Safety
Transurban’s Australian roads have been found to be up to twice as safe as like roads by the Monash University Accident Research Centre.
We achieve this high safety performance by monitoring the roads 24/7 and controlling conditions such as speed limits and lane closure through state-of-the-art technology.
When there is a crash, we detect it within seconds and one of our Incident Response teams can be there within minutes to help.
Explore our safety data to learn about the types of crashes we see on our roads, how we’re responding and what you can do to improve your safety while driving.
Safety
Transurban’s Australian roads have been found to be up to twice as safe as like roads by the Monash University Accident Research Centre.
We achieve this high safety performance by monitoring the roads 24/7 and controlling conditions such as speed limits and lane closure through state-of-the-art technology.
When there is a crash, we detect it within seconds and one of our Incident Response teams can be there within minutes to help.
Explore our safety data to learn about the types of crashes we see on our roads, how we’re responding and what you can do to improve your safety while driving.
Crash data
While serious and minor injury crashes on Transurban roads have been in decline for years our data shows they are more likely to occur at night, with Sunday night recording the highest number of serious injury crashes.
A serious injury crash is a crash resulting in someone being transported by ambulance. A minor injury crash is a crash where someone requires first-aid but does not need ambulance transportation.
The most common types of crashes we see on our roads are rear-enders and out-of-control vehicles. Rear-enders are more likely to occur during peak periods whereas the proportion of out-of-control crashes doubles when it’s raining.
Other incidents together account for slightly less than 30% of total incidents. Other incidents include: objects hitting or being hit by vehicles; and falls inside or from vehicles.
While serious and minor injury crashes on Transurban roads have been in decline for years our data shows they are more likely to occur at night, with Sunday night recording the highest number of serious injury crashes.
A serious injury crash is a crash resulting in someone being transported by ambulance. A minor injury crash is a crash where someone requires first-aid but does not need ambulance transportation.
The most common types of crashes we see on our roads are rear-enders and out-of-control vehicles. Rear-enders are more likely to occur during peak periods whereas the proportion of out-of-control crashes doubles when it’s raining.
Other incidents together account for slightly less than 30% of total incidents. Other incidents include: objects hitting or being hit by vehicles; and falls inside or from vehicles.
Improving road safety
Our roads are among the most sophisticated in the world. The thousands of pieces of innovative technology used on our roads together create a ‘managed motorway’ system and help keep our roads free-flowing.
When an incident does occur, it is quickly identified and responded to by our traffic control room operators and incident response teams.
We use data collected by roadside technology, along with third-party data, to inform maintenance works and to identify opportunities to upgrade our roads and improve safety.
All tunnels operated by Transurban include multiple safety features—including features designed to help keep you safe while on the road, and features designed to help keep you safe during and after an incident.
Click the hotspots to see these features.
Some of our tunnels also feature innovative lighting to help improve safety.
NorthConnex
NorthConnex in Sydney uses a series of lighting features to keep drivers engaged as they travel through the nine-kilometre tunnel. A detailed review of international safety research found travelling long distances underground, and with minimal sensory variations, can contribute to drivers losing concentration on the road.
Burnley Tunnel
The Burnley Tunnel in Melbourne uses an Australian-first pacemaker light system to help motorists drive at a steady pace inside the tunnel – reducing congestion and making it an easier drive.
Every road operated by Transurban is monitored by a traffic control room 24/7.
Ever wondered what a traffic control room looks like? Check out our Brisbane Traffic Control Room (pictured) or take a virtual tour of our CityLink Traffic Control Room and find out more about the different systems that are used to keep motorists safe.
Our Traffic Control Room Operators detect incident within seconds of it occurring. And an Incident Response Team is on the scene within minutes. In Australia, Transurban Incident Response Teams attend around 1,300 incidents per week.
Meet some of our Incident Responders.
Check out some of the more unusual incidents we respond to.
All tunnels operated by Transurban include multiple safety features—including features designed to help keep you safe while on the road, and features designed to help keep you safe during and after an incident.
Click the hotspots to see these features.
Some of our tunnels also feature innovative lighting to help improve safety.
NorthConnex
NorthConnex in Sydney uses a series of lighting features to keep drivers engaged as they travel through the nine-kilometre tunnel. A detailed review of international safety research found travelling long distances underground, and with minimal sensory variations, can contribute to drivers losing concentration on the road.
Burnley Tunnel
The Burnley Tunnel in Melbourne uses an Australian-first pacemaker light system to help motorists drive at a steady pace inside the tunnel – reducing congestion and making it an easier drive.
Every road operated by Transurban is monitored by a traffic control room 24/7.
Ever wondered what a traffic control room looks like? Check out our Brisbane Traffic Control Room (pictured) or take a virtual tour of our CityLink Traffic Control Room and find out more about the different systems that are used to keep motorists safe.
Our Traffic Control Room Operators detect incident within seconds of it occurring. And an Incident Response Team is on the scene within minutes. In Australia, Transurban Incident Response Teams attend around 1,300 incidents per week.
Meet some of our Incident Responders.
Check out some of the more unusual incidents we respond to.
Data driven improvement
We analyse our data, and third-party data, to identify opportunities for improving the safety of our roads.
For example, we noticed a pattern of rear-end crashes occurring just before the citybound Punt Road and Batman Avenue exit on CityLink in Melbourne. By analysing CCTV footage of crashes in the area we determined these crashes were likely the result of sudden or late lane changing by motorists that was forcing vehicles behind to slow down or brake suddenly.
In 2021 we installed new, earlier signage and lane markers on the road. This gave drivers advanced warning to exit and more time to choose their preferred lane. The result was a 75% reduction in rear-end crashes and a 66% reduction in lane side swipes despite higher traffic volumes.
How you can be a safer driver
A driver's choices and behaviour can have a big impact on their safety, and that of those around them. We invest in research and partner with experts to examine ways drivers can be safer on the road.
Here we’ve summarised key findings from research conducted in partnership with Neuroscience Research Australia (NeuRA), and data from our latest Transurban Insights report on road safety, which surveyed more than 5,000 people across the cities in which we operate (Melbourne, Sydney, Brisbane, the Greater Washington Area and Montreal) on their road safety behaviours.
The Transurban Road Safety Research Centre is a multi-year partnership between Transurban and Neuroscience Research Australia (NeuRA), an independent, not-for-profit research institute conducting world-leading brain and nervous system research.
At the Centre we explore interactions between people and their vehicles. One of the tools we use to do this is the crash sled, which can reach speeds up to 64 km/h
Install child car seats correctly
Research from the Transurban Road Safety Research Centre at NeuRA identified that more than 50% of child restraints are used incorrectly, often involving multiple errors. NeuRA also found close to 40% of child restraints are used in ways that would impair crash performance.
The five most common errors are:
- Loose seatbelt (securing the car seat in the vehicle)
- Very loose harness (securing the child to the car seat)
- Loose seatbelt (securing the car seat in the vehicle)
- Loose top tether
- Three minor errors combined (a twist in the securing belt, a harness twist and a loose harness).
NeuRA found a loose harness had the greatest impact on the performance of a child restrain during a simulated crash.
Transurban’s latest Insights report on road safety found most people with a child car seat in their car had fitted the seat themselves.
This high level of self-installation is concerning because car seats can be tricky to install. We teamed up with Kidsafe to carry out free safety checks on over 620 child car seats across Melbourne, Sydney and Brisbane, we found that more than 90% of these seats checked needed adjustments—and in some cases, total reinstallation.
Transition from a child car seat to adult seat belt when safe to do so
Transurban’s latest Insights report on road safety found that only 53% of Australian respondents with children living at home could correctly identify at least one of the criteria outlined in the Five Step Test, part of Australia’s National Child Restraint Guidelines that help parents assess whether a child can safely travel using an adult seat below. Only 3% of respondents could identify all five criteria.
Learn more about the correct fitting of child restraints.
Consider fuel-tank design
Motorcyclists are some of the most vulnerable people on our roads—only 5% of all registered vehicles in Australia are motorcycles, but motorcyclists make up nearly a quarter of all traffic-related hospitalisations. One in five hospitalised motorcyclists has a pelvic injury, and 85% of these injuries resulted from direct contact with the motorcycle’s fuel tank.
Crash tests conducted at the Transurban Road Safety Research Centre at NeuRA found that in front-on crashes, the design of motorcycle fuel tanks and the rider’s sitting position are likely leading to serious pelvic injuries.
Fuel tanks with steeper gradients (rising steeply from the bike seat) were found to increase the possibility of injury to the rider.
Riders with a more upright posture, such as those riding ‘cruiser’ style bikes, are more likely to hit the fuel tank with greater force than those riding motorcycles where they have a forward-leaning position in the seat.
Greater attention to fuel-tank design could improve the safety of motorcyclists, particularly on motorcycles where riders are more likely to ride in an upright position. These findings were presented to safety specialists and motorcycle manufacturers to help influence safer fuel-tank design.
Avoid using comfort accessories
Crash tests conducted at the Transurban Road Safety Research Centre at NeuRA found comfort accessories (such as seat, back and neck pillows) change the geometry of a seatbelt or the posture of a driver and increase the chance of a chest injury in a crash.
Comfort accessories are more typically used by older drivers – with about 25% of drivers over the age of 65 years using one or more accessory.
If you, or someone you know, uses a comfort accessory, consider adjusting the seat, steering column and seat-belt D-loop positioning instead. These are safer options than using a cushion accessory.
Become familiar with truck blind spots
The latest Transurban Insights report on road safety found most Australians and North Americans are likely unaware when they are driving in a truck blind spot. Not knowing where truck blind spots are can lead to incidents such as sideswipes or rear-end crashes, both are among the most common incidents we respond to on our roads.
We work with trucking associations to help educate our light vehicle customers about truck blind spots and how to share the road with trucks safely.
Depending on their location (Australia or North America), respondents were shown one of two images and asked to nominate which sections of the image are truck blind spots based on left or right-hand drive. The correct sections are displayed in orange along with the % of respondents who identified it as a truck blind spot.
Depending on their location (Australia or North America), respondents were shown one of two images and asked to nominate which sections of the image are truck blind spots based on left or right-hand drive. The correct sections are displayed in orange along with the % of respondents who identified it as a truck blind spot.
Depending on their location (Australia or North America), respondents were shown one of two images and asked to nominate which sections of the image are truck blind spots based on left or right-hand drive. The correct sections are displayed in orange along with the % of respondents who identified it as a truck blind spot.
Slow down near road works and incidents
Motorists are required to slow down when driving through roadworks or near emergency services, but our research show that not everyone obeys the speed limits or slows down to a safe passing speed.
The latest Transurban Insights report on road safety found 12% of people surveyed do not always slow down to the posted speed limit when driving past emergency service vehicles (weighted average across Melbourne, Sydney and Brisbane). This behaviour not only endangers the speeding driver, it also endangers the emergency services personnel, those they are responding to, and other motorists on the road.
We also found more than 70% of people claim to always slow down to the posted speed limit when driving through roadworks. However, this high level of self-reported compliance is at odds with Transurban’s experience of driving behaviour around roadwork zones on our roads.
For example, in between November 2019 to February 2020 Transurban performed audits on our roadworks sites on CityLink and the Tullamarine Freeway and found average speeds through the length of the closure were 10-15 km above the posted speed limit.
Install child car seats correctly
Research from the Transurban Road Safety Research Centre at NeuRA identified that more than 50% of child restraints are used incorrectly, often involving multiple errors. NeuRA also found close to 40% of child restraints are used in ways that would impair crash performance.
The five most common errors are:
- Loose seatbelt (securing the car seat in the vehicle)
- Very loose harness (securing the child to the car seat)
- Loose seatbelt (securing the car seat in the vehicle)
- Loose top tether
- Three minor errors combined (a twist in the securing belt, a harness twist and a loose harness).
NeuRA found a loose harness had the greatest impact on the performance of a child restrain during a simulated crash.
Transurban’s latest Insights report on road safety found most people with a child car seat in their car had fitted the seat themselves.
This high level of self-installation is concerning because car seats can be tricky to install. We teamed up with Kidsafe to carry out free safety checks on over 620 child car seats across Melbourne, Sydney and Brisbane, we found that more than 90% of these seats checked needed adjustments—and in some cases, total reinstallation.
Transition from a child car seat to adult seat belt when safe to do so
Transurban’s latest Insights report on road safety found that only 53% of Australian respondents with children living at home could correctly identify at least one of the criteria outlined in the Five Step Test, part of Australia’s National Child Restraint Guidelines that help parents assess whether a child can safely travel using an adult seat below. Only 3% of respondents could identify all five criteria.
Learn more about the correct fitting of child restraints.
Consider fuel-tank design
Motorcyclists are some of the most vulnerable people on our roads—only 5% of all registered vehicles in Australia are motorcycles, but motorcyclists make up nearly a quarter of all traffic-related hospitalisations. One in five hospitalised motorcyclists has a pelvic injury, and 85% of these injuries resulted from direct contact with the motorcycle’s fuel tank.
Crash tests conducted at the Transurban Road Safety Research Centre at NeuRA found that in front-on crashes, the design of motorcycle fuel tanks and the rider’s sitting position are likely leading to serious pelvic injuries.
Fuel tanks with steeper gradients (rising steeply from the bike seat) were found to increase the possibility of injury to the rider.
Riders with a more upright posture, such as those riding ‘cruiser’ style bikes, are more likely to hit the fuel tank with greater force than those riding motorcycles where they have a forward-leaning position in the seat.
Greater attention to fuel-tank design could improve the safety of motorcyclists, particularly on motorcycles where riders are more likely to ride in an upright position. These findings were presented to safety specialists and motorcycle manufacturers to help influence safer fuel-tank design.
Avoid using comfort accessories
Crash tests conducted at the Transurban Road Safety Research Centre at NeuRA found comfort accessories (such as seat, back and neck pillows) change the geometry of a seatbelt or the posture of a driver and increase the chance of a chest injury in a crash.
Comfort accessories are more typically used by older drivers – with about 25% of drivers over the age of 65 years using one or more accessory.
If you, or someone you know, uses a comfort accessory, consider adjusting the seat, steering column and seat-belt D-loop positioning instead. These are safer options than using a cushion accessory.
Become familiar with truck blind spots
The latest Transurban Insights report on road safety found most Australians and North Americans are likely unaware when they are driving in a truck blind spot. Not knowing where truck blind spots are can lead to incidents such as sideswipes or rear-end crashes, both are among the most common incidents we respond to on our roads.
We work with trucking associations to help educate our light vehicle customers about truck blind spots and how to share the road with trucks safely.
Depending on their location (Australia or North America), respondents were shown one of two images and asked to nominate which sections of the image are truck blind spots based on left or right-hand drive. The correct sections are displayed in orange along with the % of respondents who identified it as a truck blind spot.
Depending on their location (Australia or North America), respondents were shown one of two images and asked to nominate which sections of the image are truck blind spots based on left or right-hand drive. The correct sections are displayed in orange along with the % of respondents who identified it as a truck blind spot.
Depending on their location (Australia or North America), respondents were shown one of two images and asked to nominate which sections of the image are truck blind spots based on left or right-hand drive. The correct sections are displayed in orange along with the % of respondents who identified it as a truck blind spot.
Slow down near road works and incidents
Motorists are required to slow down when driving through roadworks or near emergency services, but our research show that not everyone obeys the speed limits or slows down to a safe passing speed.
The latest Transurban Insights report on road safety found 12% of people surveyed do not always slow down to the posted speed limit when driving past emergency service vehicles (weighted average across Melbourne, Sydney and Brisbane). This behaviour not only endangers the speeding driver, it also endangers the emergency services personnel, those they are responding to, and other motorists on the road.
We also found more than 70% of people claim to always slow down to the posted speed limit when driving through roadworks. However, this high level of self-reported compliance is at odds with Transurban’s experience of driving behaviour around roadwork zones on our roads.
For example, in between November 2019 to February 2020 Transurban performed audits on our roadworks sites on CityLink and the Tullamarine Freeway and found average speeds through the length of the closure were 10-15 km above the posted speed limit.