REPORT
365
Land transportation safety
recommended practice
AUGUST
2020
Acknowledgements
This report, in its original form and subsequent updates, is the work of
the Land Transportation Safety Subcommittee (LTSC).
The mission of the Land Transportation Safety Subcommittee is the
sustainable reduction of driving-related injuries and fatalities for its
member companies and the oil and gas industry in general.
Photography used with permission courtesy of
©shotbydave/iStockphoto (Front cover)
Feedback
IOGP welcomes feedback on our reports: publications@iogp.org
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REPORT
365
Land transportation safety
recommended practice
Revision history
VERSION
DATE
AMENDMENTS
1.0
April 2005
First issued
1.1
July 2011
Full revision
1.2
November 2012
Minor update
2.0
October 2014
Improvements throughout
3.0
November 2016
Full revision and aligned with OMS and Life-Saving Rules
4.0
August 2020
Full revision
AUGUST
2020
Land transportation safety recommended practice
Contents
Foreword
5
Scope
6
A. Land Transportation Recommended Practice
8
A.1 Implementation
8
A.2 Overview of the 12 land transportation elements
12
A.3 Detailed Guidance
14
B. Supporting guidance
26
B.1 Vehicle specifications
26
B.2 Criteria for the Defensive Driver Training
30
B.3 Limitations relating to driving and duty hours
31
B.4 Bow-tie model of risk evaluation
32
C. Common KPIs for Motor Vehicle Crashes
34
C.1 Motor Vehicle Crash categories
34
C.2 Motor Vehicle Crash Rate Calculations
35
D. Land transportation safety – Elements of a management system
37
E. Glossary
48
F. Symbols and Abbreviations
52
G. Further reading
53
4
Land transportation safety recommended practice
Foreword
Driving-related incidents are historically the single largest cause of fatalities in IOGP member
company operations. It is the oil and gas industry’s expectation that all companies operating land
transportation or providing services involving land transportation have a management system in
place that covers land transportation operations and that is based on a full assessment of the risks
and measures to address such risks.
The Recommended Practices are based on current experience and practices that have proven
effective in reducing the number of serious incidents.
5
Land transportation safety recommended practice
Scope
Land transportation safety recommended practice provides an effective way to manage the risks
associated with land transportation. Application of this report can be a starting point for oil and gas
company operations or can supplement existing company practices. This report includes guidance
on implementation.
This report provides guidance on how to implement land transportation safety elements in a
management system consistent with IOGP Report 510 - Operating Management System Framework
for controlling risk and delivering high performance in the oil and gas industry.
It is also consistent with IOGP Report 459 - IOGP Life-Saving Rules, developed for use in the oil
and gas industry to mitigate risk and reduce fatalities. The Rules focus on changing worker and
supervisor behaviour in the workplace by raising awareness of the activities that are most likely to
result in fatalities and propose simple actions that individuals can take to protect themselves and
others.
This report is sufficiently generic to be adaptable to different companies and their cultures
worldwide. It is applicable to all parts of oil and gas industry including operators, contractors and
subcontractors. It is applicable to all land transportation activities (i.e., both on- and off-road) in the
oil and gas industry:
• All company and contractor vehicles and drivers operating on company roads and premises
• All company and contractor vehicles and drivers operating on public roads and in public areas
on company business
• All transportation activities including personnel, freight and material movements, and mobile
plant (drilling trucks, seismic vibrator trucks, etc.) activities.
• Transportation by rail is excluded from the scope.
Contractor includes all subcontracted activities.
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Land transportation safety recommended practice
This report consists of 12 Recommended Elements (Section A) to manage the risks associated with
land transportation. These include the IOGP Life-Saving Rule on Driving. This report provides:
• a summary table of the 12 Elements with icons and the key guidance for those operating a
vehicle, e.g., drivers
• additional supporting guidance, including expectations to drivers, supervisors and passengers,
to assist oil and gas companies in implementing this report.
• detailed vehicle specifications based on type of vehicle used (Section B.1)
It also provides practical guidance on Driver Training (Section B.2) and on how to establish the
elements of a land transportation management system within the framework of the OMS described
in IOGP Report 510 (Section D).
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Land transportation safety recommended practice
A. Land Transportation
Recommended Practice
A.1
Implementation
Management and leadership expectations
Management is expected to provide visible commitment and support, setting a clear
expectation that the Land Transportation Safety Recommended Practice is implemented
and communicated. Management at all levels should set a good example in terms of their
own attitude and driving performance.
Management systems
An effectively implemented management system, with a focus on land transportation
risk control mechanisms, can yield many benefits, including improved driving safety
performance, with a consequential reduction in the number and severity of incidents,
leading to a reduction in injuries and fatalities.
Section 1.2 provides practical guidance on how to establish the elements of a land
transportation management system within the framework of the OMS described in Report 510.
Risk-based approach
The land transportation safety system should be commensurate with the risk exposure. The
complexity of controls and mitigation measures should be based on the outcome of a risk
assessment (see Section B.4)
For example, a modest offshore operation with minimal land-based activities might
only require a relatively light touch focusing on key areas (e.g., the IOGP Driving LifeSaving Rule). A land-based operation might present a significantly greater risk and
need a more comprehensive and detailed management system.
The first step prior to developing the management system should therefore be a risk
assessment of the overall land transportation activity. The results of the assessment
should then be used to determine the level at which to apply this recommended practice
in developing the land transportation management system. Subsequent risk assessments
may be required to address further location-specific activities.
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Land transportation safety recommended practice
Exceptions to applying the Recommended Practices in this report may be appropriate
for activities that are assessed to be of low HSE risk and where the effort and cost
of implementing controls would generally be disproportionate to the risk reduction.
Exceptions should be based on a documented risk assessment undertaken by personnel
with appropriate knowledge and experience, and approved by senior line management.
Risk assessment
The risk profile of the operating exposure and driving environment should be assessed.
The assessment should cover, as a minimum:
• road incident statistics and road traffic fatality rates
• standard of road infrastructure
• vehicle standards
• local driving practices
• driver licensing
• level of enforcement of traffic laws
• regulations and legislations
• communication infrastructure
• emergency response and medical support access and capabilities
• security threats and status
• any site-specific risks, e.g., where the field and worksite environment differs from that
of the office location, and/or where worksite exposures vary significantly
The World Health Organization’s (WHO) Global Status Report on Road Safety is a
valuable source of information for those preparing risk assessments.
Where found to be appropriate, an effective way to use the Global Status Report on
Road Safety provided by the WHO for country risk classification is to rank countries
based on the published country’s death rate. It is expected that IOGP Member
companies using this report will classify a country as higher risk when the country
death rate is above an established threshold, typically in the range of 10 to 15 or
more fatalities per 100,000 people.
Once a country is classified as a higher risk country, it should be below the threshold
for two consecutive reports in order to be reclassified as lower risk.
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Land transportation safety recommended practice
The results of the risk assessment should be used to determine the risk category of
the country or region, i.e., higher risk versus lower risk. For higher-risk areas, a more
comprehensive and detailed system of management should be considered. Key elements of
the management system to consider include:
• the appropriate level of implementation of the Land transportation safety
recommended practice
• the need for pre-journey risk assessments
• the need for journey management planning
• the level of management oversight, trip approval, and process intervention required
Contractor Management
The Recommended Practices in this report are applicable during all phases of the contract
process from planning and pre-qualification to final evaluation and close-out.
Contractors and subcontractors should be able to demonstrate performance against these
Recommended Practices.
Land transportation safety risks when using contractors should be managed in line
with IOGP Report 423 - HSE management – guidelines for working together in a contract
environment.
Implementation Status
Member companies are encouraged to review on a regular basis the degree of
implementation of this recommended practice for their company and contractor activities.
These reviews should be supported by a gap analysis, action plan, and recommendations
for continuous improvement.
Organisations can assess their implementation of this Report using IOGP Report 365-6 Questionnaire/checklist assessment for the implementation of Report 365. It provides an easy
reference to the principal elements of land transportation safety management that should
be evaluated.
Legal Compliance
In the event of a conflict between the recommendations of this report and a relevant law or
regulation, the law or regulation must be followed. If the recommendation creates a higher
obligation, it should be followed as long as full compliance with the law or regulation is also
achieved.
10
Land transportation safety recommended practice
Continuous Improvement
Initial introduction of land transportation safety recommended practices to the workforce
is only the starting point. A continuous effort is needed to improve driving safety and the
elimination of serious road traffic incidents and fatalities.
Identifying land transportation safety recommended practice vulnerabilities and thoroughly
investigating incidents will highlight those practices requiring further reinforcement, or
areas where safeguards should be improved.
A variety of tools can be employed to help drive continuous improvement:
• awareness campaigns
• driver and supervisor training and coaching
• incident investigation
• audit and management review
• monitoring the Motor Vehicle Crash Rate according to Section C of this report,
Common KPIs for Motor Vehicle Crashes
• In-vehicle monitoring system (IVMS), for driver performance management and trend
analysis
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Land transportation safety recommended practice
A.2
Overview of the 12 land transportation elements
VEHICLE-RELATED PRACTICES
1. Vehicle specifications
Only operate vehicles which are fit-for-purpose.
2. Load securement
Only operate vehicles with loads properly secured.
3. In-vehicle monitoring system (IVMS)
Equip company-owned, contracted, or leased vehicles with an IVMS.
DRIVER-RELATED PRACTICES
4. Seatbelts
Wear a seat belt at all times while in a moving vehicle.
5. Distracted driving
Do not use your phone or operate devices while driving.
6. Speed
Do not exceed the speed limit, and reduce speed
for road conditions.
Also part of the IOGP LifeSaving Rule on Driving:
I always wear a seat belt
Also part of the IOGP
Life-Saving Rule on Driving:
I do not use phones or
operate devices while
driving
Also part of the IOGP LifeSaving Rule on Driving:
I do not exceed speed
limit, and reduce my speed
for the road conditions
7. Driver competency
Only operate a vehicle if appropriately licensed,
trained, and qualified to do so safely.
8. Driver fitness/duty, driving and rest hours
Only operate a vehicle if fully alert and fit-to-drive.
9. No alcohol or drugs while driving
No alcohol or drugs while working or driving.
12
Also part of the IOGP LifeSaving Rule on Driving:
I am fit, rested, and fully
alert while driving
Land transportation safety recommended practice
JOURNEY-RELATED PRACTICES
10. Journey management plan
Follow a prescribed journey management plan.
11. Vehicle manoeuvring
Ensure pedestrians are ‘out of danger’ when reversing
a vehicle and while moving a vehicle in a work area.
Also part of the IOGP LifeSaving Rule on Driving:
I follow journey
management requirements
Complementary to IOGP
Life-Saving Rule on Line of
Fire: I position myself to
avoid moving vehicles
12. Emergency Response Plan (ERP)
Follow a prescribed Emergency Response Plan which specifies procedures for
handling sudden or unexpected situations.
13
Land transportation safety recommended practice
VEHICLE-RELATED PRACTICES
A.3
Detailed Guidance
1. Vehicle specifications
Only operate vehicles which are fit-for-purpose.
• Vehicles are determined to be fit-for-purpose based on an assessment of usage. They are maintained
in safe working order in line with manufacturers’ specifications and local legal requirements.
• Vehicles provide maximum safety to vehicle occupants in case of a crash.
• Newly purchased Light Vehicles meet 5-star NCAP rating where available in Region.
Drivers :
• Check that their vehicle is in safe working order before commencing a journey
• Report any vehicle defects to their supervisor or person in charge
• Do not ride a motorcycle, an All-Terrain Vehicle (ATV), a Utility Vehicle (UTV) or any other
unconventional vehicle unless a risk assessment has been completed and signed off, and always
wear prescribed Personal Protective Equipment (PPE) when using these types of vehicles
Supervisors, Managers, Leaders:
• Ensure vehicles are equipped to meet the specifications set out in Section B.1
• Ensure newly purchased (owned), leased, or contracted Light Vehicles have an NCAP rating of
5-stars where available in the Region of purchase
• Ensure all vehicles are fit-for-purpose, in safe working order, and being routinely inspected
and maintained
• Check that vehicle defects are being reported and that repairs are made before a vehicle is put
back into use
• Ensure a documented risk assessment is completed prior to using motorcycles, ATVs, UTVs,
or any other unconventional vehicles and ensure that suitably prescribed PPE (e.g., safety
helmets, body armour) is made available to all riders (including passengers) [1]
More detailed guidance and/or tools on vehicle specification can be found on the
IOGP Land Transportation Safety website under ‘Guidance notes’ as well as in:
• Section B.1 – Vehicle Specifications
• 365-15 - Bus and coach safety
• 365-16 - Emergency Response Vehicles
• 365-17 - Mobile Construction Equipment
[1]
It is expected that IOGP Member companies have a policy in place to address the use of motorcycles and unconventional vehicles.
Companies should consider prohibiting the use of motorcycles and avoid the use of unconventional vehicles to the greatest extent.
If use is unavoidable, a full risk assessment should be carried out.
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Land transportation safety recommended practice
VEHICLE-RELATED PRACTICES
2. Load securement
Only operate vehicles with loads properly secured.
• All loads are secured to prevent damage, movement, or loss during and after transit.
Drivers:
• Are competent in load securement
• Ensure loads (cargo) are properly secured
• Ensure that the loads and passenger numbers do not exceed the manufacturer’s specifications
and local legal limits for the vehicle, including consideration for the mass of the vehicle
occupants
• Ensure that the passenger compartment of the vehicle is kept free from loose objects that
might lead to driver distraction or become hazardous projectiles if a rollover or abrupt vehicle
manoeuvre occurs. Loose items, including personal items and PPE, are stored in a locker,
trunk or a storage compartment of the vehicle. If their vehicle does not have enough storage
for these things, drivers make sure that loose objects are secured in a safe and responsible
manner
Supervisors, Managers, Leaders:
• Ensure and verify that the person in charge of the load securement (e.g., driver, helper, or
operator) is competent in load securement
• Ensure that axle loading does not exceed the manufacturer’s specifications and local legal
limits for the vehicle
• Ensure proper and adequate load securement devices and associated equipment is available
and serviceable
More detailed guidance and/or tools on load securement can be found on the IOGP Land
Transportation Safety website under ‘Guidance notes’:
• 365-18 - Load securement, including separate checklist
15
Land transportation safety recommended practice
VEHICLE-RELATED PRACTICES
3. In-vehicle monitoring system (IVMS)
Equip company-owned, contracted, or leased vehicles with an IVMS.
• Vehicles identified by the risk assessment [1] are fitted with an In-Vehicle Monitoring System
(IVMS) that records journey data for analysis.
• IVMS data is used to provide regular feedback to drivers and to identify driver performance
improvement opportunities.
Drivers:
• Only operate with their personally assigned log-in code/vehicle access device, as appropriate
Supervisors, Managers, Leaders:
• Allocate vehicles that have an operational IVMS fitted
• Ensure that data from the IVMS is properly analysed and the results are communicated to
drivers and management on a regular basis
Minimum journey data is recorded for each driver, including: speed, harsh acceleration, harsh
deceleration, harsh cornering, distance driven and driver hours.
It is expected that a data management system is implemented to ensure that IVMS data is properly
analysed and used both to acknowledge good driving practices and to identify improvement
opportunities as part of the feedback to drivers. This data management system to include:
• Procedures to ensure IVMS units are installed and working properly and checked on a regular
basis, with alarms set to levels commensurate with local driving conditions
• Procedures for the recording, downloading, analysis and communication of IVMS data
• The provision of individual driver performance feedback for improvement and skills development
More detailed guidance and/or tools on the selection and implementation of IVMS can be
found on the IOGP Land Transportation Safety website under ‘Guidance notes’:
• 365-12 - Implementing an in-vehicle monitoring program: A guide for the oil and gas
extraction industry.
[1]
It is expected that an In Vehicle Monitoring System (IVMS) is installed and operational on company-owned, contracted and leased
vehicles which are used in higher risk countries/regions or for higher risk land transportation activities (e.g., transportation of
dangerous goods or people) and any other vehicle identified as an outcome of the risk assessment.
A risk-based approach could be followed to set the pace for introducing IVMS. Exemption from using IVMS may be justified for some specific
(groups of) vehicles where the effort required is shown to be disproportionate to the risk reduction achievable. Both pace of implementation
and possible exemption to be evaluated as part of a documented risk assessment, for example vehicles operating at an IOGP company
owned and operated location, provided that the maximum speed limit does not exceed 20 miles/hr (30 Km/hr) could be exempted from IVMS.
16
Land transportation safety recommended practice
DRIVER-RELATED PRACTICES
4. Seat belts
Wear a seat belt at all times while in a moving vehicle.
• A seat belt reduces the likelihood of an injury in the event of an incident while driving.
• Drivers and all passengers always wear a seat belt while in a moving vehicle.
• Apply the IOGP Life-Saving Rule for Driving: “I always wear a seat belt”.
• Wearing a seat belt includes safety belts in (rental) cars, taxis, (mini) buses, trucks, cranes, or
forklift trucks, and involves persons in moving vehicles when engaged in company business.
Drivers and passengers:
• Always use a three-point seat belt [1]
• Wear the seat belt as tight as possible, with no slack
• Check that their seat belt works properly [2]
• Keep their seat belt properly fastened while in a moving vehicle
• Check that everyone in the vehicle is wearing a seat belt properly before starting to drive.
• Intervene when fellow occupant are not wearing seat belts properly
Supervisors, Managers, Leaders:
• Ensure all vehicles are fitted with three-point seat belts [3]
• Ensure the functionality of the seat belt is inspected in accordance with manufacturers’
recommendation where a vehicle has been involved in a Motor Vehicle Crash (MVC) resulting in
seat belt retraction, as the functionality of the seat belt might be compromised
More tools and resources on seat belts can be found on the IOGP Land Transportation Safety
website under “BUCKLE UP”:
• https://www.iogp.org/buckleup/
[1]
If your vehicle has a seat without a three-point seat belt (for example the middle seat in the backrow of a car), you can still use your
vehicle for company travel as long as this seat is not used.
[2]
An effective way for you to verify whether your three-point seat belt is of the right configuration is to check whether it has automatic
retraction and a deceleration activated emergency locking mechanism (also referred to as an “inertia reel”, e.g., a device which allows
the seat belt to unwind freely but which locks under force of impact or rapid deceleration).
[3]
Where it is impossible to implement three-point seat belts for buses, coaches, and forklift trucks, lap seat belts may be acceptable for
existing vehicles until replacement of the vehicle. Use of vehicles not properly fitted with seat belts (e.g., public transport such as taxis
or buses) is avoided and only be used if no alternatives are available.
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Land transportation safety recommended practice
DRIVER-RELATED PRACTICES
5. Distracted driving
Do not use your phone or operate devices while driving.
• Using your phone while driving is a distraction and increases the risk of losing control of your vehicle.
• Drivers do not operate a vehicle when using a mobile phone or while being distracted [1] from the
task of driving.
• Apply the IOGP Life-Saving Rule for Driving: “I do not use phones or operate devices while driving”. [2]
Drivers:
• Focus their attention on driving and avoid being distracted by other tasks or activities
• Do not use a mobile phone or pager, send or read a text message, or use a hands-free mobile
phone device, or two-way radio while operating a vehicle [3]
• Find a safe place to pull over if it is necessary to perform a non-driving task that could lead to
a distraction such as adjusting a satellite navigation device
• Use any in-vehicle technology (vehicle dashboard) sensibly, to avoid distraction
Passengers:
• Intervene if a driver is using a mobile phone or is otherwise distracted while operating a
moving vehicle
Supervisors, Managers, Leaders:
• Ensure all drivers are aware of the policies and rules regarding mobile phones and distracted
driving
[1]
Distracted driving is any activity that could divert a person’s attention away from the primary task of driving, such as: using a mobile
phone, wearable technology (e.g., smart watch), texting, adjusting a navigation system (manually or verbally), radio, CD player, MP3
player, reading a map, looking at a billboard, or reaching for an object (e.g., food or drink).
Using your phone while driving increases the risk of losing control of your vehicle.
[2]
The use of a mobile or smart phone for navigation purposes is allowed as long as the phone is not used for calls/texting etc., and only set
and adjust the route when the vehicle is safely parked. When using a phone or other portable navigation device, make sure to position and
secure the device correctly. Position the device in a location where it will not interfere with potential airbag activation and that is readily
visible but does not restrict your view. Secure the navigation device in such a way that it will not move while the vehicle is in motion.
[3]
The exception to this is for the use of two-way radios as part of radio-controlled traffic management, convoy management or for use
during emergency situations. Radio use in these circumstances is to be kept to the minimum necessary to communicate and control
the hazards and risks of the journey being undertaken.
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Land transportation safety recommended practice
DRIVER-RELATED PRACTICES
6. Speed
Do not exceed the speed limit and reduce speed for road conditions.
Speeding increases the risk of losing control of your vehicle.
• Drivers obey the speed limit and not operate the vehicle in excess of a safe speed for the
prevailing road and/or operating conditions.
• Apply the IOGP Life-Saving Rule for Driving: “I do not exceed the speed limit, and reduce my
speed for road conditions”.
Drivers:
• Stay at or below the maximum allowable speed for the vehicle and the road they are driving on
as indicated by road signs or journey management instructions.
• Adjust their speed to the prevailing conditions.
Passengers:
• Intervene if a driver is exceeding the maximum allowable speed or is driving unsafely for the
prevailing conditions.
Supervisors, Managers, Leaders:
• Ensure all drivers are aware of the policies and rules regarding speed
• Check that drivers are operating within permitted speed limits through the use of IVMS
• Consider the use of speed limiting devices where deemed appropriate based on risk
assessment
• Define stricter speed limit(s) in situations where a risk assessment has identified that the
posted speed limit is considered to be too high for the vehicle of operation, or for specific
environment conditions (e.g., state of the roads, climatic conditions, traffic or population
density etc.)
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Land transportation safety recommended practice
DRIVER-RELATED PRACTICES
7. Driver competency
Only operate a vehicle if appropriately licensed, trained, and qualified
to do so safely.
• Driver skills, knowledge, and behaviours have a significant impact on driving safety.
• Drivers are appropriately licensed, trained, and qualified to operate the vehicle safely.
Drivers:
• Have in their possession a valid driving/operator’s licence (issued by a relevant public
authority) for the class of vehicle being operated, and, where applicable, the cargo
• Have completed a form of driving training relevant to their driving activity. Additional training
for high-risk environments and for specialised vehicles should also be undertaken
• Have completed an (on-the-road) defensive driving training when meeting the definition of a
“regular driver” (including professional driver)
Supervisors, Managers, Leaders:
• Ensure pre-hire driver screening and assessment is executed to verify driver competency for
the type of vehicle
• Ensure defensive driving training is meeting the criteria set out in Section B.2
• Ensure all drivers have received (initial) defensive driving training before operating the vehicle
and that re-training is provided at defined intervals based on drivers’ performance and risk
exposure [1]
More detailed guidance and/or tools on driver competency can be found on the
IOGP Land Transportation Safety website under ‘Guidance notes’:
• Report 365-11 - Commentary drive assessment.
[1]
The need for a refresher training to take into account:
• The number and type of incidents, output from IVMS reports, and commentary drives.
• New and/or emerging conditions that might affect driving safety performance.
• The country of operation and the specific land transportation activity, where it is expected that drivers are trained at least once every
three years when driving any type of vehicle in higher risk countries/regions or for higher risk land transportation activities (e.g.,
transportation of personnel (people) or dangerous goods) and any other vehicle identified as an outcome of the risk assessment.
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Land transportation safety recommended practice
DRIVER-RELATED PRACTICES
8. Driver fitness/duty, driving and rest hours
Only operate a vehicle if fully alert and fit-to-drive.
• Being fatigued increases the risk of losing control of a vehicle.
• Drivers are fit-to-drive and be fully alert while operating a vehicle. Drivers to be assessed/
screened to ensure they are fit to work/drive and able to operate a vehicle safely.
• Apply the IOGP Life-Saving Rule for Driving: “I am fit, rested, and fully alert while driving”.
Everyone employed as a driver, and anyone regularly driving on company business, undertakes a
driver fitness assessment [1] to ensure that they have the functional capacity to operate a vehicle safely.
Drivers:
• Only operate a vehicle if appropriately rested and alert
• Do not work more than 14 hours and not drive more than 10 hours within a rolling 24 hour
period when driving a vehicle (refer to Section B.3)
• Take rest breaks as prescribed, wherever possible a 15 minute break after every 2 hours of driving.
Never drive more than 4.5 consecutive hours without taking a 30 minute break (refer to Section B.3)
• Exercise their right to refuse to drive if they feel that they are not fully rested and alert
• Undertake a driver fitness assessment(1) before commencing to drive on company business
and thereafter at least once every five years
• Advise their supervisor or person in charge if they have a condition that could prevent them
from driving safely
Supervisors, Managers, Leaders:
• Provide drivers with effective information on how to identify fatigue and lack of alertness, and
the means of dealing with them
• Monitor and ensure that driving and duty hours as set out in Section B.3 are adhered to by all drivers
• Have a process in place to offer the driver fitness assessment [1]
More detailed guidance and/or tools on driver fitness can be found on the IOGP Land
Transportation Safety website under ‘Guidance notes’:
• Report 470 – Fitness to Work
• IOGP Driver Fatigue website
[1]
Driver fitness assessment also referred to as a fitness-to-drive capability screening: An assessment undertaken by a certified health
professional, with specific focus on the functional ability to safely drive a vehicle. This might include assessment of medical conditions
(for example sleep disorders such as sleep apnoea) that might impact an individual’s medical fitness to drive.
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Land transportation safety recommended practice
DRIVER-RELATED PRACTICES
9. No alcohol or drugs while driving
Do not operate a vehicle while under the influence of alcohol, drugs, or narcotics,
or while taking medication that could impair ability to safely operate the vehicle.
• Alcohol, illegal drugs, and some prescription or over-the-counter medications will reduce your
ability to do your job safely.
• Drivers do not operate a vehicle while under the influence of alcohol, drugs or narcotics
(including illicit substances), or whilst taking medication that could impair their ability to safely
operate the vehicle.
• Drivers being fit while driving (part of the IOGP Life-Saving Rule for Driving: “I am fit, rested
and fully alert while driving” means assuring that an individual can complete a task safely and
without unacceptable risk to themselves or others. This includes not being under the influence
of drugs and alcohol.
It is expected that organisations have an existing safety management plan, containing a workers
Fitness for Duty policy, including a drug and alcohol policy.
Drivers:
• Always inform their supervisor or person in charge if they are taking medication that may have
an adverse effect on driving performance; if in doubt, always check with your supervisor or the
person in charge, who may seek medical advice
• Do not use, keep, sell, or distribute illegal drugs
• Intervene if they see a case of alcohol or drug abuse
Supervisors, Managers, Leaders:
• Only assign work to people who are fit to work
• Ensure a drug and alcohol policy is in place
• Ensure all drivers are aware of the policies and rules regarding drug and alcohol use
More detailed guidance and/or tools on the potential for alcohol, drugs, narcotics, or
medication to impair the operator’s ability to safely operate the vehicle can be found
on the IOGP website:
• Report 445 - Substance misuse – A guide for managers and supervisors in the oil
and gas industry.
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Land transportation safety recommended practice
JOURNEY-RELATED PRACTICES
10. Journey management
Follow a prescribed journey management plan.
• Journey management will help you to travel and arrive safely.
• Drivers follow the agreed journey plan.
• Apply the IOGP Life-Saving Rule for Driving: “I follow journey management requirements”.
Drivers:
• Confirm if a journey management plan is required before staring a journey
• Discuss (and confirm agreement of) the journey management plan with the authorised person
before starting the journey
• Understand the journey management plan before starting the journey
• Comply with the duty, driving, and rest hours [risk mitigation controls] as specified in the
journey management plan
• Follow the route specified in the journey management plan
• Tell the authorised person immediately if changes occur
• Plan their route in advance. This includes knowing the directions, likely traffic density, weather
conditions, etc.
Supervisors routinely:
• Check the journey management plan is in place and is being followed
• Check the driver understands and complies with the journey management plan
Supervisors, Managers, Leaders:
• Routinely question the need for journeys, always searching to eliminate the journey or find an
alternate means of achieving the journey objective
More detailed guidance and/or tools on journey management can be found on the IOGP Land
Transportation Safety website under ‘Guidance notes’:
• Report 365-19 - Land transportation safety recommended practice - journey management
• Report 365 -20R - Land Transportation - Secure ground transportation in high threat
environments
23
Land transportation safety recommended practice
JOURNEY-RELATED PRACTICES
11. Vehicle manoeuvring
Ensure people are ‘out of danger’ while moving a vehicle (including
reversing) in a work area
Working in the ‘line of fire’ of moving vehicles is unsafe.
• Wherever possible, eliminate the risk by segregation of vehicles and people on site.
• Keep yourself and others out of the line of fire - Position yourself in a safe zone in relation to
moving and energised equipment.
• This practice is complementary to the IOGP Life-Saving Rule for Line of Fire: I position myself to
avoid vehicles.
Drivers:
• Check before commencing, and throughout a reversing manoeuvre, that the path is clear from
obstruction and no-one is ‘in the line of fire’
• Confirm the safety precautions with the supervisor or the person in charge prior to driving a
vehicle onto a work site
• Follow the instructions of the flagman or person in charge of the worksite
• Make sure that people in the work area are aware of the vehicle prior to and during the
movement of the vehicle
Working ‘in the line of fire’ of moving equipment (e.g., cranes and other vehicles) and energised
equipment (e.g., rotating, electrical or pressurised machinery) is unsafe, as this can impact you.
All workers (including Flagmen/spotters/banksmen):
• Confirm the safety precautions with the supervisor or the person in charge of the work when
working near moving or energised equipment
• Follow the instructions of the flagman or the person in charge for equipment movements. If hand
signals are used, ensure all workers are trained to understand them and to avoid any inconsistencies
• Confirm with the person in charge that it is safe to enter and/or work in the restricted zone
• Seek to make eye contact with drivers of moving vehicles to ensure that drivers see them
Supervisors or person in charge of the work:
• Confirm that access to areas posing danger is restricted, well-marked and that barriers are
put in place
• Ensure that only authorised personnel are working in a restricted zone
• Confirm that signalling methods and communications are agreed on and understood by everyone
• Ensure that the site is properly lit and/or that high-visibility clothing is worn
More detailed guidance on vehicle manoeuvring can be found on the IOGP Land
Transportation Safety website under ‘Guidance notes’:
• 365-17 - Mobile Construction Equipment
24
Land transportation safety recommended practice
JOURNEY-RELATED PRACTICES
12. Emergency Response Plan
Follow prescribed land transportation Emergency Response Plan (ERP)
which specifies procedures for handling sudden or unexpected situations.
• When an emergency occurs, the first priority is always the preservation of life. The second
priority is the stabilisation of the incident.
• It is expected that as a minimum an appropriate ERP is in place for higher risk land
transportation activities, for example: transportation of people or dangerous goods.
• Wherever possible, Land transportation ERP is linked to your corporate ERP.
Drivers:
• Be aware of the applicable ERP and understand what is expected in case an emergency occurs
(e.g., initiate/execute the applicable emergency response plan)
• Ensure they have the necessary equipment (e.g., spill kit, reflective vest, mobile phone)
Supervisors, Managers, Leaders:
• Verify that an appropriate ERP is in place for higher risk land transportation activities
• Ensure this is validated and tested regularly
• Conduct a risk assessment to identify potential emergency scenarios [1] [2]
• Check that the ERP includes scenarios and actions to take for drivers in the event of a vehicle
rollover, loss of primary containment or vehicle breakdown
• Consider whether an ERP is applicable and needed as part of the journey management plan
• Provide drivers (and passengers) with education on what to do in case of an emergency
scenario or vehicle breakdown. Consider providing drivers (or vehicles) with a high visibility
reflective safety vest or PPE
[1]
A good practice when developing an ERP is to conduct a risk assessment to identify potential emergency scenarios relevant to
the higher risk land transportation activities, for example: a vehicle accident resulting in: a vehicle rollover and/or loss of primary
containment, members of the public collecting product (scramble scenario) or vehicle breakdown. An understanding of what can
happen will enable you to determine resource requirements and to develop plans and procedures to prepare your business.
[2]
Consider making use of the bow tie model (refer to Section B.4) as a risk evaluation method to be used to analyse and demonstrate
causal relationships in risk scenarios.
The ERP specifies the actions to be taken in the management of the event, the persons authorised to intervene on the scene of the incident,
the deployable rescue means (emergency services, technical means including crane, pollution control, material transfer equipment).
25
Land transportation safety recommended practice
B. Supporting guidance
B.1
Vehicle specifications
Table B1.1: In-scope Light Vehicle specifications
Section
Specification, upfitting or safety feature:
All Light Vehicles to meet the
following specification, or be
installed with:
• Three-point seat belts for all occupants
• Seats with head restraints (adjusted appropriately) for all occupants
• Anti-lock braking system (ABS) [1]
• Airbags (front) for driver and front seat passenger and wherever possible extended with
side (curtain) airbags
• Driver- and passenger-side mirrors
• Tyres to match manufacturer loads and speed rating, be properly inflated, appropriate
for the conditions and operating environment and have a minimum tread depth of 1.6
millimetres [2] across 75% of the width of the tyre
• Tyre repair kit, spare tyre or run flat tyres [3]
• IVMS if required by element 3 of this document [1]
All newly purchased, leased or
contracted Light Vehicles to meet
the following specification, or be
installed with [5]:
• High-mounted (3rd) brake light [1]
• Electronic Stability Control (ESC)
• Climate control [4]
• Seatbelt reminder
• A New Car Assessment Program (NCAP) safety rating of 5 stars in the region where the
vehicle is purchased. [1] [6] [7]
Light Vehicles which are newly
purchased, leased or contracted to
be installed with advanced vehicle
technology/features unless the risk
assessment determines otherwise [8]:
• Daytime running lights [9]
• Autonomous Emergency Braking (AEB) or Forward Collision Warning (FCW) when AEB is
not available
• Lane Departure Warning. (LDW)
• Parking sensors or parking assistance systems (e.g., backup camera)
• Blind spot monitors/indicators
Notes:
[1]
Vehicles operating at an IOGP company owned and operated location, provided that the maximum speed limit does not exceed
20 miles/hr (30 Km/hr) and supported by an approved risk assessment, could be exempted from these specifications
[2]
“Appropriate for the conditions and operating environment” in this context might require a tyre tread depth of more than
1.6 millimeters depending on road and/or weather conditions.
[3]
Vehicles traveling in isolated areas to be equipped with a spare wheel or run flat tires (repair kit not sufficient)
[4]
Heater and/or air conditioner as appropriate for the ambient climatic weather conditions
[5]
Newly purchased, leased or contracted Light Vehicles from 1st January 2021 onwards
[6]
Modifications (e.g., Roll Over Protection Device) for vehicles driving off-road with an NCAP safety rating of 5-stars are likely not
required, subject to consultation with the OEM
[7]
In Regions where 5-star NCAP vehicles are unavailable: a) work with Original Equipment Manufacturer (OEM)s to make 5-star
NCAP rated vehicles available in the region, b) import vehicles from another region and c) if a. and b. are not feasible, follow UN
regulations and specify vehicles that have: UN Regulations 14, 15, 84, 95, 127 and 140
[8]
Where permitted by local laws and regulations, if commonly available in the market and if the safety feature is available
(e.g., as an optional stand-alone extra or safety package) from the OEM
[9]
When daytime running lights are not commonly available in the market, an acceptable alternative is for drivers to be required to
use the vehicle headlights during daytime to improve visibility to other road users where permitted by local laws and regulations
26
Land transportation safety recommended practice
Table B1.2: In-scope Heavy Vehicle specifications
Section
Specification, upfitting or safety feature:
All Heavy Vehicles to meet the
following specification, or be
installed with:
• Three-point seat belts for all occupants [1]
• Adjustable seat with (integrated) head restraint
• Anti-lock braking system (ABS) on truck and trailer [2]
• Braking system which meets Regulation 13 of the United Nations Economic Commission
for Europe (CEE-ONU) or other equivalent regulations
• Tyres to match manufacturer loads and speed rating, be properly inflated, appropriate
for the conditions and operating environment and have a minimum tread depth of 1.6
millimetres [3] across 75% of the width of the tyre
• The brand, type and dimensions of the tyres on the same axle must be identical
• The superstructure of the cabin meets Regulation 29 of the United Nations Economic
Commission for Europe (CEE-ONU) or other equivalent regulations
• Wide-angled fully adjustable rear vision mirrors on both driver and passenger sides of the
vehicle and convex mirrors fitted appropriately to ensure adequate vision of blind spots,
including passenger side and in front of cab
• Front and rear under-run protection (for third party vehicles)
• Side under-run protection (for pedestrians and (motor)cyclists) [4]
• Conspicuous rear and side markings
• Spray-suppression flaps (“mud flaps”)
• Audible reversing alarm
• Two wheel chocks (whose dimensions are appropriate for the vehicle’s maximum
admissible gross weight and the diameter of the wheels) [5]
• Laminated (non-splintering) safety glass for windscreen
• IVMS if required by element 3 of this document [2]
All newly purchased, leased or
contracted Heavy Vehicles to meet
the following specification, or be
installed with [7]:
• Adjustable steering column
• Electronic Stability Control (ESC), including electronic trailer stability control.
• Climate control [6]
• High-visibility/pulse tail and brake lights
• Wheel-nut position indicators (that identify when wheel-nuts have loosened)
• Seatbelt reminder
Heavy Vehicles which are newly
purchased, leased or contracted to
be installed with advanced vehicle
technology/features if this is an
outcome of the risk assessment [8]:
• Daytime running lights [9]
• Autonomous Emergency Braking (AEB) or Forward Collision Warning (FCW) when AEB is
not available
• Lane Departure Warning (LDW)
• Parking sensors or parking assistance systems (for example backup camera)
• Blind spot monitors/indicators
Notes: see notes under Table B1.3
27
Land transportation safety recommended practice
Table B1.3: In-scope Dangerous Goods specifications
Section
Specification, upfitting or safety feature:
All Heavy Vehicles transporting
dangerous goods to meet the
following specification, or be
installed with:
• Vehicle specifications and safety features as listed in Table B1.2
• Anti-rollover equipment for articulated vehicles transporting bulk liquids: Electronic
Braking System (EBS) and Electronic Stability Control (ESC) on the truck and Active
Rollover Protection (ARP) installed on the trailer
• All front axle tyres to have a minimum tread depth of 3.0 millimetres over entire tread
pattern and all other axle tyres (like rear and trailer axle tyres) to have a minimum tread
depth of 1.6 millimetres [3] across 75% of the width of the tyre or have the legal minimum
tread depth (whichever measurement is larger)
• Not to use re-tread tyres on steer axles
• Install foot valves (with shear grooves) and secondary shut-off valves on each outlet when
carrying flammable products [10]
• Secure hatches and fittings such that they will not leak if the vehicle rolls over [10]
• At least two fire extinguishers. At least one fire extinguisher of two kilograms (four pounds)
in the cab and at least one of six kilograms (thirteen pounds) on the trailer
• An approved master switch within 60 centimetres (two feet) of the batteries [10]
• An exhaust that includes a muffler, silencer or spark arrestor [10]
Heavy Vehicles transporting
dangerous goods which are newly
purchased, leased or contracted to
be installed with [7]:
• Vehicle specifications and safety features as listed in Table B1.2 for newly purchased, leased
or contracted Heavy Vehicles Including the advanced vehicle technology/features listed
• Speed limiter device set at the maximum speed in country allowed for dangerous goods
• Brake interlock connected to foot valve
Notes (applicable for table B1.2 and B1.3:
[1]
For existing Busses/Coaches lap seat belts for passengers are acceptable until replacement of the vehicle. Refer to Table B1.4.
[2]
Vehicles operating at an IOGP company owned and operated location, provided that the maximum speed limit does not exceed 20
miles/hr (30 Km/hr) and supported by an approved risk assessment, could be exempted from (some) of the listed specifications.
[3]
“Appropriate for the conditions and operating environment” in this context might require a tyre tread depth of more than 1.6
millimeters depending on road and/or weather conditions.
[4]
Protection bars to be installed on side sections that are not protected by a piece of equipment (fuel tank, spare wheel, etc.) of the
tractor/straight truck and of the trailer.
[5]
If a failsafe brake interlock system is installed, e.g., linked to the driver’s door, then wheel chocks may be excluded unless legislated.
[6]
Heater and/or air conditioner as appropriate for the ambient climatic weather conditions.
[7]
Newly purchased, leased or contracted Heavy Vehicles from 1st January 2021 onwards.
[8]
Where permitted by local laws and regulations, if commonly available in the market and if the safety feature is competitively
available (e.g., as an optional extra) from the Original Equipment Manufacturer (OEM).
[9]
When daytime running lights are not commonly available in the market, an acceptable alternative is for drivers to be required to
use the vehicle headlights during daytime to improve visibility to other road users where permitted by local laws and regulations
[10] Applicable to Heavy Vehicles transporting dangerous bulk/liquid goods/products with a flash point of less than 61°C (142°F).
28
Land transportation safety recommended practice
Table B1.4: In-scope Bus / Coach Vehicle specifications
Section
Specification, upfitting or safety feature:
All Busses and Coaches to meet
the following specification, or be
installed with [1]:
• Vehicle specifications and safety features as listed in Table B1.2
• Rollover protection as per UN Reg. 66. (e.g., European Directive (ED) 66-EEC, American
FMVSS standard 220 or Australian Design Rules 59)
• Seat belt anchorages as per UN Reg. 14. (e.g., ED 76-115-EEC or equivalent)
• Safety belts and restraints as per UN Reg. 16 (e.g., ED 77-541-EEC or equivalent)
• Seat anchorage as per UN Reg. 17 (e.g., ED 74-408-EEC or equiva-lent)
• The passenger access doors must be located on the side of the vehi-cle and opposite the
driver’s seat. There must be at least two passen-ger access doors (two service doors or one
service door and one emergency door)
• Emergency exit door visible signs/indication
• Emergency exit side windows with hammers for smashing windows in case of an
emergency fitted at or near the windows
• Passenger emergency exits (door or window) must be clearly indicated
• In addition to the vehicle’s emergency exits, the roof of the vehicle must be fitted with
escape-hatches [3]
• Adequate segregated luggage space available for the maximum num-ber of occupants
Busses and Coaches which
are newly purchased, leased or
contracted to be installed with:
• Vehicle specifications and safety features as listed in Table A2 for newly purchased, leased
or contracted Heavy Vehicles
• Three-point seat belts for all occupants
• Daytime running lights [4]
• Autonomous Emergency Braking (AEB) or Forward Collision Warning (FCW) when AEB is
not available [4]
• Lane Departure Warning (LDW) [4]
• Parking sensors or parking assistance systems (for example backup camera)
• Blind spot monitors/indicators [4]
Notes:
[1]
Busses and Coaches to be built, designed and constructed for the intended use.
[2]
There must be at least three passenger emergency exits for a 15-seater vehicle and there must be at least one additional exit
for every 15 additional seats. They must be distributed on both sides of the vehicle and distributed over its length. The size of the
emergency windows must be at least 500 x 700 mm.
[3]
A vehicle that does not carry more than 30 passengers must have one escape-hatch; all other vehicles must have two escapehatches. These escape-hatches must be installed in parts of the roof that do not represent a hazard when they are used. The size
of the escape-hatches must be at least 600 x 700 mm.
[4]
Vehicles operating at an IOGP company owned and operated location, provided that the maximum speed limit does not exceed 20
miles/hr (30 Km/hr) and supported by an approved risk assessment, could be exempted from (some) of the listed specifications.
29
Land transportation safety recommended practice
B.2
Criteria for the Defensive Driver Training
Effective Defensive Driver Training (DDT) typically consists of a practical (in-the vehicle
coaching) session, a theoretical session and an assessment. When the driver has successfully
completed the training and passed the assessment, a certificate should be provided.
The DDT is designed to be completed by “Regular drivers” (including professional drivers).
The theoretical DDT session typically includes:
1)
Education on the applicable legal and regulatory requirements for driving in the
relevant country.
2)
Education on IOGP member company policies and standards related to land
transportation and/or driving (e.g., mobile phone policy/rule, seat belt policy/rule etc.)
3)
Education on defensive driving techniques, risk factors, environmental conditions etc.
4)
Education on effects of medication and substance abuse
5)
Education on vehicle restraint systems, available safety equipment and the benefits
of 5-star rated NCAP vehicles
6)
Education on proper seating position, mirror position and other factors critical to
ensuring the best possible visibility of the driving environment (See and Be Seen)
7)
Education on the correct adjustment of head restraints
8)
Education on what to do in case of a vehicle accident and vehicle breakdown,
including the use of a high visibility reflective safety vest when leaving the vehicle
9)
Education on the impact distractions can have such as eating, drinking, taking
medication or being tired
10) Information on the relevant country or regional incident rates and statistics
11) Addressing Journey management expectations
12) Fatigue awareness session
The practical session of the DDT typically includes: (at least one instructor for every three
participants):
1)
In-the-vehicle coaching or commentary drive
2)
Practice (by conducting) pre-trip checks
3)
Practice at using defensive driving techniques
4)
Practice at driving in different terrain, road and environmental conditions (if applicable)
5)
Practice at reversing and blind area demonstrations
6)
Practice at mitigating certain risk factors, for example:
a) Attention to the actual act of driving
b) Anticipation of the actions of other roads users and the impact of abnormal
driving conditions
c)
Awareness of hazards of the actual journey including speed for the prevailing
road conditions and apply the right attitude by applying safe distance
7)
The individual driver’s specific improvement areas based on available data, such as
IVMS data
8)
Advice on how to conduct an effective vehicle safety check
30
Land transportation safety recommended practice
The DDT assessment typically includes a defensive driving techniques test to assess that
drivers have applied the techniques and have understood the training. Depending on the
outcome of the assessment, the driver might need to undertake DDT again.
B.3
Limitations relating to driving and duty hours
Table B3 delineates the limitations to driving and duty hours.
Table B3: Driving and duty hours
Condition
Driving and duty hours
Maximum driving time and minimum
break time
4.5 hours followed by a 30-minute break
Maximum duty hours within a rolling
24 hour period
14 hours (i.e. employee cannot drive after 14 duty hours)
Maximum driving hours within a
rolling 24 hour period
10 hours maximum, excluding commuting time
Maximum duty hours in a rolling 7
day and 14 day period
120 hours maximum in a 14 day period
Off duty period in a rolling 7 day
period
Minimum of a continuous 24 hour break prior to driving again after a continuous
7 day on-duty period.
However, it is strongly recommended to have 15 minute breaks every two hours,
and more frequent breaks during periods of circadian lows (e.g. early morning/
later evening/after lunch).
Duty Hours include: driving, loading, unloading, waiting, rest breaks, and any
other work including air travel.
11 hours maximum, including any commuting time
Subject to a maximum of 80 hours in any 7 day period and an average of 60 hours
per 7 days over an extended period
A 36 hour-break is further recommended wherever practicable
Respond Preventatively to Fatigue
The joint IOGP-IPIECA Health Committee has
produced a ‘Managing driver sleepiness’ info
sheet, describing the risks and what can be
done. Awareness materials, (including video,
posters and safety moments) are also available
from the IOGP website.
This is supported by the detailed guidance
in IOGP Report 626 – Managing fatigue in the
workplace. A practical ‘How To’ guide to Fatigue
Risk Management and provides an overview
of the issues around fatigue with a focus on
developing, implementing, and evaluating a
Fatigue Risk Management System (FRMS). It
gives managers and other personnel an outline
of the fatigue risk issues inherent in oil and
gas operations and offers guidance on their
assessment and management.
31
FATIGUE AND ROAD SAFETY
Fatigue is a lack of mental alertness,
or drowsiness, arising from lack of sleep
REDUCES 50 million
ALERTNESS
people injured
1.35 million
people dead
S L O W S
REACTION TIMES
globally per year due to road crashes
AWARENESS
OF HAZARDS
17
DECREASES
3x
MORE LIKELY TO
BE INVOLVED IN
A ROAD CRASH
HOURS
AWAKE
is equivalent to
a blood alcohol
content of
0.05%
Yawning or rubbing your eyes?
Blinking frequently, with heavy
eyelids, and difficulty focusing?
Trouble keeping your head up?
Drifting from your lane, or hitting rumble strips?
Changing speed randomly?
YOU’RE ALREADY FATIGUED
THE ONLY CURE
FOR FATIGUE IS
SLEEP
1in5
FATAL AND SERIOUS
ROAD CRASHES
DUE TO FATIGUE
TAKE A BREAK
DO NOT BE TEMPTED TO KEEP
DRIVING TO REACH YOUR
DESTINATION.
Park somewhere safe,
drink 1 OR 2 CUPS OF
COFFEE, set an alarm for
20 mins and take a nap.
ON WAKING, WALK
AROUND OUTSIDE
FOR 10 MINS TO
WAKE UP PROPERLY BEFORE
SETTING OFF AGAIN.
For the next hour or two, you should
benefit from the alerting effects of
both the caffeine and the nap
Land transportation safety recommended practice
B.4
Bow-tie model of risk evaluation
The bow tie model is a risk evaluation method that can be used to analyse and demonstrate
causal relationships in risk scenarios.
A bow tie has been developed to support this recommended practice. It gives a visual
summary of all the elements and control measures required to effectively manage the
hazard (activities involving land transportation) and the related top event (loss of control of
a motor vehicle).
For more information, and to download the bow tie in pdf format,
visit http://www.iogp.org/land-transport-safety
32
Land transportation safety recommended practice
33
Land transportation safety recommended practice
C. Common KPIs for Motor Vehicle
Crashes
The Key Performance Indicators (KPIs) presented in this section were collected from
Member company employees, contractors, and subcontractors, and cover all light-duty
vehicles, mobile construction equipment, and heavy-duty vehicles including buses and
coaches.
Exclusions
The following should not be reported as a motor vehicle crash when the vehicle is properly
parked:
• injuries that occur when entering or exiting the vehicle
• any event involving loading or unloading from the vehicle
• another vehicle crashes into the parked vehicle
In addition, the following should not be reported as a motor vehicle crash:
• damage to or total loss of a vehicle solely due to environmental conditions or
vandalism damage related to the theft of a vehicle
• superficial damage, such as a stone/rock chip damaging a windscreen/or paintwork,
while the vehicle is being driven
• an event where there has been no collision or any other damage than to the vehicle
itself, this includes but not limited to: engine fire, losing a wheel and brake failure
while maintaining control of the vehicle.
Defining a ‘crash’: A crash is work-related motor vehicle incident e.g., collision or
other event), which resulted in vehicle damage, or vehicle rollover, or personal injury,
or fatality.
34
Land transportation safety recommended practice
C.1
Motor Vehicle Crash categories
IOGP Members are encouraged to classify their Motor Vehicle Crashes in these four main
categories and eight subcategories:
Category C – Catastrophic events
1)
Any MVC resulting in one or more company, contractor, or subcontractor fatalities
2)
Any MVC resulting in one or more third party fatalities associated with the MVC
involving a company, contractor, or subcontractor vehicle(s)
Category M – Major events
3)
Any MVC resulting in company, contractor, or subcontractor injury where the most
severe outcome is a Lost Work Day Case (LWDC)
4)
Any MVC resulting in company, contractor, or subcontractor vehicle rollover
Category S – Serious events
5)
Any MVC resulting in company, contractor, or subcontractor injury where the most
severe outcome is a recordable injury (Medical Treatment Case and/or Restricted
Work Day Case)
Category O – Other events
C.2
6)
Any MVC resulting in company, contractor, or subcontractor injury where the most
severe outcome is a Minor Injury (First Aid Case)
7)
Any MVC where company, contractor, or subcontractor vehicle cannot be driven from
the scene under its own power in a roadworthy state (disabling damage)
8)
Any other MVC involving a company, contractor, or subcontractor vehicle that does
not meet any of the above criteria.
Motor Vehicle Crash Rate Calculations
Motor Vehicle mileage
IOGP Members are encouraged to collect kilometres/miles driven by motor vehicles on
company business. This includes company, contractor, or subcontractor vehicles. This data
is required to calculate Motor Vehicle Crash Rates.
‘Kilometres driven’ is the preferred and most relevant normaliser of risk exposure in land
transport activities.
IOGP Members are encouraged to use these common definitions as a metric for classifying
MVC frequency:
35
Land transportation safety recommended practice
Severe MVCR
This combines Catastrophic, Major and Serious vehicle crashes vs. kilometres exposure.
rsevere =
nC + nM + nS
d
Total MVCR
This combines Catastrophic, Major, Serious and Other vehicle crashes vs. kilometres
exposure.
rtotal =
nC + nM + nS + nO
d
Where
rsevere
=
severe Motor Vehicle Crash Rate
rtotal
=
total Motor Vehicle Crash Rate
nC
=
number of Category C (Catastrophic) motor vehicle crashes
nM
=
number of Category M (Major) motor vehicle crashes
nS
=
number of Category S (Serious) motor vehicle crashes
nO
=
number of Category O (Other) motor vehicle crashes
d
=
total distance driven (in million kilometres)
Companies are encouraged to create an ‘open reporting’ culture and to have all Motor
Vehicle Crashes reported, including the more minor (Category O) events. Open reporting
will enable companies to learn from events, provide trend analysis and identify areas and
activities on which efforts should be focused to bring about the greatest improvements in
performance.
A ratio of the Severe Motor Vehicle Crashes versus the Total Motor Vehicle
Crashes should also be considered to validate the safety pyramid/triangle.
36
Land transportation safety recommended practice
D. Land transportation safety –
Elements of a management system
Many guidance documents can assist companies in the development of (HSE) management
systems. The main objective is to ensure that activities are planned, carried out, controlled
and directed so that risks from all activities, including land transportation, are understood,
assessed and minimised. The IOGP recommendation is that land transportation safety
should be managed in line with the principles of IOGP Report 510 - Operating Management
System Framework for controlling risk and delivering high performance in the oil and gas
industry and its supplement Report 511 - OMS in practice.
This section provides practical guidance on how to establish a land transportation
management system within the framework of the OMS described in Report 510.
Eleme
nts
10.
Assurance,
review and
improvement
1.
Commitment
and accountability
9.
Monitoring,
reporting and
learning
2.
Policies,
standards and
objectives
Implementation
Leadership
8.
Execution of
activities
Continuous
Improvement
The
Fundamentals
3.
Organisation,
resources and
capability
Risk
Management
7.
Plans and
procedures
4.
Stakeholders
and customers
6.
Asset design
and integrity
5.
Risk assessment
and control
Figure 1: The OMS Framework – Four Fundamentals underpin ten Elements
37
Land transportation safety recommended practice
Eleme
nts
10.
Assurance,
review and
improvement
1.
Commitment
and accountability
9.
Monitoring,
reporting and
learning
2.
Policies,
standards and
objectives
Implementation
Element 1
Commitment and accountability
Leadership
8.
Execution of
activities
Continuous
Improvement
3.
Organisation,
resources and
capability
The
Fundamentals
Risk
Management
Management should set clear expectations that
the Land transportation safety recommended practice
is implemented, communicated, and provide visible
commitment and support.
7.
Plans and
procedures
4.
Stakeholders
and customers
6.
Asset design
and integrity
5.
Risk assessment
and control
E1.1
The Land transportation safety recommended practice is implemented,
with priorities established, authorities and accountabilities assigned, and
land transportation resources allocated. All individuals involved in land
transportation activities are competent. The same expectations are applied
to all contracted land transportation, including subcontractors.
E1.2
Management, at all levels, sets a good example in terms of their own
attitude and driving performance. Managers commit to learn from land
transportation events and incidents, measure and benchmark land
transportation performance, using the outcomes to drive continuous
improvement.
E1.3
The workforce is committed to performing activities in accordance with the
company land transportation management system. The importance of land
transportation safety is clearly communicated to the workforce.
E1.4
Land transportation Life-Saving Rules are in place, clearly communicated
and employees at all levels are held accountable.
E1.5
Land transportation accountabilities are clearly defined and aligned
with job responsibilities. The responsibility for land transportation safety
management is specifically defined at all levels of the organisation.
E1.6
Communication and engagement mechanisms are established and
sustained to ensure clear and consistent reinforcement of the land
transportation safety management system.
E1.7
Processes are in place to manage land transportation management
system records and documents.
E1.8
Land transportation incidents are appropriately investigated and
improvement opportunities/learnings are applied. Land transportation
safety performance objectives and targets are set and measured.
Performance is benchmarked internally and externally.
38
Land transportation safety recommended practice
Eleme
nts
10.
Assurance,
review and
improvement
1.
Commitment
and accountability
9.
Monitoring,
reporting and
learning
2.
Policies,
standards and
objectives
Implementation
Element 2
Policies, standards and objectives
Leadership
8.
Execution of
activities
Continuous
Improvement
3.
Organisation,
resources and
capability
The
Fundamentals
Risk
Management
7.
Plans and
procedures
Management should communicate a clear
policy statement expressing the commitment
6.
5.
Asset design
Risk assessment
to continuously improve road safety through the
and integrity
and control
implementation of the Land transportation safety
recommended practice. The land transportation policy gives
a clear message that land transportation safety is as important as
other business objectives and that transportation incidents are avoidable. The
policy should be supported by setting appropriate objectives and targets to drive
implementation and performance improvement.
E2.1
Land transportation policies, standards and objectives (PSO) are defined,
documented and communicated across all organisation levels and to
contractors and other stakeholders. All employees and contractors
are aware of the policy and its implications. The policy and supporting
standards and objectives are regularly reviewed by management for
relevance, scope and adequacy.
E2.2
Line managers are responsible for land transportation safety at all
organisational levels. PSO are authorised by the highest level of
management appropriate to each activity.
E2.3
Policies and standards establish risk-based requirements, including:
4.
Stakeholders
and customers
• the commitment to comply with, or exceed, regulatory or other
requirements
• the need to challenge the requirement for land transportation and
consider alternatives
• consideration of environmental impact (fuel consumption, emissions
and discharges).
E2.4
Objectives and performance targets are in place that minimise risk
exposure, drive continuous improvement, and ensure compliance.
E2.5
The policies and standards of contractors and other third parties working
on company operations are aligned, and compliant, with the company’s
PSO and, where necessary, appropriate bridging documents are in place.
E2.6
There is a system in place to manage and document the approval/rejection
of deviation requests.
39
Land transportation safety recommended practice
Eleme
nts
10.
Assurance,
review and
improvement
1.
Commitment
and accountability
9.
Monitoring,
reporting and
learning
2.
Policies,
standards and
objectives
Implementation
Element 3
Organization, resources and capability
Leadership
8.
Execution of
activities
Continuous
Improvement
3.
Organisation,
resources and
capability
The
Fundamentals
Risk
Management
7.
Plans and
procedures
Successful delivery of the company’s land
transportation objectives and requirements depends
upon having the right organisation, resources and
capabilities in place and appropriately structured. This
organisational and management structure should extend to,
and embrace, relevant contractors.
4.
Stakeholders
and customers
6.
Asset design
and integrity
5.
Risk assessment
and control
E3.1
The responsibilities, accountabilities and authorities for implementing and
managing the land transportation management system are defined at all
levels of the organisation, and individuals at all levels are aware of their
responsibilities.
E3.2
Recruitment and career development plans are in place. Training and
coaching programmes for personnel, supervisors and drivers are in
place to drive performance improvement and ensure compliance with
requirements.
E3.3
The management system includes a competency assurance process
that ensures that all company and contractor personnel involved in
land transportation activities are appropriately selected, trained and
periodically assessed to meet the requirements of the specified job.
E3.4
The internal and external resources required to meet the company’s land
transportation requirements are in place.
E3.5
Processes are in place that ensure that company’s personnel and those
of its contractors, partners and others involved in land transportation
activities are aware of the company’s requirements, and where appropriate
are involved in planning, management of change (MoC) and improvement
activities.
E3.6
A land transportation contractor management process is in place, that
ensures that at all stages of the contracting chain the contractor company
and its personnel comply with the requirements of the (contracting)
company’s land transportation management system.
40
Land transportation safety recommended practice
Eleme
nts
10.
Assurance,
review and
improvement
1.
Commitment
and accountability
9.
Monitoring,
reporting and
learning
2.
Policies,
standards and
objectives
Implementation
Element 4
Stakeholders and customers
Leadership
8.
Execution of
activities
Continuous
Improvement
3.
Organisation,
resources and
capability
The
Fundamentals
Risk
Management
Processes should be in place to assess, manage
and engage with customers and other stakeholders
(including local communities where appropriate)
regarding mutual issues of concern associated with the
company’s land transportation activities.
7.
Plans and
procedures
4.
Stakeholders
and customers
6.
Asset design
and integrity
5.
Risk assessment
and control
E4.1
Stakeholders relevant to the company’s land transportation activities,
including local communities and contractors, are identified and
relationships established.
E4.2
Processes are in place to assess, manage and engage with customers and
other stakeholders on company’s land transportation activities. Issues of
concern associated with the company’s land transportation activities are
identified, and addressed.
E4.3
Mechanisms exist to document, evaluate and address stakeholder and
customer expectations and feedback regarding the company’s land
transportation activities;
E4.4
Positive relationships are established with stakeholders and customers.
There is active two-way communication and engagement, particularly
where local communities may be affected by company’s land
transportation activities.
41
Land transportation safety recommended practice
Eleme
nts
10.
Assurance,
review and
improvement
1.
Commitment
and accountability
9.
Monitoring,
reporting and
learning
2.
Policies,
standards and
objectives
Implementation
Element 5
Risk assessment and control
Leadership
8.
Execution of
activities
Continuous
Improvement
3.
Organisation,
resources and
capability
The
Fundamentals
Risk
Management
All hazards related to land transportation activities
should be identified, documented and risk assessed.
Where eliminating risks is not feasible, risk controls
should be defined to reduce risks to an acceptable level.
7.
Plans and
procedures
4.
Stakeholders
and customers
6.
Asset design
and integrity
5.
Risk assessment
and control
E5.1
Procedures and processes to manage land transportation risk to an
acceptable level are in place. Hazard identification is systematically
applied, and the associated risks are assessed and ranked. Effective risk
reduction controls are implemented and escalation controls established.
Preventative measures are applied wherever practicable, e.g., enhancing
driver performance, security of vehicles and cargo, and proactive
environmental protection.
E5.2
The hazards information gained from the risk assessment is documented
and incorporated into the management system, and demonstrates that:
• all foreseeable hazards associated with land transportation have
been identified
• the likelihood and consequences of an incident have been assessed
• controls to mitigate significant risks are in place
• emergency response measures to mitigate incidents are in place.
E5.3
Changes related to the land transportation activities are subject to a
risk-based management of change process, with a degree of formality
proportional to the significance of the change and the associated risks.
E5.4
A risk awareness culture prevails at all levels in the organisation, such
that all personnel involved in land transportation activities recognise the
risks and vulnerabilities related to their specific job.
42
Land transportation safety recommended practice
Eleme
nts
10.
Assurance,
review and
improvement
1.
Commitment
and accountability
9.
Monitoring,
reporting and
learning
2.
Policies,
standards and
objectives
Implementation
Element 6
Asset design and integrity
Leadership
8.
Execution of
activities
Continuous
Improvement
3.
Organisation,
resources and
capability
The
Fundamentals
Risk
Management
Land transportation vehicles and equipment
should meet or exceed applicable standards;
and they should be operated, inspected, and
maintained to manage the risks associated with
land transportation activities.
7.
Plans and
procedures
4.
Stakeholders
and customers
6.
Asset design
and integrity
5.
Risk assessment
and control
E6.1
Regulatory and contractual requirements, local and worksite conditions,
and the results of risk assessments are used as input to design or
selection decisions for land transportation vehicles and equipment.
E6.2
Criteria and specifications for the design, selection or modification of land
transportation vehicles and equipment are defined to address risks and
verify conformance throughout their life cycle. A process is in place to
ensure that the safest, most appropriate and most reliable vehicle(s) are
purchased, leased or used by company’s contractors.
E6.3
Procedures are in place to ensure land transportation vehicles and
equipment are operated within defined design and operating limits at
all times, for example through the use of IVMS. The personnel who
operate land transportation vehicles and equipment are familiar with,
and understand the operating limits.
E6.4
Processes are in place to identify and manage critical risk controls/
barriers to prevent a major incident. The land transportation bow tie model
is utilized.
E6.5
There is evidence that land transportation vehicles and equipment are
maintained in safe working order, e.g. up-to-date records demonstrating
that maintenance is according to manufacturers’ recommendations or to
an equivalent, fit-for-purpose, maintenance program.
E6.6
Due diligence is applied when land transportation vehicles and equipment
are acquired or divested, and to all phases of the contract life cycle
(pre-qualification, award, execution) where land transportation activities
are carried out by a contracted entity.
43
Land transportation safety recommended practice
Eleme
nts
10.
Assurance,
review and
improvement
1.
Commitment
and accountability
9.
Monitoring,
reporting and
learning
2.
Policies,
standards and
objectives
Implementation
Element 7
Plans and procedures
Leadership
8.
Execution of
activities
Continuous
Improvement
3.
Organisation,
resources and
capability
The
Fundamentals
Risk
Management
7.
Plans and
procedures
Land transportation operations should be
planned in line with the land transportation policy
6.
5.
Asset design
Risk assessment
and objectives and the IOGP land transportation
and integrity
and control
safety recommended practice. Plans should optimize
performance and drive continuous improvement. Procedures
should be established and implemented to ensure risk controls
are effectively applied. The risks introduced by changes in planned activities and
deviations from policies, procedures and recommended practices should be
assessed periodically, eliminated or mitigated, and approved by management.
4.
Stakeholders
and customers
E7.1
Land transportation-specific plans and procedures are in place that
integrate the results of the risk assessments and are in accordance with
regulatory, legal and company requirements. There are documented
procedures for all safety critical land transportation activities. A risk-based
journey management system is operated.
E7.2
All plans and procedures are approved by the appropriate level of authority
in the organization.
E7.3
There is a system in place that ensures that all relevant personnel, from
managers to drivers, are informed whenever new, or revised, plans and
procedures are published, and that appropriate guidance and training is
provided as part of the implementation process.
E7.4
Plans and procedures are reviewed periodically, or whenever there is an
incident or non-conformity, to ensure their continued relevance. The latest
version of approved plans or procedures is available at the point of use.
E7.5
Contingency and emergency response plans, and resources, are in place
for all foreseeable land transportation emergencies. Contingency and
emergency plans incorporate the learning outcomes of incidents and there
is a planned training and drill programme in place.
44
Land transportation safety recommended practice
Eleme
nts
10.
Assurance,
review and
improvement
1.
Commitment
and accountability
9.
Monitoring,
reporting and
learning
2.
Policies,
standards and
objectives
Implementation
Element 8
Execution of activities
Leadership
8.
Execution of
activities
Continuous
Improvement
The
Fundamentals
3.
Organisation,
resources and
capability
Risk
Management
Stakeholders
Safe, reliable and responsible execution of
and customers
land transportation activities involves consistent
6.
5.
Asset design
Risk assessment
implementation of the recommended practices and
and integrity
and control
procedures, and management intervention when a risk
control proves ineffective or stated requirements are not
being met. To consistently meet specified requirements, adequate
resources (personnel and equipment) will need to be appropriately prepared for
the task (including supervision, competence and fitness-for-work), together with a
culture of discipline.
7.
Plans and
procedures
E8.1
Processes and procedures consistent with the IOGP Land transportation
safety recommended practice are in place to prepare for land transportation
activities.
E8.2
During work, processes are consistently applied to ensure that land
transportation activities are carried out in a safe and reliable manner.
E8.3
Suitable, sufficient and competent supervision exists to control land
transportation operations and ensure expectations are met and task
executed as planned.
E8.4
There is a culture at all levels of the organization whereby everyone
understands their responsibility to ‘stop and intervene’ during land
transportation activities when a risk is not adequately controlled.
E8.5
In-vehicle monitoring systems (IVMS), are used to review driver
performance and behaviour and provide feedback. Positive behaviour
is recognized and reinforced. Inadequate performance or unacceptable
behaviour is managed in a fair and transparent manner.
45
4.
Land transportation safety recommended practice
Eleme
nts
10.
Assurance,
review and
improvement
1.
Commitment
and accountability
9.
Monitoring,
reporting and
learning
2.
Policies,
standards and
objectives
Implementation
Element 9
Monitoring, reporting and learning
Leadership
8.
Execution of
activities
Continuous
Improvement
The
Fundamentals
3.
Organisation,
resources and
capability
Risk
Management
7.
Plans and
procedures
Stakeholders
Successful implementation of a land transportation
and customers
management system depends on clearly
6.
5.
Asset design
Risk assessment
understanding whether or not risk controls are
and integrity
and control
functioning well and planned safety performance is
being achieved. This requires that monitoring, reporting,
investigation and data analysis processes are in place to ensure
that the management system is effective, and improvement opportunities identified.
E9.1
The land transportation management system includes defined processes
for monitoring, measuring and recording data from, for example;
incidents, events, near misses, inspections, audits and non-conformances.
E9.2
Land transportation incidents, events and non-conformances are
investigated to an appropriate level to determine direct, underlying and
root causes.
E9.3
The outcomes of investigations into land transportation incidents, events
and non-conformances, for example, preventative and corrective actions
and improvement opportunities, are applied and communicated and
closure of such actions is verified.
E9.4
Leading and lagging land transportation safety key performance indicators
(KPI) are defined and communicated. KPI data are regularly reviewed to
monitor performance and establish improvement opportunities. KPI data
is benchmarked internally and externally. KPI definitions are reviewed
regularly to ensure they continue to provide meaningful information about
the land transportation safety performance.
E9.5
Land transportation safety data is subject to quality control and verification
before use.
46
4.
Land transportation safety recommended practice
Eleme
nts
10.
Assurance,
review and
improvement
1.
Commitment
and accountability
9.
Monitoring,
reporting and
learning
2.
Policies,
standards and
objectives
Implementation
Element 10
Assurance, review and improvement
Leadership
8.
Execution of
activities
Continuous
Improvement
3.
Organisation,
resources and
capability
The
Fundamentals
Risk
Management
The land transportation management system
should be assessed at scheduled intervals
to determine its continuing suitability, and its
effectiveness in controlling the risks associated
with land transportation operations.
7.
Plans and
procedures
4.
Stakeholders
and customers
6.
Asset design
and integrity
5.
Risk assessment
and control
E10.1
There is a documented, risk-based, land transportation management
system assurance process in place, including scheduled audits,
inspections and reviews. The assurance process is designed to evaluate
how effectively the management system is performing in terms of:
compliance with expectations, meeting objectives and business needs and
identifying areas for improvement.
E10.2
Land transportation safety performance information, including the
outcomes of audits, inspections and incident investigations, are
consolidated and form the input to the management review process.
E10.3
Land transportation KPIs are assessed regularly and benchmarked
internally and externally to identify improvement opportunities. The
outcomes of KPI assessment are inputs to the management review process.
E10.4
Outputs from the assessment process are applied and communicated to
drive continuous improvement.
E10.5
Management formally review and document the effectiveness of the land
transportation management system, based on the outcomes of audits,
inspections, investigations and KPI performance analyses. Improvement
actions are planned, communicated and tracked to completion.
47
Land transportation safety recommended practice
E. Glossary
Term
Definition
Airbag
An airbag is a vehicle safety device and occupant restraint system, designed to inflate
extremely rapidly during a collision to provide the occupants with soft cushioning and
restraint to prevent any impact or impact-caused injuries between the flailing occupant
and the interior of the vehicle.
Note: Modern vehicles may contain multiple airbag modules in various configurations. Sideimpact air bags are inflatable devices that are designed to help protect your head and/or chest
in the event of a serious crash involving the side of your vehicle. There are three main types
of side airbags: chest or torso (mounted in the side of the seat or in the door), head (usually
mounted in the roof rail above the side windows) and head/chest combination (or “combo”)
(usually mounted in the side of the seat and are typically larger than chest (or torso) airbags.
Anti-lock Braking System
(ABS)
An ABS is a vehicle safety system that allows the wheels on a motor vehicle to maintain
tractive contact with the road surface while braking, preventing the wheels from locking up
(ceasing rotation) and avoiding uncontrolled skidding.
All-Terrain Vehicles
(ATVs)
An all-terrain vehicle (ATV), also known as a quad, quad bike, threewheeler, four-wheeler,
or quadricycle, is a vehicle designed to be used off-road that travels on low-pressure tires,
with a seat that is straddled by the operator, and with handlebars for steering control.
Bus or coach
A motor vehicle designed to transport/carry people.
Commentary drive
A training technique whereby the driver conducts a typical journey and, while driving,
explains what hazards he/she sees or can anticipate in the road ahead, including unseen
hazards, and what safe driving techniques they will or would utilise to eliminate or
minimise the threat from such hazards. The driver is accompanied by a qualified instructor
who assesses if the driver is employing the correct defensive driving techniques and
proper seeing habits to identify and avoid driving hazards. At the end of drive, the assessor
provides feedback and coaching to the driver on any areas of improvement.
Commuting
Refer to Safety data reporting user’s guide – Scope and definitions
Commute travel
Refer to Safety data reporting user’s guide – Scope and definitions
Company
Refer to Safety data reporting user’s guide – Scope and definitions
Contractor
Refer to Safety data reporting user’s guide – Scope and definitions
Contracted (vehicle)
See Owned, contracted or leased.
Defensive driving
The application of proactive defensive behaviours coupled with risk assessment and skills
by a driver in order to prevent any type of crash or other form of loss during the operation
of a motor vehicle.
Disabling damage
Vehicle damage that precludes departure of a motor vehicle from the scene of the accident
in its usual manner after simple repairs.
Note: This includes damage to motor vehicles that could have been driven, but would have
been further damaged if so driven.
Distracted driving
Any activity that could divert a person’s attention away from the primary task of driving,
such as: using a mobile phone, texting, adjusting a navigation system, radio, reading a
map or reaching for an object.
Driver
An individual who operates a motor vehicle.
48
Land transportation safety recommended practice
Term
Definition
Driver fitness
assessment (also
referred to as a fitnessto-drive capability
screening)
An assessment undertaken by a certified health professional, with specific focus on the
functional ability to safely drive a vehicle.
Electronic Stability
Control (ESC)
ESC helps you to maintain or regain control of your vehicle in difficult driving situations,
such as during unexpected turns or while negotiating icy roads. ESC uses computer
controlled technology to apply individual brakes and help bring the vehicle safely back on
track.
Fatality
Refer to Safety data reporting user’s guide – Scope and definitions
Fatigue
Refer to Safety data reporting user’s guide – Scope and definitions
First Aid Case
Refer to Safety data reporting user’s guide – Scope and definitions
Gross Vehicle Weight
(GVW)
The maximum laden weight of any vehicle as recommended by the manufacturer,
including loads, passengers and/or any trailer.
Hands-free (device)
A mobile or smart phone connected via Bluetooth with the vehicle or a vehicle installation
whereby a mobile phone is docked or wirelessly connected to fixed equipment wired to the
vehicle, and where there is no cable/wireless connection between the equipment and the
driver.
Head rest
Head rest or head restraints are attached or integrated into the top of seats to limit the
rearward movement of the occupant’s head relative to the torso in a collision – to prevent
or mitigate whiplash or injury to the cervical vertebrae.
Heavy Vehicle (HV) or
Heavy-duty vehicle
Any motor vehicle having a kerb weight greater than 4000 kg or GVW greater than 7500 kg
that is specifically designed to pull a trailer and/or carry cargo.
Note: For the purposes of this document and MVC reporting, the term Vehicle includes the trailer.
Home away from home
Refer to Safety data reporting user’s guide – Scope and definitions
In-Vehicle Monitoring
System (IVMS)
An IVMS is a device installed in the vehicle that monitors and records data such as
position, speed, acceleration, deceleration, harsh braking, distance driven and driver
hours. These data are tagged with the vehicle and driver’s ID to provide a profile of the
individual driver’s actual driving performance on work-related journeys. This data profile
should be used to identify improvement opportunities and to coach the driver.
Journey manager
A journey manager oversees the implementation of the defined journey management
process, prepares the journey management plan and monitors progress and responds to
deviations and/or emergencies.
Journey Management
Plan (JMP)
The Journey Management Plan (JMP) is part of a journey management system and is the
agreed plan between driver and supervisor (or Journey Manager). The JMP covers the
time between departure and arrival at the final destination. The JMP details the safest
route in order to avoid or mitigate any potential hazards en route, and includes relevant
information such as alternate routes, communications requirements, and safe rest or
refuelling locations.
Kerb (curb) weight
The unladen weight of the vehicle recorded at registration (also known as the tare weight).
Leased (vehicle)
See Owned, contracted or leased.
Light Vehicle (LV) or
Light-duty vehicle
Any motor vehicle having a kerb weight less than 4000 kg or GVW less than 7500 kg.
Lost Work Day Case
(LWDC)
Refer to Safety data reporting user’s guide – Scope and definitions
49
Land transportation safety recommended practice
Term
Definition
Medical Treatment Case
(MTC)
Refer to Safety data reporting user’s guide – Scope and definitions
Mobile (construction)
equipment
Motorised equipment used within a controlled site/location where the main function of
the motorised equipment is for lifting, mechanical load handling, construction, drilling,
agricultural work and digging work. Any other Heavy Vehicle and/or Light Vehicle used
within a controlled site is not deemed to be mobile equipment.
Motor Vehicle
Any mechanically powered vehicle used to transport people or property, including any
load on or attached to the vehicle (e.g., a trailer). This includes motorcycles. Specifically
excluded from the definition of motor vehicle are vehicles operated on fixed rails and onsite vehicles that are not capable of more than 10 mph (16 kph).
Vehicles are split into four sub-categories:
• Heavy Vehicle (HV)
• Light Vehicle (LV)
• Mobile equipment
• Motorcycles
Motor Vehicle Crash
(MVC)
A work-related motor vehicle incident e.g., collision or other event), which resulted in
vehicle damage, or vehicle rollover, or personal injury, or fatality.
Note: Contractor Motor Vehicle Crash includes any vehicle operated by a contractor or
subcontractor while performing work on behalf of the company, where injuries, kilometres
driven, or hours worked should be recorded (e.g., delivery/courier services are excluded).
MVC Work-relatedness
Any crash involving a vehicle while performing company business.
Note: Work-relationship is presumed for crashes resulting from business being conducted
on behalf of the company while operating a company assigned vehicle. Examples of company
business include driving a client to the airport, driving to the airport for a business trip, taking a
client or work colleague out for a meal, deliveries, visiting clients or customers, or driving to a
business-related appointment.
Personal business which should not be counted includes, but is not limited to, personal
shopping, getting a meal by yourself, commuting to and from home, or driving to a private
medical appointment.
Near Miss
Refer to Safety data reporting user’s guide – Scope and definitions
New Car Assessment
Program (NCAP)
A program developed to provide consumers with information about crash protection of
light vehicles (e.g. cars). A star ranking system of 0 to 5 is used, where the number of
stars reflects how well the car performs in NCAP tests. A five star safety rating would
indicate an overall good performance in crash protection and additional crash avoidance
technology might be present.
Refer to the Global New Car Assessment Program (NCAP). Global NCAP is the umbrella
organisation for regional NCAPs across the world: Australian-, China-, European-, Japan-,
Korean-, Latin America-, Southeast Asia- and United States NCAP.
Off-road
A route used for access to places which are not accessible by a road (see ‘Road’).
Owned, contracted or
leased
In relation to vehicles of any type:
• Owned means owned by the company
• Contracted means owned by a contractor and temporarily assigned to company activities
under a contract
• Leased means vehicle leased by the company (not including personal lease option cars
offered as part of an employee’s benefit package) or rented for work activities on behalf
of the company.
50
Land transportation safety recommended practice
Term
Definition
Properly parked vehicle
A properly parked motor vehicle is one that is completely stopped and parked where it is
legal to park such a vehicle or to stop for the purpose of loading or unloading persons or
goods. The parking brake(s) should be set as appropriate and all doors closed.
Note: A disabled vehicle is only considered properly parked when it is completely off the main
travelled portion of the highway (i.e., roadway shoulder), displays proper warnings (e.g., use of
hazard lights and warning triangles/cones) and all other (country/state) legal requirements are met.
Regular driver/regular
driving on company
business
A person who drives 5,000 miles (8,000 kilometres) or more annually on company business
(or pro rata mileage for any part of the year).
Restricted Work Day Case
(RWDC)
Refer to Safety data reporting user’s guide – Scope and definitions
Road (on-road)
A thoroughfare which has a prepared, graded and levelled surface designed for the
conveyance of motor vehicles (see also ‘off-road’), i.e., asphalt, tarmac, concrete,
aggregate, dirt/sand, or ice.
Rollover
Any crash (at any speed) where the vehicle has flipped onto any of its sides (90 degrees),
top and/or rolled 360 degrees via any axis.
Note: If a vehicle lands on its side but has flipped less than 90 degrees due to vehicle design,
load, or elevation of the road (or side of the road), it is still considered a rollover.
If a vehicle tips less than 90 degrees but then recovers (all wheels back on the ground) or if a
vehicle flat spin around the vertical axis (e.g., a quick turning movement round and round), it is
not considered to be a rollover.
For the purposes of this document and MVC reporting, the term Vehicle includes the trailer. If,
for example, the cab/tractor stays upright while the trailer rolls over, this is considered a rollover.
Rollover Protection
Device (RPD)
A mechanical structure fitted within the vehicle body to prevent the structural collapse of
the vehicle’s roof and/or supporting pillars, in the event of a rollover.
Note: The RPD should be designed not to cause injury to vehicle occupants in the event of a
rollover, or pedestrians outside the vehicle in event of a collision.
Safe driving/operate the
vehicle safely
The use of proactive safe behaviours, risk assessment and skills to avoid hazards and/or
to prevent the loss of control of a motor vehicle.
Side impact protection
system
System to protect against injury in a side crash/collision.
Third Party
Refer to Safety data reporting user’s guide – Scope and definitions
Trailer stability control
Trailer stability control is an active rollover protection system installed on a trailer that
recognises impending rollover and selectively applies brakes and/or decreases the engine
torque to prevent the rollover before it occurs.
Transport – Land (as a
type of activity)
Refer to Safety data reporting user’s guide – Scope and definitions
Upfitting
Customisation of the body or vehicle design to make the vehicles more useful, efficient
and/or appropriate for their designated purpose.
Utility Terrain Vehicle
(UTV)
A type of small vehicle, like an ATV, but designed to have greater occupational functionality
than ATVs, e.g., increased payload capacity, more seats, and may also include elements of
a cabin such as a roof or windshield.
Vehicle
See Motor Vehicle
Wheel nut indicators
Wheel nut indicators allow the visual identification of loose wheel nuts, alerting the driver/
operator to a situation that could if un-checked result in a wheel detaching itself.
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Land transportation safety recommended practice
F. Abbreviations
ABS
Anti-lock Braking System
AEB
Autonomous Emergency Braking
ARP
Active Rollover Protection
ATV
All-Terrain Vehicles
DDT Defensive Driving Training
DMS
Data Management System
EBS
Electronic Braking System
ERP
Emergency Response Plan
ERV
Emergency Response Vehicle
ESC
Electronic Stability Control
FCW
Forward Collision Warning
GVW
Gross Vehicle Weight
HSE
Health, Safety, and Environment
HV
Heavy Vehicle
IVMS
In Vehicle Monitoring System
JMP
Journey Management Plan
KPI
Key Performance Indicator
LDW Lane Departure Warning
LV
Light Vehicle
LWDC
Lost Work Day Case
MTC
Medical Treatment Case
MVC
Motor Vehicle Crash
NCAP
New Car Assessment Program
OEM
Original Equipment Manufacturer
PPE
Personal Protective Equipment
VDR
Vehicle Data Recorder
WHO
World Health Organization
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Land transportation safety recommended practice
G. Further reading
IOGP Report 365 is supported by a series of supplemental guidance documents and tools
providing additional detail on specific aspects of land transportation safety, available at
http://www.iogp.org/land-transport-safety.
53
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T +44 (0)20 3763 9700
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Land transportation safety
recommended practice provides an
effective way to manage the risks
associated with land transportation.
Application of this report can be a
starting point for oil and gas company
operations or can supplement existing
company practices.
This report provides guidance on how
to implement land transportation
safety elements in a management
system consistent with IOGP Report
510, Operating Management System
Framework for controlling risk and
delivering high performance in the oil
and gas industry.
It is also consistent with Report 459,
IOGP Life-Saving Rules, developed
for use in the oil and gas industry to
mitigate risk and reduce fatalities.
www.iogp.org