This report analyses the total number of road transport crash fatalities in Australia from all road users each calendar year. The figure includes the fatalities of drivers, passengers, motorcycle riders, motorcycle pillion passengers, cyclists and pedestrians. The data for this report is sourced from the Bureau of Infrastructure, Transport and Regional Economics.

Predictive Analysis of Road Accidents in Western Australia

  Project Description

This project focuses on predicting road accidents in Western Australia using various datasets, including historical accident data, traffic patterns, weather conditions, and other relevant factors. The analysis aims to identify key predictors of accidents and develop a predictive model to enhance road safety initiatives.

  Features

Data collection from multiple sources (e.g., accident… See the full description on the dataset page: https://huggingface.co/datasets/kalley/WA_Crash.

This report deals with an in-depth study of 149 children who were ostensibly restrained in preparation for crashes, and who actually experienced collisions of the passenger cars in which they were travelling. Children in child restraints approved by the Standards Association of Australia received nothing worse than minor injury. Similarly, restrained bassinets gave moderate protection. Seat belts supplied for adults tended to be worn very loosely by children and in that condition did not provide adequate restraint. Most of the injuries sustained were to the head region following contacts with car interiors. Recommendations are made for improving crash protection.

Personal and workplace injury (PIL) firms are navigating challenging conditions as declining workplace accidents – thanks to enhanced safety regulations in industries like construction – reduce traditional demand. Meanwhile, increased road traffic following the lifting of COVID-19 restrictions and higher immigration has led to a spike in vehicle accidents, particularly among drivers under 35. Firms are adapting by shifting focus to motor vehicle accident litigation, tailoring services to younger clients and developing specialised offerings for older Australians who tend to sustain more severe injuries. This strategic refocusing allows them to capitalise on emerging opportunities despite tougher conditions in their traditional practice areas. Overall, industry revenue is expected to contract at an annualised 1.4% over the past five years and is expected to total $1.9 billion in 2024-25, when revenue will drop by an estimated 1.7%. Intense competition in the fragmented PIL industry, where the top three firms account for just over a quarter of industry revenue in 2024-25, is driving innovation and consolidation. Firms are adopting advanced technologies like data analytics and machine learning to enhance efficiency and gain a competitive edge. Profit margins have widened as firms employ 'no win, no fee' models, targeting cases with a high likelihood of success and boosting profitability but raising concerns about access to justice for clients with less certain claims. Over the next few years, PIL firms are set to benefit from improving economic conditions like improved consumer sentiment, which increases the likelihood of individuals seeking legal counsel. However, declining motor vehicle and workplace accidents – thanks to safety advancements stemming from the Australian Work Health and Safety Strategy 2023–2033 – will reduce traditional revenue streams. To sustain growth, PIL firms will diversify into growth areas like medical negligence and mental health-related workplace injuries. At the same time, the rise of alternative dispute resolution methods, like arbitration and mediation, is reducing litigation income. This shift prompts firms to adapt their business models by handling a larger volume of smaller cases instead of relying on fewer, larger ones. This combination of factors is set to culminate in annualised growth of 1.5% through 2029-30 to $2.1 billion.

Pedestrian involved accidents constitute a significant proportion of all traffic accidents, and the number of injuries per accident in pedestrian accidents is approximately three times the number of other types of traffic accidents. As with other types of accidents, pedestrian accident countermeasures can be applied to the human body, the vehicle and the environment, during the pre-crash, crash and post-crash phases. This paper is primarily concerned with reducing injuries to pedestrians through a study of the vehicle during the crash phase of pedestrian accidents.

This report describes a program of simulated car crashes and examinations designed to evaluate the child restraints currently available in Australia. Each restraint was subjected to crash simulations producing deceleration forces equal to 17 times the weight of the occupant. During each crash, data such as harness forces, deceleration and velocity were recorded and high speed movies were provided. It was concluded that, in general, SAA-approved devices afforded a degree of protection adequate to ensure survival of the occupant in most real life frontal collisions; there were, however, some aspects of approved devices which could have been improved. In general, non-approved devices were considered inadequate, in at least some respects; some devices could easily be modified to satisfy safety requirements. The report concludes with detailed appraisals of 21 commercial products manufactured in Australia, Canada, Britain or the United States of America.

The total number of midblock crashes in Western Australia. The midblock is the section of road between intersections and 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.

Crashes are recorded in the Integrated Road Information System (IRIS). This layer shows the total number of crashes on midblock and is provided for information only.

Note 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.

Pursuant 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.

Crash Data Dictionary

Creative Commons CC BY 4.0

This research set out to investigate the hypothesis that systemic investigations are needed to improve safety in the heavy vehicle transport industry. The research was conducted in three stages, with stages two and three consisting of two parts each. Stage one involved a literature review of peer reviewed journal papers and grey literature that identified the socio-technical system within which the heavy vehicle transport system operates, the underlying causes of heavy vehicle crashes identified by academic research, the legislative regimes governing the heavy vehicle transport industry and what investigative methods are currently being used to conduct heavy vehicle crash investigations. Stage two of the research consisted of two parts. Part one was a survey of heavy vehicle transport industry participants seeking their responses and opinions to twenty survey statements and part two consisted of semi-structured interviews. The survey attracted 320 participants from all parts of the heavy vehicle transport industry and included those who identified themselves as being Chief Executive Officers, managers, supervisors, clients, union members, owners, safety specialists and regulators. In addition to responding to the twenty survey statements, the participants submitted 967 free text comments relating to safety in the heavy vehicle transport industry. Part two involved semi-structured interviews of twenty investigators who had a combined total of 624 years investigation experience in policing, regulation, enforcement and private industry.

Stage three also comprised two parts. Part one included the thematic analysis of seventeen investigation reports published by the ATSB since 2000 of heavy vehicles colliding with trains at level crossings. Part two consisted of a thematic analysis of thirty-four Coronial Inquest and Non-Inquest finding reports of heavy vehicle fatal crashes that had occurred since 2005.

Speed zoning provides a means whereby speed limits may be tailored to suit the particular design and condition of and traffic stream characteristics on a given section of road. In 1965, several rural sections of highways in New South Wales were speed-zoned to replace the previously applying 50 mph prima facie speed limit (a prima facie speed limit permits a driver to exceed the stated limit, but if apprehended and prosecuted he must furnish proof that conditions at the time were such that it was in fact safe for him to do so). Since that time, speed zoning has been extended to other sections of road throughout the State. In all cases, speed zoning replaced the previously applying 50 mph prima facie speed limit. One of the well documented effects of imposing an absolute speed limit on a road is that the variance of the speed distribution of vehicles travelling along the road is reducedl. It is also well documented that increasing the spread of speeds in a traffic stream increases the crash potential of that traffic streaml. Thus, it is reasonable to expect that the introduction of rational speed zoning might have a beneficial effect on the traffic crash activity on the roads concerned. The purpose of this paper is to examine the traffic crash histories of speed zoned highways in New South Wales with a view to measuring the effectiveness of speed zoning in this State as a traffic crash countermeasure.

DATASET DISCLAIMER: Spatial location of road crashes within the ACT from 2015 to 2025 that have been reported by the Police or the Public through the AFP Crash Report Form. This dataset only represents crashes that have been reported using the AFP Crash Report Form, and any crashes which have been reported through other channels are not displayed within this dataset. Note that this data may not represent the exact spatial location of each reported road crash, as the points of each crash are purely indicative of the intersection or midblock location as indicated by the point attributes. Crashes are reviewed on an annual basis, so the existing data may change over time as a result of this review.

Used Car Safety Ratings help buyers identify the safest models among second-hand vehicles. Safety ratings are based on vehicle records from more than eight million police-reported road crashes. Vehicles labelled Safer Pick not only provide excellent protection for the driver, but cause less serious injuries to other drivers, pedestrians, cyclists and motorcyclists in a collision, and have a lower risk of being involved in a crash.

This dataset contains the numerical star ratings which are documented in the report available on the following link: https://roadsafety.transport.nsw.gov.au/downloads/buyers\_guide\_used\car\...

Businesses in the Towing Services industry have faced mixed trading conditions. The industry has benefited from the rising number of motor vehicles on Australian roads, which has increased the potential for breakdowns and accidents, supporting demand for towing services. However, new vehicles have become more reliable and frequently come with advanced safety features, which has reduced demand for industry services. Restrictions on movement and gatherings during the COVID-19 pandemic initially hurt motor vehicle activity, causing a dip in revenue in 2019-20 that didn't rebound to pre-pandemic levels until 2022-23. Overall, industry revenue is expected to have climbed at an annualised 1.3% over the five years through 2024-25, to $629.2 million This includes an anticipated fall of 1.4% in 2024-25. Although more new vehicles on Australian roads increase the total number of motor vehicles, this trend can adversely influence the industry. Newer vehicles tend to generate less demand for towing services than older vehicles, as they’re less likely to break down and are also fitted with improved safety features that lower the risk of accidents. Industry operators have benefited from the growing urbanisation in Australia's capital cities. Parking space has been at a premium, prompting more individuals to use privately owned underground or multi-level car parks. Since consumers tend to be at greater risk of parking illegally in these car parks, which can cause their vehicles to be towed away, this trend has benefited the industry, although persisting work-from-home arrangements have constrained demand. The industry's performance is on track to continue expanding. Industry revenue is forecast to grow at an annualised 1.0% over the five years through 2029-30, to total $662.6 million. The number of safer and more reliable new vehicles on Australian roads is set to increase, limiting industry revenue growth. Advances in crash-avoidance technology, like blind spot monitoring, lane departure warning and automatic emergency braking, will also constrain demand for towing services. However, steady growth in pricing and the number of motor vehicles on Australian roads is projected to support ongoing overall growth in revenue.

Interactive crash report on crashes by weather, natural lighting or road surface Interactive crash report on crashes by weather, natural lighting or road surface

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Automotive Passive Safety System Market Size 2025-2029

The automotive passive safety system market size is forecast to increase by USD 12.07 billion, at a CAGR of 7.4% between 2024 and 2029.

The market is experiencing significant growth, driven by the increasing adoption of these systems in automobiles, particularly in developing countries. This trend is attributed to the growing awareness of road safety and the implementation of stringent regulations in several regions. A notable development in this market is the introduction of seatbelt reminder systems with visual and audible alarms for rear seats, further enhancing passenger safety.
However, challenges persist in the market. One significant obstacle is the lack of regulation for airbags in medium and heavy-duty vehicles, which may hinder market growth. This regulatory gap could lead to inconsistencies in safety standards and potentially compromise the overall safety of these vehicles. Companies operating in this market must navigate these challenges by collaborating with regulatory bodies to establish comprehensive safety regulations for all vehicle classes. By doing so, they can capitalize on the market's potential and contribute to the ongoing advancements in automotive safety technology.

What will be the Size of the Automotive Passive Safety System Market during the forecast period?

Explore in-depth regional segment analysis with market size data - historical 2019-2023 and forecasts 2025-2029 - in the full report.
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The market continues to evolve, driven by advancements in technology and a heightened focus on safety performance. Side impact beams and airbag systems are no longer the sole focus of passive safety technologies. Instead, the industry is increasingly integrating backup camera systems, traffic safety, and crash test ratings into vehicles. Safety regulations continue to evolve, with safety awareness and vehicle dynamics playing a significant role in accident prevention.

Seatbelt pretensioners and head-up displays (HUD) are among the safety features that are becoming standard in modern vehicles. The cost-benefit analysis of passive safety technologies is a critical market dynamic. As insurance premiums decrease due to reduced accident rates, the investment in safety technologies becomes more attractive. Machine learning and data analytics are also essential in understanding safety efficacy and improving safety regulations. Night vision systems and collision avoidance systems are among the latest advancements in passive safety technologies. These technologies enhance road safety by improving visibility and enabling earlier detection of potential hazards. Passive safety technologies are no longer a luxury but a necessity. The automotive safety industry is continuously innovating to ensure that vehicles are safer and more secure for occupants and pedestrians alike. The integration of safety features, from backup cameras to AI, is a continuous process that is transforming the industry.

How is this Automotive Passive Safety System Industry segmented?

The automotive passive safety system industry research report provides comprehensive data (region-wise segment analysis), with forecasts and estimates in 'USD million' for the period 2025-2029, as well as historical data from 2019-2023 for the following segments.

Product

  Airbags
  Seat belts
  Whiplash protection system (WHIPS)
  Occupant sensing system


End-user

  Passenger vehicles
  Commercial vehicles


Channel

  OEMs
  Aftermarket


Geography

  North America

    US


  Europe

    France
    Germany
    Italy
    UK


  APAC

    Australia
    China
    India
    Japan
    South Korea


  Rest of World (ROW)

. By Product Insights

The airbags segment is estimated to witness significant growth during the forecast period. Airbags, as a crucial component of automotive passive safety systems, inflate rapidly during accidents to shield in-vehicle occupants. The escalating priority of safety among consumers and stringent regulations imposed on Original Equipment Manufacturers (OEMs) to enhance vehicle safety are fueling the demand for features like airbags. In the realm of automotive electronics, safety is a prevailing theme, with automakers and tier-1 suppliers continuously innovating and launching new safety-focused products. This trend is anticipated to persist, given the intensifying competition, regulatory pressure, and consumer focus on vehicle safety. Side impact beams, seatbelt pretensioners, and crash test ratings are other passive safety technologies that contribute significantly to occupant protection.

Active safety technologies, such as driver monitoring systems, sensor fusion, artificial intelligence, and collision avoidance systems, are also gaining prominence as they prevent accidents before they occur. Pedestrian and cyclist safety are increasingly bec

Relevant research related issues are briefly examined. The known influence of experience implies the possibility of effective education and training. At present, however, there is no sound evidence to show that effective programmes exist, to support the suspicion of a special effectiveness for motorcyclists, or to suggest that a licence test is an effective crash countermeasure - either as a selection device or as an incentive for pre-licensing education. Great expenditure on fairly ineffective measures results in loss of opportunity to benefit from more effective, mainly engineering, measures. Longer term driver behaviour research seems to have a high priority.

2020 Road Rage study in collaboration with Monash University Accident research Centre

Summary of the data used in our analysis (N = 31,317; see also Fig 2).

Report forms concerning the deaths of 120 motorcycle riders in traffic crashes in New South Wales have been studied. Most of those killed were young men. Deaths were particularly common after 6:00pm and at the weekend. In many cases a colliding vehicle had not been aware of the motorcyclist’s presence. Any measure which would make motorcycles more easily visible, such as the constant burning of headlights, should have a beneficial effect. Head injury was very common. If 100 per cent of motorcyclist in New South Wales wore helmets, rather than the 75 per cent as at present, the death rate would be cut by about 35 percent.

The Motor Vehicle Body, Paint and Interior Repair industry generates the most revenue from repairs performed on motor vehicles that are damaged in accidents. The industry also includes businesses that provide elective services, like spray painting and car washing. Despite more motor vehicle accidents, panelbeaters have struggled to maintain repair throughput because of the increased complexity of vehicles and a tight labour market, decreasing revenue. Over the five years through 2024-25, industry revenue has been shrinking at an average annual rate of 0.5%, owing to increasing vehicle safety features and rising operational costs. In 2024-25, industry revenue is expected to reach $9.7 billion, reflecting a marginal uptick of 0.4%, which signals some stability in the face of ongoing challenges. Insurers are a major contributor to revenue. As most repairers rely on insurance claims for business, workshops that obtain preferred repairer agreements with insurers are more likely to remain competitive and acquire new customers. Strong price pressures from insurers have constrained the prices these preferred repairers receive for their services, even in the face of high inflation and imported input costs. These pricing arrangements have weighed on industry revenue in real terms, as pricing hasn't kept pace with inflationary pressures. This dynamic has also led to lower profit margins. Revenue for motor vehicle repairers will climb as inflation eases and interest rates stabilise. Meanwhile, higher migration will help to ease labour market pressures and boost repair throughput. The number of registered vehicles will increase, boosting demand for repair services. Still, new passenger vehicles will continue to become safer and include advanced safety and driverless features to minimise accidents, limiting demand for repair services. Revenue is forecast to climb at an annualised 1.4% through 2029-30, to $10.4 billion. Even so, profit challenges, intensifying competition from large enterprises like AMA Group and industry consolidation will continue to shape the competitive landscape.

Summary statistics of crashesa and KSI crashesb involving novice drivers in Queensland, Australia.