Department of Highways - World Banksiteresources.worldbank.org/INTTHAILAND/...accident-full-report.pdfDepartment of Highways The Study of Traffic Accident Cost in Thailand ... Figure

Department of Highways

The Study of Traffic Accident Cost in Thailand

Final Report Faculty of Engineering

Prince of Songkla University September 2007

The Study of Traffic Accident Cost in Thailand Final Report

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CONTENTS Page

ACKNOWLEDGEMENTS 1 INTRODUCTION........................................................................................ 1 – 1 1.1 Description of the Project................................................................. 1 – 1 1.2 Prime Minister Thaksin Shinawatra’s Letter to WHO.................... 1 – 3 1.3 The Situation of Traffic Accidents in Thailand................................ 1 – 4 1.4 Definition of Traffic Accident.......................................................... 1 – 12 2 REVIEW OF METHODOLOGIES............................................................ 2 – 1 2.1 International Experience in Estimating Crash Costs......................... 2 – 1 2.2 National Experience in Estimating Crash Costs................................ 2 – 10 2.3 Summary........................................................................................... 2 – 20 3 METHODOLOGY........................................................................................ 3 – 1 3.1 Introduction....................................................................................... 3 – 1 3.2 Human Costs Category...................................................................... 3 – 2 3.3 Property Damage Costs..................................................................... 3 – 20 3.4 General Crash Costs.......................................................................... 3 – 24 4 RESULTS OF THE STUDY......................................................................... 4 – 1 4.1 Introduction....................................................................................... 4 – 1 4.2 Preliminary Accident Costing Model................................................ 4 – 1 4.3 Outcome of the Study........................................................................ 4 – 4 4.4 Summary of Study Findings.............................................................. 4 – 23 5 TRAFFIC ACCIDENT COSTS IN THAILAND........................................ 5 – 1 5.1 Introduction....................................................................................... 5 – 1 5.2 Number of Casualties and Crashes.................................................... 5 – 1 5.3 Unit Cost............................................................................................ 5 – 13 5.4 Total Traffic Accident Costs for Thailand......................................... 5 – 26


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CONTENTS Page

6 ACCIDENT COSTING PROGRAMME..................................................... 6 – 1 6.1 Thailand Accident Costing Model..................................................... 6 – 1 6.2 Computer Model................................................................................ 6 – 4 7 CONCLUSION AND APPLICATION......................................................... 7 – 1 7.1 Thailand Accident Costing Model..................................................... 7 – 1 7.2 Costing of Thailand Traffic Accidents.............................................. 7 – 3 7.3 Application of Crash Cost Estimates................................................. 7 – 10 7.4 Problems Encountered in Data Collection......................................... 7 – 11 Appendix A Questionnaires of Human Costs Appendix B Questionnaires of Property Damage Costs Appendix C Questionnaires of General Crash Costs Appendix D Details of Calculation REFERENCES


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CONTENTS (FIGURE) Page

Figure 1.1 : Trend in Traffic Accident Occurrences and Fatalities.................... 1 – 5 Figure 1.2 : Percentage of Vehicle Types in Crash from 1999 to 2005............. 1 – 6 Figure 1.3 : Typical Motorcycle Crash............................................................. 1 – 6 Figure 1.4 : Accidents, Accident-Related Fatalities and Injuries on National Highways, 1997 – 2004................................................................... 1 – 7 Figure 1.5 : Rates (Accident Cases Injuries and Fatalities per 100,000 Population) on National Highways from 1995 to 2004...................................... 1 – 8 Figure 1.6 : Rates (Number of Accident Cases Injuries and Fatalities per 10,000 Vehicles) on National Highways from 1995 to 2004...................... 1 – 8 Figure 1.7 : Rates (Number of Accident Cases Injuries and Fatalities per 1,000 Million Vehicle-Km) on National Highways from 1995 to 2004 1 – 9 Figure 1.8 : Road Accident Fatalities during Songkran Festival, 2005 and 2006 1 – 10 Figure 1.9 : Fatalities and Injuries during New Year from 2005 to 2006 ( for the 31st December)................................................................... 1 – 11 Figure 2.1 : Summary of General Crash Costs................................................... 2 – 9 Figure 3.1 : Grouping of Crash Costs by Human Capital Approach................... 3 – 1 Figure 3.2 : Medical Cost of Traffic Injuries of Conceptual Framework............ 3 – 13 Figure 3.3 : Total Medical Care Cost Based on Data.......................................... 3 – 14 Figure 3.4 : Average Unit Cost of Servicing Road Crash Patients, Sustained by Individual Care Provider Units in the Pilot Provinces.................... 3 – 16 Figure 3.5 : Total Medical Care Cost for Treatment of Road Crash in 2004 in the Pilot Provinces...................................................................... 3 – 17 Figure 4.1 : Percentage of Crash Cost Categories for Five Provinces, year 2004 4 – 25 Figure 4.2 : Elements of Cost Incurred by Road Crashes in Five Provinces, year 2004......................................................................................... 4 – 28


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Figure 5.1 : Percentage of Elements of Thailand Road Crash Costs for 2004 (average case)................................................................................. 5 – 28 Figure 5.2 : Percentage of Elements of Thailand Road Crash Costs for 2004 (maximum case)............................................................................. 5 – 31 Figure 6.1 : Main Menu of TACOST Software................................................ 6 – 4 Figure 6.2 : Login for Administrator and Guest................................................ 6 – 5 Figure 6.3 : Login for Administrator................................................................. 6 – 5 Figure 6.4 : Username of Administrator............................................................ 6 – 6 Figure 6.5 : Login for Guest.............................................................................. 6 – 6 Figure 6.6 : Casualties & Cases Menu............................................................... 6 – 7 Figure 6.7 : Menu for Input and Output of Number of Casualties..................... 6 – 8 Figure 6.8 : Menu for Updating Data................................................................. 6 – 9 Figure 6.9 : Window for Confirmation of Data Deletion................................... 6 – 9 Figure 6.10 : Menu for Computing the Number of Crashes by year.................. 6 – 10 Figure 6.11 : Menu for Unit Costs...................................................................... 6 – 11 Figure 6.12 : Submenu for Setting Variables...................................................... 6 – 12 Figure 6.13 : Submenu for Coefficient of Wage Function................................. 6 – 13 Figure 6.14 : Quality of Life Factor.................................................................... 6 – 13 Figure 6.15 : Submenu for Calculation of Unit Cost for Loss of Productivity... 6 – 14 Figure 6.16 : Submenu for Calculation of Unit Cost for Long term care........... 6 – 15 Figure 6.17 : Submenu for Calculation of Unit Cost for Quality of Life........... 6 – 15 Figure 6.18 : Menu for Report............................................................................ 6 – 16 Figure 6.19 : Total Traffic Accident Costs for Thailand 2004........................... 6 – 17 Figure 6.20 : Breakdown of Traffic Accident Costs for Thailand 2004............. 6 – 18 Figure 6.21 : Average Costs according to Crash Severity.................................. 6 – 19


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Figure 7.1 : Percentage of Elements of Thailand Road Crash Costs for 2004 (average case)................................................................................. 7 – 8 Figure 7.2 : Percentage of Elements of Thailand Road Crash Costs for 2004

(maximum case).............................................................................. 7 – 8


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CONTENTS (TABLE) Page

Table 1.1 : Traffic Accidents in Thailand from 1987 to 2005............................ 1 – 4 Table 1.2 : Road Accidents by Vehicle Types from 1999 to 2005..................... 1 – 5 Table 1.3 : Accidents, Accident-Related Fatalities and Injuries on National Highways, 1997 – 2004.................................................................... 1 – 7 Table 1.4 : Road Accidents during Songkarn Festival, 2005 and 2006.............. 1 – 10 Table 1.5 : Number of Deaths and Injuries from Roadway Accidents during New Year Festival from the Year 2005 to 2006............................... 1 – 11 Table 2.1 : Costing Methods and Estimates of Economic Costs of Road Crashes 2 – 2 Table 2.2 : Human Costs (reflecting pain, suffering) as a Percentage of the Total Fatal Crash Cost Great Britain.......................................................... 2 – 5 Table 2.3 : Human Costs as a Proportion of the Total Fatal Casualty Cost for a Crash in European countries............................................................. 2 – 6 Table 2.4 : Percentages of various components of human costs......................... 2 – 7 Table 2.5 : Time Period, Level of Data, and Type of Losses in Reviewed Research Work................................................................................ 2 – 12 Table 2.6 : The Methods Used in Estimating Lost Output Due to Death in Reviewed Research Work.............................................................. 2 – 14 Table 2.7 : The Methods Used in Estimating Lost Output Due to Injury in Reviewed Research Work................................................................ 2 – 16 Table 2.8 : The Methods Used in Estimating Medical Cost in Reviewed Research Work................................................................................. 2 – 18 Table 2.9 : The Methods Used in Estimating Property Damage and Other Costs in Reviewed Research Work............................................................. 2 – 19 Table 3.1 : Summary of Formulae for Calculating Lost Output.......................... 3 – 6 Table 3.2 : Proportions of Accident Fatalities Classified by Sex and Age Group 3 – 7


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Table 3.3 : Proportions of Non-Working Disabilities Classified by Sex and Age Group......................................................................................... 3 – 8 Table 3.4 : Proportions of working disabilities classified by sex and age group 3 – 8 Table 3.5 : Proportions of Serious Injuries Classified by Sex and Age Group... 3 – 9 Table 3.6 : Proportions of slight injuries classified by sex and age group.......... 3 – 9 Table 3.7 : Number of Days of Hospitalization in Serious Injury Cases............ 3 – 10 Table 3.8 : Pattern of Relationship between Wages and Ages at Various Years 3 – 11 Table 3.9 : Results of Interviews on Quality of Life Costs................................. 3 – 12 Table 3.10 : The Average Cost of Treating Crash Patients according to Level of severity in the Pilot Provinces.......................................................... 3 – 18 Table 3.11 : Average Number of Vehicles Involved in a Crash.......................... 3 – 20 Table 3.12 : Average Costs of Damaged Vehicles by Crash Severity (baht)...... 3 – 21 Table 3.13 : Average Total Vehicle Damage Cost including Towing Cost (baht) 3 – 21 Table 3.14 : Average Vehicular Damage Classified by Crash Severity.............. 3 – 21 Table 3.15 : Average Number of Road Furniture Damaged in a Crash.............. 3 – 22 Table 3.16 : Average Cost of Damaged Road Furniture by Crash Severity (baht) 3 – 23 Table 3.17 : Average Non-Vehicular Damage Classified by Crash Severity...... 3 – 23 Table 3.18 : Average Insurance Administration Cost per Claim......................... 3 – 24 Table 3.19 : Average Police Administration Cost per Attendance...................... 3 – 25 Table 3.20 : Average Judicial Administration Cost............................................. 3 – 26 Table 3.21 : Average ERS Cost per Case............................................................ 3 – 27 Table 3.22 : The Travel Time Loss for the Bangkok Metropolitan Region Categorized by Accident Severity................................................... 3 – 28 Table 3.23 : The Traffic Volume Classified by Type of Vehicle........................ 3 – 29 Table 3.24 : The Occupancy Rate Classified by the Types of Vehicle................ 3 – 29 Table 3.25 : The Passenger Average Wage Rate Classified by the Mode of Travel 3 – 29


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Table 3.26 : The Travel Delay Cost per Accident Case Categorized by Accident Severity.......................................................................... 3 – 30 Table 3.27 : The Average of Travel Delay Cost per Accident Case Categorized by Accident Severity for Regional Area........................................ 3 – 30 Table 4.1 : Description of Cost Elements A1, A2… in the Accident Costing Model............................................................................................... 4 – 2 Table 4.2 : Road Accident Costing in Khon Kaen Province 2004..................... 4 – 4 Table 4.3 : Summary of Road Accident Costing in Khon Kaen Province 2004 4 – 7 Table 4.4 : Road Accident Costing in Lampang Province 2004....................... 4 – 8 Table 4.5 : Summary of Road Accident Costing in Lampang Province 2004.. 4 – 11 Table 4.6 : Road Accident Costing in Nakhonsawan Province 2004................ 4 – 12 Table 4.7 : Summary of Road Accident Costing in Nakhonsawan Province 2004 4 – 15 Table 4.8 : Road Accident Costing in Songkhla Province 2004........................ 4 – 16 Table 4.9 : Summary of Road Accident Costing in Songkhla Province 2004... 4 – 19 Table 4.10 : Road Accident Costing in Bangkok Province 2004....................... 4 – 20 Table 4.11: Summary of Road Accident Costing in Bangkok Province, year 2004 4 – 23 Table 4.12 : Ratios of Casualties by Severity for the five target provinces......... 4 – 23 Table 4.13 : Road Accident Costing of 5 Case Study Provinces........................ 4 – 24 Table 4.14 : Breakdown of Traffic Accident Cost for 5 Case Study Provinces. 4 – 27 Table 4.15 : Average of Cost according to Crash Severity for 5 Provinces....... 4 – 31 Table 5.1 : Crash Casualties Classified by Severity........................................... 5 – 2 Table 5.2 : Casualty Ratios for Bangkok based on data from 3 sources............. 5 – 4 Table 5.3 : Accident Casualty Ratios for our target provinces based on data from three sources...................................................................................... 5 – 5


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Table 5.4 : Casualties-per-Crash Average for Bangkok.................................... 5 – 6 Table 5.5 : Casualties-per-Crash Average for Other Provinces......................... 5 – 6 Table 5.6 : Estimated Number of Crashes by Severity...................................... 5 – 7 Table 5.7 : Ratio of Crashes to Cases Transferred by EMS Unit, by Severity.. 5 – 9 Table 5.8 : Cases Transferred by EMS Unit Classified by Severity.................. 5 – 9 Table 5.9 : Non-Vehicular-Damage Crashes Classified by Severity................. 5 – 9 Table 5.10 : Percentage between Number of Crashes and Number of Insurance Claims............................................................................................. 5 – 10 Table 5.11 : Number of Insurance Claims.......................................................... 5 – 10 Table 5.12 : Percentage between Number of Crashes and Number of Police Attendances.................................................................................... 5 – 10 Table 5.13 : Number of Attendances by Police.................................................. 5 – 11 Table 5.14 : Percentage between Number of Crashes and Number of Cases Referred to Court............................................................................ 5 – 11 Table 5.15 : Number of Cases Referred to Court............................................... 5 – 11 Table 5.16 : Ratio of Crashes to Number of Cases Transferred by ERS............ 5 – 12 Table 5.17 : Number of Cases Transferred by ERS............................................ 5 – 12 Table 5.18 : Loss of Productivity Classified by Severity.................................... 5 – 14 Table 5.19 : Results of Interviews on Quality of Life Cost................................. 5 – 17 Table 5.20 : Estimates of Quality of Life Losses................................................ 5 – 18 Table 5.21 : Average Crash Patients Treatment Cost by Degree of Severity..... 5 – 20 Table 5.22 : Average EMS Cost......................................................................... 5 – 20 Table 5.23 : Estimates of Long Term Care Cost................................................ 5 – 21 Table 5.24 : Average Vehicular Damage Classified by Crash Severity............. 5 – 23 Table 5.25 : Average Non-Vehicular Damage Classified by Crash Severity..... 5 – 23 Table 5.26 : Average Insurance Administration Cost per Claim........................ 5 – 24


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Table 5.27 : Average Police Administration Cost per Attendance..................... 5 – 24 Table 5.28 : Average Judicial Administration Cost............................................ 5 – 24 Table 5.29 : Average ERS Cost per Case........................................................... 5 – 25 Table 5.30 : The average of travel delay cost per accident case categorized by accident severity for regional area................................................. 5 – 25 Table 5.31 : The travel delay cost per accident case categorized by accident severity for Bangkok..................................................................... 5 – 25 Table 5.32 : Total Traffic Accident Costs in Thailand 2004 (Used average factor for quality of life).......................................................................... 5 – 26 Table 5.33 : Breakdown of Traffic Accident Costs for Thailand for 2004 (Computed by using average QOL factor).................................... 5 – 27 Table 5.34 : Road Accident Costing in Thailand 2004 (Used maximum factor for quality of life).......................................................................... 5 – 29 Table 5.35 : Breakdown of Traffic Accident Costs for Thailand for 2004 (Computed by using maximum QOL factor)................................ 5 – 30 Table 5.36 : Average Value of Costs according to Crash Severity.................... 5 – 31 Table 6.1 : Description of Cost Elements A1, A2… in the Accident Costing Model............................................................................................... 6 – 2 Table 7.1 : Description of Cost Elements A1, A2…in the Accident Costing Model 7 – 2 Table 7.2 : Road Accident Costing in Thailand 2004 (Used average factor

for quality of life)............................................................................. 7 – 4 Table 7.3 : Road Accident Costing in Thailand 2004 (Used maximum factor for quality of life)............................................................................. 7 – 5 Table 7.4 : Breakdown of Traffic Accident Costs for Thailand for 2004 (Computed by using average QOL factor)....................................... 7 – 6


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Table 7.5 : Breakdown of Traffic Accident Costs for Thailand for 2004 (Computed by using maximum QOL factor)................................... 7 – 7 Table 7.6 : Average Value of Costs according to Crash Severity...................... 7 – 9 Table 7.7: Number of Large-Bus Crashes on National Highways, with Associated Fatalities and Injuries, from 2002 to 2006 (5 years)....... 7 – 10

ACKNOWLEDGEMENTS


ACKNOWLEDGEMENTS

The Consultant wish to express their sincere thanks to members of the steering committee, chaired by Mr. Fusak Loahasawad- the Chief Engineer for Bureau of Traffic Safety, Department of Highways for providing most helpful comments and suggestions throughout this study. We thank various government agencies for providing useful data and for their participation in the seminars where they save valuable comments. The Consultant thank provincial and municipal agencies in Khon Kaen, Lampang, Nakhonsawan, Songkhla, and Bangkok for providing assistance and support in data collection, particularly the Khon Kaen Central Hospital, Lampang Central Hospital, Nakhonsawanpracharak Hospital, Hatyai Hospital, Thammasart University Hospital and Nopparat Hospital . We wish to thank the President of the University, and the Faculty of Engineering, Prince of Songkla University, especially. the dean, Assoc. Dr. Chusak Limsakul for continuous support throughout this study. Finally, we thank the crash victims and their relatives for giving their time generously for the interview. The Consultant September 2007

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1 INTRODUCTION 1.1 Description of the Project 1.1.1 The Document

This document is the final report of the project: The Study of Traffic Accident Costs in Thailand which commences on the 1st of September 2005. Chapter 1 gives a description of the project, the commitment of the Thai government in dealing with traffic accidents as manifested in Prime Minister Thaksin Shinawatra’s letter to the WHO which was published in the WHO 2004 World report on road traffic injury prevention, and the traffic accident situation in Thailand. Chapter 2 presents the review results of the available methodologies for determining traffic accident costs. The review was conducted at national and international levels. In Chapter 3, the methodologies were reviewed. Chapter 4 presents the pilot case study for five province. Chapter 5 describes the study traffic accident cost in Thailand. Chapter 6 gives the computer programme for calculating traffic accident cost and Chapter 7 describes the conclusion and application.

1.1.2 Objectives • To detail a sound and comprehensive method of calculating traffic accident costs

which enables values to be regularly updated. • To enable the application of cost benefit analyses traffic accident reduction

projects. • To identify actual traffic accident costs and the burden placed on society for use

in raising the awareness of policy makers and the public. 1.1.3 Scope of Work The following activities together with detailed reports outlining the results and recommendations that result from the study are required. Stage 1 (10 months) • Review available data and methodologies for determining traffic accident costs

both nationally and internationally. • Recommend the most appropriate method for use in Thailand taking into

consideration available data, economic realities, practicability and other local issues and constraints.

• Implement a case study using the recommended method in Khon Kaen Province. This will be used as a prototype for other Provinces and must be implemented within 10 months of the commencement of the study.

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Stage 2 (14 months) • Implement a similar study in at least 3 other Provinces to confirm applicability of

method across all of Thailand. • Produce estimates of costs for all severities of crash and injury for rural and urban

crashes and other categories of crash as appropriate. Produce a gross cost estimate for the country as a whole including and allowance for under-reporting and definition issues.

• Produce guidelines and simple software to enable annual adjustments and less frequent recalculations of crash costs in the future. The guideline should include an example of the application of the costs for use in cost-benefit analysis of a road safety scheme.

• Establish a training/education regime that allows the transfer of knowledge, technologies, findings and issues related to the recommended method. It is expected that a minimum of 2 formal training seminars will be held each year.

• Examine and make recommendations on how the private sector can contribute/assist in the implementation of the method.

Consideration of the following factors shall be included in completing the above activities.

• The human capital approach shall be used. • The costs shall include at least the following.

- Property damage costs - Emergency services costs (police, doctors) - Insurance services costs - Judicial system costs - Vehicle repair costs - Loss of productivity - Hospital costs

• Khon Kaen Central Hospital shall be used as the pilot hospital in the first year of the project.

• Account shall be taken of the priority accident locations in evaluation of traffic safety improvement cost benefits.

Timing The project starts on 1 September 2005 will be completed in August 2007 runs for 24 months.

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1.2 Prime Minister Thaksin Shinawatra’s Letter to WHO The letter of Thailand’s Prime Minister addressing road accident problem in the country was written for inclusion in the WHO 2004 World Report on Road Traffic Injury Prevention which was launched on World Health Day 7 April 2004. The Prime Minister stated the strong commitment of the government in dealing with the problem. Below is the full text of the letter.

In Thailand road accidents are considered one of the top three public health problems in the country. Despite the Government’s best efforts, there are sadly over 13 000 deaths and more than one million injuries each year as the result of road accidents, with several hundred thousand people disabled. An overwhelming majority of the deaths and injuries involve motorcyclists, cyclists and pedestrians. The Royal Thai Government regards this problem to be of great urgency and has accorded it high priority in the national agenda. We are also aware of the fact that effective and sustainable prevention of such injuries can only be achieved through concerted multisectoral collaboration. To deal with this crucial problem, the Government has established a Road Safety Operations Centre encompassing the different sectors of the country and comprising the government agencies concerned, nongovernmental organizations and civil society. The Centre has undertaken many injury prevention initiatives, including a “Don’t Drink and Drive” campaign as well as a campaign to encourage motorcyclists to wear safety helmets and to engage in safe driving practices. In this regard, we are well aware that such a campaign must involve not only public relations and education but also stringent law enforcement measures. The problem of road traffic injuries is indeed a highly serious one, but it is also a problem that can be dealt with and prevented through concerted action among all the parties concerned. Through the leadership and strong commitment of the Government, we are confident that we will be successful in our efforts and we hope that others will be as well.

Thaksin Shinawatra, Prime Minister, Thailand

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1.3 The Situation of Traffic Accidents in Thailand 1.3.1 General

Economic growth in Thailand has brought about an expanding network of roads and an increasing number of the driving public. The growing number of vehicles on the roads, in turn, have corresponded to the significant increases of road crashes in recent years. In 2002, the total national economic losses due to road accidents are estimated to be 140,000 million Baht or approximately 2.13 percent of the GDP. Road crashes have been a major cause of death and injury in Thailand. Table 1.1 shows traffic accident statistics for the country between 1987 and 2005 The number of road crashes can be seen to rise from 24,132 cases in 1987 to 102,610 in 1994; drop to 67,800 in 1999 and surge to 122,040 in 2005, in line with the economic recovery. Data of accident occurrences and number of fatalities are plotted in Figure 1.1 Fatalities were on an increasing trend starting from 8,589 in year 1987 to peak at 16,727 (1.91 deaths per hour) in 1995. After peaking, the number of fatalities declined to 12,858 (1.47 deaths per hour) in 2005. Table 1.1 : Traffic Accidents in Thailand from 1987 to 2005

Bangkok (No. of Cases) Regional (No. of Cases) National (No. of Cases) Year

Accident Fatality Injury Accident Fatality Injury Accident Fatality Injury

1987 19,745 752 6,333 4,387 1,352 2,256 24,132 2,104 8,589

1988 31,175 817 9,565 4,114 1,198 3,939 35,289 2,015 13,504

1989 31,709 917 10,005 6,388 4,451 3,076 38,097 5,368 13,081

1990 33,064 949 10,701 7,417 4,816 7,551 40,481 5,765 18,252

1991 38,355 1,057 10,778 7,946 5,276 8,777 46,301 6,333 19,555

1992 46,743 983 11,025 14,586 7,201 9,677 61,329 8,184 20,702

1993 64,006 1,011 11,031 20,886 8,485 14,299 84,892 9,496 25,330

1994 72,359 1,290 18,849 30,251 13,856 24,692 102,610 15,146 43,541

1995 64,469 1,284 21,697 24,898 15,443 29,021 94,362 16,727 50,718

1996 60,308 1,069 23,314 28,248 13,336 26,730 88,556 14,405 50,044

1997 54,324 903 20,933 28,012 12,933 27,828 82,336 13,836 48,761

1998 46,800 732 18,920 26,925 11,502 33,618 73,725 12,234 52,538

1999 37,868 594 17,104 29,932 11,446 35,434 67,800 12,040 47,770

2000 43,485 1,582 23,368 30,252 10,406 29,743 73,737 11,988 53,111

2001 45,711 1,519 22,854 31,905 10,133 31,106 77,616 11,652 53,960

2002 48,507 1,734 23,488 43,116 11,382 45,825 91,623 13,116 69,313

2003 46,806 1,491 23,597 48,386 11,718 50,555 107,565 14,012 79,692

2004 55,381 865 23,597 69,149 12,901 70,297 124,530 13,766 94,164

2005 - - - - - - 122,040 12,858 94,364

Source: Royal Thai Police and Bureau of Traffic Safety, Department of Highways

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0

20,000

40,000

60,000

80,000

100,000

120,000

140,000

1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 Year

Trend in Accident Occurrences and Fatalities.

No.of Accidents

Fatalities

Figure 1.1 : Trend in Traffic Accident Occurrences and Fatalities Classification of Traffic Accidents by Vehicle Types Table 1.2 shows road accident records categorized by vehicle types from 1999 to 2005. The number of road accidents is highest in 2004 wherein 196,967 cases are involved at a cost of 1,623,081,112 Baht. Motorcycles, sedans, and pickup trucks are predominantly prone to crashes and their respective incidences of crashes are consistently on an increasing trend throughout the seven-year period. Proportions of vehicle types involved in the crashes are shown in Figure 1.2. Motorcycle represents the majority of crash vehicles: Figure 1.3 shows a typical motorcycle crash. Table 1.2 : Road Accidents by Vehicle Types from 1999 to 2005

Vehicle Types 1999 2000 2001 2002 2003 2004 2005

1.Pedestrian 3,839 4,469 4,135 4,592 5,548 5,759 5,529 2.Bicycle 1,425 1,770 1,942 2,584 2,378 2,540 2,499 3.Tricycle 434 454 520 607 782 967 1,051 4.Motorcycle 34,943 37,498 41,215 53,732 66,110 77,642 78,830 5.Motor Tricycle 1,775 1,838 1,852 1,825 2,002 2,178 1,894 6.Passenger Car 29,863 33,392 33,907 39,279 44,337 46,658 43,527 7.Van 3,168 2,477 2,975 3,291 3,551 3,344 3,718 8.Pickup Truck 20,707 21,372 22,785 26,116 31,099 34,555 32,862 9. Bus 3,343 3,533 3,618 3,823 4,509 4,433 3,954 10.6 Wheels Truck 2,666 2,624 2,696 3,220 3,762 3,960 3,696 11.10 Wheels Truck 3,774 3,780 3,668 4,523 5,510 6,141 5,330 12.Farm-Vehicle 385 340 223 356 403 385 415 13.Taxi 3,654 4,048 4,530 4,740 5,555 5,927 5,560 14.Others 1,272 1,362 1,366 1,912 2,256 2,478 2,878 Total 111,248 118,957 125,432 150,600 177,802 196,967 191,742 Total Accident Cost (Baht) 1,345,985,811 1,242,205,524 1,240,801,187 1,494,936,815 1,750,960,040

1,623,081,112 3,238,226,110

Source: Royal Thai Police

16,727

124,530

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Figure 1.2: Percentage of Vehicle Types in Crash from 1999 to 2005

Figure 1.3 : Typical Motorcycle Crash

Percentage of Vehicles in Carsh.

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

1999

2000

2001

2002

2003

2004

2005

Year Pedestrian

Bicycle

Tricycle

Motorcycle

Mortor Tricycle

Passenger Car

Van

Pickup Truck

Heavy Bus

6 Wheels Truck

10 Wheel or more Truck

Farm Vehicle

Taxi

Others

Crash

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02,0004,0006,0008,000

10,00012,00014,00016,00018,00020,000

1997 1998 1999 2000 2001 2002 2003 2004 Year

Accidents on National Highways

Accidents Fatalities Injuries

1.3.2 Accidents on National Highways Some 17 % of the road accidents occurred on Department of Highways’ roads. Table 1.3 and Figure 1.3 show the number of crashes, fatal accident cases and accident-related injuries occurring on highways from year 1997, when the number was 12,429, to year 2004 when the records reached 18,547. The peak of accident-related fatalities, however, occurred in the year 1997. Table 1.3 : Accidents, Accident-Related Fatalities and Injuries on National Highways,

1997 – 2004

1997 1998 1999 2000 2001 2002 2003 2004

Number of Accidents 16,160 13,902 13,343 12,429 15,341 15,066 15,171 18,547

Fatalities 4,097 2,891 2,184 2,231 2,212 2,265 2,023 2,324

Injuries 18,409 13,281 10,753 11,035 12,712 13,285 12,984 18,381

Source: Bureau of Traffic Safety, Department of Highways

Figure 1.4 : Accidents, Accident-Related Fatalities and Injuries on National Highways, 1997 - 2004

Figures 1.5 to 1.7 show rates of crash occurrence per 100,000 population, 10,000 vehicles, and related fatality and injury rates.

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Figure 1.5 : Rates (Accident Cases Injuries and Fatalities per 100,000 Population) on National Highways from 1995 to 2004


Figure 1.6 : Rates (Number of Accident Cases Injuries and Fatalities per 10,000 Vehicles) on National Highways from 1995 to 2004

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Source: Department of Highways

Figure 1.7 : Rates (Number of Accident Cases Injuries and Fatalities per 1,000 Million Vehicle-Km) on National Highways from 1995 to 2004

As shown in Figures 1.5 to 1.7, the rates of accident and injury occurrence was on a decreasing trend from 1995 to reach the trough in 2000 before rising in the subsequent years. The fatality rate, however, has been decreasing since 1995, its graph showing a nearly constant trend in recent years. 1.3.3 Road Crashes during Songkran and New Year Songkran and the New Year are the two major festival seasons in Thailand for Thai families to unite and celebrate. The occasions give rise to spikes of vehicular trips which in turn have led to increasing accident rates and fatalities. • Road Accidents during Songkran Festival Songkran is celebrated from April 8th to April 17th in years 2005 and April 7th to April 16th in years 2006. Table 1.4 compares the number of deaths and injuries during the said period for the years 2005 and 2006. Accident fatality peaks on April 13rd for both years. Injuries and deaths in 2005 were 2,817 and 79 respectively. Similar statistics for 2006 were down to 1,161 and 89, which represents a 58.8 percentage reduction in injuries from the previous year. This significant drop in of accident and fatality rates, shown in Figure 1.8, has been attributable to an awareness campaign implemented by the government which aimed at reducing road crashes during the Songkran festival.

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Table 1.4 : Road Accidents during Songkarn Festival, 2005 and 2006

2005 2006 Date

Injuries Fatalities Date

Injuries Fatalities April 8th 754 27 April 7th 314 30 April 9th 1,064 50 April 8th 496 38

April 10th 1,226 48 April 9th 450 42 April 11st 1,297 45 April 10th 491 28 April 12nd 1,805 62 April 11st 523 56 April 13rd 2,817 79 April 12nd 764 60 April 14th 2,151 40 April 13rd 1,161 89 April 15th 2,004 60 April 14th 780 50 April 16th 1,221 44 April 15th 554 48 April 17th 2,056 41 April 16th 452 35

Total (10 Days) 16,395 496 Total (10 Days) 5, 985 476 Source: Department of Disaster Prevention and Mitigation Figure 1.8 : Road Accident Fatalities during Songkran Festival, 2005 and 2006

0

10

20

30

40

50

60

70

80

90

1 2 3 4 5 6 7 8 9 10

Fatalities During the 2005 - 2006

Songkarn Holiday

Fatalities in 2005

Fatalities in 2006

1 INTRODUCTION


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• Road Accidents during the New Year The New Year is celebrated from December 29th to January 4 th. Data relating to deaths and injuries from the road accidents during the period are displayed in Table 1.5. The highest number of deaths and injuries occur on December 31st. Table 1.5: Number of Deaths and Injuries from Roadway Accidents during New Year

Festival from the Year 2005 to 2006

2005 2006 Date Injuries Fatalities Injuries Fatalities December 29th 839 40 495 37 December 30th 1,266 73 867 81 December 31st 1,849 98 999 87 January 1 st 1,706 95 947 78 January 2 nd 1,220 66 572 59 January 3 rd 952 51 456 51 January 4 th 715 46 432 41 Total (7 Days) 8, 547 469 4, 772 434

Source: Department of Disaster Prevention and Mitigation Figure 1.9 compares the deaths and injuries during the New Year from the year 2005 to 2006. The significant reduction in injuries and deaths in 2006 has also been partly the outcome of the crash prevention campaign by the government designed to caution motorists against careless and/or drunken driving.

Figure 1.9 : Fatalities and Injuries during New Year from 2005 to 2006 ( for the 31st December)

0

10

20

30

40

5060

70

80

90

100

29 Dec. 30 Dec. 31 Dec. 1 Jan. 2 Jan. 3 Jan. 4 Jan.

Fatalities During the 2005 - 2006

Fatalities in 2005

Fatalities in 2006

1 INTRODUCTION


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1.4 Definition of Traffic Accident 1.4.1 Definition of Casualties A Slight injury is a person injured as a result of a road accident, and the person is not admitted to the hospital as an 'out patient' A Serious injury is a person injured as a result of a road accident, and the person is admitted to the hospital as an 'in patient' A disability shall mean those who are afflicted with any of the conditions listed below resulting in complete paralysis or uncontrollable movements of body organs, such as the head, torso, limbs and hands.

• Muscular weakness in the torso and limbs. • Inability to control movements of the torso or limbs. • Seizure of the joints. • Malfunctioning of the joints or organs for movement.

Severity of disability Type of

Disability 1 2 3 4 5 Physical or neuro-motor disability

With visible physical defects that do not hamper daily activities.

Difficulties in moving torso and limbs, but still capable of daily activities.

Paralysis of torso, hands, and/or one limb (less than half-body disability); incapable of daily activities.

Paralysis of torso, hands and/or a combination of two limbs (half-body disability); incapable of daily activities.

Paralysis of torso, hands and/or three limbs or more ( greater than half-body disability); incapable of daily activities.

A Fatality is a person killed as a result of a road accident, provided that the death occurs within 30 days in hospital.

1 INTRODUCTION


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1.4.2 Definition of Crashes A fatal crash is one in which one or more persons are killed as a result of the accident, provided death occurs within 30 days (Vienna Convention 1968). A serious crash is one in which there are no deaths, but one or more persons are seriously injured. A serious injury is defined in the UK as either one for which a person is detained in hospital as an 'in patient', or if any one of the following injuries are sustained whether or not he or she is detained in hospital: fractures, concussion, internal injuries, crushing, severe cuts and lacerations, or severe general shock requiring medical treatment. In the UK this category includes deaths occurring after 30 days. A slight crash is one in which there are no deaths or serious injuries, but a person is slightly injured. This will be an injury of a minor character such as a cut, sprain or bruise. A damage only crash is one in which no one is injured, but damage to vehicles and or property is sustained. Source : DFID 2003

2 REVIEW OF METHOLOGIES


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2 REVIEW OF METHODOLOGIES

This chapter reviews methodologies for determining the cost of road crashes. Section 2.1 review the methodologies used in various countries, and section 2.2 those used in Thailand.

2.1 International Experience in Estimating Crash Costs Road crashes are a major cost in all communities. Crashes not only cause death and injuries to people but also have other social and economic costs including grief, hardship, property damage and government infrastructure. While it may be difficult in some instances, it is necessary to place an economic (monetary) value on the costs of road crashes. It is necessary because it allows management of this issue by assisting in directing limited resources into areas where they will have the most effect.

The development of road crash costing systems has been ongoing in the developed countries. These systems are comprehensive and do allow for not only best safety improvement options to be developed for limited budgets but also to allow better assessment of the cost effectiveness of intervention programs that have been implemented.

The systems have been based on either the human capital or willingness to pay approaches to take account of the fatality and injury part of the total crash cost.

The Human Capital Approach (HC) is based on the value of the person in the economic production process and that to prevent a crash will lead to saving the potential loss in productivity incurred when a person is killed or injured.

The Willingness to Pay Approach (WTP) is based on an individual’s assessment of their crash risk and what they are prepared to pay to reduce or minimize this risk.

This study uses the human capital approach. The approach has been widely used in developing countries as it is relatively simple to calculate compared to the WTP approach which is commonly used in developed countries. A recent study of economic costs of road crashes summarizes the approaches used in a number of countries (See Table 2.1).

The UK Department of International Development (DFID) has recently published guidelines for estimating the cost of road crashes in developing countries (DFID Project R7780 2003). In the guidelines, the HC method was recommended for use in developing countries, with sums added to reflect ‘the human costs’ which take account of pain, grief and suffering of the people involved. The main cost components in the Human Capital method thus include: • Property damage. • Administration costs. • Lost output. • Medical costs. • Human costs and Effect on the poor.



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In examining how various countries have approached the development of a system to calculate crash it is very clear that the major limitation encountered is data availability and data integrity. Therefore to look for a guiding framework for the development of a road crash costing system for Thailand it has been decided to look closely at a system operating in a highly developed country then examine the issues that are relevant to Thailand. Table 2.1: Costing Methods and Estimates of Economic Costs of Road Crashes

Source : Mohan Dinesh Proceedings First Safe Community on Cost of Injury, Viborg, Denmark, October 2002, pp 33-38



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Example Road Crash Cost System

The Australian road crash costing system will be considered as the desired framework. This system is typical of other developed western countries and uses the human capital approach to value the fatal and injury costs. Much of the base information is drawn from “Road Crash Costs in Australia”, Report 102, BTE Canberra 2000.

The Australian crash cost system has several components. These are grouped under three categories:

• Human costs • Vehicle costs • General crash costs The human costs category examines several areas and proposes a method for establishing a monetary value for each. These areas are:

• Value of lost labour • Quality of life • Medical costs • Long term care • Coronial costs • Premature funeral costs • Legal costs • Correctional services (prisons) costs • Workplace disruption and staff replacement In the vehicle costs category the following areas are considered:

• Repairs costs • Towing • Time lost due to vehicle unavailability The general crash costs category includes broader areas of:

• Non-vehicle property damage • Police costs • Costs of fire services • Insurance administration • Travel delay costs It is a comprehensive system covering a broad range of direct and indirect costs that can be attributed to road crashes. It is dependent on a wide range of data that needs not only to be accurate and current but also available on an ongoing basis. While this paper looks at the Australian system as the desired framework, it should be recognized that there are many similar systems in Europe, e.g. Germany and Denmark.



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It is recognized that the data/information for this system may not be available in many developing countries but by adopting this type of framework, more elements may be added to a category when the necessary data becomes available. To better understand the Australian crash cost system each category will be examined in more detail and where possible examples from developing countries road crash cost systems will be discussed to show how the principles of the Australian system have been met.

Road Crash Database The fundamental building blocks for a road crash cost system are contained in the road crash recording systems. The severity, type, location, contributing factors, injuries sustained, time, date, gender and road conditions are some of the elements of a good road crash recording system. Many of these are required if road crash costs are to be determined on a national basis. In Australia the recording of fatalities from road crashes is at a high standard with data integrity and timeliness both excellent. The level of confidence for injury and property damage data is less although it remains high compared to that available in developing countries. The important principle to take from the Australian system is that the effectiveness of any road crash cost system is extremely dependent on a stable, accurate, broad and timely road crash database.

2.1.1 Human Costs Value of Lost Labour This is calculated on the loss of working time that is attributable to the road crash. For a fatality or permanent incapacity this is derived from the amount of working life that a person would have been expected to have based on gender specific life expectancy data. This can be equated to average wage rates by gender and use to calculate a monetary value. This amount is then discounted back to the present day value for inclusion in the system. There are various economic views on how these values are calculated but the principles remain the same. There is also a method for calculating a value for the loss of a person who works in the home or on voluntary community service. This is an added complexity.

The issues to note from this message is the use of average wage rates which is an appropriate measure in an egalitarian society like Australia but may not apply in developing countries where wage systems are less structured and more skewed.

Quality of Life The loss of quality of life is an acknowledged but difficult to define result of road crashes. The human capital method does not traditionally try to estimate on economic value for this. The Australian system uses court awards and settlements as a measure of the quality of life. This has significant problems relating to consistency and philosophically what is taken into account in the Court deciding on an amount. Additionally there are upper limits placed on the amount that can be awarded in some jurisdictions. There are many ways the loss of quality of life can be calculated, all with their strengths and weaknesses. Proponents of the WTP approach advocate the use of this approach to value the loss of quality of life. In Great Britain, this component is calculated as a percentage of the total fatal cost, the value of which was shown in the Table 2.2 below.



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Table 2.2 : Human Costs (reflecting pain, suffering) as a Percentage of the Total Fatal Crash Cost Great Britain

Source: DFID Project R7780 2003

Other European countries use different values to reflect pain, grief and suffering in the human costs. These values are given as a proportion of the total fatal casualty cost for a crash as shown in Table 2.3. In its 1995 Overseas Road Note 10: Costing Road Accidents in Developing Countries, the UK Transport Research Laboratory suggested that the following percentages should be added to reflect pain grief and suffering: • 28% of total costs for a fatal crash. • 50% of total costs for a serious crash. • 8% of total costs for a slight crash. • 0% of total costs for a damage only crash. Thailand has used such values in its 1997 Road Safety Master Plan Study.

Medical Costs

This includes all medical treatment, transport to and from hospitals and costs associated hospital based with longer term care and rehabilitation. This information is dependent on knowing the type and severity of injury and the location of the treatment. Australia also considers three types of injury in determining costs fatality serious injury (hospitalization) and minor injury (out patient). The methodology calculates average costs for each of these injury types so that can be applied to the data obtained from the comprehensive road crash data base. Long Term Care This involves the costs associated with the long term care of crash victims outside of the hospital system. The methodology uses numbers of people with disability derived from census data with average cost of care of people as measured by government funding for care institutions per capita. This cost area will be difficult to measure in developing countries where the long term care is principally a family responsibility.



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Table 2.3: Human Costs as a Proportion of the Total Fatal Casualty Cost for a Crash in European countries

Source: COST 313: Socioeconomic Cost of Road Accidents,Report EUR 15464 EN, Brussels, Commission of the European Communities. (Alfaro, J-L., Chapuis, M., Fabre, F. (Eds) 1994) (Cited in DFIC Project R7780 2003)

Coronial Costs In Australia all road deaths are investigated by the Coroner and this item takes into account the costs associated with these investigations. Premature Funeral Costs Unexpected death caused by a road crash can create a financial burden on families due to the high cost of funeral and the general lack of savings for these events. This cost area looks at the extra cost caused by the premature nature of the event which may force borrowings or the use of savings that were to be used for another purpose. This item may not be easily quantified in Thailand.



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Court Costs The legal or court costs included in this area are those arising from insurance claims and those arising from criminal action being pursued. These costs are deduced from insurance company statistics and from police prosecution records respectively. This item may not be easily quantified in developing countries.

Correctional Services Costs These are the cost of imprisonment, periodic detention or community service orders relating specifically to imprisonment for road crash related misdemeanors.

Workplace Disruption & Staff Replacement The relates to the loss of productivity costs for people returning from road crash injury and the costs of overtime or temporary staff required while injured person is unable to work. Measurement of this is difficult in Australia and may be more so in developing countries.

Summary There are many cost areas considered in the Australia system and not all may be applicable in developing countries. They do however provide a sound framework to consider the type of road crash cost system that best suits the local conditions and particularly data availability. To assist on looking of priorities the following Table 2.4 showing the relative contributions to overall human costs made by each of these areas. This will assist in the setting of priority areas for cost evaluation.

Table 2.4: Percentages of various components of human costs Area % of total human costs Lost labour 37.19 Quality of life 21.10 Medical costs 4.31 Long term care 23.73 Coronial costs 0.01 Premature funeral 0.04 Legal costs 9.7 Correctional services 0.2 Workplace disruption 3.73



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2.1.2 Vehicle Costs Repair Costs These costs are dependent on many factors including severity of crashes, type of vehicles involved and location of repair shop. Australian data is obtained from insurance records and allow for all of the critical factors. Linking these costs to type of crash based on fatal, serious injury and minor is more difficult as insurance data does not include information on injuries involved. It is likely this will be more difficult to link in a developing country situation.

Towing These costs relate to moving the vehicle from the scene and data is directly available from insurance companies. The linkage to the crash type remains difficult. Time Lost due to Vehicle Unavailability

Vehicle unavailability is a cost, in addition to the direct cost of repairs. For a commercial operator, e.g. taxi this downtime may mean lost business, employee time wasted, or work delayed or cancelled. For a private owner, downtime may mean inconvenience due to a need to use public transport, lost leisure time, or some abandoned trips. It is not feasible to value these individual losses, but the maximum and minimum losses expected due to vehicle unavailability have been estimated in terms of hiring cost of a replacement vehicle and the average total cost of owning the vehicle over the period it is unavailable.

It is noted that many cases of minor damage need not be repaired immediately, or at all. The owner can reduce the cost of unavailability by choosing a convenient time make the repair. 2.1.3 General Crash Costs

These are the costs that are not directly related to the level of severity of the crash.

Non-vehicle Property Damage

Damage to property such as traffic signals, traffic signs or other street furniture, guard rail is common outcome of road crashes. Estimation of the value of non-vehicle property damage requires knowledge of what is being damaged and how often. In Thailand road authority such as the Department of Highways has a good statistics on the cost of damage to the Department’s property. Police Costs Information on police response, attendance and investigation times is required in order to make estimation of the average time spent on specific crash-related police activities. In Australia, these include administration of reported crashes, notification of next of kin, coronial attendance and investigation, crash investigation and road audits.



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Cost of Fire Services

In fatal and serious crashes and whenever there is a need for their specialized fire control, hazard management and rescue assistance, the fire crew will attend and remain at the scene of a crash until it has been cleared and there is no further hazard to motorists or to the general public.

Insurance Administration In providing insurance cover for vehicles, the insurers incur expenses known as underwriting costs, which are the costs of administering claims. . Travel Delay Costs

Road crashes can result in travel delays to other motorists, particularly in the urban area. Such delays impose costs as the time lost queuing in traffic has a productive value. In estimating the cost of the delay, it is necessary to know values on travel time saved and lost. Values of 44 to 68 per cent of the wage rate for travel time lost and 35 to 41 per cent for travel time saved were proposed and adopted in the Australian method.

Summary

The various component of general crash costs are summarized in Figure 2.1

Figure 2.1: Summary of General Crash Costs

2.1.4 Summary

In this section, a review of Human Capital Approach was given. The Australian method was reviewed in more detail so as to gain a greater understanding of the method so that the Consultant can apply the principles to the current study of crash costing in Thailand.



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2.2 National Experience in Estimating Crash Costs Research Work on Economic Losses of Road Accidents in Thailand. There are quite a number of research projects on the analysis of economic losses from road accidents in Thailand. Virtually all of these have adopted the human capital approach in estimating the losses. Work at the national level includes Direk Patamasiriwat (1994), R. Tosutho (1997), Angsana Boontam (2001), Worawate Suwanrada (2005), and Paramet Luathep and Yordphol Tanaboriboon (2005). Studies limited to road accidents in Bangkok are Prapee Komnamoon (1979), Chareonrat Promglam (1998), Rungnapa Kradang-Nga (1999), and Wanapa Sumiratana (1996). Other studies, such as Watana S. Chanchareon et. al. (1993) and Supachai Kunaratanapruek et. al. (1995), focus on medical costs of road accidents. It is possible to classify the methods used in these studies according to the three types of losses, as follows. (See Table 2.5 for summary of the time period, the level of data, and the type of losses in these research studies.) 2.2.1 Lost Output The opportunity cost of lost output from road accidents can be divided into 3 groups: • Lost output due to death, • Lost output due to injury (full recovery or continuing disability), • Lost output among care takers of the injured and the disabled. (See summary of the methods used in estimating lost output due to death in Table 2.6, and that of the methods used in estimating lost output due to injury and care taking in Table 2.7)

Most research projects on road crash costs in Thailand include only lost output due to death and injury of the victims, and do not take into account lost output due to care taking of the injured. However, there are three studies [Direk Patamasiriwat (1994), R. Tosutho (1997), and Worawate Suwanrada (2005)] which attempt to quantify the loss of income of those who carry the burden of caring for the disabled.

In estimating lost output, most researchers use the same principle by examining losses in terms of time and income which should have been earned during the remaining working life of the dead. In the case of injury, income losses are estimated during and after the hospitalization period, both for the injured and their care takers. Therefore, it is necessary to make projections of future income for those affected by accidents. The methods of income projection are elaborated clearly in Prapee Komnamoon (1979), Direk Patamasiriwat (1994), R. Tosutho (1997), Worawate Suwanrada (2005), and Angsana Boontam (2001). The methods used differ from one another. Worawate Suwanrada (2005) calculates foregone income from the “wage function” which relates wage income to age, and is estimated based on the data from a work status survey by the National Statistical Office. R. Tosutho (1997) estimates average income classified by age from the “earning function”, while Direk Patamasiriwat (1994) derives average income classified by age and gender from a set of survey data by the National Statistical Office.



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There are also differences in income growth rate and discount rate which is needed to convert future values into present values. Direk Patamasiriwat (1996) sets the average income growth and the social discount rate at 5.5% and 4% per year respectively. Prapee Komnamoon (1979) uses the discount rate of 12% per year, while Worawate Suwanrada (2005) allows income to grow at 6% per annum, and discounts any future values at 3% per annum.

2.2.2 Medical Expenses

Medical service for accident victims can be divided into two periods: emergency medical service before reaching hospitals, and hospital care. (See summary of estimation methods for medical costs in Table 2.8.) Direk Patamasiriwat (1996) studies pre-hospital medical costs by relying on data provided by three hospitals in Bangkok – Rachawithee, Wachirapayabarn, and Bangkok. He defines “pre-hospital care” as the emergency preliminary medical service provided at the scenes of the accidents, including delivery to the hospital.

Medical cost can be analyzed from 2 viewpoints: medical expenses actually paid by patients to hospitals, and the actual cost incurred by hospitals. Prapee Komnamoon (1979) distinguishes two groups of patients: out-patients who are slightly injured and not required to spend a night in hospital, and in-patients who sustain medium to serious injuries and are required to be hospitalized for 3 – 80 days. Prapee uses data from Siriraj Hospital, Ramathibodhi Hospital, and Central Hospital to estimate the economic cost of medical care in road accidents. It should be observed that Prapee Komnamoon (1979), as well as Direk Patamasiriwat (1996) and Paramet Luathep and Yordphol Tanaboriboon (2005) rely on data from only state-owned hospitals, while Watana S. Chanchareon et. al. (1993) utilizes random samples from both state-owned and private hospitals for their medical cost estimation. R. Tosutho (1997) tries to detect the trend and finds that medical cost for in-patients in state-owned hospitals increased during the 1991-1995 period.

2.2.3 Property Damage Cost and Other Costs

Most road accidents involve damages to public and private properties including vehicles, roads, and traffic signs and equipment. (See summary of estimation methods for property damage and other costs in Table 2.9) Prapee Komnamoon (1979) classifies property into vehicles and other property, and uses questionnaire-based survey data in 1976 for Bangkok to estimate vehicle repair cost, insurance-related cost, and time cost of other third-party individuals. He finds vehicle damage cost to be higher than other property costs. Direk Patamasiriwat (1994) and R. Tosutho (1997) estimate property damage cost both for the private and public sectors.

Besides the costs mentioned above, road accidents entail other costs, such as police and judicial administrative cost, and insurance administrative cost. One type of cost whose valuation is the most difficult of all, is “pain, grief, and suffering” experienced by the victims and their loved ones – generally called “human cost”. Paramet Luathep and Yordphol Tanaboriboon (2005) try to include these other costs, including emergency medical service cost. They follow the method recommended by the Transport Research Laboratory (1995) and modified by Mohan (2002) in setting human cost as a percentage of total accident cost : 20% in the case of fatality, 50% in the case of serious injury, and 1% in



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the case of slight injury. Worawate Suwanrada (2005) also includes the human cost as part of the economic loss of accidents, and he also uses the Mohan modified TRL recommendation as that adopted by Paramet Luathep and Yordphol Tanaboriboon (2005). Worawate Suwanrada (2005) also examines court decisions and concludes that the compensation amounts for car accident victims granted by the Thai court cannot be used as the “shadow price” for human cost.

Table 2.5 : Time Period, Level of Data, and Type of Losses in Reviewed Research Work

Research Work (Year of Study)

Year of Loss Year of Data Type of Losses

Prapee Komnamoon (1979) 1976 Bangkok 1. Lost output

2. Medical cost 3. Vehicle and other property damage 4. Others

Direk Patamasiriwat (1994) 1992 Country-wide 1. Lost output of the dead 2. Reduced output of the disabled 3. Medical cost 4. Lost output in taking care of the injured 5. Property damage

Watana S. Chanchareon et. al. (1993) 1993-1994 Bangkok and Central Region

Medical cost

Supachai Kunaratanapruek et. al. (1995) 1993-1994 Country-wide Medical cost

R.Tosutho (1997) 1981-1995 Country-wide 1. Medical cost 2. Property damage 3. Lost income 4. Opportunity cost of the injured, the disabled, and their families

Angsana Boontam (2001) 1995-2002 Country-wide Lost output by fatality Paramet Luathep and Yordphol Tanaboriboon (2005)

2002 Country-wide 1. Medical cost 2. Lost output by death and injury 3. Property damage 4. Administrative cost of insurance companies 5. Emergency medical cost 6. Human cost



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Table 2.5 : Time Period, Level of Data, and Type of Losses in Reviewed Research Work (continued)

Research Work (Year of Study)

Year of Loss Year of Data Type of Losses

Chareonrat Promglam (1998) 1996 Bangkok and

Central Region 1. Lifetime income loss 2. Medical cost 3. Vehicle damage 4. Causing delays to other road users

Rungnapa Kradang-Nga (1999) 1 October 1997 - 30 September

1998

Bangkok Medical cost

Direk Patamasiriwat (1994) 1996 Bangkok Pre-hospital Medical cost

Wanapa Sumiratana (1996) 1 July – 30 September

1995

Bangkok Medical cost

Worawate Suwanrada (2005) 2002 Country-wide 1. Lost output by death 2. Lost output by injury and disability 3. Lost output by care taking for the injured and the disabled 4. Medical cost 5. Property damage 6. Human cost (pain, grief, and suffering)



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Table 2.6 : The Methods Used in Estimating Lost Output Due to Death in Reviewed Research Work

Research Work (Year of Study) Estimating Formula Source of data

Prapee Komnamoon (1979) ,

,

, /(1 )j i

i jdeath

Ej i i t

tt AGE

Y y r=

= +∑

AGE(death) : Age of the deceased En:age at the last year of the working life for i Ydi : income per head of i at year t (discount rate 12% p.a.)

Income per head from NESDB The number of deaths from the Traffic Police, 1976

Direk Patamasiriwat (1994)

,

, /(1 )j

average

j ideath

AGEi j i t

tt AGE

W w ρ=

= +∑

Wi : income loss for i j : gender , AGE ave

i,j: average longevity by sex AGEdeath

j : age of i in the year

of accident Wt

j,i: average income by age by sex at year t ρ : Social Discount rate 5 %

p.a.

Average income by age by sex, and longevity from the National Statistical Office

Direk Patamasiriwat (1996) Accumulative income from ages 25 – 65 for males and females; monthly wage by age group (inflation adjusted); wage income increases by 5.5% p.a., and social discount rate at 4% p.a. (N1 x Prob x lifetime income) N1: Number of casualties Prob : Probability of life saving

Monthly wage from the National Statistical Office N1 and Prob from the National Statistical Office; lifetime income from own calculation

R. Tosutho (1997) 60

1* 3i

i ty N

= +∑

N3 : Number of deaths in each age group Yi : income at age i , t : age at the death

Average income from the earning function as determined by age, education, gender, and occupation; and from the National Statistical Office survey in 1988.



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Table 2.6 : The Methods Used in Estimating Lost Output Due to Death in Reviewed Research Work (continued)


Angsana Boontam (2001) Number of lost years for

individuals YLL(i,j)=AGE(aver j,t) -

AGE (death,t) Number of total lost years

,

,

j it t

j i

YYL YLL=∑

AGE(aver j,t): average age of sex j in year t AGE(death,t): age of the deceased in year t

Longevity (male = 70, female= 75) from the National Statistical Office. Number of deaths by sex and age group from the Public Health Ministry.

Loss in national income (Baht/person/year)

LOSTt = YYLt x incomet LOSTt : economic loss in year t YLL(t) : Number of total lost years in tear t Income(t) : income per head in year t

National income data from NESDB

Paramet Luathep and Yordphol Tanaboriboon (2005)

Lost output in fatality = GDP per head x (Retiring age – Average age of the deceased) / [1 - (discount rate + income growth rate) ] GDP per head = 84,877 baht Retiring age = 60 years Average age of the deceased = 31.7 years Discount rate = 6.75 % Income growth rate = GDP growth = 6%

Public Health Ministry, Khon Kaen Hospital, NESDB, and the National Statistical Office

Worawate Suwanrada (2005) Lost output = Number of casualties x Foregone Income Foregone Income is calculated from a wage function, showing relationship between wage and age

Number of casualties from the Public Health Ministry and “Survey on Disability in 2002” by the National Statistical Office. The wage function estimation uses data from the labour force survey round 3 in 2002 by the National Statistical Office.



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Table 2.7 : The Methods Used in Estimating Lost Output Due to Injury in Reviewed Research Work


R. Tosutho (1997) Lost output of the injured (TL3)

N1 x (23/365) x AI N1: Number of injuries in each year 23:average days of hospitalization AI: average annual income = 26,520 baht

Number of injuries from the National Statistical Office; average days of hospitalization and average annual income from Watana S. Chanchareon et. al. (1993)

Lost output of the disabled (TL4)

N2 x (6000/365) x AI N2= Number of disabilities in each year Lost working days : 6,000 days AI : average annual income = 26,520 baht

Number of disabilities from the National Statistical Office; average days of hospitalization and average annual income from Watana S. Chanchareon et. al. (1993); lost working days from the Nation Council

Lost output of relatives (TL5) N1 x (23/365) x AI

N1: Number of injuries in each year 23: average days of hospitalization AI : average annual income = 26,520 baht

Number of injuries from the National Statistical Office; average days of hospitalization and average annual income from Watana S. Chanchareon et. al. (1993)

Prapee Komnamoon (1979) Lost output of the injured (L) L= (Yd- Cd) x I x (d1+d2)/365

(using The Loss of Net Output approach) Yd = annual income per one injury Cd= annual consumption per one injury d1 = lost working days due to serious injury d2 = lost working days in the future I = number of injuries in each year

Annual income from NESDB Lost working days due to serious injury and lost working days in the future from the Labour Department, Ministry of Interior, 1972 Number of injuries from Traffic Police, 1976



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Table 2.7 : The Methods Used in Estimating Lost Output Due to Injury in Reviewed Research Work (continued)



Lost output due to serious injury = average lost working days x average wage rate average lost working days = 30 days average wage rate = 326 baht per day

The Public Health Ministry, Khon Kaen Hospital, and from the National Statistical Office

Lost output due to slight injury = average lost working days x average wage rate average lost working days = 2 days average wage rate = 326 baht per day

The Public Health Ministry, Khon Kaen Hospital, and from the National Statistical Office

Worawate Suwanrada (2005) Lost output of the injured and their care providers = Number of injuries x days of hospitalization x average daily wage

Number of injuries from the Public Health Ministry; number of days in hospital from Watana S. Chanchareon et. al. (1993), Supachai Kunaratanapruek et. al. (1995), and a report on health and welfare survey in 2003



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Table 2.8 : The Methods Used in Estimating Medical Cost in Reviewed Research Work


Prapee Komnamoon (1979)

Medical cost per serious injury = Average hospital cost per person per day x days in hospital x number of serious injuries in Bangkok in 1976 Average hospital cost per person per day = Total annual hospital cost / (number of beds x 365)

Siriraj Hospital, Ramathibodhi Hospital, and Central Hospital

Medical cost per slight injury = Average hospital cost per person per day for out-patient x number of slight injuries in Bangkok in 1976 Average hospital cost per person per day for out-patient = Total hospital cost / number of out-patients

Siriraj Hospital, Ramathibodhi Hospital, and Central Hospital

Watana S. Chanchareon et. al. (1993)

EXP = 13.932-11.09HOS+21.804OPN EXP = Medical cost HOS = type of hospital OPN = doctor’s opinion on the degree of injury

Questionnaire-based surveys in 2 state-owned hospitals and 4 private hospitals in Bangkok, Samutprakarn, Samutsakorn, and Kanchanaburi

Direk Patamasiriwat (1996)

Investment in medical equipment, communication equipment and radio centers, together with personnel training expenses. Operating expenses: wages and salaries, fuel, medical supplies, maintenance and depreciation of ambulances and equipment.

Naraintorn emergency unit at Rajavithee Hospital, Life-saving unit at Wacharapayabarn Hospital, and Motorlance unit at Bangkok Hospital.

R. Tosutho (1997) Medical cost (Treatment) Treatment = N1 x 4,542 x CPI N1 : number of injuries in a year 4,542 : in-patient medical expenses in state-owned hospitals CPI : consumer price index

number of injuries in a year and consumer price index from the National Statistical Office; in-patient medical expenses in state-owned hospitals from Watana S. Chanchareon et. al. (1993)


Hospitalization cost per injury x number of injuries

Khon Khaen Hospital

Worawate Suwanrada (2005)

Number of injuries x average hospitalization expenses

Number of injuries from the Public Health Ministry; hospitalization expenses from Watana S. Chanchareon et. al. (1993), Supachai Kunaratanapruek et. al. (1995)



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Table 2.9 : The Methods Used in Estimating Property Damage and Other Costs in Reviewed Research Work


Prapee Komnamoon (1979)

1. Vehicles Damage cost per vehicle = [N1+ (1.8xN2) + (3.6xN3) + (6.9xN4)] N1 : number of “property damage only” accidents N2 : number of “slight injury” accidents N3 : number of “serious injury” accidents N4 : number of “fatality” accidents

A survey in Bangkok

2. insurance expenses = Accident rate in BKK x nation-wide insurance expenses Accident rate in BKK = 100 x number of accidents in BKK / number of accidents in the whole country

Nation-wide insurance expenses from the Commerce Ministry; number of accidents in BKK and number of accidents in the whole country from the Police Department

3. Time loss = Time lost due to accidents in a year x time value per person per hour x average passengers in a car x number of accidents in a year Time lost =1.40 hours, time value per person per hour = 4.4 baht/hour for passenger cars, 1.7 baht/hour for buses

Time lost due to accidents in a year and time value per person per hour from a survey; average passengers in a car and number of accidents in a year from the Police Department

R. Tosutho (1997) Value of property damage = Automobile x CPI Automobile : number of damaged cars due to road accidents, CPI : consumer price index

Number of damaged cars due to road accidents from the Insurance Department; consumer price index from the National Statistical Office



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Table 2.9 : The Methods Used in Estimating Property Damage and Other Costs in Reviewed Research Work (continued)



The sum of vehicle damage cost and public property damage cost

The National Police Office, and the Highway Department

Insurance administrative cost is all expenses borne by insurance companies

Insurance companies

Emergency medical service cost (EMS) = Labor cost + material cost +capital cost Labor cost = wage + overtime of rescue team and staff Material cost = office materials + medical supplies + fuel and maintenance cost capital cost= command control center + vehicle parking and garage + EMS room + ambulances and tool + durable articles

EMS unit at Khon Khaen Hospital

Property damage loss = Number of damaged parties x Property damage cost per damaged party

“Statistics of Road Accident Cases” by the National Police Office

Human cost (pain, grief, and suffering) 20% of lost output in fatality accidents 50% of [lost output from injury + medical cost] in case of in-patients 1% of [lost output from injury + medical cost] in case of out-patients (Mohan (2002))

2.3 Summary The methodologies for determining road crash costs have been reviewed from both international and national experiences. Cost components that are common in most of the methods reviewed are:

• Loss of productivity ( due to death, injury, disability of crash victims and their carers)

• Property damage costs - Vehicle costs ( repair, towing and vehicle unavailability cost) - Non-vehicle costs (public infrastructure e.g. guard rail, traffic signal poles)

• Medical and Hospital costs • Emergency Medical Services costs



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• Police costs ( emergency response, site investigation, follow-up and administration) • Insurance services costs • Judicial system costs

The UK Transport Research Laboratory (1995) has recommended the use of fixed percentages to add to the total costs of a crash, depending on the severity to reflect the human cost of pain, grief and suffering. For example, 28% for a fatal crash, 50% a serious crash and 8% a slight crash. Thailand has used these values in its 1997 study of road accident costs. A number of countries have used similar values modified from the TRL recommendation including the latest two studies. In the present study, these values will likely to be obtained from interviews with experts and Politicians.

The Australian costing has included funeral costs, correctional services (prisons) costs, coronial costs and workplace disruption and staff replacement costs in its human costs category; costs of fire services and travel delay costs in the general crash costs category. For Thailand situation, a significant component, the emergency rescue costs has been added. These are the costs born by private volunteer foundations which play an important role in the rescue of crash victims or assisting police/medical personnel at the scene of the accident. The present study will thus cover the following cost components:

• Loss of productivity ( due to death, injury, disability of crash victims and their carers)

• Quality of life costs • Medical and Hospital costs • Emergency Medical Services costs • Long term care • Property damage costs

- Vehicle costs ( repair, towing and vehicle unavailability cost) - Non-vehicle costs (public infrastructure e.g. guard rail, traffic signal poles)

• Police costs ( emergency response, site investigation, follow-up and administration) • Insurance services costs • Judicial system costs • Emergency rescue costs, and • Travel delay costs

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3 METHODOLOGY 3.1 Introduction The Human Capital Approach (HCA) has been used for estimating traffic accident costs in Thailand. The cost data were categorized into three groups: human costs, property damage costs, and general crash costs as shown Figure 3.1.

Human Capital Approach

Human Costs Category

Loss of Productivity Costs

Quality of Life Costs

Medical Costs

EMS. Costs

Long Term Care Costs

Property Damage Costs Category

Vehicle Damage Costs

Non-Vehicle Damage Costs

General Crash Costs Category

Insurance Administration

Police Administration

Judicial System Costs

ERS. Costs

Travel Delay Costs

Figure 3.1: Grouping of Crash Costs by Human Capital Approach

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3.2 Human Costs Category The human costs category consists of the loss of productivity costs, quality of life costs, medical care costs, emergency medical services, and long term care costs. 3.3.1 Loss of Productivity Costs The opportunity cost of lost output from road accidents can be divided into 5 groups: 1) Lost output in terms of income loss from fatality 2) Lost output in terms of income loss from disability (both work and non-work) 3) Lost output t in terms of income loss from serious injury (in-patients) 4) Lost output in terms of income loss from slight injury (out-patients) 5) Lost output in terms of income loss involving those relatives and friends who take care

of the injured and the disabled Estimation method for calculating the value of lost output In estimating the value of lost output due to road accidents, we start with the estimation of a wage function which is in the form used in Worawate (2004) and panel data between variables on worker characteristics (age, sex, education, geographical location, and workplace) in each province. These data are obtained from a quarterly survey on work situations for the third quarter of 2004. The wage function is as follows. 2

0 1 2 3 4ln ij i ij ij ij ijWage AGE AGE MALE MARRIEDα α α α α= + + + + + 5 6 7 8ij ij ij ijLABORHOUR FRINGE OTHMON UNDERELEα α α α+ + + + 9 10 11 12ij ij ij ijELEMENT LOWSEC UPSECGE UPSECVOCα α α α+ + + + 13 14 15 16ij ij ij ijUPSECEDU DIPLACAD DIPLVOC DIPLEDUα α α α+ + + + 17 18 19 20ij ij ij ijUNICAD UNIVOC UNIEDU MUNICIPα α α α+ + + + 21 22 23 24ij ij ij ijLEGISLAT PROFESS TECHNIC CLERKα α α α+ + + + 25 26 27 28 29ij ij ij ij ijSERVICE SKILL CRAFT PLANT MININGα α α α α+ + + + +

30 31 32 33ij ij ij ijMANUFAC UTILIY CONSTRUCT WHOLEα α α α+ + + + 34 35 36 37ij ij ij ijHOTEL TRANSPORT FINANCE REALESTα α α α+ + + + 38 39 40 41 1ij ij ij ijEDUCAT HEALTH OTHERJOB SIZEα α α α+ + + + 42 43 44 45 462 3 4 5 6ij ij ij ij ijSIZE SIZE SIZE SIZE SIZEα α α α α+ + + +

47 7ij iSIZEα µ+ (1)

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where lnWAGE is natural logarithm of monthly wage LABHOUR is working hours in a month in a private sector of an

employee of 15 years of age or older AGE is the age of the respondent AGE2 is the age squared of the respondent MALE is the sex of the respondent

MARRIED is the marital status of the respondent OTHERJOB indicates the respondent having more than one job FRINGE indicates the respondent receiving fringe benefit OTHERMON indicates the respondent receiving overtime and bonus

payments UNDERELE represents education below primary school ELEMENT represents primary school education LOWSEC represents lower secondary school education UPSECGE represents upper secondary school education UPSECVOC represents vocational secondary school education UPSECEDU represents teachers training school education DIPLACAD represents academic diploma education DIPLVOC represents vocational diploma education DIPLEDU represents teaching diploma education UNIACAD represents academic university education UNIVOC represents vocational university education UNIEDU represents teachers training university education MUNICIP is municipality area LEGISLAT is legislators, high-ranking officials, and managers PROFESS is professionals TECHNIC is technicians CLERK is clerks SERVICE is waiters and sale persons SKILL is skilled workers in agriculture CRAFT is craftsmen PLANT is plant operators MINING is mining workers MANUFACT indicates the respondent works in manufacturing sector UTILITY indicates the respondent works in utilities CONSTRUCT indicates the respondent works in construction WHOLE indicates the respondent works in wholesale, retail, or

repairing business HOTEL indicates the respondent works in hotels or restaurants TRANSPORT indicates the respondent works in transportation and

communication FINANCE indicates the respondent works in financial sector REALEST indicates the respondent works in real estate business EDUCAT indicates the respondent works in education sector HEALTH indicates the respondent works in health sector

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Note lnWAGE, LABHOUR, AGE and AGE2 are quantitative variables, while others are dummy variables

where MALE : 1 = female, 1 = male MARRIED : 1 = others, 1 = being married

Other dummy variables: 0 = No, 1 = Yes subscript ij is observation j of province i

The estimation use Generalized Least Square method with fixed effect regression model. The fixed effect term or the constant term ( 0iα ) are different in each province i. However, the social and economic structures are different between regions of the country. Therefore, we estimating a wage function for workers in each province by grouping provinces into regions as the Central (except Bangkok and vicinity), Bangkok and vicinity, the North, the Northeast, and the South. From the results of estimation we obtained a wage function for each province. A wage function with only age as an independent variable can be constructed specifically for workers by substituting the value of 1 in the sex variable for a male function and 0 for a female function. And all other variables assume their average values. Then, we have the natural logarithm of monthly wage ( ˆln iWage ) for different age groups in average cases, as shown in Equation 2

2

0 1 2ˆln i i i iWage AGE AGEα α α′= + + (2)

Where 0iα′ is 0iα plus summation of the coefficients of other variables multiplied by their average values.

( )0 0 4 47... 7i i i iMARRIED SIZEα α α α′ = + ⋅ + + ⋅ (3)

However, the purpose of this study is to estimate the value of lost output due to road accidents in maximum and minimum cases. Therefore, we use the concept of interval prediction to calculate the wage functions for different age groups in maximum and minimum cases.

, ,2 2

ˆ ˆln . . ln ln . .i i in k n kWage t s e Wage Wage t s eα α

− −− ⋅ ≤ ≤ + ⋅ (4)

0.05α = , implied that the natural logarithm of monthly wage is within 95% Confidence

interval. For large sample cases we have the value of kn

t−,

2α equal to 1.96. Then,

ˆ ˆln 1.96 . . ln ln 1.96 . .i i iWage s e Wage Wage s e− ⋅ ≤ ≤ + ⋅ (5)

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Where . .s e is the value of forecast standard error, ( )( )12ˆ. . 1us e X X X Xσ −′= + (6) Where 2ˆuσ is the estimator of variance error X is the matrix of independent variables in the model X is the matrix of average values of independent variables in the model Then, the natural logarithm of monthly wage for different age groups in province i in a maximum case is obtained in Equation 7 ,max

ˆ ˆln ln 1.96 . .i iWage Wage s e= + ⋅ 2

0 1 2 1.96 . .i i iAGE AGE s eα α α′= + + + ⋅ (7) and in a minimum case it is:

,minˆ ˆln ln 1.96 . .i iWage Wage s e= − ⋅

20 1 2 1.96 . .i i iAGE AGE s eα α α′= + + − ⋅ (8)

From the natural logarithm of monthly wage in an average case, maximum and minimum cases are used in deriving monthly wages for different age groups. These monthly wages are converted into annual wage income, from which foregone income is calculated for each age group of accident victims. The formulae for calculating lost output of different types of accident impacts are summarized in Table 3.1.

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Table 3.1: Summary of Formulae for Calculating Lost Output

Type of Output Loss Calculating Formula 1. Lost output through death Number of fatalities × Foregone Income 3. Lost output by the disabled

who cannot work Number of non-working disabilities × Foregone Income

3. Lost output by the disabled who can work with 30% income

Number of working disabilities × Foregone Income × 30%

4. Lost output through serious injury (in-patients)

Number of the seriously injured × Number of lost working days × Daily wage

5. Lost output through slight injury (out-patients)

Number of the slightly injured × Number of lost working days × Daily wage

6. Lost output by carers: 1) Caring for the non-

working disabled 2) Caring for the working

disabled 3) Caring for the injured

33.5% × Lost output by the disabled who cannot work 4.2% × Lost output by the disabled who can work Lost output through serious injury + Lost output through slight injury

Notes: 1) Accident victims who are disabled and can still work are assumed to reduce their working

efficiency down to 30% of the previous level, according to Worawate (2004) 2) The percentages of 33.5% and 4.2% used in cases of caring for the disabled are derived from Survey on Disabilities and Handicap in 2002 by the National Statistical Office.

Data and sources of data for calculating the value of lost output In estimating the value of lost output of road accident victims, we use the following data. 1) Data for Estimating Labor Hour and Wage Functions Data on worker characteristics (age, sex, education, geographical location, and workplace) and wages are necessary for estimating a wage function and foregone income. These data are obtained from a quarterly survey on work situations for the third quarter of 2004. 2) Data for Estimating Lost Output

These data consist of:

(1) Proportions of accident fatalities classified by sex and age group The national numbers of fatalities classified by sex and age as shown in proportions in Table 3.2

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Table 3.2: Proportions of Accident Fatalities Classified by Sex and Age Group

Age Group Male Female Total Age for Calculation

0 to 4 0.77 0.77 1.55 2 5 to 9 1.11 0.44 1.55 7

10 to 14 3.43 1.00 3.43 12 15 to 19 13.28 3.65 14.93 17 20 to 24 13.83 1.77 14.60 22 25 to 29 9.85 1.55 11.39 27 30 to 34 6.86 3.32 9.18 32 35 to 39 7.74 1.11 8.85 37 40 to 44 5.86 1.77 7.63 42 45 to 49 5.09 1.44 6.53 47 50 to 54 4.09 1.11 5.20 52 55 to 59 3.10 1.44 4.54 57 60 to 64 3.77 1.33 4.09 62 65 to 69 1.99 0.77 3.77 67 70 to 74 1.33 0.55 1.88 72 75 to 79 1.00 0.22 1.22 77 80 to 84 0.22 0.11 0.33 82

85 and older 0.33 0.00 0.33 87 Total 79.65 20.35 100.00

Source: Average numbers of accident fatalities in the IS database of the pilot provinces

(2) Proportions of accident disabilities classified by sex and age group The National Statistical Office survey on Disabilities and Handicap in 2002 reports that 64% of the disabled were not able to work. This percentage is applied in estimating the number of the disabled who could not and could work in 2004 in case study province. The national numbers of disabilities classified by sex and age as shown in proportions in Table 3.3 (non-working) and Table 3.4 (working). (3) Proportions of serious injuries classified by sex and age group The national numbers of serious injuries classified by sex and age as shown in proportions in Table 3.5 (4) Proportions of slight injuries classified by sex and age group The national numbers of slight injuries classified by sex and age as shown in proportions in Table 3.6

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Table 3.3: Proportions of Non-Working Disabilities Classified by Sex and Age Group Age Group Male Female Total Age for

Calculation 0 to 4 0.90 0.60 1.49 2 5 to 9 1.49 0.60 3.09 7


85 and older 0.15 0.15 0.30 87 Total 83.56 16.44 100.00

Source: Average numbers of accident non-working disabilities in the IS database of the pilot provinces. Table 3.4: Proportions of working disabilities classified by sex and age group


0 to 4 1.34 0.27 1.60 2 5 to 9 1.60 0.80 3.41 7


85 and older 0.27 0.00 0.27 87 Total 83.96 16.04 100.00

Source: Average numbers of accident working disabilities in the IS database of the pilot provinces.

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Table 3.5: Proportions of Serious Injuries Classified by Sex and Age Group


0 to 4 1.34 0.85 3.19 2 5 to 9 1.93 1.04 3.97 7


85 and older 0.09 0.03 0.12 87 Total 75.41 24.59 100.00

Source: Average numbers of accident serious injuries in the IS database of the pilot provinces. Table 3.6: Proportions of slight injuries classified by sex and age group


0 to 4 3.04 1.54 3.58 2 5 to 9 3.69 1.57 4.26 7


85 and older 0.05 0.03 0.08 87 Total 63.83 36.17 100.00

Source: Average numbers of accident slight injuries in the IS database of the pilot provinces.

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(5) The length of hospitalization period includes the number of days of medical treatment in hospital and the number of recuperating days at home. Wannarha Sumirattana (1996) finds that, the number of recuperating days are roughly equal to the number of days of medical treatment in hospital. Following this finding, we adopt the assumption that the number of days of hospitalization for serious injuries is twice the number of days of medical treatment in hospital. Details are displayed in Table 3.7. Table 3.7: Number of Days of Hospitalization in Serious Injury Cases

Number of days of hospitalization Age Group Male Female

0 to 4 11.99 10.22 5 to 9 8.86 8.19

10 to 14 11.09 10.09 15 to 19 13.68 11.85 20 to 24 13.91 11.95 25 to 29 13.86 10.95 30 to 34 14.18 13.12 35 to 39 13.07 11.57 40 to 44 14.97 13.86 45 to 49 14.09 11.30 50 to 54 16.09 13.97 55 to 59 13.33 13.86 60 to 64 17.21 13.05 65 to 69 17.72 13.58 70 to 74 17.49 13.35 75 to 79 16.85 13.02 80 to 84 15.59 6.73

85 and older 7.59 8.00 Source: Average numbers of accident slight injuries in the IS database of the pilot provinces. For slight injuries, the number of days of hospitalization is 2 (one day is for medical treatment and another day for recuperation) in both sex and every age group.

(6) Foregone Income Based on the data obtained from a quarterly survey on work situations for the third quarter of 2004, we estimate the wage function which are in the form used in Worawate (2004). However, the unit of the working hour variable (PLABHOUR), which is in hours per week in Worawate (2004), is in hours per month in this study.∗

The wage function shows the relationship between wage and age, and was used I determining the future income of a dead victim. For instance, given that the wage function being Ft(A), where t is the present year and A is the age of a worker. When a person dies in a car accident at the age of A in year t, his wage would be Ft+1(A+1) if he lived to be A+1 years old in year t+1, and would be Ft+2(A+2) if he lived to be A+2 years old in year t+2, etc. Ft+1(A+1) and Ft+2(A+2) are similar to Ft(A+1) and Ft(A+2), except that they have to

∗ One month is assumed to be equivalent to 4.35 weeks, as proposed in Nipon Puapongsakorn and Surachai Keetatrakoon (1997).

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be adjusted for wage changes over time. These changes are represented by economic growth.1 Table 3.8 shows the relationship between wage and age at various years. Each row in the table contains a series of future income which would have been earned by a person who dies in an accident at the age shown in the first column. Table 3.8: Pattern of Relationship between Wages and Ages at Various Years

Age in Accident Year 2002 2003 2004

… … … … 20 20

2545w ( ) 202546

212545 1 wgw =+ (1) ( ) 20

2547212546 1 wgw =+

21 212545w ( ) 21

2546222545 1 wgw =+ ( ) 21

2547222546 1 wgw =+

22 222545w ( ) 22

2546222545 1 wgw =+ ( ) 22

2547232546 1 wgw =+

23 232545w ( ) 23

2546232545 1 wgw =+ …

… 242545w … …

Source: Worawate Suwanrada (2005) Note: g represents the growth rate of wage

3.3.2 Quality of Life Costs Estimation method for calculating the value of loss in quality of life

In this study the costs related to losses in quality of life are measured based on opinions gathered from personal interviews conducted with those who are representatives of the people. These include legal experts in the public and private sectors, political representatives at the local government level (province, municipality, and tampon) and the national level (senators and members of the house of representatives). Some accident victims are interviewed both at hospitals and at their homes, covering both the disabled and the injured. Based on results from the interviews, it is clear that road accidents adversely affect the quality of life for both the victims and their families. Accident victims suffer from lack of employment and income, including inability to pursue happiness from sports, entertainment, and normal social activities. Their families also bear the burden of accidents when income losses by the victims and their careers must be compensated by borrowing to pay for hospital costs and family expenses. In many cases, the ability to invest and to finance children’s education is reduced. Most interviewees agree that the loss of quality of life depends on the severity of accidents and can be measured as a function of monetary losses e.g. lost output and medical expenses.

1 The rate of wage growth is set at 4%, 5% and 6% per year, and the discount rate is at 3% per year.

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Most interviewees put values on the loss of quality of life by relating it to two factors:

- the victims’ educational background, social status and income level before the accidents;

- the degree of impacts of the accidents on the victims’ physical and mental health.

It is generally accepted that any absolute numbers cannot be assigned to losses in quality of life, because the values tend to vary from case to case, depending much on the victims’ characteristics and circumstances. Therefore, this study has estimated losses in quality of life by setting them as percentages of lost output, long term care costs, and medical expenses, as shown in Equation 9.

Quality of Life Costs = (Victims’ Lost of Output + Carers’ Lost of Output +

medical expenses) x percentage of monetary loss (9)

Data and source for calculating the value of loss in quality of life For calculating the value of loss in quality of life as shown in Equation 9, we use the value of estimates lost of output in average case (assuming the average income growth of 6% and the discount rate of 6%) and the long-term medical and rehabilitation cost. The result of interviews on quality of life costs in Lampang province, Nakhonsawan province, Khon kaen province, Songkhla province, and Bangkok are shown in detail in Table 3.9 Table 3.9 : Results of Interviews on Quality of Life Costs

Loss in quality of life as percentage of monetary loss for various degree of crash severity Interviewees

Fatality Disability Serious Injury Slight Injury

People’s representatives (20 cases) 100-150 100-200 50-100 10-20

Legal experts (77 cases) 100-150 100-200 50-100 10-50

Accident victims (87 cases) 50-200 100-200 50-100 10-50

Average (184 cases) 83-167 100-200 50-100 10-40

Source: Interview by Consultant

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3.3.3 Medical Care Cost and Emergency Medical Service Cost (EMS Cost) The study approach employed a 4-step procedure. 1. Determining the number of injured persons brought to medical attention at every

treatment centre of all agencies and hospitals. 2. Establishing a method for estimating the Total Medical Care Cost (TMCC) of the

province based on availability of past records for the year 2004. 3. Determining the Unit Cost of treatment for accident casualties in two representative

hospitals, namely Case Study Province Central Hospital 4. Calculating the TMCC incurred in the province. STEP 1: Determination of number of injured persons Pre hospital care Hospital care Rehabilitation Total cost = Sum of (unit cost in each cell x no. of patient in each cell)

Figure 3.2: Medical Cost of Traffic Injuries of Conceptual Framework

Foundation (FDN)

Community Hospital

(CH)

Central Hospital (CenH)

University Hospital

(UH)

Command Centre (CC)

Relatives

CH (Small)

CH (Large)

CenH UH

ER OR ICU IPD Dead

ER ER EROR OR ORICU ICU ICUIPD IPD IPDDead Dead Dead

Rehabilitation Department


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STEP 2: Methodology for estimating Total Medical Care Costs based on availability of data in 2004. This is shown in Figure 3.3: Pre hospital care Hospital care Rehabilitation

Figure 3.3 : Total Medical Care Cost Based on Data

Basic Advanced

Cen H.

ER = No. of Casualties

OR = No. of Casualties

ICU = No. of Casualties

IPD = No. of Casualties


Dead = No. of Casualties

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STEP 3: Determination of Unit Cost This involves compiling all costs incurred in treating crash-injured patients at Case Study Province Central Hospital based on records for the year 2004. Treatment expenditure involves the Direct and Indirect Costs sustained by two categories of care providers as follows: Direct Cost is sustained by the following departments: on-the-spot medic team, ER, Radiology, OR, ICU, In-Patient Unit. Indirect Cost occurs only at the Office of the Secretariat for Accident Prevention. SCOPE OF STUDY Investigation was conducted at the Case Study Province Central Hospital which is a tertiary-level hospital and confined to only those units where accident-related data were available. Data relating to treatment costs were collected from all departments including ER, IPD, OR, LAB, X-ray, ICU, Pharmacy, Physiotherapy, Orthotics. Only costs incurred by the patient’s first visit were collected; those incurred in subsequent visits or treatments were not considered due to limitations relating to data categorization and verification. DEFINITIONS COST — Resources expended on providing available services for patients injured in traffic accidents. Cost components include depreciation, labour charges and material outlay. DEPRECIATION — Amortization of the Capital Cost (CC – which includes assets such as office and medical equipment, buildings) over the number of years defined as the write-off period of such assets. LABOUR (LC) — This includes wages, overtime pay, shift pay, childcare allowance, travel allowance, medical allowance and welfare monies. MATERIALS (MC) — Consumable and permanent supplies for offices, lab use, medical use; and cost of repairs under 5,000 baht (excluding repair or upgrade on a building). MEDICAL CARE COST (MCC) — Cost of treatment administered to a patient. MCC in this study largely comprises Direct Costs. TOTAL MEDICAL COST FOR CASE STUDY PROVINCE CENTRAL HOSPITAL — Summation of all costs sustained at all hospitals large or small in Case Study Province relating to the treatment of crash-related injuries, and all expenses incurred at the Pre-Hospital stage, such as costs of local rescue teams, hospital emergency medics, accident response and forensic unit, and in-hospital costs such as ICU, IPD, OR and Rehabilitation. IDC = Indirect Cost – Comprising the costs of operating the Office of the Secretariat for Accident Prevention, an agency tasked with providing support for accident response services and academic developments in this field. Full/Total Cost: Full Cost = LC + MC + CC (Not shown in table)

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TCT&I – Apportioning of the costs. = Full Cost (LC + MC + CC) divided by the number of accident-injured patients treated in Case Study Province Central Hospital. UCT &I – Unit Cost of treatment administered to accident-injured patients. The value is calculated by first apportioning the Total Cost according to the ratio of crash-related patients; then averaging the result to obtain the unit cost. From the data thus collected, the Unit Cost was calculated, as shown in Fig 3.3:- Pre hospital care Hospital care 18,215 Rehabilitation

Figure 3.4: Average Unit Cost of Servicing Road Crash Patients, Sustained by Individual Care Provider Units in the Pilot Provinces

Basic = 1,221

Advanced = 1,721

Cen H

ER = 565

OR = Unit Costs

ICU = Unit Costs

IPD = Unit Costs

Rehabilitation Dep. = 12,016

Dead = 8,995

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STEP 4: Determining Total Medical Care Cost of servicing crash-injured patients. Using the data of patient numbers in Fig 3.3, and Unit Cost data in Fig 3.4, the Total Medical Care Costs is calculated as shown in Fig 3.5. Pre hospital care Hospital care Rehabilitation Total cost =

Figure 3.5 : Total Medical Care Cost for Treatment of Road Crash in 2004 in the Pilot Provinces

Basic No. of Casualties x Unit Costs

Advance No. of Casualties x Unit Costs

Cen H.

ER No. of Casualties x Unit Costs

OR No. of Casualties x Unit Costs

ICU No. of Casualties x Unit Costs

IPD No. of Casualties x Unit Costs

Rehabilitation Department No. of Casualties x Unit Costs

Dead No. of Casualties x Unit Costs

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From Figure 3.5 the average cost of treating crash patients according to level of crash severity can be summarized as in Table 3.10. Table 3.10: The Average Cost of Treating Crash Patients according to Level of

severity in the Pilot Provinces

Level of Severity

Fatal Disable Serious Slight

Medical Care Cost (baht/case) 8,995 12,016 18,215 565

3.3.4 Long Term Care Costs Calculation Method For disabilities caused by road accidents, the costs of long-term care are divided into two parts:

• The cost in terms of lost output by those relatives and friends who spend time taking care of the disabled, both working and non-working;

• The long-term medical and rehabilitation cost. Since the first part has already been explained in the “lost output” section, this section will deal only with long-term medical and rehabilitation cost, which is incurred from the year of the accident through to the year of death. It is assumed that the average medical cost in real terms is the same for each year. However, the nominal cost will be adjusted by 3.5% annually, based on the average annual increase in expenses on personal medical care found in the consumer price index survey between 1990 and 2005. According to our medical team, the life expectancy of the accident-related disabled is on the average 10 years shorter than normal. Therefore, the life expectancy for the disabled in this study is 58 years for males and 62 years for females, compared with 68 and 72 for normal persons. With the discount rate of 6%, the formula for the long-term medical cost calculation of each age group is:

( )( )∑

= ++

=T

tt

t

A rgML

0 11 (10)

where AL is the long-term medical cost of a person at the age of A

M is the average annual medical cost for one disabled person in 2004∗ g is the annual increase rate of the medical cost, set at 3.5%

r is the discount rate, set at 6% T is the difference between the life expectancy and the age during the

accident ∗ The medical cost is estimated from the actual medical cost of accident victims.

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For instance, for a male who suffered from a road accident and became disabled in 2004 at the age of 40, we can assume that his remaining life is 18 years (the difference between 58 and 40), and his long-term medical cost is calculated as follows:

( )( )

18

400

11

t

tt

gL M

r=

+=

+∑

( )( )

( )( )

( )( )

( )( )

1 2 3 18

40 1 2 3 18

1 1 1 1...

1 1 1 1g g g g

L M M M M Mr r r r

+ + + += + + + + +

+ + + + (11)

For a female who was disabled by a road accident in 2004 at the age of 40, having her remaining life of 22 years (the difference between 62 and 40), her long-term medical cost can be calculated as follows:

( )( )

22

400

11

t

tt

gL M

r=

+=

+∑

( )( )

( )( )

( )( )

( )( )

1 2 3 22

40 1 2 3 22

1 1 1 1...

1 1 1 1g g g g

L M M M M Mr r r r

+ + + += + + + + +

+ + + + (12)

However, there is one case where a male accident victim in 2004 is in the age group of 60 – 64, thus exceeding the average life expectancy of 58. This one exceptional case represents only 0.86% of the total number of disabled victims, and therefore we assume his medical cost in 2004 to be his long-term medical cost.

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3.3 Property Damage Costs 3.3.1 Vehicular Damage Cost 3.3.1.1 Number of Involved Vehicles As the information of vehicles involved in crashes has not readily available, however, the police records obtained from logbook have been used to establish these figures. From the compiled police data, the total numbers of vehicles involved under each category of crash severity together with the total number of crashes were used to determine the average numbers of vehicles involved in a crash as presented in Table 3.11. Table 3.11: Average Number of Vehicles Involved in a Crash

Number of Involved Vehicles per Crash Type of Vehicle Fatal

Crash Serious Crash

Slight Crash

PDO Crash

Bicycle / Tricycle - 0.143 0.011 0.003 Motorcycle 0.739 0.621 0.738 0.631 Motor-tricycle - - 0.096 0.023 Passenger Car 0.348 0.571 0.489 0.775 Pick up 0.152 0.143 0.340 0.351 Van - - 0.011 0.011 Song Taew - 0.143 - - Bus 0.174 0.101 0.099 0.110 6-wheel Truck 0.087 - 0.007 0.026 10-wheel Truck 0.196 - 0.071 0.036 Trailer - - - 0.001 Total average number of vehicles involved in a crash 1.696 1.722 1.862 1.967

Source: Bangkok Police records compiled by the Consultant From Table 3.11, the total average number of vehicles involved in a crash are obtained. It gives 1.696 vehicles per fatal crash, 1.722 vehicles per serious crash, 1.862 vehicles per slight crash, and 1.967 vehicles per PDO crash. These figures are subsequently used as multipliers in order to calculate vehicle damage cost and insurance administration cost. 3.3.1.2 Vehicle Damage Cost Due to the limitations of accessibility to the insurance database, the average costs of damaged vehicles by severity were mainly collected from insurance companies together with motor repair business reports and surveys in Bangkok. These figures are summarized in Table 3.13.

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Table 3.12 : Average Costs of Damaged Vehicles by Crash Severity (baht)

Crash Severity Type of Vehicle Damage Fatal

Crash Serious Crash

Slight Crash

PDO Crash

Bicycle / Tricycle - 137 1 0 Motorcycle 7,981 4,620 708 278 Motor-tricycle - - 211 14 Passenger Car 94,656 61,668 14,670 15,500 Pick up 15,504 7,436 6,936 2,387 Van - - 251 132 Song Taew - 3,718 - - Bus 74,472 28,926 7,088 5,720 6-wheel Truck 16,356 - 200 416 10-wheel Truck 49,392 - 2,414 821 Trailer - - - 28

Total 258,361 106,506 32,481 25,296 In addition, this study also covers the towing cost by assuming that only the fatal and serious cases required the towing service for severely damaged vehicles. The average towing service cost which is 500 Baht per vehicle is included; therefore, the total average vehicle damage costs per crash by severity can be calculated shown in Table 3.13. Table 3.13 : Average Total Vehicle Damage Cost including Towing Cost (baht)

Crash Severity

Fatal Crash Serious Crash Slight Crash PDO Crash

Average Total Vehicle Damage Cost per Crash 259,209 107,367 32,481 25,296

From the vehicular damage cost figures obtained in the five pilot provinces, the average damage cost per crash classified by crash severity can be summarized in Table 3.14. Table 3.14 : Average Vehicular Damage Classified by Crash Severity

Average Vehicular Damage Classified by Crash Severity (baht per crash) Study Area

Fatal Seriously Injured Slightly Injured Property Damage

Only Bangkok 259,209 107,367 32,481 25,296 Other provinces 174,834 81,702 22,979 20,145

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3.3.2 Non-Vehicular Damage Cost 3.3.3.1 Number of Non-Vehicle Damaged Property Similarly, police records obtained from the logbook were used to estimate the average number of each type of road furniture damaged for each crash case. The average numbers of road furniture damaged per crash are shown in Table 3.15. Table 3.15 : Average Number of Road Furniture Damaged in a Crash

Source: Compiled by the Consultant 3.3.3.2 Non Vehicle Damage Cost The cost of public roadside property or furniture damages are obtained from the traffic accidents on national highways database file which is based on the study year 2004 prepared by the Department of Highways. In using with this database file, firstly, the accident records for Bangkok were extracted. then, the average costs of road furniture per crash determined. However, by considering only the accident cases in Bangkok, the sample size for each type of furniture damaged classified into crash severity was too small give a statistic ally significant value of costs. For this reason, the Consultant estimated average costs property of non-vehicle damage per crash categorized by each type of road furniture from the whole country records, the end results are shown in Table 3.16.

Type of road furniture damaged

Fatal Crash

Serious Crash

Slight Crash

PDO Crash

Road Surface - - - - Bridge 0.036 0.013 0.004 0.002 Street Lighting 0.071 0.132 0.026 0.032 Traffic Signal - - - 0.006 Traffic Sign 0.054 0.039 0.037 0.035 Guard Rail / Fence / Curve 0.071 0.145 0.050 0.026 Kilometer Post / Right of Way 0.018 0.026 0.007 0.002

Islands 0.018 0.026 0.007 0.001 Others 0.125 0.105 0.098 0.054

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Table 3.16 : Average Cost of Damaged Road Furniture by Crash Severity (baht)

From the non-vehicular damage figures obtained in the five pilot provinces, the average non-vehicular damage cost per crash classified by crash severity can be summarized in Table 3.17. Table 3.17: Average Non-Vehicular Damage Classified by Crash Severity

Average Non-Vehicular Damage Classified by Crash Severity (baht per crash) Study Area



Crash Severity Type of Road Furniture Damage Fatal

Crash Serious Crash

Slight Crash

PDO Crash

Road Surface - - - - Bridge 36 137 229 23 Street Lighting 1,635 1,574 625 583 Traffic Signal - - - 115 Traffic Sign 152 150 207 319 Guard Rail / Fence / Curve 851 1,141 612 314 Kilometer Post / Right of Way 72 92 15 4 Islands 30 95 17 10 Other 2,426 1,196 1,259 572

Total 5,202 4,385 2,965 1,939

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3.4 General Crash Costs This category of costs comprises expenses incurred by a crash wherein authorities or persons concerned with the management of the incident are required to act or to provide service. It includes administration costs incurred to insurance companies, police, the judicial system and expenses for the emergency rescue team. 3.4.1 Insurance Administration Cost The information on the amount of staff work are collected from insurance companies in the pilot provinces through interviews and statistical data. The insurance administration costs are mainly classified into three categories such as labor cost, material cost, and capital cost. The details in each category can be described as follows: Labor Cost The labor costs include all staff time in man-month unit indicating the amount of average salary per staff per month. This study only focuses on the insurance staff (i.e. surveyors, estimators, and administrative staff) who are directly involved in road accident claim documentation. Material Cost The average material costs per claim consist of fuel expenditure for transportation, maintenance cost of vehicle, office materials, photographs, telephone and mobile bills, and utility payment including water and electricity. Capital Cost The capital costs include the rental fee of office building, durable furniture, vehicles used in road accident claim management. The average cost of insurance administration across the five pilot provinces is shown in Table 3.18. Table 3.18: Average Insurance Administration Cost per Claim

Average Insurance Administration Cost (baht per claim) Study Area

Compulsory System Voluntary System

Bangkok 1,403 3,250 Other provinces 1,201 3,139

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3.4.2 Police Administration Cost The information on the amount of police works are obtained from the interview survey and annual records obtained from the police station in the pilot provinces. Given the ease of accessibility to the data and good cooperation, the Muang Police Station was selected as a model station for this study. The police administration costs in this study are classified into three main categories: labor cost, material cost, and capital cost. The details in each group can be described as follows: Labor Cost Generally, the main police officers involved with road crash cases are traffic police, inquiry personnel, and clerk who start their formal work-procedures after getting the information of crashes from the communication unit. Therefore, to identify average amount of staff-service time of these officers, the information on the amount of staff work done by each group of the police together with average wages are gathered from existing information and interview survey. Material Cost The material cost includes fuel expenditure used in inspecting and investigating the accident scene, maintenance cost for the vehicles, office materials used in accident cases, photographs of accident, communication expenditures, water and electricity bills are also covered in this study. Capital Cost The capital costs covers office building, durable furniture, vehicles used to deal with road traffic accidents are also included in this study. Cost of police administration in the five pilot provinces were found to differ significantly among the areas. Therefore a fixed rate is assumed for this cost for the whole country based on either a reported or unreported crash incident. The rates are shown in Table 3.19. Table 3.19 : Average Police Administration Cost per Attendance

Average Police Administration Cost (baht per attendance case) Study Area

Reported Case Unreported Case

Whole country 5,443 1,347

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3.4.3 Judicial Administration Cost In general, two judicial court offices deal with the road traffic accident cases; they are attorney court and judicial court offices. Therefore, the expenditures of these two courts are similarly classified into three categories thus: labor cost, material cost, and capital cost. The details in each category can be described as follows: Labor Cost The judicial system staff consists of public attorney, lawyer, judge, and administration staff from these two courts. The labor cost data are collected both from the annual reports published by the office of the Attorney General of Region and the Office of the Chief Judge of Region as well as the interview survey. Material Cost Due to the limitations in gathering directly the material cost information from each court in the pilot provinces, the Consultant resorted to collect the material costs of the judicial system from the annual reports. Capital Cost This study focuses mainly on the capital cost of the judge office building which is the office of criminal law suit including road accident cases. This cost component includes the capital budget which is annually invested and spent for dealing with accident cases. The average cost of judicial administration per crash incident, taken from costs across the five pilot provinces, is shown in Table 3.20. Table 3.20: Average Judicial Administration Cost

Study Area Average Judicial Administration Cost (baht per case)

Bangkok 34,904 Other provinces 33,762

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3.4.4 Emergency Rescue Service Cost Due to the limitations in gathering the ERS cost data, the Consultant only collected the expenses of supporting road traffic accident rescues from two well-known foundations in the pilot province. The ERS costs are also similarly classified into three categories, labor cost, material cost, and capital cost. The details in each category can be described as follows: Labor Cost The labor costs cover the cost of communication staff receiving the call, wages of rescue driver, trained rescue staff, and administration staff directly dealing with the accidents. Material Cost These costs are fuel expenditure for transportation, maintenance cost of vehicles, office materials, communication expenditures, utility bills including water and electricity. Capital Cost The capital costs comprise office building, durable furniture; vehicles used in the rescue are also included in this study. From the determination of ERS cost in five pilot provinces, the average ERS cost per case can be summarized in Table 3.21. Table 3.21 : Average ERS Cost per Case

Study Area Average ERS Cost (baht per case)


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3.4.5 Travel Time Delay In order to perform an analysis of travel delay cost in the Bangkok Metropolitan Region, the data for the related parameters, namely travel time loss, traffic flow, level of blockage, occupancy rate, and average wage rate were collected. The following paragraphs describe these parameters and their determined values. Travel Time Loss The travel time loss is the combination of emergency service response time and clearance time after the arrival of emergency service team. The emergency service response time database was obtained from the Narinthorn Center. The average emergency service response time was determined to be 14 minutes. The clearance time after the arrival of emergency service team was collected by interviewing policemen responsible for accident investigations. Clearance time is related to accident severity. The following table shows the emergency service response time, clearance time and travel time loss categorized by accident severity. Table 3.22: The Travel Time Loss for the Bangkok Metropolitan Region Categorized by Accident Severity

Accident Severity Emergency Service Response Time

(Min)

Clearance Time (Min)

Travel Time Loss (Min)

Fatal Crash 14 33.5 46.5 Serious Crash 14 25 39 Slight Crash 14 20 34 PDO 14 17.5 31.5

Source : Narinthorn Center and interview with policemen responsible for accident investigations Table 3.22 indicates that travel time loss is the highest for fatal crash, followed by serious crash, slight crash and property damage only (PDO). The component of travel time loss, clearance time, is also related to accident severity. However, the emergency service response time is independent of accident severity. Traffic Flow Table 3.23 summarizes the traffic volume for passenger car, pick-up, motorcycle, truck and bus. These data were obtained from an Intermodal Services Integration for the Improvement of Mobility, Accessibility, Sustainability and Livelihood for Bangkok Metropolitan Region and Surrounding Area (IMAC) project.

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Table 3.23: The Traffic Volume Classified by Type of Vehicle

Type of Vehicle Traffic Volume (Vehicle/hour/lane) Passenger Car and Pick-up 492 Motorcycle 193 Truck 27 Bus 31

Source : IMAC Project The study results indicate that the traffic volume is the highest for passenger car and pick-up followed by motorcycle, bus and truck. Level of Blockage Road accidents may fully or partially block the carriageways, that is, road accidents contribute to traffic congestions near the accident sites. The study interviewed policemen responsible for accident investigation on the number of lanes in which traffic flow was usually obstructed by accidents. The interview results indicated that 1.5 traffic lane’s traffic flow was usually obstructed. Occupancy Rate Table 3.24 shows the occupancy rate for passenger car and pick-up, motorcycle, truck and bus as indicated in the Ridership Forecast for MRTA Blue Line Project.

Table 3.24: The Occupancy Rate Classified by the Types of Vehicle

Type of Vehicle Occupancy rate (Passenger/Vehicle) Passenger Car and Pick-up 3.48 Motorcycle 1.39 Truck 1.72 Bus 14.42

Source : the Ridership Forecast for MRTA Blue Line Project Average Wage Rate The average wage rate for Bangkok travellers who traveled by passenger car and pick-up, motorcycle, truck, and bus are summarized in table 3.25. These figures were derived by averaging the wage rate of the population age from 15 to 65 years old. Table 3.25: The Passenger Average Wage Rate Classified by the Mode of Travel

Type of Vehicle Average Wage Rate (Baht/Hour) Passenger Car and Pick-up 119.99 Motorcycle 68.29 Truck 41.45 Bus 36.84 Source : Compiled by the Consultant

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The Calculation of Travel Delay Cost The travel delay cost can be calculated from the following equation :

60***

60*2 WOLVTCT = (13)

Where : TC = Travel Delay Cost for each accident (Baht) T = Travel Time Loss (Minute) V = Traffic Flow (Number of Vehicles/ Hour/Lane) L = Level of Blockage (Lane) O = Occupancy Rate (Number of Passengers/Vehicle) W = Average Wage Rate (Baht/Hour) Table 3.26 presents the calculated travel delay cost per accident case categorized by accident severity. Table 3.26: The Travel Delay Cost per Accident Case Categorized by Accident Severity

Accident Severity Travel Delay Cost (Baht) Fatal Crash 218,167 Serious Crash 153,466 Slight Crash 116,639 PDO 100,116

The travel delay cost was also determined for the four regional provinces selected as representatives for regional area of Thailand. The average of travel delay cost per accident case categorized by accident severity for each of the provinces and the regional area are summarized in Table 3.27. Table 3.27 : The Average of Travel Delay Cost per Accident Case Categorized by

Accident Severity for Regional Area

Accident Severity Lampang (baht)

Nakornsawan (baht)

Songkhla (baht)

Khon Kaen (baht)

Regional (baht)

Fatal Crash 38,373 43,256 37,533 19,661 34,706 Serious Crash 25,467 14,158 31,242 12,751 20,905 Slight Crash 14,783 10,199 17,283 9,032 12,824 PDO 7,860 7,224 11,843 8,063 8,748 Source : Estimates made by the Consultant

4 RESULTS OF THE STUDY 4 - 1


4 RESULTS OF THE STUDY

4.1 Introduction Khon Kaen was selected as one area for a pilot study as the province has a somewhat systematic database of accidents. The province has established an accident response centre, which has been operating since 1996, at the Khon Kaen Central Hospital (KKH). This centre has compiled an IS database which is well recognized. A number of previous studies by established agencies and institutions have also designated Khon Kaen as their target area for the investigation of accident-related issues. The Consultant also conducted studies in four other provinces in order to verify the applicability of the method to all of the provinces across Thailand. The four other provinces consist of Lampang, Nakhonsawan, Songkhla, and Bangkok. 4.2 Preliminary Accident Costing Model Cost incurred by a traffic accident can be determined with the Human Capital Approach using the equation below: Total Traffic Accident Cost = A+B+C The three categories of cost are laid out below: 1. Human Cost Category, (A) = A1+A2+A3+A4 2. Property Damage Cost Category, (B) = B1+B2 3. General Crash Cost Category,(C) = C1+C2+C3+C4+C5 A description of these cost elements is given in Table 4.1



Table 4.1: Description of Cost Elements A1, A2… in the Accident Costing Model

Cost Element Estimating Formula Loss of Productivity (A1)

1) Lost output in terms of income loss from fatality = [No.

fatalities by age range] x [foregone income ] * the foregone income is calculated from a wage function showing relationship between wage and age 2) Lost output in terms of income loss from serious injuries to disabilities (no work) = [No. serious injuries to disabilities

by age range] x [foregone income, if abilities and work ] 3) Lost output in terms of income loss from serious injuries to disabilities (work) = [No. serious injuries to disabilities by age range] x [foregone income, if abilities and work ] * Assume effectiveness reduced by 30% 4) Lost output in terms of income loss from injuries = [No. of injuries]severity x[ No. of day in Hospital ]x[average wage per

day ] 5) Lost output in terms of income loss involving those relatives

and friends who take care of the injured and the disabled = [No. of injuries]severity x[ No. of day to take care ]x[average wage per day ]

* No of carer to injuries, 1:1

Quality of Life Cost (A2)

Total quality of life cost = [No. of crashes]severity x [estimated added percentage of quality of life cost]severity

Medical Cost (A3)

Total medical cost = [No. of casualties]severity x [average hospitalization expenses]severity

EMS. Cost (A4)

Total EMS cost = [No. of EMS cases]severity x [average EMS cost]severity * the average EMS cost by severity cover labor cost, material cost, and capital cost

Hum

an C

ost C

ateg

ory(

A)

Long term Care Cost (A5)

Total Long Term Care Cost = [No. of disabilities] x [average long term care cost]



Table 4.1: Accident Costing Model (Continued)

Cost Element Estimating Formula

Vehicular Damage Cost (B1)

Total vehicular damage cost = [No. of crashes]severity x [average vehicular damage cost]severity

Prop

erty

Dam

age

Cos

t C

ateg

ory

(B)

Non-Vehicular Damage Cost (B2)

Total non-vehicular damage cost = [No. of crashes]severity x [average non-vehicular damage cost]severity * the average non-vehicular damage cost by severity are obtained from Department of Highways

Insurance Administration Cost (C1)

Total insurance administrative cost = [No. of crashes]severity x [average insurance administrative cost]severity * the average insurance administrative cost by severity are all expenses born by insurance companies

Police Administration Cost (C2)

Total police administrative cost = [No. of attendances by police]severity x [average insurance administrative cost]severity * the average police administrative cost by severity are all staff wages and other expenses born by police work

Judicial System Cost (C3)

Total judicial system cost = [No. of attendances by court cases]severity x [average judicial system cost]severity * the average judicial system cost by severity cover expertise fee, transportation expenditure, service fee, court cost and others.

ERS Cost (C4)

Total ERS cost = [No. of ERS cases]severity x [average ERS cost]severity * the average EMS cost by severity cover labor cost, material cost, and capital cost

Gen

eral

Cra

sh C

ost C

ateg

ory

(C)

Travel Delay Cost (C5)

Total travel delay cost = [No. of crashes]severity x [average travel delay cost]severity



4.3 Outcome of the Study 4.4.1 Costing of Khon Kaen Traffic Accidents Using the formulae given in Table 4.1 the amount related to the human, vehicular and non-vehicular, and general cost can be computed. The results are shown in Table 4.2. Table 4.2 : Road Accident Costing in Khon Kaen Province 2004 Human Cost Category (A)

Crash Severity Cost Element

Fatality Disability Serious Slight PDO

Number of Casualties 639 368 7,562 23,704

Unit Cost (Baht) 1,302,134 949,778 3,740 472

Loss of Productivity (A1) Cost

(Baht) 832,063,626 349,518,304 28,281,880 11,188,288


Unit Cost (Baht) 1,403,581 1,779,547 10,905 195

Quality of Life Cost (A2) Cost

(Baht) 896,888,259 654,873,296 82,463,610 4,622,280


Unit Cost (Baht) 9,624 12,016 16,627 526

Medical Cost (A3)

Cost (Baht) 6,149,736 4,421,888 125,733,374 12,468,304

Number of Cases 322 3,863 937

-

Unit Cost (Baht) 577 577 577

EMS. Cost (A4)

Cost (Baht) 185,794 2,228,951 540,649

Number of Cases 368

Unit Cost (Baht) 485,341

Long term Care Cost (A5) Cost

(Baht) 178,605,488

Total Cost (million Baht) 1735.29 1187.42 238.71 28.82



Table 4.2: Road Accident Costing in Khon Kaen Province 2004 (Continued) Property Damage Cost Category (B)

Crash Severity

Cost Element Fatality Disability Serious Slight PDO

Number of Cases 537 - 5,292 14,205 37,359

Unit Cost (Baht) 180,681 - 81,901 24,640 18,496

Vehicular Damage Cost (B1) Cost

(Baht) 97,025,697 433,420,092 350,011,200 690,992,064

Number of Cases 54 - 530 1,421 3,736

Unit Cost (Baht) 2,434 726 2274 3,358

Non-Vehicular Damage Cost (B2) Cost

(Baht) 131,436 384,780 3,231,354 12,545,488

Total Cost (Baht) 97.16 434.80 354.24

704.54



Table 4.2: Road Accident Costing in Khon Kaen Province 2004 (Continued) General Crash Cost Category (C)



From Table 4.2, the three categories of cost are summed (See Table 4.3) to give the total traffic accident cost for the pilot province of Khon Kaen, at 5,447.88 million Baht. Table 4.3: Summary of Road Accident Costing in Khon Kaen Province 2004

Crash Severity


Human Cost Category (A) 1,735.29 1,187.42 238.71 28.82

Property Damage Cost Category (B) 97.16

434.80

354.24

704.54

General Crash Cost Category (C) 15.59 76.44 145.24 432.63 Sub Total Cost (million Baht) 1,848.04 1,187.42 748.95 527.30 1,136.17 Total Cost (million Baht) 5,447.88

4.4.2 Costing of Lampang Accidents Using the formulae given in Table 4.1 the amount related to the human, vehicular and non-vehicular, and general cost can be computed, the results are as shown in Table 4.4.



Table 4.4 : Road Accident Costing in Lampang Province 2004 Human Cost Category (A)



Number of Casualties

276 116 3,446 12,152

Unit Cost (Baht) 1,165,427 1,036,640 3,024 456 Loss of

Productivity (A1) Cost

(Baht) 321,657,852 120,250,240 10,420,704 5,559,552


276 116 3,446 12,152

Unit Cost (Baht) 1,253,776 1,966,790 14,732 240 Quality of Life

Cost (A2) Cost

(Baht) 346,042,176 228,147,640 50,766,472 2,926,080


276 116 3,446 12,152

Unit Cost (Baht) 6,326 12,540 16,360 544 Medical Cost

(A3) Cost

(Baht) 1,745,976 1,454,640 56,376,560 6,632,448

Number of Cases

153 1753 468 -

Unit Cost (Baht) 444 444 444 EMS. Cost

(A4) Cost

(Baht) 67,932 778,332 207,792

Number of Casualties - 116

Unit Cost (Baht) - 549,481 Long Term

Care Cost (A5) Cost

(Baht) 63,739,796




Table 4.4 : Road Accident Costing in Lampang Province 2004 (Continued) Property Damage Cost Category (B)

Crash Severity


Number of Cases

256 2,402 7,100 8,875

Unit Cost (Baht) 189,507 79,195 17,705 20,016


(Baht) 48,513,792 206,936,535 125,705,500 177,642,000

Number of Cases

26 240 710 887

Unit Cost (Baht) 817 576 965 1,582


(Baht) 21,242 150,336 685,150 1,403,234




Table 4.4 : Road Accident Costing in Lampang Province 2004 (Continued) General Crash Cost Category (C)



From Table 4.4, the three categories of cost are summed (See Table 4.5) to give the total traffic accident cost for the pilot province of Lampang, at 2,060.73 million Baht. Table 4.5 : Summary of Road Accident Costing in Lampang Province 2004

Crash Severity


Human Cost Category (A) 669.51 414.59 118.34 15.33

Property Damage Cost Category (B) 48.54 207.09 126.39 179.05

General Crash Cost Category (C) 14.42 76.08 114.58 79.81

Sub Total Cost (million Baht) 731.47 414.59 401.51 255.30 258.86 Total Cost (million Baht) 2,060.73

4.4.3 Costing of Nakhonsawan Accidents Using the formulae given in Table 4.1 the amount related to the human, vehicular and non-vehicular, and general cost can be computed, the results are as shown in Table 4.6.



Table 4.6 : Road Accident Costing in Nakhonsawan Province 2004 Human Cost Category (A)




381 258 5,822 23,685

Unit Cost (Baht) 1,303,238 999,513 2,998 486 Loss of


(Baht) 496,533,678 257,874,354 17,454,356 11,510,910


381 258 5,822 23,685

Unit Cost (Baht) 1,404,009 1,852,594 17,438 249 Quality of

Life Cost (A2) Cost

(Baht) 534,927,429 477,969,252 101,524,036 5,897,565


381 258 5,822 23,685


(A3) Cost

(Baht) 3,398,520 3,100,128 116,131,434 13,050,435

Number of Cases

156 3,069 903 -

Unit Cost (Baht) 1,721 1,721 1,721 EMS. Cost

(A4) Cost

(Baht) 268,476 5,281,749 1,554,063

Number of Casualties - 258 - -

Unit Cost (Baht) - 497,514 - -

Long Term Care Cost (A5) Cost

(Baht) - 128,358,612 - -

Total Cost (million Baht) 1,035.13 867.30 240.39 32.01



Table 4.6 : Road Accident Costing in Nakhonsawan Province 2004 (Continued) Property Damage Cost Category (B)

Crash Severity


Number of Cases

260 4,204 13,695 21,912

Unit Cost (Baht) 205,723 80,511 23,534 21,107 Vehicular

Damage Cost (B1) Cost

(Baht) 53,487,980 338,468,244 322,298,130 462,496,584

Number of Cases

26 402 1,370 2,191

Unit Cost (Baht) 1,117 646 1,159 2,072


(Baht) 29,042 271,320 1,587,830 4,373,992




Table 4.6 : Road Accident Costing in Nakhonsawan Province 2004 (Continued) General Crash Cost Category (C)



From Table 4.6, the three categories of cost are summed (See Table 4.7) to arrive at the total traffic accident cost for the pilot province of Nakhonsawan at 3,794.20 million Baht. Table 4.7 : Summary of Road Accident Costing in Nakhonsawan Province 2004

Crash Severity


Human Cost Category (A) 1,035.13 867.30 240.39 32.01 -

Property Damage Cost Category (B) 54.52 338.74 324.89 466.87

General Crash Cost Category (C) 16.28 69.29 157.24 194.53

Sub Total Cost (million Baht) 1,104.93 867.30 648.42 514.15 660.40

Total Cost (million Baht) 3,794.20 4.4.4 Costing of Songkhla Accidents Using the formulae given in Table 4.1 the amount related to the human, vehicular and non-vehicular, and general cost can be computed. The results are shown in Table 4.8.



Table 4.8 : Road Accident Costing in Songkhla Province 2004 Human Cost Category (A)




495 301 7,351 25,483

Unit Cost (Baht) 1,783,761 1,425,176 4,666 628 Loss of


(Baht) 882,961,695 428,977,976 34,299,766 16,003,324


495 301 7,351 25,483

Unit Cost (Baht) 1,920,508 2,560,156 18,743 315 Quality of

Life Cost (A2) Cost

(Baht) 950,651,460 770,606,956 137,779,793 8,027,145


495 301 7,351 25,483


(A3) Cost

(Baht) 5,497,965 3,616,816 146,990,596 17,430,372

Number of Cases

254 4028 905 -

Unit Cost (Baht) 1236 1236 1236 EMS. Cost

(A4) Cost

(Baht) 313,944 4,978,608 1,118,580

Number of Casualties 301

Unit Cost (Baht) 639,465

Long Term Care Cost (A5) Cost

(Baht) 192,478,965

Total Cost (million Baht) 1,839.43 1,395.68 324.05 42.58



Table 4.8 : Road Accident Costing in Songkhla Province 2004 (Continued) Property Damage Cost Category (B)

Crash Severity


Number of Cases

425 5,518 13,725 34,313

Unit Cost (Baht) 154,572 83,605 23,436 21,359


(Baht) 65,693,100 461,332,390 321,659,100 732,891,367

Number of Cases

43 552 1,373 3,431

Unit Cost (Baht) 936 790 2,275 4,374


(Baht) 40,248 436,080 3,123,575 15,007,194




Table 4.8 : Road Accident Costing in Songkhla Province 2004 (Continued) General Crash Cost Category (C)



From Table 4.8, the three categories of cost are summed (See Table 4.9) to give the total traffic accident cost for the pilot province of Songkhla at 6,135.29 million Baht. Table 4.9 : Summary of Road Accident Costing in Songkhla Province 2004

Crash Severity


Human Cost Category (A) 1,839.43 1,395.68 324.05 42.58 Property Damage Cost Category (B) 65.73 461.77 324.78 747.90 General Crash Cost Category (C) 34.32 198.44 276.54 495.30

Sub Total Cost (million Baht) 1,939.48 1,395.68 984.26 644.90 1,244.2

0 Total Cost (million Baht) 6,206.51



4.4.5 Costing of Bangkok Traffic Accidents Using the formulae given in Table 4.1 the amount related to the human, the vehicular and non-vehicular, and general cost can be computed. The results are shown in Table 4.10. Table 4.10 : Road Accident Costing in Bangkok Province 2004 Human Cost Category (A)




746 226 10,489 48,783

Unit Cost (Baht) 2,757,119 2,114,332 6,826 1,012 Loss of


(Baht) 2,056,810,774 477,839,032 71,597,914 49,368,396


746 226 10,489 48,783

Unit Cost (Baht) 2,959,742 3,365,021 19,031 376 Quality of Life

Cost (A2) Cost

(Baht) 2,207,967,532 760,494,746 199,616,159 18,342,408


746 226 10,489 48,783


(A3) Cost

(Baht) 6,710,270 2,715,616 191,057,135 27,562,395

Number of Cases

428 5,944 2,817 -

Unit Cost (Baht) 1,721 1,721 1,721 EMS. Cost

(A4) Cost

(Baht) 736,588 10,229,624 4,848,057

Number of Casualties 226

Unit Cost (Baht) 831,423 Long Term

Care Cost (A5) Cost

(Baht) 187,901,598

Total Cost (million Baht) 4,272.23 1,428.95 472.50 100.12



Table 4.10 : Road Accident Costing in Bangkok Province, year 2004 (Continued) Property Damage Cost Category (B)

Crash Severity


Number of Cases

715 8,143 42,706 85,412

Unit Cost (Baht) 259,209 107,367 32,481 25,296


(Baht) 185,334,435 874,289,481 1,387,133,586 2,160,581,952

Number of Cases

72 814 4271 8,541

Unit Cost (Baht) 5,202 4,385 2,965 1,939


(Baht) 374,544 3,569,390 12,663,515 16,560,999

Total Cost (million Baht) 185.71 877.86 1,399.80 2,177.14



Table 4.10 : Road Accident Costing in Bangkok Province, year 2004 (Continued) General Crash Cost Category (C)



4 - 23

From Table 4.10, the three categories of cost are summed (See Table 4.11) to give the total traffic accident cost for Bangkok province, at 26,194.76 million Baht. Table 4.11: Summary of Road Accident Costing in Bangkok Province, year 2004

Crash Severity


Human Cost Category (A) 4,272.23 14,28.95 472.50 100.12 Property Damage Cost Category (B) 185.71 877.66 1,399.8 2,177.14

General Crash Cost Category (C) 160.24 1,304.58 5,086.48 8,729.35

Sub Total Cost (million Baht) 4,618.18 1,428.95 2,654.74 6,586.40 10,906.49 Total Cost (million Baht) 26,194.76

4.4 Summary of Study Findings 4.4.1 Ratios of Injury Severity Per Fatality Casualty statistics obtained from the five target provinces indicated that the percentages of casualty per case of fatal injury are as shown in Table 4.12. For every death, the ratio of disability is between 0.30 to 0.67; serious injury 11.83 to 15.28 and slight injury 31.09 to 65.39. Table 4.12: Ratios of Casualties by Severity for the five target provinces

Case Study Province

Ratio of Casualties Fatality : Disability : Serious : Slight

Bangkok 1 0.30 14.06 65.39

Lampang 1 0.42 12.53 44.17

Nakhonsawan 1 0.67 15.28 62.17

Khon Kaen 1 0.57 11.83 31.09

Songkhla 1 0.61 14.85 51.48



4 - 24

4.4.2 Road Accident Costing of Five Target Provinces Using the Human Capital Method, the Consultant estimated the cost of road crashes in the five case-study provinces for the year 2004. Table 4.13 and Figure 4.1 give details of the cost breakdowns. Khon Kaen at 5,447.88 million baht. The total cost have been derived from three categories of cost: the human cost at 3,190.23 million baht; cost relating to property damage at 1,587.74 million baht, and the general cost arising from road crashes totaling 669.91 million baht. The figures represent 58.56 %, 29.14 %, and 12.30 % of the total cost respectively. Lampang at 2,060.73 million baht. The total cost have been derived from 3 groups of cost: The human cost equal 1,216.77 million baht, the cost relating to property damage amount to 561.07 million baht, and the general cost wring from road crashes total 282.89 million baht. They contribute 59.05 %, 27.23 %, and 14.73 % of the total cost respectively. Nakhonsawan at 3,794.20 million baht. The total cost have been derived from 3 groups of cost: The human cost equal 2,174.83 million baht, the cost relating to property damage amount to 1,184.01 million baht, and the general cost wring from road crashes total 436.35 million baht. They contribute 57.32 %, 31.18 %, and 11.50 % of the total cost respectively. Songkhla at 6,206.51 million baht. The total cost have been derived from 3 groups of cost: The human cost equal 3,601.73 million baht, the cost relating to property damage amount to 1,600.18 million baht, and the general cost wring from road crashes total 1,004.59 million baht. They contribute 58.03 %, 25.78 %, and 16.19 % of the total cost respectively. Bangkok at 26,194.76 million baht. The total cost have been derived from 3 groups of cost: The human cost equal 6,274.80 million baht, the cost relating to property damage amount to 4,640.31 million baht, and the general cost wring from road crashes total 15,280.65 million baht. They contribute 24.95 %, 17.71 %, and 58.33 % of the total cost respectively. Table 4.13 : Road Accident Costing of 5 Case Study Provinces

Human Cost Property Damage Cost General Cost Total Cost Province

mil Baht % mil Baht % mil Baht % mil Baht % Khon Kaen 3,190.23 58.56 1,587.74 29.14 669.91 12.30 5,447.88 100 Lampang 1,216.77 59.05 561.07 27.23 282.89 14.73 2,060.73 100 Nakhonsawan 2,174.83 57.32 1,184.01 31.18 436.35 11.50 3,794.20 100 Songkhla 3,601.73 58.03 1,600.18 25.78 1,004.59 16.19 6,206.51 100 Bangkok 6,274.80 24.95 4,640.31 17.71 15,280.65 58.33 26,194.76 100



4 - 25

Human Costs6,273.80 million baht (23.95%)

Property Damage Costs 4,640.31 million baht (17.71%)

General Crash Costs 15,280.65 million baht (58.33%)

Human Costs 3190.23 million baht (58.56%)Property Damage Costs

1587.74 million baht (29.14%)

General Crash Costs669.91 million baht (12.30%)

Human Costs1216.77 million baht (59.05%)Property Damage Costs

561.07 million baht (27.23%)

General Crash Costs 282.89 million baht (13.73%)

Human Costs2174.83 million baht (57.32%)

Property Damage Costs1,183.01 million baht (31.18%)

General Crash Costs 436.35 million baht (11.50%)

Khon Kaen Province Lampang Province

Nakhonsawan Province Songkhla Province

Bangkok Province

Figure 4.1 : Percentage of Crash Cost Categories for Five Provinces, year 2004

Human Costs3,601.73 million baht (58.03%)

Property Damage Costs1,600.18 million baht (25.78%)

General Crash Costs 1,004.59 million baht (16.19%)



4 - 26

4.4.3 Traffic Accident Cost Breakdowns for Five Case-Study Provinces Table 4.14 and Figure 4.2 give percentage breakdowns of the three cost categories for the five provinces in question. Khon Kaen Province. It can be seen that the cost of loss of productivity equals 1,221.05 million baht or 22.41% of the total cost; the loss of quality of life 1,638.85 million baht or 30.08%; medical cost 148.77 million baht or 2.73 %; emergency medical service 2.96 million baht or 0.05%;, long term care 178.61 million baht or 4.28%; vehicular damage 1,571.45 million baht or 28.85%, non-vehicular damage 16.29 million baht or 0.30%; insurance administration 150.21 million baht or 2.75 %, police administration 6.39 million baht or 0.12 %, judicial system cost 4.67 million baht or 0.09 %, emergency rescue service 1.28 million baht or 0.02 %, and the delay in transport cost 507.95 million baht or 9.32 % . Lampang Province. It can be seen that the cost of loss of productivity equals 457.89 million baht or 22.22 % of the total cost, the loss of quality of life 627.88 million baht or 30.47 % , medical cost 66.21 million or 4.21 %, emergency medical service 1.05 million baht or 0.05 %, long term care 64.74 million baht or 4.09 %, vehicular damage 558.80 million baht or 27.12 %, non-vehicular damage 2.26 million baht or 0.11 %, insurance administration 18.54 million baht or 0.90 %, police administration 4.67 million baht or 0.18 %, judicial system cost 8.68 million baht or 0.42 %, emergency rescue service 0.92 million baht or 0.04 %, and the delay in transport cost 251.10 million baht or 12.18 % Nakhonsawan Province. It can be seen that the cost of loss of productivity equals 784.37 million baht or 20.65 % of the total cost, the loss of quality of life 1,120.32 million baht or 29.53 % , medical cost 135.68 million or 4.58 %, emergency medical service 7.10 million baht or 0.19 %, long term care 128.36 million baht or 4.38 %, vehicular damage 1,176.75 million baht or 31.01 %, non-vehicular damage 6.26 million baht or 0.17 %, insurance administration 41.05 million baht or 1.08 %, police administration 11.72 million baht or 0.31 %, judicial system cost 12.77 million baht or 0.34 %, emergency rescue service 2.07 million baht or 0.05 %, and the delay in transport cost 368.73 million baht or 9.72 % Songkhla Province. It can be seen that the cost of loss of productivity equals 1,362.04 million baht or 21.95 % of the total cost, the loss of quality of life 1,867.07 million baht or 30.08 % , medical cost 174.54 million or 2.80 %, emergency medical service 6.41 million baht or 0.10 %, long term care 192.48 million baht or 4.10 %, vehicular damage 1,581.58 million baht or 25.48 %, non-vehicular damage 18.61 million baht or 0.30 %, insurance administration 124.37 million baht or 1.99 %, police administration 8.95 million baht or 0.14 %, judicial system cost 38.50 million baht or 0.62 %, emergency rescue service 1.85 million baht or 0.03 %, and the delay in transport cost 831.91 million baht or 14.40 % Bangkok Province. It can be seen that the cost of loss of productivity equals 2,655.62 million baht or 10.17 % of the total cost, the loss of quality of life 3,186.42 million baht or 12.20 % , medical cost 228.05 million or 0.87 %, emergency medical service 15.81 million baht or 0.06 %, long term care 187.90 million baht or 0.72 %, vehicular damage 4,607.34 million baht or 17.64 %, non-vehicular damage 34.17 million baht or 0.13 %, insurance administration 149.57 million baht or 0.57 %, police administration 117.70 million baht or 0.45 %, judicial system cost 74.33 million baht or 0.28 %, emergency rescue service 2.09 million baht or 0.01 %, and the delay in transport cost 14,937.76 million baht or 57.18 %



4 - 27

Table 4.14 : Breakdown of Traffic Accident Cost for 5 Case Study Provinces



4 - 28

Figure 4.2 : Elements of Cost Incurred by Road Crashes in Five Provinces, year 2004

Loss of quality of life costs 30.08%

Loss of productivity 22.41 %

Non-vehicle damage costs 0.30 %

Medical costs 2.73 %

Vehicle damage costs 28.85 %

Insurance administration costs 2.75 %

Travel delay costs 9.32 %

Emergency medical service costs 0.05

Police administration costs 0.12 %

Judicial system costs 0.09 %

Emergency rescue service costs 0.02 %

Long term care costs 3.28 %

Khon Kaen Province



Non-vehicle damage costs 0.11%




Travel delay costs 12.18






Lampang Province



4 - 29













Nakhonsawan Province

Songkhla Province

Figure 4.2 : Elements of Cost Incurred by Road Crashes in Five Provinces, year 2004 (Continued)







Travel delay costs 13.40

Emergency medical service costs 0.10 %







4 - 30

4.4.3 Average Value of Cost according to Crash Severity for 5 Case Study Provinces Table 4.15 shows the averages of cost according to crash severity for the five target provinces. Khon Kaen : fatal-crash cost at 2,892,081 baht, disability cost 3,226,685 baht, serious injury cost 99,041 baht, and slight injury cost 22,245 baht, and property damage only at 30,383 baht. Lampang : a fatal costing 2,650,254 baht, a disability 3,565,431 baht, a serious injury 116,515 baht, and a slight injury 20,940 baht, and a property damage only crash 29,167 baht. Nakhonsawan : a fatal costing 2,900,079 baht, a disability 3,361,628 baht, a serious injury 111,374 baht, and a slight injury 22,245 baht, and a property damage only crash 30,139 baht.

Loss of quality of life costs 12.16 %






Travel delay costs 57.03 %Emergency medical service costs 0.06





Figure 4.2 : Elements of Cost Incurred by Road Crashes in Five Provinces, year 2004 (Continued)

Bangkok Province



4 - 31

Songkhla : a fatal costing 3,918,141 baht, a disability 4,636,811 baht, a serious injury 133,895 baht, and a slight injury 25,268 baht, and a property damage only crash 36,231 baht. Bangkok : a fatal costing 6,190,590 baht, a disability 6,322,788 baht, a serious injury 253,098 baht, and a slight injury 135,014 baht, and a property damage only crash 127,693 baht.

Table 4.15 : Average of Cost according to Crash Severity for 5 Provinces

Average Value of Cost according to Crash Severity (bath/Case) Crash Severity Khon Kaen Lampang Nakhonsawan Songkhla Bangkok

Fatal 2,892,081 2,650,254 2,900,079 3,918,141 6,190,590Disability 3,226,685 3,565,431 3,361,628 4,636,811 6,322,788 Serious Injury 99,041 116,515 111,374 133,895 253,098Slight Injury 22,245 20,940 21,666 25,268 135,014Property Damage Only 30,383* 29,167* 30,139* 36,231* 127,693*

Note * bath/crash

5 TRAFFIC ACCIDENT COST IN THAILAND 5 - 1


5 TRAFFIC ACCIDENT COSTS IN THAILAND

5.1 Introduction Investigation into the range of costs incurred by road crashes in the five pilot provinces, as discussed in Chapter 3, served as the basis for estimating the losses associated with road accidents in Thailand. The five provinces where studies were conducted are representative of 76 provinces As mentioned in Chapter 2, the cost elements of a road accident are classified into three categories: Human Costs, Property Damage Costs, and General Crash Costs. In order to calculate the total losses arising from traffic accidents, two sets of data, which are 1) the number of casualties and crashes and 2) the unit cost data, must first be compiled. The compilation of such data is described in the following topics. 5.2 Number of Casualties and Crashes 5.2.1 Number of Casualties In this study, crash-related casualties are classified into four groups according to the severity of injury, namely fatal, physical disabling, seriously injured, and slightly injured. Raw data of crash casualties were obtained from the Annual Epidemiological Surveillance Report 2004 published by the Bureau of Epidemiology, Ministry of Public Health. Since the data of crash injury obtained from the said report were not classified according to the severity of injury, the consultant therefore split the crash injury data into three groups, i.e. physically disabling, seriously injured, and slightly injured, according to the percentages obtained from studies conducted in the five provinces. Table 5.1 shows the numbers of crash casualty in degrees of severity derived by this method.



Table 5.1: Crash Casualties Classified by Severity

*



Table 5.1: Crash Casualties Classified by Severity (Continued) Remark: * compiled by the Consultant Source: estimated from statistics in Annual Epidemiological Surveillance Report 2004



Under reported Data In addition, casualty data obtained from the Royal Thai Police, the Bureau of Epidemiology and other data collected by the consultant were grouped into two main categories: Death (fatal) and Injury (non-fatal). The numbers were compared and their relative magnitudes calculated. The fatality and injury ratios thus obtained will provide a basis for normalising accident casualty figures reported by different sources. Breakdown of road accident casualty data for Bangkok and four other target provinces are shown in tables to 5.2 and 5.3 below. Table 5.2: Casualty Ratios for Bangkok based on data from 3 sources

Fatalities Injuries Source

Number Percentage Number Ratio

Royal Thai Police 815 1.09 23,307 0.39

Bureau of Epidemiology 134 0.18 24,796 0.42

The Consultant 746 1.00 59,272 1.00

In Table 5.2, the number of deaths reported by the three sources are in the ratio of 1.09: 0.18: 1.00. It can be seen that the figure reported by the Royal Thai Police and that by the consultant are quite comparable; the slight difference between the two is of no significance. In contrast, the fatality figure reported by The Bureau of Epidemiology is way below that of the other two sources. This was because data from the Bureau of Epidemiology were limited to those collected from the hospitals attached to the Public Health Ministry. Therefore, for the purpose of normalising the Bangkok fatality rate, data from the Royal Thai Police, or the average of the rates obtained from the Royal Thai police and the consultant, may be used as a base figure. For the “Injury” category, data from the three sources show marked differences, i.e. 0.39: 0.42: 1.00. Figures from the Royal Police and the Bureau of Epidemiology are less than half the number obtained by consultant. This was because a large number of minor injuries, as normally occurred in accident cases in Bangkok, were not reported to the authorities, thereby resulting in the lower numbers. In contrast, statistics collected by the consultant were obtained from all types of hospital including those not attached to Public Health Ministry as well as private hospitals where a significant number of small injuries are treated. Therefore, if data from the above two sources are to be used, they should be normalised against that of the consultant’s in order to reflect the actual situation. Data collected from the other four provinces, as shown in Table 5.3, are regarded as representative of the true situation outside of Bangkok. Table 4 .3 shows a low fatality rate reported by the Royal Thai Police. Similarly, fatal cases reported by the Bureau of Epidemiology are also on the low side. Fatality rates obtained by consultant, by contrast,



are higher than the numbers obtained from the other two sources by some 35%. Again, the large difference was due to the consultant’s more comprehensive collection method: data were collected from all types of hospital covering hospitals under the Public Health Ministry, private hospitals and university hospitals in Khon Khaen and Songkhla. “Injury” figures reported by the Royal Thai Police is on the low side when compared against data collected by the consultant. This was because only the injury pertaining to actionable cases and logged in police journals was reported. Injury rates reported by the Bureau of Epidemiology is likewise lower by some 30%, being limited to cases treated by Ministry-affiliated hospitals, whereas consultant’s number was the result of a much wider extent of collection including data from private hospitals and university hospitals in Khon Khaen and Songkhla. Table 5.3: Accident Casualty Ratios for our target provinces based on data from three sources.

Fatalities

Source Lampang Nakhonsawan Khonkaen Songkhla

Total Ratio

Royal Thai Police 164 293 346 347 1,150 0.64

Bureau of Epidemiology 190 395 271 332 1,188 0.66

Consultant 276 381 639 495 1,791 1.00

Injuries Source

Lampang Nakhonsawan Khonkaen SongkhlaTotal Ratio

Royal Thai Police 820 1,311 798 1,406 4,335 0.04

Bureau of Epidemiology 12,771 18,902 23,212 23,253 78,138 0.71

Consultant 15,754 29,765 31,634 33,135 110,288 1.00

The percentages presented above should be considered or applied within the context of their suitability and comprehensiveness. Where it can be verified that available data are sufficiently accurate and comprehensive, no normalisation would be necessary



5.2.2 Number of Crashes Data collected from police stations in the five pilot provinces showed no significant difference in the casualties-per-crash averages (by degree of severity) for Lampang, Nakhonsawan, Khonkaen, and Songkhla while a marked difference was observed in the same figures for Bangkok. Therefore, the average casualties-per-crash are finally grouped in two i.e. averages for Bangkok as one, and Other Provinces as another group. The latter group comprises averages of figures derived for the four provinces. Results of such grouping are shown in Table 5.4 and Table 5.5.

Table 5.4: Casualties-per-Crash Average for Bangkok

Casualties per Crash Average Severity

Fatalities Serious Injuries

Slight Injuries

Total Casualties

Fatal 1.043 0.022 0.13 1.195 Serious - 1.286 0.011 1.297 Slight - - 1.138 1.138

Table 5.5: Casualties-per-Crash Average for Other Provinces

Casualties per Crash Average Severity

Fatalities Serious Injuries

Slight Injuries

Total Casualties

Fatal 1.227 0.772 0.356 2.355 Serious - 1.330 0.358 1.689 Slight - - 1.603 1.603

Remark: Analyzed from police crash records for Lampang, Nakhonsawan, Khonkaen, and Songkhla From the averages thus derived, the number of crashes classified by severity can be calculated. Results are shown in Table 5.6.



Table 5.6 : Estimated Number of Crashes by Severity



Table 5.6 : Estimated Number of Crashes by Severity (Continued) Source : Complied by The Consultant



5.2.3 Number of Accident Cases Transferred by EMS From the information collected in the pilot provinces other than Bangkok, the ratio between number of crashes and number of cases transferred by EMS unit is calculated for each degree of crash severity. The results are shown in Table 5.7. Table 5.7 : Ratio of Crashes to Cases Transferred by EMS Unit, by Severity

Number of crashes : 1 case transferred by EMS Study Area

Fatal Serious Injured Slight Injured

4 pilot provinces 1.67 : 1 1.37 : 1 15.16 : 1 The figures shown in Table 5.7 are then used to determine the number of cases transferred by EMS in five study areas as shown in Table 5.8. Table 5.8 : Cases Transferred by EMS Unit Classified by Severity

Number of Cases Transferred by EMS Unit Classified by Severity Study Area

Fatal Serious Injured Slight Injured

Bangkok 428 5,944 2,817

Other provinces 6,590 108,696 27,540 Total 7,018 114,640 30,357

5.2.4 Number of Crashes Involving Non-Vehicular Damage Similarly, police records obtained from pilot provinces showed that in some 10% of the crashes recorded, damage was also caused to properties other than vehicles. Information of such non-vehicular-damage crashes, or NVD, is summarized in Table 5.9. Table 5.9 : Non-Vehicular-Damage Crashes Classified by Severity

Number of NVD Crashes Study Area Fatal Serious

Injured Slight Injured Property Damage Only

Bangkok 72 814 4,271 8,541 Other provinces 1,101 14,891 41,749 83,498

Total 1,173 15,705 46,020 92,039



5.2.5 Number of Insurance Claims From the information collected in the pilot provinces, the percentage between number of crashes and number of insurance claims is calculated for each degree of crash severity. The results are shown in Table 5.10. Table 5.10 : Percentage between Number of Crashes and Number of Insurance Claims

Percentages of Insurance Claims Fatal Serious Injured Slight Injured Property Damage

Only Compulsory Voluntary Compulsory Voluntary Compulsory Voluntary Voluntary

82.05 17.95 82.05 17.95 82.05 17.95 50 Based on the information from the five pilot provinces, the Consultant determined the ratio of crashes to the volume of insurance claims made. Results are summarized in Table 5.11. Table 5.11 : Number of Insurance Claims

Number of Insurance Claims

Fatal Serious Injured Slight Injured Property Damage Only Study Area

Compulsory

Voluntary

Compulsory

Voluntary

Compulsory

Voluntary Voluntary

Bangkok 587 128 6,681 1,462 35,039 7,667 42,706 Other provinces 9,030 1976 122,183 26,730 342,551 74,939 417,490

Total 9,617 2,104 128,864 28,192 377,590 82,606 460,196 5.2.6 Number of Attendances by Police Using the information from five pilot provinces, the percentage of crashes to the number of police attendances to the crash sites can be determined. The results are shown in Table 5.12. Hence, the total attendance cases by police of Thailand were calculated and the results shown in Table 5.13. Table 5.12 : Percentage between Number of Crashes and Number of Police Attendances

Percentages of Attendances by Police

Fatal Serious Injured Slight Injured Property Damage

Only Study Area Reporte

d Reported Reported Unreported Reported Unreported

Bangkok 100 32.96 6.54 26.42 7.17 35.04 Other provinces 100 5.32 1.54 6.49 0.89 5.84



Table 5.13 : Number of Attendances by Police

Number of Attendances by Police

Fatal Serious Injured Slight Injured Property Damage

Only Study Area

Reported Reported Reported Unreported Reported Unreported

Bangkok 715 2,684 2,793 11,285 6,121 29,074

Other provinces 11,006 6,433 6,429 27,095 7,431 48,763

Total 11,721 9,117 9,222 38,380 13,552 77,837 5.2.7 Number of Cases Referred to Court Using to the information from five pilot provinces, the ratio of crashes to the number of cases referred to court can be determined. Results are summarized in Table 5.15. Hence, the total cases referred to court of Thailand were calculated and the results shown in Table 5.15. Table 5.14 : Percentage between Number of Crashes and Number of Cases Referred to Court

Percentages of cases referred to Court Study Area Fatal Serious


Bangkok 87.75 18.56 1.09 1.54 Other provinces 87.75 5.32 0.49 0.68

Table 5.15 : Number of Cases Referred to Court

Number of cases referred to Court Study Area Fatal Serious


Bangkok 627 1,511 466 1,315 Other provinces 9,658 6,433 2,046 5,678

Total 10,285 7,944 2,512 6,993 5.2.8 Number of Cases Transferred by ERS From the information gathered from five pilot provinces, the ratio of crashes to number of cases transferred by ERS can be determined. Results are summarized in Table 5.16. Hence, the total cases referred to court of Thailand were calculated and the results shown in Table 5.17.



Table 5.16 : Ratio of Crashes to Number of Cases Transferred by ERS

Number of Cases Transferred by ERS Study Area Fatal Serious Injured

Bangkok 5.04:1 3.97:1 Other provinces 5.04:1 3.97:1

Table 5.17 : Number of Cases Transferred by ERS

Number of Cases Transferred by ERS Study Area Fatal Serious Injured

Bangkok 177 1,638 Other provinces 2,724 37,510

Total 2,901 39,148



5.3 Unit Cost 5.3.1 Human Costs Category 5.3.1.1 Loss of Productivity Cost The unit costs of production loss per casualty were determined for the crashes based on gender and age groups using the information from IS data of hospitals in the five pilot provinces. In addition, the calculation took into account the local wage function which is in dependent on local economic factors as explained in Chapter 2. Another component was the weighted average of the wage scales. All these components were considered in determining the average productivity loss for each province. The final productivity losses incurred according to degrees of accident severity are summarized in Tables 5.18 below. It should be noted that in estimating productivity losses due to serious and slight injuries, only one medical-care provider, such as a nurse, is factored into the estimation. However, for the case of physically disabling injury, the productivity loss of such a care provider is added to the long term cost of care.



Table 5.18 : Loss of Productivity Classified by Severity



Table 5.18 : Loss of Productivity Classified by Severity (Continued)



Table 5.18 : Loss of Productivity Classified by Severity (Continued)



5.3.1.2 Quality of Life Cost In order to determine this aspect of the costs, the Consultant conducted a number of interviews with citizens, experts, and accident victims in the pilot provinces to find out the extent of losses in the quality of life caused by road accidents. Results of the interviews are shown in Table 5.19. Productivity losses of the accident victim and the care provider together with hospital-care cost are summed up, and the sum then multiplied by the figures in Table 5.19. The results thus obtained show the monetary value of quality of life losses (fatality, disability serious and slight = 125, 150, 75 and 25 respectively). These are shown in Table 5.20. Table 5.19 : Results of Interviews on Quality of Life Cost

Loss in Quality of Life as Percentages of Total Human Category Cost

Interviewees Fatality (Average)

Disability (Average)

Serious Injury

(Average)

Slight Injury (Average)

People’s representatives

(20 persons) 100-150 100-200 50-100 10-20

Experts (77 persons) 100-150 100-200 50-100 10-50

Accident Victims (87 persons) 50-200 100-200 50-100 10-50

Average 83-167 100-200 50-100 10-40 Source: Interviews and Consultant’s Calculation



Table 5.20: Estimates of Quality of Life Losses



Table 5.20: Estimates of Quality of Life Losses (Continued)



5.3.1.3 Medical Care Cost Since the cost of medical care was found to be fairly uniform across all of the pilot provinces, it is assumed that such a cost pattern would be typical across Thailand. The Consultant therefore determined the unit cost by averaging all the prices obtained from the five provinces in order to arrive at a cost that is applicable for the whole country. The average cost of treating crash patients according to degrees of injury severity is summarized in Table 5.21. Table 5.21 : Average Crash Patients Treatment Cost by Degree of Severity

Medical Care Unit Cost (baht per casualty) Study Area

Fatal Disabled Seriously Injured

Slightly Injured

All provinces 8,995 12,016 18,215 565 5.3.1.4 EMS Cost EMS Cost is also assumed to follow a similar pattern across Thailand, much like the medical-care scenario. An EMS Unit Cost is shown in Table 5.22 Table 5.22 : Average EMS Cost

Study Area The Average Cost of EMS (baht per case)

All provinces 1,721 5.3.1.5 Long-Term Care Cost Long-term care cost is limited to the group of victims whose physical disability as a result of road crashes requires continuous care and recurring expenses as explained in Chapter 2. Such a cost is shown in Table 5.23.



Table 5.23: Estimates of Long Term Care Cost



Table 5.23: Estimates of Long Term Care Cost (Continued)



5.3.2 Property Damage Costs 5.3.2.1 Vehicular Damage Cost From the vehicular damage cost figures obtained in the five pilot provinces, the average damage cost per crash classified by crash severity can be summarized in Table 5.25. Table 5.24 : Average Vehicular Damage Classified by Crash Severity

Average Vehicular Damage Classified by Crash Severity (baht per crash) Study Area



5.3.2.2 Non-Vehicular Damage Cost From the determination of costs arising from damage to properties other than the vehicles involved in crashes, the average non-vehicular damage per crash classified by crash severity can be summarized in Table 5.25. Table 5.25 : Average Non-Vehicular Damage Classified by Crash Severity

Average Non-Vehicular Damage Classified by Crash Severity (baht per crash) Study Area



5.3.3 General Crash Costs This category of costs comprises expenses incurred by a crash wherein authorities or persons concerned with the management of the incident are required to act or to provide service. It includes administration costs incurred to insurance companies, police, the judicial system and expenses for the emergency rescue team. 5.3.3.1 Insurance Administration Cost The average cost of insurance administration across the five pilot provinces is shown in Table 5.26.



Table 5.26: Average Insurance Administration Cost per Claim

Average Insurance Administration Cost (baht per claim) Study Area

Compulsory System Voluntary System

Bangkok 1,403 3,250 Other provinces 1,201 3,139

5.3.3.2 Police Administration Cost Cost of police administration in the five pilot provinces were found to differ significantly among the areas. Therefore a fixed rate is assumed for this cost for the whole country based on either a reported or unreported crash incident. The rates are shown in Table 5.27. Table 5.27 : Average Police Administration Cost per Attendance

Average Police Administration Cost (baht per attendance case) Study Area

Reported Case Unreported Case

All provinces 5,443 1,347 5.3.3.3 Judicial Administration Cost The average cost of judicial administration per crash incident, taken from costs across the five pilot provinces, is shown in Table 5.28. Table 5.28: Average Judicial Administration Cost

Study Area Average Judicial Administration

Cost (baht per case)


5.3.3.4 Emergency Rescue Service Cost From the determination of ERS cost in five pilot provinces, the average ERS cost per case can be summarized in Table 5.29.



Table 5.29: Average ERS Cost per Case

Study Area Average ERS Cost (baht per case)


5.3.3.5 Travel Time Delay Four provinces were selected as a representative for regional area of Thailand to determine the travel delay cost. The consultant selected these provinces from every part of Thailand. (Lampang (North), Nakornsawan (Middle), Songkhla (South), and Khon Kaen (North-East). The average of travel delay cost per accident case categorized by accident severity for regional area can be determined in Table 5.30. Table 5.30 : The average of travel delay cost per accident case categorized by accident

severity for regional area

Accident Severity Lampang (baht)

Nakornsawan (baht)

Songkhla (baht)

Khon Kaen (baht)

Regional (baht)

Fatal Crash 38,373 43,256 37,533 19,661 34,706 Serious Crash 25,467 14,158 31,242 12,751 20,905 Slight Crash 14,783 10,199 17,283 9,032 12,824

PDO 7,860 7,224 11,843 8,063 8,748 Source : From the estimation of consultant

Table 5.31 : The travel delay cost per accident case categorized by accident severity

for Bangkok Accident Severity (baht)

Fatal Crash Serious Crash Slight Crash PDO 218,167 153,466 116,639 100,116



5.4 Total Traffic Accident Costs for Thailand From all of the data mentioned in sections 5.2 and 5.3, the Consultant has estimated the costs of road crashes in Thailand for the year 2004 at 184,568.43 million baht. Details are shown in Table 5.32 Table 5.32 : Total Traffic Accident Costs in Thailand 2004 (Used average factor for

quality of life)



Table 5.33 and Figure 5.1 give the breakdown of the three groups of costs in terms of percentages. It can be seen that the cost of loss of productivity and long term care equals 1,328.98 million baht or 21.44 % of the total costs, the loss of quality of life 1,783.88 million baht or 28.78 % , medical cost 103.27 million or 1.67 %, emergency medical service 2.36 million baht or 0.04 %, vehicle damage 2,147.96 million baht or 35.66 %, non-vehicle damage 207.25 million baht or 3.34 %, insurance administration 150.0 million baht or 2.42 %, police administration 5.02 million baht or 0.06 %, judicial system costs 5.67 million baht or 0.08 %, emergency rescue service 1.96 million baht or 0.03 %, and the delay in transport cost 463.37 million baht or 7.48 % . Table 5.33 : Breakdown of Traffic Accident Costs for Thailand for 2004 (Computed

by using average QOL factor)

Cost Elements Amount

(million baht) %

Human Costs Total 104,099.00 56.4

- Loss of productivity - Loss of quality of life - Medical - Emergency medical service - Long term care

36,007.76 58,029.82 4,628.67 261.62 5,171.13

19.51 31.44 2.51 0.14 2.80

Property Damage Costs Total 45,569.89 24.69

- Vehicle damage - Non-vehicle damage

45,157.09 412.8

24.47 0.22

General Crash Costs Total 34,899.54 18.91

- Insurance administration - Police administration - Judicial system - Emergency rescue service - Travel delay

2,412.98 393.93 941.21 59.47

31,091.95

1.31 0.21 0.51 0.03 16.85

Total 184,568.43 100.00



Figure 5.1 : Percentage of Elements of Thailand Road Crash Costs for 2004 (average case)

Productivity losses of the accident victim and the care provider together with hospital-care cost are summed up, and the sum then multiplied by the figures in Table 5.19. The results thus obtained show the monetary value of quality of life losses (fatality, disability serious and slight = 167, 200, 100 and 40 respectively). The Consultant has estimated the costs of road crashes in Thailand for the year 2004 at 204,050.01 million baht. Details are shown in Table 5.34 Table 5.35 and Figure 5.2 show details of breakdown of traffic accident costs for 2004, as computed by using maximum value of QOL factor

Loss of productivity costs 19.51%


Medical costs 2.51%Emergency medical service costs 0.14%






Judicial system costs 0.51 %Travel delay costs 16.85 %




Table 5.34 : Road Accident Costing in Thailand 2004 (Used maximum factor for quality of life)

Note : com = Compulsory insurance vol = Voluntary insurance rep = Reported cases unrep = Unreported cases



Table 5.35 : Breakdown of Traffic Accident Costs for Thailand for 2004 (Computed by using maximum QOL factor)

Cost Elements Amount (million baht) %



36,007.76 77,511.40 4,628.67 261.62 5,171.13

17.65 37.99 2.27 0.13 2.53



45,157.09 412.8

22.13 0.20



2,412.98 393.93 941.21 59.47

31,091.95

1.18 0.19 0.46 0.03 15.24

Total 204,050.01 100.00



Figure 5.2 : Percentage of Elements of Thailand Road Crash Costs for 2004 (maximum case)

Table 5.36 shows range value of costs according to crash severity (minimum and maximum), with a fatal costing 3,959,387 – 4,658,004 baht, a disability 4,503,479 – 5,404,175 baht, a serious injury 123,245 – 128,836 baht, and a slight injury 30,289– 30,461 baht, and a property damage only crash 40,220 baht.

Table 5.36 : Average Value of Costs according to Crash Severity

Crash Severity Average value of Costs (baht)

A Fatality 3,959,387 – 4,658,004 A Disability 4,503,479 – 5,404,175 A Serious Injury 123,245 – 128,836 A Slight Injury 30,289 – 30,461 A Property Damage Only Crash 40,220

Loss of productivity costs 17.65 %




Medical Costs 2.27%


Insurance administration costs 1.18 %Non-vehicle damage costs 0.20 %



Emergency rescue service costs 0.03%

Emergency medical service costs 0.13%

6 ACCIDENT COSTING PROGRAMME


6 - 1


6.1 Thailand Accident Costing Model Cost incurred by a traffic accident can be determined with the Human Capital Approach using the equation below: Total Traffic Accident Cost = A+B+C The three categories of cost are laid out below: 1. Human Cost Category, (A) = A1+A2+A3+A4 2. Property Damage Cost Category, (B) = B1+B2 3. General Crash Cost Category,(C) = C1+C2+C3+C4+C5 A description of these cost elements is given in Table 6.1



6 - 2

Table 6.1 : Description of Cost Elements A1, A2… in the Accident Costing Model







* No of career to injuries, 1:1



Medical Cost (A3)


EMS. Cost (A4)


Hum

an C

ost C

ateg

ory(

A)





6 - 3

Table 6.1 : Accident Costing Model (Continued)




Prop

erty

Dam

age

Cos

t C

ateg

ory

(B)








Total judicial system cost = [No. of attendances by court cases]severity x [average judicial system cost]severity * The average judicial system cost by severity cover expertise fee, transportation expenditure, service fee, court cost and others.

ERS Cost (C4)


Gen

eral

Cra

sh C

ost C

ateg

ory

(C)





6 - 4

6.2 Computer Model The model for computing Thailand traffic accident cost which goes under the name of TACOST was developed by using the software PHP5 and My SQL, both are written open source code 6.2.1 The Program When the user accesses the TACOST software via www.???, the main menu can be shown in Figure 6.1

Figure 6.1 : Main Menu of TACOST Software

Then, the user is required to login the software. By considering the priority of various users, two main user groups are classified to use this software which are administrator and guest. Figure 6.2 shows the way to login for both user groups. For the administrator who has an authority to add, edit, or delete some default information, he/she is required to confirm his/her password during login process as shown in Figures 6.3 and 6.4, respectively.



6 - 5

Figure 6.2 : Login for Administrator and Guest

Figure 6.3 : Login for Administrator

Login for Guest

Login and password for Administrator



6 - 6

Figure 6.4 : Username of Administrator

When the guest who is the general user can also access this software to determine the accident cost with the limitation in editing or deleting some default figures, he/she can login as shown in Figure 6.5

Figure 6.5 : Login for Guest

Username

Username



6 - 7

The computer programme consists of 6 menu : 1. Home 2. Casualties & Cases 3. Unit Costs 4. Report 6. Help 6. Logout 6.2.2 Casualties & Cases Menu In this part, user will be able of input Number of Casualty and Number of Cases for various parameters as shows in Figure 6.6

Figure 6.6 : Casualties & Cases Menu

Each menu comprises 3 steps for inputting data

o Insert data o Update data and o Delete data



6 - 8

Number of Casualties Figure 6.7 Shows example of a menu for inputting the Number of Casualties

Figure 6.7 : Menu for Input and Output of Number of Casualties Instruction for Part 1 (Insert)

- User inputs the year of data and select Study Area (Province) of the data to be recorded.

- User then inputs the Number of Cases for Fatalities, Disabilities, Serious Injuries and Slight Injuries

- To save the data, Click Submit. The saved data will appear in Part 2 Instruction for Part 2 (Update, Delete)

- User clicks to chose the pen “ ” symbol in order to update data or click the “ ” in order to delete data.

Insert

Update Delete

Part 1

Part 2



6 - 9

Update data Example of menu for updating data is shows in Figure 6.8

Figure 6.8 : Menu for Updating Data When user selects data items for updating. The Program will bring up existing data. After updating the data. User then clicks the “Submit” buttons the Program will save the updated data and go back to the input-output menu as in Figure 6.7 Delete data When user clicks the in order to delete data, a window as shows in Figure 6.9 will appear to ask for confirmation from the user.

Figure 6.9 : Window for Confirmation of Data Deletion



6 - 10

Number of Crashes The Number of Crashes will be calculated from the user inputted data on the Number of Casualties and Number of Casualties per Crash. User can input the year and view data by clicking the “Calculate” button or the “Calculate & Save” button in case where there are modification to the Number of Casualties and Number of Casualties per Crash. Figure 6.10 shows an example of the menu for calculation of number of crashes.

Figure 6.10 : Menu for Computing the Number of Crashes by year



6 - 11

Other menus in the number category comprise of

- Number of EMS Cases - Number of Vehicle Damage Cases - Number of Non-Vehicle Damage Cases - Number of Insurance Cases - Number of Police Cases - Number of Judicial Cases - Number of ERS Cases

These menus also are able to input, edit, or delete the data similar to the number of crashes menu as shown in Figure 6.10

6.2.1.2 Unit Cost Menu This part consists of:

- Setting of variables - Computation and inputting various cost parameters, details are as shown in Figure 6.11

Figure 6.11 : Menu for Unit Costs



6 - 12

Each Menu consists of Insert, Update and Delete buttons as in the Casualties and Cases Menu except the 3 cases of:

- Loss of Productivity Cost - Long Term Care Cost - Quality of Life Cost

Which requires the setting of variable values by using the menu setting variables. Setting Variables This part concerns the setting of values and variables for calculation. These are: - Economic growth value in terms of proportion eg.6% will be input as 0.06. - Discount rate is similarly input, eg.6% will be input as 0.06. - Expected Work Year - Number of Work Days per month

Figure 6.12 : Submenu for Setting Variables

Coefficient of Wage Function In order to determine the value of wage for each province, the user is required to select the considering year and input all coefficients (a, b, and c, respectively) of the wage function based on the sex classification (male and female) as shown in Figure 6.13.



6 - 13

Figure 6.13 : Submenu for Coefficient of Wage Function

Quality of Life Factor

Range of quality of life factors by severity, these are:

- Fatalities = 0.83-1.67 - Disabilities = 1.0-2.0 - Serious Injuries = 0.5-1.0 - Slight Injuries = 0.10-0.40

Figure 6.14 : Quality of Life Factor

Input

Result



6 - 14

Loss of Productivity Cost Example of calculation of Loss of Productivity Cost is given in Figure 6.15

Figure 6.15 : Submenu for Calculation of Unit Cost for Loss of Productivity

Part 1: Illustrates the variables entered from the Setting Variables menu. User input the required year into the Data Year then click the Calculate button for calculating the value of Loss of Productivity or the Calculate & Save button to save the result. User can change the variable values to see their effects on the output result. Of user wants to permanently change these values, it can be done through the Setting Variables Menu. Part 2: Shows output from the above example. It is seen that for Bangkok Metropolitan the unit cost for loss of productivity for the case of a fatality, a disability and cannot work, a disability and can work, and serious injury and a slight injury equals approximately 3,441,504, 2,258,199, 388,195, 8062 and 1,098 respectively.

Part 1

Part 2



6 - 15

Long Term Care Cost User input the required year into the Year then click the Submit button for calculating the value of Long term care unit cost.

Figure 6.16 : Submenu for Calculation of Unit Cost for Long term care Quality of Life Cost This value is obtained by multiplying the Quality of Life Factor and the sum of (Loss of Productivity + Hospital Care Cost + Long Term Care Cost). Hence, when user input the required year into the Year then click the Submit button for calculating the value of Quality of Life Cost.

Figure 6.17 : Submenu for Calculation of Unit Cost for Quality of Life



6 - 16

Other menus in the unit cost category consist of

- Medical Care Unit Cost - EMS Unit Cost - Vehicle Damage Unit Cost - Non-Vehicle Damage Unit Cost - Insurance Unit Cost - Police Unit Cost - Judicial Unit Cost - ERS Unit Cost - Travel Delay Unit Cost

These menus also are able to input, edit, or delete the data similar to the number of casualties menu as shown in Figure 6.10

6.2.1.3 Report Menu This menu displays various reports from the calculation. For example for the Traffic Accident Costs report, user specifies the year the select the Study Area Calculate clicks the button; the program will then perform the calculation.

Figure 6.18 : Menu for Report



6 - 17

Total Traffic Accident Costs for Thailand 2004 Figure 6.19 shows the output of the calculation for various components of traffic accident costs and the total costs based on Thailand figure in the year of 2004.

Figure 6.19 : Total Traffic Accident Costs for Thailand 2004



6 - 18

Breakdown of Traffic Accident Costs for Thailand 2004 This software can also display the breakdown items from the total cost calculation. Figure 6.20 shows the breakdown of the three groups of costs in terms of percentages.

Figure 6.20 : Breakdown of Traffic Accident Costs for Thailand 2004



6 - 19

Average Value of Costs according to Crash Severity Finally, the average costs per crash severity can be summarized. Figure 6.21 shows the average value of costs according to crash severity.

Figure 6.21 : Average Costs according to Crash Severity

7 CONCLUSION AND APPLICATION


7 - 1


7.1 Thailand Accident Costing Model Cost incurred by a traffic accident can be determined with the Human Capital Approach using the equation below: Total Traffic Accident Cost = A+B+C The three categories of cost are laid out below: 1. Human Cost Category, (A) = A1+A2+A3+A4 2. Property Damage Cost Category, (B) = B1+B2 3. General Crash Cost Category,(C) = C1+C2+C3+C4+C5 A description of these cost elements is given in Table 7.1



7 - 2

Table 7.1: Description of Cost Elements A1, A2… in the Accident Costing Model







* No of career to injuries, 1:1



Medical Cost (A3)


EMS. Cost (A4)


Hum

an C

ost C

ateg

ory(

A)





7 - 3

Table 7.1: Accident Costing Model (Continued)




Prop

erty

Dam

age

Cos

t C

ateg

ory

(B)








Total judicial system cost = [No. of attendances by court cases]severity x [average judicial system cost]severity * The average judicial system cost by severity cover expertise fee, transportation expenditure, service fee, court cost and others.

ERS Cost (C4)


Gen

eral

Cra

sh C

ost C

ateg

ory

(C)



7.2 Costing of Thailand Traffic Accidents Using the formulae given in Table 7.1 the amount related to the human, the vehicle and non-vehicle, and general costs can be computed, the results are as shown in Tables 7.2 and 7.3 for the average and maximum values of quality of life factors (QOL).



7 - 4

From the tables, it can be seen that the total cost of road accidents in Thailand for 2004 is 184, 568 million Baht and 204, 050 million Baht as computed by using the average QOL factor and the maximum QOL factor respectively. Table 7.2 : Road Accident Costing in Thailand 2004 (Used average factor for quality

of life) Note : com = Compulsory insurance vol = Voluntary insurance rep = Reported cases unrep = Unreported cases



7 - 5

Table 7.3 : Road Accident Costing in Thailand 2004 (Used maximum factor for quality of life)

Note : com = Compulsory insurance vol = Voluntary insurance rep = Reported cases unrep = Unreported cases



7 - 6

Table 7.4 and Figure 7.1 give the breakdown of the three groups of costs in terms of percentages. It can be seen that the cost of loss of productivity equals 36,007.76 million baht or 19.51 % of the total costs, the loss of quality of life 58,029.82 million baht or 31.44 % , medical cost 4,628.67 million or 2.51 %, emergency medical service 261.62 million baht or 0.14 %, long term care 5,171.13 million baht or 2.80%, vehicle damage 45,157.09 million baht or 24.47 %, non-vehicle damage 412.80 million baht or 0.22 %, insurance administration 2,412.98 million baht or 1.31 %, police administration 393.93 million baht or 0.21 %, judicial system costs 941.21 million baht or 0.51 %, emergency rescue service 59.47 million baht or 0.03 %, and the delay in transport cost 31,091.95 million baht or 16.85 % . Table 7.5 and Figure 7.2 show details of breakdown of traffic accident costs for 2004, as computed by using maximum value of QOL factor. Table 7.4 : Breakdown of Traffic Accident Costs for Thailand for 2004 (Computed by using average QOL factor)




36,007.76 58,029.82 4,628.67 261.62 5,171.13

19.51 31.44 2.51 0.14 2.80



45,157.09 412.8

24.47 0.22



2,412.98 393.93 941.21 59.47

31,091.95

1.31 0.21 0.51 0.03 16.85

Total 184,568.43 100.00



7 - 7

Table 7.5 : Breakdown of Traffic Accident Costs for Thailand for 2004 (Computed by using maximum QOL factor)




36,007.76 77,511.40 4,628.67 261.62 5,171.13

17.65 37.99 2.27 0.13 2.53



45,157.09 412.8

22.13 0.20



2,412.98 393.93 941.21 59.47

31,091.95

1.18 0.19 0.46 0.03 15.24

Total 204,050.01 100.00



7 - 8

Figure 7.1 : Percentage of Elements of Thailand Road Crash Costs for 2004 (average case)

Figure 7.2 : Percentage of Elements of Thailand Road Crash Costs for 2004 (maximum case)

Loss of productivity costs 19.51%


Medical costs 2.51%Emergency medical service costs 0.14%






Judicial system costs 0.51 %Travel delay costs 16.85 %


Loss of productivity costs 17.65 %




Medical Costs 2.27%


Insurance administration costs 1.18 %Non-vehicle damage costs 0.20 %



Emergency rescue service costs 0.03%

Emergency medical service costs 0.13%



7 - 9

Table 7.6 shows average value of costs according to crash severity, with a fatal costing 3,959,387- 4,658,004 baht, a disability 4,503,479-5,404,175 baht, a serious injury 123,245-128,836 baht, and a slight injury 30,289- 30,461 baht, and a property damage only crash 40,220 baht.

Table 7.6 : Average Value of Costs according to Crash Severity

Crash Severity Average value of Costs (baht)

A Fatality 3,959,387 - 4,658,004

A Disability 4,503,479 -5,404,175

A Serious Injury 123,245 -128,836

A Slight Injury 30,289 - 30,461

A Property Damage Only Crash 40,220



7 - 10

7.3 Application of Crash Cost Estimates This section gives an example for application of crash cost estimates. Statistics of Large-Bus Crashes -- Data from Highways Department Data of crashes on national highways obtained from the DOH’s nation-wide reporting system between 2002 and 2006 are shown in Table 7.7 below. For 2006, there were altogether 360 crashes involving 370 large inter-city buses resulting in 153 fatalities and 1,042 injuries (252 of which were serious and 790 slight injuries). Table 7.7: Number of Large-Bus Crashes on National Highways, with Associated Fatalities and Injuries, from 2002 to 2006 (5 years)

Year No. of Accidents

No. of Vehicles involved

No. of Fatalities

No. of Injuries

No. of Serious Injuries

No. of Slight Injuries

2002 595 629 254 2,285 640 1,645

2003 582 601 233 2,104 405 1,699

2004 670 695 304 2,460 638 1,822

2005 551 573 218 1,995 536 1,459

2006 360 370 153 1,042 252 790

Total 2,758 2,868 1,162 9,886 2,471 7,415

Ave. 551.6 573.6 232.4 1,977.2 494.2 1,483

Source: Bureau of Traffic Safety, Department of Highways, 2007 Figures in Table 7.7 indicate that for every crash, the number of fatalities are 0.42; disabilities 0.03 serious injuries 0.79 and slight injuries 2.76. The cost incurred in each crash is computed thus: = 0.42*4,658,004 + 0.03*5,404,175 + 0.79*128,836 + 2.76*30,461 which amounts to 2,304,340 or approximately 2.3 million baht per crash. The total cost of large-bus crashes on national highways for the 5 years period 2002-2006 is equal to 2758*2.3 or 6,343.4 million Baht.



7 - 11

7.4 Problems Encountered in Data Collection Data were collected in Khon Kaen, Lampang, Nakhonsawan, Songkhla, and Bangkok from public and private-sector agencies involved in crash-related activity. Interviews were conducted with a number of people involved including government authorities, experts as well as the families and friends of accident victims. Losses ascribed to traffic accidents were then assessed and categorized. This results in three categories of losses; the first category is the human costs, the second, the properties damaged, and the third is general losses associated with traffic crashes. In general, the main difficulty in such an undertaking was shortage of well-maintained data. The data kept by most of the government and private agencies concerned were either fragmented or un-searchable, or lacking proper cross-referencing among the various care providers, thus any effort at cross checking or verification was severely hampered.

1. Crash injury data of some of the care providers were not systematically maintained, thus could not be readily employed. The Consultant had to resort to the IS database of the Khon Kaen Central Hospital, Lampang Central Hospital, Nakhonsawanpracharak Hospital, Hatyai and records from the Report on Survey of Human Disability and Incapacity 2002 of the National Statistical Office for determining percentages in each data category such as gender, age and number of crash-induced disabilities.

2. Data of crash vehicle repair costs kept by insurance companies were largely inaccessible. Those that were available were limited to broad, overall figures; none were systematically maintained data. To remedy this lack, the Consultant obtained additional data from repair garages in order to better gauge the costs associated with crash-damaged vehicles.

3. Data relating to losses of properties other than vehicles were requested from Department of Highways and road authorities. For some agencies, such data had not been maintained properly, thereby hampering data checking. Much of these data could not be employed for this investigation.

APPENDIX


Appendix A Questionnaires of Human Costs

APPENDIX A


1

Part 1 Number of Fatalities by Age Group, Sex and Average Number of days of Treatment

Number of Fatalities

Male Female Age Group

Number Number of

days of treatment

Number

Average number of

days of treatment

0-4 5-9

10-14 15-19 20-24 25-29 30-34 35-39 40-44 45-49 50-54 55-59 60-64 65-69 70-74 75-79 80-84

85 over Source : KhonKaen Central Hospital IS Database

The Study of Traffic Accident Costs in Thailand

APPENDIX A


2

Part 2 : No of Casualties In-Patients, Out Patients by Age Group, Sex and Average Number of days of Treatment

In Patients Out Patients

Male Female Male Femal Age

Group Number

Average of days

of treatment

Number

Average of days

of treatment

Number Average

of days of treatment

Number

Average of days

of treatment

0-4 5-9

10-14 15-19 20-24 25-29 30-34 35-39 40-44 45-49 50-54 55-59 60-64 65-69 70-74 75-79 80-84

85 over

Source : KhonKaen Central Hospital IS Database

APPENDIX A


3

Part 3 : Number of Disabilities by Age Group and Sex

Number of Disabilities Age Range

Male Female

0-4 5-9

10-14 15-19 20-24 25-29 30-34 35-39 40-44 45-49 50-54 55-59 60-64 65-69 70-74 75-79 80-84

85 over Source : KhonKaen Central Hospital IS Database

APPENDIX A


1

Questionnaire on losses in quality of life from the accidents road Interviewees : Legal expert People’s representative

Your opinion about the following issues. 1. The impact of road accidents on the victims themselves.

1) Slight injury case

2) Serious injury case

2. The impact of road accidents on their families (the burden of accident in term of income

losses, inability to invest and to finance children’s education, sale of personal property, and debts) 1) Slight injury case

The Study of Traffic Accident Costs in Thailand.

APPENDIX A


2

2) Serious injury case

3) Death 3. Opportunities of the victims to be compensated for losses in their quality of life, above

and beyond the compensation for income losses, hospital cost and property damage. 1) Slight injury case Certainly

Possibly Absolutely not

Other opinion 2) Serious injury case Certainly


Other opinion

APPENDIX A


3

3) Death Certainly


Other opinion

4. Some studies in the past relate the quality of life costs to human costs in monetary term, i.e. lost output and medical expenses. Are following percentages suitable? 1) Slight injury case, 1 percent of monetary costs Suitable

Not Suitable, the suitable of percentage is %

2) Serious injury case, 50 percent of monetary costs Suitable

Not Suitable, the suitable of percentage is % 3) Death case, 20 percent of monetary costs Suitable

Not Suitable, the suitable of percentage is %

5. Do you know that, according to the Thai law, there are not only compensation for actual damages that the court can award to the injured parties of car accidents, but the injured parties can also file a lawsuit in order to claim for mental damages (pain, grief and suffering)?

Know Barely know Don’t know

APPENDIX A


4

6. In 2005, a judge in the Thonburi Civil Court awarded compensation to a former physician assistant who was hit by a mini-bus and was severely injured and become handicapped as a result. (Her internal organs was damaged, and half of her intestine was removed. She has to take liquid food, and cannot have a normal bowel movement. One of her lungs was also removed, and the fifth column of her backbone was broken. As a result, her plasma cannot be reproduced, and she cannot bear any child for the rest of her life.) She was awarded compensation in the amount of 3.55 million Baht with interest. (1.55 million Baht was awarded for the injured party in order to compensate for her inability to work and another 2 million baht to compensate for mental suffering from the loss, which is approximately 56% of the total compensation.) Do you think the compensation is appropriate? Why?

Appropriate because

Not appropriate because

What is the reasonable amount of compensation? baht.

Interviewee : Position :

----------------------------------------------------------------------------------

APPENDIX A


1

Questionnaire for accident victims about losses in quality of life

Part 1 : Characteristics of the accident victim being interviewed.

1. Sex Male Female

2. Age when accident occurred:

3. Present age :

4. Status

Single Married

5. Earning before accident 5,000 baht and below 5,001 – 10,000 baht 10,001 – 15,000 baht 15,001 – 20,000 baht 20,001 – 25,000 baht 25,001 – 30,000 baht 30,001 บาท baht and upper

6. Education

Primary school and below Lower secondary school Upper secondary school Diploma education Bachelor degree Master degree and upper

The Study of Traffic Accident Costs in Thailand.

APPENDIX A


2

7. Occupation before accident Not work Studying at Working

Employee Government official Businessman Other

Part 2 : The impact of road accident 8. Number of days of medical treatment in the hospital : days

9. Number of recuperation days at home : days

10. The impact of road accident on the victims Not disabled

Disability in: Seeing Hearing, speaking or communicating

Walking, using arm, hand or finger Amputation, part of arm, leg, finger, toe or hand Disability of limbs, limb deformity, spine, spasticity, tremor, cub

foot, deficiency foot, paralysis, pareasis Behavior Learning Other

11. The impact of road accident on working ability Can still work (Skip to 17.) Working efficiency reduced by % Cannot work at all

APPENDIX A


3

12. Earning after accident 5,000 baht and below 5,001 – 10,000 baht 10,001 – 15,000 baht 15,001 – 20,000 baht 20,001 – 25,000 baht 25,001 – 30,000 baht 30,001 บาท baht and upper

13. Number of carers (family members or friends) during medical treatment in hospital : 14. Number of carers (family members or friends) during convalescence at home : 15. Carers’s income

5,000 baht and below 5,001 – 10,000 baht 10,001 – 15,000 baht 15,001 – 20,000 baht 20,001 – 25,000 baht 25,001 – 30,000 baht 30,001 บาท baht and upper

16. When the carers take care of you, did they lose their income?

No Lost all of their income at the amount of baht

Lost part of their income at the amount of baht

17. Have you received payment for compensation? No Yes, received baht from whom?

Appropriate amount The amount is not appropriate

APPENDIX A


4

What is the reasonable amount of compensation? baht What are the criteria for being a reasonable amount?

18. The impact of road accidents on yourselves.

19. The impact of road accidents on your family (the burden of accident in term of income

losses, inability to invest and to finance children’s education, sale of personal property, and debts)

20. Do you know that, according to the Thai law, there are not only compensation for actual

damages that the court can award to the injured parties of car accidents, but the injured parties can also file a lawsuit in order to claim for mental damages (pain, grief and suffering)?

Know Barely know Don’t know

21. In 2005, a judge in the Thonburi Civil Court awarded compensation to a former

physician assistant who was hit by a mini-bus and was severely injured and become handicapped as a result. (Her internal organs was damaged, and half of her intestine was removed. She has to take liquid food, and cannot have a normal bowel movement. One

APPENDIX A


5

of her lungs was also removed, and the fifth column of her backbone was broken. As a result, her plasma cannot be reproduced, and she cannot bear any child for the rest of her life.) She was awarded compensation in the amount of 3.55 million Baht with interest. (1.55 million Baht was awarded for the injured party in order to compensate for her inability to work and another 2 million baht to compensate for mental suffering from the loss, which is approximately 56% of the total compensation.) Do you think the compensation is appropriate? Why?

Appropriate because

Not appropriate because

What is the reasonable amount of compensation? baht.

22. Other opinions:

APPENDIX A


6

Lost output

Long termcare cost

Medical expenses

= 100 %

What are losses in quality of life as percentages of lost output, long term care costs, and medical expenses?

- Death: % - Serious injury: % - Slight injury: % - Disability: %

23. Loss in quality of life Interviewee:

Accident victim Expert, position:

APPENDIX A


1

Survey Form : Medical and Emergency Medical Service Expenses

Name of surveyor:..........................................................

Telephone:..........................................................

Procedure for Collection of Unit Cost

Hospital Name………………………

1. Labor Cost Table : 1 Labor Cost of ER Staff

Part Time Item Full Time Item

Position Time Proportion In Unit

1. Nurse................... baht 1. Doctor

2. Aide ....................baht 2. Pharmacist

3. Worker .................baht 3. Radiologist

4. Other ..................baht 4. Laboratory Technician

5. 5. Physio-therapist

Note : All professions at all levels are involve in In-Patient Department Table 2 : Collection of ER Staff personal income & expense data

No. Name Salary Over Time

Income from

Professional status

Children School

fee

Medical Expense

Travel/ Training expense

House rent

Note : Collect from all staff as listed in Table 1


APPENDIX A


2

Table : 3 Labor Cost of IPD Staff Part Time

Item Full Time Item Position Percentage of

Time in Unit 1. Nurse................... baht 1. Doctor

2. Aide ....................baht 2. Pharmacist

3. Worker .................baht 3. Radiologist

4. Other ..................baht 4. Laboratory Technician

5. 5. Physio-therapist

Note : All professions at all levels are involve in In-Patient Department Table 4 : Collection of Ward Staff personal income & expense data


Income from

Professional status

Children School

fee

Medical Expense


House rent

Note : Collect from all staff as listed in Table 3

Table 5 : Labor Cost data collection for pharmaceutical staff


Income from

Professional status

Children School

fee

Medical Expense


House rent

Note : Collect from all staff in Unit

APPENDIX A


3

Table 6 : Labor Cost data collection for radiological staff


Income from

Professional status

Children School

fee

Medical Expense


House rent

Note : Collect from all staff in Unit Table 7 : Labor Cost data collection for laboratory staff


Income from

Professional status

Children School

fee

Medical Expense


House rent

Note : Collect from all staff in Unit Table 8 : Labor Cost data collection for doctors staff


Income from

Professional status

Children School

fee

Medical Expense


House rent

Note : Collect from all staff in Unit

APPENDIX A


4

2. Material Cost Table 9 : Material Cost of Namphong hospital

Unit Percentage (%) Non-drug item (baht)

Office material (baht)

ER Lab

X-ray pharmacy

ward

3. Capital Cost of Namphong hospital includes land, building, medical equipments and office equipments

Building Cost = Depreciation x percentage of use Depreciation = Price of building x interest rate

25 years Criteria for depreciation 1. Medical equipment 5 years 2. Office equipment 10 years 3. Computer 3 year 4. Building 25 years Capital Cost ER, Ward, Lab , X-ray, Pharmacy 1. Area………………………..m2. 2. Year of construction………………………… 3. Cost of construction ………………………… 4. Percentage of use……………….. 5. Cost of building extension/maintenance…………………………

APPENDIX A


5

Table 10 : Capital Cost in Namphong Hospiptal

Unit Medical Equipment

Year purchase Price Office equipment Year

purchase Price

BP meter Desk BP Monitor Chair Centrifuge Computer Defibrillator ……….. EKG Recorder ……….. Electric Suction ……….. Laryngoscope ……….. Ophthalmoscope Infusion Pump Weight scale O2 Flowmeter …………… …………… Others……. Others…….

APPENDIX A


6

Results of Survey Data of Treatment of Traffic injury Patient in Khon kaen 2004

Hospital No. Patient admit ICU OR refer

refer to near

resident Dearth Disability

รพ.ขอนแกน 9316 4089 580 1683 25 434 352

รพ.ศรีนครินทร 2908 471 17 94 61 0 16 0

รพ.ชุมแพ 2238 227 0 0 211 52 31 0

รพ.บานไผ 1903 445 0 0 320 0 35 0

รพ.กระนวน 883 121 0 21 64 12 5 30

รพ.พล 1402 147 0 0 139 0 10 0

รพ.น้ําพอง 1219 308 0 0 192 8 20 0

รพ.สิรินธร 519 119 0 0 78 0 23 0

รพ.ราชพฤกษ 741 262 39 20 9 8 0 0

รพ.เวชประสิทธิ ์ 240 0 0 0 0 0 0 0

รพ.ขอนแกนราม 906 391 40 101 22 0 6 0

รพ.คายศรีพัชรินทร 102 0 0 0 4 0 0 0

รพ.มัญจาคีรี 417 104 0 0 10 0 10 0

รพ.หนองเรือ 977 88 0 0 107 0 9 0

รพ.ภูเวียง 965 189 0 0 82 0 8 0

รพ.สีชมพู 436 78 0 0 11 0 1 0

รพ.อุบลรัตน 575 134 0 0 44 0 11 0

รพ.บานฝาง 958 84 0 0 63 0 5 0

ร.พ.แวงนอย 498 0 0 0 0 0 1 0

รพ.หนองสองหอง 894 117 0 0 49 0 10 0

รพ.ชนบท 736 66 0 0 29 0 0 0

รพ.เขาสวนกวาง 444 0 0 0 0 0 0 0

รพ.เปอยนอย 217 42 0 0 28 0 0 0

รพ.แวงใหญ 382 21 0 0 16 0 0 2

รพ.พระยืน 791 36 0 0 29 0 2 0

รพ.ภูผามาน 243 10 0 0 23 2 0 0

รพ.ซําสูง 356 13 0 0 6 0 2 0

รพ.จิตเวชฯ 0 0 0 0 0 0 0 0

รพ.เซ็นปอลล 0 0 0 0 0 0 0 0

ศูนยอนามัยที่ 6 ขก. 0 0 0 0 0 0 0 0

Total 31,266 7,562 676 1,919 1,622 82 639 384

APPENDIX


Appendix B Questionnaires of Property Damage Costs

Costs of Damaged Vehicles (Repair Costs)

Data from Insurance Company/ Repair Garage Year……………………………….………..…. Data Source…………………………………………..……………………………………….

Fatal Crash Serious Crash Slight Crash PDO Crash

Type of Vehicle Total Cost of

Damaged Vehicle (baht)

No. of Damage Vehicle

Total Cost of Damaged Vehicle (baht)






Bike Rig Shaw M/C Tuk-Tuk Car Taxi Pick-up Van Modified Pick-up Bus Tour bus/Fixed route bus 6 – Wheel Truck 10 – Wheel Truck Trailers Agricultural Vehicle Others………..

Costs of Non-Vehicle Property Damage by Type and Severity

Data From Agency................................................................Year ..............................................

Severity Fatal Serious Crash Slight Crash PDO Crash

Type of Damaged

Property Amount

(baht)

No.

Amount (baht)

No.

Amount (baht)

No.

Amount (baht)

No.

Road Surface Bridge Lighting Traffic signal Traffic sign Guard rail Kilometer Post Central island Other..

APPENDIX


Appendix C Questionnaires of General Crash Costs

APPENDIX C


1

Traffic Accident Induced Travel Delay Interview Form

Interviewee : Police Officer at Police Station…………………..…………….……….

1) Time spent at crash scene for :

• Fatal crash Time spent....................………….……… • Serious injury crash Time spent....................………….……… • Slight injury crash Time spent....................………….……… • PDO crash Time spent....................………….………

2) Number of lane rendered untrafficable as a result of crash for :

• Fatal crash No. of Lane....................………….……… • Serious injury crash No. of Lane....................………….……… • Slight injury crash No. of Lane....................………….……… • PDO crash No. of Lane....................………….………

---------------------------------------------------------------


APPENDIX C


1

Cost Data on Administration of Crash

Agency……………………………………………………..…………………………..…year of data………….…………

Part 1 : General Data …………………………………………………………………..…………………………………………….………………………………… ………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………… …………………………………………………………………………..…………………………………………….………………………… ……………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………… ………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………… …………………………………………………………………………..…………………………………………….………………………… ……………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………… …………………………………………………………………………………………………………………………………………………… Part 2 : Labor Cost Data …………………………………………………………………………..…………………………………………….………………………… ………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………… …………………………………………………………………………..…………………………………………….………………………… ……………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………… ……………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………… ……………………………………………………………………………………………………………………………………………………


APPENDIX C


2

Part 3 : Material and Equipment Cost Data …………………………………………………………………………..…………………………………………….………………………… ………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………… …………………………………………………………………………..…………………………………………….………………………… ……………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………… ……………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………… …………………………………………………………………………………………………………………………………………………… Part 4 : Capital Cost Data …………………………………………………………………………..…………………………………………….………………………… ………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………… …………………………………………………………………………..…………………………………………….………………………… ……………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………… ……………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………… Part 5 : Others …………………………………………………………………………..…………………………………………….………………………… ………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………… …………………………………………………………………………..…………………………………………….………………………… ……………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………… ………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………… …………………………………………………………………………..…………………………………………….…………………………

APPENDIX


Appendix D Details of Calculation

APPENDIX D


1

Data for calculating the value of lost output

Estimation Method

In estimating the value of lost output due to road accidents in Khon Kaen, we start with the estimation of a labor hour function and a wage function in which variables on worker characteristics (age, sex, education, geographical location, and workplace) are incorporated. Estimates from these two functions are then used in calculating an individual’s foregone income, as detailed in section 3.1.1. The formulae for calculating lost output from different types of accident impacts are summarized in Table 1.

APPENDIX D


2

Table 1 : Summary of formulae for calculating lost output Type of Output Loss Calculating Formula

1. Lost output through death Number of fatalities × Foregone Income 2. Lost output by the disabled who cannot work

Number of non-working disabilities × Foregone Income

3. Lost output by the disabled who can work with 30% income

Number of working disabilities × Foregone Income × 30%

4. Lost output through serious injury (in-patients)

Number of the seriously injured × Number of lost working days × Daily wage

5. Lost output through slight injury (out-patients)

Number of the slightly injured × Number of lost working days × Daily wage

6. Lost output by carers: 1) Caring for the non-working

disabled 2) Caring for the working

disabled 3) Caring for the injured

32.5% × Lost output by the disabled who cannot work 4.2% × Lost output by the disabled who can work Lost output through serious injury + Lost output through slight injury

Notes : 1) Accident victims who are disabled and can still work are assumed to reduce their working efficiency down to 30% of the previous level, according to Worawate (2004)

2) The percentages of 32.5% and 4.2% used in cases of caring for the disabled are derived from Survey on Disabilities and Handicap in 2002 by the National Statistical Office.

APPENDIX D


3

Data and Sources of Data

In estimating the value of lost output of road accident victims, we use the following data.

1. Data for Estimating Labor Hour and Wage Functions Data on worker characteristics (age, sex, education, geographical location, and workplace) and wages are necessary for estimating a labor hour function, a wage function and foregone income, as explained in detail in section 3.1.1. These data are obtained from a quarterly survey on working conditions for the third quarter of 2004. (See details in Appendix D.) 2. Data for Estimating Lost Output These data consist of:

1) Number of accident fatalities classified by sex and age from the IS database of the Khon Kaen Central Hospital (See Table 1). In 2004 the number of fatalities in road crashes in Khon Kaen province is 639, and we use the IS database to classified by sex and age. The results are shown in Table 2.

APPENDIX D


4

Table 1 : Number of accident fatalities from the IS database of the Khon Kaen Central Hospital


0 to 4 3 4 7 2 5 to 9 7 1 8 7

10 to 14 15 5 20 12 15 to 19 62 13 75 17 20 to 24 50 6 56 22 25 to 29 37 5 42 27 30 to 34 28 10 38 32 35 to 39 42 5 47 37 40 to 44 20 5 25 42 45 to 49 25 5 30 47 50 to 54 21 6 27 52 55 to 59 16 8 24 57 60 to 64 13 7 20 62 65 to 69 3 2 5 67 70 to 74 4 1 5 72 75 to 79 2 0 2 77 80 to 84 2 0 2 82

85 and older 1 0 1 87 Total 351 83 434

Source : IS database, Khon Kaen Central Hospital.

APPENDIX D


5

Table 2 : Number of accident fatalities in Khon Kaen province classified by sex and age


0 to 4 4 6 10 2 5 to 9 10 2 12 7


85 and older 1 0 1 87 Total 517 122 639

Source : Calculation

APPENDIX D


6

2) The number of disabilities caused by accidents classified by sex and age from the IS database of the Khon Kaen Central Hospital and estimates in Survey on Disabilities and Handicap in 2002 by the National Statistical Office. The number of disabilities caused by accidents in Khon Kaen province is 368 (See Table 3). The NSO survey on Disabilities and Handicap in 2002 reports that 64% of the disabled were not able to work. This percentage is applied in estimating the number of the disabled who could not and could work in 2004 in Khon Kaen province. The estimated results are shown in Tables 4 and 5.

APPENDIX D


7

Table 3 : Number of accident disabilities in Khon Kaen province


0 to 4 2 3 5 2 5 to 9 9 2 11 7


85 and older 2 1 3 87 Total 310 58 368

Source : Khon Kaen Central Hospital

APPENDIX D


8

Table 4 : Number of the disabled who could not work in Khon Kaen province


0 to 4 1 2 3 2 5 to 9 6 1 7 7


85 and older 1 1 2 87 Total 198 39 237


APPENDIX D


9

Table 5 : Number of the disabled who could work in Khon Kaen province


0 to 4 1 1 2 2 5 to 9 3 1 4 7


85 and older 1 0 1 87 Total 112 19 131


APPENDIX D


10

3) The number of serious and slight injuries caused by road accidents classified by sex and age are obtained from the IS database of the Khon Kaen Central Hospital. The number of serious injuries in Khon Kaen province is 7,562 (See Table 6), and we use the IS database to classify the provincial number by sex and age. The results are shown in Table 7.

APPENDIX D


11

Table 6 : Number of serious injuries from the IS database of Khon Kaen Central Hospital


0 to 4 50 41 91 2 5 to 9 92 45 137 7


85 and older 3 1 4 87 Total 3,201 888 4,089

Source : IS database, Khon Kaen Cental Hospital

APPENDIX D


12

Table 7 : Number of serious injuries classified by sex and age in Khon Kaen province


0 to 4 92 76 168 2 5 to 9 170 83 253 7

10 to 14 396 115 511 12 15 to 19 1,246 362 1608 17 20 to 24 947 159 1106 22 25 to 29 666 122 788 27 30 to 34 512 142 654 32 35 to 39 461 120 581 37 40 to 44 399 113 512 42 45 to 49 313 94 407 47 50 to 54 272 85 357 52 55 to 59 196 67 263 57 60 to 64 104 48 152 62 65 to 69 68 28 96 67 70 to 74 30 13 43 72 75 to 79 33 9 42 77 80 to 84 9 4 13 82

85 and older 6 2 8 87 Total 5,920 1,642 7,562


APPENDIX D


13

The number of slight injuries in Khon Kaen is 23,704 (See Table 8), and we use the IS database to classify the provincial statistic by sex and age. The results are shown in Table 9.

Table 8 : Number of slight injuries from the IS database of Khon Kaen Central Hospital


0 to 4 97 85 182 2 5 to 9 129 73 202 7


85 and older 1 2 3 87 Total 3,441 1,786 5,227

Source : IS database, Khon Kaen Cental Hospital.

APPENDIX D


14

Table 9 : Number of slight injuries classified by sex and age in Khon Kaen province


0 to 4 441 385 826 2 5 to 9 584 329 913 7

10 to 14 932 533 1465 12 15 to 19 3,816 1,813 5629 17 20 to 24 3,199 1,591 4790 22 25 to 29 1,943 849 2792 27 30 to 34 1,270 617 1887 32 35 to 39 1,085 607 1692 37 40 to 44 719 413 1132 42 45 to 49 519 343 862 47 50 to 54 376 278 654 52 55 to 59 297 190 487 57 60 to 64 153 74 227 62 65 to 69 130 51 181 67 70 to 74 83 19 102 72 75 to 79 32 0 32 77 80 to 84 19 0 19 82

85 and older 5 9 14 87 Total 15,603 8,101 23,704


APPENDIX D


15

4) The length of hospitalization period includes the number of days of medical treatment in hospital and the number of recuperating days at home. Wannarha Sumirattana (1996) finds that the number of recuperating days is roughly equal to the number of days of medical treatment in hospital. This study adopts this finding and therefore the number of days of hospitalization for serious injuries is twice the number of days of medical treatment in hospital. Details are displayed in Table 10.

APPENDIX D


16

Table 10 : Number of days of hospitalization in serious injury cases Number of days of medical treatment in the hospital

Number of days of hospitalization Age Group

Male Female Male Female 0 to 4 5.72 3.78 11.44 7.56 5 to 9 6.72 4.22 13.44 8.44

10 to 14 5.83 5.89 11.66 11.78 15 to 19 7.69 7.57 15.38 15.14 20 to 24 6.83 8.19 13.66 16.38 25 to 29 7.33 5.42 14.66 10.84 30 to 34 7.71 6.00 15.42 12.00 35 to 39 6.92 6.45 13.84 12.90 40 to 44 8.54 5.52 17.08 11.04 45 to 49 8.88 7.43 17.76 14.86 50 to 54 9.14 9.11 18.28 18.22 55 to 59 9.37 8.19 18.74 16.38 60 to 64 7.88 4.88 15.76 9.76 65 to 69 7.32 6.00 14.64 12.00 70 to 74 8.00 6.71 16.00 13.42 75 to 79 11.56 5.80 23.12 11.60 80 to 84 8.80 4.00 17.60 8.00

85 and older 4.67 7.00 9.34 14.00 Source : IS database, Khon Kaen Cental Hospital

APPENDIX D


17

In slight injury cases, the number of days of hospitalization is 2 (one day is for medical treatment and another day for recuperation) in both sexes and every age group.

5) Average daily wages and annual incomes for different age groups are calculated from

a labor hour function and a wage function which are estimated from the data obtained from a quarterly survey on working conditions for the third quarter of 2004. (See details in Appendix D.) We use monthly wages for different age groups to calculate daily wages by dividing the monthly wage by 21.75 (One month is assumed to be equivalent to 4.35 weeks and one week is assumed to be equivalent to 5 days, as proposed in Nipon Puapongsakorn and Surachai Keetatrakoon (1997)). The results are shown in Table 11.

APPENDIX D


18

Table 11 : Average daily wages for different age groups Age Group Male Female

0 to 4 0.00 0.00 5 to 9 0.00 0.00

10 to 14 0.00 0.00 15 to 19 118.14 99.48 20 to 24 134.56 113.30 25 to 29 149.26 125.69 30 to 34 161.26 135.78 35 to 39 169.67 142.87 40 to 44 173.85 146.39 45 to 49 173.50 146.09 50 to 54 168.62 141.99 55 to 59 159.61 134.40 60 to 64 147.13 123.89 65 to 69 27.69 23.31 70 to 74 0.00 0.00 75 to 79 0.00 0.00 80 to 84 0.00 0.00

85 and older 0.00 0.00 Source : Calculation

APPENDIX D 1


Results of Foregone Income

Growth rate 4%, Discount rate 6% Growth rate 5%, Discount rate 6%

Age Male Female Age Male Female 0 to 4 1,021,446.33 860,101.04 0 to 4 1,442,277.03 1,214,458.305 to 9 1,123,513.21 946,045.67 5 to 9 1,512,277.60 1,273,401.74

10 to 14 1,235,779.00 1,040,578.23 10 to 14 1,585,675.62 1,335,205.9815 to19 1,298,550.93 1,093,434.85 15 to19 1,602,787.04 1,349,614.5320 to 24 1,255,914.91 1,057,533.51 20 to 24 1,513,024.81 1,274,030.9225 to 29 1,187,080.28 999,571.83 25 to 29 1,397,602.69 1,176,840.6230 to 34 1,092,354.25 919,808.51 30 to 34 1,258,122.02 1,059,391.9935 to 39 973,401.85 819,645.56 35 to 39 1,097,550.42 924,183.91 40 to 44 833,145.78 701,544.01 40 to 44 920,058.57 774,728.26 45 to 49 675,523.10 568,819.04 45 to 49 730,719.63 615,296.85 50 to 54 505,126.02 425,337.49 50 to 54 535,105.46 450,581.44 55 to 59 326,773.12 275,156.80 55 to 59 338,830.64 285,309.74 60 to 64 145,067.63 122,153.09 60 to 64 147,103.75 123,867.58 65 to 69 0.00 0.00 65 to 69 0.00 0.00 70 to 74 0.00 0.00 70 to 74 0.00 0.00 75 to 79 0.00 0.00 75 to 79 0.00 0.00 80 to84 0.00 0.00 80 to84 0.00 0.00 85 over 0.00 0.00 85 over 0.00 0.00

APPENDIX D 2



Age Male Female Age Male Female 0 to 4 2,066,181.43 1,739,812.22 0 to 4 411,917.84 346,852.26 5 to 9 2,066,181.43 1,739,812.22 5 to 9 520,926.43 438,642.11

10 to 14 2,066,181.43 1,739,812.22 10 to 14 658,782.71 554,722.92 15 to19 2,007,173.82 1,690,125.31 15 to19 769,812.18 648,214.44 20 to 24 1,844,250.68 1,552,937.13 20 to 24 786,018.50 661,860.84 25 to 29 1,660,631.35 1,398,321.88 25 to 29 782,588.47 658,972.62 30 to 34 1,459,087.48 1,228,613.41 30 to 34 757,495.04 637,842.88 35 to 39 1,243,642.52 1,047,199.64 35 to 39 709,622.32 597,532.02 40 to 44 1,019,348.00 858,334.16 40 to 44 638,751.67 537,855.94 45 to 49 791,934.34 666,842.23 45 to 49 545,398.60 459,248.70 50 to 54 567,375.55 477,754.23 50 to 54 430,506.08 362,504.34 55 to 59 351,422.62 295,912.72 55 to 59 295,019.33 248,418.76 60 to 64 149,165.55 125,603.70 60 to 64 139,379.83 117,363.71 65 to 69 0.00 0.00 65 to 69 0.00 0.00 70 to 74 0.00 0.00 70 to 74 0.00 0.00 75 to 79 0.00 0.00 75 to 79 0.00 0.00 80 to84 0.00 0.00 80 to84 0.00 0.00 85 over 0.00 0.00 85 over 0.00 0.00

APPENDIX D 3



Age Male Female Age Male Female 0 to 4 553,637.30 466,186.04 0 to 4 753,905.81 634,820.60 5 to 9 667,438.62 562,011.57 5 to 9 866,802.70 729,884.56

10 to 14 804,632.05 677,534.24 10 to 14 996,605.81 839,184.28 15 to19 907,621.28 764,255.53 15 to19 1,084,323.59 913,046.36 20 to 24 912,031.37 767,969.02 20 to 24 1,069,673.95 900,710.74 25 to 29 894,127.65 752,893.33 25 to 29 1,030,283.83 867,542.59 30 to 34 852,406.36 717,762.23 30 to 34 965,448.40 812,948.42 35 to 39 786,459.51 662,232.19 35 to 39 875,721.31 737,394.41 40 to 44 696,951.86 586,862.97 40 to 44 762,861.40 642,361.58 45 to 49 585,452.08 492,975.43 45 to 49 629,634.50 530,178.89 50 to 54 454,131.89 382,398.27 50 to 54 479,491.35 403,752.01 55 to 59 305,367.30 257,132.19 55 to 59 316,162.32 266,222.05 60 to 64 141,289.05 118,971.36 60 to 64 143,222.07 120,599.04 65 to 69 0.00 0.00 65 to 69 0.00 0.00 70 to 74 0.00 0.00 70 to 74 0.00 0.00 75 to 79 0.00 0.00 75 to 79 0.00 0.00 80 to84 0.00 0.00 80 to84 0.00 0.00 85 over 0.00 0.00 85 over 0.00 0.00

APPENDIX D


1

Data for calculating the value of loss in quality of life In this study the costs related to losses in quality of life are measured based on opinions gathered from personal interviews conducted with those who are supposed to be representatives of the people in Khon Kaen province. These include legal experts in the public and private sectors, political representatives at the local government level (province, municipality, and tambon) and the national level (senators and members of the house of representatives). Some accident victims are interviewed both at hospitals and at their homes, covering both the disabled and the injured. The questions asked in these interviews are shown in Appendix A. Based on results from the interviews of 13 legal experts and political representatives and 21 accident victims of which 11 cases in hospital and 10 cases at their homes in Khon Kaen, it is clear that road accidents adversely affect the quality of life for both the victims and their families. Accident victims suffer from lack of employment and income, including inability to pursue happiness from sports, entertainment, and normal social activities. Their families also bear the burden of accidents when income losses by the victims and their carers must be compensated by borrowing to pay for hospital costs and family expenses. In many cases, the ability to invest and to finance children’s education is reduced. However the number of political interviewees in Khon Kaen province is too small. Therefore, we added more representatives interviewed in Songkhla to our samples. Most interviewees agree that the loss in quality of life depends on the severity of accidents and can be measured as a function of monetary losses e.g. lost output and medical expenses. A group of accident victims were also interviewed in Khon Kaen and Songkhla. These include 11 persons who were being hospitalized, 18 disabled persons, and 4 injured persons who have recovered. The interviews of these victims confirm the conclusion from expert

APPENDIX D


2

opinions on the suffering, grief and pain experienced by the victims and their family members. It is interesting to note that while they could not exactly specify the values of these losses in their quality of life, most thought that the losses would be quite high in monetary terms. Most interviewees put values on the loss of lower quality of life by relating it to two factors: − the victims’ educational background, social status and income level before the

accidents; − the degree of impacts of the accidents on the victims’ physical and mental health.

It is generally accepted that any absolute numbers cannot be assigned to losses in quality of life, because the values tend to vary from case to case, depending much on the victims’ characteristics and circumstances. Therefore, this study will estimate losses in quality of life by setting them as percentages of lost output, long term care costs , and medical expenses. The values of these percentages are shown in detail in Table 1.

APPENDIX D


3

Table 1 : Results of interviews on quality of life costs Loss in quality of life as percentage of monetary loss Interviewees

Death Disability Serious Injury Slight Injury Experts

Case 1 50.00 100.00 75.00 25.00 Case 2 200.00 300.00 150.00 100.00 Case 3 100.00 50.00 30.00 10.00 Case 4 70.00 100.00 70.00 50.00 Case 5 100.00 90.00 70.00 50.00 Case 6 100.00 80.00 40.00 10.00 Case 7 66.00 100.00 34.00 1.00 Case 8 100.00 80.00 40.00 10.00 Case 9 150.00 150.00 75.00 75.00

Case 10 100.00 75.00 50.00 25.00 Case 11 150.00 250.00 125.00 75.00 Case 12 75.00 150.00 125.00 40.00 Case 13 125.00 200.00 90.00 65.00 Average 106.62 132.69 74.92 41.23

People’s representatives Case 14 100.00 95.00 60.00 10.00 Case 15 150.00 200.00 90.00 40.00 Case 16 150.00 225.00 90.00 65.00 Average 133.33 173.33 80.00 38.33

APPENDIX D


4

Loss in quality of life as percentage of monetary loss Interviewees Death Disability Serious Injury Slight Injury

Accident victims Case 17 100.00 200.00 50.00 20.00 Case 18 100.00 200.00 50.00 30.00 Case 19 50.00 100.00 40.00 30.00 Case 20 200.00 300.00 100.00 50.00 Case 21 50.00 100.00 30.00 10.00 Case 22 200.00 300.00 40.00 10.00 Case 23 60.00 100.00 30.00 10.00 Case 24 50.00 100.00 20.00 10.00 Case 25 50.00 100.00 25.00 10.00 Case 26 250.00 400.00 100.00 50.00 Case 27 60.00 100.00 50.00 20.00 Case 28 100.00 85.00 75.00 50.00 Average 105.83 173.75 50.83 25.00

Average of the three group 115.26 159.93 68.59 34.85

Source : Interview by Consultant

APPENDIX D 1


The average wage rate for passenger

The average wage rate for passenger who traveled by passenger car and pick-

up, motorcycle, truck, and bus can be computed by assuming the occupation and level of education for each passenger. There are 4 groups of passenger as shown in the following paragraphs.

Group 1 Passenger car and pick-up

Occupation LEGISLAT = legislators, high-ranking officials, and managers PROFESS = professionals

Level of education UNIACAD = academic university education UNIVOC = vocational university education UNIEDU = teachers training university education

Group 2 Motorcycle

Occupation TECHNIC = technicians CLERK = clerks Level of education DIPLACAD = academic diploma education DIPLVOC = vocational diploma education DIPLEDU = teachers training diploma education

Group 3 Truck

Occupation SERVICE = waiters and sale persons SKILL = skilled worker in agriculture CRAFT = craftsman

APPENDIX D 2


Level of education UPSECGE = upper secondary school education UPSECVOC = vocational secondary school education UPSECEDU = teachers training school education

Group 4 Bus

Occupation PLANT = plant operators MINING = mining workers Level of education UNDERELE = education below primary school ELEMENT = primary school education LOWSEC = lower secondary school education

In order to determine the wage function, the variable of occupation and level of

education belonging to each group of passenger are coded as “1”, and otherwise, coded as “0”.

Group 1 Male 28.339309 0.046758 0.00053LnWage AGE AGE= + − (1)

Female 28.167384 0.046758 0.00053LnWage AGE AGE= + − (2) Group 2

Male 27.687895 0.046758 0.00053LnWage AGE AGE= + − (3)

Female 27.515969 0.046758 0.00053LnWage AGE AGE= + − (4) Group 3

Male 27.375993 0.046758 0.00053LnWage AGE AGE= + − (5)

Female 27.204068 0.046758 0.00053LnWage AGE AGE= + − (6)

APPENDIX D 3


Group 4 Male 27.150462 0.046758 0.00053LnWage AGE AGE= + − (7) Female 26.978537 0.046758 0.00053LnWage AGE AGE= + − (8)

After determining the wage function for each group of passenger, the average

wage rate can be calculated as shown in Table 1. This figure was derived by averaging the wage rate of the population age from 15 to 65 years old.

Table 1 : The average wage rate classified by the types of vehicle

Average wage rate Type of Vehicle Bath/month Bath/hour

Group 1 Passenger car and pick-up 9,619.51 55.28 Group 2 Motorcycle 5,014.73 28.82 Group 3 Truck 3,671.05 21.10 Group 3 Bus 2,929.83 16.84

APPENDIX D 1


Insurance Administration Costs Average number of road accident claims per month = 90 Labor Costs

Item Description Salary (Baht/month) Load Factor Cost per Claim (Baht)

1 2 surveyors 10,000 100% 2x10,000x100%/90 = 222 2 2 estimators 10,000 100% 2x10,000x100%/90 = 222 3 5 administration staff 9,000 80% 5x9,000x80%/90 = 400

Average Labor Costs per Claim 844 Material Costs

Item Description Details Cost per Claim (Baht)

1 Fuel expenditure 3.5 Baht/km x 15 km/claim 53 2 Maintenance cost 2 times/year x 4,500 Baht / (90 claims x 12 months) 8 3 Office materials 100 4 Communication cost 5 Baht/minute x 20 minute/claim 100 5 Photography 10 pictures x 10 Baht 100 6 Water expenditure 500 Baht/month x load factor 80% / 90 claims 4 7 Electric expenditure 10,000 Baht/month x load factor 80% / 90 claims 89

Average Material Costs per Claim 454 Capital Costs


1 Office building (rental fee) 30,000 Baht/month x load factor 80% / 90 claims 267

2 Durable objects

500,000 bath (in 2004), 3 yrs used, 10 yrs life time 3

10

10

30.06)(1x

1)06.01(.06)00.06x(1

)06.01(000,500

+−+

++

x =

67,934 Baht/yr / 12 months x load factor 80% / 90 claims

50

3 Passenger car


10

10

3 0.06)(1x 1)06.01(

.06)00.06x(1)06.01(

000,750+

−++

+x =


75

Average Capital Costs per Claim 392

APPENDIX D 2


Police Administration Costs Muang Police Station Total number of road accident cases in 2004 = 194 Average number of road accident cases per month = 16 Total number of cases in 2004 = 3,103 Load factor of road accident case compare with total cases = 6.25 % (194/3,103) Labor Costs

Item Description Monthly Wage + Rank Fee (Baht/month) Load Factor Cost per Case (Baht)

1 7 communication officers 14,000 6.25% 7x14,000x6.25%/194 = 32

2 74 traffic police personnel 14,000 100% 74x14,000x100% x probability 20% /194 = 1,068

3 52 inquiry personnel 19,180 6.25% 52x19,180x6.25%/194 = 321 4 6 assistance inquiry personnel 16,450 6.25% 6x16,450x6.25%/194 = 32 5 13 clerks 16,450 6.25% 13x16,450x6.25%/194 = 69

Average Labor Costs per Case 1,522 Material Costs

Item Description Details Cost per Case (Baht) 1 Fuel expenditure 3 Baht/km x 100 km/case 300 2 Car Maintenance cost 4 cars x 2 times/year x 4,500 Baht / 194 cases 186 3 MC Maintenance cost 13 motorcycles x 2 times/year x 700 Baht / 194 cases 94 4 Office materials 200 5 Communication cost 5 Baht/minute x 30 minute/case 150 6 Photography 10 pictures x 10 Baht 100 7 Water expenditure 5,000 Baht/month x load factor 6.25% / 194 cases 2 8 Electric expenditure 100,000 Baht/month x load factor 6.25% / 194 cases 32

Average Material Costs per Case 1,064

APPENDIX D 3


Capital Costs


1 Office building 1 (Center buiding)

10,000,000 bath (in 2004), 19 yrs used, 40 yrs life time 19

40

40

19 0.06)(1x 1)06.01(

.06)00.06x(1)06.01(

000,000,10+

−++

+x =

664,615 Baht/yr /12 months x load factor 6.25% /194 cases

18

2 Office building 2 (Traffic building)


25

25

15 0.06)(1x 1)06.01(

.06)00.06x(1)06.01(

000,300,1+

−++

+x =

42,434 Baht/yr /12 months x load factor 100% /194 cases

44

3 Office building 3 (Inquiry personnel)


25

25

2 0.06)(1x 1)06.01(

.06)00.06x(1)06.01(

000,450+

−++

+x =

31,330 Baht/yr /12 months x load factor 6.25% /194 cases

1

4 4-Pick up


10

10

5 0.06)(1x 1)06.01(

.06)00.06x(1)06.01(

000,800+

−++

+x =

4 x 108,694Baht/yr /12 months x load factor 6.25% /194 cases

12

5 13-motorcycle


8

8

5 0.06)(1x 1)06.01(

.06)00.06x(1)06.01(

000,55+

−++

+x =

13 x8,857 Baht/yr /12 months /194 cases

49

6 Communication center


10

10

5 0.06)(1x 1)06.01(

.06)00.06x(1)06.01(

000,200+

−++

+x =

27,174 Baht/yr / 12 months x load factor 6.25% / 194 cases

1

Average Capital Costs per Case 125

APPENDIX D 4


Judicial System Administration Costs Total number of traffic accident cases in 2004 = 981 Average number of road accident cases per month = 82 Total number of criminal cases in 2004 = 6,889 Total number of civil cases in 2004 = 6,610 Total number of all cases in 2004 = 13,499 Load factor of traffic accident cases comparing with total criminal cases = 14.24 % (981/6,889) Load factor of traffic accident cases comparing with total cases = 7.27 % (981/13,499) Labor Costs Number of Staff in the Attorney Office in 2004

Number of Staff Description Khon Kaen

Provincial Court Khon Kaen

District Court Phol


Juvenile Court Total

1. Public attorney 15 4 6 5 30 2. Secretarial staff 11 10 8 3 32 3. Employee 5 2 - - 7

Total 31 16 14 8 69 Number of Staff in the Judge Office in 2004

Number of Staff Description Khon Kaen


District Court Phol


Juvenile Court Total

1. Judge 23 7 7 7 44 2. Secretarial staff 45 22 24 14 105 3. Employee 6 2 2 3 13

Total 74 31 33 24 162 Details in Labor Cost Calculation

Item Description Details Cost per Case (Baht) Attorney Office

1 Public attorneys 30 x 60,402 Baht/month x 14.24% / 82 cases = 3,147 2 Secretarial staff 32 x 16,108 Baht/month x 14.24% / 82 cases = 839 3 Employee 7 x 8,000 Baht/month x 14.24% / 82 cases = 97

Judge Office 4 Judge 44 x 71,965 Baht/month x 7.27% / 82 cases = 2,807

5,6

Secretarial staff + Employee (consider from administration budget of all four courts)

(8,070,935+4,149,998+3,564,936+2,554,075) Baht/yr x 7.27% / 981 cases =

1,359

7 Lawyer 20,000 Average Labor Costs per Case 28,249

Material Costs

Item Court Details Cost per Case (Baht)

1 Attorney Office (1,280,800+333,000+1,050,000) Baht/yr x 14.24% / 953 cases = 398

2 Judge Office (2,462,345+1,324,060+2,296,580+3,014,030) Baht/yr x 7.27% / 981 cases = 674

Weighted Average Material Costs per Case 1,072

APPENDIX D 5


Capital Costs

Item Description Details Cost per Case (Baht) 1 Court building

(e.g. Khon Kaen provincial court)


40

40

9 0.06)(1x 1)06.01(

.06)00.06x(1)06.01(

000,000,10+

−++

+x =

2,628,680Baht/yr x load factor 14.24% x area usage 80% /981cases

540

2 Other capital costs (180,735+41,000+75,738) Baht/yr x 14.24% /981 cases 43 Average Labor Costs per Case 583

APPENDIX D 6


ERS Administration Costs Jitkuson Foundation Average number of road accident cases per month = 97 Average number of all cases per month = 120 Load factor of road accident cases comparing with total = 80 % (97/120) Labor Costs

Item Description Salary (Baht/month) Load Factor Cost per Case (Baht)

1 3 drivers 6,000 80% 3x6,000x80%/97 = 148 2 6 rescue staff 4,000 80% 6x4,000x80%/97 = 198 3 1 manager 8,000 80% 1x8,000x80%/97 = 66

Average Labor Costs per Claim 412 Material Costs


1 Fuel expenditure 12,000 Baht/month x 80% /97 cases 99 2 Maintenance 1 pick up x 2 time/yr x 4,500 Baht/yr x 80%/97 cases 74 3 Office materials 500 Baht/month x 80% /97 cases 4 4 Communication cost 2,000 Baht/month x 80% /97 cases 17 5 Water expenditure 500 Baht/month x 80% /97 cases 4 6 Electric expenditure 1,000 Baht/month x 80% /97 cases 8



1 Office building


40

40

25 0.06)(1x 1)06.01(

.06)00.06x(1)06.01(

000,200,3+

−++

+x =


146

2 Pick up car


10

10

3 0.06)(1x 1)06.01(

.06)00.06x(1)06.01(

000,600+

−++

+x =


56

3 Wireless radio

5 x 10,000 bath (in 2004), 1 yrs used, 5 yrs life time 5x 1

5

5

10.06)(1x

1)06.01(.06)00.06x(1

)06.01(000,10

+−+

++

x =


8


APPENDIX D 7


Samakkee Utid Foundation Average number of road accident cases per month = 28 Average number of all cases per month = 40 Load factor of road accident cases comparing with total = 70 % (28/40) Labor Costs

Item Description Salary (Baht/month) Load Factor Cost per Case (Baht)

1 2 drivers 5,000 70% 2x5,000x70%/28 = 250 2 8 rescue staff 3,000 70% 8x3,000x70%/28 = 600 3 1 communication staff 3,500 70% 1x3,500x70%/28 = 88 4 1 head staff 8,000 70% 1x8,500x70%/28 = 200

Average Labor Costs per Claim 1,138 Material Costs


1 Fuel expenditure 2,000 Baht/month x 70% /28 cases 50 2 Maintenance 1 pick up x 2 time/yr x 4,500 Baht/yr x 70% /28 cases 225 3 Office materials 700 Baht/month x 70% /28 cases 13 4 Communication cost 500 Baht/month x 70% /28 cases 13 5 Water expenditure 500 Baht/month x 70% /28 cases 13 6 Electric expenditure 1,000 Baht/month x 70% /28 cases 25



1 Office building


30

30

80.06)(1x

1)06.01(.06)00.06x(1

)06.01(000,500,2

+−+

++

x =

113,952 Baht/yr /12 months x load factor 70% / 28 cases

237

2 Pick up car


10

10

6 0.06)(1x 1)06.01(

.06)00.06x(1)06.01(

000,600+

−++

+x =

81,521 Baht/yr / 12 months x load factor 70% / 28 cases

170

4 Wireless radio

6 x 10,000 bath (in 2004), 1 yrs used, 5 yrs life time 6x 1

5

5

10.06)(1x

1)06.01(.06)00.06x(1

)06.01(000,10

+−+

++

x =

13,440 Baht/yr / 12 months x load factor 70% / 28 cases

28


1 4 Jan 19.45 Male 35 Goverment Official No injury Drive Car - Car+Pick-up Side Swipe ถMale 30 Employee No injury Drive Pick-up -

2 31 Dec 16.00 Male 33 Employee No injury Drive Pick-up - Pick-up+ M/C Side Swipe ถ Female 16 Student Serious Drive M/C - Female 16 Student Fatal Passenger - -

3 8 Dec 13.25 Male 17 Employee No injury Drive M/C Island M/C+ Island Side Swipe ถMale 25 Employee Fatal Passenger - -

4 4 Jan 12.30 Male 42 Employee No injury Drive Pick-up - Pick-up+M/C Side Swipe แMale 16 Employee Fatal Drive M/C -

5 20 Dec 12.00 Male 39 Employee No injury Drive Pick-up - Pick-up+M/C Side Swipe ถFemale 22 Employee Slight Drive M/C -

Male 18 Student Slight Passenger - -

6 29 Dec 07.05 Male 46 Goverment Official No injury Drive Pick-up - Pick-up+M/C Side Swipe ถMale 15 Student Fatal Drive M/C -

Female 36 Employee Slight Passenger - -

7 12 Jan 06.20 Male 60 Business No injury Drive Pick-up - Pick-up+M/C Side Swipe ถMale 40 Business Fatal Drive M/C -

8 27 Dec 22.00 Male 26 Employee Slight Drive M/C - M/C+M/C Side Swipe ถMale 24 Agriculture Slight Drive M/C -

9 23 Jan 01.30 Male 30 Soldier Fatal Drive Pick-up - Pick-up + Pick-up Rear End แFemale 33 Business Slight Drive Pick-up -

10 15 Jan 01.00 Male 35 Employee No injury Drive Car - Car + M/C Side Swipe ห

Occupation Level of InjuryMonth Time Sex Age

EXAMPLE

Type of Crash

Property Damages

Vehicles Involved Vehicle Damage

Non-Vehicle Damage

Detailed Data from Police Crash Records in Muang Khon Kaen Police Station (con.)

Driving StatusDayNo

Occupation Level of InjuryMonth Time Sex Age Type of Crash

Property Damages


Non-Vehicle Damage


Driving StatusDayNo

Male 50 Employee Slight Drive M/C -

11 29 Jan 11.50 Male 42 Employee Serious Drive Pick-up - Pick-up + Pick-up Collision สีFemale 32 Housewife Fatal Drive Pick-up -

12 1 Feb 01.00 Male 35 Government Enterprise ONo injury Drive Passenger - Passenger + M/C Side Swipe กMale 20 Employee Fatal Drive M/C -

13 7 Feb 00.30 Male 31 Employee Fatal Drive M/C - M/C + Car Side Swipe ถFemale 23 Employee Serious Passenger -

14 9 Feb 21.15 Male 57 Goverment Official No injury Drive Pick-up - Pick-up + M/C Side Swipe สMale 21 Employee Fatal Drive M/C -

Male 26 Employee Serious Passenger -

15 2 Feb 20.30 Male 20 Employee Serious Drive M/C Island M/C + Island Side Swipe ถMale 23 Skilled Worker Fatal Passenger -

16 12 Feb 04.00 Male 53 Business No injury Drive Car - Car + M/C Side Swipe ถMale 17 Student Slight Drive M/C -

17 13 Feb 19.30 Male 17 Student Fatal Drive M/C - M/C+ Truck Side Swipe ถ Female 21 Student Fatal Passenger - -


18 17 Feb 21.30 Female 46 Employee Fatal Drive M/C - M/C+ Car Side Swipe ถMale 5 Student Serious Passenger - -

Male 6 Student Serious Passenger - -

19 15 Feb 23.30 Male 64 Goverment Official Slight Drive Pick-up Traffic Column Pick-up + Pick-up Side Swipe ถMale 27 Employee No injury Drive Pick-up

20 6 Feb 00.30 Male 22 Employee No injury Drive M/C - Car + M/C ถ


Property Damages


Non-Vehicle Damage


Driving StatusDayNo

Male 28 Employee No injury Drive Car -

21 30 Feb 12.00 Male 45 Goverment Official No injury Drive Car - Car + Pick-up+Pick-up Side Swipe+ Rear End ถMale 32 Employee No injury Drive Pick-up -

Male 67 Business No injury Drive Pick-up -

22 20 Feb 19.30 Male 26 Employee Fatal Drive M/C - M/C+Pick-up Side Swipe ถFemale 22 Employee Serious Passenger - -

23 4 Feb 17.00 Male 39 Employee No injury Drive Pick-up - Pick-up+Car Rear End ถFemale 48 Goverment Official No injury Drive Car -

24 23 Feb 23.30 Male 39 Employee No injury Drive Pick-up - Pick-up+M/C Side Swipe แFemale 21 Employee Fatal Drive M/C -

25 11 Feb 01.30 Male 22 Student Fatal Drive M/C - M/C+ Truck Hit Car ถMale 36 Employee Serious Passenger - -

26 29 Feb 16.00 Male 48 Employee Serious Drive M/C - M/C+Pick-up Side Swipe ถMale 31 Employee No injury Drive Pick-up - ต

27 3 Mar 17.00 Male 48 Employee No injury Drive Pick-up - M/C+ Pick-up Side Swipe ถMale 73 Business Fatal Drive M/C -

28 3 Mar 17.00 Male 33 Employee No injury Drive Truck - M/C+Truck Side Swipe ถFemale 47 Employee Fatal Drive M/C -

Female 44 Employee Serious Passenger - -

29 26 Feb 18.00 Male 36 Employee Slight Pedestrian M/C - M/C+M/C Side Swipe กFemale 43 Employee Slight Drive M/C - ก

30 5 Mar 00.15 Male 20 Student Fatal Drive M/C - M/C + Truck Rear End ถ


Property Damages


Non-Vehicle Damage


Driving StatusDayNo

Male 20 Student Fatal Passenger - - อMale 29 Employee No injury Drive Truck -

31 6 Mar 23.00 Male 28 Business Fatal Drive M/C - Pick-up + M/C Side Swipe โFemale 29 Employee Serious Passenger - -

32 8 Mar 17.00 Male 40 Employee No injury Drive Pick-up - Pick-up+M/C Side Swipe ถMale 25 Employee Fatal Drive M/C -

33 6 Mar 01.00 Male 28 Employee Fatal Drive M/C - M/C+Truck Side Swipe ถFemale 22 Business Serious Passenger -

34 4 Mar 15.45 Male 34 Employee Slight Drive M/C - M/C + M/C Side Swipe หMale 18 Employee Serious Drive M/C -

35 4 Mar 15.45 Male 36 Employee Fatal Drive M/C - M/C + Pick-up Side Swipe ถMale 36 Business No injury Drive Pick-up -

36 11 Mar 20.40 Male 16 Student Fatal Drive M/C - M/C+ Pick-up Side Swipe ถMale 30 Employee No injury Drive Pick-up -

37 5 Mar 00.30 Male 35 Goverment OffiNo injury Drive Car - Car + Car Side Swipe ถMale 46 Employee No injury Drive Car - อ

38 13 Mar 17.30 Male 26 Agriculture Fatal Drive Pick-up - Pick-up+Pick-upSide Swipe ถFemale 46 Goverment OffiFatal Drive Pick-up -

39 18 Mar 11.30 Male 39 Employee No injury Drive Pick-up - Pick-up+Pick-upSide Swipe ทMale 54 Agriculture No injury Drive Pick-up -

40 18 Mar 11.30 Male 47 Employee Fatal Drive M/C - M/C+ Car Hit Pedestrian ถFemale 18 Student Serious Passenger

41 20 Mar 08.40 Male 26 Employee No injury Drive Backhoe - Backhoe+M/C Side Swipe แ


Property Damages


Non-Vehicle Damage


Driving StatusDayNo

Male 20 Student Serious Drive M/C -Male 20 Student Fatal Passenger - -

42 2 Feb 15.20 Male 25 Employee Serious Drive Pick-up - Pick-up+Car Side Swipe ถFemale 50 Business No injury Drive Car -

43 20 Mar 19.30 Male 34 Business No injury Drive Pick-up - Pick-up+M/C Side Swipe ถMale 23 Employee Fatal Drive M/C - ห

44 22 Mar 20.30 Male 40 Soldier No injury Drive Trailer - Trailer+ M/C Side Swipe ทMale 27 Employee Fatal Drive M/C - เมื

45 30 Nov 07.00 Male 45 Government En No injury Drive Car ectical Colu Car+Electical Colu Collision หMale 30 Agriculture Serious Pedestrian - -

46 01 Jul 19.00 Male 67 Business No injury Drive Pick-up - Pick-up+M/C Rear End ถ Male 62 Employee Fatal Drive M/C -

47 12 Apr 11 Male 31 Employee Fatal Drive M/C - M/C+Car Side Swipe ถMale 37 Employee Fatal Passenger - -

Female 31 Business No injury Drive Car -48 12 Apr 15.50 Male 16 Student Fatal Drive M/C - M/C+Car(หลบหSide Swipe ถ49 12 Apr 19.30 Male 33 Employee Slight Drive M/C - M/C+ M/C Side Swipe ถ

Male 40 Employee Fatal Drive M/C -Female 36 Employee Serious Passenger - -

50 12 Apr 21.45Female 18 Student No injury Drive รถCar - Car + M/C Side Swipe ถMale 20 Employee Fatal Drive M/C - อMale 23 Employee Serious Passenger - -

51 12 Apr 15.55 Male 27 Employee Fatal Drive M/C - M/C + Pick-up Side Swipe ถ


Property Damages


Non-Vehicle Damage


Driving StatusDayNo

Male 34 Employee No injury Drive Pick-up - ต52 14 Apr 16.00 Male 32 Employee Fatal Drive M/C - M/C + Pick-up Side Swipe ถ

Male 35 Business No injury Drive Pick-up -53 12 Apr 01.45 Male 42 Employee No injury Drive Pick-up - Pick-up + Pick-uRear End ถ

Male 36 Employee No injury Drive Pick-up - อ54 19 Apr 08.30 Male 28 Business Serious Drive M/C - M/C+ Pick-up Side Swipe ถ

Male 42 Employee No injury Drive Pick-up -55 7 Apr 21.00 Male 43 Business No injury Drive Pick-up - Pick-up+ M/C Side Swipe ถ

Male 17 Student Fatal Drive M/C -56 13 Apr 21.00Female 30 Employee Slight Drive รถCar - Car + M/C Side Swipe ถ

Male 37 Employee Slight Drive Pick-up - อFemale 27 Employee Fatal Passenger - -

57 2 Apr 01.00 Male 44 Goverment OffiNo injury Drive Pick-upTraffic SignCar+Traffic SignCollision ถElectical Colu ต

58 7 Apr 17.00 Male 51 Business No injury Drive Pick-up - Pick-up + Pick-uSide Swipe ถFemale 33 Employee No injury Drive Pick-up - ต

59 6 Apr 15.30 Male 33 Goverment OffiNo injury Drive Car ectical Colu Car+Electical CoCollision ก -

60 22 Apr 14.00 Male 61 Employee No injury Drive Pick-up - Pick-up+ M/C Side Swipe ถMale 39 Employee Fatal Drive M/C -

61 31 Apr 13.00 Male 21 Employee No injury Drive Pick-up - Pick-up+Car+M/Side Swipe บFemale 35 Goverment OffiNo injury Drive Car -Female 34 Employee Slight Drive M/C -


Property Damages


Non-Vehicle Damage


Driving StatusDayNo

62 16 Mar 18.40 Male 19 Agriculture No injury Drive Pick-up - Pick-up+รถM/C Side Swipe หMale 17 Employee Fatal Drive M/C -

63 29 Feb 16.00 Male 45 Parliament MemNo injury Drive Car - Car+เดินเทา Side Swipe ปMale 9 Student Serious Pedestrian - -

64 10 May 04.15 Male 32 Skilled Worker Fatal Drive M/C Guard rail M/C+Guard rail Side Swipe ถ - - สี

65 6 May 16.00 Male 37 Police Slight Drive M/C - M/C + M/C Side Swipe ถMale 20 Student Slight Drive M/C - ค

Female 16 Student Slight Passenger - -66 13 May 07.45Female 43 ไมมีอาชีพ Slight Drive M/C - M/C+รถสองแถวRear End ถ

Male 8 Student Fatal Passenger - - ตFemale 44 ไมมีอาชีพ Slight Passenger - -

67 6 May 19.30 Male 35 Agriculture Slight Drive M/C - M/C+รถยนต(หลบSide Swipe ถFemale 35 Business Fatal Passenger - - อ

68 8 May 22.30 Male 23 Agriculture Slight Drive M/C - M/C + M/C Side Swipe ถMale 23 Employee Fatal Drive M/C - อ

69 15 May 19.20 Male 16 Student Fatal Drive M/C - M/C+Truck Side Swipe ถMale 19 Student Serious Passenger - - เชMale 29 Employee No injury Drive Truck -

70 13 May 19.30 Male 35 Employee Fatal Drive M/C - Pick-up + M/C Side Swipe หMale 61 Employee Slight Drive Pick-up -

71 30 Apr 19.15Female 46 Goverment OffiSlight Drive รถCar - Car + Pick-up Side Swipe ถMale 40 Employee Slight Drive Pick-up - ต


Property Damages


Non-Vehicle Damage


Driving StatusDayNo

72 25 May 19.45Female 19 ไมมีอาชีพ Slight Drive M/C - M/C + M/C+PedSide Swipe ถFemale 41 Employee Slight PassengerM/C - ตMale 28 Employee Fatal Pedestrian - -

73 4 Mar 17.00 Male 32 Employee No injury Drive Truck - M/C + M/C Side Swipe บMale 36 Agriculture Serious Drive M/C -

74 12 May 08.20 Male 29 Employee Slight Drive Pick-up - M/C + Pick-up Side Swipe ถMale 20 Student Slight Drive M/C - ตMale 12 Student Slight Passenger - -

75 1 Jun 20.24 Male 26 Employee Slight Drive Car - Car + M/C Side Swipe บMale 27 Agriculture Slight Drive M/C -Male 46 Agriculture Slight Passenger - -

76 4 Jun 19.25Female 46 Goverment OffiNo injury Drive Car - Car+Pedestrian Side Swipe ถMale 3 Student Fatal Pedestrian - -

77 20 Apr 00.30 Male 22 Student Slight Drive M/C - M/C + M/C Side Swipe ถFemale 18 Student Serious Passenger - -Male 20 Student Slight Drive M/C -

78 5 Jun 06.50Female 29 Employee Serious Drive M/C - M/C + รถสองแถSide Swipe ถMale 49 Employee No injury Drive รถสองแ -

79 17 May 01.30 Male 26 Agriculture No injury Drive Pick-up - Pick-up + Pick-uSide Swipe ถMale 37 Business No injury Drive Pick-up - ต

80 13 Apr 09.10 Male 23 Employee No injury Drive Truck - Truck + Pick-up Side Swipe ถMale 45 Employee Slight Drive Pick-up - ต



Property Damages


Non-Vehicle Damage


Driving StatusDayNo

81 10 Jun 02.00 Male 26 Employee Slight Drive Pick-up - Pick-up + รถCar Side Swipe สีMale 22 Business Slight Passenger - - ถ

Female 21 Student Slight Drive Car -82 10 Jun 02.20 Male 23 Employee Slight Drive Pick-up - Pick-up + M/C Side Swipe ถ

Male 23 Employee Slight Drive M/C -Male 30 Employee Slight Passenger - -

83 10 Jun 12.50 Male 34 Employee No injury Drive Pick-up โค Pick-up+โค Side Swipe ทใ

84 1 Mar 17.35Female 35 Goverment OffiNo injury Drive Car - Car + M/C Side Swipe ถMale 59 Employee Serious Drive M/C -

85 14 Jun 18.10 Male 42 Employee No injury Drive Car - Car + M/C - สMale 26 Employee No injury Drive M/C - ยุ

86 14 Jun 18.20 Male 35 Employee No injury Drive รถสองแ - รถสองแถว+M/CSide Swipe สFemale 20 Student Serious Drive M/C - ม

87 14 Jun 20.10 Male 17 Student Fatal Drive M/C - Car + M/C Side Swipe ถFemale 24 Student Serious Drive Car - ต

88 27 Apr 19.00 Male 44 Employee Serious Drive M/C - M/C + PedestrianSide Swipe ถMale 52 Agriculture Fatal Pedestrian - - ต

89 5 Jun 22.30 Male 20 Employee Fatal Drive M/C - M/C + Backhoe Side Swipe ถMale 23 Employee No injury Drive Backhoe -

90 7 Jun 10.00 Male 16 Student Slight Drive M/C - M/C + PedestrianSide Swipe หFemale 48 Business Fatal Pedestrian - -

91 17 Jun 11.00 Male 57 Employee No injury Drive Pick-up - Pick-up + รถตู Side Swipe ท


Property Damages


Non-Vehicle Damage


Driving StatusDayNo

Female 20 Student No injury Drive รถตู -92 9 Jun 11.05 Male 52 Employee Slight Drive Truck - Truck + Pick-up Side Swipe แ

Male 66 Employee Slight Drive Pick-up - ตFemale 37 Business Slight Passenger -

93 6 Apr 01.45 Male 17 ไมมีอาชีพ Serious Drive M/C - M/C + Pick-up Side Swipe ปMale 38 Employee Slight Drive Pick-up - บั

94 10 May 10.40 Male 18 Employee Serious Drive M/C - M/C+รถสามลอเคSide Swipe สีFemale 64 Employee Serious Drive สามลอเ -

95 25 Jun 23.40 Male 27 Employee Slight Drive Pick-up - Pick-up + M/C Side Swipe สีMale 33 Employee Fatal Drive M/C -

96 26 Jun 23.30 Male 52 Employee Fatal Drive M/C - M/C+ไมทราบคูกRear End ถ97 26 Jun 17.50 Male 26 Employee Fatal Drive M/C - M/C + Truck Side Swipe ถ

Male 42 ขับรถ Serious Drive Truck -98 30 Jun 01.50 Male 50 Employee Slight Drive Pick-up - Pick-up+Truck(หลSide Swipe แ

Male 56 Employee Slight Passenger - - 99 30 Jun 21.30 Male 41 Agriculture Slight Drive Pick-up - Pick-up + รถM/CSide Swipe ศู

Male 42 Employee Fatal Drive M/C - ถ100 4 Jul 15.15 Male 15 Student Fatal Drive M/C - M/C+M/C+Pick-uRear End+Side Sถ

Male 16 Student Fatal Passenger - - ตMale 15 Student Fatal Drive M/C -

Female 18 Student Serious Passenger - -101 4 Jul 01.00 Male 24 Employee Fatal Drive M/C - M/C+ M/C Side Swipe ถ

Female 17 Employee Slight Drive M/C -


Property Damages


Non-Vehicle Damage


Driving StatusDayNo

Female 19 Employee Slight Passenger - -102 20 Jun 03.30 Male 20 Student Fatal Drive M/C - Car(หลบหนี)+M Rear End ถ

- - 103 6 Jul 06.35 Male 17 Student Fatal Drive M/C ectical Colu M/C+Electical CCollision ท

ต104 8 Apr 20.10 Male 18 Student เจ็บเล็กนอDrive M/C - M/C+ M/C Side Swipe ถ

Male 21 Employee เจ็บเล็กนอDrive M/C -Male 18 Student Serious Passenger - -

105 9 Apr 19 Male 17 Student Slight Drive M/C - M/C+ M/C Side Swipe หMale 21 Employee Slight Drive M/C -Male 18 Student Serious Passenger - -

106 11 Jul 03.00 Male 35 Business Slight Drive Car - Car+ M/C Side Swipe แFemale 25 Employee Slight Passenger - -Male 20 Student Fatal Drive M/C - Male 18 Student Serious Passenger - -

107 11 Jul 23.05 Male 21 Employee Fatal Drive M/C - M/C + รถยนต(ห Side Swipe ถ -

108 9 Jul 08.00Female 35 Employee Serious Drive M/C - M/C+Pick-up Side Swipe ถFemale 11 Student Serious Passenger -Female 7 Student Fatal Passenger -Male 38 Employee No injury Drive Pick-up -

109 10 Jul 01.30 Male 17 Student Serious Drive M/C - M/C+ รถยนต(หลSide Swipe ถMale 17 Student Fatal Passenger - - อ


Property Damages


Non-Vehicle Damage


Driving StatusDayNo

110 10 Jul 05.30 Male 45 Employee Fatal Drive M/C - M/C+ รถยนต(หลSide Swipe ถ - -

111 13 Jul 03.00 Male 19 Student Fatal Drive M/C - M/C+ Trailer 18 Rear End ถMale 36 Employee No injury Drive Trailer -

12/4 8 Jul 19.30 Male 40 Employee No injury Drive กระบะ - Pick-up+ M/C Side Swipe ถMale 48 Business Fatal Drive M/C -

113 14 Jul 11.30 Male 27 Agriculture เจ็บเล็กนอDrive กระบะ - Pick-up + M/C Side Swipe ถMale 35 Employee Fatal Drive M/C -

114 19 Jul 07.30 Male 39 Employee No injury Drive กระบะ - Pick-up + M/C Side Swipe ทMale 15 Student Serious Drive M/C -ห 15 Student Serious Passenger - -

115 19 Jul 20.45 Male 35 Employee Fatal Drive M/C - M/C + รถยนต(ห Side Swipe ถ22 Employee Serious Passenger - - กั

116 20 Jul 18.45Female 28 Employee Fatal Drive M/C - Pick-up + M/C Side Swipe ถMale 32 Employee Slight Drive Pick-up - ต

Female 46 Employee Fatal Passenger - - Female 59 Employee Slight Passenger - - Male 34 Employee Slight Passenger - -

Female 19 Employee Slight Passenger - -Female 27 Employee Slight Passenger - -Female 13 Employee Slight Passenger - -

117 20 Jul 18.55Female 26 Goverment OffiNo injury Drive Car Car+ M/C+ Pick-uRear End ถFemale 20 Employee Serious Drive M/C อ


Property Damages


Non-Vehicle Damage


Driving StatusDayNo

Female 29 Employee Fatal Passenger118 25 Jun 05.30 Male 38 Employee No injury Drive Truck Truck+Truck Side Swipe ถ

Male 27 Employee No injury Drive Truck 119 20 Jul 17.00 Male 16 Student Fatal Drive M/C M/C+ Truck10ล Side Swipe ถ

Male 35 Employee No injury Drive Truck ต120 11 Jul 11.45 Male 20 Student Slight Drive M/C - M/C+ M/C + M/ Side Swipe+Reaห

Female 19 Student Slight Passenger - - อMale 30 Employee Slight Passenger - -Male 34 Employee Slight Drive M/C -

Female 36 Employee Slight Passenger - -Male 19 Student Slight Passenger - -Male 18 Student Slight Drive M/C -

Female 18 Student Slight Passenger - -121 20 Jul 23.45 Male 54 Employee Fatal Drive M/C - M/C+Pick-up+MSide Swipe ถ

Male 57 Employee No injury Drive Pick-up - ต122 25 Jul 17.00Female 30 Employee No injury Drive M/C - M/C+Pedestrian

Male 33 Employee Slight Pedestrian - -123 17 Jul 12.30 Male 33 Employee No injury Drive Pick-up - Pick-up+Pick-upSide Swipe ถ

Male 28 Employee Serious Drive Pick-up -Female 23 Student Fatal Passenger - -

124 26 Jul 22.30 Male 20 Student Fatal Drive M/C - M/C+Car Rear End ถMale 24 Employee No injury Drive Car - อ

125 30 Jul 21.00 Male 31 Employee No injury Drive Car - Car + Pedestrian Hit Pedestrian ถ


Property Damages


Non-Vehicle Damage


Driving StatusDayNo

Male 32 Employee Fatal Pedestrian - -126 4 Aug 07.30 Male 47 Employee Fatal Drive M/C - M/C+ กระบะ Side Swipe ถ

Male 24 Employee No injury Drive กระบะ - อ127 6 Jul 22.00 Male 42 Goverment OffiSlight Drive Car - Car+ M/C Side Swipe ถ

Male 34 Employee Fatal Drive M/C -128 18 Jul 08.00 Male 19 Student Slight Drive จยย - จยย+ M/C Side Swipe ถ

Female 37 Employee Fatal Passenger - -Male 23 Employee Slight Drive M/C -

129 6 Aug 18.26 Male 32 Employee No injury Drive กระบะ - Pick-up+Pick-upSide Swipe ถMale 43 Employee No injury Drive กระบะ - อMale 17 Student Fatal Drive M/C -

130 28 Jul 19.05Female 25 Employee บาดเจ็บเลD็rive Car - Car + M/C Side Swipe ถFemale 20 Student Serious Drive M/C - อ

131 14 Aug 08.00Female 23 Student No injury Drive กระบะ - Pick-up + M/C Side Swipe ถMale 19 Student Fatal Drive M/C -

132 17 Aug 22.00Female 22 Student No injury Drive Car - Car + จยย Rear End ถMale 51 Employee Slight Drive จยย -

133 7 Aug 23.50 Male 45 Employee Fatal Drive M/C - M/C+ M/C Side Swipe ถMale 22 Employee Slight Passenger - - Male 26 ไมมีอาชีพ Fatal Drive M/C -

134 10 Jun 15.00 Male 34 Goverment OffiNo injury Drive Pick-up - Pick-up+ PedestrSide Swipe แFemale 10 Student Serious Pedestrian - -

135 21 Jul 17.20 Male 32 Agriculture No injury Drive Pick-up - Pick-up+ จยย Side Swipe สี


Property Damages


Non-Vehicle Damage


Driving StatusDayNo

Female 19 Employee Fatal Drive M/C -136 11 Aug 15.00Female 25 ไมมีอาชีพ Serious Drive M/C - M/C+ รถยนต(หลSide Swipe สี

- - 137 24 Aug 21.50 Male 27 Employee Serious Drive M/C - M/C+ จจย.พวงขSide Swipe ถ

Male 18 Employee Fatal Drive M/Cพวง -138 14 Jul 10.00 Male 23 Student Slight Drive Car - Car + Pick-up Side Swipe ภ

Male 27 Employee No injury Drive Pick-up -139 1 Sep 09.15 Male 35 ขับรถ No injury Drive Truck - Truck 10 ลอ+M/Side Swipe ส

Female 61 Employee Fatal Drive M/C - อ140 22 Jul 20.30 Male 36 Employee No injury Drive Pick-up - Pick-up+Pick-upSide Swipe ถ

Male 42 Employee No injury Drive Pick-up -141 2 Sep 23.00 Male 21 Student Slight คนขามถนPick-up - Pick-up + M/C Side Swipe ถ

Male 60 Employee Fatal Drive M/C -142 27 Mar 23.00 Male 37 Business No injury Drive Pick-up - Pick-up+ M/C Side Swipe ถ

Male 19 ไมมีอาชีพ Slight Drive M/C -143 31 Aug 19.30 Male 42 Business Slight Drive M/C - M/C+ Pick-up+PSide Swipe ถ

Female 50 Employee No injury Drive Pick-up -Female 43 Goverment OffiNo injury Drive Pick-up -

144 14 Sep 02.30 Male 22 Student No injury Drive Pick-up - Pick-up+ M/C Side Swipe ถFemale 31 Employee Fatal Drive M/C -

145 26 Aug 21.45Female 39 Business Serious Drive M/C - M/C+รถยนต(หลSide Swipe สีFemale 25 Employee Serious Passenger - -

146 24 Sep 11.50 Male 40 Employee No injury Drive Car - รถCar+ M/C Side Swipe ท


Property Damages


Non-Vehicle Damage


Driving StatusDayNo

Male 78 Agriculture Fatal Drive M/C -147 2 Oct 21.30 Male 25 Employee No injury Drive M/C - M/C+Pedestrian Side Swipe ถ

Male 4 Student Fatal Pedestrian - -148 25 Sep 22.10 Male 22 Student Slight Drive M/C - M/C+M/C Side Swipe ถ

Female 33 Employee Fatal Drive M/C -149 23 Sep 17.50Female 20 Student Fatal Drive M/C - M/C+Car +Pick- Side Swipe ถ

Female 26 Business Slight Drive Car - อFemale 33 Employee Slight Drive Pick-up -

150 2 Oct 07.30 Male 20 Student No injury Drive Car - Car+M/C+M/C Side Swipe+ReaถFemale 26 Business No injury Drive M/C - ตMale 33 Employee Fatal Drive M/C -

151 29 Sep 09.00Female 36 Housewife No injury Drive Car - Car+Pedestrian Side Swipe ซMale 2 ไมมีอาชีพ Serious Pedestrian - - อ

52/4 3 Oct 22.40 Male 27 Employee Fatal Drive M/C - M/C+Truck 6 ลอSide Swipe ถMale 40 Employee No injury Drive Truck - อ

153 24 Sep 10.35 Male 32 ไมมีอาชีพ Slight Drive M/C - M/C+M/C Side Swipe ถFemale 24 ไมมีอาชีพ Serious Drive M/C -

154 19 Sep 21.40 Male 30 Business No injury Drive Pick-up - Pick-up + M/C Side Swipe ถMale 21 Student Serious Drive M/C - อ

155 4 Oct 14.30 Male 27 ธุรกิจสวนตัว No injury Drive Pick-up - Pick-up+ PedestrSide Swipe หMale 8 Student Fatal Pedestrian - -

156 23 Aug 00.30 Male 32 Business No injury Drive Pick-upectical Colu Pick-up + ElecticSide Swipe ส - ต


Property Damages


Non-Vehicle Damage


Driving StatusDayNo

157 12 Oct 00.10Female 35 Business No injury Drive Pick-up - Pick-up + M/C Side Swipe ถMale 29 Employee Fatal Drive M/C -Male 46 Employee Slight Passenger - -

158 15 Oct 23.30 Male 23 Student Fatal Drive M/C - M/C + รถยนต(หRear End ถFemale 18 Student Fatal Passenger - -

159 16 Oct 17.00 Male 22 Employee Fatal Drive M/C ectical Colu M/C+ Electical CSide Swipe ถ160 18 Oct 17.30 Male 70 Business Fatal Pedestrianรถเข็น 2 - รถเข็น2 ลอ+Pick-Side Swipe ถ

- อ161 13 Oct 04.30 Male 40 Business No injury Drive Pick-up - Pick-up + สามลอSide Swipe สี

Male 32 Employee Serious Drive สามลอเ - อFemale 22 Student Serious Passenger - -

162 7 Sep 11.00Female 17 Student Slight Drive M/C - M/C + M/C Side Swipe ถFemale 20 Employee Serious Passenger - -Male 25 Employee No injury Drive M/C -

163 17 Aug 13.00 Male 20 Employee No injury Drive Pick-up - Pick-up+ Pick-upRear End ถMale 40 Employee Slight Drive Pick-up - ข

Female 63 Agriculture Slight Passenger -164 11 Oct 17.00 Male 24 Employee Slight Drive Car - Car + M/C Side Swipe สี

Male 24 Employee Fatal Drive M/C -165 1 Nov 07.30Female 29 Employee Slight Drive Pick-up - Pick-up+M/C Side Swipe แ

Male 39 Employee Fatal Drive M/C -166 5 Nov 22.30 Male 34 Goverment OffiFatal Drive รถCar - Car + Pick-up Side Swipe ถ

Male 22 Employee Serious Passenger - - บ


Property Damages


Non-Vehicle Damage


Driving StatusDayNo

Male 26 Employee Serious Drive Pick-up -Female 22 Employee Fatal Passenger - -

167 10 Nov 19.30 Male 42 Employee Fatal Drive M/C - M/C+บรรทุกพวงSide Swipe ถMale 42 Employee Slight Drive Trailer -

168 18 Nov 01.00 Male 25 Employee Fatal Drive M/C - M/C+ M/C Side Swipe ถMale 27 Employee Serious Drive M/C -

169 19 Nov 00.30 Male 30 Business Fatal Pedestrian - - Pick-up(หลบหน)ี+Hit Pedestrian ถอ

170 31 Oct 01.00 Male 23 Employee No injury Drive Pick-up - Pick-up + Car Side Swipe ถFemale 24 ธุรกิจสวนตัว No injury Drive Car -

171 22 Nov 22.00 Male 36 Employee Fatal Drive M/C - M/C + Car(หลบหSide Swipe ถ172 16 Sep 01.00 Male 21 Employee Serious Drive M/C - M/C (ลมเอง) ลมเอง ห

Male 20 Student Fatal Passenger -173 25 Nov 14.00Female 29 Business No injury Drive Car - Car + M/C Side Swipe ถ

Female 19 Student Fatal Drive M/C - อ174 14 Nov 22.00 Male 28 Employee Fatal Pedestrian - Pedestrian+Pick Side Swipe ถ

- ต175 18 Oct 17.00 Male 46 Employee No injury Drive บรรทุก 6 - บรรทุก 6 ลอ + จSide Swipe ถ

Male 63 Employee Fatal Drive M/C - อ176 26 Nov 23.30 Male 19 Employee Slight Drive Pick-up - Pick-up (พลิกคว่ํ พลิกคว่ํา ถ

Male 20 ไมมีอาชีพ Fatal Passenger - ตFemale 19 ไมมีอาชีพ Slight Passenger -Female 19 ไมมีอาชีพ Slight Passenger -


Property Damages


Non-Vehicle Damage


Driving StatusDayNo

Male 25 Employee Slight Passenger - Male 19 ไมมีอาชีพ Slight Passenger -

Female 25 Employee Slight Passenger -Female 20 Employee Slight Passenger -

177 28 Nov 21.10 Male 35 Goverment OffiFatal Drive M/C - M/C+จยย Side Swipe ถMale 21 Agriculture Serious Drive M/C - อ

178 23 Nov 21.08 Male 22 Employee No injury Drive Truck - บรรทุก 6 ลอ + Mชนทาย ซMale 19 Student Fatal Drive M/C - อ

179 2 Dec 21.00 Male 38 Employee No injury Drive Pick-up - Pick-up + M/C Side Swipe สีMale 32 Employee Fatal Drive M/C -

180 3 Dec 19.28 Male 57 Business Serious Drive Pick-up - Pick-up + M/C Side Swipe ถMale 28 ทําสวน Serious Passenger - ตMale 13 Student Serious Drive M/C -

Female 14 Student Fatal Passenger -181 2 Dec 23.00 Male 15 Student Fatal Drive M/C - M/C + M/C ชนขาง ถ

Male 15 Student Serious Passenger - อMale 18 Student Serious Drive M/C -

182 5 Dec 02.00 Male 23 Employee Slight Drive Car - Car + M/C Side Swipe ถMale 39 Employee Fatal Drive M/C - บ

183 2 Dec 16.30 Male 44 Agriculture Slight Drive Pick-up - Pick-up + M/C Rear End ถMale 28 Employee Fatal Drive M/C - ต

184 4 Dec 17.00 Male 44 Employee Slight Drive Pick-up - Pick-up + M/C Side Swipe ถMale 19 Student Fatal Drive M/C -


Property Damages


Non-Vehicle Damage


Driving StatusDayNo

Female 16 Student Serious Passenger -Female 17 Student Serious Passenger -

185 21 Oct 17.00 Male 50 Employee Slight Drive M/C - M/C + PedestrianSide Swipe ถMale 30 Employee Serious Pedestrian -

186 15 Dec 15.30 Male 50 Goverment OffiNo injury Drive Car - Car + M/C Side Swipe ถMale 27 ชางซอมรถยนต Fatal Drive M/C -

187 16 Dec 07.48 Male 20 ไมมีอาชีพ Slight Drive M/C - M/C + PedestrianSide Swipe ถMale 16 Student Fatal Pedestrian - ต

188 19 Dec 14.00 Male 37 Employee No injury Drive Pick-up - Pick-up + M/C Rear End ถMale 22 Business Serious Drive M/C -

189 29 Oct 10.10 Male 62 Soldier(บํานาญNo injury Drive Pick-up - Pick-up+Pick-upชนขาง+CollisioสีMale 40 Employee No injury Drive Pick-up - รานอาหาร

Female 27 Business No injury Passenger -Female 29 Business No injury Passenger -

190 27 Nov 15.40Female 40 Goverment OffiSlight Drive Car Car + M/C Side Swipe โMale 30 Employee Slight Drive M/C

Female 38 Employee Slight Passenger191 30 Dec 01.20 Male 20 Student Fatal Drive M/C M/C + รถทัวร Side Swipe ถ

Female 21 Student Serious Passenger Male 32 Employee No injury Drive รถทัวร

192 30 Dec 10.30 Male 14 Student Slight Drive M/C M/C+Car Side Swipe ถFemale 32 Business No injury Drive Car อ

193 30 Dec 20.00 Male 35 Employee Fatal Drive M/C M/C + Pick-up Side Swipe ถ


Property Damages


Non-Vehicle Damage


Driving StatusDayNo

Male 28 Employee No injury Drive Pick-up194 17 Nov 20.20Female 37 Housewife No injury Drive Car Car + M/C Side Swipe ถ

Female 34 Employee Slight Drive M/C ตFemale 14 Student Serious Passenger

REFERENCES


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Department of Highways - World Banksiteresources.worldbank.org/INTTHAILAND/...accident-full-report.pdfDepartment of Highways The Study of Traffic Accident Cost in Thailand ... Figure

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