Comparison of fatalities from work related motor vehicle traffic incidents in Australia, New Zealand, and the United States

Applying a Health Equity Lens to Work-Related Motor Vehicle Safety in the United States

Motor vehicle crashes (MVCs) are the leading cause of fatal work-related injuries in the United States. Research assessing sociodemographic risk disparities for work-related MVCs is limited, yet structural and systemic inequities at work and during commutes likely contribute to disproportionate MVC risk. This paper summarizes the literature on risk disparities for work-related MVCs by sociodemographic and employment characteristics and identifies worker populations that have been largely excluded from previous research. The social-ecological model is used as a framework to identify potential causes of disparities at five levels-individual, interpersonal, organizational, community, and public policy. Expanded data collection and analyses of work-related MVCs are needed to understand and reduce disparities for pedestrian workers, workers from historically marginalized communities, workers with overlapping vulnerabilities, and workers not adequately covered by employer policies and safety regulations. In addition, there is a need for more data on commuting-related MVCs in the United States. Inadequate access to transportation, which disproportionately affects marginalized populations, may make travel to and from work less safe and limit individuals' access to employment. Identifying and remedying inequities in work-related MVCs, whether during the day or while commuting, will require the efforts of industry and multiple public sectors, including public health, transportation, and labor.

Work-related and non-work-related fatal road accidents: Assessment of psychoactive substance use in commuting

Commuting road traffic collisions (RTCs) are one of the main causes of occupational death worldwide, including Italy. Among the prominent yet relatively understudied personal risk factors in the subpopulation of workers, there is the use of psychoactive substances. Since the phenomenon of driving under alcohol and drugs effects in the commuter sub-population has so far been poorly studied, we carried out a study by comparing results obtained from the analysis of commuters and non-commuters. The percentage of commuting RTCs victims was 10.4% out of all the RTCs. Commuter victims were mostly men, 51-60 years-old, motorcyclists (32.1%) or car drivers (28.6%), employees, deceased during Fridays and Saturdays, in the afternoon (35.7%) and in the evening (32.1%). It was possible to perform toxicological analyses in 60.7% of commuter cases: approximately 40% tested positive, always and only for ethanol (median Blood Alcohol Concentration, BAC, of about 1.03 g/L). Values above the legal limit were observed in 23.5% of the toxicological samples analyzed from commuter accidents. Our findings contribute to bridging the gap in knowledge in the area of RTCs and commuting and emphasize the importance of carrying out toxicological investigations, with possible repercussions on both insurance issues and public health strategies, which are relevant for analyzing the phenomenon structurally.

Societal burden of work on injury deaths in New Zealand, 2005-14: An observational study

Background

Work poses increased risk of injury not only for workers but also for the public, yet the broader impact of work-related injury is not quantified. This study, utilising population data from New Zealand, estimates the societal burden of work-related fatal injury (WRFI) by including bystanders and commuters.

Methods

This observational study selected deaths due to unintentional injury, in persons aged 0-84 years using International Classification of Disease external cause codes, matched to coronial records, and reviewed for work-relatedness. Work-relatedness was determined by the decedent's circumstances at the time of the incident: working for pay, profit, in kind, or an unpaid capacity (worker); commuting to or from work (commuter); or a bystander to another's work activity (bystander). To estimate the burden of WRFI, frequencies, percentages, rates, and years-of-life lost (YLL) were estimated.

Results

In total 7,707 coronial records were reviewed of which 1,884 were identified as work-related, contributing to 24% of the deaths and 23% of the YLL due to injury. Of these deaths close to half (49%) occurred amongst non-working bystanders and commuters. The overall burden of WRFI was widespread across age, sex, ethnic and deprivation sub-groups. Injury deaths due to machinery (97%) and due to being struck by another object (69%) were predominantly work-related.

Interpretation

When utilising a more inclusive definition of work-relatedness the contribution of work to the societal burden of fatal injuries is substantial, conservatively estimated at one quarter of all injury deaths in New Zealand. Other estimates of WRFI likely exclude a similar number of fatalities occurring among commuters and bystanders. The findings, also relevant to other OECD nations, can guide where public health efforts can be used, alongside organisational actions, to reduce WRFI for all those impacted.

Relationship between occupational injury and gig work experience in Japanese workers during the COVID-19 pandemic: a cross-sectional internet survey

This study evaluated the relationship between occupational injury risk and gig work, which included the exchange of labor for money between individuals or companies via digital platforms. As Japan has experienced a severe economic decline during the coronavirus disease 2019 (COVID-19) pandemic, an increasing number of individuals have engaged in gig work. While few studies have evaluated occupational risks in gig work, several traffic accidents associated with food delivery gig work have been reported in the mass media. In this study, 18,317 individuals completed an internet survey that collected information pertaining to their involvement in gig work and experience of related occupational injuries; data regarding several confounding factors were also recorded. Multiple logistic regression analysis showed that workers involved in gig work had a greater risk of any minor occupational injuries (odds ratio, 3.68; 95% confidence interval, 3.02-4.49) and activity-limiting injuries (odds ratio, 9.11; 95% confidence interval, 7.03-11.8) than those not involved in gig work, after adjusting for age, sex, household income, lifestyle factors, and work-related factors. The results of this study indicate that gig workers are exposed to greater occupational hazards during the COVID-19 pandemic. Additional studies are warranted to clarify the causal mechanism for this relationship.

Death on the job: The Great Recession and work-related traffic fatalities

In light of recent discussions about shifting employees from traditional workplaces to virtual employment, we are motivated by the question of whether this phenomenon will end up saving lives even in the absence of an infectious disease outbreak. Motor vehicle incidents are the leading cause of work-related fatalities in the US, killing more than 1200 workers each year, which make up about a quarter of all work-related deaths. Not only are motor vehicle crashes the top killer at work, but economic expansions can further increase occupational and traffic deaths as they both tend to be procyclical. In this paper, we examine the effects of business cycles on traffic fatalities in the US with a special focus on work-related deaths. Specifically, we implement a longitudinal design across all 50 states by compiling quarterly data for 2004-2012 and consider macroeconomic fluctuations around the Great Recession. Our findings show that traffic deaths during prosperous times are not solely due to an increase in risky behaviors such as drunk driving, but directly related to work. Given the highly preventable nature of traffic crashes, policy makers, public health advocates, and employers can develop effective strategies, including remote work arrangements, to improve both occupational and traffic safety.

Decade of fatal injuries in workers in New Zealand: insights from a comprehensive national observational study

Introduction

Current priorities and strategies to prevent work-related fatal injury (WRFI) in New Zealand (NZ) are based on incomplete data capture. This paper provides an overview of key results from a comprehensive 10-year NZ study of worker fatalities using coronial records.

Methods

A data set of workers, aged 15–84 years at the time of death who died in the period 2005–2014, was created using coronial records. Data collection involved: (1) identifying possible cases from mortality records using selected external cause of injury codes; (2) linking these to coronial records; (3) retrieving and reviewing records for work-relatedness; and (4) coding work-related cases. Frequencies, percentages and rates were calculated. Analyses were stratified into workplace and work-traffic settings.

Results

Over the decade, 955 workers were fatally injured, giving a rate of 4.8 (95% CI 5.6 to 6.3) per 100 000 worker-years. High rates of worker fatalities were observed for workers aged 70–84 years, indigenous Māori and for males. Workers employed in mining had the highest rate in workplace settings while transport, postal and warehousing employees had the highest rate in work-traffic settings. Vehicle-related mechanisms dominated the mechanism and vehicles and environmental agents dominated the breakdown agencies contributing to worker fatalities.

Discussion

This study shows the rates of worker fatalities vary widely by age, sex, ethnicity, occupation and industry and are a very serious problem for particular groups. Future efforts to address NZ’s high rates of WRFI should use these findings to aid understanding where preventive actions should be prioritised.

Characterising the Burden of Work-Related Injuries in South Australia: A 15-Year Data Analysis

To characterise the burden of work-related injuries in South Australia, workers’ compensation claim data were obtained from SafeWork South Australia between 2000 and 2014. Descriptive analyses were performed to investigate the burden of work-related injuries by age, gender, occupation, industry, and nature and mechanism of injury. Dunn’s test was used to compare the injury costs and working days lost by industry and occupation. Ordinary linear regression was used to investigate the age-injury cost association. A total of 464,139 workers’ compensation claims were reported during the 15-year period in South Australia, with an overall rate of 4.6 claims per 100 employees, resulting in a total of 20,861,001 working days lost and AU$14.9 billion dollars of compensation payment. Between 2000 to 2014, the annual claim rates, compensation payments, working days lost, and number of work-related death reduced by 59.3, 73.8, 87.1, and 78.6 percent, respectively, while the median compensation payment increased by 67.3% from AU$968 to AU$1620. A 1-year increase in age was associated with a 2.1% (Rate Ratio, RR = 1.021, 95% CI: 1.020–1.022) increase in compensation costs and a 1.3% (RR = 1.013, 95% CI: 1.012–1.020) increase in working days lost. Work-related injury rates are declining in most sectors, however some workers, especially young male technicians and labourers in the community services industry, remain at higher risk. Challenges for workers’ health and safety include the aging labour force, vehicle incidents, and severe injuries among new and foreign-born workers.

Analytical observational study of nonfatal motor vehicle collisions and incidents in a light-vehicle sales and service fleet

Motor vehicle crashes (MVCs) are a significant cause of lost-workday injuries, and consistently the leading cause of work-related fatalities in the United States for all industries combined. Prevention research has focused mainly on collisions fatal to the drivers of large trucks. This analytical observational study addresses gaps in the literature by: conducting a descriptive analysis of motor vehicle claim events involving light-vehicle drivers in a large health care industry fleet; identifying risk factors for work-related MVCs and injuries based on vehicle miles traveled; and providing details on circumstances of these events. The study examined 8068 motor vehicle events resulting in vehicle damage, property damage, or injury reported by 6680 U.S.-based drivers in a light-vehicle sales and service fleet operated by a health care company over a 4 ½-year period (January 2010 through June 2014). Thirty-three percent (n = 2660) of the events were collisions. Collisions were segmented as recoverable or non-recoverable according to whether the company could recover costs from another party, and mileage-based collision and injury rates were calculated by gender, age, tenure, and vehicle type. Differences in collision and injury rates between groups of interest (for example, tenure and age categories) were assessed with Poisson regression techniques adjusted using generalized estimating equations (GEE) for repeated observations on the same employee over time. Age, gender, and job tenure were significant collision risk factors, and risk patterns for recoverable and non-recoverable collisions were similar to those for total collisions. Collisions per million miles (CPMM) were significantly higher for drivers 21-24.9 years of age compared to drivers age 25-54.9 years (9.58 CPMM vs 4.96 CPMM, p = .025), drivers employed for less than 2 years compared to those employed 2 or more years (6.22 CPMM vs 4.82 CPMM, p < .001), for female drivers compared to male drivers (6.37 CPMM vs 4.16 CPMM, p < .001), and for drivers of passenger cars compared to all other vehicles (5.27 CPMM vs 4.48 CPMM, p < .001). Among collisions between the employee's vehicle and another vehicle in transport, those where the front of one vehicle hit another vehicle at an angle were the most likely to result in injury to the employee driver or another party (26%), followed by rear-end collisions (25%). Special attention should be given to preventing collisions among newly-hired employees, and to preventing angle and rear-end collisions, which were the most common types of collisions and also were most likely to result in injury than all other collisions combined.

Characterizing the Interrelationships of Prescription Opioid and Benzodiazepine Drugs With Worker Health and Workplace Hazards

OBJECTIVE

Prescription opioid and benzodiazepine drug use, which has risen significantly, can affect worker health. Exploration of the scientific literature assessed (1) interrelationships of such drug use, occupational risk factors, and illness and injury, and (2) occupational and personal risk factor combinations that can affect their use.

METHODS

The scientific literature from 2000 to 2015 was searched to determine any interrelationships.

RESULTS

Evidence for eight conceptual models emerged based on the search yield of 133 articles. These models summarize interrelationships among prescription opioid and benzodiazepine use with occupational injury and illness. Factors associated with the use of these drugs included fatigue, impaired cognition, falls, motor vehicle crashes, and the use of multiple providers.

CONCLUSION

Prescription opioid and benzodiazepine drugs may be both a personal risk factor for work-related injury and a consequence of workplace exposures.

A new approach to managing work-related road traffic injury: The development of a health investment framework

OBJECTIVE

Statistics indicate that employees commuting or traveling as part of their work are overrepresented in workplace injury and death. Despite this, many organizations are unaware of the factors within their organizations that are likely to influence potential reductions in work-related road traffic injury.

METHODS

This article presents a multilevel conceptual framework that identifies health investment as the central feature in reducing work-related road traffic injury. Within this framework, we explore factors operating at the individual driver, workgroup supervisor, and organizational senior management levels that create a mutually reinforcing system of safety.

RESULTS

The health investment framework identifies key factors at the senior manager, supervisor, and driver levels to cultivating a safe working environment. These factors are high-performance workplace systems, leader-member exchange and autonomy, trust and empowerment, respectively. The framework demonstrates the important interactions between these factors and how they create a self-sustaining organizational safety system.

CONCLUSIONS

The framework aims to provide insight into the future development of interventions that are strategically aligned with the organization and target elements that facilitate and enhance driver safety and ultimately reduce work-related road traffic injury and death.

Do management practices support or constrain safe driving behaviour? A multi-level investigation in a sample of occupational drivers

It has been estimated that one-third of all work-related deaths occur while driving for work-related purposes. Despite this, many organisations are unaware of the practices, beyond those that identify and control the impact of unforeseen events (i.e., risk management), that predispose drivers to risk. This study addresses the issue by identifying the management practices operationalised as, High Performance Workplace Systems (HPWS) that influence safe driver behaviour. The study also explores the value given to safety by senior level management as a moderator of the relationship between HPWS practices and driver behaviour. Each factor was tested within a two level hierarchical model consisting of 911 drivers, nested within 161 supervisors and 83 organisations. The findings highight that under conditions of high investment in job and work design, communication and selection practices, drivers reported poorer driving behaviour. An interaction effect also demonstrated that under conditions of high investment in remuneration, drivers reported safer behaviour, but only when they perceived that managers valued and prioritised safety. The findings challenge current thinking in the management of workplace road safety.

Workplace road safety risk management: An investigation into Australian practices

In Australia, more than 30% of the traffic volume can be attributed to work-related vehicles. Although work-related driver safety has been given increasing attention in the scientific literature, it is uncertain how well this knowledge has been translated into practice in industry. It is also unclear how current practice in industry can inform scientific knowledge. The aim of the research was to use a benchmarking tool developed by the National Road Safety Partnership Program to assess industry maturity in relation to risk management practices. A total of 83 managers from a range of small, medium and large organisations were recruited through the Victorian Work Authority. Semi-structured interviews aimed at eliciting information on current organisational practices, as well as policy and procedures around work-related driving were conducted and the data mapped onto the benchmarking tool. Overall, the results demonstrated varying levels of maturity of risk management practices across organisations, highlighting the need to build accountability within organisations, improve communication practices, improve journey management, reduce vehicle-related risk, improve driver competency through an effective workplace road safety management program and review organisational incident and infringement management. The findings of the study have important implications for industry and highlight the need to review current risk management practices.

Modifying behaviour to reduce over-speeding in work-related drivers: an objective approach

The goal of this study was to utilise an objective measurement tool, via an on-board Diagnostic tool (OBDII), to explore the effectiveness of a behaviour modification intervention designed to reduce over-speed violations in a group of work-related drivers. It was predicted that over-speed violations would be decreased following participation in a behaviour modification intervention where drivers received weekly feedback on their speeding performance and goal setting exercises. The final analysis included the on-road behaviour of 16 drivers, all of whom completed each stage of the intervention programme. As predicted, over-speed violations significantly decreased from pre-test to post-test, after controlling for kilometres driven. These findings offer practical guidance for industry in developing interventions designed to improve work-related driving behaviour.

Work-related road traffic injury: a multilevel systems protocol

Background

Although road traffic injury is reported as the leading cause of work-related death in Australia, it is not clear, due to limitations in previous methods used, just how large a burden it is. Many organisations are unaware of the extent of work-related road traffic injury and, importantly, what can be done to reduce the burden. The proposed research will (i) estimate the prevalence of work-related road traffic injury and (ii) identify the organisational determinants associated with work-related road traffic injury.

Methods and design

The current study is designed to enumerate the problem and identify the individual driver-level, the supervisor-level and organisational-level factors associated with work-related road traffic injury. The multilevel systems protocol will involve a series of cross-sectional surveys administered to drivers of fleet vehicles (n=1200), supervisors of the drivers (n=1200) and senior managers (n=300) within the same organisation.

Discussion

The novel use of the multilevel systems protocol is critical to be able to accurately assess the specific determinants of driving safety within each context of an organisation.

Results

The results are expected to highlight that reducing injury in the workplace requires more than just individual compliance with safety procedures. It will also establish, for the first time, an occupational translation taskforce to ensure that the research findings are adopted into work-place practice and thereby directly contribute to reductions in work-related road traffic injury.

Traumatic death at work: consequences for surviving families

Research and policy on occupational health and safety have understandably focused on workers as the direct victims of workplace hazards. However, serious illness, injury, or death at work also has cascading psychological, social, and economic effects on victims' families and close friends. These effects have been neglected by researchers and policymakers. The number of persons immediately affected by workplace death is significant, even in rich countries with relatively low rates of workplace fatality. Every year, more than 5,000 family members and close friends of Australian workers become survivors of traumatic work-related death (TWD). This study investigated the health, social, and financial consequences of TWD on surviving families. In-depth exploratory interviews were conducted with seven family members who had experienced TWD from one to 20 years before the interviews, with an average of three years. All reported serious health, social, and financial consequences, including prolonged grief and unresolved loss, physical health problems, family disruption and behavioral effects on children, immediate financial difficulties, and disturbance of longer-term commitments such as retirement planning. Recommendations for policy development and improved practice are proposed to minimize the trauma and suffering experienced by families, mitigate consequences, and improve outcomes following a TWD.

Identifying work-related motor vehicle crashes in multiple databases

OBJECTIVE

To compare and estimate the magnitude of work-related motor vehicle crashes in Utah using 2 probabilistically linked statewide databases.

METHODS

Data from 2006 and 2007 motor vehicle crash and hospital databases were joined through probabilistic linkage. Summary statistics and capture-recapture were used to describe occupants injured in work-related motor vehicle crashes and estimate the size of this population.

RESULTS

There were 1597 occupants in the motor vehicle crash database and 1673 patients in the hospital database identified as being in a work-related motor vehicle crash. We identified 1443 occupants with at least one record from either the motor vehicle crash or hospital database indicating work-relatedness that linked to any record in the opposing database. We found that 38.7 percent of occupants injured in work-related motor vehicle crashes identified in the motor vehicle crash database did not have a primary payer code of workers' compensation in the hospital database and 40.0 percent of patients injured in work-related motor vehicle crashes identified in the hospital database did not meet our definition of a work-related motor vehicle crash in the motor vehicle crash database. Depending on how occupants injured in work-related motor crashes are identified, we estimate the population to be between 1852 and 8492 in Utah for the years 2006 and 2007.

CONCLUSIONS

Research on single databases may lead to biased interpretations of work-related motor vehicle crashes. Combining 2 population based databases may still result in an underestimate of the magnitude of work-related motor vehicle crashes. Improved coding of work-related incidents is needed in current databases.

Risk factors for worker injury and death from occupational light vehicles crashes in New South Wales (Australia)

BACKGROUND/AIM

To identify risk and protective factors for crash casualty outcomes in occupational light vehicles (OLV), a previously under-recognized work context for injuries and fatalities.

METHODS

A register-based study was conducted using linked vehicle crash and registration data (n = 13,491) for the Australian state of New South Wales. Univariate and multivariate analyses were undertaken to assess the relationship between casualty outcomes and variables drawn from four domains of potential determinants of severity: user, vehicle, road, and work organization factors.

RESULTS

Nineteen percent of OLV crashes had OLV-user casualties (n = 2,506) and 1% fatalities (n = 34). Adjusted casualty risk factors included tired driver (OR 2.1, 95% CI 1.5-2.7), no seat belt use (OR 1.8, 95% CI 1.4-2.3), and excessive speed (OR 1.4, 95% CI 1.2-1.6). Adjusted fatality risk factors were no seat belt (OR 12.9, 95% CI 4.9-34.3) and high-speed zone crash (OR 5.0, 95% CI 2.1-12.3).

CONCLUSIONS

OLV users are at risk from both recognized road risks and hazards specific to OLV use. Findings suggest that risk reduction could be improved by the use of safer vehicles, fatigue management, and journey planning.

Work-related versus non-work-related road accidents, developments in the last decade in France

The aim of this research was to analyze the changes that have affected work-related road accidents between 1997 and 2006, using police data. The study focused on drivers aged between 14 and 64 years. The characteristics considered were the age, gender, type of vehicle and occupation of the individuals involved and the location, time and severity of the accident. Two periods were compared, 1997-2000 and 2003-2006. Three types of journey were considered: while at work, commuting (going to and from work), and non-work-related. The percentage of all accidents which were work-related varied little over the decade (10% while at work and 18% while commuting). The accidents that occurred while at work still had the lowest fatality rates (1.4% among women and 3.4% among men in 2003-2006). Men accounted for the majority of the casualties: 90% of fatalities while at work and approximately 80% for the other types of journey. The greatest reduction took place in the number of motorists, and this has led to an increase in the proportion of motorized two-wheelers both while at work and while commuting. In the case of accidents while at work, the professional drivers still had the highest risk, craftsmen and shopkeepers were also at higher risk than manual workers of both genders and male employees. Extending analysis of this type to other European countries would be of major interest both for epidemiological monitoring and the prevention of occupational road accidents.

Age-related safety in professional heavy vehicle drivers: a literature review

With Australia facing a looming shortage of heavy vehicle drivers the question is raised as to whether it is desirable or prudent to encourage older professional heavy vehicle drivers to remain in the transport sector for longer, particularly those of heavy vehicles or recruit drivers of a younger age.

AIM

To review age-related safety and identify other factors that contribute to accidents experienced by heavy vehicle drivers.

METHODS

A search was conducted of national and international peer-reviewed literature in the following databases: MedLine, Embase, Cinahl, PsychInfo and the Canadian Centre for Occupational Health & Safety. A manual search was performed to obtain relevant articles within selected journals.

RESULTS

A limited number of studies reported age-specific accident rates for heavy vehicles for the spectrum of driver age that included drivers younger than 27 years and those over 60 years of age. Heavy vehicle drivers younger than 27 years of age demonstrated higher rates of accident/fatality involvement which decline and plateau until the age of 63 years where increased rates were again observed. Other contributing factors to heavy vehicle accidents include: long hours and subsequent sleepiness and fatigue, employer safety culture, vehicle configuration particularly multiple trailers, urbanisation and road classification.

CONCLUSIONS

Drivers of heavy vehicles are over-involved until age 27 years however a characteristic 'U' shaped curve indicates a higher risk of accident involvement for both younger and older drivers. More detailed analyses of "at-fault" involvement and inability to avert an accident and other factors that contribute to accidents across the ages of heavy vehicle drivers may give further clarification to the degree of safety of both younger and older commercial heavy vehicle drivers.

Nonfatal work-related motor vehicle injuries treated in emergency departments in the United States, 1998-2002

BACKGROUND

Current data on nonfatal work-related motor vehicle injuries are limited and fragmented, often excluding government workers, self-employed workers, and workers on small farms. This study seeks to bridge the present data gap by providing a national profile of nonfatal work-related motor vehicle injuries across all industries and occupations.

METHODS

Study subjects were people who suffered nonfatal work-related motor vehicle injuries and were treated in a hospital emergency department in the United States. Subjects were identified from a stratified probability sample of emergency departments. National estimates and rates were computed.

RESULTS

From 1998 to 2002, the average annual rate of nonfatal work-related motor vehicle injuries was 7 injuries per 10,000 full-time equivalents. The rate was three times higher in men than in women. The rates were higher in workers 15-19 years of age and in workers 70 years or older. Justice, public order, and safety workers had the largest number of injuries, and taxicab service employees had the highest injury rate of all industries. Truck drivers had the largest number of injuries, and police and detectives, public service employees had the highest injury rate of all occupations.

CONCLUSION

Future efforts need to develop and enhance the use of surveillance information at the federal and state level for work-related nonfatal motor vehicle injuries. Prevention efforts need to address occupational motor vehicle safety for both commercial truck/bus drivers and workers who are not commercial drivers but who drive light motor vehicles on the job.

Heavy vehicle driver fatalities: learning's from fatal road crash investigations in Victoria

This study describes the nature and extent of fatal heavy vehicle driver crashes in Victoria between 1999 and 2007 and the factors associated with the crash. A descriptive study was conducted comprising the population of heavy vehicle drivers killed in a road transport crash while operating a vehicle of > or =4.5 tonne Gross Vehicle Mass (GVM) for the purposes of work. Information about the nature of crash, environmental, driver, vehicle and occupational factors were collected from the coroner's death investigation file. Of the 91 deaths identified 61 were eligible for review. All 61 cases were male, solo drivers with a mean age of 44.7 years. Most vehicles were articulated in configuration. One-third of crash scenarios involved a single vehicle leaving the roadway on a straight road. One in every six fatally injured drivers was detected with the presence of stimulants or cannabis. Twenty-two drivers were travelling at excessive or inappropriate speeds for the circumstances. Seatbelt wearing status was documented for only 25 of 61 drivers. This study is the first to comprehensively examine a population of fatally injured heavy vehicle drivers using coroner's investigation files and these findings are consistent with previous, less detailed, Australian research. Information about potential associations between occupational factors and crash risk was limited. Improving driver safety requires incorporation of occupational factors into a standardised approach to heavy vehicle crash investigations.

Comparing safety climate factors as predictors of work-related driving behavior

INTRODUCTION

Research suggests safety climate (SC) is a strong predictor of safety-related outcomes in organizations. This study explores the relationship between six SC dimensions and four aspects of work-related driving.

METHOD

The SC factors measured were "communication and procedures," "work pressures," "relationships," "safety rules," "driver training," and "management commitment." The aspects of self-reported occupational driving measured were traffic violations, driver error, driving while distracted, and pre-trip vehicle maintenance.

RESULTS

Hierarchical regression analyses revealed that the SC factors accounted for significant amounts of variance in all four aspects of work-related driving, over and above the control factors of age, sex, and work-related driving exposure. However, further investigation indicated certain SC factors (particularly safety rules, communication, and management commitment) were more strongly related to specific aspects of work-related driving behavior than others. Together, the SC factors were better able to predict self-reported distraction from the road than the other aspects of driving behavior measured. Implications for occupational safety, particularly for the management of work-related drivers are discussed.