History of ALCAM
2021 – Road Model undergoes enhancement and accident data from Australia and New Zealand is used to re-validate the model. Transition of ALCAM/LXM support from VicTrack to RISSB is finalised.
2020 – Pedestrian Model undergoes further development using event trees and validation
2019 – TISOC endorses the transfer of ALCAM/LXM from VicTrack to RISSB
2018 – The National ALCAM Committee completes a governance and strategy review in conjunction with a risk and opportunity assessment to ensure the continued effective and efficient development of ALCAM.
2016 – Updates made to ALCAM to align with changes to AS1742.7 – Manual of Uniform Traffic Control Devices Part 7 – Railway Crossings
2016 –TISOC ratifies support for ALCAM.
2014 – Significant redevelopment of the ALCAM takes place and a new online LXM database and ALCAM comprising a Traffic Exposure Model, Infrastructure Model and Consequence model is released.
2012 – Use of the Peabody-Dimmick Formula (accident prediction model for highway-rail interfaces) in the Exposure Model.
2010 – Road Model Consequence Model undergoes further development using event trees and accident data from Australia and New Zealand is used to validate the model
2007 – Updates made to ALCAM to align with changes to AS1742.7 – Manual of Uniform Traffic Control Devices Part 7 – Railway Crossings
2004 – The Level Crossing Management (LXM) system, a Microsoft Access database, was developed and adopted by the National ALCAM Committee to maintain level crossing data.
2003 – The Australian Transport Council and the Standing Council on Transport Rail Group sanctioned that ALCAM be adopted nationally.
2002 – The matrix was renamed the Australian Level Crossing Assessment Model and the National ALCAM Committee was formed to ensure that the matrix was used consistently and uniformly across the nation.
1999 – The ‘Risk Scoring Matrix’ was developed to provide a process for evaluating the risk score of a level crossing based on its existing characteristics and controls