Land Transportation Safety

REPORT NOVEMBER
365 2016
Land transportation safety

recommended practice
implement protect
Acknowledgements
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)
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IOGP welcomes feedback on our reports: publications@iogp.org
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REPORT NOVEMBER
365 2016

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
Land transportation safety recommended practice 4
Contents
Foreword 5
1. Scope 6
2. Implementation 8
3. The 10 IOGP land transportation safety recommended practices 12
4. Land transportation safety Elements of a management system 26
References 37
Appendix A Bow tie 38

Foreword
Driving-related incidents are historically the single largest cause of fatalities in

IOGP member company operations. It is the oil and gas industrys 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.
1. 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 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. 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. includes 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.
Contractor includes all subcontracted activities.
Transportation by rail is excluded from the scope.

This report includes guidance on implementation (in section 2).
It provides 10 Recommended Practices (in section 3) to manage the risks

associated with land transportation. These include five IOGP Life-Saving Rules that
relate to land transportation:
a summary table of the 10 Recommended Practices 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.
It also provides (in section 4) practical guidance on how to establish the elements
of a land transportation management system within the framework of the OMS
described in IOGP Report 510.
2. Implementation
2.1 Management systems

An effectively implemented management system, with due focus on land
transportation risk control mechanisms, can yield many benefits including
improved driving safety performance such as a consequential reduction in the
number and severity of incidents, leading to a reduction in injuries and fatalities.
Companies should either develop stand-alone land transportation management

systems or include the land transportation safety elements within an integrated
operating management system (OMS). The decision is likely to depend on the level
of maturity of companies existing systems and the level of risk exposure. See 2.2
(Risk-based approach).
Regardless of the approach selected (stand-alone or integrated), land

transportation safety risks 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.
Section 4 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.
2.2 Risk-based approach

The effort put into developing the land transportation safety system should be
commensurate with the risk exposure.
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
driving-related IOGP Life-Saving Rules). A land-based operation might
present a significantly greater risk and need a more comprehensive and
detailed management system.
This risk-based approach should take into account the risk profile (driving
environment) of the country or region in which the land transportation activities
are taking place. See 2.3 (Risk assessment).
The first step prior to developing the management system should therefore be a
(location-specific) risk assessment. 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.
Eliminating the hazard is the most effective control to reduce land

transportation incidents, therefore the first step in any risk assessment
should be to consider whether the journey is necessary.
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.
2.3 Risk assessment

The risk profile of the country, or region, of operation should be assessed. This
assessment should cover as a minimum:
road incident statistics and road traffic fatality rates
standard of road infrastructure
vehicle standards
local driving practices
driver training and assessment
level of enforcement of traffic laws
night driving conditions
any site-specific risks, e.g. where the field and worksite environment differs
from that of the office location.
A valuable source of information is the Global Status Report on Road Safety

provided by the World Health Organization (WHO).
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
the appropriate level of implementation of the Land transportation safety
the need for pre-journey risk assessments
the need for journey management planning.
2.4 Contractor management

The 10 Recommended Practices in this report are applicable during the pre-
qualification of land transportation service providers and other contractors and
subcontractors.
Demonstration of performance delivery against these Recommended Practices

is of critical importance in the management of contractors and subcontractors
during all phases of a contract from Planning to Final evaluation and close-out.
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.
2.5 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.
Report 365-6, Questionnaire/checklist assessment for the implementation of

report provides an easy reference to the principal areas of land transport safety
management that should be evaluated.
2.6 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.
2.7 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 Report IOGP 365-5,
Common land transport incident KPIs for Motor Vehicle Crashes against annual
targets.
3. The 10 IOGP land transportation

safety recommended practices
Overview
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)

Company-owned, contracted or leased vehicles to be fitted with IVMS.
Before operating a vehicle fitted with IVMS, ensure it is functioning correctly.
DRIVER-RELATED PRACTICES
4. Seatbelts Also an IOGP

Wear a seat belt at all times while in a moving vehicle. Life-Saving Rule
5. Distracted driving and speed

Also an IOGP
Do not use your phone while driving and do not exceed Life-Saving Rule
speed limits.
6. Driver competency
Only operate a vehicle if appropriately licensed,
trained and qualified to do so safely.
7. Driver fitness/duty, driving and rest hours

Only operate a vehicle if fully alert and fit-to-drive.
8. No alcohol or drugs while driving Also an IOGP

No alcohol or drugs while working or driving. Life-Saving Rule
JOURNEY-RELATED PRACTICES
9. Journey management plan Also an IOGP

Follow prescribed journey management plan. Life-Saving Rule
Complementary to IOGP
10. Vehicle manoeuvring
Life-Saving Rule:
Ensure pedestrians are out of danger Position yourself in a safe
when reversing a vehicle and while zone in relation to moving
moving a vehicle in a work area. and energized equipment
Detail and guidance
1. Vehicle specifications
Only operate vehicles which are fit-for-purpose.
Vehicles should be fit-for-purpose based on an assessment of usage and to be maintained in safe

working order in line with manufacturers specifications and local legal requirements.
The use of motorcycles should be prohibited. The use of unconventional vehicles (e.g. All-Terrain
Vehicles (ATV), Utility Terrain Vehicles (UTV), or similar) should be avoided. If use is unavoidable, a
full risk assessment should be carried out.
Drivers should:
Check that your vehicle is in safe working order before commencing a journey.
Report any vehicle defects to your supervisor or person in charge.
Avoid riding an ATV, UTV or similar vehicle unless a risk assessment has been completed and
always wear a safety helmet whilst the vehicle is moving.
Supervisors should:
Ensure vehicles being brought into service are equipped to meet the specifications set out in
IOGP Report 365-14, Vehicle specification and upfitting.
Allocate vehicles that are fit-for-purpose, in safe working order, and have an operational IVMS
fitted.
Check that vehicle defects are being reported and that repairs are made before a vehicle is put
back into use.
Check that vehicles are being routinely inspected and maintained.
Ensure a documented risk assessment is completed prior to using motorcycles, ATVs, UTVs,
or other similar vehicles and ensure that suitably prescribed safety helmets and other PPE
(e.g. body armour) are made available to all riders (including passengers) of motorcycles,
all-terrain, or similar vehicles.
More detailed guidance on vehicle specification can be found on the

IOGP Land Transportation Safety website under Guidance notes:
365-7, Variations for off-road operations
365-14, Vehicle specification and upfitting
365-15, Bus and coach safety
365-16, Emergency Response Vehicles
365-17, Mobile Construction Equipment [Yellow iron].
2. Load securement
Only operate vehicles with loads properly secured.
All loads should be secured to prevent damage, movement or loss during and after transit.
Drivers should:
Be competent in load securement.
Ensure loads (cargo) are properly secured.
Ensure that the loads and passenger numbers do not exceed the manufacturers specifications
and local legal limits for the vehicle, including consideration for the mass of the vehicle
occupants.
Keep the passenger compartment of the vehicle free from loose objects that might lead to
driver distraction or become hazardous projectiles if a rollover or abrupt vehicle manoeuvre
occurs. Store loose items, including personal items and PPE, in a locker, trunk or a storage
compartment of the vehicle. If your vehicle does not have enough storage for these things,
make sure that loose objects are secured in a safe and responsible manner.
Supervisors should:
Ensure that axle loading does not exceed the manufacturers specifications and local legal
limits for the vehicle.
Ensure proper and adequate load securement devices and associated equipment is available
and serviceable.
Verify drivers and helpers are competent in load securement.
More detailed guidance on Vehicle specification can be found on the

A guidance note on load securement is in development.
3. In-vehicle monitoring system (IVMS)

Company-owned, contracted or leased vehicles to be fitted with IVMS.
Before operating a vehicle fitted with IVMS, ensure it is functioning correctly.
Company-owned, contracted or leased vehicles should be fitted with IVMS that records journey
data for analysis.
IVMS data should be used to provide feedback to drivers and to identify driver performance
improvement opportunities.
Drivers should:
Check that the IVMS is working properly before operating a vehicle.
Operate only with their personally assigned log-in code/vehicle access device, as appropriate.
Supervisors should:
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.
Where personal vehicles are regularly used on company business, the installation of IVMS is
recommended.
A risk-based approach should 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 should be evaluated as part of a documented risk assessment.
Minimum journey data recorded should include, for each driver: speed, harsh acceleration, harsh
deceleration, kilometres or miles driven and driver hours.
A data management system should be implemented that ensures 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 should include:
procedures to ensure monitors are installed and working properly, 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 on the selection and implementation of IVMS can be found on the
365-12, Implementing an in-vehicle monitoring program: A guide for the oil and gas
extraction industry.
4. Seat belts
Wear a seat belt at all times while in a moving vehicle.
Drivers and all passengers should always wear a seat belt while in a moving vehicle.
The IOGP Life-Saving Rule Wear your seat belt should be applied.
Wear your seat belt

A seat belt protects you from injury in the event of an incident while driving and keeps
you safe.
Wearing seat belts 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 should:

Always use a three-point seat belt.*
Check that your seat belt works properly.
Keep your 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 passengers are not wearing seat belts properly.
To support the implementation of the IOGP Life-Saving Rule

Supervisors should:
Ensure all vehicles are fitted with three-point seat belts* meeting the specifications of
IOGP 365-14, Vehicle specification and upfitting.
Ensure the functionality of the seatbelt is inspected in accordance with manufacturers
recommendation where a vehicle has been involved in a Motor Vehicle Crash (MVC) resulting
in seatbelt retraction, as the functionality of the seatbelt might be compromised.
* Where it is impossible to implement the above seatbelt guidance (e.g. buses, coaches and forklift trucks), lap seatbelts
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) should be avoided and only be used if no alternatives are available.
More detailed guidance on seatbelt specifications can be found on the

365-14, Vehicle specification and upfitting.
5. Distracted driving and speed

Do not use your phone while driving and do not exceed speed limits.
Drivers should not operate a vehicle when using a mobile phone or while being distracted from the
task of driving.
Drivers should not exceed the speed limit or operate the vehicle in excess of a safe speed for the
prevailing road and/or operating conditions.
The IOGP Life-Saving Rule While driving, do not use your phone and do not exceed speed limits
should be applied.
While driving, do not use your phone(s)

Using your phones while driving increases the risk of losing control of your vehicle.
Drivers should:
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.
Focus attention on driving and avoid being distracted by other tasks or activities.
Find a safe place to pull over, if it is necessary to perform a non-driving task which could lead
to a distraction such as adjusting a satellite navigation device.
Use any in-vehicle technology (vehicle dashboard) sensibly, to avoid distraction.
Passengers should:
Intervene if a driver is using a mobile phone or is otherwise distracted whilst operating a
moving vehicle.

Supervisors should:
Ensure all drivers are aware of the policies and rules regarding mobile phones and distracted
driving.
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.
While driving, do not exceed speed limits

Speeding increases the risk of losing control of your vehicle.
Drivers should:
Stay at or below the maximum allowable speed for the road they are driving on as indicated by
road signs or journey management instructions.
Stay at or below the maximum allowable speed for the vehicle they are driving.
Adjust their speed to the prevailing conditions.
Passengers should:
Intervene if a driver is exceeding the maximum allowable speed.

Supervisors should:
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 appropriate based on risk assessment.
6. 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 should be appropriately licensed, trained, and qualified to operate the vehicle safely.
Drivers should:
Have in their possession a valid driving/operators licence (issued by a relevant public
authority) for the class of vehicle being operated, and, where applicable, the cargo.
Have completed (defensive) driving training*. Additional training for high-risk environments
and for specialized vehicles should also be undertaken.
Supervisors should:
Ensure a pre-hire driver screening and assessment process is in place.
Ensure all drivers are refresher trained at least every three years following initial training, and,
where appropriate, more frequently based on drivers performance and risk exposure.
* Defensive/pro-active driving training should include:

review of company policies and standards related to land transportation and/or driving
driver behaviour
defensive driving techniques
journey management techniques
alertness and fatigue management
dealing with distractions
effects of medication and substance abuse
vehicle restraint systems and safety equipment
pre-trip checks and proper seating position
local driving hazards (including personal security), regulations and culture
commentary driving
assessment of the driving skill and behaviour.
The need for a refresher training should be based on:

driver performance taking 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.
More detailed guidance on driver competency can be found on the

365-8, Driver trainer recommended approach and profile
365-9, Driver qualification process
365-11, Commentary drive assessment.
7. Driver fitness/duty, driving and rest hours

Only operate a vehicle if fully alert and fit-to-drive.
Drivers should be fit-to-drive and be fully alert while operating a vehicle. Drivers should be
assessed/screened to ensure they are fit to work/drive and able to operate a vehicle safely.
All persons employed as drivers and persons regularly driving on company business to undertake a
driver fitness assessment* to ensure that they have the functional capacity to operate a vehicle safely.
Drivers should:
Only operate a vehicle if appropriately rested and alert.
Not exceed driving and duty hours as set out below.
Take prescribed rest breaks as set out below.
Exercise their right to refuse to drive if they feel that they are not fully rested and alert.
Undertake a driver fitness assessment* 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 disability or condition that could
prevent them from driving safely.
Supervisors should:
Provide drivers with effective information on how to identify driver fatigue and alertness
problems, and the means of dealing with them.
Monitor and ensure that driving and duty hours as set out below, are adhered to by all drivers.
Have a process in place to offer the driver fitness assessment*.
* 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 should include assessment of
medical conditions (for example sleep disorders such as sleep apnoea) that might impact an individuals medical fitness to drive.
The following recommended limitations relating to driving and duty hours should be implemented:
Condition Recommended Practice
Maximum driving time 4.5 hours followed by a 30 minute break. However, it is strongly
between breaks and recommended to have 15 minute breaks every two hours, or
minimum break time more frequent breaks during periods of circadian lows
Maximum duty 14 hours (i.e. employee cannot drive after 14 duty hours)This
hours within a rolling should include driving, loading, unloading, waiting, rest breaks,
24 hour period and any other work (including air travel)
Maximum driving
10 hours total excluding commuting time. 11 hours including any
hours within a rolling
commuting time
24 hour period
Maximum duty hours

14 day period: 120 hours, subject to an 80 hour/7 day maximum,
in a rolling 7 day and
and an average of 60 hours per week over an extended period
14 day period
Off duty period in a Minimum of a continuous 24 hour break prior to driving again;
rolling 7 day period a 36 hour break is further recommended wherever practicable
More detailed guidance on Driver fitness can be found on the

365-3, Driver fitness for duty test
365-7, Variations for off-road operations.
8. No alcohol or drugs while driving

Do not operate a vehicle while under the influence of alcohol, drugs or narcotics,
or whilst taking medication that could impair ability to safely operate the vehicle.
Drivers should 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.
The IOGP Life-Saving Rule No alcohol or drugs while working or driving should be applied.
No alcohol or drugs while working or driving
Using alcohol or illegal drugs, or misusing legal drugs or other substances, will reduce
your ability to do your job safely.
Drivers should:
Always inform the supervisor or the person in charge if 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.
Not use, keep, sell or distribute illegal drugs.
Intervene if you see a case of alcohol or drugs abuse.
Supervisors should:
Only assign work to people who are fit to work.
More detailed guidance on the potential for alcohol, drugs, narcotics, or medication to impair
the operators ability to safely operate the vehicle can be found on the IOGP website:
IOGP Report 445, Substance misuse A guide for managers and supervisors in the oil and
gas industry.
9. Journey management plan

Follow prescribed journey management plan.
Drivers should follow the agreed journey plan.

The IOGP Life-Saving Rule Follow prescribed journey management plan should be applied.
Follow prescribed journey management plan

A journey management plan is a plan for you as a driver that will help you to travel and
arrive safely.
Drivers should:
Confirm if a journey management plan is required before staring a journey.
Discuss (and confirm agreement of) the journey management plan with the authorized 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 authorized person immediately if changes occur.
Supervisors should routinely:

Check the journey management plan is in place and is being followed.
Check the driver understands and complies with the journey management plan.
Further to the IOGP Life-Saving Rule

Supervisors should also:
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 on Journey Management can be found on the

365-1, Road hazard assessment
365-2, Journey management
365-10, Journey management process.
10. Vehicle manoeuvring

Ensure pedestrians are out of danger when reversing a vehicle and while
moving a vehicle in a work area
Working in the line of fire of moving vehicles is unsafe.

Drivers should ensure pedestrians are out of danger when reversing a vehicle and while moving a
vehicle in a work area.
This practice is complementary to the IOGP Life-Saving Rule Position yourself in a safe zone in
relation to moving and energized equipment which should be applied.
Drivers should:
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.
Position yourself in a safe zone in relation to moving and energized equipment

Working in the line of fire of moving equipment (e.g. cranes and other vehicles) and energized
equipment (e.g. rotating, electrical or pressurized machinery) is unsafe as this can impact you.
You should:
Confirm the safety precautions with the supervisor or the person in charge of the work when
working near moving or energized equipment.
Follow the instructions of the flagman or the person in charge for equipment movements.
Confirm with the person in charge that it is safe to enter and/or work in the restricted zone.
Make sure that the driver of a moving vehicle sees you.
If you are the supervisor or person in charge of the work you should:
Confirm that access to areas posing danger is restricted, well-marked and that barriers are
put in place.
Ensure that only authorized 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 Emergency Response Vehicles and Construction equipment

can be found on the IOGP Land Transportation Safety website under Guidance notes:
365-16, Emergency Response Vehicles
365-17, Mobile Construction Equipment [Yellow iron].
4. Land transportation safety

Elements of a management
system
Many guidance documents can serve to assist 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 minimized. 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. 1.
Assurance, Commitment
review and and accountability
improvement
9. 2.
Monitoring, Policies,
reporting and standards and
learning objectives
Implementation
Leadership
8. The 3.
Execution of Fundamentals Organisation,
activities resources and
Continuous
capability
Improvement
Risk
Management
7. 4.
Plans and Stakeholders
procedures and customers
6. 5.
Asset design Risk assessment
and integrity and control
Figure 1: The OMS Framework Four Fundamentals underpin ten Elements

Eleme
nts
10. 1.
improvement
9. 2.
learning objectives
Implementation
Element 1
Leadership
8. The 3.
Commitment and accountability

Continuous
capability
Improvement
Risk
Management
Management should set clear expectations that

7. 4.
the Land transportation safety recommended practice 6. 5.
is implemented, communicated, and provide visible Asset design

and integrity
Risk assessment
and control
commitment and support.
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 set 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 organization.
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.
Eleme
nts
10. 1.
improvement
9. 2.
learning objectives
Implementation
Element 2
Leadership
8. The 3.
Policies, standards and objectives

Continuous
capability
Improvement
Risk
Management
7.
Management should communicate a clear
4.
policy statement expressing the commitment 6. 5.
to continuously improve road safety through the Asset design

and integrity
Risk assessment
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 organization 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 organizational levels. PSO are authorized by the highest level of
management appropriate to each activity.
E2.3 Policies and standards establish risk-based requirements, including:

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 minimize 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 companys
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.
Eleme
nts
10. 1.
improvement
9. 2.
learning objectives
Implementation
Element 3
Leadership
8. The 3.
Organization, resources and capability

Continuous
capability
Improvement
Risk
Management
7.
Successful delivery of the companys land
4.
transportation objectives and requirements depends 6. 5.
upon having the right organization, resources and Asset design

and integrity
Risk assessment
and control
capabilities in place and appropriately structured. This

organizational and management structure should extend to,
and embrace, relevant contractors.
E3.1 The responsibilities, accountabilities and authorities for implementing and

managing the land transportation management system are defined at all
levels of the organization, 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 companys land
transportation requirements are in place.
E3.5 Processes are in place that ensure that companys personnel and those
of its contractors, partners and others involved in land transportation
activities are aware of the companys 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)
companys land transportation management system.
Eleme
nts
10. 1.
improvement
9. 2.
learning objectives
Implementation
Element 4
Leadership
8. The 3.
Stakeholders and customers

Continuous
capability
Improvement
Risk
Management
Processes should be in place to assess, manage

7. 4.
and engage with customers and other stakeholders 6. 5.
(including local communities where appropriate) Asset design

and integrity
Risk assessment
and control
regarding mutual issues of concern associated with the

companys land transportation activities.
E4.1 Stakeholders relevant to the companys 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 companys land transportation activities. Issues of
concern associated with the companys land transportation activities are
identified, and addressed.
E4.3 Mechanisms exist to document, evaluate and address stakeholder and

customer expectations and feedback regarding the companys 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 companys land
transportation activities.
Eleme
nts
10. 1.
improvement
9. 2.
learning objectives
Implementation
Element 5
Leadership
8. The 3.
Risk assessment and control

Continuous
capability
Improvement
Risk
Management
7.
All hazards related to land transportation activities
4.
should be identified, documented and risk assessed. 6. 5.
Where eliminating risks is not feasible, risk controls Asset design

and integrity
Risk assessment
and control
should be defined to reduce risks to an acceptable level.
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 organization, such
that all personnel involved in land transportation activities recognize the
risks and vulnerabilities related to their specific job.
Eleme
nts
10. 1.
improvement
9. 2.
learning objectives
Implementation
Element 6
Leadership
8. The 3.
Asset design and integrity

Continuous
capability
Improvement
Risk
Management
Land transportation vehicles and equipment

7. 4.
should meet or exceed applicable standards; 6. 5.
and they should be operated, inspected, and Asset design

and integrity
Risk assessment
and control
maintained to manage the risks associated with

land transportation activities.
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 companys 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.
Eleme
nts
10. 1.
improvement
9. 2.
learning objectives
Implementation
Element 7
Leadership
8. The 3.
Plans and procedures

Continuous
capability
Improvement
Risk
Management
7.
Land transportation operations should be
4.
planned in line with the land transportation policy 6. 5.
and objectives and the IOGP land transportation Asset design

and integrity
Risk assessment
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.
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.
Eleme
nts
10. 1.
improvement
9. 2.
learning objectives
Implementation
Element 8
Leadership
8. The 3.
Execution of activities
Continuous
capability
Improvement
Risk
Management
Safe, reliable and responsible execution of

7. 4.
land transportation activities involves consistent 6. 5.
implementation of the recommended practices and Asset design

and integrity
Risk assessment
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.
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.
Eleme
nts
10. 1.
improvement
9. 2.
learning objectives
Implementation
Element 9
Leadership
8. The 3.
Monitoring, reporting and learning

Continuous
capability
Improvement
Risk
Management
7.
Successful implementation of a land transportation
4.
management system depends on clearly 6. 5.
understanding whether or not risk controls are Asset design

and integrity
Risk assessment
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.
Eleme
nts
10. 1.
improvement
9. 2.
learning objectives
Implementation
Element 10
Leadership
8. The 3.
Assurance, review and improvement

Continuous
capability
Improvement
Risk
Management
7.
The land transportation management system
4.
should be assessed at scheduled intervals 6. 5.
to determine its continuing suitability, and its Asset design

and integrity
Risk assessment
and control
effectiveness in controlling the risks associated

with land transportation operations.
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.
References
Guidance notes
Visit: http://www.iogp.org/land-transport-safety and click on Guidance notes.
Report 365-1, Guidance note 1: Road hazard assessment.
Report 365-2, Guidance note 2: Journey management.
Report 365-3, Guidance note 3: Driver fitness for duty test.
Report 365-4, Guidance note 4: Road/vehicle accident checklist.
Report 365-5, Guidance note 5: Common land transport incident KPIs for Motor
Vehicle Crashes.
Report 365-6, Guidance note 6: Questionnaire/checklist assessment for the

implementation of report.
Report 365-7, Guidance note 7: Variations for off-road operations.
Report 365-8, Guidance note 8: Driver trainer recommended approach and profile.
Report 365-9, Guidance note 9: Driver qualification process.
Report 365-10, Guidance note 10: Journey management process.
Report 365-11, Guidance note 11: Commentary drive assessment.
Report 365-12, Guidance note 12: Implementing an in-vehicle monitoring program:

A guide for the oil and gas extraction industry.
Clarification and FAQs (was Report 365-13):

Visit: http://www.iogp.org/land-transport-safety and click on FAQs.
Report 365-14, Guidance note 14: Vehicle specification and upfitting.
Report 365-15, Guidance note 15: Bus and coach safety.
Report 365-16, Guidance note 16: Emergency Response Vehicles.
Report 365-17, Guidance note 17: Mobile Construction Equipment [Yellow iron].
Glossary
Report 365glossary, Land transportation safety recommended practice Glossary.
http://www.iogp.org/pubs/365glossary.pdf
Appendix A Bow tie
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).
Visit: http://www.iogp.org/land-transport-safety
www.iogp.org
Registered Office Brussels Office Houston Office
City Tower Bd du Souverain,165 16225 Park Ten Place-
40 Basinghall Street 4th Floor Suite 1100
14th Floor B-1160 Brussels Houston, Texas 77042
London EC2V 5DE Belgium United States
United Kingdom
T +44 (0)20 3763 9700 T +32 (0)2 566 9150 T +1 (713) 470 0315
F +44 (0)20 3763 9701 F +32 (0)2 566 9159 reception@iogp.org
reception@iogp.org reception@iogp.org

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.

Land Transportation Safety

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REPORT NOVEMBER

Land transportation safety

The mission of the Land Transportation Safety Subcommittee is the

Photography used with permission courtesy of

IOGP welcomes feedback on our reports: publications@iogp.org

These Terms and Conditions shall be governed by and construed in accordance

Land transportation safety

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. The 10 IOGP land transportation safety recommended practices 12

4. Land transportation safety Elements of a management system 26

Appendix A Bow tie 38

Driving-related incidents are historically the single largest cause of fatalities in

Land transportation safety recommended practice provides an effective way to

This report provides guidance on how to implement land transportation safety

This report is sufficiently generic to be adaptable to different companies and their

Contractor includes all subcontracted activities.

Transportation by rail is excluded from the scope.

This report includes guidance on implementation (in section 2).

It provides 10 Recommended Practices (in section 3) to manage the risks

2.1 Management systems

Companies should either develop stand-alone land transportation management

Regardless of the approach selected (stand-alone or integrated), land

Section 4 provides practical guidance on how to establish the elements of a land

2.2 Risk-based approach

For example, a modest offshore operation with minimal land-based activities

Eliminating the hazard is the most effective control to reduce land

Exceptions to applying the Recommended Practices in this report may be

2.3 Risk assessment

A valuable source of information is the Global Status Report on Road Safety

The results of the risk assessment should be used to determine:

2.4 Contractor management

Demonstration of performance delivery against these Recommended Practices

Land transportation safety risks when using contractors should be managed in

2.5 Implementation status

Report 365-6, Questionnaire/checklist assessment for the implementation of

2.6 Legal compliance

2.7 Continuous improvement

Identifying land transportation safety recommended practice vulnerabilities and

A variety of tools can be employed to help drive continuous improvement:

3. The 10 IOGP land transportation

3. In-vehicle monitoring system (IVMS)

4. Seatbelts Also an IOGP

5. Distracted driving and speed

7. Driver fitness/duty, driving and rest hours

8. No alcohol or drugs while driving Also an IOGP

9. Journey management plan Also an IOGP

Detail and guidance

Vehicles should be fit-for-purpose based on an assessment of usage and to be maintained in safe

More detailed guidance on vehicle specification can be found on the

More detailed guidance on Vehicle specification can be found on the

3. In-vehicle monitoring system (IVMS)

Wear your seat belt

Drivers and passengers should:

To support the implementation of the IOGP Life-Saving Rule

More detailed guidance on seatbelt specifications can be found on the

5. Distracted driving and speed

While driving, do not use your phone(s)

To support the implementation of the IOGP Life-Saving Rule

While driving, do not exceed speed limits

3. In-vehicle monitoring system (IVMS)

4. Seatbelts Also an IOGP

5. Distracted driving and speed

7. Driver fitness/duty, driving and rest hours

8. No alcohol or drugs while driving Also an IOGP

9. Journey management plan Also an IOGP