Vehicle B crossed its stop line 1.14 s before vehicle A crossed its own, on a 5th-to-95th percentile interval of 1.02 to 1.27 s. The interval does not include zero, so the entry order is established by the physical evidence at this confidence.
Stop-line crossing| Vehicle | Before contact | Interval | Speed there | Basis |
|---|
| A | 0.30 s | 0.26–0.33 s | 52 km/h | Telematics shows no material deceleration in the 3 s before impact (0.02 m/s^2); constant speed is used. |
| B | 1.43 s | 1.29–1.59 s | 40 km/h | No telematics for this vehicle; constant speed is assumed between the stop line and impact, which is the assumption most favourable to a later entry and is stated as such. |
Time to impact — vehicle A| Moment | Time to impact | Distance to impact | Speed |
|---|
| this vehicle's front bumper crossed its own stop line | 0.30 s | 4 m | 52 km/h |
| the other vehicle crossed its stop line | 1.43 s | 21 m | 52 km/h |
| line of sight to the other vehicle first clear | 3.90 s | 56 m | 52 km/h |
Time to impact is measured backwards along this vehicle's own approach from the solved contact instant. It states how long each driver had, not what either driver did with it.
Time to impact — vehicle B| Moment | Time to impact | Distance to impact | Speed |
|---|
| this vehicle's front bumper crossed its own stop line | 1.43 s | 16 m | 40 km/h |
| the other vehicle crossed its stop line | 0.30 s | 3 m | 40 km/h |
| line of sight to the other vehicle first clear | 3.90 s | 43 m | 40 km/h |
Time to impact is measured backwards along this vehicle's own approach from the solved contact instant. It states how long each driver had, not what either driver did with it.
Events
Fused timeline| t from contact | Vehicle | Event | ± | Source |
|---|
| -3.90 s | B | vehicle A first visible beyond the corner wall (dashcam) | 0.07 s | clip dashcam-B frame 63 |
| -3.90 s | A | line of sight to the other vehicle first clear | 0.10 s | scene sight-line analysis at the reconstructed motion |
| -3.90 s | B | line of sight to the other vehicle first clear | 0.10 s | scene sight-line analysis at the reconstructed motion |
| -1.43 s | B | front bumper crosses the Church Street (south approach) stop line at 40 km/h | 0.15 s | reconstruction: solved speed walked back 15.8 m up the approach |
| -0.29 s | A | front bumper crosses the Main Road (west approach) stop line at 52 km/h | 0.04 s | reconstruction: solved speed walked back 4.3 m up the approach |
| +0.00 s | A+B | contact | 0.00 s | reconstruction: impact solution |
| +0.00 s | A | telematics event: HARSH_DECELERATION | 1.00 s | provider export (Fleet tracking provider (anonymised)) |
| +0.00 s | B | contact (dashcam) | 0.07 s | clip dashcam-B frame 180 |
Corroboration
- Vehicle A: telematics reports 52 km/h at the impact instant against a reconstructed 52 km/h (difference +0 km/h). That is inside the reconstructed speed range, so the two independent sources agree.
Sight lines
- Vehicle A. The view became clear 3.9 s before impact and remained clear to impact. Earlier in the window it was obstructed. Plan-view test at an eye height of 1.10 m; obstructions recorded as lower than that are ignored. This states geometric availability of a view, not what a driver observed.
- Vehicle B. The view became clear 3.9 s before impact and remained clear to impact. Earlier in the window it was obstructed. Plan-view test at an eye height of 1.10 m; obstructions recorded as lower than that are ignored. This states geometric availability of a view, not what a driver observed.
Signal phase. Signal phase timing was requested from the municipality and was not obtained. Conclusions are framed on entry order and speed, not on light colour. No clip in this bundle shows a signal head, so this reconstruction makes no statement about which vehicle had a green light. It establishes entry order and speed.