Keith Vodden Dr. Douglas Smith - Transports Canada

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Ontario Model redistribution. Similar adjustments would be performed automatically if raw data from ORSAR for other years were entered into the model in place of the 2004 data. Step 1 Allocate unknown vehicle damage to other severity categories based on proportions in each category Vehicles damaged: Vehicles damaged: Demolished 20 Demolished 20 + 2 Severe 20 Severe 20 + 2 Moderate 30 Moderate 30 + 3 Light 20 Light 20 + 2 None 10 None 10 + 1 Unknown 10 TOTAL 110 TOTAL 110 2. Human Consequences Injury and fatality data reported in ORSAR tend to under report and misreport the extent of human consequences of motor vehicle collisions. This section discusses adjustments made in the raw data to better reflect the impacts on those involved in the collisions. a) Additional deaths reported by Coroner’s Office ORSAR lists 799 fatalities related to motor vehicle collisions in Ontario in 2004. These data are based on Motor Vehicle Accident Reports (MVAR) filed by police officers. On occasion, a MVAR may not be submitted by police or may be amended but too late for inclusion in the ORSAR. Also the cause of death may be determined only later to be a motor vehicle collision by the Coroner but this information may not be provided to ORSAR or may be provided too late to include in ORSAR. For 2004, the Coroner reports approximately 900 fatalities due to transportation related crashes, including HTA-reportable and non-reportable collisions, train and subway related incidents using a one-year cut-off instead of the 30-day limit imposed by ORSAR. Of the extra 36 motor vehicle collision fatalities reported by the Coroner, 21 occurred within 30 days and of them 14, could be determined to be HTA reportable based on the weight of evidence. (The status of one case could not be determined.) As a result, 813 fatalities, or 1.02 times the number identified in ORSAR, are used in the model for 2004. The same factor will be used for subsequent years to reflect TNS Canadian Facts, Social and Policy Research 15
Analysis and Estimation of the Social Cost of Motor Vehicle Collisions in Ontario fatalities not reported in ORSAR. A later section discusses how these extra fatalities are allocated in the model. b) Additional injuries reported by hospitals and in a re-analysis of Chipman Data in ORSAR on the number of injuries and their severity are derived from police reports filled out at the scene of the collision or shortly after the collision. Attending police officers will have information on those who are transported directly to hospital (major and minor injuries) and may have information although potentially not complete on those admitted to hospital (major injuries). They will have information on others who report injuries not requiring transport to hospital (minimal injuries) at the collision scene. Police will follow-up with hospitals to find out the extent of injuries and will amend reports as necessary. However, police will not have information and reports will not record those individuals who subsequently develop symptoms of injury. These injuries may include minimal injuries, requiring no or limited medical intervention, minor injuries, requiring an emergency room visit, or major injuries, involving hospital stays. Since police reports are the basis of ORSAR data, which in turn form the raw data used in our model, these counts of injuries are unlikely to reflect the full extent of injuries resulting from motor vehicle collisions. To account for under-reporting of injuries we rely on two sources of information. The Ministry of Health and Long-Term Care (MOH&LTC) captures use of medical facilities such as emergency room visits and the characteristics of hospital stays (hospital separations and duration) against codes identifying the reason for the injury. A number of these codes are specific to motor vehicle collisions that would be HTA reportable. 1 The second source of information is the analysis conducted by Mary Chipman 2 of the 1990 Ontario Health Survey. In it she estimates the number of collision-related injuries for Ontario residents in 1990 based on survey data. Adjustments are required to bring the Chipman analysis in line with the definitions of our study particularly to restrict collisions to those that involve a motor vehicle and are HTA reportable. c) Additional major and minor injuries We obtained a special run of MOH&LTC data for fiscal years 2003/2004 and 2004/2005. This run considered individuals’ use of hospital facilities involving the International Classification of Diseases (ICD-10) motor vehicle traffic accident codes 3 : 1 The Tenth Revision of the International Classification of Diseases (ICD-10) is used. 2 Chipman, Mary L., "Health Service Use Attributable to Injury in Traffic Crashes: Data from a Population Survey," 36th Annual Proceedings, Association for the Advancement of Automotive Medicine, October 5-7, 1992, Portland, Oregon. 3 We used the same codes as used by ORSAR with the exclusion of V83.4 (Person injured while boarding or alighting from special industrial vehicle), V84.4 (Person injured while boarding or alighting from special agricultural vehicle), V85.4 (Person injured while boarding or alighting from special construction vehicle), and V86.4. Person injured while boarding or alighting from all-terrain or other off-road motor vehicle. 16 TNS Canadian Facts, Social and Policy Research
Page 1 and 2: TP 14800F Analysis and Estimation o
Page 3 and 4: APPENDIX A: DETAIL ON CALCULATIONS
Page 5 and 6: • Large truck. Collisions involvi
Page 8: ABBREVIATIONS CAC Criteria Air Cont
Page 11 and 12: Analysis and Estimation of the Soci
Page 22 and 23: III ONTARIO MODEL This chapter desc
Page 26 and 27: Ontario Model • Pedestrian Injure
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Page 30 and 31: Ontario Model Step 3 Allocate addit
Page 32 and 33: Ontario Model damaged based on this
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Page 42 and 43: Ontario Model We combine this value
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Ontario Sub-Models and Their Social
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Ontario Sub-Models and Their Social
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Analysis and Estimation of the Soci
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Appendix B—Making Changes to the
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Appendix C The Value of Human Conse
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APPENDIX D: VALUE OF HUMAN CONSEQUE
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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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