Roll angle [deg] : 3.75 0.17Pitch angle [deg] : -0.06 0.30Roll velocity [rad/s] : 0.51 -0.14Pitch velocity [rad/s] : 0.15 0.04

SEQUENCES 1 RENAURE :






2 KIA-SOR :






INSIA, 28031 Madrid


INPUT VALUES

Vehicle : RenauRenault Express Kia-Sorento 2.2 CRD -Length [m] : 4.00 4.68Width [m] : 1.59 1.89Height [m] : 1.78 1.71Number of axles : 2 2Wheelbase [m] : 2.59 2.70Front overhang [m] : 0.80 0.94Front track width [m] : 1.40 1.62Rear track width [m] : 1.40 1.62Mass (empty) [kg] : 900.00 1760.00






(1029.37) (3047.06)Stiffness, axle 1, left [N/m] : 18148.50 28776.00Stiffness, axle 1, right [N/m] : 18148.50 28776.00Stiffness, axle 2, left [N/m] : 18148.50 28776.00Stiffness, axle 2, right [N/m] : 18148.50 28776.00Damping, axle 1, left [Ns/m] : 2041.71 3237.30Damping, axle 1, right [Ns/m] : 2041.71 3237.30Damping, axle 2, left [Ns/m] : 2041.71 3237.30Damping, axle 2, right [Ns/m] : 2041.71 3237.30Max. slip angle,axle 1, left [deg]: 10.00 10.00Max. slip angle,axle 1, right [deg]: 10.00 10.00Max. slip angle,axle 2, left [deg]: 10.00 10.00Max. slip angle,axle 2, right [deg]: 10.00 10.00ABS : No 0.10

Characters: 7553

INSIA, 28031 Madrid


Vehicle : Ford-Transit FT 190 2,5TDI - Citroen-Xsara 2.0 HDi LX - DW10TD

START VALUES

Velocity magnitude (v) [km/h] : 47.01 31.01Heading angle [deg] : -0.06 -100.51Velocity direction (ß) [deg] : -0.06 179.34Yaw velocity [rad/s] : 0.00 1.00Center of gravity x [m] : 41.81 45.14Center of gravity y [m] : -30.32 -30.90Center of gravity z [m] : 0.50 0.45Velocity vertical [km/h] : -0.00 -0.00Roll angle [deg] : 0.00 0.00Pitch angle [deg] : 0.00 0.00Roll velocity [rad/s] : 0.00 0.00Pitch velocity [rad/s] : 0.00 0.00

END VALUES

Velocity magnitude (v) [km/h] : 0.47 0.68Heading angle [deg] : 2.55 167.38Velocity direction (ß) [deg] : -7.20 -9.78Yaw velocity [rad/s] : 0.01 0.01Center of gravity x [m] : 44.76 48.05Center of gravity y [m] : -30.22 -31.48Center of gravity z [m] : 0.50 0.46Velocity vertical [km/h] : 0.00 0.04Roll angle [deg] : 0.06 -0.90Pitch angle [deg] : 1.21 -1.50Roll velocity [rad/s] : 0.03 0.06Pitch velocity [rad/s] : 0.01 -0.02

Vehicle : db65S_6m db65S_6m

START VALUES

Velocity magnitude (v) [km/h] : 0.00 0.00Heading angle [deg] : 0.00 0.00Velocity direction (ß) [deg] : 0.00 0.00Yaw velocity [rad/s] : 0.00 0.00Center of gravity x [m] : 45.65 51.87Center of gravity y [m] : -33.08 -33.12Center of gravity z [m] : 0.30 0.30Velocity vertical [km/h] : -0.00 -0.00Roll angle [deg] : 0.00 0.00Pitch angle [deg] : 0.00 0.00Roll velocity [rad/s] : 0.00 0.00Pitch velocity [rad/s] : 0.00 0.00

END VALUES

Velocity magnitude (v) [km/h] : 0.17 0.00Heading angle [deg] : 0.03 0.00Velocity direction (ß) [deg] : 90.55 0.00Yaw velocity [rad/s] : 0.00 0.00Center of gravity x [m] : 45.64 51.87Center of gravity y [m] : -33.11 -33.12Center of gravity z [m] : 0.32 0.30Velocity vertical [km/h] : 0.12 0.00Roll angle [deg] : 3.98 0.00Pitch angle [deg] : -0.01 0.00Roll velocity [rad/s] : -0.30 0.00Pitch velocity [rad/s] : 0.00 0.00

INSIA, 28031 Madrid

Reconstruccion01.pro - 1/9


Velocity magnitude (v) [km/h] : 46.96 28.85Heading angle [deg] : -0.06 -97.09Velocity direction (ß) [deg] : -0.06 179.31Yaw velocity [rad/s] : -0.00 0.99Center of gravity x [m] : 42.60 44.65Center of gravity y [m] : -30.32 -30.89Center of gravity z [m] : 0.50 0.45Velocity vertical [km/h] : -0.00 -0.00Roll angle [deg] : 0.00 0.50Pitch angle [deg] : 0.09 0.01Roll velocity [rad/s] : -0.00 0.29Pitch velocity [rad/s] : 0.06 0.01


Velocity magnitude (v) [km/h] : 16.35 18.00Heading angle [deg] : -0.06 -97.09Velocity direction (ß) [deg] : 4.16 -4.90Yaw velocity [rad/s] : 0.11 -3.22Center of gravity x [m] : 42.60 44.65Center of gravity y [m] : -30.32 -30.89Center of gravity z [m] : 0.50 0.45Velocity vertical [km/h] : 0.27 -0.42Roll angle [deg] : 0.00 0.50Pitch angle [deg] : 0.09 0.01Roll velocity [rad/s] : 0.02 0.39Pitch velocity [rad/s] : 0.20 -0.07

2.COLLISION

Vehicle : 1 FORD-TR 2 CITROENDriver :

t [s]: 0.06 0.06Pre Impact vel. [km/h]: 46.96 28.85

Post Impact vel. [km/h]: 16.35 18.00Velocity change (dV) [km/h] : 30.68 46.82

Deformation depth [m] : 0.49 0.49EES [km/h] : 32.77 40.38Coefficient of restitution (e) : 0.10Separation speed [km/h]: 7.8Friction coefficient (mu) : 0.60Point of Impact x [m] : 44.35Point of Impact y [m] : -30.36Point of Impact z [m] : 0.45Angle of contact plane (phi) [deg] : -97.09Angle of contact plane (psi) [deg] : 0.00Total Deformation Energy [J] : 167115.26Impulse [Ns] : 17230.89Direction of impulse [deg] : 177.70Vertical direction of impulse [deg] : 0.51Moment arm about C.G. [m] : 0.03 0.52PDOF (SAE) [deg] : 2.25 85.21dV/EES : 0.94 1.16


Velocity magnitude (v) [km/h] : 16.59 0.00Heading angle [deg] : -110.84 0.00Velocity direction (ß) [deg] : -4.57 0.00Yaw velocity [rad/s] : -3.15 0.00Center of gravity x [m] : 45.01 45.65Center of gravity y [m] : -30.92 -33.08Center of gravity z [m] : 0.44 0.30Velocity vertical [km/h] : -0.21 0.00Roll angle [deg] : 0.90 0.00Pitch angle [deg] : -0.05 0.00Roll velocity [rad/s] : -0.19 0.00

INSIA, 28031 Madrid


Pitch velocity [rad/s] : -0.06 0.00


Velocity magnitude (v) [km/h] : 17.12 0.91Heading angle [deg] : -110.84 0.00Velocity direction (ß) [deg] : -1.15 -120.80Yaw velocity [rad/s] : -2.94 0.05Center of gravity x [m] : 45.01 45.65Center of gravity y [m] : -30.92 -33.08Center of gravity z [m] : 0.44 0.30Velocity vertical [km/h] : -0.14 -0.05Roll angle [deg] : 0.90 0.00Pitch angle [deg] : -0.05 0.00Roll velocity [rad/s] : -0.16 1.18Pitch velocity [rad/s] : -0.08 -0.01

3.COLLISION

Vehicle : 2 CITROEN 3 DB65S_6Driver :


Deformation depth [m] : 0.02 0.03EES [km/h] : 1.92 1.77Coefficient of restitution (e) : 0.10Separation speed [km/h]: 3.5Friction coefficient (mu) : 0.60Point of Impact x [m] : 45.10Point of Impact y [m] : -32.91Point of Impact z [m] : 0.45Angle of contact plane (phi) [deg] : 0.00Angle of contact plane (psi) [deg] : 0.00Total Deformation Energy [J] : 389.54Impulse [Ns] : 420.53Direction of impulse [deg] : 59.20Vertical direction of impulse [deg] : 3.32Moment arm about C.G. [m] : 1.09 0.57PDOF (SAE) [deg] : 9.96 -59.20dV/EES : 0.60 0.51


Velocity magnitude (v) [km/h] : 11.84 13.81Heading angle [deg] : 0.57 -142.27Velocity direction (ß) [deg] : 1.18 -0.44Yaw velocity [rad/s] : 0.01 -2.63Center of gravity x [m] : 43.66 45.84Center of gravity y [m] : -30.27 -30.92Center of gravity z [m] : 0.50 0.45Velocity vertical [km/h] : -0.12 0.22Roll angle [deg] : -0.63 -2.98Pitch angle [deg] : 1.60 -1.09Roll velocity [rad/s] : 0.00 -0.23Pitch velocity [rad/s] : -0.00 0.02


Velocity magnitude (v) [km/h] : 11.80 13.97Heading angle [deg] : 0.57 -142.27Velocity direction (ß) [deg] : 4.30 -4.45Yaw velocity [rad/s] : 0.14 -2.53Center of gravity x [m] : 43.66 45.84Center of gravity y [m] : -30.27 -30.92Center of gravity z [m] : 0.50 0.45

INSIA, 28031 Madrid


Velocity vertical [km/h] : -0.08 0.15Roll angle [deg] : -0.63 -2.98Pitch angle [deg] : 1.60 -1.09Roll velocity [rad/s] : 0.02 -0.22Pitch velocity [rad/s] : -0.01 0.01

4.COLLISION



Deformation depth [m] : 0.48 0.44EES [km/h] : 1.48 1.75Coefficient of restitution (e) : 0.10Separation speed [km/h]: 4.2Friction coefficient (mu) : 0.60Point of Impact x [m] : 45.28Point of Impact y [m] : -30.77Point of Impact z [m] : 0.45Angle of contact plane (phi) [deg] : 37.73Angle of contact plane (psi) [deg] : 0.00Total Deformation Energy [J] : 328.12Impulse [Ns] : 363.40Direction of impulse [deg] : 97.01Vertical direction of impulse [deg] : 4.11Moment arm about C.G. [m] : 1.54 0.54PDOF (SAE) [deg] : 83.56 120.71dV/EES : 0.44 0.56





5.COLLISION


INSIA, 28031 Madrid




Deformation depth [m] : 0.42 0.42EES [km/h] : 1.09 1.34Coefficient of restitution (e) : 0.10Separation speed [km/h]: 3.9Friction coefficient (mu) : 0.60Point of Impact x [m] : 45.35Point of Impact y [m] : -30.80Point of Impact z [m] : 0.45Angle of contact plane (phi) [deg] : -146.87Angle of contact plane (psi) [deg] : 0.00Total Deformation Energy [J] : 185.41Impulse [Ns] : 241.88Direction of impulse [deg] : 92.22Vertical direction of impulse [deg] : 1.92Moment arm about C.G. [m] : 1.48 0.71PDOF (SAE) [deg] : 88.79 117.06dV/EES : 0.39 0.49


Velocity magnitude (v) [km/h] : 9.72 12.58Heading angle [deg] : 1.56 -158.30Velocity direction (ß) [deg] : 3.66 -8.53Yaw velocity [rad/s] : 0.10 -2.08Center of gravity x [m] : 44.02 46.28Center of gravity y [m] : -30.25 -30.97Center of gravity z [m] : 0.50 0.45Velocity vertical [km/h] : -0.06 0.18Roll angle [deg] : -0.56 -3.16Pitch angle [deg] : 1.42 -1.53Roll velocity [rad/s] : -0.04 0.07Pitch velocity [rad/s] : -0.04 0.12



6.COLLISION



Deformation depth [m] : 0.40 0.40EES [km/h] : 0.79 0.97Coefficient of restitution (e) : 0.10Separation speed [km/h]: 4.4Friction coefficient (mu) : 0.60Point of Impact x [m] : 45.45Point of Impact y [m] : -30.79Point of Impact z [m] : 0.45

INSIA, 28031 Madrid


Angle of contact plane (phi) [deg] : -148.23Angle of contact plane (psi) [deg] : 0.00Total Deformation Energy [J] : 97.21Impulse [Ns] : 130.01Direction of impulse [deg] : 90.85Vertical direction of impulse [deg] : -1.66Moment arm about C.G. [m] : 1.42 0.83PDOF (SAE) [deg] : 90.72 110.86dV/EES : 0.29 0.36





SEQUENCES 1 FORD-TR :






INSIA, 28031 Madrid


2 CITROEN :






3 DB65S_6 :






4 DB65S_6 :



BRAKEmaximum stopping distance [m] : 10.00Brake force [%] Axle 1, left : 0.00 Axle 1, right : 0.00 Axle 2, left : 0.00

INSIA, 28031 Madrid


Axle 2, right : 0.00mean brake acceleration [m/s²] : 0.00



INPUT VALUES

Vehicle : Ford-Transit FT 190 2,5TDI - Citroen-Xsara 2.0 HDi LX - DW10TDLength [m] : 4.62 4.17Width [m] : 1.97 1.70Height [m] : 2.17 1.40Number of axles : 2 2Wheelbase [m] : 2.84 2.54Front overhang [m] : 0.89 0.83Front track width [m] : 1.69 1.42Rear track width [m] : 1.69 1.42Mass (empty) [kg] : 1797.00 1250.00







INPUT VALUES

Vehicle : db65S_6m db65S_6mLength [m] : 6.00 6.00Width [m] : 0.39 0.39Height [m] : 0.65 0.65Number of axles : 2 2Wheelbase [m] : 5.98 5.98Front overhang [m] : 0.01 0.01Front track width [m] : 0.39 0.39Rear track width [m] : 0.39 0.39Mass (empty) [kg] : 1670.00 1670.00Mass of front occupants [kg] : 0.00 0.00Mass of rear occupants [kg] : 0.00 0.00Mass of cargo in trunk [kg] : 0.00 0.00Mass of roof cargo [kg] : 0.00 0.00Distance C.G. - front axle [m] : 2.99 2.99C.G. height above ground [m] : 0.30 0.30Roll moment of inertia [kgm^2] : 42.30 42.30

INSIA, 28031 Madrid


Pitch moment of inertia [kgm^2] : 5031.20 5031.20Yaw moment of inertia [kgm^2] : 5031.20 5031.20Stiffness, axle 1, left [N/m] : 40956.75 40956.75Stiffness, axle 1, right [N/m] : 40956.75 40956.75Stiffness, axle 2, left [N/m] : 40956.75 40956.75Stiffness, axle 2, right [N/m] : 40956.75 40956.75Damping, axle 1, left [Ns/m] : 4095.68 4095.68Damping, axle 1, right [Ns/m] : 4095.68 4095.68Damping, axle 2, left [Ns/m] : 4095.68 4095.68Damping, axle 2, right [Ns/m] : 4095.68 4095.68Max. slip angle,axle 1, left [deg]: 10.00 10.00Max. slip angle,axle 1, right [deg]: 10.00 10.00Max. slip angle,axle 2, left [deg]: 10.00 10.00Max. slip angle,axle 2, right [deg]: 10.00 10.00ABS : No No

Characters: 17882

INSIA, 28031 Madrid


Vehicle : Mega-Club 1.4 - TU 3 FMC/Z Renault-Trafic D - neu

START VALUES


END VALUES

Velocity magnitude (v) [km/h] : 0.57 0.26Heading angle [deg] : 122.46 7.42Velocity direction (ß) [deg] : -90.95 -48.43Yaw velocity [rad/s] : -0.05 0.00Center of gravity x [m] : 42.04 38.63Center of gravity y [m] : -33.10 -31.78Center of gravity z [m] : 0.41 0.44Velocity vertical [km/h] : -0.13 0.18Roll angle [deg] : -2.49 -0.34Pitch angle [deg] : -2.37 0.40Roll velocity [rad/s] : -0.10 0.09Pitch velocity [rad/s] : -0.11 0.06

1.COLLISION

Vehicle : 1 MEGA-CL 2 RENAULTDriver :




Velocity magnitude (v) [km/h] : 62.01 25.01Heading angle [deg] : -161.94 6.32Velocity direction (ß) [deg] : -161.94 6.32Yaw velocity [rad/s] : 0.00 0.00

INSIA, 28031 Madrid


Center of gravity x [m] : 41.91 38.73Center of gravity y [m] : -31.81 -31.81Center of gravity z [m] : 0.40 0.45Velocity vertical [km/h] : -0.00 -0.00Roll angle [deg] : 0.00 0.00Pitch angle [deg] : 0.00 0.00Roll velocity [rad/s] : 0.00 0.00Pitch velocity [rad/s] : 0.00 0.00


Velocity magnitude (v) [km/h] : 15.73 4.05Heading angle [deg] : -161.94 6.32Velocity direction (ß) [deg] : -87.84 165.18Yaw velocity [rad/s] : -5.63 0.10Center of gravity x [m] : 41.91 38.73Center of gravity y [m] : -31.81 -31.81Center of gravity z [m] : 0.40 0.45Velocity vertical [km/h] : -2.10 1.01Roll angle [deg] : 0.00 0.00Pitch angle [deg] : 0.00 0.00Roll velocity [rad/s] : -0.81 -0.07Pitch velocity [rad/s] : -1.72 -0.45

SEQUENCES 1 MEGA-CL :






2 RENAULT :



BRAKEmaximum stopping distance [m] : 10.00Brake force [%] Axle 1, left : 0.00 Axle 1, right : 0.00 Axle 2, left : 0.00 Axle 2, right : 0.00

INSIA, 28031 Madrid


mean brake acceleration [m/s²] : 0.00



INPUT VALUES

Vehicle : Mega-Club 1.4 - TU 3 FMC/Z Renault-Trafic D - neuLength [m] : 2.80 4.94Width [m] : 1.49 1.90Height [m] : 1.46 2.01Number of axles : 2 2Wheelbase [m] : 1.80 3.20Front overhang [m] : 0.60 0.92Front track width [m] : 1.42 1.56Rear track width [m] : 1.42 1.56Mass (empty) [kg] : 815.00 1500.00






(565.18) (4164.18)Stiffness, axle 1, left [N/m] : 13325.25 30656.25Stiffness, axle 1, right [N/m] : 13325.25 30656.25Stiffness, axle 2, left [N/m] : 13325.25 18393.75Stiffness, axle 2, right [N/m] : 13325.25 18393.75Damping, axle 1, left [Ns/m] : 1499.09 3448.83Damping, axle 1, right [Ns/m] : 1499.09 3448.83Damping, axle 2, left [Ns/m] : 1499.09 2069.30Damping, axle 2, right [Ns/m] : 1499.09 2069.30Max. slip angle,axle 1, left [deg]: 10.00 10.00Max. slip angle,axle 1, right [deg]: 10.00 10.00Max. slip angle,axle 2, left [deg]: 10.00 10.00Max. slip angle,axle 2, right [deg]: 10.00 10.00ABS : No 0.10

Characters: 5725

INSIA, 28031 Madrid


Vehicle : Opel-Combo 1.7 CDTI 100 PS - Ford-Focus 1.6 16V-101 PS -

START VALUES

Velocity magnitude (v) [km/h] : 30.00 35.00Heading angle [deg] : 175.28 22.67Velocity direction (ß) [deg] : 175.28 22.67Yaw velocity [rad/s] : 0.00 0.00Center of gravity x [m] : 83.91 81.44Center of gravity y [m] : -39.21 -37.60Center of gravity z [m] : 0.40 0.40Velocity vertical [km/h] : 0.00 -0.00Roll angle [deg] : 0.00 0.00Pitch angle [deg] : -0.00 0.00Roll velocity [rad/s] : 0.00 0.00Pitch velocity [rad/s] : 0.00 0.00

END VALUES

Velocity magnitude (v) [km/h] : 0.26 0.52Heading angle [deg] : 109.26 19.69Velocity direction (ß) [deg] : 12.99 19.82Yaw velocity [rad/s] : 0.00 -0.00Center of gravity x [m] : 82.72 89.36Center of gravity y [m] : -40.05 -32.55Center of gravity z [m] : 0.40 0.40Velocity vertical [km/h] : 0.02 -0.00Roll angle [deg] : 0.20 -0.00Pitch angle [deg] : 0.16 0.31Roll velocity [rad/s] : 0.17 -0.00Pitch velocity [rad/s] : -0.02 0.00

1.COLLISION

Vehicle : 1 OPEL-CO 2 FORD-FODriver :


EES [km/h] : 0.00 33.33Coefficient of restitution (e) : 0.42Separation speed [km/h]: 31.6Friction coefficient (mu) : 0.23Point of Impact x [m] : 82.39Point of Impact y [m] : -37.94Point of Impact z [m] : 0.04Angle of contact plane (phi) [deg] : 52.46Angle of contact plane (psi) [deg] : 0.00Total Deformation Energy [J] : 53350.64Impulse [Ns] : 9511.73Direction of impulse [deg] : -24.59Vertical direction of impulse [deg] : -0.00Moment arm about C.G. [m] : 0.52 0.09PDOF (SAE) [deg] : 19.87 47.26dV/EES : 37353.94 0.83


Velocity magnitude (v) [km/h] : 30.00 35.00Heading angle [deg] : 175.28 22.67Velocity direction (ß) [deg] : 175.28 22.67Yaw velocity [rad/s] : 0.00 0.00Center of gravity x [m] : 83.91 81.44

INSIA, 28031 Madrid


Center of gravity y [m] : -39.21 -37.60Center of gravity z [m] : 0.40 0.40Velocity vertical [km/h] : 0.00 -0.00Roll angle [deg] : 0.00 0.00Pitch angle [deg] : -0.00 0.00Roll velocity [rad/s] : 0.00 0.00Pitch velocity [rad/s] : 0.00 0.00


Velocity magnitude (v) [km/h] : 11.12 25.98Heading angle [deg] : 175.28 22.67Velocity direction (ß) [deg] : -138.09 73.71Yaw velocity [rad/s] : -1.88 0.51Center of gravity x [m] : 83.91 81.44Center of gravity y [m] : -39.21 -37.60Center of gravity z [m] : 0.40 0.40Velocity vertical [km/h] : 0.00 0.00Roll angle [deg] : 0.00 0.00Pitch angle [deg] : -0.00 0.00Roll velocity [rad/s] : 1.81 4.98Pitch velocity [rad/s] : 1.50 1.38

SEQUENCES 1 OPEL-CO :






2 FORD-FO :




INSIA, 28031 Madrid




INPUT VALUES

Vehicle : Opel-Combo 1.7 CDTI 100 PS - Ford-Focus 1.6 16V-101 PS -Length [m] : 4.33 4.15Width [m] : 1.89 1.70Height [m] : 1.80 1.48Number of axles : 2 2Wheelbase [m] : 2.71 2.62Front overhang [m] : 0.87 0.83Front track width [m] : 1.42 1.49Rear track width [m] : 1.42 1.49Mass (empty) [kg] : 1365.00 1080.00







Characters: 5701

INSIA, 28031 Madrid


Vehicle : Citroen-Jumpy TD - U64 Renault-Megane Scenic 1.6 - JA

START VALUES

Velocity magnitude (v) [km/h] : 38.01 4.00Heading angle [deg] : 0.47 -135.00Velocity direction (ß) [deg] : 0.47 175.00Yaw velocity [rad/s] : 0.00 0.50Center of gravity x [m] : 51.62 53.49Center of gravity y [m] : -33.59 -35.67Center of gravity z [m] : 0.45 0.45Velocity vertical [km/h] : -0.00 -0.00Roll angle [deg] : 0.00 0.00Pitch angle [deg] : 0.00 0.00Roll velocity [rad/s] : 0.00 0.00Pitch velocity [rad/s] : 0.00 0.00

END VALUES

Velocity magnitude (v) [km/h] : 0.59 0.45Heading angle [deg] : -35.56 178.12Velocity direction (ß) [deg] : 50.58 20.16Yaw velocity [rad/s] : -0.08 -0.01Center of gravity x [m] : 55.37 54.63Center of gravity y [m] : -33.35 -35.66Center of gravity z [m] : 0.44 0.45Velocity vertical [km/h] : 0.06 0.05Roll angle [deg] : -3.71 -0.38Pitch angle [deg] : 1.30 -0.86Roll velocity [rad/s] : -0.08 0.08Pitch velocity [rad/s] : -0.05 0.01

1.COLLISION

Vehicle : 1 CITROEN 2 RENAULTDriver :


EES [km/h] : 13.70 15.06Coefficient of restitution (e) : -0.28Separation speed [km/h]: 12.7Friction coefficient (mu) : 2.41Point of Impact x [m] : 55.02Point of Impact y [m] : -33.87Point of Impact z [m] : 0.45Angle of contact plane (phi) [deg] : 81.99Angle of contact plane (psi) [deg] : 0.00Total Deformation Energy [J] : 22667.00Impulse [Ns] : 2855.73Direction of impulse [deg] : -173.58Vertical direction of impulse [deg] : 0.00Moment arm about C.G. [m] : 0.66 1.62PDOF (SAE) [deg] : -5.95 38.59dV/EES : 0.48 0.53


Velocity magnitude (v) [km/h] : 38.01 4.00Heading angle [deg] : 0.47 -135.00Velocity direction (ß) [deg] : 0.47 175.00Yaw velocity [rad/s] : 0.00 0.50Center of gravity x [m] : 51.62 53.49

INSIA, 28031 Madrid




Velocity magnitude (v) [km/h] : 31.48 4.09Heading angle [deg] : 0.47 -135.00Velocity direction (ß) [deg] : -0.77 17.57Yaw velocity [rad/s] : -0.90 -2.16Center of gravity x [m] : 51.62 53.49Center of gravity y [m] : -33.59 -35.67Center of gravity z [m] : 0.45 0.45Velocity vertical [km/h] : -0.00 0.00Roll angle [deg] : 0.00 0.00Pitch angle [deg] : 0.00 0.00Roll velocity [rad/s] : 0.00 0.00Pitch velocity [rad/s] : 0.00 0.00

2.COLLISION



Deformation depth [m] : 0.19 0.14EES [km/h] : 6.37 6.02Coefficient of restitution (e) : -0.28Separation speed [km/h]: 4.7Friction coefficient (mu) : 2.41Point of Impact x [m] : 53.92Point of Impact y [m] : -34.42Point of Impact z [m] : 0.45Angle of contact plane (phi) [deg] : 38.31Angle of contact plane (psi) [deg] : 0.00Total Deformation Energy [J] : 4259.09Impulse [Ns] : 1419.50Direction of impulse [deg] : 160.69Vertical direction of impulse [deg] : 0.72Moment arm about C.G. [m] : 0.18 1.29PDOF (SAE) [deg] : 16.99 57.63dV/EES : 0.51 0.66


Velocity magnitude (v) [km/h] : 30.00 3.88Heading angle [deg] : -2.32 -141.69Velocity direction (ß) [deg] : -0.90 14.56Yaw velocity [rad/s] : -0.76 -1.70Center of gravity x [m] : 52.13 53.56Center of gravity y [m] : -33.60 -35.66Center of gravity z [m] : 0.45 0.45Velocity vertical [km/h] : -0.02 0.00Roll angle [deg] : -0.04 0.05Pitch angle [deg] : 0.15 -0.03Roll velocity [rad/s] : -0.01 0.02Pitch velocity [rad/s] : 0.09 -0.02



INSIA, 28031 Madrid


Heading angle [deg] : -2.32 -141.69Velocity direction (ß) [deg] : 1.29 -2.51Yaw velocity [rad/s] : -0.89 -2.74Center of gravity x [m] : 52.13 53.56Center of gravity y [m] : -33.60 -35.66Center of gravity z [m] : 0.45 0.45Velocity vertical [km/h] : 0.02 -0.05Roll angle [deg] : -0.04 0.05Pitch angle [deg] : 0.15 -0.03Roll velocity [rad/s] : -0.03 0.05Pitch velocity [rad/s] : 0.08 -0.03

3.COLLISION



Deformation depth [m] : 0.23 0.28EES [km/h] : 1.88 2.28Coefficient of restitution (e) : -0.28Separation speed [km/h]: 1.7Friction coefficient (mu) : 2.41Point of Impact x [m] : 54.27Point of Impact y [m] : -34.49Point of Impact z [m] : 0.45Angle of contact plane (phi) [deg] : 29.60Angle of contact plane (psi) [deg] : 0.00Total Deformation Energy [J] : 472.36Impulse [Ns] : 450.53Direction of impulse [deg] : -178.02Vertical direction of impulse [deg] : 2.92Moment arm about C.G. [m] : 0.96 1.15PDOF (SAE) [deg] : -7.23 27.62dV/EES : 0.55 0.55


Velocity magnitude (v) [km/h] : 25.30 7.15Heading angle [deg] : -5.26 -150.40Velocity direction (ß) [deg] : 1.40 -4.08Yaw velocity [rad/s] : -0.82 -2.29Center of gravity x [m] : 52.57 53.68Center of gravity y [m] : -33.59 -35.66Center of gravity z [m] : 0.45 0.45Velocity vertical [km/h] : -0.04 -0.03Roll angle [deg] : -0.16 0.17Pitch angle [deg] : 0.51 -0.15Roll velocity [rad/s] : -0.03 0.01Pitch velocity [rad/s] : 0.13 -0.05


Velocity magnitude (v) [km/h] : 24.27 8.39Heading angle [deg] : -5.26 -150.40Velocity direction (ß) [deg] : 1.38 -3.18Yaw velocity [rad/s] : -1.02 -2.59Center of gravity x [m] : 52.57 53.68Center of gravity y [m] : -33.59 -35.66Center of gravity z [m] : 0.45 0.45Velocity vertical [km/h] : 0.01 -0.09Roll angle [deg] : -0.16 0.17Pitch angle [deg] : 0.51 -0.15Roll velocity [rad/s] : -0.06 0.04Pitch velocity [rad/s] : 0.11 -0.06

INSIA, 28031 Madrid


4.COLLISION




Deformation depth [m] : 0.25 0.26EES [km/h] : 1.68 1.87Coefficient of restitution (e) : -0.28Separation speed [km/h]: 4.2Friction coefficient (mu) : 2.41Point of Impact x [m] : 55.88Point of Impact y [m] : -34.92Point of Impact z [m] : 0.45Angle of contact plane (phi) [deg] : 0.76Angle of contact plane (psi) [deg] : 0.00Total Deformation Energy [J] : 345.10Impulse [Ns] : 240.04Direction of impulse [deg] : 158.22Vertical direction of impulse [deg] : -0.27Moment arm about C.G. [m] : 0.82 1.30PDOF (SAE) [deg] : -0.81 22.54dV/EES : 0.33 0.36


Velocity magnitude (v) [km/h] : 13.90 3.97Heading angle [deg] : -22.58 -179.24Velocity direction (ß) [deg] : 3.74 7.75Yaw velocity [rad/s] : -0.60 -0.21Center of gravity x [m] : 54.57 54.34Center of gravity y [m] : -33.51 -35.70Center of gravity z [m] : 0.44 0.45Velocity vertical [km/h] : -0.05 0.03Roll angle [deg] : -1.68 -1.16Pitch angle [deg] : 1.76 -1.11Roll velocity [rad/s] : -0.07 -0.11Pitch velocity [rad/s] : 0.01 -0.01


Velocity magnitude (v) [km/h] : 13.41 4.56Heading angle [deg] : -22.58 -179.24Velocity direction (ß) [deg] : 4.76 3.61Yaw velocity [rad/s] : -0.70 -0.39Center of gravity x [m] : 54.57 54.34Center of gravity y [m] : -33.51 -35.70Center of gravity z [m] : 0.44 0.45Velocity vertical [km/h] : -0.05 0.03Roll angle [deg] : -1.68 -1.16Pitch angle [deg] : 1.76 -1.11Roll velocity [rad/s] : -0.07 -0.10Pitch velocity [rad/s] : 0.01 -0.00

5.COLLISION



Deformation depth [m] : 0.26 0.28EES [km/h] : 1.32 1.51

INSIA, 28031 Madrid


Coefficient of restitution (e) : -0.28Separation speed [km/h]: 2.3Friction coefficient (mu) : 2.41Point of Impact x [m] : 56.04Point of Impact y [m] : -34.94Point of Impact z [m] : 0.45Angle of contact plane (phi) [deg] : -0.10Angle of contact plane (psi) [deg] : 0.00Total Deformation Energy [J] : 218.87Impulse [Ns] : 232.35Direction of impulse [deg] : 157.32Vertical direction of impulse [deg] : -3.67Moment arm about C.G. [m] : 0.85 1.32PDOF (SAE) [deg] : -2.18 22.58dV/EES : 0.41 0.43


Velocity magnitude (v) [km/h] : 11.71 3.77Heading angle [deg] : -24.86 179.90Velocity direction (ß) [deg] : 5.52 8.99Yaw velocity [rad/s] : -0.62 -0.14Center of gravity x [m] : 54.78 54.41Center of gravity y [m] : -33.49 -35.69Center of gravity z [m] : 0.44 0.45Velocity vertical [km/h] : 0.00 0.02Roll angle [deg] : -2.00 -1.44Pitch angle [deg] : 1.70 -1.13Roll velocity [rad/s] : -0.07 -0.04Pitch velocity [rad/s] : 0.00 0.00


Velocity magnitude (v) [km/h] : 11.25 4.34Heading angle [deg] : -24.86 179.90Velocity direction (ß) [deg] : 6.80 4.51Yaw velocity [rad/s] : -0.71 -0.31Center of gravity x [m] : 54.78 54.41Center of gravity y [m] : -33.49 -35.69Center of gravity z [m] : 0.44 0.45Velocity vertical [km/h] : -0.03 0.06Roll angle [deg] : -2.00 -1.44Pitch angle [deg] : 1.70 -1.13Roll velocity [rad/s] : -0.06 -0.05Pitch velocity [rad/s] : 0.01 0.02

6.COLLISION



Deformation depth [m] : 0.26 0.29EES [km/h] : 0.81 0.96Coefficient of restitution (e) : -0.28Separation speed [km/h]: 0.8Friction coefficient (mu) : 2.41Point of Impact x [m] : 56.15Point of Impact y [m] : -34.96Point of Impact z [m] : 0.45Angle of contact plane (phi) [deg] : -0.77Angle of contact plane (psi) [deg] : 0.00Total Deformation Energy [J] : 85.68Impulse [Ns] : 185.41Direction of impulse [deg] : 156.43Vertical direction of impulse [deg] : -8.49Moment arm about C.G. [m] : 0.87 1.32PDOF (SAE) [deg] : -3.61 22.79

INSIA, 28031 Madrid


dV/EES : 0.52 0.54


Velocity magnitude (v) [km/h] : 9.57 3.53Heading angle [deg] : -27.18 179.22Velocity direction (ß) [deg] : 7.94 8.84Yaw velocity [rad/s] : -0.63 -0.12Center of gravity x [m] : 54.95 54.47Center of gravity y [m] : -33.47 -35.68Center of gravity z [m] : 0.44 0.45Velocity vertical [km/h] : 0.02 0.03Roll angle [deg] : -2.29 -1.53Pitch angle [deg] : 1.64 -1.10Roll velocity [rad/s] : -0.06 0.03Pitch velocity [rad/s] : 0.00 0.01


Velocity magnitude (v) [km/h] : 9.21 3.97Heading angle [deg] : -27.18 179.22Velocity direction (ß) [deg] : 9.31 4.89Yaw velocity [rad/s] : -0.70 -0.26Center of gravity x [m] : 54.95 54.47Center of gravity y [m] : -33.47 -35.68Center of gravity z [m] : 0.44 0.45Velocity vertical [km/h] : -0.05 0.11Roll angle [deg] : -2.29 -1.53Pitch angle [deg] : 1.64 -1.10Roll velocity [rad/s] : -0.04 0.00Pitch velocity [rad/s] : 0.03 0.04

7.COLLISION



Deformation depth [m] : 0.27 0.17EES [km/h] : 0.40 0.35Coefficient of restitution (e) : -0.28Separation speed [km/h]: 0.4Friction coefficient (mu) : 2.41Point of Impact x [m] : 56.24Point of Impact y [m] : -34.97Point of Impact z [m] : 0.45Angle of contact plane (phi) [deg] : -1.31Angle of contact plane (psi) [deg] : 0.00Total Deformation Energy [J] : 16.12Impulse [Ns] : 76.02Direction of impulse [deg] : 133.64Vertical direction of impulse [deg] : -4.53Moment arm about C.G. [m] : 0.22 1.71PDOF (SAE) [deg] : 16.90 45.05dV/EES : 0.43 0.60


Velocity magnitude (v) [km/h] : 7.55 3.13Heading angle [deg] : -29.46 178.69Velocity direction (ß) [deg] : 11.08 8.67Yaw velocity [rad/s] : -0.61 -0.09Center of gravity x [m] : 55.09 54.53Center of gravity y [m] : -33.44 -35.67Center of gravity z [m] : 0.44 0.45Velocity vertical [km/h] : 0.01 0.05Roll angle [deg] : -2.52 -1.45

INSIA, 28031 Madrid


Pitch angle [deg] : 1.62 -1.00Roll velocity [rad/s] : -0.05 0.08Pitch velocity [rad/s] : 0.01 0.02



8.COLLISION








Velocity magnitude (v) [km/h] : 5.82 2.41Heading angle [deg] : -31.46 178.36Velocity direction (ß) [deg] : 15.56 6.47Yaw velocity [rad/s] : -0.52 -0.09Center of gravity x [m] : 55.20 54.58

INSIA, 28031 Madrid


Center of gravity y [m] : -33.42 -35.67Center of gravity z [m] : 0.44 0.45Velocity vertical [km/h] : -0.00 0.06Roll angle [deg] : -2.77 -1.16Pitch angle [deg] : 1.56 -0.94Roll velocity [rad/s] : -0.05 0.10Pitch velocity [rad/s] : 0.02 0.03

9.COLLISION








10.COLLISION

INSIA, 28031 Madrid






Velocity magnitude (v) [km/h] : 2.63 0.63Heading angle [deg] : -34.42 178.12Velocity direction (ß) [deg] : 25.80 17.91Yaw velocity [rad/s] : -0.33 -0.01Center of gravity x [m] : 55.34 54.63Center of gravity y [m] : -33.37 -35.66Center of gravity z [m] : 0.44 0.45Velocity vertical [km/h] : 0.04 -0.00Roll angle [deg] : -3.28 -0.42Pitch angle [deg] : 1.45 -0.87Roll velocity [rad/s] : -0.08 0.10Pitch velocity [rad/s] : -0.01 -0.00



SEQUENCES 1 CITROEN :



BRAKEmaximum stopping distance [m] : 10.00Brake force [%] Axle 1, left : 0.00 Axle 1, right : 0.00 Axle 2, left : 0.00

INSIA, 28031 Madrid


Axle 2, right : 0.00mean brake acceleration [m/s²] : 0.00



2 RENAULT :






INPUT VALUES

Vehicle : Citroen-Jumpy TD - U64 Renault-Megane Scenic 1.6 - JALength [m] : 4.44 4.13Width [m] : 1.81 1.72Height [m] : 1.92 1.60Number of axles : 2 2Wheelbase [m] : 2.82 2.58Front overhang [m] : 0.88 0.84Front track width [m] : 1.54 1.45Rear track width [m] : 1.54 1.45Mass (empty) [kg] : 1490.00 1220.00






(2095.85) (1745.19)Stiffness, axle 1, left [N/m] : 24361.50 23967.33Stiffness, axle 1, right [N/m] : 24361.50 23967.33Stiffness, axle 2, left [N/m] : 24361.50 15926.67

INSIA, 28031 Madrid


Stiffness, axle 2, right [N/m] : 24361.50 15926.67Damping, axle 1, left [Ns/m] : 2740.67 2696.32Damping, axle 1, right [Ns/m] : 2740.67 2696.32Damping, axle 2, left [Ns/m] : 2740.67 1791.75Damping, axle 2, right [Ns/m] : 2740.67 1791.75Max. slip angle,axle 1, left [deg]: 10.00 10.00Max. slip angle,axle 1, right [deg]: 10.00 10.00Max. slip angle,axle 2, left [deg]: 10.00 10.00Max. slip angle,axle 2, right [deg]: 10.00 10.00ABS : No No

Characters: 22486

INSIA, 28031 Madrid


Vehicle : Renault-Kangoo 1.9-80 PS - Jeep-Grand Cherokee 3.0 V6 CRD-218 PS -

START VALUES

Velocity magnitude (v) [km/h] : 18.00 77.00Heading angle [deg] : 79.00 -170.54Velocity direction (ß) [deg] : 30.00 -170.54Yaw velocity [rad/s] : 1.00 0.00Center of gravity x [m] : 51.36 54.55Center of gravity y [m] : -30.11 -31.07Center of gravity z [m] : 0.45 0.50Velocity vertical [km/h] : -0.00 -0.00Roll angle [deg] : 0.00 0.00Pitch angle [deg] : 0.00 0.00Roll velocity [rad/s] : 0.00 0.00Pitch velocity [rad/s] : 0.00 0.00

END VALUES

Velocity magnitude (v) [km/h] : 0.43 0.42Heading angle [deg] : -4.38 54.31Velocity direction (ß) [deg] : 168.97 -146.41Yaw velocity [rad/s] : -0.00 -0.05Center of gravity x [m] : 42.88 39.54Center of gravity y [m] : -27.24 -32.84Center of gravity z [m] : 0.46 0.50Velocity vertical [km/h] : -0.02 0.03Roll angle [deg] : 0.34 -4.04Pitch angle [deg] : -1.45 -0.92Roll velocity [rad/s] : -0.05 0.10Pitch velocity [rad/s] : 0.00 -0.02

1.COLLISION

Vehicle : 1 RENAULT 2 JEEP-GRDriver :


EES [km/h] : 48.25 36.18Coefficient of restitution (e) : 0.16Separation speed [km/h]: 48.8Friction coefficient (mu) : 0.48Point of Impact x [m] : 40.46Point of Impact y [m] : -28.28Point of Impact z [m] : 0.45Angle of contact plane (phi) [deg] : 53.52Angle of contact plane (psi) [deg] : 0.00Total Deformation Energy [J] : 214652.99Impulse [Ns] : 16322.90Direction of impulse [deg] : 169.16Vertical direction of impulse [deg] : 0.00Moment arm about C.G. [m] : 0.25 0.09PDOF (SAE) [deg] : 89.84 20.30dV/EES : 1.02 0.76


Velocity magnitude (v) [km/h] : 18.00 77.00Heading angle [deg] : 79.00 -170.54Velocity direction (ß) [deg] : 30.00 -170.54Yaw velocity [rad/s] : 1.00 0.00Center of gravity x [m] : 51.36 54.55

INSIA, 28031 Madrid




Velocity magnitude (v) [km/h] : 37.45 51.96Heading angle [deg] : 79.00 -170.54Velocity direction (ß) [deg] : 150.84 -159.91Yaw velocity [rad/s] : -0.93 -0.58Center of gravity x [m] : 51.36 54.55Center of gravity y [m] : -30.11 -31.07Center of gravity z [m] : 0.45 0.50Velocity vertical [km/h] : -0.00 0.00Roll angle [deg] : 0.00 0.00Pitch angle [deg] : 0.00 0.00Roll velocity [rad/s] : 0.00 0.27Pitch velocity [rad/s] : 0.00 0.22

2.COLLISION

Vehicle : 1 RENAULT 2 JEEP-GRDriver :




Velocity magnitude (v) [km/h] : 35.77 51.31Heading angle [deg] : 75.82 -172.67Velocity direction (ß) [deg] : 150.60 -161.63Yaw velocity [rad/s] : -0.92 -0.68Center of gravity x [m] : 50.83 53.74Center of gravity y [m] : -29.81 -31.36Center of gravity z [m] : 0.45 0.50Velocity vertical [km/h] : -0.00 -0.01Roll angle [deg] : -0.74 0.07Pitch angle [deg] : 0.03 0.64Roll velocity [rad/s] : -0.42 -0.22Pitch velocity [rad/s] : 0.03 0.14



INSIA, 28031 Madrid


Heading angle [deg] : 75.82 -172.67Velocity direction (ß) [deg] : 154.15 -161.34Yaw velocity [rad/s] : -1.56 -1.14Center of gravity x [m] : 50.83 53.74Center of gravity y [m] : -29.81 -31.36Center of gravity z [m] : 0.45 0.50Velocity vertical [km/h] : -0.10 0.05Roll angle [deg] : -0.74 0.07Pitch angle [deg] : 0.03 0.64Roll velocity [rad/s] : -0.37 -0.26Pitch velocity [rad/s] : 0.02 0.13

SEQUENCES 1 RENAULT :






2 JEEP-GR :






INSIA, 28031 Madrid


INPUT VALUES

Vehicle : Renault-Kangoo 1.9-80 PS - Jeep-Grand Cherokee 3.0 V6 CRD-218 PS -Length [m] : 4.00 4.74Width [m] : 1.66 1.86Height [m] : 1.83 1.72Number of axles : 2 2Wheelbase [m] : 2.60 2.78Front overhang [m] : 0.80 0.95Front track width [m] : 1.40 1.58Rear track width [m] : 1.40 1.58Mass (empty) [kg] : 1120.00 2050.00







Characters: 7616

INSIA, 28031 Madrid


Vehicle : Nissan-Terrano II - R 20 Fiat-Ducato 15 2.8 JTD -

START VALUES

Velocity magnitude (v) [km/h] : 82.40 80.00Heading angle [deg] : 7.86 -177.31Velocity direction (ß) [deg] : 7.86 -177.31Yaw velocity [rad/s] : 0.00 -0.00Center of gravity x [m] : 132.18 135.73Center of gravity y [m] : 11.98 11.82Center of gravity z [m] : 0.45 0.40Velocity vertical [km/h] : 0.00 0.00Roll angle [deg] : 0.00 0.00Pitch angle [deg] : 0.00 0.00Roll velocity [rad/s] : -0.00 -0.02Pitch velocity [rad/s] : 0.00 -0.01

END VALUES

Velocity magnitude (v) [km/h] : 0.39 0.17Heading angle [deg] : -44.38 -166.81Velocity direction (ß) [deg] : -72.69 11.66Yaw velocity [rad/s] : 0.00 -0.02Center of gravity x [m] : 128.41 135.56Center of gravity y [m] : 12.69 11.43Center of gravity z [m] : 0.45 0.34Velocity vertical [km/h] : -0.36 -0.16Roll angle [deg] : -0.54 -1.22Pitch angle [deg] : -0.06 1.53Roll velocity [rad/s] : 0.04 -0.04Pitch velocity [rad/s] : 0.08 -0.08

1.COLLISION

Vehicle : 1 NISSAN- 2 FIAT-DUDriver :


EES [km/h] : 117.82 0.00Coefficient of restitution (e) : 0.14Separation speed [km/h]: 22.7Friction coefficient (mu) : 0.60Point of Impact x [m] : 133.50Point of Impact y [m] : 11.80Point of Impact z [m] : 0.63Angle of contact plane (phi) [deg] : -83.86Angle of contact plane (psi) [deg] : 0.00Total Deformation Energy [J] : 921113.22Impulse [Ns] : 47727.58Direction of impulse [deg] : -179.82Vertical direction of impulse [deg] : -0.08Moment arm about C.G. [m] : 0.18 0.02PDOF (SAE) [deg] : 7.68 2.51dV/EES : 0.85 48745.95


Velocity magnitude (v) [km/h] : 82.40 80.00Heading angle [deg] : 7.86 -177.31Velocity direction (ß) [deg] : 7.86 -177.31Yaw velocity [rad/s] : 0.00 -0.00Center of gravity x [m] : 132.18 135.73

INSIA, 28031 Madrid


Center of gravity y [m] : 11.98 11.82Center of gravity z [m] : 0.45 0.40Velocity vertical [km/h] : 0.00 0.00Roll angle [deg] : 0.00 0.00Pitch angle [deg] : 0.00 0.00Roll velocity [rad/s] : -0.00 -0.02Pitch velocity [rad/s] : 0.00 -0.01


Velocity magnitude (v) [km/h] : 21.30 4.55Heading angle [deg] : 7.86 -177.31Velocity direction (ß) [deg] : 149.07 -129.58Yaw velocity [rad/s] : -4.00 0.18Center of gravity x [m] : 132.18 135.73Center of gravity y [m] : 11.98 11.82Center of gravity z [m] : 0.45 0.40Velocity vertical [km/h] : -0.14 0.11Roll angle [deg] : 0.00 0.00Pitch angle [deg] : 0.00 0.00Roll velocity [rad/s] : -1.71 -0.37Pitch velocity [rad/s] : -3.84 -2.43

SEQUENCES 1 NISSAN- :






2 FIAT-DU :




INSIA, 28031 Madrid




INPUT VALUES

Vehicle : Nissan-Terrano II - R 20 Fiat-Ducato 15 2.8 JTD -Length [m] : 4.11 5.10Width [m] : 1.74 2.02Height [m] : 1.81 2.15Number of axles : 2 2Wheelbase [m] : 2.45 3.20Front overhang [m] : 0.73 0.84Front track width [m] : 1.44 1.72Rear track width [m] : 1.44 1.72Mass (empty) [kg] : 1644.00 2075.00






(2193.56) (4597.83)Stiffness, axle 1, left [N/m] : 48382.92 61067.25Stiffness, axle 1, right [N/m] : 48382.92 61067.25Stiffness, axle 2, left [N/m] : 32255.28 40711.50Stiffness, axle 2, right [N/m] : 32255.28 40711.50Damping, axle 1, left [Ns/m] : 4838.29 6106.72Damping, axle 1, right [Ns/m] : 4838.29 6106.72Damping, axle 2, left [Ns/m] : 3225.53 4071.15Damping, axle 2, right [Ns/m] : 3225.53 4071.15Max. slip angle,axle 1, left [deg]: 10.00 10.00Max. slip angle,axle 1, right [deg]: 10.00 10.00Max. slip angle,axle 2, left [deg]: 10.00 10.00Max. slip angle,axle 2, right [deg]: 10.00 10.00ABS : No No

Characters: 5712

INSIA, 28031 Madrid



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SERVICIO PARA LA REALIZACIÓN DE

UN ESTUDIO PILOTO DE ANÁLISIS DE

CAUSALIDAD DE LOS ACCIDENTES

DE TRÁFICO APLICANDO

METODOLOGÍAS DESARROLLADAS

EN PROYECTOS EUROPEOS Y

RECONSTRUCCIÓN DE ACCIDENTES

(Nº EXP 0100DGT20985)

CONTACTO: Francisco Javier Páez Ayuso

Doctor Ingeniero Industrial. Profesor Titular de Universidad Subdirector de Calidad, Formación y Difusión del INSIA

Instituto Universitario de Investigación del Automóvil (INSIA) Universidad Politécnica de Madrid

Campus Sur de la UPM; Carretera de Valencia km. 7. CP:28031 MADRID

Telf.:+34 91 336 53 28; Fax:+34 91 336 53 02 e‐mail: [email protected]

www.insia‐upm.es

Julio, 2013

Documents

(nº exp 0100dgt20985) informe final