Who’s Behind the Wheel? Nobody.

The WSJ did a “special section” on innovations in transportation; and the largest piece was about autonomously driven vehicles and how that might play out in the (not so distant) future. I was sort of surprised at the slant/tone of the lead article, written by Dan Neil, the Journal’s “car guy”:

Who’s Behind the Wheel? Nobody / The driverless car is coming. And we all should be glad it is , excerpts (all emphasis mine; and any additions are in [square brackets]):

The cost of automobile accidents in the U.S. (measured in death, disability, health care and property loss) totals $300 billion annually, according to AAA estimates. The cost of traffic congestion (lost productivity, wasted petroleum, among other factors) AAA reckons at about $100 billion. Taken together, the costs of automotive death and delay equal 2.6% of GDP [plus many more negative externalities of automobile use; pollution, enforcement, etc, etc]. Our new robot chauffeurs can help… Continue reading “Who’s Behind the Wheel? Nobody.”

Seriously, how often does this happen?

[ There was an Oct 2015 Court of Appeals ruling against Nissley ]

[ THE OUTCOME: Nissley trial began mid-August and was in Day 14 as of 9/13/2012 “Chester Flaxmayer is sworn and testifies” Case minutes. Some news coverage on the trial: Man using diabetes defense in trial; Man in pedestrian’s death was on meth, prosecutor says
The EIGHTEEN DAY trial wrapped up on 9/20/2012 (sounds mighty expensive!) The trial lawyer was Lawrence Kazan,   the lawyer whom AZRepublic columnist Laurie Roberts refers to as “the Valley’s go-to attorney for bad drivers – the ones who can afford him, that is”.
Verdict: guilty of manslaugther and several other ancillary charges. The jury also found aggravating factors for all the charges; one of them being he “used a dangerous instrument, his car, in the commission of a crime”.  Paradise Valley man who claimed diabetes in fatal crash guilty. ]


It’s an usually warm early November afternoon. You’re strolling down a lovely sidewalk in Paradise Valley, AZ when suddenly, BAM, you’re dead.

(see more and other Are Cars Dangerous? stories).

Head-on collision in Paradise Valley leaves pedestrian dead
by Lauren Worthington – Nov. 3, 2010 11:40 AM
The Arizona Republic

A pedestrian is dead and five people are in the hospital after a head-on collision in Paradise Valley. The pedestrian has been identified as [plastic surgeon and ‘top doc’]]Richard Pavese, 62, of Phoenix, police said Wednesday. About 5:45 p.m. Tuesday, Patrick Nissley, 25, of Paradise Valley was traveling north in the southbound lane of Invergordon Road near East Vista Drive when he struck the corner of a 2003 Lincoln Town Car. Nissley’s car, a white 2009 BMW, glanced off the Lincoln Town Car and drove over the sidewalk, hitting and killing a pedestrian, Paradise Valley police spokesman Alan Laitsch said. The driver of the Lincoln Town Car, Craig Lesman, 42, of Phoenix, and his passengers — a 61-year-old man and two women, ages 62 and 70 — were transported to Scottsdale Healthcare Osborn Medical Center and St. Joseph’s Hospital and Medical Center with non-life-threatening injuries. Nissley was transported to an area hospital in serious condition. The cause of the accident is under investigation. Continue reading “Seriously, how often does this happen?”

Difficulty of proving Neg Hom

This is why prosecutors don’t like to bring neg homicide charges against drivers who are not impaired. A San Antonio jury found the driver not guilty:

Gilbert John Sullaway Jr., 43, could have faced up to 10 years in prison if found guilty of criminally negligent homicide for the Oct. 1, 2009, deaths of Gregory and Alexandra Bruehler.

The married couple were sharing a tandem bicycle on a wide, paved shoulder of Texas 16 when they were struck by the defendant’s pickup.

— mysanantonio.com

Although there was some wrangling about the driver’s speed and actions just prior to the collision, but the general facts of the case were clear-cut —

a driver left the roadway at speed and rear-ended a pair of cyclists (on a tandem), killing them. There were no visibility limitations; (it was daylight, straight ahead, no sun glare; cyclists were wearing “brightly colored” jerseys… “There’s no explanation as to why he never saw two brightly dressed people riding an 8-foot-long bicycle, Assistant District Attorney Lorina Rummel said”).

The defense, as would be expected, used the there-but-for-the-grace-of-god-go-i argument (But Sullaway’s mistakes that day could have been made by anyone in the courtroom, the defense countered. “Have you ever drifted? Have you ever looked off the roadway?” Mark Stevens asked jurors. “That’s what people do. It doesn’t mean they’re criminals when they do it.”).

For the curious; in Arizona, the neg hom statute ,§13-1102, says the accused must be shown to be criminally negligent

” ‘Criminal negligence’ means… that a person fails to perceive a substantial and unjustifiable risk…
of such nature and degree that the failure to perceive it constitutes a gross deviation from the standard of care that a
reasonable person would observe in the situation.

More AZ photo enforcement politics

Much to the chagrin of the small group of individuals who run the Arizona legislature; it’s been discovered that ADOT (yes, the ARIZONA dept of trans) has routinely been allowing cities to install and use photo enforcement along state highways that run through their jurisdictions. ADOT appears to be following a common sense approach to allowing them: “ADOT has generally given cities and towns permission to install photo-enforcement cameras on state rights of way where the municipality takes the lead on enforcing traffic laws and responding to emergencies”. We can look forward to polictical pressure on ADOT to deny all requests.

In 2010, the (Arizona State) DPS (Dept of Public Safety — i.e. the state police) in what was presumably a politically-motivated decision by Brewer’s appointee, ended all use of cameras along state freeways.

We can look forward to this group of legislators, once again (click here for a roundup of last session’s half-dozen bills), spending an inordnate amount of legislative energy into preventing cities and towns from enforcing traffic laws. Their claim is they actually support enforcement; they just prefer it be done live and in person. This is, of course, disengenous — they know that the costs involved in putting additional sworn officers out on the street is horrendously high, and oh by the way, they (the legislature) don’t have any money to help do so. Continue reading “More AZ photo enforcement politics”

Arizona Road Deaths Increase — 2011 data

ADOT recently released 2011 Crash Facts.

In summary: The overall traffic death toll bounced up after several years of significant declines. The number of fatalities is up 9% year-over-year, despite a 3% decrease in the number of crashes.

Year over year: ped injuries and fatalites were nearly flat; bicyclist injuries were also nearly identical. There were 23 cyclists killed in 2011 (versus 19 in 2010)

Here’s a news piece: azcentral.com/news/articles/20120816arizona-road-deaths-increase It has a graph of fatals per 100million VMT which appears to be drawn wrong; for example line chart shows Arizona’s virtually on top of the overall-US figure for 2009, and 2010 but that’s not correct; although in recent years Arizona has been closing the gap, it remains markedly higher than overall-US:

2009: 1.14 vs. 1.31

2010: 1.11 vs. 1.27

It’s a pretty small graph but it’s clearly not right — the Arizona Line is drawn incorrectly for those two years.

 

 

Another driver jumps curb in Phoenx; sends ped to the hospital

Seriously? Seriously how often does this happen? — apparently with alarming regularity. In June a man was killed as he stepped foot outside the front door of a Sun City CVS by an out-of-control driver. Rene Karlin was killed last August while jogging in her Ahwatukee neighborhood when a driver jumped the curb. Drivers routinely mount the curb nearby my neighborhood after losing control and knocking down walls. Randy and Doris Bjerken were both killed walking on a Scottsdale sidewalk  in May of last year as an SUV jumps the curb and wipes them out. In November of 2010, gifted plastic-surgeon and “top-doc” Richard Parvese was killed while walking on the sidewalk near his home in Paradise Valley…. I could go on. This is just a roundup of a handful of egregious incidents from the past year or two, and just the ones i know about; I’m sure there are many more, just around the Phoenix area.

From AZcentral 8/12/2012:

A 32-year-old man was hospitalized Sunday [8/12/2012] morning after being struck by an impaired driver. David Kerhoulas, 25, was booked into the Maricopa County Fourth Avenue Jail for Aggravated Assault and Endangerment, about 10:20 a.m., Sunday. Sgt. Trent Crump, a spokesman for the Phoenix Police Department, said Kerhoulas hit a man after driving over a curb and onto a sidewalk, near the 11000 block of North 7th Street, at about 7 a.m. He also nearly hit another pedestrian, Crump said. It is unknown how the driver was impaired. “The actual drug will be determined by blood or alcohol testing which can take some time,” Crump said. The investigation is ongoing.

 

Do all Crashes “Count”?

sigh. File this under seriously how often does this happen, and ‘are cars dangerous’?

A man steps out the front door of his local CVS and gets mowed down on the sidewalk. Dead. One of the news reports said police believe the un-named female driver mixed up the gas and brake pedals. oops.

69-year-old man hit, killed by car in Sun City CVS parking lot

by Jane Lednovich – Jun. 27, 2012 10:07 AM The Arizona Republic-12 News Breaking News Team

A 69-year-old man was pronounced dead after he was struck by a car Wednesday morning in Sun City, a Sheriff’s Office official said.
The four-door sedan was making a U-turn in the parking lot of a CVS pharmacy near 107th Avenue and Bell Road about 8 a.m., authorities said.
The car drove onto the curb in front of the store and ran over the man, pinning him under the front wheel of the car, Maricopa County Sheriff’s spokesman Sgt. Brandon Jones said.
The sedan hit a parked car after striking the man, Jones said. Firefighters used airbags to lift the sedan and get the man out, but paramedics were unable to revive him, Jones said.
Witnesses told authorities the man was unresponsive while he was trapped under the car. It is unclear how long he was trapped. The CVS store is closed while officials investigate the scene, Jones said.

yourwestvalley.com has a picture showing the silver car that struck the ped at rest on the sidewalk; along with a red car that was also struck.

SUN CITY, AZ (CBS5) – A man has been killed after he was hit by a car while walking out a CVS pharmacy in Sun City, according to authorities. Sgt. Brandon Jones with the Maricopa County Sheriff’s Office said preliminary reports are that a woman driving a tan vehicle was heading eastbound in the parking lot Wednesday morning when she decided to make a U-Turn and accidentally hit the gas instead of the brakes, causing the car to accelerate. The vehicle ran over a 69-year-old man and hit a red car parked in the lot. Jones said officers found the man trapped under the tan vehicle about 20 feet from the front doors of the CVS. Once the man was pulled from under the vehicle, he was pronounced dead. The driver of the red car was not hurt. Jones said the driver of the tan vehicle has not been charged at this point. Investigators said they do not believe alcohol or drugs were a factor.

Reporting Motor Vehicle crashes

There are a bunch of rules about when traffic crashes must be reported. This bears on how collision and injuries get measured and reported for statistical purposes.

Arizona Statutes

There are statutes that spell out, at a minimum, what all law enforcement agencies in Arizona must report on, reports must be filed with “the Department” (i.e. ADOT). ADOT then collates and tablulates this data — see adot-traffic-collision-database. Somehow or other ADOT forwards this the feds for national statistical purposes, for example, in the case of fatalities see FARS.

ARS §28-667 Written accident report; definition says that any “law enforcement officer or public employee who, in the regular course of duty, investigates a motor vehicle accident resulting in bodily injury, death or damage to the property of any person in excess of one thousand dollars or the issuance of a citation shall complete a written report of the accident” (667A) and that the agency employing the officer  “Shall immediately forward a copy of the report to the department of transportation for its use” (667C5). Continue reading “Do all Crashes “Count”?”

ADOT Traffic Collision Database

ACIS — Arizona Crash Information System; was ASDM?

It turns out (who knew?) that ADOT sells their crash database for a nominal sum. I purchased the 2010 version, the latest full-year available (2011 is supposed to be ready in July). This data is either similar to (or synonymous with) something referred to as the Arizona (or ADOT?) Safety Data Mart — thus the acronym asdm sprinkled throughout. Continue reading “ADOT Traffic Collision Database”

Arizona Agency NCIC Numbers

This info will be only of interest for those working with the ADOT Data Safety Mart database.

There are a couple of places on the ACR form for NCIC numbers. That stands for National Crime Information Center; and the actual number in question apparently is called an Originating Agency Identifier (ORI) and it’s keeper is the FBI. Below I will refer to this number only as the “NCIC number”.

I found it surprisingly difficult to find a list. The only place I found it was in a 12 year old(!) AZ Crash Manual (“Manual of Instructions for use with State of Arizona Traffic Accident Report Forms” published by ADOT dated December 2000), so the info regarding Agency name should be suspect.

It is plain to see that some of it is easily verifyable  and correlates to any of the “big” cities/jurisdictions: Phoenix PD is 0723, DPS is 0799, Tucson PD is 1003, etc. Beyond a couple of dozen, though, things get pretty sketchy.

Of more interest is the meaning of the distinction between data fields ExtendedNcic, and OfficerNcic — the field on the ACR is marked simply NCIC No. (Block 1e), which i imagine maps to ExtendedNcic; however I can’t find a block on the ACR that might correspond to OfficerNcic. They are usually, but by no means always, the same. There’s another thing called Officer ID No., Block 1f, but that maps to OfficerID in table incident.

This info is also in my famous catch-all spreadsheet adsm.xls; and will undoubtedly either turn into enumerations, or probably its own table.

 

Arizona NCIC Numbers
National Crime Information Center number is a code that uniquely identifies each law enforcement agency. Numbers are assigned by the Federal Bureau of Investigation. (See pages 66 through 68 [of the year 2000 version of AZ Crash Manual] for a complete list of Arizona NCIC Numbers.)
ExtendedNcic, OfficerNcic’s value/count data from ADOT safety data mart year 2010. Agency name list from pages 66 -68 of the year 2000 version of AZ Crash Manual
ExtendedNcic OfficerNcic From 2000 AZ Crash Manual
value count value count agency name value
100 474 100 40 Apache County S.O. 100
101 28 101 28 Eagar 101
103 18 103 18 St. Johns 103
105 12 105 10 Springerville 105
Whitemountain Apache Res. (Apache) 162
189 73 Navajo Reservation (Apache) 189
200 693 200 224 Cochise County S.O. 200
201 89 201 55 Benson 201
203 4 203 1 Bisbee 203
205 41 205 37 Douglas 205
207 7 207 8 Huachuca City 207
209 756 209 763 Sierra Vista 209
211 1 Tombstone 211
213 39 213 32 Willcox 213
300 1539 300 223 Coconino County S.O. 300
301 1909 301 1762 Flagstaff 301
302 1 Hualapai Reservation (Coconino) 302
303 6 Fredonia 303
307 97 307 43 Williams 307
308 21 308 21 Page 308
310 195 310 197 Sedona 310
Hopi Reservation (Coconino) 365
389 34 Navajo Reservation (Coconino) 389
Northern Arizona University 397
400 484 400 134 Gila County S.O. 400
401 172 401 178 Globe 401
403 2 403 1 Hayden 403
405 13 405 13 Miami 405
406 142 406 139 Payson 406
407 1 489 4 Winkelman 407
Whitemountain Apache Res. (Gila) 465
San Carlos Reservation (Gila) 489
500 124 500 38 Graham County S.O. 500
501 3 Pima 501
503 105 503 95 Safford 503
505 45 505 49 Thatcher 505
San Carlos Reservation (Graham) 562
600 60 600 13 Greenlee County S.O. 600
601 6 601 3 Clifton 601
603 4 Duncan 603
700 5242 700 3036 Maricopa County S.O. 700
701 1044 701 890 Avondale 701
703 405 703 256 Buckeye 703
704 56 Cave Creek 704
705 3516 705 3007 Chandler 705
707 321 707 311 El Mirage 707
709 20 Gila Bend 709
711 2378 711 2250 Gilbert 711
713 4822 713 4492 Glendale 713
715 939 715 635 Goodyear 715
Ft. McDowell Reservation 716
717 6130 717 4744 Mesa 717
719 193 719 131 Paradise Valley 719
721 2237 721 1855 Peoria 721
723 29065 723 21442 Phoenix 723
725 3529 725 3329 Scottsdale 725
727 1027 727 904 Surprise 727
729 6659 729 4084 Tempe 729
731 366 731 237 Tolleson 731
733 93 733 89 Wickenburg 733
735 13 Youngtown 735
739 300 Guadalupe 739
744 3
753 41
755 116
756 97 Fountain Hills 756
760 15 Carefree 760
Gila Bend Reservation 762
Tohono O’Odham Res. (Maricopa) 763
Gila River reservation (Maricopa) 764
789 1 Salt River Reservation 789
Arizona State University 797
799 25587 Dept. of Public Safety 799
800 1140 800 326 Mohave County S.O. 800
801 537 801 478 Kingman 801
804 629 804 632 Hualapai Reservation (Mohave) 802
805 683 805 684 Lake Havasu City 804
806 18 806 18 Bullhead City 805
Colorado City 806
Kaibab-Paiute Reservation 860
862 3 Ft.Mohave Reservation 862
900 647 900 141 Navajo County S.O. 900
901 60 901 41 Holbrook 901
902 19 Hopi Reservation (Navajo) 902
903 164 903 167 Show Low 903
905 64 905 81 Snowflake 905
907 19 Taylor 907
909 134 909 117 Winslow 909
913 118 913 124 Pinetop/Lakeside 913
962 72 Navajo Reservation (Navajo) 962
989 2 Whitemountain Apache Res. (Navajo) 989
1000 4424 1000 3324 Pima County S.O. 1000
1001 70 1001 69 South Tucson 1001
1003 9718 1003 9058 Tucson 1003
1004 192 1004 157 Sahuarita / Green Valley (both same code??) 1004
1007 454 1007 462 Oro Valley 1007
1009 916 1009 679 Marana 1009
San Xavier Reservation 1062
1089 220 Tohono O’Odham Res. (Pima) 1089
1097 117 University of Arizona 1097
1100 1779 1100 703 Pinal County S.O. 1100
1101 853 1101 796 Casa Grande 1101
1103 172 1103 179 Coolidge 1103
1105 149 1105 97 Eloy 1105
1107 81 1107 111 Florence 1107
1109 5 1109 4 Kearney 1109
1111 4 1111 4 Mammoth 1111
1112 2 1112 1 Superior 1112
1113 417 1113 377 Apache Junction 1113
1117 215 1117 211
1164 7 Tohono O’Odham Res. (Pinal) 1164
Maricopa Reservation 1165
1189 345 Gila River Reservation (Pinal) 1189
Central Arizona College 1197
1200 294 1200 75 Santa Cruz County S.O. 1200
1201 342 1201 313 Nogales 1201
Patagonia 1203
1300 1378 1300 283 Yavapai County S.O. 1300
1301 1 1301 1 Clarkdale 1301
1303 244 1303 237 Cottonwood 1303
1305 6 1305 5 Jerome 1305
1307 760 1307 749 Prescott 1307
1311 539 1311 536 Prescott Valley 1311
1312 87 1312 87 Chino Valley 1312
1313 92 1313 72 Camp Verde 1313
1314 1
1358 11
Hualapai Reservation (Yavapai) 1363
1400 716 1400 484 Yuma County S.O. 1400
1403 26 1403 31 Somerton 1403
1405 1891 1405 1849 Yuma 1405
1407 7 Wellton 1407
1408 137 1408 139 San Luis 1408
1410 5
1497 1 Arizona Western College 1497
1500 330 1500 32 La Paz County S.O. 1500
1501 33 1501 31 Parker 1501
1503 35 1503 18 Quartzite 1503
Colorado River Reservation 1506
Sums → 106301 106301
Below are listed Federal Parks and Monuments, and US Military – it is not clear how, or even if, these codes (from 2000) map to the Adot data, which is all numeric; and perhaps doesn’t even cover “federal” investigations?
Canyon De Chelly National Monument I007
Casa Grande Ruins National Monument I012
Chiricauha National Monument I013
Glen Canyon National Monument I003
Montezuma Castle National Monument I014
Navajo National Monument I009
Organ Pipe Cactus National Monument I015
Petrified Forest National Park I004
Saguaro National Monument I005
Sunset Crater National Monument I010
Tonto National Monument I016
Tumacacori National Monument I017
Tuzigoot National Monument I018
Walnut Canyon National Monument I019
Wupatki National Monument I011
Davis Monthan AFB F001
Ft. Huachuca Army Base USA0
Luke AFB F003
Yuma Proving Grounds Army Base SA02 SA02

Most at Fault vs. NCIC

Most at Fault is defined in the Arizona Crash Form Manual

Traffic Unit #1 is the vehicle, pedestrian, pedalcycle that caused the collision or was most at fault.

Police determine or decide who is most at fault, by assigning #1 to that person/operator when filling out the Arizona Crash Report; note that there is no defined way to indicate that investigators find it impossible to determine fault; there must be a unit #1.

(The stats quoted can be found in this comment below)
It can be illuminating to study who, the bicyclist or the motorist, was most at fault (MaF) in a Bike-MV collision. All things being equal, we would expect a 50:50 split, because in the vast majority of collisions there is one bicycle operator, and one MV operator.

The MaF data is available in the yearly collision database from ADOT, a.k.a. the ASDM; the vehicle/person/bicyclist listed as Unit #1 is always the MaF, in the determination of the investigating officer.

Reassuringly, overall the MaF rates are indeed fairly close to 50:50 — for example, the seven year period 2009-2015 the split was 51:49, indicating bicyclists were every so slightly more likely to be found at fault that the driver they collided with. Deviations from this nominal rate might indicate something is amiss; perhaps bicyclists in one community are more likely to break the law, or perhaps police are misinterpreting laws in someone’s favor…

The NCICs associated with the city of Phoenix has a particularly high bicyclist MaF rate: e.g. 68% in 2010 — compare this to, e.g. Scottsdale where it was only 48%. I find it pretty unlikely that bicyclists in Phoenix behave significantly different than Scottsdale; though without looking at a lot of ACRs it’s not possible to tell. On the other hand, 2010 seems to have been anomalously high that year, 2011 and 2012 were 61 and 60%, respectively; so perhaps just a data glitch. On the other hand Tempe, at 68% in 2012, and seems persistantly somewhat high. Yuma, a small city, had a persistently very high bicyclist MaF rate, as high as 80%!, this may be changing after the local ordiance restricted & clarified sidewalk use rules in 2015.

Here are some queries; note that similar results are used using either OfficerNcic as ExtendedNcic. The first is very fancy, computing the percentages and everything!

SELECT sum(atfault)/count(1), Name, sum(atfault), count(1) FROM LOVNcic, (SELECT ExtendedNcic, u.eUnitType='PEDALCYCLIST' atfault FROM 2012_incident i, 2012_unit u WHERE i.IncidentID=u.IncidentID AND EXISTS (SELECT 1 FROM 2012_unit u2 WHERE u2.IncidentID=i.IncidentID AND u2.eUnitType='PEDALCYCLIST') AND UnitNumber=1) x WHERE ID=ExtendedNcic GROUP BY ExtendedNcic HAVING count(1)>20 ORDER BY 1;

Here is how to select the total number of bike crashes by ncic, and then the number of those where bicyclist is MaF

SELECT ExtendedNcic,count(1) FROM 2012_incident i WHERE EXISTS (SELECT 1 FROM 2012_unit u WHERE u.IncidentID=i.IncidentID AND u.eUnitType IN ('PEDALCYCLIST')) GROUP BY 1 ORDER BY 1 ASC;
SELECT ExtendedNcic,count(1) FROM 2012_incident i WHERE EXISTS (SELECT 1 FROM 2012_unit u WHERE u.IncidentID=i.IncidentID AND u.eUnitType IN ('PEDALCYCLIST') AND u.UnitNumber=1 ) GROUP BY 1 ORDER BY 1 ASC;

[civil suit finally settled] Rumsey guilty of manslaughter

[ UPDATE May 2012: Final awards in Jose Rincon’s civil lawsuit after a trip to appellate court; azstarnet.com (though their links seem to regularly go dead). Note that the original award of $13 was the LARGEST judgement ever against the city:

…Chuy’s settled before the February 2010 civil trial for an undisclosed sum. During the trial, jurors were told that a city engineer had abandoned plans to add five feet of asphalt to the roadway during an improvement project, creating a large offset in the lanes on either side of Vozack Lane, just east of Harrison. As a result, Rumsey ended up in the bike lane when her lane ended and she tried to merge.

The jury decided Rumsey, the city of Tucson and Chuy’s were equally responsible and awarded $40 million to the Rincon family. The city’s $13 million share was the largest individual judgment ever against the city. The city appealed, and Pima County Superior Court Judge Kenneth Lee denied the motion for a new trial but granted the defendants’ request for a reduced judgment, slashing the judgment to $12 million.

The city then went to the Arizona Court of Appeals, and it decided in March 2011 that the case should be retried. The Rincons settled with both Rumsey and the city recently.

The settlement with Rumsey is confidential; the settlement with the city specifically states the city was making “no admission of liability, culpability or fault, either by expression or implication.” …. Back when Lee reduced the $40 million judgment, Rincon said he and his wife had agreed to settle the lawsuit for $950,000 before trial, but the city refused. He bemoaned the fact that because the public didn’t know the city hadn’t accepted the settlement offer, residents were under the impression he and his wife were “money-grubbers.”…

The city’s appeal is online at justia.com RINCON v. RUMSEY, CITY OF TUCSON, contains some interesting stuff. (it should also be online via court-of-appeals div 2 website, but i haven’t looked for it there). Note that the superior-court appeal upheld the trial judge; while the court of appeals found the trial court judge (and thus the superior court appeals judge) erred.

]

Glenda Rumsey was found guilty of manslaughter in the death of Tucson teenager Jose Rincon.  (see here for a roundup of types of murder). Like many drunk drivers, she also tried to run. Continue reading “[civil suit finally settled] Rumsey guilty of manslaughter”

So you’ve killed somebody with your car, now what?

Motor-vehicle collisions remain the leading cause of death in the US for a broad swath of ages. Notably, you are more far more likely to be killed by a driver than you are to be the victim of murder. A minority of traffic fatalities which involve impaired (mostly alcohol, and a few drug impairments) are treated as serious homicides (something like 30%) however the majority elicit no more than a traffic ticket.

The numbers for serious injury are analogous; e.g. you are far more likely to be injured by a driver than by a mugging or forcible assault, or fall or whatever.

So, suppose you’ve killed or seriously injured somebody with your car, now what? The remainder of this article will focus on the only civil sanctions, and minor criminal offenses — in other words, there is no impairment either suspected or otherwise. It also excludes the possibility of hit-and-run; you didn’t do that, did you?

Arizona has no specific vehicular homicide (or vehicular assault) law, see here for some background.

You will, or perhaps may receive some special treatment in the following ways:

  1. Defensive Driving (DDP) school, a.k.a. diversion, which dismisses the citation is not an option,
  2. Traffic Survival School (TSS) is required if found or plea responsible,
  3. You MAY be required to appear in court, even if you plea.
  4. You MAY be subject to an enhanced fine if  you plea or are found responsible for a particular infraction.
  5. Police have a longer time to cite you in crashes involving serious injury or death

Continue reading “So you’ve killed somebody with your car, now what?”

Oft-delayed Foshee Trial to begin

[Link to all case minutes for CR2009154132;  Direct link to case on Maricopa Co Superior Court ]

[ The old format, the one linked thru caselookup, no longer works and throws  a 500/internal server error. e.g: www.courtminutes.maricopa.gov/scripts/meeds/qreturn.asp?casenumber=CR2009154132 ]

[SENTENCING finally actually happened 4/18/2012; the matter is finally (hopefully) put to rest.  According to my correspondent, Foshee received 10.5 years for manslaughter 6 years each on the endangerment, 22.5 years, but to be served concurrently so 10 1/2 years, TOTAL, which is the presumptive sentence for manslaughter all by itself, a dangerous class 2 felony (see 28-704). Off-hand, not knowing all details and back-story — this seems too light given the hit-and-run, the other aggravating circumstances, the prior DUI conviction, and the (I presume) rejection of a plea deal. In short, it seems to me the justice system is sending many wrong signals here, for example it appears that, once again, there is no penalty whatsoever for hitting-and-running. You can read the sentencing case minute here. ]

[Updates from case minutes 3/28/2012: The motion for a new trial has been DENIED.  And separately, on the Defendant’s Motion, the defendant has been found to be indigent. I assume this has something to do with lawyer’s fees. Sentencing remains scheduled for 4/6/2012]

[Sentencing Update; 3/23/2012 — to the surprise of probably no one, sentencing did not occur as scheduled. The defense has filed a motion for new trial (here is the case minute, but it doesn’t explain anything), the prosecution has until 3/23 to respond. The sentencing has be re-scheduled for 4/6/2012]

[breaking news update: 2/14/2012 — guilty on all counts / and all counts are “dangerous”; the jury in a seperate phase found the charge to be aggravated (will make sentencing, scheduled for March 23, harsher). Man guilty of manslaughter in bicyclist’s death, Jim Walsh. Here is the verdict case minute, it is quite detailed ]

The manslaughter trial stemming from an incident where a cyclist was killed in August of 2009 is actually going to trial 1/30/2012 after many delays — yes, that was almost two and half years ago!

My correspondent told me that jury selection did begin on Monday.

According to police, issued to the media, at the time:

  • A WB driver crossed over into the EB lane and collided head-on and killed Russell Jenkins
  • “The rider…  had a working headlight on his bike”
  • “The surviving cyclists … reported that Foshee had a strong odor of alcohol”
  • “The driver fled the scene, but the Maricopa County Sheriff’s Office Traffic Unit later arrested Gary Foshe [Foshee], 53”
  • “two deputies reported that Foshee had a strong odor of alcohol and several signs of intoxication”

The defendant’s prior DUI conviction, as well as his blood test results are likely to be key factors. On the other hand, the issue of the victim’s posthumous blood test results is, from what i can tell, irrelevant because it did not affect the crash in any way.

[UPDATE added August 2014; i was unaware that the AZ supreme court publicaccess lookup does NOT include any Maricopa County Justice Courts. Searching justice courts turns up more brushes with the law; though the outcomes aren’t searchable (you would have to call the court), including a criminal traffic violation filed in San Tan Justice Court in March of 2010 where he was represented by the same attorney that handled his manslaughter case]

Much more background here and here.

The Criminal Case

Superior court criminal docket, case number CR2009-154132. , or lookup via supremecourt.az.gov

According to case minute entry “Defendant needs additional time for expert to complete investigation and make a complete expert opinion”; which was granted resetting the trial for 07/26/2010…. oops, more delays, now showing another conference for 1/4/2011 and the “new last day” is 2/10/2011. The minute entry from 9/28/2010 “regarding the constitutionality of A.R.S. § 12-2203“, a statute which relates to the Admissibility of expert opinion testimony. hmmm….

The trial has been reset AGAIN, as of the case minute entry from 3/14, the trial is set to begin 3/28/2011. This case has more minute entries and notations than I’ve ever see. The DPS criminologist is Herlinda Graham, and apparently the defense’s expert witness is Chester Flaxmayer.  See, e.g. “AACJ 23rd Annual Seminar on Aggressive Defense of the Accused Impaired Driver”, or phillipslaw.com.

Pick up trial coverage (and eventual outcome) here.

The Court of Appeal’s decision

In an unpublished Memorandum Decision; Arizona v. Foshee,  No. 1 CA-CR 12-0249 filed 1/30/2014 The Arizona Court of Appeals upheld the trial court’s findings. Foshee asserted three errors

  1. Foshee contends the trial court erred when it granted the
    State’s motion to exclude evidence of methamphetamine in the decedent’s system: “At a pretrial hearing on the State’s motion to exclude, a forensic toxicologist testified there were ‘trace’ amounts of methamphetamine and one of its metabolites in the decedent’s blood. The amount present was similar to that one would find in a person who had taken a medically prescribed form of methamphetamine for weight loss. Further, the decedent ingested the methamphetamine at least six hours before his death. The toxicologist testified that due to the amount of methamphetamine in the decedent’s system and the amount of time that had passed since its ingestion, the decedent was not impaired at the time of the incident.” Furthermore “there is nothing in the testimony of the two witnesses he (Foshee) identifies to even hint the decedent was negligent, let alone impaired” [see footnote]
  2. Foshee asserts the trial court erred when it allowed an expert
    witness to testify that Foshee’s blood alcohol concentration (“BAC”) two hours after the incident was between .144 and .194. The defense’s expert disagree; however both experts were permitted to testify — allowing to the jury to decide that matter of fact.
  3. Foshee argues the trial court erred when it admitted evidence of his prior conviction for driving under the influence.

The CoA found no error.

FACTS OF THE CASE

Foshee left a bar sometime before 2:00 a.m. on the morning
of August 15, 2009 after the bar refused to serve him further and security personnel asked him to leave. At some point after he left the bar, Foshee drove his pickup truck east on a two-lane road. Ahead of Foshee on that same road, three men on bicycles rode west on and/or near the shoulder of the westbound lane. The decedent and at least one of the other cyclists had lights on their bicycles.
Shortly after 2:00 a.m., Foshee drove east in the westbound
lane to overtake and pass another eastbound vehicle. Once he passed the vehicle, Foshee drove down the center of the road. Foshee then moved into the westbound lane again, possibly to attempt to pass another eastbound vehicle. Regardless of the reason, Foshee drove towards the three cyclists as they rode west on or near the shoulder of the westbound lane. At some point in the sequence of events, Foshee swerved left and then right. Two of the cyclists turned right to avoid being struck by Foshee’s truck. The decedent, however, apparently turned left. Foshee struck the decedent with the right front corner of his truck…

One thing not present in the FACTS recited is any mention the incident was a hit-and-run as was stated by police in the media.

PCR (Post Conviction Relief)

[Updates Aug 2014: some PCR (post conv relief) line items popped up. 8/12/2014 minute refers to a “Rule 32” proceeding; appears to have a public defender appointed to prepare pcr stuff]

From what i can tell from case minute 02/13/2015 all possible PCR has been exhausted.

Footnotes

On the inadmissibility of victim’s impairment as unduly prejudicial under Rule 403 see

  • State v. Krantz, 174 Ariz. 211, 213, 848 P.2d 296, 298
    (App. 1992) (excluding the victim’s alleged use of methamphetamine), which was cited in the Foshee Court of Apeals decision, above. But, for contrast, see also:
  • the unpublished State v. Aguilera (victim’s BAC should have been admitted). In this case the drunk driver’s aggravated assault conviction was tossed; the defendant asserted the victim was driving his motorcycle too slowly, and that the motorcycle’s taillight was “weak”; and so it was okay to drive into the back of the motorcyclist. There were also three other interesting discussions, that weren’t relevant to the 403 issue: failure to instruct the jury on a) causation, b) superceding causation, and c) lesser included offense. [Since inquiring minds want to know… Aguilera ultimately plead guilty in a deal to non-dangerous agg assault, see case minutes for CR2007008373, 1/14/2011 (I can’t find the sentencing minute? the last case minute implies he did go to prison. I would think the non-dangerous classification would have yielded a suspended sentence / probation)]

Violation of a statute enacted for the public safety is negligence per se

Sisk v. Ball, 91 Ariz. 239, 371 P.2d 594 (1962):

“Violation of a statute enacted for the public safety is negligence per se,Anderson v. Morgan, 73 Ariz. 344, 241 P.2d 786 (1952), and when this theory is supported by the evidence, [a party] is entitled to have a properly worded instruction on this issue read to the jury. Of course, a violation of the statutory duty must be also a proximate cause of the injury to constitute actionable negligence. Caldwell v. Tremper, 90 Ariz. 241, 367 P.2d 266 (1961).” 91 Ariz. at 242, 371 P.2d at 595-96.

 Here are a couple of definitions of negligence per se: nolo.comlexisnexis.com
This 2013 CA appeals court ruling involving a wrong-way sidewalk rider has a lot of references to “negligence per se”  Spriesterbach v. Holland

IIHS: SUVs Becoming Less Deadly

It used to be that SUVs were both more deadly to others, because of something dubbed poor “crash compatibility”, and not particularly safe (or perhaps i should say: not as safe as they could have been) for their own occupants due to a propensity to roll over; see this 2005 IIHS study that looked at 1999-2002 model years. It was a bit of a lose-lose proposition.

The latest version of looking at the risk of dying in any particular car, which covers model year 2005-2008, shows a marked decrease in SUV rollover deaths, presumably due to design changes in SUVs the most prominent being stability control “Recently calculated driver death rates for 2005-08 models show that drivers of SUVs are among the least likely to die in a crash. That change is due largely to ESC (Electronic Stability Control)”

Who is your Crash Partner?

Those studies look only at the risk of death to the driver of any particular vehicle — without regard to any other factors of the collision. It has long been known that SUVs pose a higher risk to others, because of their rigid frame design, which is also rides higher; in a collision with a car, particularly a t-bone, the rigid frame tends to slice into the car, disproportionately killing the car occupants. Happily, design changes made to SUVs have helped the sit

uation, to the point where similar weight vehicles, whether they are SUVs or cars, have similar risk of death.

“Whether you’re in an SUV or just sharing the road with one,” Nolan says, “recent improvements to these vehicles are making you safer.”

The results don’t contradict the basic physics of crashes. Size and weight are still key, and a small, lightweight vehicle is going to fare worse than a big, heavy vehicle in a crash. In general, SUVs and pickups are heavier than cars, so in that sense different types of vehicles always will be mismatched. But the study shows that, beyond weight, differences in vehicle styles don’t have to be a safety problem.

— IIHS, Effort to make SUVs, pickups less deadly to car occupants in crashes is paying off, news release 9/28/2011

 Pickups remain problematic, though even they have shown improvement.

What if your Crash Partner is a Pedestrian?

None of the above addresses this topic. Other studies have shown SUVs/Light Trucks are significantly more dangerous to pedestrians compared with automobiles: “Analysis of these three databases has clearly demonstrated that pedestrians have a substantially greater likelihood of dying when struck by an LTV (light truck or van) than when struck by a car.”  The fatality and injury risk of light truck impacts with pedestrians in the United States, Devon E. Lefler, Hampton C. Gabler, Accident Analysis and Prevention, v.36, pp. 295-304, Elsevier (2004)  (see also an earlier paper/version from the same authors sounded the alarm  did anyone pay attention, or even care?  The Emerging threat of Light Truck Impacts with Pedestrians is basically the same article)

Similar study published in 2005 Injury Prevention: United States pedestrian fatality rates by vehicle type by L J Paulozzi of the CDC, using 2002 FARS data “Compared with cars, the RR (relative risk) of killing a pedestrian per vehicle mile was 1.45 (95% CI 1.37 to 1.55) for light trucks… The greatest impact on overall US pedestrian mortality will result from reducing the risk from the light truck category”. This methodology is very straightforward, it takes the FARS data and segregates it by bodystyle (the paper does not state exactly how that was done; it looks easy, see below); and computes the RR (relative risk) based on Table VM-1, which is in Section V of FHWA Highway Statistics 2002. UNFORTUNATELY, the fhwa stopped reporting VM-1 in that way. Commencing with 2007 they no longer differentiate between passenger cars and LTVs; inexplicably they now differentiate by wheelbase, thus that data is useless for this purpose; so i guess we’ll never know how many more pedestrians are killed by LTVs (SUVs, pickups, etc). There are some footnotes to VM-1, saying methodology changes due to motorcycle reporting that do not seem to explain this change.

However, the data is all available in any Traffic Safety Facts Annual Report, e.g. here is 2011 and 2012 (search the library for newer ones). It is in Tables 7, 8, 9, 10 for Passenger cars, Light trucks, heavy trucks, and motorcycles. It lists VMT, and registration data; the only thing left to do is to extract from FARS the quantity of non-occupant fatalities split by those 4 vehicle types. I’ve already added a “synthetic” field to my FARS mysql data called sMODEL, it is based on the FARS field MODEL.

Here is a newer meta-study, that i would guess references the Paulozzi study and has very similar result, that i need to look up from Traffic Inj Prev. 2010 Feb;11(1):48-56. doi: 10.1080/15389580903390623.Do light truck vehicles (LTV) impose greater risk of pedestrian injury than passenger cars? A meta-analysis and systematic review. ” the risk of fatal injury in pedestrian collisions with LTVs compared to conventional cars was odds ratio 1.54, 95 percent confidence interval 1.15-1.93″

(given the dramatic change in the mix of the US vehicle (higher percentage of light trucks) fleet since whenever the cross and fisher data came from (mid 70s)…. it would be interesting to know if anything could be shown more statistically in, say, 2005.

There’s something called the “household” fleet, see exhibit 1 of the NHTS (Nat. Household Trans Survey)… mixture changed from 80/20 (automobiles/light trucks) to 50/50(!) from 1977 to 2008

There’s also this from the Cross and Fisher data (mid 1970’s or so):

TYPE OF MOTOR VEHICLE DRIVEN BY MOTORISTS IN THE FATAL AND NON-FATAL SAMPLES

[…]

Table 12 shows that trucks are involved in a proportionately greater number of fatal accidents (19%) than non-fatal accidents (9.4%). More than 80% of the trucks were pickups or vans; the remainder were larger types of trucks. These data suggest that the likelihood of fatal injuries increases as a function of the size of the vehicle. For instance, dividing the proportion of fatal cases by the proportion of non-fatal cases yields a ratio of .9 for passenger cars, 1.9 for pickups and vans, and 3.2 for larger types of trucks. However, because of the small number of cases involving a truck, these data can only be considered suggestive.