AWHS 032a
Name: Centre for Accident Research and Road Safety Queensland University of Technology
State/territory: Qld
Submission from:
Centre for Accident Research and Road Safety – Queensland (CARRS-Q)
Bevan Rowland, Research Associate ( b.rowland@qut.edu.au )
Darren Wishart, Research Fellow ( d.wishart@qut.edu.au )
Dr Kirsten McKenzie ( k.mckenzie@qut.edu.au )
Professor Barry Watson, Director CARRS-Q
To:
Safe Work Australia
AustralianStrategy@safeworkaustralia.gov.au
Date: 20 May 2012
Draft Australian Work Health and Safety Strategy 2012–2022
The Centre for Accident Research and Road Safety - Queensland are pleased to make this submission
to Safe Work Australia on the Draft Australian Work Health and Safety Strategy 2012–2022.
Driving a vehicle is the primary mechanism of injury and clearly accounts for the highest proportion
of work-related fatalities. Therefore, driving a vehicle for the purpose of work is the most “at risk”
activity that staff will perform in their daily work activities. Although the strategy addresses important
workplace safety issues, to ensure continuous improvement and further reduction in work-related
fatalities and injuries the strategy needs to target work-related road safety.
Specifically, the following actions are urgently required to improve work-related road safety:
1. Safe Work Australia should consider including work-related road safety in the
Australian Work Health and Safety Strategy 2012-22 and all relevant Model Codes of
Practice.
2. Safe Work Australia prepares and develops a specific work-related road safety Code of
Practice in consultation and collaboration with relevant industry and academic
organisations.
3. Safe Work Australia and government regulatory bodies should increase regulation and
enforcement in the area of work-related road safety.
4. To enable increased enforcement of work-related road safety, government statutory
authorities should consider recruiting and appointing WH&S inspectors familiar and
experienced with work-related road safety.
5. Safe Work Australia should consider resourcing and implementing a competitive grant
scheme for identified safety high priority areas.
6. Safe Work Australia and state regulatory authorities should endeavour to improve
fatality and injury recording, analysis and reporting to include additional data and not
primarily compensated injuries and fatalities. For example, most work-related road
fatalities and injuries are not included within compensated fatality and injury statistics.
To be totally committed to saving lives, Safe Work Australia, state workplace safety regulators and all
Australian governments must lead and promote work-related road safety as a priority issue.
Yours sincerely,
AWHS 032b
Name: Centre for Accident Research and Road Safety Queensland University of Technology
Work-Related Road Safety – An issue worthy of further scrutiny and attention
Work related crashes are the most common cause of work-related death, injury and reduced
productivity in the industrialised world (Wheatley, 1997). In Australia Work-related
Traumatic Injury Fatality figures indicate that over the last seven years two thirds of workers
killed at work was the result of motor vehicle incidents (Safe Work Australia, 2012). In
addition, according to Safe Work Australia (2012) work fatalities involving motor vehicles as
the primary mechanism of injury clearly accounts for the highest proportion of fatalities
(46%) with the next highest mechanism of injury consisting of being hit by moving objects
(12%) and falls from heights (11%). Figure 1 shows that across the seven years these three
mechanisms accounted for 46%, 12% and 11% of Worker fatalities respectively. In addition,
in 2009–10, 100 workers (46%) died following a Vehicle incident. Of these 100 collisions, 73
occurred on a public road (Traffic incident) and 27 at a worksite (Safe Work Australia, 2012).
Figure 1
Worker fatalities: Proportion by mechanism of incident, Australia,
2003–04 to 2009–10 combined
Source: Safe Work Australia Work-related Traumatic Injury Fatalities, Australia 2009–10
Furthermore, in 2009–10, 70 workers died while working in or around a truck, 32% of all
Worker fatalities. The Safe Work Australia (2012) report detailing work-related traumatic
injury fatalities in Australia 2009–10 identified that a traffic incident was the cause of 53 of
the deaths with 38 truck drivers and 2 passengers killed in crashes on a public road. In
addition, 10 car drivers were killed following a collision with a truck and 1 worker on foot
was killed when hit by a truck. Statistics also show that from 2003–04 to 2009–10, 567
workers have been killed in truck-related incidents.
Moreover, in 2009–10, 79 workers died while travelling to or from work. Although this is the
lowest number recorded in seven years (i.e., 2003/04 – 2009/10), indications are that this
lower rate will not continue with the number of deaths notified to work health and safety
authorities in the 2010–11 showing a 7% increase on 2009–10. In addition, the low result in
2009-10 may be partially due to inconsistencies in reporting and recording of commuting
__________________________________________________________________________
Centre for Accident Research and Road Safety – Queensland (CARRS-Q)
AWHS 032b
Name: Centre for Accident Research and Road Safety Queensland University of Technology
type crashes across Australian States. For example, difficulty in identifying workers who are
commuting from other road fatalities, as the purpose of the journey is generally not
ascertained by investigating officers. Therefore, the magnitude of the commuting to or from
work problem is relatively unknown. Over previous years data shows that the highest number
of commuter fatalities, 127, was recorded in 2005–06 followed by 126 in 2008–09 (Safe
Work Australia, 2012). However, changes across industry in relation to the work
environment including increases in part-time and casual work, increase in the use of a
contractor workforce, variations in work shift times (including shifts greater than 8 hours),
and time required for commuting to/for work, have influenced issues surrounding workrelated driving and commuting. For example, these developments influence not only workrelated road risk exposure, but also changes driver behaviour and organisational expectations.
Work-Related Road Safety – A responsibility for individuals
Research has indicated that individual workers across many industry groups do not rate workrelated driving as a priority issue. This attitude stems primarily from a lack of support and
commitment from both the organisation they work for and government response to the workrelated road safety issue. For example, CARRS-Q work-related road safety research has
suggested that many individuals place no additional importance on work-related driving other
than the task is a daily requirement and only a means to travel to, during and from work
(Rowland et al., 2010). Research also indicated that although work-related drivers were
unaware of their specific obligations or duty of care related to workplace health and safety
legislation, they were aware of the road rules which they sometimes breached for a variety of
reasons. For example, speeding to meet personal, organisational and client deadlines
(Rowland et al., 2010). Likewise, research identified that a considerable number of workrelated drivers believed it was acceptable to take risks while driving to meet deadlines and
save time, thereby increasing work productivity, financial returns and organisational
satisfaction. There exists an urgent need for employees of industry organisations to be aware
of their duty of care in relation to work-related road safety and driving for work. However,
this process also requires to be supported by organisational policy, procedures and practice,
as well as, government promotion and enforcement.
Work-Related Road Safety – A responsibility for all organisations
Work related road safety is an issue often ignored by industry with many organisations risk
management practices primarily focusing on workplace processes that the organisation
considers central to their core business, while not addressing driving for work processes with
similar levels of consideration (Davey et al., 2008a; Wishart et al., 2004; Wishart & Davey,
2004). Traditionally, work related road safety within organisations has been an area often
neglected and any vehicle fleet management procedures have primarily focussed on issues of
asset management and insurance (Rowland, Davey, Freeman, & Wishart, 2008; Wishart,
__________________________________________________________________________
Centre for Accident Research and Road Safety – Queensland (CARRS-Q)
AWHS 032b
Name: Centre for Accident Research and Road Safety Queensland University of Technology
Davey, & Freeman, 2007). For most organisations, driving a vehicle for the purpose of work
is the most at risk activity that staff will perform in their daily work activities.
The Australasian Fleet Managers Association (2008) state that in Australia approximately
75% of all locally produced passenger vehicles are purchased as fleet vehicles and more than
half of all new vehicle registrations annually consist of fleet vehicles. This would indicate
that a high proportion of vehicles operating within the Australian road environment are
utilised for work purposes. Furthermore, under many jurisdictions, a vehicle when used for
the purpose of work is considered a workplace and thus organisations and other stakeholders
are obligated by legislation to ensure a safe system of work in the use of the vehicle
(Rowland et al., 2006). Previous research has also indicated that road crashes are the most
common form of work related fatalities (Haworth et al., 2000; National Institute for
Occupational Health and Safety [NIOSH], 2004; Safe Work Australia, 2009; 2012). Work
related road crash injuries are also approximately twice as likely to result in death or
permanent disability as other workplace injuries (Wheatley, 1997) and the average time lost
due to injury is greater than any other workplace claim (Stewart-Bogle, 1999). In relation to
workers compensation claims, vehicle accidents are the most likely mechanism of injury,
approximately three times higher than the next most common mechanism of injury attributed
to injury from chemicals or substance (Australian Safety and Compensation Council, 2006).
Despite the legal obligations and trauma associated with motor vehicles used for work
purposes, many organisations often lack the necessary risk management frameworks and
processes central to minimising work related road safety risk (Rowland et al., 2005; Rowland
et al., 2006; Wishart & Davey, 2004). Furthermore, many organisations also fail to actively
promote work related road safety. For instance, in many organisations there exists posters and
informative material regarding manual handling, office ergonomics, skin cancer and general
health issues along with established training programs promoting and educating staff in safe
work procedures. In contrast, these same organisations offer very little in the way of similar
mechanisms directed toward promoting and improving work-related road safety.
Organisations in attempting to address issues associated with work related road safety often
adopt an overarching reactive one size fits all approach, often primarily focussing on the
driver, without addressing deficiencies in the supporting organisational systems and
processes required to support safe vehicle use (Davey et al., 2008). In order to improve their
work related road safety organisations need to implement a multidimensional organisational
approach of risk management incorporating all processes associated with work related
vehicle use (Davey et al., 2008; Rowland et al., 2005; Rowland et al., 2006; Wishart &
Davey, 2004). One of the initial key steps in proactive risk management and thus minimising
risk associated with organisational vehicle use is to investigate and assess the current
situation associated with the organisations safety management of their vehicle fleet and use
(Rowland et al., 2006; Wishart & Davey, 2004).
The failure to effectively implement work-related road safety interventions and initiatives
often stems from a lack of regulatory acknowledgement and enforcement, management
commitment and support, and general under resourcing. Thus there is an immense
discrepancy between what organisations plan to do and what is actually undertaken in
addressing work related road safety risks and initiatives. However, there are a number of
__________________________________________________________________________
Centre for Accident Research and Road Safety – Queensland (CARRS-Q)
AWHS 032b
Name: Centre for Accident Research and Road Safety Queensland University of Technology
additional organisational difficulties and issues that impact upon the successful
implementation of fleet-based interventions and initiatives. These include:
•
•
•
•
•
•
•
•
•
A lack of knowledge and understanding of the organisation’s duty of care relating to
driving for work;
Lack of regulatory requirements, detailed obligations and enforcement;
A tendency to focus on asset management rather than on employee safety,
Fleet safety is rarely considered to be a core business issue,
There is often a lack of resources allocated to work-related road safety,
OHS and fleet safety are historically viewed as separate and often competing issues,
Organisations do not always see an instant monetary return,
Fleet safety is often overlooked until a crash happens; and
Organisations rely heavily on inconclusive evidence based on insufficient crash data.
Work-Related Road Safety – A responsibility for Government
While there is a trend toward national standards regarding OHS processes, particularly the
harmonisation of health and safety legislation within Australia, the responsibility of risk
management policy and procedures related to work-related road safety currently rests with
the organisation in many instances. As a result, the quality and extent of policy and procedure
related to work-related road safety between organisations is variable and often directed
toward asset management and not necessarily safety.
While health and safety legislation clearly encompasses driving for the purpose of work,
there is no substantial evidence that government regulators practice enforcement in the area
of work-related road safety. Along with a lack of sufficient enforcement there is little
supporting information relating to the work-related driving hazard. For example, there are
numerous Codes of Practice relating to other specific health and safety hazards (e.g., confined
spaces, manual tasks, hazardous chemicals, etc), however, no code of practice for workrelated road safety. Although work-related road fatalities account for almost half of all workrelated fatalities, driving for work exhibits the least attention. In addition, although driving
for work applies to most industries and indirectly to most types of work, it is not addressed
sufficiently within legislative requirements and supporting documentation and information.
For example, the draft Australian Work Health and Safety Strategy 2012-22 does not
recognise work-related road safety as a major issue or priority, except in the instance of the
transport industry. A higher fatality/injury reduction target could be achieved if work-related
road safety was given more attention given the proportion of fatalities and injuries related to
vehicle incidents.
Recommendations
In relation to information outlined within the CARRS-Q Australian Work Health and Safety
Strategy 2012-22 response document and this additional CARRS-Q submission document,
the following recommendations for improving workplace safety are provided:
__________________________________________________________________________
Centre for Accident Research and Road Safety – Queensland (CARRS-Q)
AWHS 032b
Name: Centre for Accident Research and Road Safety Queensland University of Technology
1. Safe Work Australia should consider including work-related road safety in the
Australian Work Health and Safety Strategy 2012-22 and all relevant Model Codes of
Practice.
2. Safe Work Australia prepares and develops a specific work-related road safety Code
of Practice in consultation and collaboration with relevant industry and academic
organisations.
3. Safe Work Australia and government regulatory bodies should increase regulation and
enforcement in the area of work-related road safety.
4. To enable increased enforcement of work-related road safety, government statutory
authorities should consider training or recruiting and appointing WH&S inspectors
familiar and experienced with work-related road safety. Currently inspectors have
experience and qualifications in electrical, construction, ergonomics, etc but lack
dedicated work-related road safety specialists, which potentially explains a lack of
consideration in this area.
5. Safe Work Australia should consider resourcing and implementing a competitive
grant scheme for identified safety high priority areas.
6. Safe Work Australia and state regulatory authorities should endeavour to improve
fatality and injury recording, analysis and reporting to include additional data and not
primarily compensated injuries and fatalities. For example, most work-related road
fatalities and injuries are not included within compensated fatality and injury
statistics.
References
AFMA (2008). Review of the automotive industry 2008, submission by the Australasian
Fleet Managers Association to the Australian Government. http://www.afma.net.au/
Australian Safety and Compensation Council (2006). Compendium of workers compensation
statistics Australia 2003-04. Commonwealth of Australia, Canberra.
Davey, J., Freeman, J., Wishart, D., & Rowland, B. (2008). Developing and implementing
fleet safety interventions to reduce harm: Where to from here?. In Proceedings International
Symposium on Safety Science and Technology VII, Beijing, China.
Davey, J., Wishart, D., Rowland, B., Freeman, J., Banks, T. (2008a). Sunwater organisational
work related road safety situational analysis report. Unpublished Manuscript.
Haworth, N., Tingvall, C., & Kowadlo, N. (2000). Review of best practice road safety
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National Institute for Occupational Health and Safety [NIOSH]. (2004). Work-Related
Roadway Crashes – Who’s at Risk? (NIOSH 2004-137). United States: National Institute for
Occupational Health and Safety.
__________________________________________________________________________
Centre for Accident Research and Road Safety – Queensland (CARRS-Q)
AWHS 032b
Name: Centre for Accident Research and Road Safety Queensland University of Technology
Rowland, B., Davey, J., Freeman, J., & Williamson, A. (2010). Under the radar and on the
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Unpublished Manuscript.
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Centre for Accident Research and Road Safety – Queensland (CARRS-Q)