Robert Bojaj v. Mary Berghuis

702 F. App'x 315
CourtCourt of Appeals for the Sixth Circuit
DecidedJuly 24, 2017
Docket16-2336
StatusUnpublished
Cited by14 cases

This text of 702 F. App'x 315 (Robert Bojaj v. Mary Berghuis) is published on Counsel Stack Legal Research, covering Court of Appeals for the Sixth Circuit primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Robert Bojaj v. Mary Berghuis, 702 F. App'x 315 (6th Cir. 2017).

Opinion

ROGERS, Circuit Judge.

Robert Bojaj was convicted of second-degree murder in Michigan after he rear-ended another car while intoxicated, killing the driver of the rear-ended car. The state trial court allowed the prosecution to introduce data from an event data recorder in Bojaj’s car at trial without first examining the reliability of the evidence, despite Bo-jaj’s request for a Daubert hearing on the issue. Bojaj now seeks a writ of habeas corpus, arguing that the state trial court’s error denied him due process by rendering his trial fundamentally unfair. Because the Michigan Court of Appeals’ decision denying Bojaj’s constitutional claim on the merits was neither contrary to nor an unreasonable application of clearly established Supreme Court precedent; Bojaj is not entitled to relief.

While intoxicated, Bojaj rear-ended another car with his Lexus sedan on a divided highway at 1:30 a.m. on August 15, 2010, killing the woman who was driving *317 the rear-ended car. People v. Bojaj, No. 303884, 2012 WL 12941199, at *2 (Mich. Ct. App. Nov. 27, 2012). A jury convicted Bojaj of second-degree murder for the incident in a Michigan trial court. Id. at *1. At trial, Bojaj did not dispute that he was driving while intoxicated when he caused the wreck. Id. His blood alcohol measured .26, three times over the legal limit of .08, two hours after the crash. The Government’s expert testified that this amounted to at least ten drinks for a man of Bojaj’s size. However, Bojaj did dispute that he had the requisite mens rea for second-degree murder, id., which in Michigan requires the defendant to have acted with at least “a high probability that [his actions would] result in death and ... with a base antisocial motive and with wanton disregard for human life,” People v. Goecke, 457 Mich. 442, 579 N.W.2d 868, 880 (1998).

The prosecution sought to prove the requisite intent through lay and expert testimony about Bojaj’s erratic driving and speed immediately before the wreck. Four eyewitnesses testified about Bojaj’s driving. Two, a married couple who were riding down the highway together when Bojaj passed them, estimated that Bojaj was traveling 100 mph. The couple also observed Bojaj hit the rumble strips on the highway’s left shoulder for three to five seconds before quickly swerving across three lanes of traffic to the rumble strips on the right side of the highway. Bojaj, 2012 WL 12941199, at *2. Another witness “described the Lexus as traveling ‘at a very high rate of speed’ and ‘swerving.’ ” Id. The fourth eyewitness did not estimate Bojaj’s speed but saw Bojaj’s car swerving from the left to the right side of the highway and hitting the rumble strips. Id.

The prosecution’s remaining evidence involved data from an event data record (EDR) in Bojaj’s Lexus and an expert crash re-constructionist’s evaluation using that data. The Michigan Court of Appeals described this evidence in detail:

After establishing these facts, the prosecutor presented the testimony of Mark Jakstis, a Design and Technical Analysis Manager at Toyota Motor Sales, U.S.A. Jakstis described the Lexus’s EDR as “part of the airbag system,” with the capability of recording certain information during a “trigger event” such as a crash. The EDR stores information acquired milliseconds before an accident, including the vehicle’s speed, the engine speed, the accelerator pedal position, and the driver’s brake use. The last vehicle speed recorded by the EDR in defendant’s Lexus was 78.3 mph, which Jakstis described as “the maximum recordable speed for this vehicle.” The EDR reported that the accelerator was “in the mid position,” which meant that the driver was “pushing down on the accelerator a bit” and “still accelerating” at the time the EDR stopped recording data. According to Jakstis, the EDR reported that thé Lexus’s brakes had not been applied.
In addition to this information, Jakstis claimed that the EDR contained the Lexus’s “Delta-V,” which he defined as “the change in velocity of the vehicle during the crash.” Jakstis interpreted the delta-V data as consistent with a “34 mile an hour change in speed during this crash,” adding “and it’s still going up.” Under cross-examination Jakstis admitted that Toyota considered the EDR data system in defendant’s Lexus a “prototype tool,” and that the specific device was used only in Toyota vehicles. He conceded that Toyota designed the EDR “to look at the performance of an airbag system in a crash” rather than to aid law enforcement after an accident. Michigan State Police Sergeant Kevin Lucidi, a “traffic crash reconstruction *318 ist,” utilized the EDR data to formulate one of the two speed determinations he provided to the jury. Lucidi first calculated defendant’s speed at the time of the impact without resorting to the EDR data, instead basing his calculations on the “conservation of linear momentum formula.” This approach relies on “basic physics princip[le]s” predicated on physically-measurable components including the coefficient of friction, vehicle weights, the distance the vehicles traveled post-impact, and the speed of the victim’s vehicle. Because the speed of [the victim’s] vehicle at the time of impact was unknown, Lucidi assigned it three different speeds: 50, 60 and 70 mph. After plugging these numbers into an equation, Lucidi calculated speed ranges for the Lexus. He opined that based on this mathematical formula, the Lexus’ minimum speed at impact ranged from 82 to 98 mph and that its maximum speed fell between 109 and 126 mph. Lucidi then described a second, independent methodology for calculating defendant’s speed which incorporated the delta-V supplied by the EDR. Applying the delta-V number testified to by Jakstis, Lucidi opined that if the [victim] was traveling between 50 and 60 mph at the time of impact, the Lexus’s maximum speed ranged from 117 to 126 mph. Thus, Lucidi concluded that the top number in the speed range—126 mph— was the same regardless of the formula he employed.
The defense countered Lucidi’s opinions with the testimony of accident recon-structionist Larry Petersen, Petersen criticized several of the assumptions built into Lucidi’s calculations. For example, Petersen estimated that the front end of the Lexus contacted 50% of the rear of the [victim’s car], while Lucidi believed the overlap percentage to have been 80%. Petersen believed that the correct coefficient, of friction differed from the figure Lucidi relied on, because the pavement likely was somewhat damp. Petersen described the manner in which these variables changed the ultimate speed calculations. In Petersen’s view, defendant’s vehicle was moving at a speed between 85 and 97 mph when the crash occurred.

Id. at *2-*3.

Before trial, Bojaj had requested a Dau-bert hearing to challenge the foundation of Lucidi’s accident-reconstruction testimony, which the trial court had denied. 1 After the jury returned a guilty verdict on the second-degree murder charge, Bojaj moved for a new trial, arguing that the trial court’s admitting the EDR data without holding a Daubert

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Bluebook (online)
702 F. App'x 315, Counsel Stack Legal Research, https://law.counselstack.com/opinion/robert-bojaj-v-mary-berghuis-ca6-2017.