Keith Vodden Dr. Douglas Smith - Transports Canada

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Appendix A—Detail on Calculations of the Ontario Model • Duration of and extent of delay. This is from COMPASS incident reports, including information on the extent of closure ranging from partial (single lane) to full roadway closure. • Additional fuel consumed as a result of the delay. This is based on the duration data and estimates of idling fuel use and detour fuel use. • Additional motor vehicle emissions resulting from the delay. Data on durations of stop and additional detour driving are combined with emission rates for the major motor vehicle pollutants to estimate total emissions. More specifically, congestion costs are estimated on the basis of the following equation: CONGESTION COST * = Delay hours * W + Additional litres of fuel * price + Additional tonnes of [CO 2 +CAC] * $ per tonne. * Where: W represents the value of time based on wage rates and CAC refers to Criteria Air Contaminants. The following flowchart further explains this calculation. Traffic Delay Time Lost X Value of time $ Lost Time Idling Time Fuel Fuel $ Extra Detour Use X = Cost Fuel Time Environment $ Extra X = Cost Pollution = $ Cost of Delay To carry out this analysis, this component of our report builds on the economics literature dealing with the economics of congestion that we have applied to the analysis of the social cost impact of traffic delays. From this literature including Transport Canada (2006), Dodgson (1997), Perry et al. (2006) and from the literature on applied labour TNS Canadian Facts, Social and Policy Research 149
Analysis and Estimation of the Social Cost of Motor Vehicle Collisions in Ontario economics, we have merged two sets of data. The first set is from the COMPASS system and consists of estimates of the time delays on Ontario freeways and major highways associated with motor vehicle collisions. COMPASS is an Advanced Freeway Traffic Management System developed by the Ontario Ministry of Transportation (MTO) to respond to traffic congestion problems, primarily on Ontario’s divided highways. COMPASS helps increase roadway efficiency and roadway safety by: • Allowing for the prompt detection and removal of freeway incidents and vehicle breakdowns. • Providing accurate and timely freeway incident and delay information to motorists. • Effectively managing peak rush hour traffic flow through a variety of traffic control devices. In this project, we have used data from the COMPASS system on delays as a critical data input. We have used COMPASS data from the MTO Toronto system (there are two other COMPASS systems in Burlington and Ottawa) covering Highway 401 from Highway 410 to Brock Road These data are then extrapolated to the entire Province, on the basis of population data that we assume are related to traffic volumes. The methodology described in this section provides estimates of delays from motor vehicle collisions, measured in person hours. These delays are then combined with wage data from Statistics Canada for representative members of the population to value these time delay costs. In addition to these time delay costs, we have also estimated the incremental costs associated with the use of more motor vehicle fuel in a congested traffic context and the environmental costs associated with this additional and less efficient fuel use. b) Lost time The wage rate that we use to value time spent in traffic delays resulting from motor vehicle collisions is derived from Statistics Canada data on average wage rates (Statistics Canada-The Labour Market Cat. No.: 71-222-XWE). This value for 2004 is just under $18 per hour. There is an extensive literature including Small (1992) and Brownstone et al. (2002) that discusses what fraction of this wage should be used for traffic delays. Small argues that based on his review of an extensive literature in this area that the fraction should be 50%. The use of a fractional value reflects the fact that all persons delayed are not necessarily employed and that many passengers will be children. Brownstone et al. argue that revealed preference methods of determining willingness to pay show that commuters place quite a high value on time, possibly higher than the market wage. Substantial voluntary payment for reduced congestion on Ontario’s Highway 407 provides a related example of this willingness to pay. 150 TNS Canadian Facts, Social and Policy Research
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TP 14800F Analysis and Estimation o
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APPENDIX A: DETAIL ON CALCULATIONS
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• Large truck. Collisions involvi
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ABBREVIATIONS CAC Criteria Air Cont
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Analysis and Estimation of the Soci
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III ONTARIO MODEL This chapter desc
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Ontario Model redistribution. Simil
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Ontario Model • Pedestrian Injure
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Ontario Model Based on this analysi
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Ontario Model Step 3 Allocate addit
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Ontario Model damaged based on this
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Ontario Model 1. Number of total an
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Ontario Model 2.99; specialist—1.
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Ontario Model 5. Tow trucks Tow tru
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Ontario Model Exhibit III-5 Core WT
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Ontario Model We combine this value
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Ontario Model 6. Ambulance The Onta
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Ontario Model individuals who self-
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Ontario Model threatening injury, p
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Ontario Model d) Additional Polluti
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Ontario Model VARIABLE DATA LOST TI
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Ontario Model We have no data to gu
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V ONTARIO SUB-MODELS AND THEIR SOCI
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Ontario Sub-Models and Their Social
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Keith Vodden Dr. Douglas Smith - Transports Canada

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