Keith Vodden Dr. Douglas Smith - Transports Canada

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EXECUTIVE SUMMARY A. SOCIAL COSTS OF MOTOR VEHICLE COLLISIONS IN ONTARIO Motor vehicle collisions generated $18 billion in social costs in Ontario in 2004. Fatalities in those collisions were the largest single contributor to social costs at $11 billion. Also significant were the costs of injuries, at $4 billion and property damage at $2 billion. Other major contributors to the social costs of motor vehicle collisions were: traffic delays; out-of-pocket expenses; hospital/health care; tow trucks; and police, fire and ambulance services. By collision severity: • Fatal collisions represent less than 1% of the 231,548 Highway Traffic Act (HTA) reportable collisions in 2004. However, they account for $11 billion or 64% of total social costs. The average social cost of a fatal collision in 2004 was $15.7 million. • Injury collisions make up 27% of all collisions and 28% or $5 billion of all costs. The average social cost of an injury collision in 2004 was $82 thousand. • Property Damage Only (PDO) collisions—while the largest collision group at 73% resulted in $1 billion or 8% of social costs. The average social cost of a PDO collision in 2004 was $8 thousand. Across all collision severities the average social cost of a collision in Ontario in 2004 was $77 thousand. By major consequence of collision the average full (including all allocated) social cost was: • Fatality — $13.6 million. • Major injury — $280 thousand. • Minor injury — $48 thousand. • Minimal injury — $18 thousand. Significant from a social cost perspective are sub-categories of collisions in 2004 related to: • Drinking and driving. Collisions where at least one driver had involvement with alcohol not necessarily where alcohol was the cause of the collision represent 18% ($3 billion) of social costs, 24% of fatal collisions but only 3% of all collisions. • Pedestrian involvement. These represent 11% ($2 billion) of social costs, 14% of fatal collisions and 2% of all collisions. TNS Canadian Facts, Social and Policy Research
• Large truck. Collisions involving larger trucks represent 7% of all collisions, 18% of fatal collisions and 15% ($3 billion) of the social costs. • Freeway collisions. Collisions occurring on 400 series highways represent 14% ($2 billion) of social costs, 12% of fatal, and 11% of all collisions. B. SOCIAL COSTS OF MOTOR VEHICLE COLLISIONS FOR CANADA AND FOR EACH JURISDICTION The 613,000 motor vehicle collisions occurring in Canadian jurisdictions in 2004 resulted in social costs of $63 billion. By type of collision, social costs were $39 billion (62%), $20 billion (32%), and $3 billion (5%) for fatal, injury and PDO collisions respectively. Beside Ontario other significant jurisdictions in terms of number and social costs of collisions were: • Quebec—28% of social costs and 23% of collisions. • Alberta—15% of social costs and 17% of collisions. • British Columbia—14% of social costs and 8% of collisions. C. MODELING THE SOCIAL COSTS OF COLLISION This project produced a model of the social costs of motor vehicle collisions occurring in Ontario in 2004. The project advances an earlier social cost model (1994) also adding costs components related to traffic delay (extra time, fuel, and pollution). The model was designed as a flexible tool to facilitate additional analyses including updating for future years. The core Ontario model was applied to sub-sets of collisions in Ontario and to collisions occurring in all Canadian jurisdictions in 2004. Changes to assumptions, values or parameters are easy to perform. The model includes high, low, and medium scenarios for valuing human consequences based on the technically preferred willingness-to-pay valuation methodology. These produce estimates of the human consequences of motor vehicle collisions in Ontario ranging from $7 billion to $22 billion. Also included is a scenario using a discounted future earnings approach that is used in some road safety applications. This method produces an alternative cost of human consequences of $1.5 billion. We are indebted to the Ministry of Transportation, Transport Canada and the Workplace Safety and Insurance Board that funded the project as well as provided guidance and needed data. We thank other data contributors: the Ministry of Health and Long Term Care; the Insurance Bureau of Canada; the Ontario Provincial Police; the Ontario Fire Marshal; and the Coroner’s Office. ii TNS Canadian Facts, Social and Policy Research
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APPENDIX E: REFERENCES Audrey, J. a
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Keith Vodden Dr. Douglas Smith - Transports Canada

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