JOURNEY

MANAGEMENT
A Program Development Guideline

EDITION » #2
REVISED » March 2019
RELEASE DATE » November 2019

Setting the standard in oil and gas safety

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Energy Safety Canada » Journey Management: A Program Development Guideline i

ENDORSEMENT ACKNOWLEDGEMENT
Energy Safety Canada developed this Energy Safety Canada gratefully
document through a collaboration of acknowledges the many individuals who
industry professionals. We gratefully volunteered their time and effort to
acknowledge the support of the endorsing complete this document.
organizations in the development of this
document: DISCLAIMER
This document is intended to be flexible in
• Canadian Association of Geophysical application and provide guidance to users
Contractors (CAGC) rather than act as a prescriptive solution.
• Canadian Association of Oilwell Drilling Recognizing that one solution is not
Contractors (CAODC) appropriate for all users and situations, it
• Canadian Association of Petroleum presents generally accepted guidelines that
Producers (CAPP) apply to industry situations, as well as
recommended practices that may suit a
• Canadian Energy Pipeline Association
company’s particular needs. While we
(CEPA)
believe that the information contained
• Explorers and Producers Association of herein is reliable under the conditions and
Canada (EPAC) subject to the limitations set out, Energy
• Petroleum Services Association of Safety Canada does not guarantee its
Canada (PSAC) accuracy. The use of this document or any
information contained is at the user’s sole
ABOUT ENERGY SAFETY CANADA risk, regardless of any fault or negligence
Energy Safety Canada is the oil and gas of Energy Safety Canada and the
industry’s advocate and leading resource participating industry associations.
for the continuous improvement of safety
performance. Our mission is to help COPYRIGHT/RIGHT TO PRODUCE
companies achieve their safety goals by Energy Safety Canada, 2019 hold copyright
providing practices, assessment, training, for this document. All rights reserved.
support, metrics and communication. Energy Safety Canada encourages the
copying, reproduction and distribution of
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Energy Safety Canada » Journey Management: A Program Development Guideline ii

PREFACE LIFE SAVING RULES

Many companies have health and safety
PURPOSE rules designed to save lives. However,
The purpose of this guideline is to help these rules are not consistent from
organizations in the oil and gas sector company to company. Standardization is
design and implement an effective journey part of Energy Safety Canada’s strategy to
management program (JMP). The goal is to improve safety outcomes and reduce
assess journey risks and apply appropriate inefficiencies. The Safety Standards
controls. Council, a key component of Energy Safety
Canada’s governance, has executive
HOW TO USE THIS GUIDELINE representatives from companies of varying
sizes across industry sectors. The Safety
This guideline can assist with the design
Standards Council agreed to accept 10
and implementation of a JMP or parts of
standard Life Saving Rules.
one.
Throughout the document the applicable
PROJECT SCOPE AND Life Saving Rule will be identified with the
LIMITATIONS corresponding icon. Additional information
This guideline includes information about about Life Saving Rules is available at
journey management, elements of a JMP EnergySafetyCanada.com
and strategies to design a JMP. It does not
go into detail about fitness for work or
health and safety processes.

This guideline is not intended to replace

in-depth training. It provides a
framework of components to consider in a
JMP. Although designed for land travel,
elements may be considered for other
modes of transportation (air, rail, water).

Companies may also wish to reference

more detailed information on fatigue risk
management and driver training in their
programs. This information is available
from a variety of sources, including Energy
Safety Canada.

The intent of the guideline is to provide a

scalable JMP outline based on industry best
practices. While representatives from a
range of companies agreed this advice is
appropriate for their organizations, the
specific approach in the guideline and its
terminology may not be suitable for all.

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Energy Safety Canada » Journey Management: A Program Development Guideline 1

TABLE OF CONTENTS

1.0 Regulations .......................................................................................... 1

General Duty Clause ........................................................................ 1
Specifications and Certifications ......................................................... 1
2.0 Overview............................................................................................. 2
Defining Journey Management ............................................................ 2
The Need for Journey Management ...................................................... 2
3.0 Establishing a Journey Management Program .................................................. 4
Safety Policies ............................................................................... 4
Roles and Responsibilities ................................................................. 5
Training and Competence ................................................................. 5
Program Review and Auditing ............................................................. 6
4.0 Executing Journey Management .................................................................. 7
Determine the Necessity of the Journey ................................................ 7
Assess Hazards ............................................................................... 8
4.2.1 Road Hazard Considerations ...................................................... 8
4.2.2 Driver Hazard Considerations .................................................... 9
4.2.3 Vehicle Hazard Considerations .................................................. 10
Develop Controls ........................................................................... 11
4.3.1 Road Hazard Controls ............................................................ 12
4.3.2 Driver Hazard Controls ........................................................... 13
4.3.3 Vehicle Hazard Controls ......................................................... 13
Approvals .................................................................................... 14
Prepare for the Journey .................................................................. 15
Undertake the Journey .................................................................... 15
Complete the Journey ..................................................................... 16
APPENDIX A: References and Resources................................................................ 17
APPENDIX B: Regulations ................................................................................. 19

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Energy Safety Canada » Journey Management: A Program Development Guideline 1

1.0 Regulations
Canada has a well-established occupational health and safety (OHS) regulatory framework.
OHS legislation defines the responsibilities of work parties to follow safe work practices.

General Duty Clause

In Canada, federal, provincial and territorial occupational health and safety
legislation have similar descriptions of employer and worker obligations. While the
specific wording varies between jurisdictions, the intent is the same:

Every one who undertakes, or has the authority, to direct how another person
does work or performs a task is under a legal duty to take reasonable steps to
prevent bodily harm to that person, or any other person, arising from that
work or task. (Canadian Criminal Code 217.1)

Drivers are legally required to ensure public safety on roadways and are subject to
the various penalties in provincial and federal legislation.

Essential elements to meet the general duty of care

obligation include:

• Confirm worker competency

• Identify and control hazards
• Conform with industry standards
• Monitor to verify acceptable performance

Specifications and Certifications

Each province requires that employers ensure equipment is adequate for the job.
The manufacturer’s specifications should answer any questions about equipment
use, maintenance and operation.

There are also legislative requirements around commercial vehicle maintenance

programs, inspection requirements and fitness safety requirements. Every
organization has unique operating conditions and needs to ensure they meet the
regulatory requirement they are subject to. See Appendix B for a listing of
common regulatory requirements.

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Energy Safety Canada » Journey Management: A Program Development Guideline 2

2.0 Overview
Every journey should be managed in a way that optimizes safety and reduces risk. Companies
are encouraged to understand the need for and scope of journey management and develop a
program that is scaled and fit-for-purpose to their specific organization.

Defining Journey Management

Journey management is a planned and systematic strategy to evaluate, reduce and
control transportation-related hazards.

Implementation of risk controls should be tailored to the unique needs of the

organization. The risk reduction strategy for one organization may not be suitable
for others. For example, it may be determined that a formal journey management
plan is not necessary for some journeys.

The Need for Journey Management

The objective of journey management is to eliminate driving-related incidents
that harm people and property. Organizations can minimize injury and damage by
identifying and managing hazards and eliminating unnecessary travel. Addressing
these issues provides the added benefit of reducing mechanical breakdowns and
delays due to weather.

When comparing WCB data of fatalites in the Alberta oil and gas industry between
2014 and 2018, highway accidents are the leading cause of work-related death.

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Energy Safety Canada » Journey Management: A Program Development Guideline 3

Between 2014 and 2018, WCB data from the Alberta, British Columbia and
Saskatchewan oil and gas industry shows that, as a proportion of all oil and gas
workplace injuries, vehicle-related injuries comprise six per cent of all claims, 12
per cent of claim costs and nine per cent of days lost.

Claim Count Lost Days

6% 9%

94% 91%

All Vehicle All Vehicle

Claim Cost
12%

88%

All Vehicle

In addition, costs associated with vehicle-related injury claims over the same
period are 2.5 times greater than the average injury claim.

Average cost per claim

$15,000
Average Cost

$10,000

$5,000

$0
All Vehicle

The oil and gas industry recognizes journey management as an effective risk
management strategy for reducing vehicle incidents and developing plans to
respond when incidents happen.

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Energy Safety Canada » Journey Management: A Program Development Guideline 4

When evaluating the business case for journey management, companies are
encouraged to examine historical incidents, associated costs, regulatory
requirements and client/contractor expectations.

The latest injury statistics and reports on injuries in the oil and gas industry are
available on the Energy Safety Canada website at EnergySafetyCanada.com.

3.0 Establishing a Journey Management

Program
This guideline is not intended to be prescriptive. Instead, it can help organizations establish a
journey management program (JMP) or, by selecting and incorporating elements to be
integrated, further an existing JMP.

A JMP can apply to all levels of drivers within an organization. For commercial drivers,
consideration of other transport regulations, inspections and hours of service rules is
required. Additional consideration may be required for contractors in order to incorporate
contractor and sub-contractor journey management programs.

In some situations, it may be appropriate to apply journey management principles to

commuting. Examples may include, but are not limited to:

• Business travel
• Driving to/from work and home
• Driving to/from work site and camp/accommodation

Often, crews commute to and from operations in remote areas. This can add significant time
to both ends of a work shift and requires attention and understanding from all stakeholders
to manage the travel and fatigue risks.

Safety Policies
Safety policies should integrate principles of journey management and risk
assessment. Elements that should be considered include:

• Hazard management
• Distracted driving
• Working alone
• Fit for duty

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Energy Safety Canada » Journey Management: A Program Development Guideline 5

Roles and Responsibilities

The success of a JMP requires a commitment from organizational leadership. It is
important to identify all roles within the organization with responsibility for
developing, implementing and maintaining a JMP. Responsibilities may be assigned
to multiple people or a single individual. The following tasks need to be assigned:

• Preparing the risk evaluation, proposed route(s), refuelling points, rest

stops, timing
• Reviewing of the hazard assessment and journey management plan and
signing off of the journey. The company risk management process may
dictate the level of approval needed (e.g. a supervisor may only be able to
approve low-risk journeys, and medium-risk and high-risk journeys may
need higher authority review)
• Receiving periodic communication regarding the journey and following up
on missed check-ins or escalations.
• Reviewing the program data for trends to monitor effectiveness and make
modifications for continuous improvement
• Workers should also understand their duty to refuse unsafe work as it
relates to driving

Training and Competence

Organizations should identify JMP training and competency programs for drivers
and program administrators. Use of vehicles may require specialized training and
competence evaluation, and employees entering certain geographical areas may
require specialized skills or knowledge prior to access. The training for in-vehicle
monitoring systems (IVMS) is specific to each provider.

Clear guidance should be provided on how to evaluate hazards objectively (e.g.

when does an environmental condition, such as snow, change a journey from a
low-risk to medium-risk?). The dynamic nature of driving requires continuous
evaluation by drivers and, at some point, the threshold of risk will be crossed. The
process for managing that change must be understood by drivers and approvers
alike.

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Energy Safety Canada » Journey Management: A Program Development Guideline 6

Program Review and Auditing

Any safety program requires regular and formal evaluations to determine its
effectiveness. Program evaluations measure overall goals and specific
performance objectives and ensure that processes and work practices align with
the program. During program development an evaluation plan should be created,
which may include:
• Pre-determined review dates
• Scheduled reviews by senior management
• Feedback methods involving all affected
stakeholders and incorporating management
accountability and participation (may include
feedback to clients)
• Reliable data collection method — empirical and
anecdotal
• Meaningful analysis process with evaluation
criteria based on overall program goals and
specific performance objectives
• Efficient document revision process

Consider tracking metrics for the overall performance of the program to measure
effectiveness and identify areas for improvement. Commonly tracked metrics are:
• Number of journeys
• Time of journey
• Number of low-/medium-/high-risk journeys
• Distance travelled
• Number of incidents
• Date/time of incidents
• Cost of incidents
• Driving infractions
• Missed check-ins
• The number of risk escalations (e.g. low to medium or medium to high)

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4.0 Executing Journey Management

Journey management requires proper planning and preparation. The plan shold document the
following details of the journey:
• Determine the necessity of the journey
• Assess hazards
• Develop controls
• Approvals
• Prepare for the journey
• Undertake the journey
• Complete the journey

Determine the Necessity of the Journey

When assessing risk, the first question should be to
determine if the journey is necessary. Can the
journey can be postponed until necessary or
conditions improve? In some cases, this consideration
reveals the journey is not necessary and can be
cancelled. Travel within organizations can often be
minimized by combining journeys.

If the journey is necessary, consider if there is a non-

driving alternative. Meetings may be possible through teleconference or video-
conference options. There may be a safer mode of transport, e.g. bus, crew
transport, charters, etc. If commuting is required, consider the alertness of the
driver and possible alternatives to driving such as car-pooling, public
transportation or taxi services.

Rather than a company-managed journey, air transportation, freight forwarders

and combining loads with other businesses may be alternatives. Transportation
service providers could also be considered. It may be safer to use companies that
are dedicated to such activities (e.g. rig moving company, hot shot services) to
move equipment and/or people.

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Energy Safety Canada » Journey Management: A Program Development Guideline 8

Assess Hazards
An assessment should be conducted to identify possible hazards that may harm
workers, their equipment and cargo, the surrounding environment and the public.
The hazard assessment should be structured to evaluate the probability of the
hazard as well as the severity of the potential outcomes. Definitions of hazard
levels should be developed to ensure a common understanding of risk.
Hazards should be assessed while completing the plan. It is important to record
specific details, including:

• Assessment date
• Assessor
• Type of vehicle
• Start point
• Endpoint
• Communication methods, including contact details
• Number of vehicles
• Number of passengers
• Inspections

Historical hazard registers may be used to capture specific details of hazards from
the past and used as a reference when planning journeys. A register may include
details such as:

• Hazard location (mile marker, GPS coordinates)

• Risk level (ranking)
• Availability of phone service/correct two-way radio frequency, etc.
• Hazard detail (e.g. freeze-thaw conditions impacted by daylight or
darkness, construction, weather/road/visibility conditions)
• Suggested controls
• Driver comments

Road Hazard Considerations

The route should be clearly defined and identified. It is important to

consider the following road hazards for the selected route:

• Road conditions: unpaved, loosely packed gravel, poor drainage,

mud, over-graded shoulders, frost heaving, runoff

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Energy Safety Canada » Journey Management: A Program Development Guideline 9

• Traffic and other road users:

recreational (campers, cyclists,
ATVs), work operations (over-
dimension loads, logging trucks,
farming operations), school areas
(children)
• Weather conditions: near-freezing
temperatures, rain pooling on
roads, strong/gusting crosswinds,
shadowed areas slow to thaw,
known snow drifting locations
• Visibility: low light conditions,
rain, fog, smoke, blowing snow
• Animal activity
• Communication limits: dead
zones for communications
coverage
• Hazardous areas: intersections,
crossings, merging lanes, road
work projects, speed changes, weight restrictions on
roads/bridges, railroad crossings
• Security risks: special restrictions, e.g. transporting explosives and
radioactive materials

IOGP has produced a recommended practice for land transportation

safety, which provides an example of a road hazards assessment tool
(IOGP Guidance Note 1 – Road Hazard Assessment).

Driver Hazard Considerations

Drivers can both contribute to and mitigate hazards associated with

driving. Differences in experience and risk tolerance lead to variable
decision making and outcomes. Below are typical driver-related hazards
to be aware of:

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Energy Safety Canada » Journey Management: A Program Development Guideline 10

• Fit for duty: fatigue, mental

state, drug or alcohol
impairment, low alertness, illness
• Duties not related to driving
which may impact performance:
crew management, equipment
operation, or client interaction
• Distracted driving (e.g. mobile
phone, infotainment, internal
cargo securement)
• Driver inexperience with the
vehicle: brake response, traction controls, handling
• Driver inexperience with conditions
• Degree of risk tolerance
• Complacency

Vehicle Hazard Considerations

The type of vehicle must be suitable for the terrain, conditions and task.
The risk assessment may consider:

• Whether the vehicle been serviced and

inspected
• Physical dimensions and weight of the
vehicle
• Dangerous good transportation
requirements
• Cargo securement, both external and
internal
• Towing hazards: weights, equipment
readiness, extended dimensions, and visibility
• Whether the vehicle is carrying cargo or passengers
• Lack of communications ability
• Potential roadside emergency or breakdown

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Energy Safety Canada » Journey Management: A Program Development Guideline 11

Develop Controls
Once potential hazards are identified, controls should be developed that are
appropriate for each risk exposure. Risk controls can focus on:
• Eliminating the situation, condition or activity that generates the risk
• Reducing the probability of occurrence
• Mitigating the consequences

There are four basic types of controls, as illustrated in the hierarchy of controls
below.

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Energy Safety Canada » Journey Management: A Program Development Guideline 12

Road Hazard Controls

Due to the nature of roads and environmental conditions, the hierarchy

of controls may appear challenging. However, controls use elimination,
substitution or administrative practices in various ways:

• Alternative routes (e.g. avoiding known high-risk areas or

interchanges)
• Planning around high-risk
times (e.g. school zones at
the start of the day)
• Delaying until conditions
improve
• Speed limits (regulatory and
company policy based on
conditions)
• Adjusting speed for
conditions (e.g. visibility,
wildlife, weather)
• Identification of rest and
fuel stops
• Road directions and details of concerns (location of the chain up
areas, dangerous hills, blind corners, etc.)
• Radio controlled roads
• Road use limits (weight or time of day restrictions) or permit
restrictions
• Railroad crossings (more information available at
www.operationlifesaver.ca)
• Travel in convoy

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Energy Safety Canada » Journey Management: A Program Development Guideline 13

Driver Hazard Controls

Driver controls are varied and can be tailored to the scope of the
company, however many controls are considered standard in the oil and
gas industry:

• Qualifications/training — Ensure drivers are qualified both for the

vehicle and for the journey
• Competency — Do the driver’s skills match the assigned task (e.g.
towing a trailer, travelling off-highway), and are the competency
assessments current
• Team driving (multiple drivers)
• In-vehicle monitoring system (IVMS) to provide real-time feedback
on driver and vehicle performance
• Driver check-in system, either automatic or manual, where the
driver and the communication person are in contact. The
frequency of check-ins may be dictated by the risk level of the
journey
• An escalation system for missed check-ins
• Physical demands assessment for the worker, which includes
driving and other assigned duties
• Hours of service (HoS) compliance for federally or provincially
regulated drivers. Note that HoS compliance does not
automatically equate to fit for duty
• A Fatigue Management Program
− Enform created a Fatigue Risk Management A Program
Development Guide
− The North American Fatigue Management Program has
produced several tools and resources targeting this risk

Vehicle Hazard Controls

Vehicle controls include equipment, features and capabilities related to

the vehicle which mitigate risks encountered in journey management,
such as:

• Vehicle inspection and maintenance

• Vehicle selection for the task (e.g. rated and capable of hauling
the weight and dimensions of the cargo, sized appropriately for
towing)
• Communications equipment (e.g. satellite phone, two-way radio)

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Energy Safety Canada » Journey Management: A Program Development Guideline 14

• Emergency response equipment (e.g.

first aid kits, fire extinguishers, spill
kits, booster cables, reflector devices,
survival kit, recovery strap system.
Refer to the Energy Safety Canada
Vehicle Recovery Guideline)
• The Canadian Association of Oilwell
Drilling Contractors (CAODC) together
with the Petroleum Services Association of Canada (PSAC) has
produced a comprehensive Cargo Securement Best Practice which
is available for association members or may be purchased by non-
members: www.caodc.ca and
www.psac.ca
• Vehicle features and accessories which
may enhance safety and performance
(e.g. 4-wheel drive, tire chains, winter
tires, roll-bar)
• In-vehicle monitoring systems (IVMS) are
useful tools that provide immediate
feedback to drivers regarding driving
behaviours, monitor and report driving metrics (e.g. hard brake
events, rapid turns or accelerations), and may function as
automatic check-in systems or backup communication devices

Note: Consider the make-up of your organization’s fleet. In some cases, temporary
rental or contract vehicles are used in the execution of work and may not be
suitably equipped.

Approvals
Once the journey plan has been completed, and the controls applied, a residual
risk for the journey will always be present. Clearly define the criteria that align
with the evaluation and risk tolerance for your organization, along with an
escalation protocol for approval.

During the journey, it is expected that conditions and hazards will be re-evaluated
as they change. Journey management is dynamic, so it requires constant
monitoring of hazards and may require changes to the controls. The formal risk
evaluation is completed prior to departing, but en route the driver must
continuously re-evaluate and respond to changing hazards. It is essential that both
the organization and driver understand when risk identification passes the
threshold beyond which additional controls or approvals are needed.

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Energy Safety Canada » Journey Management: A Program Development Guideline 15

Prepare for the Journey

Once the journey is approved, ensure the vehicle is well-maintained and is
prepared for the planned journey. Relevant documentation such as maps,
directions, permits, placards, certificates (e.g. Transport of Dangerous Goods,
waybills and bills of lading) must be organized and readily available. Basic tools
and vehicle equipment, as well as safety and emergency equipment (e.g. personal
protective equipment and warning devices) must be checked and properly stored.

Energy Safety Canada’s Oilfield Driver Awareness Journey Management course

manual (Chapter 4) contains additional details that drivers should consider when
preparing for a journey. It is recommended that a checklist be provided to drivers.
During the preparation stage, it is important to check:

• Drivers have the appropriate license, insurance and vehicle registration

• Drivers fitness for duty is assessed
• Loads are secure
• In-vehicle cargo is secure
• Weights and measures are compliant
• Required maintenance and inspections are completed
• Employer and client emergency response procedures are in place and
understood
• Emergency contacts and phone numbers are provided
• Radio channel/frequency for any radio-controlled roads are provided
• Location and contact information for the nearest medical facility (hospital,
camp medic)
• There is a fully-stocked survival kit and appropriate emergency equipment
• The driver has identified alternate locations on the route for fuel,
accommodations or assistance in case of mechanical problems

Undertake the Journey

A well-planned journey with all appropriate
approvals helps the driver concentrate on the
road with confidence. The driver should notify
the appropriate person when the journey
commences. While en route, actions are required
to ensure the driver, vehicle and cargo are safe
and secured.

Drivers need to monitor risks and re-evaluate throughout the journey and follow
the management of change and approval processes according to their company-
specific criteria. Check-ins should occur with the designated contact on a regular

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Energy Safety Canada » Journey Management: A Program Development Guideline 16

basis (e.g. every two hours).

Supervisors or journey managers may assist

the driver by monitoring weather and road
conditions and informing drivers of changing
conditions. Dispatch or call centres can also
assist with monitoring and managing aspects
of the journey.

A frequently overlooked component of

undertaking the journey is escalating missed
check-ins. When the check-in system relies on procedural adherence and
administrative control, compliance from both the driver and journey manager are
required. Automated reminders may take several forms such as simple timers,
smartphone alerts, or even journey management software, which can partially or
fully automate the process. When a manual check-in is missed, it is most likely
that the driver forgot or has not had an opportunity to stop, so a late check-in is
not automatically an emergency.

The critical step with any of these systems is how to handle a missed check-in.
Typically after the check-in window has passed, attempts to contact the driver
should be made but, again, the driver may not be able to take the call
immediately. After this point, the escalation protocol should be initiated, which
takes in to account the unique circumstances of the company and the journey.

Complete the Journey

The driver should report any hazardous situations so that
improvements can be made to the journey plan. Post-
journey vehicle inspections can identify concerns and
ensure the vehicle is in safe condition for the next
journey.

A debrief provides an opportunity to report and share

information about the journey, and continuously refine and improve the hazard
identification and risk assessment process. New information about hazards or
updates to the conditions will enhance the safety of the next driver and/or
subsequent journeys.

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Energy Safety Canada » Journey Management: A Program Development Guideline 17

APPENDIX A: References and Resources

The list of documents and information sources provided below includes materials and
websites consulted in the research for or referred to within this guideline. Several additional
references for information on fatigue science, and health and safety programs are also
included. This list is not exhaustive, and any web addresses listed are current at the time of
publication.

Document Name Resource Location

CCMTA (2011) Addressing Human Factors http://ccmta.ca/en/publications/resources-
in the Motor Carrier Industry in Canada – home/item/addressing-human-factors-in-the-
May 2011. Canadian Council of Motor motor-carrier-industry-in-canada
Transport Administrators
Energy Safety Canada (2018) Oilfield Contact Customer Service at Energy Safety
Driver Awareness – Participant Manual Canada at:
Version 18.1 [email protected]
Or call 1-800-667-5557
Energy Safety Canada Injury Statistics http://www.energysafetycanada.com/resourc
and Reports es/performance-metrics.cfm

Enform (2014) Fatigue Risk Management http://www.energysafetycanada.com/resourc

A Program Development Guide es/detail/38/fatigue-management
HSE (2003, 2014) Driving at work: http://hse.gov.uk/pubns/indg382.pdf
Managing work related road safety.
Sudbury (UK): HSE Books
IOGP Land transportation safety http://www.ogp.org.uk/pubs/365.pdf
recommended practice, IOGP Report 365

IOGP Land transportation safety https://www.iogp.org/bookstore/product/lan

recommended practice, Guidance note 1 d-transportation-safety-recommended-
– Road hazard assessment practice-road-hazard-assessment/
IOGP Land transportation safety https://www.iogp.org/bookstore/product/imp
recommended practice, Guidance note lementing-an-in-vehicle-monitoring-program-a-
12 – Implementing an in-vehicle guide-for-the-oil-and-gas-extraction-industry/
monitoring program — A guide for the oil
and gas extraction industry
IOGP Land transportation safety https://www.iogp.org/bookstore/product/lan
recommended practice, Guidance note d-transportation-safety-recommended-
10 – Journey management process practice-journey-management-process/

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Energy Safety Canada » Journey Management: A Program Development Guideline 18

Document Name Resource Location

Royal Society for the Prevention of https://www.rospa.com/rospaweb/docs/advic
Accidents (RoSPA) (2011) Driving for e-services/road-safety/employers/work-safe-
Work: Safer journey planner journey.pdf
Royal Society for the Prevention of https://www.rospa.com/rospaweb/docs/advic
Accidents (RoSPA) (2016) An Introduction e-services/road-
to Managing Occupational Road Risk safety/employers/introduction-to-morr.pdf
511: Alberta’s Official Road Reports http://511.alberta.ca/
Saskatchewan Ministry of Highways and https://www.saskatchewan.ca/residents/trans
Infrastructure: Highway Conditions portation/highways/highway-hotline
British Columbia Ministry of http://www.drivebc.ca/
Transportation and Infrastructure:
Traveler Information System
Coalition for Safer Alberta Roads https://saferalbertaroads.ca/safety-
information
BC Resource Road Radio Communications https://www2.gov.bc.ca/gov/content/industry
/natural-resource-use/resource-roads/radio-
communications
Operation Lifesaver — Canadian railway www.operationlifesaver.ca
property and education
North American Fatigue Management http://www.nafmp.com/
Program (NAFMP)
Cargo Securement Best Practice Available for association member through the
CAODC and PSAC member portals.

Non-members may contact PSAC or the CAODC

directly.
https://caodc.ca/contact
https://www.psac.ca/about-us/contact/

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Energy Safety Canada » Journey Management: A Program Development Guideline 19

APPENDIX B: Regulations
The following regulations are provided as a general resource and do not detail all the related
driving regulations that may be applicable. This list is not exhaustive, and any web addresses
listed are current at the time of publication.

District Document Name Web Address

Alberta AB Traffic Safety Act http://www.qp.alberta.ca/documents/Acts

(RSA2000) /t06.pdf
AB Drivers' HoS Regulation http://www.qp.alberta.ca/documents/Regs
(AR317/2002) /2002_317.pdf
AB Vehicle Inspection http://www.qp.alberta.ca/documents/Regs
Regulation (AR211/2006) /2006_211.pdf
AB Commercial Vehicle http://www.qp.alberta.ca/documents/Regs
Safety Regulation /2009_121.pdf
(AR121/2009)
AB Commercial Vehicle http://www.qp.alberta.ca/documents/Regs
Dimension and Weight /2002_315.pdf
Regulation (AR 315/2002)
AB Vehicle Equipment http://www.qp.alberta.ca/documents/Regs
Regulation (AR 122/2009) /2009_122.pdf
British BC Commercial Transport http://www.bclaws.ca/civix/document/id/
Columbia Act (RSBC 1996) complete/statreg/96058_01
BC Commercial Transport http://www.bclaws.ca/civix/document/id/
Regulations (Reg 205/2016) complete/statreg/30_78
BC Commercial Transport https://www2.gov.bc.ca/gov/content/trans
Procedures Manual portation/vehicle-safety-
enforcement/information-
education/commercial-transport-procedures
BC Motor Vehicle Act http://www.bclaws.ca/civix/document/id/
complete/statreg/96318_00
BC Motor Vehicle Act http://bclaws.ca/civix/document/id/compl
Regulations ete/statreg/26_58_00

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Energy Safety Canada » Journey Management: A Program Development Guideline 20

District Document Name Web Address / Resource Location

Saskatchewan SK Highways and http://www.publications.gov.sk.ca/redirect

Transportation Act .cfm?p=1203&i=2043
SK Highways and http://www.publications.gov.sk.ca/freelaw
Transportation Regulations /documents/English/Regulations/Regulation
s/H3-01R1.pdf
SK Security of Loads http://www.publications.gov.sk.ca/freelaw
Regulations /documents/English/Regulations/Regulation
s/H3-01R6.pdf
SK Vehicle Weight, http://www.publications.gov.sk.ca/freelaw
Configurations and /documents/English/Regulations/Regulation
Dimensions Regulations s/H3-01R8.pdf
Federal NSC Standard 1 Single https://ccmta.ca/images/publications/pdf/
Drivers Licence Concept /NSC-Standard-1.pdf
NSC Standard 9 HoS https://ccmta.ca/images/publications/pdf/
/NSC_9_Hours_of_Service_August_2010.pdf
NSC Standard 10 Cargo https://ccmta.ca/images/pdf-documents-
Securement english/cargo_securement/NSC_Standard_1
0-_June_2013.pdf
NSC Standard 11 https://ccmta.ca/images/pdf-documents-
Commercial Vehicle english/CCMTA-PMVI-Report-Feb.pdf
Maintenance And
Inspection
NSC Standard 13 Trip https://ccmta.ca/images/publications/pdf/
Inspection NSC_2018/Standard_13_March_2009.pdf
NSC Standard 13, Schedule https://ccmta.ca/images/publications/pdf/
1 nsc_standard_13_update.pdf
TC Motor Vehicle Transport https://laws-lois.justice.gc.ca/PDF/M-
Act (RSC1985) 12.01.pdf
TC Commercial Vehicle https://laws-lois.justice.gc.ca/PDF/SOR-
Drivers HOS Regulation 2005-313.pdf
(SOR2005-313)
TC Transportation of http://www.tc.gc.ca/documents/SOR_2019
Dangerous Goods -101.pdf
Regulation (SOR/2019-101)

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