1. Mark Ullah
Theory into Practice: The strengths and challenges in workplace road safety
Dr Sharon Newnam, MUARC
Dr Sarah Jones, Toll Group
Dr Jason Edwards, CARRSQ
Mr Mark Stephens, UnitingCare QLD
Ms Lori Mooren, TARS
Mr Mark Ullah, Telstra
Sharon: Introduce the symposium and presenters

2. Extent of the problem
Road traffic injury is the leading cause of work-related death in Australia.
Over the past 11 years, an average of 51 truck drivers were killed on Australian roads each year
The figures are likely to rise with projections indicating that Australia’s freight demands will double by 2030
Sharon: Present the statistics
Other presenters: ?

3. There is nothing more practical than a good theory
Lewin (1951) stated:
There is nothing more practical than a good theory
Sharon: Introduce the symposium with a debate around this statement. Some points to address - How practical is theory? How well aligned is theory and practice in workplace road safety? Difference between light and heavy vehicle fleets.
Other presenters: ?

4. Presentations Chain of Responsibility: Sharon Newnam & Sarah Jones
Safety culture: Mark Stephens & Jason Edwards
In-vehicle technology: Lori Mooren & Mark Ullah
Sharon: Provide overview of order of presentations

5. Theory into Practice: Chain of Responsibility
Dr Sharon Newnam, MUARC
Dr Sarah Jones, Toll Priority

6. Is there alignment between theory & practice in chain of responsibility in road freight transportation?
Sharon: Introduce how we will tackle this question. Applying a systems-based framework highlighting the actors in the system and their role in chain of responsibility. State that we will be using fatigue as an exemplar to highlight the degree of alignment between theory and practice
Sarah: ?

7. A systems approach to road transportation
Sharon: Example of actors involved in the road freight transportation system. Chain of responsibility should work effectively if it targets each of these actors, is relevant to each of these actors, and allow co-ordination/communication between actors within each level and across levels of the system.
Sarah: ?

8. Fatigue management as an exemplar
Sarah: Discussion stating that the workgroup that devised Australia’s fatigue laws comprised leading academics in the field.
Sharon: A discussion on the factors contributing to a fatigue-related HV crash and the role of the various actors in the system. State that we will explore alignment between theory and practice at each of these levels.
1. Government bodies level:
Sharon: Research has informed thinking around the need for intervention to support fatigue management. For example, government bodies have played a role in providing sufficient road infrastructure to support compliance with rest periods.
Sarah: There has been some level of effective translation of this research as demonstrated by the introduction of rest areas. However, there are insufficient rest areas on the road network to enable all drivers who need to take (mandated) rest to park safely. In 2011, NatRoad estimated that shortage in order of around 22,000. What is more, truck driver sometimes have to compete with caravan and campervan drivers whose leisure interests can conflict with truck drivers’ need for restorative rest.
Conclusion: There is some evidence of theory informing practice. However, the role of government bodies in addressing this issues is not simple. Government bodies need to better understand the factors supporting and constraining the ability of HV drivers to engage in restorative rest.
2. Regulatory bodies level:
Sharon: Regulators have been well informed about the factors contributing to fatigue-related crashes. Examples include (i) 12 hour work thresholds for standard hours, (ii) minimum 7 hours continuous, stationary rest under stand hours, (iii) recognition that fatigue can be ‘traded off’ with speed, (iv) distinction between work and rest.
Sarah: Broadly speaking, there are 7 key legal frameworks relevant to fatigue, including (i) WHS, (ii) HV National Law and supporting regulations, (iii) State-based HV application laws, (iii) WA and NT system, (iv) the Toll group (union enterprise agreement), (v) specific industrial and contractual agreements. There are contradictions between these frameworks, which makes compliance enormously difficult (e.g. NSW definition of rest). What’s more, there is no single repository for the various rules. There are two key rules around fatigue compliance: (1) hours of work and rest and (2) a requirement not to drive while impaired by fatigue. What does impairment look like? How does one test for it?
Conclusion: Theory has informed practice; however, the various translation of the laws across Australia has resulted in a situation where UNDERSTANDING and enforcing compliance is very challenging.
3. Other organisations & clients level
Sharon: Much research has explored the trade-off between productivity & safety, with the conclusion that priority and value given to safety results in safer working/driving environment.
Sarah: In 2015, Tony Sheldon, National Secretary of the Transport Workers Union, stated that of the companies that tendered for the work that led to the Cootes Mona Vale incident, Cootes has the worst lost time injury rates (need you say more??!!!). The law implies that customers need to make their choice of carrier on factors other than price – but how many do? And who is enforcing their compliance?
Conclusion: Theory has not informed practice. Many organisations prioritise productivity and efficiency over safety. Research is needed to highlight the benefits of safety in improving productivity and efficiency. Targeted enforcement along the supply chain is required to make sure that parties that ignore safety are accountable.
4. HV companies
Sharon: Much evidence to suggest that senior-level management are playing a role in the safety management of drivers, through the introduction of risk management practices, even those focused on total worker health (ie., health and well-being programs designed to ‘spill over’ to home life). Emerging evidence showing the critical role of supervisors in the safety management of drivers.
Sarah: Tackling safety culture in the road transport industry is particularly challenging, until recently, the cab was viewed as ‘personal’ as opposed to ‘workplace’ space. Given that drivers spend long periods of time in the vehicle, and even sleep there, the perpetuation of this belief is not surprising. Only recently has training been initiated for supervisors of drivers in the area of interpersonal skill development (ie., skills to engage in ‘difficult conversations’)
Conclusion: Theory is slowly informing practice. More research is needed to identify how culture in the workplace can have a ‘spillover’ effect to personal life.
5. Drivers
Sharon: Much research has focused on this level. Focus has been given to the HV driver determinants of fatigue-related crashes, such as circadian rhythm, sleep debt and weight).
Sarah: Theory has well informed understanding of the determinants of fatigue in HV drivers. However, a lot less is known about fitness for duty and the role the co-workers play in determining if a HV is safe to operate a vehicle.
Conclusion: Theory has informed practice. More research is needed at this level, focusing on the role of co-workers/peers/family in determining fitness for duty in the HV driver.

9. Conclusions
Conclusions on previous slide

10. Dr Sharon Newnam
Monash University, Australia
Dr Sarah Jones
Toll Priority