SPE 74047
Journey Management in Colombia
Segundo J. Torifio S / Halliburton LatinAmerica S.A
Copyright 2002, Society of Petroleum Engineers Inc.
This paper was prepared for presentation at the SPE International Conference on Health,
Safety and Environment in Oil and Gas Exploration and Production held in Kuala Lumpur,
Malaysia, 20–22 March 2002.
This paper was selected for presentation by an SPE Program Committee following review of
information contained in an abstract submitted by the author(s). Contents of the paper, as
presented, have not been reviewed by the Society of Petroleum Engineers and are subject to
correction by the author(s). The material, as presented, does not necessarily reflect any
position of the Society of Petroleum Engineers, its officers, or members. Papers presented at
SPE meetings are subject to publication review by Editorial Committees of the Society of
Petroleum Engineers. Electronic reproduction, distribution, or storage of any part of this paper
for commercial purposes without the written consent of the Society of Petroleum Engineers is
prohibited. Permission to reproduce in print is restricted to an abstract of not more than 300
words; illustrations may not be copied. The abstract must contain conspicuous
acknowledgment of where and by whom the paper was presented. Write Librarian, SPE, P.O.
Box 833836, Richardson, TX 75083-3836, U.S.A., fax 01-972-952-9435.
Abstract
Our organization as an oil sector services company, has as
main objective “to exceed and satisfy our clients’ needs
guarding the personal safety of persons, the community, and
the preserving of the environment. In order to travel to the
different wells, Halliburton must transport its personnel,
equipment and material to the different facilities located in all
types of geographical regions of the world. The main means
of transportation used for this purpose is by land. Therefore, it
has all types of vehicles, from light vehicles for the
transportation of an engineer or operator, passing through
squad transportation vehicles, up to heavy equipment, more
than 18 wheelers, many of which have been specially designed
for Halliburton
Colombia is not the exception in this type of activities and
different factors make this activity particularly difficult in this
country: the variable topography of the Colombian geography
(three mountain ranges cross the country, rain forests, valleys),
the difficulty of its roads (highways, secondary roads with
very poor design, lack of signposting, unpaved roads with
unusual slopes, muddy roads that continually vary with the
climate), little authority control, unskilled drivers on the roads,
pedestrians, lots of bicycles and motorcycles being used as a
transportation means and their presence in all types of roads,
and as an additional factor and one of heavyweight, the Public
Order, reflected in delinquent posts with personnel holding,
vehicle theft or their burning.(Figs.1 and 2)
When Halliburton initiated its activity in Colombia more than
50 years ago it brought with it the different standards, policies,
regulations and procedures that are handled all over its world-
wide operations. These included the road aspects which
Halliburton has been implementing in the Latin America and
Colombian operations. However, history showed that the
expected results were not being obtained and the road
accidents were kept at concern levels that made transportation
to be evaluated as one of the main operation risks.
Starting 1998 Halliburton Colombia Management decided to
take the global tools and apply them to the operation needs in
Colombia. For this purpose it established the Road Security
Policies based on the Global Policies. These policies were
communicated to the Colombian personnel by the top
management in presentations that look forth transmitting to
the employee the company’s concerns for the driving activity
and the importance of developing this activity without hurting
people, environment and/or the company equipment and the
operation influence area. In the items that can be outlined we
have the solidary responsibility. The policies establish that
any employee must act through any mechanism offered by the
Company to avoid an accident. In case the employee does not
act and the accident takes place, the employee has a binding
responsibility in it.
The presentation of policies was accompanied by an
aggressive road security training campaign, which is still in
effect, focusing this training on two aspects: Defensive driving
and driving skills. The second aspect is based on a practical
driving tests in which some of the drivers tendencies are
identified and corrected in situ. Additionally, these skills and
behaviours are registered so that the supervisor can make
a continuous monitoring of the same and verify the
drivers advances.
As we can appreciate in the attached Figures 3 and 4 , the
accidentality in Halliburton Colombia was reduced closed to
“ cero” ( from a Frequency Index of 20 to 0,4 ytd ).
However it was necessary that all these initiatives were
collected by a system that could keep them through time and
create the basis for a true planning of journeys, help create a
history of journey, gathering the good practices, lessons
learned of each one of them and could be immediately applied
in all movements to different projects in Colombia.
2 SEGUNDO J.TORIFIO S
At global level Halliburton manages the Program “JOURNEY
MANAGEMENT” as a journey planning tool, Risks Analysis
and Management of the same by Supervision. Therefore, the
Colombia Management decides to apply this tool adapting it to
the Colombian situation needs, specially in that related to
security (Public Order) – Figs.10 and 11.
One of the aspects that can be highlighted as far as Journey
Management is concerned as a Security tool and operation is
that it helps to speed the planning processes and their
monitoring. At a glance the process flows as follows:
• For a journey of more than 40 kms. distance, normally the
Journey Management demands a meeting previous to it
with the purpose of identifying the different tasks in order
to have a successful journey. Each task is assigned to a
responsible person. One of the tools included in this
phase of the journey is the Risk Analysis, ensuring an
effective realisation and application of the same by the
participation of all those involved in its making. In the
planning meeting the Physical Security Department
personnel is involved who knows first hand the personnel,
equipment and material involved in the movement, the
necessary information to start the security co-ordination
along the way. This methodology optimises the use of
personnel, the help of other companies security personnel
and the Nation’s security forces.
• Once the duties have been assigned each member of the
team executes them, preparation of the equipment,
materials, et cetera, the entire process is followed up by
the area Supervisor who must finally authorise the
journey. This guarantees a true optimisation of resources,
risk administration and a better decision making.
From this activity the control and monitoring processes start.
They are made by the Dispatcher . He/She is the last filter
previous to the journey. His/her duty consists in verifying just
before the initiation of the journey that all that was planned
and effectively authorised was executed.
The Dispatcher’s duty is not a police one. His job consists in
verifying performances and attitudes. Once he discovers any
anomaly in the journey, he informs the Services Co-ordinator
of the same and he must decide on the final approval of it, as
can be appreciated in Figure #5.
In the planning meeting together with the Security Department
the journey control items must be defined, and these will be
continually monitored by the Dispatcher. In case of there is
no communication the Security as well as the Safety
Emergency Plan is activated.
Once the journey ends, the responsible one must inform the
Dispatcher of it and report any incidents that happened during
SPE 74047
its development. This information is entered into the
computer system and turns into a supply for future journeys-
(Fig. # 6 ).
As we have already mentioned the public order aspects in
Colombia are complex and they affect the road activities in a
direct way. That is way the last component of the Journey
Management has been a key piece in journey planning. It
refers to night journeys. The Journey Management demands
an additional risk analysis for night journeys, making the one
responsible for the journey think of the effectiveness of its
planning processes and the interrelation of the same with the
client. Questions such as: ¿Is the journey necessary? ¿Who
requests the journey? ¿Why the journey must be made at
night? Have helped decrease these journeys by 90%. ( Fig. 7)
and in many occasions, as tools, have helped us to work as a
team with clients and suppliers and to jointly make decisions
aimed to minimise risks.
THE “JOURNEY MANAGEMENT” CULTURE IN
CONTRACTORS AND SUBCONTRACTORS.
As of September, 2001 we noticed that incidents in
Halliburton were eliminated, however a new improvement
opportunity turned up: Incidents with Contractors and Sub-
Contractors which indicated and taught us that the next phase
was to cover 100% transportation companies rendering
services. So a strong campaign was initiated in different
locations, training and their entailment to the program.
In performance of its Mission and Vision, Halliburton will
keep moving its personnel and equipment along the different
Colombian roads, to wherever the Clients request it. Our
drivers attitude (own, contracted and/or sub-contracted), the
maintenance status and continuous availability of our
equipment will allow us to successfully respond to each
journey. The Journey Management will continue to be our
favourite tool for planning, monitoring and control of our
terrestrial activities
In Summary:
Why it is important to check all Vehicles/Equipment as part of
Journey Management Program?
This is one of the questions we frequently ask ourselves and
our employees. I would like to share with you the Opinions
received from 2 of our employees whom recently were
designated as STOP & GREEN CARD our Behavioral
Program champions – (Figs 8 and 9).
Journey Management: Is a useful tool that allow us to
improve planning with our customers, contractors & Sub-
Contractors , Inctease Supervision, minimise risks, and to be
prepared in case of an emergency when we moved from our
Shop to locations, between locations, it does not matter if we
SPE 74047 JOURNEY MANAGEMENT IN COLOMBIA 3

are travelling in a Halliburton Car or we are using Contractor's

or Sub-contractors Vehicles/Trucks and when the distance to
cover is higher or equal to 40 Kilometres.

Who are the main Players?? Drivers, Dispatcher and/or

Supervisory Personnel. Let us share the example below to be
implemented and reinforced at Andean Countries.

Figures 10 & 11 Show us the complete form we used during

the Inplementation of this useful Management tools.

Colombia- Geography & Roads

Fig 1: Geography Fig 2: Roads & Topography

4 SEGUNDO J.TORIFIO S SPE 74047

HES COLOMBIA-
COLOMBIA- 2001 Vehicle Safety Figures
Road Accidentality
Recordable Vehicle Accident's Frequency 97' 98' 99 ' 2000' 2001

Jan Feb March April May June July August Sept Octob Novem Dec YTD Freq Target
1997 24.78 41.29 0.00 24.72 0.00 23.14 54.26 0.00 9.71 33.56 20.67 55.07 23.35 Global
1998 22.38 9.84 0.00 13.49 0.00 10.91 21.23 7.96 0.00 0.00 0.00 0.00 6.65
1999 0.00 0.00 0.00 0.00 0.00 8.89 0.00 0.00 0.00 0.00 0.00 0.00 0.55
2000 0.00 0.00 0.00 0.00 0.00 11.06 0.00 0.00 0.00 0.00 12.34 0.00 1.37
2001 0.00 0.00 12.29 0.00 0.00 0.00 0.00 0.00 1.88 1.33
Note 1: R V(A) Frequency Rate= Total Vehicle Accidents * 1,000, 000 Milles / Total Milles Driven

60.00

55.00

50.00

45.00

40.00
Frec- Rate

35.00

30.00

25.00

20.00

15.00

10.00

5.00

0.00
7

1
7

0
7

1
7

ar
97

98

99

00

an
97

98

99

00
l-9

l-9

l-9

l-0

l-0
-9

-9

-9

-0
-9

-9

-9

-0

-0
-9

-9

-9

-0

-M
n-

n-

n-

n-

-J
p-

p-

p-

p-
ay

ay

ay

ay

ay
ov

ov

ov

ov
ar

ar

ar

ar
Ju

Ju

Ju

Ju

Ju
01
Ja

Ja

Ja

Ja
Se

Se

Se

Se

01
M

M
M

M
N

N
Monthly Index Ac c um ulated F requenc y Index Global target = 1.33

Fig: 3: Road Accidentality

SPE 74047 JOURNEY MANAGEMENT IN COLOMBIA 5

HES COLOMBIA- Recordable Vehicle Freq

COLOMBIA -RECORDABLE VEHICLE ACCIDENT RATE 1998/2001

25

20
Accumulated Frequency

15

10

0 ay

ay
ch

ch
ly

ly

ly

ar

ly
ay

ay
r

r
98

99

00

an
ch
r

r
be

be

be
be

be

be
Ju

Ju

Ju

Ju
-M
M

M
ar

ar
m

ar
n-

n-

n-

-J
em

em

em
em

em

em
M

01

01
m
Ja

Ja

Ja
ov

ov

ov
pt

pt

pt
Se

Se

Se
N

N
Month

IF Accum Goal2000

Fig 4: Recordable Vehicle freq

Dispatcher’s role

Fig 5: Dispatcher’s duty

Fig 5
6 SEGUNDO J.TORIFIO S SPE 74047

Journey Management Statistics 2001

JOURNEY MANAGEMENT STATISTICS

January-October, 2001

Day Journeys 1233

Night Journeys 23

Fig 6: Statistics JM

Jouney Management Monthly Monitoring

NAME & LAST NAME PLATE NUMBER WELL NO-CONFORMITY AUTHORISED BY

DATE

01-
OCTOBER- MANG DEPARTURE
01 CONRADO WALTERO WZC451 OS 89 17:45 JAVIER HENAO

01-
OCTOBER- ARRIVAL ALEJANDRO
01 JAVIER GIRALDO BAX410 BASE 18:53 CESPEDES

01-
OCTOBER- ARRIVAL ALEJANDRO
01 JOSE LUIS VERA BAX410 BASE 18:53 CESPEDES

02-
OCTOBER- BOGO DEPARTURE
01 BERNARDINO PARRA CHL500 TA 16:30 JAVIER HENAO

04-
OCTOBER- ARRIVAL
01 ANTONIO DIAZ GGQ256 SF. 18 18:10 PHYSICAL SAFETY

04-
OCTOBER- ARRIVAL
01 MIGUEL NARVAEZ GGQ256 SF. 18 18:10 PHYSICAL SAFETY

04-
OCTOBER- ARRIVAL
01 DIEGO JORDAN GGQ256 SF. 18 18:10 PHYSICAL SAFETY

04-
OCTOBER- ARRIVAL
01 MARTIN MORA GGQ256 SF. 18 18:10 PHYSICAL SAFETY

04-
OCTOBER- ARRIVAL
01 OMAR PONGUTA GGQ256 SF. 18 18:10 PHYSICAL SAFETY

04-
OCTOBER- ARRIVAL ALVARO
01 EDINSON DIAZ CIU004 SF. 18 19:10 CAMPUZANO

04-
OCTOBER- UNITS .77379-8218- GUAN NO LIGHTS-NI ACTION WAS
01 7425 DO 5 RO STOPPED

Fig 7: Journey Management Statistics # 2

SPE 74047 JOURNEY MANAGEMENT IN COLOMBIA 7

Opinion of Workers-Journey Management

“A good Journey Management and pre-post inspection help “A good Journey Management , Safety Inspection help us to
usto ensure and eliminate small spills”. perform better our daily job”

ALEXANDER TORRES- ANDRES MOSQUERA-

ZI ASSISTANT. L&P ASSISTANT
GREEN CARD CHAMPION STOP CHAMPION
80 .July, 2001 July, 2001
70
60
50
40
30
20
10
0

Fig: 8 & 9 Workers’ Opinion

JM Format &
DATE FROM TO PSL DRIVER LAST NAME Passengers Name
Ex. 05/17 (Departure) (Destiny) NAME DRIVER

05-Jun-01 Neiva Melgar Sperry Jesus Fernandez Juan Gutiérrez

PLATE Unit CONTACT Kilometres Kilometres DEPARTUR ARRIVI NUMBER

Number Number Driver Departure Arriving E TIME NG STOPS
TIME (Vehicle)

VAG- 41233 0416 665 34 167,200 167,400 10:00 15:45 1

01Y 41

OPERATOR Total KILOMETRE OBSERVATIONS

on Shop Hours S
Travelling

VICTOR 5:45 200 Arrival time not reported

Fig.10: Journey Management Format

8 SEGUNDO J.TORIFIO S SPE 74047

Risk Analysis – Driving at night

Risk Assessment Journey Details

Do you know a Company policy – Driving at night? Yes/No Number of Journey approval:

Type/Make of vehicle to be authorized a? Date of the Journey?

It was done pre-post trip ?? Yes/No Location Name of Departure:?

Is your Vehicle safely / good conditions? Yes/No Destination of the vehicle?

Name of Business Unit.(Department)/BU/PSL? Distance of Journey?

Did you anticípate road conditions? Total Hours Travelling ?

Did you anticipate weather conditions? Driver’s name?

What is the purpose of driving at night? Driver relaxed before this Journey? Yes/No

Can the trip be done next day? Yes/No Driver has a Defensive Drining Training? Yes/No
IF NOT, -WHY? Name of Relay Driver( If applicable)

Relay Driver relaxed ¿ Yes/No

Is the journey necessary internally due a well site problems? Planning problems? To Relay Driver participated in a Defensive Driving Train Yes/No
explain: ing?

Fig.11: Journey Management Risk Analysis