Motorcycle helmets: what about their coating?

In traffic accidents involving motorcycles, paint traces can be transferred from the rider's helmet or smeared onto its surface. These traces are usually in the form of chips or smears and are frequently collected for comparison purposes. This research investigates the physical and chemical characteristics of the coatings found on motorcycles helmets. An evaluation of the similarities between helmet and automotive coating systems was also performed.Twenty-seven helmet coatings from 15 different brands and 22 models were considered. One sample per helmet was collected and observed using optical microscopy. FTIR spectroscopy was then used and seven replicate measurements per layer were carried out to study the variability of each coating system (intravariability). Principal Component Analysis (PCA) and Hierarchical Cluster Analysis (HCA) were also performed on the infrared spectra of the clearcoats and basecoats of the data set. The most common systems were composed of two or three layers, consistently involving a clearcoat and basecoat. The coating systems of helmets with composite shells systematically contained a minimum of three layers. FTIR spectroscopy results showed that acrylic urethane and alkyd urethane were the most frequent binders used for clearcoats and basecoats. A high proportion of the coatings were differentiated (more than 95%) based on microscopic examinations. The chemical and physical characteristics of the coatings allowed the differentiation of all but one pair of helmets of the same brand, model and color. Chemometrics (PCA and HCA) corroborated classification based on visual comparisons of the spectra and allowed the study of the whole data set at once (i.e., all spectra of the same layer). Thus, the intravariability of each helmet and its proximity to the others (intervariability) could be more readily assessed. It was also possible to determine the most discriminative chemical variables based on the study of the PCA loadings. Chemometrics could therefore be used as a complementary decision-making tool when many spectra and replicates have to be taken into account. Similarities between automotive and helmet coating systems were highlighted, in particular with regard to automotive coating systems on plastic substrates (microscopy and FTIR). However, the primer layer of helmet coatings was shown to differ from the automotive primer. If the paint trace contains this layer, the risk of misclassification (i.e., helmet versus vehicle) is reduced. Nevertheless, a paint examiner should pay close attention to these similarities when analyzing paint traces, especially regarding smears or paint chips presenting an incomplete layer system

Les traces de pneumatiques en sciences forensiques : de l'analyse chimique à l'évaluation de la force probante

This work is focused on the development of a methodology for the use of chemical characteristic of tire traces to help answer the following question: "Is the offending tire at the origin of the trace found on the crime scene?". This methodology goes from the trace sampling on the road to statistical analysis of its chemical characteristics. Knowledge about the composition and manufacture of tread tires as well as a review of instrumental techniques used for the analysis of polymeric materials were studied to select, as an ansi vi cal technique for this research, pyrolysis coupled to a gas Chromatograph with a mass spectrometry detector (Py-GC/MS). An analytical method was developed and optimized to obtain the lowest variability between replicates of the same sample. Within-variability of the tread was evaluated regarding width and circumference with several samples taken from twelve tires of different brands and/or models. The variability within each of the treads (within-variability) and between the treads (between-variability) could be quantified. Different statistical methods have shown that within-variability is lower than between-variability, which helped differentiate these tires. Ten tire traces were produced with tires of different brands and/or models by braking tests. These traces have been adequately sampled using sheets of gelatine. Particles of each trace were analysed using the same methodology as for the tires at their origin. The general chemical profile of a trace or of a tire has been characterized by eighty-six compounds. Based on a statistical comparison of the chemical profiles obtained, it has been shown that a tire trace is not differentiable from the tire at its origin but is generally differentiable from tires that are not at its origin. Thereafter, a sample containing sixty tires was analysed to assess the discrimination potential of the developed methodology. The statistical results showed that most of the tires of different brands and models are differentiable. However, tires of the same brand and model with identical characteristics, such as country of manufacture, size and DOT number, are not differentiable. A model, based on a likelihood ratio approach, was chosen to evaluate the results of the comparisons between the chemical profiles of the traces and tires. The methodology developed was finally blindly tested using three simulated scenarios. Each scenario involved a trace of an unknown tire as well as two tires possibly at its origin. The correct results for the three scenarios were used to validate the developed methodology. The different steps of this work were useful to collect the required information to test and validate the underlying assumption that it is possible to help determine if an offending tire » or is not at the origin of a trace, by means of a statistical comparison of their chemical profile. This aid was formalized by a measure of the probative value of the evidence, which is represented by the chemical profile of the trace of the tire. - Ce travail s'est proposé de développer une méthodologie pour l'exploitation des caractéristiques chimiques des traces de pneumatiques dans le but d'aider à répondre à la question suivante : «Est-ce que le pneumatique incriminé est ou n'est pas à l'origine de la trace relevée sur les lieux ? ». Cette méthodologie s'est intéressée du prélèvement de la trace de pneumatique sur la chaussée à l'exploitation statistique de ses caractéristiques chimiques. L'acquisition de connaissances sur la composition et la fabrication de la bande de roulement des pneumatiques ainsi que la revue de techniques instrumentales utilisées pour l'analyse de matériaux polymériques ont permis de choisir, comme technique analytique pour la présente recherche, la pyrolyse couplée à un chromatographe en phase gazeuse avec un détecteur de spectrométrie de masse (Py-GC/MS). Une méthode analytique a été développée et optimisée afin d'obtenir la plus faible variabilité entre les réplicas d'un même échantillon. L'évaluation de l'intravariabilité de la bande de roulement a été entreprise dans sa largeur et sa circonférence à l'aide de plusieurs prélèvements effectués sur douze pneumatiques de marques et/ou modèles différents. La variabilité au sein de chacune des bandes de roulement (intravariabilité) ainsi qu'entre les bandes de roulement considérées (intervariabilité) a pu être quantifiée. Les différentes méthodes statistiques appliquées ont montré que l'intravariabilité est plus faible que l'intervariabilité, ce qui a permis de différencier ces pneumatiques. Dix traces de pneumatiques ont été produites à l'aide de pneumatiques de marques et/ou modèles différents en effectuant des tests de freinage. Ces traces ont pu être adéquatement prélevées à l'aide de feuilles de gélatine. Des particules de chaque trace ont été analysées selon la même méthodologie que pour les pneumatiques à leur origine. Le profil chimique général d'une trace de pneumatique ou d'un pneumatique a été caractérisé à l'aide de huitante-six composés. Sur la base de la comparaison statistique des profils chimiques obtenus, il a pu être montré qu'une trace de pneumatique n'est pas différenciable du pneumatique à son origine mais est, généralement, différenciable des pneumatiques qui ne sont pas à son origine. Par la suite, un échantillonnage comprenant soixante pneumatiques a été analysé afin d'évaluer le potentiel de discrimination de la méthodologie développée. Les méthodes statistiques appliquées ont mis en évidence que des pneumatiques de marques et modèles différents sont, majoritairement, différenciables entre eux. La méthodologie développée présente ainsi un bon potentiel de discrimination. Toutefois, des pneumatiques de la même marque et du même modèle qui présentent des caractéristiques PTD (i.e. pays de fabrication, taille et numéro DOT) identiques ne sont pas différenciables. Un modèle d'évaluation, basé sur une approche dite du likelihood ratio, a été adopté pour apporter une signification au résultat des comparaisons entre les profils chimiques des traces et des pneumatiques. La méthodologie mise en place a finalement été testée à l'aveugle à l'aide de la simulation de trois scénarios. Chaque scénario impliquait une trace de pneumatique inconnue et deux pneumatiques suspectés d'être à l'origine de cette trace. Les résultats corrects obtenus pour les trois scénarios ont permis de valider la méthodologie développée. Les différentes étapes de ce travail ont permis d'acquérir les informations nécessaires au test et à la validation de l'hypothèse fondamentale selon laquelle il est possible d'aider à déterminer si un pneumatique incriminé est ou n'est pas à l'origine d'une trace, par le biais d'une comparaison statistique de leur profil chimique. Cette aide a été formalisée par une mesure de la force probante de l'indice, qui est représenté par le profil chimique de la trace de pneumatique

Discussion on how to implement a verbal scale in a forensic laboratory: benefits, pitfalls and suggestions to avoid misunderstandings

In a recently published guideline for evaluative reporting in forensic science, the European Network of Forensic Science Institutes (ENFSI) recommended the use of the likelihood ratio for the measurement of the value of forensic results. As a device to communicate the probative value of the results, the ENFSI guideline mentions the possibility to define and use a verbal scale, which should be unified within a forensic institution. This paper summarizes discussions held between scientists of our institution to develop and implement such a verbal scale. It intends to contribute to general discussions likely to be faced by any forensic institution that engages in continuous monitoring and improving of their evaluation and reporting format. We first present published arguments in favour of the use of such verbal qualifiers. We emphasize that verbal qualifiers do not replace the use of numbers to evaluate forensic findings, but are useful to communicate the probative value, since the weight of evidence in terms of likelihood ratio are still apprehended with difficulty by both the forensic scientists, especially in absence of hard data, and the recipient of information. We further present arguments that support the development of the verbal scale we propose. Recognising the limits of the use of such a verbal scale, we then discuss its disadvantages: it may lead to the spurious view according to which the value of the observations made in a given case is relative to other cases. Verbal qualifiers are also prone to misunderstandings and cannot be coherently combined with other evidence. We therefore recommend not using the verbal qualifier alone in a written statement. While scientists should only report on the probability of the findings - and not on the probability of the propositions, which are the duty of the Court - we suggest showing examples to let the recipient of information understand how the scientific evidence affects the probabilities of the propositions. To avoid misunderstandings, we also advise to mention in the statement what the results do not mean. Finally, we are of the opinion that if experts were able to coherently articulate numbers, and if recipients of information could properly handle such numbers, then verbal qualifiers could be abandoned completely. At that time, numerical expressions of probative value will be appropriately understood, as other numerical measures that most of us understand without the need of any further explanation, such as expressions for length or temperature

First Operational Experience from the LHCb Silicon Tracker

The LHCb Silicon Tracker is a silicon micro-strip detector covering a sensitive area of 12 m2 with a total of 272k readout channels. The installation of the detector is complete and commissioning is making excellent progress. The detector has recorded first beam-induced events during LHC synchronization tests in August 2008 and in June 2009. These events have allowed the performance to be studied, and adjustments to the operational parameters to be made. In this contribution, we will draw first lessons from the in-situ commissioning of the Silicon Tracker, and present results from the reconstruction of data collected during the LHC synchronization tests

Production, Commissioning and First Data of the LHCb Silicon Tracker

We give here a short review of the LHCb Silicon Tracker, the main points of the module production and quality control, followed by the commissioning of the detector. Problems that were found during production or commissioning are described and the first performance assessment of the installed detector with “beam data” is given

Tire traces: discrimination and classification of pyrolysis-GC/MS profiles

Tire traces can be observed on several crime scenes as vehicles are often used by criminals. The tread abrasion on the road, while braking or skidding, leads to the production of small rubber particles which can be collected for comparison purposes. This research focused on the statistical comparison of Py-GC/MS profiles of tire traces and tire treads. The optimisation of the analytical method was carried out using experimental designs. The aim was to determine the best pyrolysis parameters regarding the repeatability of the results. Thus, the pyrolysis factor effect could also be calculated. The pyrolysis temperature was found to be five time more important than time. Finally, a pyrolysis at 650 °C during 15 s was selected. Ten tires of different manufacturers and models were used for this study. Several samples were collected on each tire, and several replicates were carried out to study the variability within each tire (intravariability). More than eighty compounds were integrated for each analysis and the variability study showed that more than 75% presented a relative standard deviation (RSD) below 5% for the ten tires, thus supporting a low intravariability. The variability between the ten tires (intervariability) presented higher values and the ten most variant compounds had a RSD value above 13%, supporting their high potential of discrimination between the tires tested. Principal Component Analysis (PCA) was able to fully discriminate the ten tires with the help of the first three principal components. The ten tires were finally used to perform braking tests on a racetrack with a vehicle equipped with an anti-lock braking system. The resulting tire traces were adequately collected using sheets of white gelatine. As for tires, the intravariability for the traces was found to be lower than the intervariability. Clustering methods were carried out and the Ward's method based on the squared Euclidean distance was able to correctly group all of the tire traces replicates in the same cluster than the replicates of their corresponding tire. Blind tests on traces were performed and were correctly assigned to their tire source. These results support the hypothesis that the tested tires, of different manufacturers and models, can be discriminated by a statistical comparison of their chemical profiles. The traces were found to be not differentiable from their source but differentiable from all the other tires present in the subset. The results are promising and will be extended on a larger sample set

Reconstruire

Situer des évènements dans le temps est une question essentielle en science forensique, de même que le transfert et l'identification. En effet, si une personne déclare avoir été sur les lieux d'un crime à un autre moment que l'évènement en question, la trace laissée (transfert) sur les lieux par cette personne (identification) perd toute signification. La pertinence de la trace est donc étroitement liée à la notion de temps. Les difficultés rencontrés lors de l'étude de la datation de différents type de traces ont crées une controverse mondiale sur la validité des méthodes proposées jusqu'ici, particulièrement en regard de la responsabilité de l'expert scientifique face à la justice. Si l'on considère la récurrence de cette problématique en sciences forensiques, une approche systématique ainsi qu'une meilleure compréhension fondamentale de la détermination de l'âge d'une trace est définitivement nécessaire. Cela représente un grand défi, puisque les processus de vieillissement sont influencés par plusieurs facteurs qui peuvent considérablement accélérer ou ralentir le vieillissement. Ceux-ci devront être étudiés de manière approfondie et peuvent être classés en trois groupes principaux : (i) la composition initiale de la trace, (ii) le type de substrat sur lequel se trouvent les traces, et (iii) les conditions de stockage. Pour ces raisons, l'objectif est donc plus de déterminer un intervalle de temps durant lequel la trace a été déposée, plutôt qu'une date précise. Finalement, une interprétation des résultats selon une approche probabiliste (par ex. basée sur une inférence de type Bayesienne sous deux hypothèses alternatives) semble la plus appropriée. Le développement de cette approche globale fait l'objet d'un ambitieux programme de recherche soutenu par le Fonds National Suisse de la Recherche Scientifique