The reasons for judgment granting the defendant's application
43 The trial judge then adjourned until after lunch. On resumption she delivered a judgment dealing with the defendant's application.
44 The trial judge referred to various cases and then said:
"Those authorities lead me to suggest that there are three tasks for me in this case. One, to assess from the expert reports and from the oral evidence whether Messrs Jamieson, Schnerring and Wingrove have identified the facts they were assuming to be true sufficiently to enable them to be measured against the evidence and then secondly, to assess whether the end product, that is those parts of their reports and evidence that are based on such identifiable evidence are relevant under section 55 and thirdly, if relevant, then whether they should be excluded under section 135 as prejudicial."
45 She then said that Mr Jamieson's report, Exhibit B, was in large measure not related to primary material quoted or summarised in the report. She said that Mr Jamieson's discussion of two competing hypothetical explanations for the accident was "based on a selection of unspecified evidence". She said:
"If I were to hold such evidence to be relevant under section 55, which I do not, it would put the defendant in the impossible position of having to adduce all the evidence relied on by all the reports in order to be confident that it was able to rebut the suppositions being put forward by Mr Jamieson."
46 The trial judge then turned to a discussion of how s 135 had been applied in other cases. She continued:
"Other aspects, I think, of the report of 1 December which may lead to even greater prejudice, are the fact that there, as against the two versions put against each other as hypotheticals, are the references in the report to such things as 'not all witnesses' in paragraph 5, 'pavement markings noted by police' and then further comment in paragraph 5.1 following that, the comment 'noted marks on the eastbound lane' which are probably by the police but could be anyone, references to 'various witnesses', 'some material suggested' and finally, in paragraph 6, 'if one took the witness statements at face value' and the other comment, 'however, various physical evidence did not support this' and in paragraph 6, as well, 'the discrepancies between the witnessed pre crash speed of motor cycle and the physical evidence'. All that is very general and unspecific.
As the report of the 11 January 2000, exhibit M, depends on the two versions set up in exhibit B, it falls with that report. Exhibit C, the review of Mr Keramidas's report is difficult to assess in the absence of that report, but I suspect it too was founded on the same general evidence as exhibit B and M, and when considered with them, Keramidas report will not be admissible. Exhibit N, the report of Colin Wingrove of 4 May 2001, in the absence of any factual evidence against which to assess this report, it can best also be hypothetical, and as it's based very generally on the same evidence as the other reports it suffers the same problems as those reports.
My conclusions are then that the reports of Jamieson, Foley and Associates of 1 December '98, 11 January 2000 and the report of 9 June 2000 and the report of Colin Wingrove of 4 May 2001, should be excluded under section 135[(a)]."
47 It is difficult to follow the passage just quoted so far as it analyses Exhibit B without setting out paragraphs 5, 5.1 and 6, to which it refers. As far as possible, phrases which the trial judge placed in quotation marks or phrases similar to those phrases, are emphasised. The last phrase emphasised to which the trial judge referred was part of a paragraph on page 16 of Exhibit B which had been rejected when Exhibit B was originally tendered on 25 June 2001.
" 5. CRASH ANALYSIS
From the material, there appeared to be two basic versions of the crash presented.
The version presented by the witnesses (some evidently independent) involve the westbound Volvo approaching number 8 Station Road on its right, occupying road space close to the centre line, coming to an almost halt. Just as it commenced its turn right into the driveway, the Volvo was impacted on the right rear quarter by an overtaking motorcycle.
The alternative version implied that the Volvo had not been close to the centreline but rather had been towards the left, possibly near the southern kerb of Station Road, and commenced either a full right turn towards the driveway, or a U-turn. The resultant impact occurred on a westbound lane when the Volvo was straddling the centreline at an obtuse angle.
Figure 9 overleaf shows plot of the crash scene at a scale of 1:200 showing:
· the east-west alignment of Station Road,
· the pavement markings,
· the position of the driveway at number 8 Station Road,
· the positions of the utility pole adjacent to the driveway and the street tree.
Also plotted on the Figure 9 was the 'swept path' needed by a turning Volvo if it was to drive straight into the driveway and allowing for the proximity of the pole. This swept path was plotted from Australian Standard AS2890.1, Supplement 1 - 1988, ' Templates - Off Street Parking '.
The most relevant element of Figure 9 is that due to the proximity of the utility pole, any driver wishing to manoeuvre a large sedan into the narrow driveway would need to have effectively come to a complete stop before tightly turning right.
Figure 10 overleaf shows a similar plot to Figure 9 but shows a version which may have happened based on the plaintiff's version. That is, the Volvo is occupying (say) the southern kerb parking lane and commences a right turn or U-turn with an impact resulting in the westbound lane.
5.1 Relative Merits of Versions
The issues which arise from these versions concern the discrepancies between the 'witness' statements versus the described damage to the Volvo and the road markings. Also issues are raised which relate to the impact speed.
In relation to the damage to the Volvo, if the impact took place as noted in Figure 9 it would be almost certain that scraping would take place all along its right side given the relatively acute angle of this impact. However, statements suggested that a major engagement took place on the right rear corner of the Volvo, indeed deflating the right rear tyre and not marking the vehicle any further. This would suggest a more obtuse angle collision.
The associated issue involves the pavement marking as noted by the Police . It was suggested that the initial engagement point took place on the westbound lane. It was noted that the various other marks noted on the oncoming eastbound lane appeared to be post-impact marks from metal scraping and so on.
Therefore, based on the Volvo's damage description (which suggests an obtuse angle impact) as well as the impact point being on the westbound side, a picture emerges that the Volvo had turned from a portion somewhere further south of the centreline. This is shown in Figure 10.
Against this, are the statements of various witnesses which unambiguously described the crash as shown in Figure 9. These witnesses would need to be tested, in relation to their unobstructed views.
5.2 Impact speed
Some material suggested the motorcycle had accelerated rapidly from the Princes Highway, accelerating through several gears before reaching the area of impact. The involved motorcycle, like a typical modern motorcycle is able to accelerate at extraordinary rates, rivalling that of racing vehicles. From a crash research viewpoint, taking into consideration:
· the sideswipe damage to the left of the motorcycle,
· the indentation type damage described to the left rear quarter of the Volvo,
· the absence of scraping towards the front of the Volvo, and most importantly
· the alleged post-impact movement of the Volvo which allegedly involved the driver simply driving ahead into the driveway after impact,
would combine to mean the impact between the turning Volvo and the motorcycle was not excessive.
…
6. Summary and Conclusions
This crash involved a collision between a westbound Honda motorcycle and a turning Volvo sedan on a suburban collector street in fine daylight conditions.
As a result of the collision, the motorcyclist received serious and permanent injury.
Two versions of the crash were reviewed in the material.
The first version put forward by the driver and various witnesses suggested the Volvo almost came to a stop near the centreline of this collector road in order to make a sharp right turn into a tight driveway. The geometry of this turn was restricted due to the proximity of a utility pole adjacent to the driveway. As the Volvo turned across the centreline, it was allegedly struck on its right rear quarter.
The alternative version implied suggested that the Volvo was not near the centreline when it made its turn but rather made its turn from either the left part of the westbound carriageway or indeed the kerb on the southern side of the road. This version possibly involved the Volvo performing a U-turn rather than turn right into the driveway.
It was clear that if one took the witness statements on face value , the driver's version (the Volvo being close to the centreline) should be accepted. However, various physical evidence did not support this . That evidence involved:
· the isolated nature of the damage described to the right rear quarter of the Volvo, suggesting an obtuse angle impact,
· the mark on the westbound side of the carriageway suggesting the motorcycle was on its correct side of he road at the moment of impact.
Also, there was some discrepancy between the witnessed pre-crash speed of the motorcycle versus the physical evidence . Various witnesses suggested the motorcyclist was travelling at high speed. However some of these estimates relied on noise rather than visually viewing the moving motorcycle."