FACTUAL REPORT

OF INVESTIGATION

Fatal Motorcoach Rollover Accident

San Bernardino, CA; 02/03/2013

HWY-13-FH-007
(13 Pages)
 NATIONAL TRANSPORTATION SAFETY BOARD
OFFICE OF HIGHWAY SAFETY
WASHINGTON, D.C. 20594

FACTUAL REPORT
OF INVESTIGATION
Fatal Motorcoach Rollover Accident
San Bernardino, CA

A. ACCIDENT

LOCATION: State Route 38, about 0.5 miles East of Bryant St, Yucaipa, San
Bernardino County, CA
VEHICLE 1: 1996 VanHool 56 passenger motorcoach
OPERATOR: Scapadas Magicas, LLC
VEHICLE 2: 2007 Saturn Aura
VEHICLE 3: 1985 Ford F150 Explorer towing a 1997 Carson Utility Trailer
OPERATOR: Richardson Landscaping
DATE: February 3, 2013
TIME: Approximately 6:29 p.m. PST

NTSB #: HWY-13-FH-007

B. For a summary of the accident, please refer to the Accident Summary report in the docket
for this investigation.

C. ACCIDENT LOCATION

There are two primary routes for driving to Big Bear Lake from the San Bernardino area.
State Route 18 (SR-18) approaches from the west side of the lake and SR-38 which is on the east
side of the lake. SR-18 is a larger roadway with some areas that include passing lanes and wide
shoulders. SR-38 is smaller, generally consisting of 2-lanes with small shoulders, and was
described by the California Highway Patrol as a less traveled, scenic route.

The accident occurred on SR-38 nearly at the end of a downhill mountainous trip from
Big Bear Lake at an elevation of 6,759 feet to the San Bernardino valley at an elevation of about
1,000 feet. The distance of the trip down the mountain is about 39.2 miles, measured from the
intersection of East Big Bear Boulevard and Greenspot Boulevard, which is on SR-38 at the east
end of town, to Bryant St in Yucaipa CA, which was the nearest intersection to the accident in
the San Bernardino valley.
 Figure 1: Map of State Route 38 between Big Bear Lake and Yucaipa

Intersection of East Big

Bear Boulevard and
Greenspot Boulevard
Elevation 6,759 feet

Intersection of
Mill Creek Road
and Bryant Street
Elevation
approximately
1000 feet

Accident
Location

The accident occurred about 0.5 miles east of Bryant Street, after traveling most of the
downhill grade. The average grade for the entire trip was approximately 2.8%. SR-38 in the
vicinity of the accident was a two lane asphalt road in good condition with double yellow stripe
down the center. The lanes were approximately 10 feet wide with a white stripe at each
shoulder. Relative to the westbound lane, the right shoulder had approximately 2 feet of
pavement adjacent to a grassy downward sloping embankment with a drainage ditch in the
vicinity of the final resting position of the motorcoach. The left shoulder had approximately 1
foot of shoulder with an upward sloping embankment. The accident occurred coming out of a
left curve into a straight section of road.

D. ACCIDENT TRIP INFORMATION

The accident occurred during a trip organized by the motorcoach operator, Scapadas
Magicas LLC which translated means “Magic Escapes”. This company was registered with the
Federal Motor Carrier Safety Administration (FMCSA) as a for-hire passenger carrier, with the
United States Department of Transportation (USDOT) registration number USDOT #601750.
The carrier had offices in National City, CA and Tijuana Mexico. The National City office was
used for registering with the FMCSA. However, the operational center corporate staff, dispatch
and maintenance as well as housing of the fleet was in Tijuana. 1

1
Additional information is contained in the Motor Carrier Chairman’s Factual Report in the Accident Docket.
 Interbus Tours and Charters, based in Tijuana, Mexico organized the trip and hired
Scapadas Magicas LLC to provide the transportation. The trip was a single day visit to Big Bear
Lake, CA. The trip originated in Mexico, and began at approximately 6:00 am. They arrived in
Big Bear Lake at approximately 10:00 am. The route using SR-18 was used to drive up the
mountain. The bus parked in a designated bus parking lot at Big Bear Mountain Resort and the
driver remained with the bus until they left at approximately 5:30 pm.

The pre-trip passenger manifest obtained from Interbus 2 listed 38 passengers, however
post crash evidence identified 40 passengers on the motorcoach at the time of the accident. One
of the passengers was a tour guide. The trip was a sightseeing trip and did not include skiing or
an overnight stay. The cargo compartment of the motorcoach was primarily empty.

E. WEATHER CONDITIONS

Quality controlled local climatological data was obtained from the National Climatic
Data Center of the US Department of Commerce National Oceanic and Atmospheric
Administration for the nearest weather station, which was at Riverside Municipal Airport (station
0371) in Riverside, CA, at an elevation of 804 feet and latitude: 33.951 and longitude: -117.438. 3
The sky conditions were noted as clear for most of the day with some broken clouds at times
including around the time of the accident. The temperature wind and other parameters were
noted at 5:53 pm and again at 6:53 pm as given in Table 1. The low temperature for the day was
59 degrees F measured at 6:53 am, and the high was 93 degrees F measured at 11:53 am. The
road conditions were dry and the visibility was good.

Table 1: Climatological Data for Riverside CA on February 3, 2013

Time Temperature Dew Point Relative Wind Speed Wind Atmospheric
Humidity Direction Pressure
5:53 pm 81 degrees F 44 degrees F 27 % 6 miles per 290 29.12 in. hg
hour degrees
6:53 pm 70 degrees F 43 degrees F 38 % 0 miles per Not 29.14 in. hg
hour applicable

F. ACCIDENT SEQUENCE

a. Events
The accident involved several events with three total vehicles. The motorcoach was
travelling downhill and westbound on SR-38 when the driver had trouble slowing down and
eventually lost of control. The sequence of events is described in four parts as given below.
Section b. then provides a description of physical evidence associated with each part, and section
c. provides a diagram illustrating the physical evidence and the final rest of the motorcoach, the
Ford pickup truck, and the utility trailer.

2
Refer to the Motor Carrier Chairman’s Factual Report in the Accident Docket.
3
http://cdo.ncdc.noaa.gov
 i. Loss of Control and Impact With Saturn Sedan
The motorcoach collided with a 2007 Saturn Aura sedan, striking the left rear and left
side of the sedan. The motorcoach passed the sedan and continued down the hill until it crossed
the centerline in a left curve and entered the left (south side of SR-38).

ii. Motorcoach Impact with Embankment and Roll to Right with Passenger Ejections
The left front of the motorcoach impacted an embankment, and rolled onto its right side.
Evidence on the roadway indicated that the motorcoach remained on the roadway, blocking both
lanes of travel. Some passengers were ejected out of the right side of the motorcoach.

iii. Motorcoach Impact with Ford Truck and Trailer and Redirection Back Onto SR 38
After the motorcoach impacted the embankment, it was redirected back towards the north
side of SR-38. A 1985 Ford F-150 pickup truck towing a 1997 Carson utility trailer was
traveling eastbound on SR-38 and impacted the roof of the overturned motorcoach. The Ford
truck was uncoupled from the trailer. The Ford truck came to rest facing westbound and on the
right (north) side of SR-38. The utility trailer came to rest facing westbound and on the left
(south) side of SR-38.

iv. Motorcoach Impact with Boulder and Roll Upright

The motorcoach impacted a boulder located near a drainage ditch on the north shoulder
of SR-38. The boulder was displaced to the bottom of the culvert. The motorcoach came to final
rest upright, with the front end of the motorcoach overhanging the right shoulder of SR-38 and
the rest of the motorcoach blocking the roadway.

b. Physical Evidence
i. Loss of Control and Impact With Saturn Sedan
Physical evidence was documented at the scene. Pre-collision evidence included tire
markings from the motorcoach on SR-38 in curves prior to the accident location. The impact
location with the Saturn sedan was documented from vehicle debris. The location at which the
motorcoach crossed the centerline and departed onto the left (south) side of SR-38 was
documented from tire marks on the roadway and vehicle marks on the shoulder and
embankment. 4

ii. Motorcoach Impact with Embankment and Roll to Right with Passenger Ejections
Evidence of the motorcoach rolling onto its right side was found from vehicle marks on
the roadway and debris, including portions of the loading door found at the embankment 5,
broken side window glass, and dirt and grass found on the upper right side of the motorcoach. 6
Evidence of passenger ejections included fatalities that were trapped under the motorcoach and
statements from passengers who survived ejection. The scrape marks on the roadway from the
motorcoach contact with the roadway was at an approximate 45 degree angle. 7

4
Refer to Photograph 1 in the accident docket.
5
Refer to Photograph 2 in the accident docket.
6
Refer to Photograph 3 in the accident docket.
7
Refer to Photograph 4 in the accident docket.
 iii. Motorcoach Impact with Ford Truck and Trailer and Redirection Back Onto SR 38
Evidence of the motorcoach being redirected toward the north side of SR-38 was scrape
marks and debris on the roadway as well as the final resting position of the motorcoach and Ford
truck. 8 Evidence of the Ford truck impact with the roof of the motorcoach was paint and tire
transfer marks from the Ford truck onto the roof of the motorcoach. 9

iv. Motorcoach Impact with Boulder and Roll Upright

Evidence of the motorcoach impacting the boulder was damage to the motorcoach and
the impact marks on the boulder, the movement of the boulder, and the final rest location of the
vehicles.

c. Accident Diagrams
The accident involved complex motion of the vehicles as described above. Figure 2
provides an illustration of the accident site with approximate locations for the vehicles at impact
and at final rest. Dimensions and positions are not to scale.

Figure 2: Scene Diagram with Truck/Motorcoach Impact and Final Rest Positions

8
Refer to Photograph 5 in the accident docket.
9
Refer to Photograph 6 in the accident docket.
G. VEHICLE INFORMATION

a. 1996 Van Hool 56 Passenger Motorcoach

i. Motorcoach Description

The accident motorcoach was a 1996 VanHool T-8, Vehicle Identification Number (VIN)
XXXXXXXXXX2027634. 10 The vehicle was powered by a Cummins M11-370E, 661 cubic
inch (10.8 liter), turbo charged inline six cylinder diesel engine. Power from the engine was
transmitted through the drive train by an Allison B500R WT electronically controlled, push-
button operated, six-speed transmission. A hydraulically operated speed retarder was integrated
into the transmission assembly. The engine and transmission were located at the rear of the
vehicle, connected by a single driveshaft to the differential assembly at the drive axle.

The motorcoach was equipped with a Federal Motor Vehicle Safety Standard-121
(FMVSS-121) air powered brake system. This included wedge-type drum brakes on the first
(steering) and third (tag) axles and clamp-type S-cam drum brakes at the second (drive) axle.

The motorcoach was 40 feet long, 102 inches wide, 140 inches tall, and had an interior
height of 75 inches. It had a wheelbase of 20 feet 9 inches with a front overhang of 6 feet 8
inches and a rear overhang of 8 feet 1 inch. The loading door was on the right front corner of the
motorcoach and it had two emergency roof exit hatches and three side window exits on each
side. There were 5 passenger windows on each side, and the 1st, 3rd, and 5th windows were top
hinged emergency exits.
The motorcoach had an adjustable air suspended driver seat manufactured by
Isringhausen and fitted with a 2 point lap belt. There was a folding jump seat mounted on the aft
wall of the loading stairwell, which was also fitted with a two point lap belt. The passenger
cabin consisted of 12 rows of double passenger seats on both the driver and passenger side. A
13th row on the driver side was a triple seat, which was next to a lavatory on the passenger side.

A ventilation system was mounted on the center portion of the roof. A coat rack shelf
(open design with no door) ran the length of the motorcoach along the interior ceiling on both the
passenger and driver sides of the motorcoach.

ii. Motorcoach Exterior Inspection and Damage

The driver’s side of the bus aft of the front wheels and the rear of the bus did not sustain
significant damage. The front and right side of the motorcoach was heavily damaged and the
front bumper assembly, right headlights, and windshield were destroyed. The loading door and
left rearview mirror were found on the side of the road on a dirt embankment. The front portion
of the roof extending to approximately the 2nd seat row on the driver side and row 3 on the
passenger side was collapsed and displaced into the passenger compartment. The roof in the
region of rows 3 and 4 was deformed and buckled, but with minimal intrusion into the passenger
compartment. The hatch of the front roof exit was missing, and the rear roof exit hatch was
undamaged and found in the partially elevated position. The front portion of the roof contained
blue paint transfer and tire marks.

10
The first 10 digits of the VIN have been replaced with an X.
 The ventilation system was displaced from the roof and found hanging down on the right
side of the bus just forward of the rear wheels and with the aft portion of the ventilation system
at the edge of the right side roof line.

Nearly the entire right side of the bus exhibited scrape marks extending from corner of
the aft door frame and lower front corner of the first passenger window and just aft of the front
wheel well to the rear of the bus. The scrape marks were predominantly at approximately a 45
degree angle (slanted downwards from front to rear) along the entire side of the bus 11 except for
the bottom middle edge. The bottom middle edge of the bus extending from the aft edge of the
front cargo door to the rear wheel wheels contained scratches at an approximate 10 degree
angle. 12

iii. Motorcoach Brakes Inspection

The California Highway Patrol (CHP) conducted a mechanical inspection of the

motorcoach brakes and found numerous brake system deficiencies. 13 Detailed in their report are
worn and cracked brake drums, brake linings worn below legal minimums, brake movement
measurements found to be in excess of legal maximums, and defective or inoperative brakes.
The CHP also found manual slack adjusters in place on the second axle of the bus, which is
outside the manufacturer’s specifications of the originally equipped automatic slack adjusters,
and also against federal regulations. 14
In total, the CHP found that each of the 6 brakes on the motorcoach had at least one
condition, and most cases multiple conditions, that would have caused each brake to be
considered defective according to the Commercial Vehicle Safety Alliance (CVSA) Out-of-
Service Criteria. 15 According to the CVSA Out-of-Service Criteria, if 20 percent or more of the
service brakes are defective, the vehicle is to be placed Out-of-Service. With 100 percent of the
brakes being found defective by the CHP, the accident bus would have been placed Out-of-
Service if it had been subjected to a roadside inspection.

iv. Motorcoach Interior Inspection and Damage

Headliner, Coat Rack, Windows, Safety Equipment

The nominal position of the headliner, consisting of the overhead compartments, was
about 24 inches above the passenger seatback headrests. The overhead coat rack was fractured
and displaced downward on the majority of the passenger side. The luggage compartments were
resting on the headrests forward of row 7. Aft of row 7 the coat rack was at an angle, and about
2 inches above the headrest at row 7 and in the nominal position by row 11. The coat rack on the
right side was not damaged.

The driver’s sliding window and upper front window were destroyed and displaced from
the bus. The first passenger window on the driver side was broken with the front upper corner
bent inwards towards the passenger compartment and the pane remaining partially in place. The
11
Refer to Photograph 4 in the accident docket.
12
Refer to Photograph 7 in the accident docket.
13
See Attachment 4, California Highway Patrol Multidisciplinary Accident Investigation Team Summary Report
14
According to the Federal Motor Carrier Safety Regulations, Part 393.53, all air braked commercial vehicles
manufactured after October 1994 are to be equipped with automatic slack adjusters. The accident bus was
manufactured in 1996.
15
2013 North American Standard Out-of-Service Criteria
other 4 windows on the driver side of the bus were not damaged. All of the windows on the right
passenger side of the bus were destroyed and displaced from the bus. The glass and window
tinting film were distributed over a large portion of the accident scene starting adjacent to the
resting of the loading door and continuing to the resting location of the utility trailer.

The driver and loading door side windows were 32 inches wide. The passenger windows
had a nominal height of 40 inches. Only the emergency exit windows 3 and 5 on the driver side
remained intact and operational. The first 3 passenger windows had a nominal width of 78
inches, followed by the fourth with a width of 80 inches, and last with a width of 82 inches. A
fully charged type ABC fire extinguisher was found in the front of the motorcoach. At the time
of the inspection, the forward portion of the roof had been cut off and removed along with
portions of the dash panels.

Driver Seat

The driver seat adjuster dial was set at approximately 140. The operational manual
indicated that the setting should be about half the driver’s weight in pounds. The lap belt
restraint was found on scene buckled together, with the belt routed under the seatpan. An
aftermarket seat-cover was in place and upon removal, exposed a heavily worn seat with faded
and torn seat cushions.

The seat appeared to be at a downward slanted angle and exhibited a large amount of free
motion. Further inspection revealed an aged piece of wood positioned between the seat
adjustment bar and the upper seat attachment brackets, as documented in photographs. 16 The
entire seat assembly was removed and the rubber seat suspension cover was removed.
A bolt was found to be missing on the right rear corner of the seat, and the fractured
welds were found at both the left and right front corners of the seat. The fracture surfaces were
found to be worn, and portions of the seat frame exhibited heavy wear marks from brackets
coming in repeated contact with each other. 17

Jump Seat, Loading Stair, Privacy Panels

The folding jump seat was fitted with a lap belt which was found buckled with the
webbing routed below the seatpan. The seatback was deformed and displace aft, having been
pushed over the corner edge of the passenger floor, which was located about one third up the
seatback.

The stairs were buckled upwards in the middle due to aft deformation of the right front
corner of the motorcoach. The loading door entry was blocked by the deformed roof and the
partially collapsed door frame. The width of the door opening at the floor was 30 inches wide, at
level of the base of the windshield it was 22.5 inches wide, and at the base of the passenger
window line it was 18 inches wide. Above this level the structure of the bus at the right front
corner was missing.

The privacy panels had nominal dimensions of 32 inches wide and 19 inches tall. The
privacy panel on the driver side was deformed into a V shape, with the crease located about 18
inches in from the aisle and 12 inches from the wall mount. The left floor bracket was intact, the
16
Refer to Photographs 8 and 9 in the accident docket.
17
Refer to Photograph 10 in the accident docket.
left wall bracket and right floor bracket were fractured. The panel was displaced aft into the
seats of the first row of seats. The privacy panel on the passenger side was displaced completely
from its mounted position and found in the front row of seats.

Passenger Seats

This description designated the passenger seats by row number from front to back, and by
the letters A through D going from the left (driver side) to the right (passenger side). The seats
had the following nominal dimensions: Seat pan width was 18 inches and height of 22 inches
with a head rest 6.5 inches tall and 10 inches wide. The height of the seat at the intersection of
the seatback and seatpan cushion was 15 inches and at the front of the seatpan it was 18 inches.

The nominal distance between the front of the seat cushion and seatback in front for the
driver side was 9 inches for rows 1 to 4. Rows 1 to 4 were found with the seats deformed and
smaller gaps, as follows: Seat 1A: 0 inches; 1B: 6 inches; 1C: (panel missing); 1D: (panel
missing); Seat 2C: 0 inches; 2D: 5 inches; Seat 3B: 0 inches; 3D: 0 inches; Seat 4A: 8.5 inches;
4B: 7.75 inches; 4C: 8.25 inches. The nominal distance for other rows was different, and while
the measured distance varied in some cases due to displaced cushions, significant deformation
was not found.

Seat row 1 had various damage including broken reclining knobs and armrests. Seats 1C
and 1D were deformed towards the floor with the wall track displaced. The seat 1C seatback
was deformed and rotated towards the aisle by about 30 degrees, and the seat 1 D seatback was
rotated towards the sidewall about 30 degrees. The seatback of 2B was displaced aft into the
seatpan of 3B and the armrest was displaced to the left. Seat 2C had the armrest fractured and the
seatback was rotated to the right about 45 degrees. Seat 2D had the armrest displaced into the
sidewall, which had an impact mark, and the seatback was deformed aft and to the left about 10
degrees. The sidewall attachment was intact, but bent.

Row 3 had some damage including a fractured recline knob, displaced armrest, and
seatback displaced slightly aft (seat C), and seatpan frame was displaced slightly downward
(seats C and D). No significant damage was noted for seat rows 4 through 7. The seatback of
8B was deformed forward about 10 degrees. The recline knob of 9 C was bent towards the
seatpan. The seatpan of 10 C was deformed slightly down and towards the aisle, and the recline
knob was bent towards the seatpan. The seat cushions of 13 A and 13 B were displaced. The
ceiling panel in the middle of the bus in the back row had a hemispherical dent approximately
4.75 inches in diameter and 1.75 inches deep. Biological evidence was found in the form of
blood and hair transfer in the interior and exterior of the motorcoach.

b. 1997 Saturn Aura Sedan1985 Ford F-150 Pickup Truck and 1997 Carson Utility
Trailer

The Ford was completely destroyed with minimal survivable space for the driver
remaining. The front of the utility trailer was damaged with a large hole in the lower right front
corner and the middle of the right front corner displaced aft. The door was located on the right
forward side of the trailer and the door frame was displaced in the middle forward section and
the floor was buckled downward. The damage to both vehicles was documented in
photographs. 18

c. 1997 Saturn Aura Sedan

The rear and left side of the Saturn sustained minor damage, and was documented in
photographs. 19

H. OCCUPANT INFORMATION

A total of 45 people were involved in the accident, with 41 in the Motorcoach, 1 in the
Ford, and 3 in the Saturn. The injury levels according to Title 49 CFR 830.2 are given in the
injury summary, Table 2, below. The following sections provide some additional detailed
information. 20

Table 2: Occupant Injury Summary

Uninjured Minor Serious Fatal
Motorcoach Driver 0 0 1 0
Motorcoach Passengers 0 22 11 7
Ford F-150 Driver 0 0 0 1
Saturn Aura Driver 0 1 0 0
Saturn Aura Passengers 0 2 0 0
Total 0 24 12 8

a. 1996 Van Hool 56 Passenger Motorcoach

Motorcoach Driver

The 52 year old male driver suffered serious injuries. Medical records were obtained for
the driver and they indicated that the driver weighed approximately 250 pounds and suffered a
scalp laceration with grass and asphalt debris present in the wound. He also suffered spinal
fractures of the C7, T1, and T2 vertebra as well as right shoulder abrasions and left wrist
contusions.

Motorcoach Passengers - Fatal

Seven (7) passengers of the motorcoach were fatally injured. Four (4) were pronounced
dead at the scene, including: 32 year old male, 61 year old female, 13 year old male, and a 24
year old female. Two (2) were transported to Redlands Community Hospital and died at the
hospital, including a 38 year old female and a 34 year old female. Autopsy results for all 7
fatalities attributed blunt force trauma as the cause of death. Most of the fatalities were ejected
from the motorcoach, although there were also fatalities found inside the motorcoach.

18
Refer to Photographs 11 and 12 in the accident docket.
19
Refer to Photograph 13 in the accident docket.
20
Title 49 CFR 830.2 defines a fatal injury as: any injury that results in death within 30 days of the accident. A
serious injury as: an injury which requires hospitalization for more than 48 hours commencing within seven days
from the date the injury was received; results in a fracture of any bone (except simple fractures of the fingers, toes,
or nose); causes severe hemorrhages, nerve, muscle, or tendon damage; involves any internal organ; or involves
second or third degree burns, or any burns affecting more than 5 percent of the body surface.
Motorcoach Passengers - Serious

The eleven (11) passengers who were seriously injured suffered blunt force trauma
resulting in injuries categorized according to body region and severity as given in Table 3. Three
(3) of the eleven passengers suffered serious injuries to both the head/neck and the thorax/pelvis
regions.

Table 3: Serious Motorcoach Injuries

Injury Location Serious Minor
Head and Neck 7 of the 11 4 of the 11
Thorax and Pelvix 5 of the 11 3 of the 11
Extremities 5 of the 11 4 of the 11

The gender and age of the seriously injured occupants included 2 males, aged 36 and 38,
and 9 females of ages: 11, 23, 27, 28, 28, 29, 38, 44, and 52.

Motorcoach Passengers - Minor

The motorcoach had 10 male passengers who suffered minor injuries of ages: 22, 24, 25,
31, 35, 47, 30, 32, and 40. The motorcoach had 12 female passengers who suffered minor
injuries of ages 6, 14, 19, 22, 23, 26, 27, 28, 28, 30, 50, and one unknown. The most common
injuries were head lacerations and contusions, occurring in nearly all of the passengers with
minor injuries. Other injures included a mix of abrasions, contusions, and lacerations to the body
and extremities.

b. 1985 Ford F-150 Pickup Truck

The Ford pick-up truck driver was a 72 year old male. He suffered major bunt force
injuries and was admitted to Loma Linda University Medical Center, and was then pronounced
dead on the morning of February 6, 2013.

c. 1997 Saturn Aura Sedan

The driver of the Saturn sedan was a 56 year old woman, and the passengers were a 25
year old woman and a 21 year old woman. All three suffered minor injuries and were treated
and released at Kaiser Permanente Hospital.

I. ATTACHMENTS

Attachment 1: CHP Preliminary Report

Attachment 2: CHP Incident Detail Report
Attachment 3: San Bernardino County Sheriff Dispatch Log
Attachment 4: CHP MAIT Narrative Diagram IF-005-13 (Brake Inspection)
Attachment 5: San Manuel Fire Department Incident Report
J. PHOTOGRAPHS

Photograph 1: Tire Marks on Road

Photograph 2: Loading Door at Scene
Photograph 3: Grass on Motorcoach Windshield Frame
Photograph 4: Scrape Marks on Bus
Photograph 5: Scrape Marks on Road and Rest Position of Vehicles
Photograph 6: Ford Marks on Bus
Photograph 7: Scrape Marks on Bus from Roll Up
Photograph 8: Driver Seat with Broken Bracket
Photograph 9: Driver Seat with Belt
Photograph 10: Driver Seat with Worn Brackets
Photograph 11: Ford Truck
Photograph 12: Utility Trailer
Photograph 13: Saturn

_______________ End of Report __________________