Keith Vodden Dr. Douglas Smith - Transports Canada

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Ontario Model d) Additional Pollution A further social cost of traffic delays caused by collisions is the pollution associated with extra burning of fossil fuels during the delay. It is widely recognized that traffic congestion generally, and specifically from collisions, contributes to increased levels of exposure to vehicle emission-related pollutants. Vehicle drivers and passengers will feel the negative impacts during traffic delays. The non-driving public may also experience degradation in the air quality in the area of the collision. Generally, the costs will be larger in urban areas where roadways are contiguous to large numbers of residences and persons. There is evidence in the literature that for passengers, pollution levels inside stopped and idling vehicles, in a group of stopped vehicles, may be from two to eight times higher than when moving at the speed limit. Any policy-related measures to reduce collision-related congestion will reduce the health risks to vehicle occupants and will also reduce general population risk in urban areas. The extensive literature on air pollution shows that the benefits of risk reduction related to reduced air quality are substantial. These benefits relate primarily to emissions of air pollutants such as hydrocarbons (HC), CO, NO x , as well as emissions of greenhouse gases (GHGs). In this project, we have estimated incremental emissions related to motor vehicle collisions in Ontario and then valued these additional emissions using widely cited estimates from the environmental policy literature. The most widely cited report on air quality and valuing benefits is provided by the U.S Environmental Protection Agency (EPA, 1999) estimating the benefits of the U.S. Clean Air Act in preventing premature deaths and illness due to reduced air quality. For greenhouse gas (GHG) emissions, Pearce (2005) and Tol (2005) provide estimates of the benefits of emission reductions designed to be used in a cost-benefit context (that is, to estimate social cost). Their estimates are in the range of C$2.70 to C$17.50 per tonne of CO 2 emitted. In this project, we have used an average of these numbers of C$10 per tonne of CO 2 as the value for this parameter. This literature and the environmental economics literature more generally indicate that these values are likely to be higher in the future. The air pollution literature contains many benefit estimates associated with reductions in Criteria Air Contaminants (CACs). In the case of GHG emissions including automobiles, this literature suggests that damages related to health effects account for a large fraction of the total value of what are referred to as ancillary benefits (that is benefits associated with GHG reductions that go beyond climate change). In this project, we have used a value of just over C$8 per tonne of CO 2 as the value for the ancillary benefits (air quality) parameter. The source for this estimate is a study for Resources for the Future, a leading environmental research institution, by Burtraw and Toman (1998). This means that the benefits of reducing incremental motor vehicle emissions associated with traffic incidents consist of C$10 per tonne of CO 2 plus an additional $8 per tonne of CO 2 to reflect air quality (CAC) benefits (as opposed to CO 2 climate change benefits). This latter value reflects the damage costs related to CAC emissions per tonne of CO 2 . TNS Canadian Facts, Social and Policy Research 41
Analysis and Estimation of the Social Cost of Motor Vehicle Collisions in Ontario Note that the CAC damage estimate of $8 per tonne, from the work of Resources for the Future, is $8 per tonne of CO 2 , not $8 per tonne of the major (non-diesel) motor vehicle pollutants (HC, CO and NO x ). Average emissions (pounds per mile), according to EPA data are as follows: • CO 2 -- 0.916 pounds. • HC -- 0.0033 pounds. • CO -- 0.033 pounds. • NO x -- 0.005 pounds. As these numbers clearly indicate, emissions of the CAC pollutants are much smaller per mile than for CO 2 . Put somewhat differently, one tonne of CO 2 emissions will be accompanied by approximately eight pounds of HC emissions (0.0033/0.916*2205). Alternatively 2407 vehicle miles implies one tonne of CO 2 and eight pounds of HC. Somewhat different estimates are provided in Transport <strong>Canada</strong>’s Urban Congestion in <strong>Canada</strong> (2006-Table 4). These numbers imply an upper bound of $20 per tonne of CO 2 and $102 per tonne of CO 2 for CAC emissions. Our calculations use an average of these numbers and the Resources for the Future estimate of $18 for a total of $70 per tonne of CO 2 and its associated CAC emissions. In summary, the core elements of the congestion cost model are as follows: 42 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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