Crashes for the years 2011-2015 are extracted from the Traffic Accident Register (TARS) for any crash which has enough information to be located. Information has been summarized to enable display and query crashes. Positional accuracy of sites +/- 100m.

The total number of intersection crashes in Western Australia. The intersection contains the total number of aggregated crashes for all crashes recorded in the last 5 calendar years.Note: The 2024 records have been temporarily removed from the dataset. The crash data now covers the five-year period from 2019 to 2023. We apologise for any inconvenience. \n\n\n\nCrashes are recorded in the Integrated Road Information System (IRIS). This layer shows the total number of crashes at each intersection and is provided for information only.\n\n\nNote that you are accessing this data pursuant to a Creative Commons (Attribution) Licence which has a disclaimer of warranties and limitation of liability. You accept that the data provided pursuant to the Licence is subject to changes.\n\n\n\nPursuant to section 3 of the Licence you are provided with the following notice to be included when you Share the Licenced Material:- “The Commissioner of Main Roads is the creator and owner of the data and Licenced Material, which is accessed pursuant to a Creative Commons (Attribution) Licence, which has a disclaimer of warranties and limitation of liability.\n\n\n\nCrash Data Dictionary\n\n\n\nCreative Commons CC BY 4.0

Crashes by type and region, 2009-2013

기준년도, 광역지자체명, 기초지자체명, 구간명을 기준으로 교통사고원인조사 대상 사고누적구간 정보 및 구간별 교통사고 상세 현황 정보 조회 서비스

The 486 accidents reported by Police to have occurred at railway level crossings in New South Wales in the four years 1966 to 1969 were studied. Less than half were collisions between a motor vehicle and a rail vehicle. The remainder were mostly collisions between motor vehicles and fixed objects such as the crossing gates, fences, signposts and so on. The distribution of reported motor vehicle speeds in the latter group approximated the normal distribution. However the reported speeds of motor vehicles that collided with rail vehicles followed the negative exponential distribution. This implies that exposure time at the crossing has an influence on the incidence of accidents. Consequently there is a possibility that a legal requirement that a vehicle stop at a crossing it is otherwise free to cross may increase rather than decrease its risk of collision by prolonging the time it will spend in the conflict area. At some crossings sight distances, the approach speeds of trains and the performance limits of motor vehicles will so combine that automatic train actuated warning devices will be the only reliable protection against collision. Surveys of motor vehicle speeds at crossings having a variety of environmental conditions and methods for controlling road traffic showed that a crossing open to motor vehicles has little influence on the speed of them, and that the drivers traversed the crossings at speeds which were not significantly different from their speeds on adjacent road sections with similar geometry and other characteristics. The distribution of vehicle speeds traversing crossings approximated the normal distribution. The spatial distribution of both groups of accidents (motor vehicle/rail vehicle collisions and motor vehicle/fixed object collisions0 over the 2,790 level crossings in New South wales followed a Poisson (random) distribution. The aim of this report is to appraise on the basis of research data, including the results of field studies, the validity of arguments and counter-arguments about two requirements of the New South Wales traffic law affecting the duties of motorists at level crossings.