This evaluation covered 1599 black spot projects, 62% of the 2578 Australian Government funded black spot projects approved during the seven-year period 1996–97 to 2002–03 and completed.

The national Black Spot Program is estimated to be reducing fatal and casualty crashes in total at treated sites by 30% and property damage only (PDO) crashes by 26%.

• Evaluation of the National Black Spot Program–Volume 1
  
  report_126_1.pdf
  (2.33 MB)

• Evaluation of the National Black Spot Program–Volume 2
  
  report_126_2.pdf
  (5.24 MB)

• Evaluation of the National Black Spot Program–Volume 3
  
  report_126_3.pdf
  (9.85 MB)

Oil spills are basically chance events, their occurrences and characteristics being governed by probability distributions. Many properties of these distributions can be applied, with reasonable confidence, to the prediction of the location, number and size of oil spills around the Australian coast.

The analyses described in this Report are aimed at identifying the most appropriate statistical distributions underlying oil spill occurrences in Australia, and at interpreting the results to assist the planning process. In particular, the results are used to estimate future levels and locations of chemical dispersant stockpiles.

• Marine Oil Spill Risk in Australia
  
  report_053.pdf
  (4.1 MB)

This Information Paper details the costs of road crashes in Australia for 1988. Costs have been grouped into three broad categories: loss of victim; crash generated activities; and pain and suffering.

• Costs of Road Crashes in Australia–1988
  
  is_001.pdf
  (215.02 KB)

The cost of road accidents is an important and controversial issue. However, it is difficult to derive an acceptable measure of these costs, and it has been some years since an attempt has been made to quantify these costs to Australia. This Paper presents a discussion of the methodologies used to produce estimates of the cost of road accidents (or the value of reducing their number), focusing on the major issues of contention, and provides estimates for Australia for the year 1985.

• Cost of Road Accidents in Australia
  
  op_091.pdf
  (7.4 MB)

This Information Paper details the costs of aviation accidents in Australia for 1988. Costs have been grouped into four broad categories: lost productivity; aircraft damage; insurance administration and legal; and other.

• Costs of Aviation Accidents in Australia–1988
  
  is_003.pdf
  (211.51 KB)

This supplementary Information Paper details the social costs of road crashes in Australia for 1988. Estimates of the social cost of road crashes, reflects not only on the costs borne by crash victims, but also those costs imposed on the wider community.

• Costs of Road Crashes in Australia–1988: Supplementary Information
  
  is_002.pdf
  (202.54 KB)

This study examines the risk associated with major oil spills (over 1000 tonnes) in open water anywhere on the Australian coast. This differs from previous work which has focused on the more numerous, smaller spills associated with ship operations in ports and sheltered waters. The study also examines the logistic constraints on providing rapid response along the whole length of the coast.

• Major Marine Oil Spills–Risk and Response
  
  report_070.pdf
  (2.81 MB)

Road crashes cost Australia $6.1 billion in 1993. Road crash costs account for over 90% of the total cost of transport-related accidents in Australia.

• Cost of Road Crashes in Australia–1993
  
  is_004.pdf
  (753.44 KB)

This Paper presents the results of an evaluation of 51 'Black Spot' projects funded by the Australian Government, 26 in Victoria and 25 in New South Wales. The evaluation was based on the record of accidents before and after approved treatments were put in place. In order to isolate actual treatment effects, adjustments were made to take account of the major recent decline in accidents in suitable control areas.

• Cost–Effectiveness of 'Black Spot' Treatments : A Pilot Study
  
  wp_009.pdf
  (3.57 MB)

Although it is widely known that the risk of failure is high in old ships, old bulk ships continue to be used. One reason is that until mid 1992 it was financially viable to maintain an old ship in service rather than dispose of it for demolition. Even though after mid 1992 it did not pay to keep an old ship in service, it was even less attractive to purchase a new ship.

The BTCE's statistical analysis of voyage data identified ship age, flag state, commodity carried and voyage route as important factors influencing the risk of failure. Using this information, the BTCE has developed a technique for predicting the risk of failure of individual ships.

• Structural Failure of Large Bulk Ships
  
  report_085.pdf
  (5.18 MB)