SLB Driving BOOK

Driving and Journey Management
B.O.O.K
Reference: SLB-QHSE-M001
Version: A03
Release Date: 23-Mar-2015
EDMS UID:
Produced: 23-Mar-2015
Owner: Global Driving Manager
Author: Gunawan Wiraatmaja, Andy Ball
Private
Legal Information
Copyright © 2012 Schlumberger, Unpublished Work. All rights reserved.
This work contains the confidential and proprietary trade secrets of Schlumberger and may not be
copied or stored in an information retrieval system, transferred, used, distributed, translated or
retransmitted in any form or by any means, electronic or mechanical, in whole or in part, without
the express written permission of the copyright owner.
Trademarks & Service marks
Schlumberger, the Schlumberger logotype, and other words or symbols used to identify the
products and services described herein are either trademarks, trade names or service marks of
Schlumberger and its licensors, or are the property of their respective owners. These marks may
not be copied, imitated or used, in whole or in part, without the express prior written permission of
Schlumberger. In addition, covers, page headers, custom graphics, icons, and other design
elements may be service marks, trademarks, and/or trade dress of Schlumberger, and may not be
copied, imitated, or used, in whole or in part, without the express prior written permission of
Schlumberger.
A complete list of Schlumberger marks may be viewed at the Schlumberger

Oilfield Services Marks page: http://markslist.slb.com
Driving and Journey Management B.O.O.K.
Document Control
Owner: Global Driving Manager
Author: Andy Ball, Gunawan Wiraatmaja
Reviewer: Area and Segment HSE Managers
Approver: HSE VP - Amir Nessim
Contact Information
Name: Gunawan Wiraatmaja
LDAP Alias: Wiraatmaja1
Revision History
Version Date Description Prepared by
A00 01 Nov 2012 First release – New document consolidates Andy Ball
methodology for risk based Driving and Journey
Management, updated and detailed implementation
of fundamental controls from SLB-QHSE-S001
Version A08, driving guideline documents.
A01 30 Dec 2013 1st revision of the B.O.O.K
New risk based Land Transportation Contractor Gunawan Wiraatmaja
(LTC) Driving and Journey Management
Procedure.
Section 3.5. Addendum-Load Securement Joaquin Gomez Galindo
Procedure of Heavy Vehicles
A02 1 Sep 2014 2nd revision of the B.O.O.K Gunawan Wiraatmaja

New procedures:
Section 3.10 Driving and Journey Management for
Freight Forwarders and Secondary Land Transport
Contractors
A03 23 Mar 2015 Appendix-J Rollover Damage Minimization Device Gunawan Wiraatmaja
Appendix S - Secure Cargo – IPM reference Joaquin Gomez Galindo
Copyright © 2012 Schlumberger, Unpublished Work. All rights reserved. 1

Table of Contents
SCOPE OF THE B.O.O.K 6
SECTION 1.0 RISK ASSESSMENT PROCEDURE 7

1.1 Overview 8
1.2 Detailed Guide 9
1.2.1 STEP 1 – Evaluating Country Driving Risk 9
1.2.2 STEP 2 – Categorizing Field and Non-Field Drivers 17
1.2.3 STEP 3 – Performing Operational Risk Assessment 18
SECTION 2.0 IMPLEMENTATION OF FUNDAMENTAL CONTROLS 22

2.1 Seatbelts 23
2.1.1 Seat Belts – Buses 23
2.1.2 Sleeper Berth Restraint Systems 23
2.1.3 Seat Belts – Children 24
2.1.4 Seat Belts – Personal Vehicles 24
2.1.5 Responsibilities 24
2.2 Telephones and other Network Enabled Devices 25
2.3 Driver Fitness 26
2.3.1 Medical Fitness 26
2.3.2 Eyesight 26
2.3.3 Fatigue Management 26
2.3.4 Substance Abuse 27
2.4 Driver Training and Qualification 29
2.4.1 Driver Trainer Levels and Certification requirements 29
2.4.2 Schlumberger Driver Training Requirements 29
2.4.3 Commentary Drive Frequency Requirements 30
2.4.4 Reassignments and Schlumberger Visitors 32
2.5 Journey Management 34
2.5.1 Journey (Trip) Management 34
2.5.2 Convoying 38
2.6 Driver Improvement Monitoring 41
2.7 Vehicle Specification and Safety Equipment 44
2.7.1 Cruise Control 44
2.7.2 Window Tinting 45
2.7.3 Rollover Damage Minimization Devices 45

SECTION 3.0 SUPPLEMENTARY DRIVING CONTROLS 46

3.1 Driver Selection and Review 47
3.1.1 Initial Driver Selection 47
3.1.2 Periodic Driver Performance Review 47
3.1.3 Required Behaviors 48
3.2 Unauthorized Passengers 49
3.2.1 Field 49
3.2.2 Non- Field 50
3.3 Parking 50
3.4 Visibility 50
3.5 Vehicle Load Security 50
3.6 Utility Trailer and Towing 52
3.7 Schlumberger Vehicle Use and Approved Drivers 52
3.8 Mixed Schlumberger work related and private use vehicles 53
3.9 Land Transport Contractor Driving and Journey Management Procedure 54
3.10 Driving and Journey Management for Freight Forwarders and Secondary Land
Transport Contractors 54
3.11 Other Restrictions 56
SECTION 4.0 DRIVING AND JOURNEY MANAGEMENT 57
SECTION 5.0 THE DRIVING SAFETY CARDS 67

5.1 Driving Safety Card 68
5.2 Driver Safety Card 69
SECTION 6.0 COMPLIANCE MONITORING AND EXEMPTION 70

6.1 Monitoring Compliance 71
6.2 Responsibilities 71
SECTION 7.0 REFERENCES 72

7.1 Normative References (required reference documents) 73
7.2 Informative References 73
SECTION 8.0 APPENDICES 74

Appendix A: Definitions 76
Appendix B: Acronyms used in this B.O.O.K. 81
Appendix C: Driver Fitness (Medical conditions and Medication) 83
Appendix D: Driver Trainer / Assessor Levels and Certification Requirements 86
Appendix E: Driving Training for Employees and Drivers 88
Appendix F: Operations / Journey Management Centre Roles and Responsibilities 91
Appendix G: Driver Improvement Monitor Specifications and Settings 92
Appendix H: Vehicle Features and Safety Equipment 96

Appendix I: Tires and Rims Guideline 100

Appendix J: Rollover Damage Minimization Devices (RDMD) and Rollover Protection
Safety Features 105
Appendix K: Driver Performance Review: Example - Driver Points System 109
Appendix L: Load Security 111
Appendix M: Utility Trailer and Towing Specifications. 112
Appendix N: LTC Driving and Journey Management Procedure 115
Appendix S: Segment Appendices 124
S1 – Western Geco
S2 – Wireline
S3 – Well Services
S4 – Segment

List of Figures
Figure 1 Risk Assessment Procedure and documentation of controls 8
Figure 2 Country Driving Risk Assessment 10
Figure 3 Country Driving Risk Evaluation Criteria 10
Figure 4 Example WHO Country Profile 12
Figure 5 Driving Risk Evaluation template 16
Figure 6 QUEST - Country Driving Risk Assessment upload page. 17
Figure 7 QUEST - Country Driving Risk Assessment as it appears in final C-JMP 17
Figure 8 MAP - example of Non-Field Geozone 18
Figure 9 Guide for basic Schlumberger driver training content. 30
Figure 10 Commentary Drive decision tree 31
Figure 11 Journey (Trip) Management decision tree (Basic/Enhanced) 36
Figure 13 QUEST entry screen 59
Figure 14 QUEST field requirement information 59
Figure 15 Driving Safety Card 68
Figure 16 Example of local controls and emergency information for Driving Safety Card 69
Figure 17 Driver (Passport) Safety Card 69
List of Tables
Table 1 Hazard categories for operational driving risk assessment 21
Table 2 Permissibility of sleeper birth use according to country driving risk level. 23
Table 3 Limitations for driving – 16 hours rule 27
Table 4 Recertification of driver training (DT 2.2) according to CDRL 29
Table 5 Trip management implementation according to CDR 35
Table 6 Specification of Driver improvement monitors by vehicle category according to CDRL 41
Table 7 Permissibility of cruise control according to CDRL 44
Table 8 Minimum driver selection criteria according to CDRL 47
Table 9 Required Driver Behaviors 49
Table 10 HSE event reporting for mixed use private and Schlumberger business use vehicles. 53
Table 11 Bridging Documents SLB STD – OGP 365 122

Scope of the B.O.O.K.

The provisions of this B.O.O.K. (Body of Organizational Knowledge) must be followed
in order to give full force and effect to the Schlumberger Driving and Journey
Management Standard SLB-QHSE-S001. The provisions of the Schlumberger Driving
and Journey Management Standard SLB-QHSE-S001 are incorporated by reference
into this B.O.O.K.
It describes:
 Methodology of conducting the country risk assessments, driver and vehicle

categories and assessment of local conditions.
 Application of controls relevant to the risk levels.
 Writing of the Driving and Journey Management Procedure document in
QUEST.
 Writing the Local Driving Safety Cards.
Additionally the B.O.O.K. contains guidelines which supplement the fundamental

controls. These include definitions, specification documents and reference catalogues.

Section 1.0 Risk Assessment

Procedure
Risk Assessment Procedure

1.1 Overview
In order to set relevant driving and journey management controls, assessments shall
be conducted at national level to rate the level of country driving risk. Subsequently,
drivers and vehicle groups are categorized between field (rural) and non-field (urban)
activity, and local assessments are conducted to identify local operational conditions
which represent additional risk. See figure 1.
Figure 1 Risk Assessment Procedure and documentation of controls
The process of assessing the risk is made of the three cumulative steps:
1. Country Driving Risk Assessment.

 Inputs:
o World Health Organization - Road Traffic Death Rate (RTDR)
statistics
o National driver training and qualification standards
o Strength of road traffic laws, consistency and consequences of
enforcement
o Seat belt usage, education and behavior of populations related to road
safety
2. Categorization of Field and Non-Field Driving

 Differentiating between:
o Non-Field (urban - most controlled) driving environments
o Field (rural - least controlled) driving environments
3. Local Operational Risk Assessment

 Inputs from driving HARC and Road Hazard Assessments (RHAs):
o Operational requirements / vehicle types
o Climate / weather
o Road types and surfaces
o Terrain
o Vulnerable road users
o Legal compliance / business risk
o Localized risks identified from Road Hazard Assessments and Driving
HARC.
1.2 Detailed Guide
1.2.1 STEP 1 – Evaluating Country Driving Risk
To establish the Country Driving Risk Level (CDRL) a Country Driving Risk
Assessment must be performed. This must be renewed every 3 years or earlier if
driving performance indexes indicate driving risk is changing significantly. Any
increase or decrease of the CDRL will require the approval of Area HSE and Area
President. The CDRL is recorded in QUEST under Country Information, driving
section.
It is the Geomarket HSE Manager’s responsibility to conduct the Country Driving Risk
Assessment with specialized assistance from Area HSE Managers, Area Driving
Managers/Champions and the Global Driving Manager.
The risk of driving in a country is heavily influenced by the behavior of other road users
and the definition of driving laws and their enforcement.
The assessment shall be conducted using data input cumulatively from the following
sources:
• World Health Organization (WHO) driving statistics.

• State agencies, national and state driving statistics.
• Insurance company data.
• Employees’ experience, knowledge and observations.
• Driving and Journey Management audits (internal or third party).
• Review of Schlumberger driving data and trend analysis (QUEST).
The Country Driving Risk Assessment template can be downloaded from QUEST at:
http://www.quest.slb.com/quest/Menu/Menu.asp?menu=DownloadMenu.xml&
title=Downloads

Figure 2 Country Driving Risk Assessment
The assessment is performed using the Driving Risk Evaluation Criteria Table which
has 4 sections. Each sub-section contains descriptions of conditions which influence
driver behaviors or are a direct consequence of prevailing driver behaviors. The
scoring in the assessment is based on the best fit to this criteria table.
Figure 3 Country Driving Risk Evaluation Criteria
When completing the assessment note that external reference information is often
incomplete or un-reliable. Typically the higher risk countries provide less complete and
reliable data.
 There is no worldwide reporting standard for road traffic accidents, fatalities

and injuries.
 There is a range of reporting standards by different bodies.

 The World Health Organization depends on self-reporting and self-

assessments by government bodies as to the effectiveness of law
enforcement. This is often subjective, as different authorities perceptions of
their own effectiveness differ.
It is therefore very important when completing the assessment that data is compared
from different sources and that benchmarking is conducted between countries of
similar socio-economic conditions.
Benchmarking:
– World Health Organization
 Road Traffic Death Rates
– Countries
 Low = Netherlands, Germany, UK
 Medium = USA, Italy
 High = Saudi Arabia, Algeria, Nigeria, India
It is essential that GM HSE managers utilize the knowledge and experience of the Area
HSE Manager and Global Driving Manager to assist in this process.
Sources of reference information:
The primary tool for all countries is the World Health Organization Global Status Report
on Road Safety first published in 2009 and updated every 3 years. This represents the
most consistent data set. The report contains a profile for each country, an example of
which is shown in figure 4.
http://www.who.int/violence_injury_prevention/road_safety_status/en/
Supplementary data is available from the following sources:
International Reference Data

Global Health Observatory / Injuries &
WHO http://apps.who.int/ghodata/#
violence / Road safety
Global Status Report on Road Safety http://whqlibdoc.who.int/publications/2009/9789241563840_en
WHO
(2009) g.pdf
http://w3.unece.org/pxweb/database/STAT/40-TRTRANS/01-
UNEC
United Nations Economic Commission TRACCIDENTS/?lang=1
E
http://www.keepeek.com/Digital-Asset-
IRTAD Road Safety Annual Report
OECD Management/oecd/transport/irtad-road-safety-annual-report-
2009
2009_9789282102824-en
World Life Expectancy (consolidation
WLE http://www.worldlifeexpectancy.com/
Site)
USA Reference Data

National
Highway Traffic
http://www-fars.nhtsa.dot.gov/Main/index.aspx
Safety
Administration
State Health
Facts http://www.statehealthfacts.org/comparemaptable.jsp?ind=118&cat=2
Organization
United States
http://www.census.gov/compendia/statab/cats/transportation/motor_vehicle_accidents_and_fatalities.html
Census Bureau

Figure 4 Example WHO Country Profile
The WHO Global Status Report on Road Safety publishes Road Traffic Death Rates
(RTDR) for each country. Where data is incomplete, WHO assigns a calculated RTDR
based on modeling. The most recent data set is integrated into the assessment,
allowing display of Country Driving Risk automatically. The risk level thresholds are set
as follows:
Risk Level Insignificant Low Medium High Extreme

WHO RTDR <3 3 to <6 6 to < 12 12 to < 48 >48
Completing the Assessment
 The assessment does not consider the Schlumberger driving results.

 Assesses the complete country

– Urban is typically better than outside the cities
– The assessment must address the worst case conditions.
 Reference WHO
– Road Traffic Death Rate per 100,000 of population.
– Update/justify the numbers from other sources in comments section.
 Caution - review multi-year trends when available.

– Statistics can be misleading year on year. Driving behaviors take longer
periods to show real improvements
Fatality Risk (WHO)
This point in the assessment is considered a calibration point. It is based on the WHO
statistics which is the only consolidated and normalized set of reference data. The
scoring is to be input manually to allow for updates to data.
Scores should be input according to the following:

WHO RTDR <3 3 to <6 6 to < 12 12 to < 48 >48
Risk Value -1.5 -3.5 -7.5 -15.0 -22.5
(av.)
SLB Risk -2 ≥ & > -5 -5 ≥ & > -10 -10 ≥ & > -20 -20 ≥ & > -25
-1 ≥ & > -2
Range
When assessing the score for Road Traffic Death Rate, review other performance
indicator trends when available. The trend is an important indicator of how a country is
coping with road safety and if they are addressing it. It should also be noted that driver
behaviors do not change quickly. Behavior changes come over longer periods of time.
Beware that road traffic accident rates decrease during times of economic downturn,
so a longer term assessment of accident statistics should be undertaken.
Example 1 - Developing country where

infrastructure, driver training, laws and
enforcement are failing to keep road safety
under control.

Example 2 - Developed country where

infrastructure, driver training, laws and
enforcement are developed and mature. Long
term trend demonstrates processes in place to
address road safety.
Driving Qualification and Licensing

Standards
This section of the assessment is to establish if 3rd party drivers in the country of
operations have been trained and tested to a high level of safety and competency.
 High risk countries

– Untrained drivers on the road
– No consistent training and testing standards
– Training and testing is bypassed
– Driving licenses purchased
 Medium risk countries

– Test procedure and pass thresholds inconsistently applied
– Imbalance between practical and theory tests
– Practical tests less than 45 minutes
 Low risk countries

– Highest level of theory and practical testing performed
– Practical test is clearly defined and strictly administered
– Test administrators under government audit and review
3rd Party Driver Discipline and Law Enforcement
This section of the assessment is to establish driver behaviors related to risk taking
and the influence driving laws and their enforcement have over them. Driver behaviors
are heavily influenced by the quality of the country driving laws and consistency of
enforcement.
High risk countries typically:
 Have poorly defined driving laws

 Are unable to enforce or consistently enforce driving laws
 Do not have clearly defined consequences to breaking driving laws
 Demonstrate driver behaviors such as:
o Lack of respect for other road users
o Not complying with road traffic management systems
Medium risk countries typically:
 Have well defined driving laws

 Show evidence that drivers demonstrate a culture of risk taking
o Seat belts, cell phone use, substance abuse, not complying with road
traffic management systems

 Have an absence of key driving laws for

o Substance abuse
o Cell phones
o Urban speed limits
o Safety helmets
 Show a lack of proactive law enforcement
o Key laws are secondary: they are applied as consequence of accidents.
o There are restrictions for agencies conducting random vehicle stops
Low risk countries typically:
 Have well defined driving laws

 Have drivers who demonstrate a culture of compliance
 Proactively enforce driving laws through use of:
 Speed cameras / radars
 Cameras at junctions / traffic lights
 Vehicle tracking systems
 Access to vehicle license databases
 Access to driver license databases
 Proactively enforce driving laws
o Enable random testing for driving under influence of alcohol
o Primary laws enable prosecution for not using seat belts
o Primary laws enable prosecution for cell phone use while driving
Seat belt laws and compliance
Vehicle occupants in auto accidents are more likely to suffer serious injury or death
when not wearing seatbelts. The level of seatbelt use is therefore essential when
considering the risk rating of the country.
The WHO Global Status Report on Road Safety data sheets state the existence of
seat belt laws, estimated compliance levels and enforcement. However this reporting
is, in many cases subjective, does not always include all passengers or comes from
non-government sources. It is therefore important that GM HSE managers use their
own judgment and observations when scoring the risk for seatbelts.
High risk countries typically:
 Have seat belt wearing rate < 80% Front, <75% Rear
 Have no laws / nothing reported
Medium risk countries typically:

 Have seat belt wearing rate > 80% Front, >75% Rear
Low risk countries typically:
 Have seat belt wearing rate > 90% Front, >85% Rear
In some countries where there are high percentages of motorcycles, helmet laws and
compliance to those laws must be considered in this section.
Notes on completing the Assessment
Assign risk scores to the relevant sections of the assessment (Figure 5) following the
thresholds below:

Risk Value -1.5 -3.5 -7.5 -15.0 -22.5
(av.)
Risk Range -1 ≥ & > -2 -2 ≥ & > -5 -5 ≥ & > -10 -10 ≥ & > -20 -20 ≥ & > -25
Make notes. This is very important for future re-assessments and will help with the
identification of local risks, and assignment of controls and training later in the process.
Figure 5 Driving Risk Evaluation template
Once the Country Driving Risk Assessment is completed the CDRA shall be uploaded,
in PDF format, into QUEST under the relevant Country Driving and Journey
Management Procedures (C_JMP) as shown in figure 6.

Figure 6 QUEST - Country Driving Risk Assessment upload page.
The completed assessment is accessed via the C_JMP output page, from the
link as
illustrated in figure 7. The date which appears is the upload date and not the
assessment date. Note, the links do not appear until you have uploaded the
first assessment. See section 4.0. for writing C-JMP.
Figure 7 QUEST - Country Driving Risk Assessment as it appears in final C-JMP
1.2.2 STEP 2 – Categorizing Field and Non-Field Drivers
Independent statistics show the risk of death and serious injury from automotive
crashes inside urban areas is significantly reduced in comparison to driving outside
those areas. These results are more pronounced in countries which have well
developed road infrastructures, driver training and qualification, and driving laws that
are consistently enforced. Factors reducing risk in the urban environments:
• Higher levels and visibility of law enforcement

• Better road infrastructure and traffic controls
• Slower vehicle speeds
• Shorter journeys and higher density of traffic
• Immediate medical / life support services
Schlumberger categorizes these different environments as Non-Field (generally the

urban area road networks around its facilities) and Field (all other roads and off road)

See Definitions, Appendix A. The Schlumberger Driving and Journey Management

Standard defines different levels of control for driving and journey management based
on the designations of Field and Non-Field drivers and vehicles.
It is the country HSE Manager’s responsibility to ensure the Field and Non-Field
geographical areas are clearly defined and recorded in the Local Driving and Journey
Management Procedures, and that the designation of Field and Non-Field drivers and
vehicles are clearly communicated.
The Geozones defining Field and Non-Field areas must always be clearly defined and
published on maps. An example of a Non-Field Geozone, outside which journey
management procedures must be followed, is shown in figure 8. As a minimum the
Field and Non-Field geographical areas must reviewed and updated annually.
Figure 8 MAP - example of Non-Field Geozone
1.2.3 STEP 3 – Performing Operational Risk Assessment
A driving Hazard Analysis and Risk Control (HARC) process must be followed to refine
the controls which are to be implemented according to the Country Driving Risk Level
(CDRL) and to the driver and vehicle categories. This HARC shall be reviewed yearly
or more frequently based on changes in the operating environment.
The hazards identified by this process will identify controls which are addressed
though:
 Driving induction package

 Driving training plan and frequencies
o Standard training packages
o Specialized local training requirements
 Journey Management
o Trip plan (eJourney) local risk assessment
o Approval criteria
o Procedures and responsibilities
 Driving monitor specifications
 Vehicle specifications

The following driving related hazard categories shall be considered, at a minimum, in

the Driving HARC:
Legal and Regulatory Requirements

Note: It is important to identify where national and sub-national regulations are more stringent than Schlumberger
requirements.
Driving regulations: Examples:
In certain countries the regulations applied to certain driver Commercial vehicle driver regulations:
and /or vehicle groups, when not complied with, represents  Weight restrictions
a risk to the driver and Schlumberger.  Limitations for driving hours
 Limitations for entry into urban areas
 Limitations on carriage of hazardous
materials
 Convoy practice limitations
 Requirements for moving oversize loads
Driving licenses / permits Examples:

In certain countries there are regulations applied which  License to operate different vehicle types
require specific license and/or permits. When not complied and/or categories.
with, represents a risk to the driver and Schlumberger.  Permits to operate vehicles inside
predefined geographical boundaries.
 Permits to operate vehicles during
predefined time periods.
 Permits to carry specific loads, such as
hazardous materials.
Vehicle inspection requirements: Examples:

Lack of knowledge and / or non-compliance with legal  Transport Authority requirements
obligations represents a high risk to continuity of  Reporting and inspection frequencies
Schlumberger operations and /or Schlumberger driver being  3rd party technical inspections
prosecuted.  Documentation requirements
Vehicle insurance requirements: Examples:

Lack of knowledge and / or non-compliance with legal  Documentation requirements
obligations represents a high risk to continuity of  Liability cover
Schlumberger operations and /or Schlumberger driver being  Requirements for Schlumberger vehicles
prosecuted. used in private by employees and visa-
versa
Hazardous materials transport regulations: Examples:

Lack of knowledge and / or non-compliance with legal  Explosives
obligations represents a high risk to continuity of  Radioactive materials
Schlumberger operations and /or Schlumberger driver being  Chemicals
prosecuted.  Flammables
Consequences of non-compliance: Examples:

Internationally the consequences for breaking driving laws Consequences for breaking driving laws:
vary. Schlumberger moves employees internationally and  Speeding
has a duty to understand and inform visitors and transferees  Substance abuse
of the primary driving laws and the consequences of  Using cell phone while driving
noncompliance with national driving rules.  Driving accident
Driving license requirements - visitors Examples:

Schlumberger moves employees internationally and has a In the Light vehicle category,
duty to understand and inform visitors and transferees which  Acceptable overseas licenses,
national and international driving licenses are acceptable.  Period overseas licenses are permitted for
use,
 International license conditions of use,
 How requirements change during
residence and work visa application
process
Specific driving rules: Country and location specific regulations which new
Schlumberger moves employees internationally and has a comers will not be familiar with. Examples:
duty to inform visitors and transferees of key national driving  Right of way at junctions,
regulations which may represent a high safety risk if not  Four way junction rules,
understood and implemented.  Signs,
 National speed limits
 Driving on other side,
 Roundabout discipline

Operational Conditions
Vehicle types in use: Examples:
Assess the types of vehicles required to be used to conduct  Light vehicles
business.  Buses (Mini and Full size)
 Non articulated heavy vehicles
 Articulated heavy vehicles
 Tanker - fluids transport
Special vehicles: Examples:

Segment special vehicles:  WG specialized vehicles
 Coiled Tubing Units
 Armored vehicles
 Trailers
Hazardous materials transportation Examples:

 Explosives
 Radioactive materials
 Chemicals
 Flammables
Loads Examples:
 Normal loads
 Fluids
 Oversized loads
Convoy practice Examples:

 Requirements / frequency
 Segment specific requirements
 Convoy sizes
Trip ranges Examples:

Trip duration, in particular, long trips which exceed driving  Trip durations for normal operations
hours limitations must be addressed with procedures and  Remote operations
resources to facilitate compliant trip management.  Handling multi-day trips
 Supporting driver sleep requirements
Review road type / conditions: Examples:

The road conditions and types of roads must be assessed  Divided / undivided highways
in order to apply the appropriate training and vehicle  Paved / unpaved / off road
specifications:  Road quality / maintenance
 Elevation, steep grades
Assign the corresponding vehicle training for road types /
conditions according to field / non-field categories.
Where road types and conditions are not deemed to be

addressed by the standard training packages, augment
these and/or create additional training to address these local
conditions.
Assign minimum vehicle specifications relevant to the

conditions and according to field / non-field categories.
Communications Examples:
The coverage of cell phone communications impacts trip  Cell phone coverage in field
management tracking and emergency calls.  Security status
Influences:
Training requirements
Driver improvement monitor specifications
Additional communications systems (satellite phones, cell
phone boosters)
Security Examples:
The security situation has implications when setting driving  Exclusion zones
and journey management controls.  Communication requirements
 Driver monitor equipment and vehicle
tracking
 Journey management risk assessments

Climate / Weather
Review climate / seasonal Examples:
The impact of climate / seasonal changes on driving  Winter snow and ice
conditions must be assessed in order to apply the  Desert – dust
appropriate induction, training and vehicle specifications:  Coastal fog
 Wet season mud
Assign the corresponding driving conditions training  Wet season flooding
according to field / non-field categories.
Increase frequency of training according to risk level
Create additional training to address non-standard
conditions.
Shut-down criteria. Examples:

In locations where severe weather is unseasonal, criteria  Winter snow and ice
shall be set at which point driving operations must be  Desert – dust storms
suspended. Examples: sand storms, snow storms in  Fog – visibility
Southern Europe.  Temperature
Hours of Darkness Driving

Limitations Examples:
 Application to field and non-field
 Application to specific vehicle loads
 Regular crew change requirements
Defines rule set, risk levels for eJourney. Examples:

 Set criteria and approval levels
 Journey management risk assessment
questions
Exclusions Examples:
 Movements under the jurisdiction of
authorities which Schlumberger has no or
limited control; Police and Army escorts.
Customer Requirements
Customer rules and regulations on their sites Examples:
 Vehicle specifications
 Journey management rules
 Speed limits
 Reporting requirements
Table 1 Hazard categories for operational driving risk assessment

Section 2.0 Implementation of

Fundamental Controls
Implementation of
Fundamental Controls

This section describes the details of the fundamental controls and how they are applied
across the different risk levels.
2.1 Seatbelts
All Schlumberger Vehicles will be fitted with 3-point seat belts for forward seating and
4-point seat belts for lateral seating. Seats with lap belts (2-point) are not to be used
with the exception of Specialist Vehicles such as utility vehicles, forklifts, mobile yard
cranes and “golf cart” type vehicles which must possess 2-point seatbelts as a
minimum. In addition 2-point seatbelts can be used on buses under specific conditions.
See section 2.1.1.
When purchasing or leasing new Schlumberger Vehicles, preference shall be given to

those with 3 or 4-point seat belts already installed by the vehicle manufacturer. If not
already installed, steps shall be taken to install such seat belts ensuring the installation
is reviewed and certified by a qualified person or organization.
For Specialist Vehicles, consideration for not using seatbelts may be given where it is
assessed and documented that the use of seatbelts, due to vehicle design and/or
service application, might compromise the safety of the operator, or where alternative
mitigation measures are in place.
2.1.1 Seat Belts – Buses
In the case of call-out bus services an exception may be made for the use of 2-point
lap belts in buses that are determined to have adequate “compartmentalization” (the
close spacing of high padded seats). The driver shall have a 3-point seat belt in place
- any other seating positions that are not “compartmentalized” and fitted with lap belts
must not be occupied. Lateral seating without 4-point seat belts must not be occupied
– there is no exception.
2.1.2 Sleeper Berth Restraint Systems
Sleeper berth usage, while in motion, is discouraged and must be managed per the
controls below. Every effort must be made to minimize the trip distance by considering
early dispatch and/or finding accommodation closer to the point of departure/arrival to
minimize use.
The permissibility of sleeper berth usage shall be established via the Country Driving
Risk Level and local risk assessments and must be approved at area level.
Sleeper Berth Use CDRL <=MEDIUM CDRL >=HIGH

Sleeper berth use while Permitted subject to
Not permitted
vehicle in motion: conditions outlined below:
Table 2 Permissibility of sleeper birth use according to country driving risk level.
In addition, sleeper berths shall only be used while in motion in order to satisfy driving
and work-related quality rest requirements, subject to all the following conditions being
met:
 Only in vehicles with a sleeper berth as an integral part of the design.
 Only in countries with sleeper berth legislation controlling its use. That
legislation shall be complied with.
 Only with an engineered 4-point restraint system implemented in the sleeper
berth.

 With appropriate controls documented in the Local Driving and Journey

Management Procedures:
o Specific risk assessment addressing the use of sleeper berth (HARC).
o No use of sleeper berth other than on paved or high grade roads.
o Location has a valid fatigue management plan.
o All crew members have a valid QUEST Fatigue Management level 2.
o Route has a current Road Hazard Assessment (RHA).
2.1.3 Seat Belts – Children
Where Schlumberger authorizes children to be carried in Schlumberger vehicles (refer

to section 3.2) the following applies:
Any child too small to properly utilize three point seatbelts must be restrained in a
regulatory approved child seat in the rear of a Schlumberger Vehicle. The criteria for
proper fitment will be based on and in compliance with the vehicle manufacturer and
regulatory requirement.
Children are further restricted from being a passenger in the front seat of a vehicle
fitted with air bags in keeping with the manufacturer’s criteria for air bag safety.
In the absence of national or sub-national regulatory requirements the following

minimum regulations must be followed:
http://www.childcarseats.org.uk/law/index.htm
2.1.4 Seat Belts – Personal Vehicles
Personal vehicles used on company business must be equipped with seat belts for all
occupants and they should comply with the specifications defined in this B.O.O.K.
2.1.5 Responsibilities
All Schlumberger Vehicle Passengers and Schlumberger Drivers shall:

 Ensure all occupants in their vehicle are wearing seatbelts. Drivers shall not
depart until all occupants are seated with seatbelts fastened.
All Schlumberger (parents) employees shall:
 Ensure they provide child car seats meeting the requirements of section 2.1.3,
and ensure they are used when children are carried in Schlumberger vehicles.

2.2 Telephones and other Network Enabled Devices
The operation of a mobile/cellular/satellite telephone or other network or data enabled

mobile device (example: smartphone, text messaging device, GPS satellite navigation
system, tablet computer) while driving, with or without hands-free functionality, is
forbidden. These devices can be left on during a trip to alert the driver of any incoming
calls or messages. If it is necessary to respond, the driver is to select a safe exit point
from the main traveled portion of the roadway and bring the vehicle to a complete and
safe stop before doing so. This requirement also applies to radios used for
communication with base stations.
The exception to this is for the use of two-way radios as part of convoy management.
Radio use shall be kept to the minimum necessary to communicate and control the
hazards and risks of the journey being undertaken.
The operation of satellite navigation devices while driving is forbidden. These devices
can be left on during the trip to guide the driver. If deemed necessary to program or
modify setting to the device, the driver is to select a safe exit point from the main
traveled portion of the roadway and bring the vehicle to a complete and safe stop
before doing so.

 Ensure the vehicle driver does not use a mobile/cellular telephone or other
network or data enabled mobile device while driving. Furthermore a designated
passenger must handle any incoming or outgoing calls if required when the
vehicle is in motion.

2.3 Driver Fitness
A process shall be in place, as part of the journey planning process and pre-trip
briefings, to check the driver is fit to drive and is rested.
Appendix C reviews the principle criteria used by company designated health

professionals and doctors to determine fitness to drive a vehicle. Any medical
conditions not included here usually require a specialized medical assessment.
Minimum fitness to drive requirements may vary from one country to another.
2.3.1 Medical Fitness
All Schlumberger Drivers must be medically assessed prior to operating a

Schlumberger Vehicle with a minimum follow-up every three years (unless age,
medical condition or regulation dictate otherwise) to ensure that they have the
functional capacity to operate a vehicle safely. Included in the assessment shall be a
check for visual acuity, color blindness and potential sleep disorders (e.g. sleep
apnoea).
Functional capacity to drive implies that drivers have good perception, good judgment,
quick responsiveness, and reasonable physical capability in order to prevent accidents
and deaths.
Functional capacity to drive is not permanent and unchanging—it quickly becomes

adversely affected by poor health or a medical condition.
An assessment of fitness to drive should also consider any medications taken by a

driver that may cause side effects.
Drivers shall notify management of any change in their medical or physical fitness for
duty. This includes notification of the use of any medication, prescribed or otherwise,
that may affect their ability to drive safely.
2.3.2 Eyesight
All Schlumberger Drivers must receive a vision check per the Global Driver
Assessment (GDA) assessor’s guide, at the same frequency as and normally as part
of the Commentary Drive. Any variation from expected results requires a follow up
check by qualified optometrist or equivalent during which time driving privileges are to
be suspended.
Employees and contractors with vision in only one eye shall be restricted from driving
unless otherwise directed by local regulatory authority.
2.3.3 Fatigue Management
Drivers must not operate vehicles unless appropriately rested and alert. In particular:
 Drivers shall have the right to refuse to drive when they feel that they are not
fully rested or alert;
 Drivers shall pull over at a safe location when they feel sleepy and rest until
safe to drive;

 Drivers shall receive and maintain current the Schlumberger Fatigue

Management level 1 training;
Driving Hours & 16 Hours Rule
Employees shall not drive after they have been awake for more than 16 hours in the
previous 24-hour period.
On longer trips or in a situation where there is a potential for this limit to be reached,
the trip shall be planned so that the driver will have a period of quality rest before
driving again. The trip plan may need to include extra drivers or pre-arranged hotel
accommodation.
Note
The following limitations and recommendations are for driving activities only and do
not pertain to other work activities.
Limitations for Driving Practice

Maximum driving time between breaks and Minimum 15 minute break for every two (2)
minimum break time: hours of driving time or more frequently and of
greater duration as required, e.g. during
periods of low levels of alertness.
Minimum quality rest time within a rolling 24 hour Eight (8) hours of quality rest.
period: May be broken into a maximum of two (2) rest
periods. The shortest rest period must be 2
hours or more.
Maximum hours awake within a rolling 24-hour 16 hours (i.e. employee cannot drive after 16
period to be permitted to drive: hours awake. This shall include driving,
loading, unloading, waiting, non-quality rest
breaks, any other work, and including air
travel).
Maximum driving hours within a 24-hour period: Ten (10) hours total excluding commuting time;
eleven (11) hours including any commuting
time.
Recommended Limitations for Driving Practice

Maximum duty hours in a rolling 7 day and 14 day 120 hours in a 14 day period, subject to a
period: maximum of 80 hours in 7 days, and an
average of 60 hours per week over an
extended period.
Off duty period in a rolling 7-day period: Minimum of a continuous 24 hour break prior to
driving again.
Table 3 Limitations for driving – 16 hours rule
Local Driving and Journey Management procedures must specify the legal
requirements/restrictions for duty and driving hours. The location must ensure specific
training for local regulatory compliance is provided where they differ from the minimum
rules defined by Schlumberger in this Standard.
2.3.4 Substance Abuse
Driving a vehicle while under the influence of alcohol or any drugs or narcotics, is
strictly prohibited and subject to disciplinary action including termination of
employment.
Line managers shall:

• Ensure job planning and work schedules are designed to comply with the 16
hours rule or local hours of service regulations.
Schlumberger Drivers shall:

• Ensure they are fit to drive and they stop driving and notify management when
this condition is not achieved.

2.4 Driver Training and Qualification
All Schlumberger Drivers shall be trained and assessed as competent before they are
approved to operate the vehicle types required to perform their duties and in the driving
environments where they work.
Customers driving vehicles provided by Schlumberger as part of a service or contract

agreement shall be encouraged to participate in all aspects of the Schlumberger driver
training program.
Local Driving and Journey Management Procedures will document the specific driving
training and skill assessments required for each operation. These will be consistent,
as a minimum, with the schedules detailed in this B.O.O.K..
2.4.1 Driver Trainer Levels and Certification requirements
Driver Trainers and Assessors must be trained and maintained as current in keeping
with the Driver Trainer Levels and Certification document, Appendix D
2.4.2 Schlumberger Driver Training Requirements
The Schlumberger driver training requirements for employees, drivers and contractor
drivers are summarized in in Appendix D. Complete details of driver training is
available from the Schlumberger QHSE Training and Certification Catalog.
The Schlumberger DriveSMARRT program is the only driver training program

approved for driver training. Initial (first time) Schlumberger Driver training (DT2.2)
shall be performed in a classroom by a qualified Schlumberger driver trainer.
Subsequent re-certification training shall be according to the following risk table:
DT 2.2 Re-certification CDRL <=MEDIUM CDRL >=HIGH

Field Drivers DT 2.2 Refresher CD
DT 2.2 Classroom mandatory
- Light Vehicle permissible
Field Drivers DT 2.2 Refresher CD
- Heavy Vehicle / Bus permissible
Non-Field drivers DT 2.2 Refresher CD DT 2.2 Refresher CD
– Light Vehicle permissible permissible
Non-Field drivers DT 2.2 Refresher CD
– Heavy Vehicle / Bus permissible
Table 4 Recertification of driver training (DT 2.2) according to CDRL
The permissibility to use the DriveSMARRT refresher training CD is to be assessed on

a case by case basis and depends on the driver’s competency in English and ability to
use a computer.
In cases where Schlumberger Driver (DT 2.2) certification has lapsed for more than 1
year recertification shall be performed in a classroom by a qualified Schlumberger
driver trainer.

The basic Schlumberger Driver Training may not address all risks and legal
requirements in certain countries. Figure 9 below is a guideline for additional content
to be included in Schlumberger driver training.
Figure 9 Guide for basic Schlumberger driver training content.
2.4.3 Commentary Drive Frequency Requirements
The Country Driving Risk Level combined with driver category (Field or Non-Field) is
used when setting the frequency of commentary drive recertification per the decision
tree figure 10 below:

Figure 10 Commentary Drive decision tree
Commentary drive recertification frequencies stated in Figure 9 represent minimum

requirements. Frequencies should be increased in those cases where drivers perform
higher risk activities, driver profile represents a higher risk or driver performance is
below expectations. Examples from these categories could be:
 Non-Field Bus driver in a medium risk country.

 Driver with low seniority and/or driving experience.
All employees are expected to accept and perform informal Commentary Drives more
frequently than required with colleagues, direct supervisors, management, and HSE
function, and capture the results in a Driving Observation / Intervention report.

2.4.4 Reassignments and Schlumberger Visitors
Local Driving and Journey Management Procedures must specify a process to address
new arrivals and Schlumberger visitors. This process shall be adhered to before the
employee is allowed to drive a Schlumberger Vehicle and as a minimum shall include;
 Regulatory compliance requirements, including acceptable overseas licenses

and validity period,
 An orientation briefing detailing local driving risks,
 Verification of the employee’s current Schlumberger driving training
compliance,
 Establish additional training and skill assessment requirements for different
driving conditions (e.g. winter, desert, mountain, etc.).
 When appropriate, a familiarization period during which time employee may not
drive, or a mentoring period during which time the employee cannot drive
without an assigned mentor.
 Commentary Drive requirements and schedule.
The Local Driving and Journey Management Procedures must also address the
particular case of employees transferred into or from a country which is assessed
>=high risk. Additionally they must address those employees where they will be driving
on the opposite side of the road from the one they are familiar with.
For visitors, the use of Schlumberger approved contractor transportation (taxi, public
transport, etc.) in place of driving themselves is strongly encouraged. If the visitor must
drive, he/she must, at a minimum, be compliant with the 16 hours rule and the Local
Driving and Journey Management Procedures.
Line managers shall:

• Ensure that adequate resources are put in place to provide appropriate driver
training for the local conditions compliant with the Local Driving and Journey
Management Procedures.

• Apply the training that has been given but also the content of this document
and/ or any applicable legal or regulatory requirement.
All Schlumberger Drivers shall:

• Drive only those vehicle types they have been trained and are qualified to
operate.
• Maintain validity, at all times, of their driver qualifications and related permits,
commentary drive, driver training, client permits in keeping with assigned duties
and to notify management immediately when any of these lapse.
• Maintain a valid driver’s license recognized in the country in which they intend
to drive and for the specific vehicle type they will be driving.
HSE Function shall:

• Ensure appropriate quality of training is provided to employees and contractors.
Where driver training and assessment is conducted by segments and
contractors, HSE will monitor quality control and correct as appropriate.
• Advise line managers of training resource requirements or surplus which are
sufficient for the numbers of drivers and relevant for the risk environment.

• Update training material to reflect the changes in Driving and Journey

Management processes and practices.

2.5 Journey Management
2.5.1 Journey (Trip) Management
Each Schlumberger location shall establish Geozone areas as part of the Field and
Non-Field assignment process. The Non-Field Geozones are normally the urban area
in the vicinity of the company facilities that do not require individual Journey (Trip)
Plans.
These Geozones are specified by conducting a risk assessment of the road

infrastructure and driving environment to define the point beyond which driving risk
increases and journey monitoring is required. In some countries the security status and
identification of high risk security zones will influence the demarcation of Geozones.
These Geozones will normally meet the following specifications:
• Include the area in which Schlumberger employees commute to or

between facilities and drive to visit customers within the same town or
city.
• Have emergency services and medical support normally available
within 30 minutes of any accident.
• Have a high quality, well maintained road infrastructure.
• Have a higher level of law enforcement and controlled roads.
• Have 100% cell phone communications coverage.
Note that the requirements for individual Journey (trip) Plans may be time dependent
and different rules may apply during different times of the day i.e. in hours of darkness.
All Geozones, outside which individual Journey Plans are required, must be
documented in the Local Driving and Journey Management Procedures.
There are two levels of trip management implementation which are conditional on the
Country Driving Risk Level.
 Basic – verbal departure / arrival call with direct manager or his designate.
 Enhanced – implementation of eJourney procedure with formal approvals.
The conditions under which these are applied are summarized in Table 5.

Table 5 Trip management implementation according to CDR
In Medium and Low Risk Countries the implementation of the basic trip management
process is permitted in Field Geozones. This shall be established geographically and
applies to all Schlumberger operations working in the same geographical area.
The definition of and the criteria used in setting the basic trip management area must
be documented in the local Driving and Journey Management Procedures. For
guidance the following criteria may be used:
 Trips less than 2 hours duration between the hours of 4am and 11pm.
 Trips using low risk roads such Highways / Motorways with central meridians
which are closely controlled and monitored by the emergency and enforcement
services.
The decision tree in Figure 11 demonstrates when the basic trip management may be
implemented according to recommended risk criteria using the trip time restriction of 2
hours and periods of highest alertness.

Figure 11 Journey (Trip) Management decision tree (Basic/Enhanced)
Additionally, Local Driving and Journey Management Procedures must specify any
other circumstances when an Enhanced Journey Plan (eJourney) is not required. An
example would be:
- Driving the short distances between a work location (wellsite) and a rig camp if
the distance is X km or less (where X is defined via local HARC and RHA).
Under these circumstances it is the responsibility of the Senior Schlumberger
Supervisor on location to establish a Site Journey Management Procedure
conforming to Schlumberger Policy and this Standard. This local procedure will
ensure that a Road Hazard Assessment is made; vehicle checks, driver fatigue
and confirmation of departure and safe arrival are closely monitored.
Once it is defined that individual Journey (Trip) Plans are required the following control
procedures must be followed:
Management Review of Trip Necessity
Managers at every level shall question the need for all journeys, always searching for
a way to eliminate the journey or find an alternative means of achieving the trip
objective. Rail, ferry or air travel shall be considered whenever a hazard assessment
shows that the risk is lower than driving. Where driving is unavoidable, alternatives
such as combining trips and using approved transportation contractors, especially for
"hotshot" trips (unplanned/non-routine transportation of Schlumberger equipment or
personnel), shall always be explored.

Driving During Hours of Darkness / Low Visibility Conditions
The risk of driving during the hours of darkness can vary greatly depending on local
environment and time of year. Wherever night driving occurs, locations must assess
night driving risks based on their local conditions and include control measures in their
Local Driving and Journey Management Procedures.
These conditions must be addressed through the addition of local questions in the
eJourney risk assessment and result in appropriate escalation in authorization
requirements.
The frequency of low visibility/night driving should be reviewed as a routine part of any
Customer Service Quality reviews, and serious attempts made to work with the
customer to avoid it.
Assignment of Equipment and Personnel
Appropriate equipment and qualified personnel shall be assigned for the journey. The
selection is not only a function of technical specifications for the requested service, but
shall also take into account any special considerations for the journey (terrain, weather,
etc.).
Trip Planning and Execution
Once it is determined that a trip is necessary, the manager shall ensure that Basic or
Enhanced Journey (Trip) Plan, as prescribed in the Local Driving and Journey
Management Procedures is implemented. As a minimum:
Basic Trip Management
The drivers supervisor or designate will be the journey manager and approve the trip.
The driver and journey manager will together:
 agree the route to be driven;

 identify in advance the potential driving hazards, especially dangerous
intersections, taking into consideration the terrain, weather, known dangerous
routes, speed limits, holidays (especially those which involve fasting and/or
alcohol), etc.;
 assign appropriate vehicles to the journey taking into account the hazards
identified;
 confirm the drivers are qualified for the type of vehicles to be used and
conditions that may be encountered;
 confirm the drivers are physically and mentally fit, giving particular attention to
past hours worked, past amounts of sleep, time of the day, position in the
natural alertness cycle, food intake, etc.;
 agree scheduled rest stops if required
 agree an estimate of the total trip duration and expected arrival time at the
destination;
 agree communications protocol;
 confirm vehicles are inspected before the journey begins;
Enhanced Trip Management

A Journey Manager is appointed and the journey is approved;

 eJourney will be used for documenting journey plans, risk assessment of

journeys and recording approvals;
 The route is clearly defined and mapped;
 Potential driving hazards, especially dangerous intersections, are identified in
advance, taking into consideration the terrain, weather, known dangerous
routes, speed limits, holidays (especially those which involve fasting and/or
alcohol), etc.;
 Appropriate vehicles are assigned to the journey taking into account the
hazards identified;
 Only qualified drivers are assigned who have current certification for the type
of vehicles to be used and conditions that may be encountered;
 Drivers are physically and mentally fit, giving particular attention to past hours
worked, past amounts of sleep, time of the day, position in the natural alertness
cycle, food intake, etc.;
 Rest stops are scheduled;
 An estimate of the total trip duration and expected arrival time at the destination
shall be made.
 Appropriate means of communications between driver, Journey Management
Centre and Journey Manager are identified according to the communications
coverage en route.
 A formal pre-trip briefing is held involving everyone involved in the journey, their
supervisor and the dispatcher when appropriate. This pre-trip briefing should
be documented and assess the risks of the trip:
– Drivers and passengers are fully briefed on the journey: route, hazards,
planned stops, etc.;
– Drivers are fully briefed on the expectation that they will not participate in
any activities that constitute a distraction while driving, and, if such an
activity is required, they stop the vehicle to complete the activity;
– Vehicles are inspected before the journey begins using an appropriate
checklist based on regulatory, manufacturer and industry criteria, and are
to be placed out of service if they do not pass this inspection;
– Appropriate means of communication between driver, Journey
Management Centre and Journey Manager are available and a
communication protocol agreed; (Note: this includes provision for out of
area mobile phones or satellite phones with sufficient credit to make calls).
 The Journey Management Center (JMC) which is responsible for monitoring
the trip is clearly identified and included in the plan.
 The table in Appendix F details the division of roles and responsibilities of the
journey management process between the operations (segments/functions)
and the Journey Management Centre.
2.5.2 Convoying
Whenever more than one Schlumberger Vehicle is traveling to the same destination at
the same time, they shall travel in convoy. Consideration must be given to the overall
size of a convoy; it may be desirable to split a convoy into two or three smaller convoys
to minimize their impact on other road users. Managers shall ensure that location
employees understand the convoy practices below and ensure these practices, as a
minimum, are implemented. Additional practices may be identified through the local
risk assessment process.

Convoy Practices
 Supervisors shall ensure that:
 All convoys have a designated convoy leader;
 All vehicles have designated places in the convoy;
 All drivers follow the 16 Hours Rule, at a minimum;
 Adequate drivers are provided for the trip taking into account the estimated driving,
working and return driving time;
 The speed of the convoy is defined before the start of the trip and is normally
controlled by the first vehicle based on the correct speed for the slowest vehicle in
the convoy. The speed shall be adjusted to match vehicle type, driver experience,
road and weather conditions, traffic conditions, etc. At no time should the convoy
lose vehicles or cause any vehicle to drive faster than prudent;
 When the convoy is made up of light and heavy vehicles it is recommended that a
heavy vehicle should be the lead vehicle. (Segment Standards should address this
based on operational requirements);
 For all convoys, there must be vehicle or convoy-to-base communication in place.

Further, for multi-vehicle convoys, there must be 2-way vehicle-to-vehicle radio
communication in place, unless prohibited by regulation. Where use of 2-way
radios is restricted, impracticable or illegal, cell phones may be used for both
vehicle/convoy to base and inter-vehicle; however the requirements of section 2.2
Telephones and other Network Enabled Devices must be adhered to;
 Any en route changes in the journey plan are to be communicated promptly to the
journey manager or dispatcher;
The Convoy Leader shall ensure that:

 No convoy vehicle passes another vehicle in the convoy;
 The correct distance to follow a vehicle is reviewed by all drivers. This minimum
distance is 1 second for every 10 feet (3 m) of vehicle length plus 2 seconds for
think/act time at any given time under ideal conditions. However a following
distance of 10 seconds is preferred as a minimum wherever possible to reduce the
impact of the convoy on general traffic flow. Vehicles should never lose sight of
each other than for very short periods of time;
 Rest stops are planned and conducted every two hours minimum. Time between
rest stops should be reduced if any segment of the trip involves travel during
darkness or other times of restricted visibility;
 The possibility of the convoy becoming separated when driving in towns or traffic
is reviewed during the pre-trip planning, and safe stopping points are defined where
the leader can wait for trailing vehicles to catch up. The planned rest stops can be
used for this purpose;

 At all times, visual contact is maintained with the vehicle behind other than for very
short periods of time. If contact is lost, speed shall be reduced by the leading
vehicle to allow the following vehicle to catch up; following vehicles must not
increase speed in order to catch up. If one vehicle stops, then depending on the
risk and situation, the whole convoy should preferably stop. When making turns,
each vehicle shall have visual contact with the vehicle behind before proceeding
to ensure the trailing vehicle knows where the turn is located;
 Two or more convoys shall not join together during the trip, nor shall a convoy split
up during a trip. If either of these two scenarios becomes necessary, a new convoy-
planning meeting shall immediately take place, at the nearest and safest place, to
address the new convoy requirements. The change(s) in the journey plan must be
communicated to the journey manager for notification and approval prior to
proceeding.
Line Managers shall ensure:

 Adequate resources are put in place to provide appropriate journey management
for the local conditions compliant with the Local Driving and Journey Management
Procedures.
 All driving and journey management related requirements are clearly
communicated to employees, customers, visitors and contractors in accordance
with the Local Driving and Journey Management Procedures and that these are
complied with.
 All employees are trained in driving and journey management procedures
appropriate to their risk environment.
 The service of a Journey Management Center is provided and the interaction with
it is agreed and documented.
Schlumberger Drivers shall ensure:

 The assigned vehicle is operationally safe prior to all journeys and report any
inadequacies in an appropriate and timely manner.
 They actively participate in pre-trip briefings, convoy meetings and comply with pre-
trip plans and all other requirements detailed in journey plans.
HSE Function shall ensure:

 Journey Management Centers are in place, appropriate resources are assigned,
and rules of engagement with the segments and operational sites are clearly
defined and documented.
 The implementation of Journey Management Centers are optimized between
segments and functions.
 For all countries and relevant locations, that Driving and Journey Management
Procedures are developed which are consistent with this Standard and the
Segments specific driving related requirements which they may publish from time
to time, and address the specific risks of the local environment.
 Driving and Journey Management Procedures remain compliant with current
regulatory and customer requirements.
 The Local Driving and Journey Management Procedures establish clear
requirements for contractors and visitors in all Schlumberger facilities and
customer sites, and that these are complied with.

2.6 Driver Improvement Monitoring
The minimum specifications for equipping Schlumberger vehicles with driver

improvement monitors (DIM), where legally permissible, shall follow the requirements
set out in Table 5. DIM specification is dependent upon the country driving risk rating
and vehicle designation. Higher specification monitors must be implemented when a
risk assessment (HARC) indicates additional control measures are required or when
driving performance deteriorates below that of similar driving environments.
DIMs must meet the specifications of OGP and SLB. All monitors will be installed and
be working properly, with alarms and values set, at a minimum, to levels specified in
appendix G. Variances to these settings may be made based on, and supported by, a
risk assessment which substantiates alternative settings are required and have Area
HSE approval;
DIM selection must be approved by the Area HSE Manager to ensure that:
 Driving data is compatible with Journey Management Centers.

 DIMs are appropriate for the driving risks in the area of operations.
 DIMs are not over specified for the driving risks in the area of operations.
 DIMs are compliant with any applicable legal and/ or regulatory requirements.
Definitions:
Vehicle Category Definition
Vehicles provided by Schlumberger for work related activity.

SLB Provided Vehicle
Includes dedicated Land Transport Contractor vehicles
Privately owned Light Vehicles, licensed and insured by individual
Private LV (Mnth Allowance) employees for which they receive a monthly allowance or claim
compensation for business related trips.
Rental LV (Short Term Light vehicles to enable work related (business trips). Short term
Business Trip) means <1 month.
Table 6 Specification of Driver improvement monitors by vehicle category according to CDRL

Refer to Appendix G for driver improvement monitor:

 Approval Criteria and Settings
 Monitor specifications, basic and enhanced
 Approved vendors.
Higher specification units and features must be installed where the local driving risk
assessment (HARC) identifies the need for additional features. Other factors which
must be considered in the selection of driving monitors:
 Journey distances / durations / isolation

 Communication coverage
 Security status and requirements
 Legal compliance (Driver Hours)
 Legal restrictions on data (Data Privacy)
 Logistics requirements and specific HazMat movement controls
 Standardization with other segments, locations, countries
The Local Driving and Journey Management Procedures must describe which DIMs
specifications are implemented.
Management shall encourage the installation of monitors and provide them at no cost
to employees who elect to install them in cases where it is not mandatory.
DIMs are not required for:
 Contracted vehicles where the duration of the contracted service is less than 3
months. In these instances a portable monitor is strongly recommended and is
mandatory when HAZMAT loads are being carried;
 Tracked or flotation tire equipped vehicles (e.g. bulldozers, Nodwells, Marsh

Masters, snowmobiles, buggies, seismic vibrators, etc.);
 Vehicles leased or rented for a customer or customer organization as part of a

service or contract agreement. In these instances, management shall strongly
encourage the installation of monitors and participation in the local monitor
review program.

 Appropriate resources are made available to implement and maintain in
working order driving monitors relevant to the risk level of the country and/or
environment.

Schlumberger Drivers shall:

 Ensure a functional driver improvement monitor is present in Schlumberger
vehicles or contractor vehicles where required and report any problems prior to
vehicle operation.
 Perform regular downloads of data from their driving improvement monitor, or
confirm this is done, and review that data with their supervisor where legally
permissible.

 That implementation of driver improvement monitors are standardized between
segments and functions and across geographical areas to support monitoring
by Journey Management Centers.
 The functionality and settings of driver improvement monitors is verified. That
data is analyzed and results are communicated to help managers identify
improvement opportunities. Additionally to recommend actions to minimize the
driving risk.

2.7 Vehicle Specification and Safety Equipment
All Schlumberger Vehicles will be fit-for-purpose based on an assessment of usage,

be maintained in safe working order in line with manufacturers’ specifications and legal
requirements, and include appropriate safety features. A list of vehicle specifications
and safety equipment is found in Appendix H: Vehicle Features and Safety Equipment.
It is expected that the equipment described in these specifications will be installed and
securely fixed, where appropriate, on all Schlumberger Vehicles wherever available
and legally permissible. It is noted that some features are emerging technology and
may not be available for all vehicles in all regions.
Other than to allow for the installation of approved Rollover Damage Minimization
Devices (RDMD) where appropriate and legally permissible, all vehicles are to be
maintained in their original configuration as supplied from the manufacturer, vendor,
or engineering. If modifications are found to be necessary to meet expectations of
performance and service delivery, the Management of Change process as found in
SLB-QHSE-S010 must be followed.
The use of any technology to circumvent traffic regulations (e.g. radar detectors or
jammers) is prohibited.
It is expected that vehicles will have the steering wheel on the appropriate side of the
vehicle for the country being operated in.
Unless otherwise specified, criteria detail reference is to be made to US DOT CFR

regulations as a minimum:
http://www.fmcsa.dot.gov/rules-
regulations/administration/fmcsr/FmcsrGuideDetails.aspx?menukey=571.
Care must be taken to review local regulations for more exacting requirements.
2.7.1 Cruise Control
Local Driving and Journey Management Procedures shall specify which vehicles may
use cruise control. The permissibility of cruise control is established via the Country
Driving Risk Level and local risk assessments and must be approved at area level.
Cruise Control CDRL <=MEDIUM CDRL >=HIGH

Cruise Control permissible Field and Non-Field Light No Schlumberger Vehicles
Vehicles permitted to use cruise
control.
Cruise Control not permitted Field and Non-Field Heavy No Schlumberger Vehicles
& disconnected Vehicles, LV with trailers, permitted to use cruise
Buses, other vehicles control.
Table 7 Permissibility of cruise control according to CDRL
In the absence of this approval the use of cruise control systems is prohibited in all
Schlumberger Vehicles and, wherever possible, these systems should be disabled.
Where the use of cruise control is permitted, cruise control shall only be engaged under
the following conditions:

 Clear visibility
 Straight roads
 Dry, good quality paved roads
 Uncongested / light traffic
 Flat terrain
2.7.2 Window Tinting
The tinting must be in keeping with local law and the luminous transmittance is to not
be less than 70% of light at normal incidence. The front windshield must remain clear
other than for a 51mm band at the top of the windshield; this band may not have a
luminous transmittance of less than 70% of light at normal incidence.
2.7.3 Rollover Damage Minimization Devices
All Light Vehicles and Buses used regularly for field activities of any type (i.e. traveling
to and from wellsites, hauling equipment or passengers to field locations outside of city
limits, etc.) and anywhere else where there is a risk of rollovers due to terrain or vehicle
type, must have a Rollover Damage Minimization Device (RDMD) or safety features
(unless specifically prohibited by local government regulations). This does not apply to
sedan type cars except where terrain and/or vehicle type provide substantial exposure
to a potential rollover; RDMD for non-field transport of personnel, equipment and
product will be implemented based on the determination of a HARC.
All heavy vehicles, used regularly for field activities such as traveling to and from
wellsites, hauling equipment to field locations outside city limits, or any other
application where there is a risk of rollover due to the terrain or vehicle type must have
a Rollover Damaged Minimization Device or safety features (unless specifically
prohibited by local government regulations). The RDMD can either be part of the
vehicle cab structure as provided by the manufacturer or an engineered add-on system.
Such a system is not required when the deck equipment provides rollover protection
to the occupant(s)
Appendix J describes the requirements of the rollover protection to vehicle occupants.
Where vehicles with similar required attributes are available for selection, preference
will be given to those with the best stability rating or recognized calculation of stability.
The leasing, contracting and purchase of high center of gravity vehicles (SUVs, 4x4s)
must be minimized to cases of absolute need as determined and approved by the Area
HSE Manager.
Procurement & Sourcing Function shall ensure:

 Vehicles and associated safety equipment, maintenance and consumables
meet the requirements of the Driving and Journey Management Standard and
Local Driving and Journey Management Procedures.

Section 3.0 Supplementary

Driving Controls
Supplementary Driving Controls

3.1 Driver Selection and Review
Local Driving and Journey Management Procedures will define the process for driver
selection and review. Managers, with support from the personnel function, shall
implement these local procedures which must be legally permissible.
3.1.1 Initial Driver Selection

Based on the Country Driving Risk Level, the following screening and selection criteria
shall be implemented when hiring new employees and making job placements of
existing employees who will drive as an essential part of their duties.
Driver Selection CDRL <=MEDIUM Risk CDRL >=HIGH Risk

Requirements for A screening procedure, to check the Screening per
recruiting drivers driving record of potential new CDRL<=Medium.
and employees employees. Issues to be considered Plus:
who will drive as an in this assessment shall include: • Mandatory driving competency
essential part of • Medical and vision fitness. test (based on Schlumberger
their duties. • Drug and alcohol violations. skill assessments and
• Conviction for leaving the scene of commentary drive). Set criteria
a crash. for lowest risk drivers.
• Suspended driver’s license. • Minimum driving experience.
• Repeated citations or crashes. • Additional permissible criteria
which lowers risk.
Table 8 Minimum driver selection criteria according to CDRL
In high risk countries the driving test must follow the existing Schlumberger skill
assessment and commentary drive procedure. The objective, to assure that
prospective drivers demonstrate:
• Competent skills in operating a vehicle

• An ability to identify and adjust for risks while driving
• A good attitude to safe driving
3.1.2 Periodic Driver Performance Review
Local Driving and Journey Management Procedures shall document the process which
is implemented for periodic driver review. This process will be designed to identify high
risk drivers and will address at minimum:
• Driver review frequency.

• Driving Monitor review (maximum period 1 month).
• Journey Management (eJourney) conformance review.
• Driving incidents review.
• Driver screening per section 3.1.1
Recognition and reward programs shall be implemented for drivers showing the best
improvement and/or top performance utilizing;
• Driver improvement monitors data

• eJourney conformance to trip plans
• Driving related reporting (RIR and Observation/Intervention reports)

Consequences for sub-standard driving performance and non-compliance with the

Driving and Journey Management Policy and Standard and applicable Local Driving
and Journey Management Procedures must be documented and include at minimum
the requirements for:
• Coaching sessions
• Re-training
• Increased specification of driving monitor
• Withdrawal of driving privileges
• More severe disciplinary action up to and including termination of employment.
Appendix K contains an example of a Driver Performance Review system which is

implemented across the Middle East and administered by the Journey Management
Centre.
3.1.3 Required Behaviors

The driving controls described in the Standard, this B.O.O.K. and associated Local
Driving and Journey Management Procedures, can only be effective if all involved
parties, including contractors, commit themselves to a culture of compliance. Driving
risk extends well outside the Schlumberger work place and exposes all our employees
and their families to injury and financial loss. The programs therefore have value to all
individuals at all times and require a proactive attitude to driving safety stemming from
personal belief in their value. The required behaviors to achieve compliance and to
protect ourselves and our employees are presented in the following table 9:
Role Required Behavior Observable Actions
Any employee who Leads by example being  Has a legal driving license
drives a vehicle an excellent driver  No tickets issued by the authorities
 Seat belt enforced for all occupants
 Child seats used
 Adapts the speed to the conditions
 Takes DriveSMARRT training
 Does not drink and drive
 Stops if feeling fatigued
Schlumberger Driver Participates in the  Maintains the integrity of the vehicle

definition and execution of  Keeps her / his driving certifications up to date
the journey plans and  Knows and consciously follows the driving policy
uses the DriveSMARRT  Follows the trip plan
techniques  Reports near misses and hazardous situations to
update the Road Hazard Assessments
Improves her / his  Asks HSE to provide his / her own performance
behaviors based on the reports
driving performance  Consciously improves his / her habits
reports
Journey Manager / Plans the trip to comply  Assigns drivers that are certified and properly rested
Dispatcher / Coordinator  Assigns suitable vehicles
 Defines route and trip duration taking into
consideration the road hazard assessment
Provides feedback to the  Gives positive recognition to those drivers that are
drivers consistently showing compliance
 Conducts face to face coaching sessions with those
drivers that are violating the driving rules
 Frequently observes and intervenes to reinforce the
expected behavior
Manager Uses reports to identify  Analyzes periodic reports and define actions
areas for improvement  Asks HSE for specific reports
and define actions
accordingly

Sets and reinforces the  Formally defines the expected behavior of drivers and
expected behavior dispatchers via SLP3 driving related objectives
 Recognizes good dispatchers and drivers
 Conducts coaching sessions with dispatchers and
drivers who are not behaving as expected
 Frequently observes and intervenes to reinforce the
expected behavior
 Leads the investigation of accidents and HiPo near-
misses
Passenger Respects the driving  Uses the seat belt at all times and verifies all
policy and reinforces the occupants are doing so
DriveSMARRT  Observes and intervenes to highlight good and bad
techniques habits of the driver
HSE function Analyzes trends and helps  Analyzes trends and helps management identifying
managers define areas for improvement in a regular basis (as frequent
improvement actions as daily)
 All behaviors applicable to managers are also
applicable to the HSE function
Table 9 Required Driver Behaviors
Line Managers shall:

• Implement recognition and reward schemes for good driver performance, and
apply accountability systematically and fairly to those drivers not complying
with Schlumberger Policy, Driving Standard and Local Driving and Journey

• Accountability is administered consistently and fairly across the segments and
functions.
Human Resources Function shall ensure:

• Operations are fully supported in applying the driver recruiting criteria.
• Accountability is administered in line with local labor laws.
3.2 Unauthorized Passengers
3.2.1 Field
Unless specifically authorized in writing to do so by the Schlumberger manager under

whose authority the motor vehicle is being operated, no Schlumberger driver shall
permit any person to be transported on any Schlumberger vehicle who is not a
Schlumberger employee or Schlumberger contractor. When such authorization is
issued, it shall state the name of the person to be transported, the points where the
transportation is to begin and end, and the date upon which such authority expires. No
written authorization, however, shall be necessary for the transportation of:
(1) Any person transported when aid is being rendered in case of an accident or other
emergency;
(2) Any person transported in official capacity to protect employees and/or hazardous
materials. Examples:
i. Army / Police Security Escorts required by regulations.

ii. 3rd party agency escorts required by regulations.
3.2.2 Non- Field
In the case of Schlumberger vehicles which are assigned to individual employees, it is

permitted to carry non Schlumberger employees and contractors. Examples are:
i. Immediate family members.

ii. Clients for business or social events.
The limits on carrying non Schlumberger employees and contractors shall be set,
documented and approved at local level by the appropriate managers. Important
criteria to consider:
i. Liability insurance is in place for non Schlumberger employees.

ii. Distinguish between carrying non Schlumberger employees when driving on
business trips versus private trips.
3.3 Parking
When parking, every effort should be made to park the vehicle in a manner which
allows the first move when leaving the parking space to be forward (reverse parking).
3.4 Visibility
Ground guides, or “spotters”, or effective alternatives are to be employed when

reversing Heavy Vehicles and other vehicles with limited vision to the rear.
Unless not permitted by local traffic regulations or personal security issues,

Schlumberger Vehicles will drive with their lights illuminated at all times. This includes
headlights, side marker lights and taillights to ensure vehicles are visible from all
directions. For more information about lights and visibility refer to Appendix H: Vehicle
Features and Safety Equipment
3.5 Vehicle Load Security
All loads are to be within vehicle capacities as identified by manufacturer’s ratings and
regulatory limitations.
3.5.1 Load Securement in Passenger’s Compartment
 All goods transported shall be securely fastened, such that they remain stable
during transit and will not fly free in the event of a crash.
 Flammable substances shall not be carried in the passenger compartment of

any Schlumberger Vehicle. In addition, flammable liquids (specifically gasoline)
shall not be transported in the trunk of any passenger Schlumberger Vehicle,
except where specifically required by law or lack of refueling opportunities. In
such cases, the gasoline shall be contained in an approved safety container,
secured in the trunk.

 Loose items are prohibited from being carried in the passenger compartment
of a Schlumberger Vehicle. All vehicles with a cargo storage area open to the
passenger compartment must be equipped with a suitably rated and secured
cargo net or equivalent to separate the storage area from the passenger area.
Any heavy articles carried inside the passenger compartment, must be firmly
secured in such a way that they will not become a hazard in a crash. The
preferred solution is that all such articles be kept in a storage compartment.
 Loose items include such things as laptop bags, laptops, PPE bags, tool boxes
etc. These should be stored in the luggage compartment of the vehicle. When
this is not feasible for security (pick-up truck) or space limitations the bags
should be carried on a free seat within the vehicle and must be secured by the
use of a seatbelt.
 Passengers may carry small items <1kg, such as a reading materials, tablet
computers, mobile phone etc. and use them during the trip, but these may not
be stored on shelves or left loosely in the vehicle.
3.5.2 Load Securement on Heavy Vehicles
The following procedures should be followed when performing load securement and
load transport operation using heavy vehicles.
Before Loading
 Ensure that the vehicle’s load platform, bodywork and all loads securing
equipment are in good and well maintained condition.
 Determine the securing method(s) that suits the characteristics of the load
(locking, blocking, direct lashing, top-over lashing or combinations of these).
 Ensure the cargo securing equipment is commensurate with the constraints it
will encounter during the journey. Emergency braking, strong cornering to avoid
an obstacle, bad road or weather conditions have to be considered as normal
circumstances likely to happen during a journey. The securing equipment must
be able to withstand these conditions.
When Loading and Securing

 Secure the loads in such a way that it cannot shove away, roll-over, wander
because of vibrations, fall off the vehicle or make the vehicle tip over.
 Ensure that the vehicle and blocking equipment manufacturers’
recommendations are adhered to.
 Wherever possible, use equipment which supports the load securement such
as friction mats, walking boards, straps, edge beams, etc.
 Ensure that the securing arrangements do not damage the goods transported.
 Each time load is (un)loaded or redistributed, inspect the load and check for
overload and/or poorly balanced weight distribution before proceeding with the
next steps. Ensure that the cargo is distributed in such a way that the center of
gravity of the total cargo lies as close as possible to the longitudinal axis and is
kept as low as possible: heavier goods under, lighter goods above.
Never move the vehicle unless the loads are properly secured.
When Transporting
 Check the load securement regularly, wherever possible, during the journey.
The first check should preferably be done after a few kilometers drive at a safe

place to stop. In addition the securement should also be checked after heavy
braking or another abnormal situation during driving.
 Drive smoothly including adjusting your speed to road and other conditions so
as to avoid brisk change of direction and harsh breaking. If you follow this
advice, the forces exerted by the load will remain low.
For additional controls related to load securement refer to Appendix L.
3.6 Utility Trailer and Towing
Schlumberger pickup trucks, vans, and cars can tow any Schlumberger trailer for which
it is rated. The maximum trailer weight rating is limited by and must be in keeping with
the tow vehicle manufacturer specifications.
The gross vehicle weight (GVW) must never exceed the gross vehicle weight rating
(GVWR) for any Schlumberger Vehicle. Drivers must identify the lowest weight rated
component of the vehicle and trailer equipment, and verify that the receiver hitch,
receiver bar, 2 inch ball, 50 mm ball, pintle hitch, mini 5th wheel, trailer, axles, safety
chains and even the tires are rated correctly for the weight of the load.
Definitions, details of controls and permissibility of towing and utility trailers are
available in Appendix M.
Non-Schlumberger trailers, including personal trailers, must not be towed or pulled

behind Schlumberger vehicles under any circumstances; never tow a Schlumberger
trailer with a non-Schlumberger vehicle.
Any third party transportation company who tows a Schlumberger owned utility trailer
must have adequate insurance and is responsible when towing the unit.
All trailers must be correctly licensed or permitted by the appropriate agencies for the
country or region of operation(s).
The only approved utility trailers are those purchased from government registered
dealers, manufacturers or equivalent. (e.g. in the USA trailers with 17 digit DOT Vehicle
Identification Number / Serial Number). A regulatory design approval ‘tag’ or equivalent
manufacturer ‘sticker’ must be affixed to the trailer chassis.
In countries where operations require / permit the towing of utility trailers, the standards
and controls relevant to that country must be documented in the Country Driving and
Journey management procedures.
Note: The towing of ball hitch or pintle hook utility trailers by Well Services vehicles is
prohibited. Reference WS Wellsite Operations Std 5, section 5.7 and 10.3.
3.7 Schlumberger Vehicle Use and Approved Drivers
Use of a Schlumberger Vehicle for any purpose other than work related activities is
discouraged. When employees are permitted to take a vehicle to a place of residence
it is designed to be for the convenience of the company. In certain areas of the world
where it is not reasonable or possible for employees to own / supply their own vehicle,

one may be provided. In this circumstance it would be expected that it serve off-duty
purposes as well as work related activities, as approved by country management.
Spouses are not approved to drive Schlumberger Vehicles other than in an emergency
(e.g. a life threatening event, illness or injury).
Vacation Trips - Schlumberger Vehicles must not be taken on vacation trips without
country manager approval.
3.8 Mixed Schlumberger work related and private use vehicles
The following vehicle categories are covered under this section:
i. Vehicle privately owned – employee receives mileage allowance for work

related trips.
ii. Vehicle privately owned – employee receives monthly allowance.
iii. Vehicle provided by Schlumberger expressly for private use in addition to work.
In cases where employees are provided with allowances or vehicles falling under the
categories above, the following classifications will apply:
Journey SLB Crash Mileage

Trip Description – Vehicle being driven: Designation Designation Owner
SLB 5) Pers Inv Non-Inv SLB
4)
-from employee home or last private origin directly to x x x

wellsite1)
-from wellsite directly to first private stop 2) x x x
-between wellsites x x x
-during wellsite assignment - driving for food/hotel x x x
-from SLB base/facilities to client base/facilities x x x
-from client base/facilities to SLB base/facilities x x x
-from employee home to SLB base/facilities (commute) x x

-from SLB base/facilities to employee home (commute) x x
-from home to personal activities x x

-during vacation x x
-anytime non-SLB employee drives
x x
(non-work related) 3)
Table 10 HSE event reporting for mixed use private and Schlumberger business use vehicles.
1)
Last Private Origin in the trip descriptions above refers to: a place reasonably
designated by the employee, where the trip changes from a private related trip to work
related. It normally represents the point where reimbursement for mileage and/or fuel
expenses starts.
2)
First Private Stop in the trip descriptions above refers to: a place reasonably
designated by the employee, where the trip changes from work related demobilization
to a private trip. First stop will normally represent the point where reimbursement for
mileage and/or fuel expenses stops.
3)
This condition will not exist for vehicles in category iii, above, as driving is restricted
to Schlumberger employees only (Ref: Section 3.2)

4)
For vehicles provided by Schlumberger, expressly for private use in addition to work,
employees must cover personal trips by their own car insurance where legally
permissible. In the absence of this additional insurance cover, costs related to any
crash will be coded against the employee’s Cost Center; in that case, crashes related
to personal use will be designated as Schlumberger involved and reported as such.
5)
When a vehicle trip is designated as Schlumberger, all controls detailed in the
Country Driving and Journey Management Procedures where the vehicle is operated
will apply.
6)
It is the responsibility of the individual Schlumberger segments and/or country
management implementing vehicle/mileage compensation schemes or providing
vehicles for private use, to ensure that employees understand their obligations for:
- Insurance Coverage
- Registrations and inspections
- Maintenance of vehicles
- Local tax laws for taxable benefits
3.9 Land Transport Contractor Driving and Journey Management Procedure
When driving activities are outsourced to Land Transport Contractors (LTC) it is critical
to ensure that these Contactors meet the HSE requirements defined by Schlumberger
for their activities and that the associated HSE risks and obligations are identified,
properly assessed and adequately managed.
The Land Transport Contractor (LTC) Driving and Journey Management (JM)
Procedure shall be used to determine the level of driving and JM operational control
Schlumberger shall apply to its LTCs based on the exposed risks.
The LTC Driving and JM Procedure applies to all Schlumberger sites outsourcing its
land transportation, and to all LTCs providing land transport as their primary service
directly to Schlumberger according to the defined risks.
This procedure does not apply to trips that are part of freight forwarding, or trips that
are between base and port. It does not apply to companies or persons where land
transport is performed incidental to execution of the primary service under
Schlumberger contract, such as catering Service Company or waste disposal company.
A detailed explanation of this procedure is given in Appendix N: Land Transport

Contractor (LTC) Driving and Journey Management (JM) Procedure.
A detailed explanation of this procedure is given in Appendix N: Land Transport

Contractor (LTC) Driving and Journey Management (JM) Procedure
3.10 Driving and Journey Management for Freight Forwarders and Secondary
Land Transport Contractors
This section applies to Freight Forwarding trips, and trips that are performed by a
Secondary Land Transport Contractor where land transport is performed incidental to
the execution of the primary service under Schlumberger contract.

3.10.1 Freight Forwarder

The use of Freight Forwarders is restricted to the movements of goods or products
from:
 A Supplier base to a Schlumberger Hub or Base, and vice versa
 A Schlumberger Hub to another Hub
 A Schlumberger Hub to a Schlumberger Base
 A Schlumberger Base to another Base involving customs clearance process, and
movements during the import/export process from a port to an SLB base and vice
versa
 A Schlumberger Base to another Base involving load sharing (consolidated
shipments) with other shippers
 Movement of goods or product involving multiple transportation modes such as air,
sea, water or rail besides road transport
When a Freight Forwarder is used, Schlumberger would minimize its transportation
risk through a contracting approach using contractual requirements, terms and
conditions, performance indicators and monitoring, service quality meetings, audits
and inspections, etc.
Any other goods or product movements such as from a Schlumberger Base to wellsite
have to follow the LTC Driving and Journey Management Procedure (Appendix N).
3.10.2 Secondary Land Transport Contractors

A Contractor, whose primary service to Schlumberger is not associated with
performing land transportation activities, is permitted to perform land transport in order
to execute its primary service and will manage its own trips. Schlumberger will only
control the trips that are defined as critical. The control measures will be based on the
transport risks, and the maturity of the Secondary Land Transport Contractor, and with
reference to OGP-365. Segment or Geomarket management will define the critical trips
using the examples below, and record them in the Country Journey Management
Procedure.
 Rig moves in a Schlumberger managed project.
 Transportation of contractor personnel within an area that is subject to
Schlumberger management control; such as a drilling contractor crew-change bus
taking personnel from the rig camp to the well site and vice versa in a Schlumberger
IPM project.
 Transportation of hazardous waste (such as drill cuttings), produced at wellsite that
is a contractual service provided by Schlumberger.
3.10.3 HSE Event Reporting

In accordance with the Event Reporting Standard SLB-QHSE-S002, an automotive
accident involving a Secondary Land Transport Contractor will be classified as an SLB
Non-Involved / Concerned Automotive Accident, except if it takes place in an SLB
controlled facility, or a place subject to Schlumberger management control. In addition,
a Secondary LTC automotive accident which occurs during a critical trip will be
classified as an SLB-Involved Automotive Accident.
For an SLB Non-Involved/ Concerned Automotive Accident, any loss incurred by
Schlumberger shall be reported as an SLB Involved accident with a Hazard Category
of Land Transportation, and a Loss Category reflecting the actual SLB losses. The
mileage of Secondary Land Transport Contractors shall not be accounted for in
SafetyNet except for critical trips.

3.11 Other Restrictions
Motorbikes (two, three and four wheel) are banned from use as a Schlumberger
Vehicle. Further, the use of motorcycles, or equivalent, as a means of commuting is
discouraged. If a motorbike, or equivalent, is used for commuting, the use of a
regulatory approved safety helmet is strongly encouraged and is mandatory on SLB
locations.
Clothing and Footwear – Drivers should be suitably attired for the driving task. This
includes footwear which does not interfere with the safe operation of the vehicle
controls and clothing which does not interfere with visibility.
Helmets - An industry standard or regulatory approved safety helmet must be worn

when operating snowmobiles.

Section 4.0 Driving and Journey

Management Procedures
Driving and Journey
Management Procedures

Each country is required to maintain in QUEST their Country Driving and Journey
Management Procedure (C-JMP) to address the risks associated with driving within
the country.
If required, each site is to have a site-specific Driving and Journey Management

Procedure (S-JMP) to address the local driving risks; this is to be accessible from and
aligned with the Country Driving and Journey Management Procedure.
Local Driving and Journey Management Procedures shall be based on the three steps
of risk assessment described in Section 1.0 of this B.O.O.K. and the relevant level of
fundamental controls described in Section 2.0.
Each employee is to be trained and maintained current on these procedures and the
training recorded in the Training and Competency Passport. (Training at location level
through a formal induction to the Country and Site Driving and Journey Management
Procedures.)
Writing the Country Driving and Journey Management Procedures
The C-JMP can only be written once the risk assessment process is complete. The
controls and the levels at which they are applied relative to risk levels must comply at
a minimum with the instructions set out in sections 2 and 3 of this B.O.O.K. The output
of local risk assessments will identify when minimum controls are insufficient and
increased frequency of training, specification of vehicles or additional local training
material is required.
When writing the C-JMP, ensure that instructions are concise and clear. It is the set of
rules for drivers and the support organization relevant to the country. It details the
controls and processes in place to address legal compliance and driving and journey
management risks in the country.
The Country Driving and Journey Management Procedure template is available online
in QUEST. Country HSE managers and levels above are assigned access to edit this
document. Access to the edit function is gained through the administration menu. The
C-JMP template is set up such that additional details (maps, legal information, check
sheets, driving resources) are linked directly from the C-JMP.
Section 1 – Header and Country Driving Risk Level
Following selection of the C-JMP the top section is for setting the Country Driving Risk
Level (CDRL). This must be set according to the result of the Country Driving Risk
Assessment. The JMP owner will be the Country HSE Manager responsible for
maintaining the JMP and the approver is the country or Geomarket manager.
Note any changes to the risk level or content of the C-JMP will be automatically notified
to those Schlumberger employees with the relevant subscriptions in QUEST.

Figure 13 QUEST entry screen
In all cases the tips for completing each section on the JMP are available by clicking
on the information icon. See figure 12. Note it is not mandatory to complete all sections
in the edit mode. In the final document any sections left blank will not appear.
Figure 14 QUEST field requirement information
Section 2 – Regulatory Compliance
This section is to provide a brief overview of relevant legal information regarding driving
in the country. It should be written to address drivers arriving in the country for the first
time. More complete information regarding laws, driver qualification and vehicle
certification procedures should be linked from this section.
In countries with stringent and complex driving rules any relevant training for legal
compliance should also be linked from this section. (Examples: commercial vehicle
driving rules for hours of service, qualification and licensing, hazardous materials
carriage.)
Section 3 - Overview Country Primary Driving risks
This section is to provide a brief overview of the highest risks which employees need
to be aware of. Additional information and induction to local driving risk should be
linked from this section.
Section 4 – Implementation of Schlumberger Driving and Journey Management

Controls
This section is subdivided by how the fundamental controls are applied relative to the
country risk environment.

Section 4.1 – Seat Belts
This is a fundamental control applied universally. It is hard coded into the C-JMP
template along with driver responsibilities.
Additional local rules on the topic of seatbelts should also be completed in this section.
This would be used to state the rule for use:
 Sleeper births in heavy vehicles. See section 2.1.2

 Schlumberger buses if seatbelt restrictions apply. See section 2.1.1
Section 4.2 – Cell Phones and Communication Devices
This is a fundamental control applied universally. It is hard coded into the C-JMP
template along with driver responsibilities.
Additional local rules on the topic of communication devices and other in vehicle
distractions should be completed in this section:
 Two-way radios as part of convoy management.

 Communications systems integrated into Driver Improvement Monitors.
Section 4.3 – Driver Fitness and Alertness
This is a fundamental control applied universally (16 hour rule and 15 minutes rest for
every 2 hours of driving). It is hard coded into the C-JMP template along with driver
responsibilities.
Any additional local rules on the topic of driver fitness should be completed in this
section:
 Additional controls required by Schlumberger to compensate for lack of legal

requirements in the country (example medical and eye site testing).
 Additional controls required to comply with country driving laws. In particular
requirement to comply with driving hours of service rules. Reference section 2.
 Additional controls required to comply with customer driving rules.
Section 4.4 – Driver Training and Qualification
This section details how driver training is implemented in the country. The minimum
requirements are described in section 2.4 of this B.O.O.K.. It must describe:
 Procedure to enroll on driver training.

 The commentary drive frequency requirements by:
o Driver category (Field and Non-Field).
o Vehicle driver category.
 Detailed driver training requirements including:
o Vehicle types.
o Convoy
o Driving conditions for Field and Non-Field drivers
 Weather / climate.
 Road types.
o Skill assessment requirements for drivers of multiple vehicle types.

o Additional locally developed driver training to address specific

conditions and/or driving risk.
 Schlumberger Driver (DriveSMARRT) recertification rules:
o Classroom versus computer based recertification criteria.
Section 4.5 – Journey Management
This section details how journey management is implemented in the country. The
minimum requirements are described in section 2.5 of this B.O.O.K. It must describe:
 Geographical area where trip management IS and IS NOT required:

o Links to maps defining clearly the areas where approved trips are
required
o Links to maps defining clearly areas where additional controls are in
place. Examples:
 Speed limits
 No-go zones
 Cell phone dead spots
 High security zones
 Geographical area where trip management IS required:

o According to defined geographical areas
o According to additional conditions such as:
 Time of day / hours of darkness
 Weather / seasons
 Security
 The level of trip management controls related to risk level:

o Formal trip management versus basic trip management
o Multi-day trip rules
o Round trip rules
o Exemptions for trips outside Schlumberger control. Example:
 Security for RA and explosives movements
 The criteria to assign trip approvers at different risk levels:

o Extreme Risk
o High risk
o Medium risk
o Low risk
o Exemptions / MOC
 Responsibilities for trip planning and resource allocation:

o Journey preparation and planning (dispatchers, supervisors, FSMs)
 Country specific (eJourney) trip risk assessment questions. Must explain the
relevance and examples when deemed necessary. Examples:
o Trip distances
o Trip times
o Security related
o Customer related
o Other risks not addressed in global questions.
 Journey management procedure:

o Roles and responsibilities operations and/or logistics

o Interaction of operations and/or logistics with JMC

o Approval criteria – logistics
o Major GO / NOGO criteria for JMC to intervene and STOP trips.
 Journey Management Center (JMC) details:

o Identify the JMCs which track trips in the country and which sites /
geography they cover.
o Contact details for the JMCs.
 Pre-trip inspection implementation:

o Pre-trip inspection check sheet in use (link).
o Where pre-trip inspection records are to be maintained.
o Position / persons responsible to keep the records.
 Fatigue management:
o Brief description of the main fatigue factors in the country.
o Link to fatigue management plans.
 Communications:
o Describe the communications systems in use.
o The parties responsible for providing and maintaining satellite
communication devices to operations and logistics.
 Emergency contacts:
o Provide the details for emergency contacts (This will be the same
information as maintained on the “Driving Safety Card”. See section
5.0).
o Link to Emergency Management Plan.
 Other controls:
o Detail any further controls required which are not covered in the
sections above.
 Convoy rules - not all countries allow convoy practice, as specified by

Schlumberger. In this section record briefly the constraints which apply in the
country of operation. Create a link to more detailed controls when required.
 Segment convoy rules – Schlumberger segments implement different convoy

practices depending upon the operating conditions. Detail here any segment-
specific rules.
Section 4.6 – Driver Improvement Monitors (DIMs)
 Data review:
o Summarize the procedures in place for distribution of DIM data.
o Posting of results.
o Review frequency by managers and drivers.
 DIMs in use:
o Summary of DIM types in use (Field and Non-Field as required).
o Summary of DIM functionality with reference to training materials when
required. Include references to panic buttons, integrated
communications etc.

 DIM settings:
o Summarize settings when they are not standard. There is no need to
detail every acceleration and deceleration setting as this is irrelevant to
driver who must be maintaining space and driving to the conditions.
o Summarize the meaning of the audible warning sounds from the
monitors.
o Inform drivers of non-standard setups.
 DIM download procedures:

o Summary of download procedures and responsible parties.
o Specific reference to basic manual download systems.
o Frequency of download with deadlines for drivers.
 DIM malfunction reporting:

o Summarize procedure to report DIMs not working.
o Reporting system to use.
o Which group or individual to assign action to.
 DIM communication isolation procedure:

o Summarize procedure for isolation of DIMs communications in
proximity to explosives arming activities during “radio silence”.
o Link to complete procedure and training materials when required.
 DIM additional information:

o Include any additional information relevant to drivers, but not covered
in the sections above.
Section 4.7 – Vehicle Specifications
 Vehicle specifications – outline the vehicle types / specifications required in

country for the conditions where Schlumberger is operating. This should
address Field and Non-Field vehicle use. Example:
o Non-Field – saloons, restrictions on use outside urban areas, off paved
roads etc..
o Field vehicles – 4 x 4 or 2wd requirements, RDMD requirements etc…
o Heavy vehicles – field specific requirements.
 Approved vehicle register – every country shall maintain a register of approved

vehicles which meet the SLB vehicle specifications:
o Link to register maintained by HSE and SCS.
 Private use of Schlumberger Vehicles – under certain circumstances

Schlumberger Vehicles can be used for personal use.
o The approved circumstances must be described in this section.
o Where personal use is not approved this must be stated.
 Procedures for employees receiving vehicle allowance:

o Country specific rules for employees receiving a vehicle allowance.
 DIMs implementation.
 Link to procedures for vehicle allowance.
 Vehicle specifications for employees receiving vehicle allowance:

o Country specific rules for employees receiving a vehicle allowance.

o Validation procedure that vehicle meets SLB vehicle specifications.
 Vehicle maintenance - provide relevant information to drivers:

o To whom and how to report vehicle maintenance and repair
requirements.
Section 4.7 – Supplimentary Controls
Driver Selection and Review
 Driver selection and Review - state the checks which are made for new drivers
following the criteria set in section 3.1.1:
o Driver license checks, driver history, driver fitness.
o Additional selection criteria set locally which minimizes risk.
o Skill and safety behavior assessment criteria for high risk countries.
 Procedure to rehire drivers:

o Additional checks required to re-hire an ex-employee or ex-contractor
driver.
 Periodic review of driver performance:

o Describe process and frequency of driving review.
o State responsibilities for the review process.
 Driver reward program:

o Describe the inputs to the reward program.
o Describe the outputs and the rewards.
 Driver consequence rules:

o Describe the consequences for non-compliance with:
 National / legal regulations.
 Schlumberger driving and journey management rules.
Rules for employees arriving (transfer in or visiting) country for the first time
 Instructions for visitors / new arrivals:

o Outline what must be completed before visitors are allowed to drive a
Schlumberger Vehicle. This includes renting a vehicle upon arrival.
o This instruction may also include a ban on visitors driving at all and what
alternative transport options are available.
o Ensure that, where other countries’ Commentary Drive Certification are
valid, this is noted.
o Link to Visitor Induction as appropriate.
 Instructions for employees transferring into location – in addition to the controls

for visitors, employees transferring in will have to consider following:
o Outline what must be completed before transferees are allowed to drive
a Schlumberger Vehicle.
o This instruction may also include acclimatization period, mentoring
periods as appropriate.
o Ensure the additional risks of employees moving between high and low
risk countries and vice versa are addressed.

Road Hazard Assessments
This section comprises two parts:

 A link directly to road hazard assessments or, if there are multiple assessments
on file, then a link to the road assessment library.
 The departments / functions / individuals responsible to maintain the Road
Hazard Assessments for the areas of operation.
Land Transport Contractors
This section describes the Land Transport Contractors (LTC) used in the country:
 Land Transport Contractors – people movers

o Details of approved contractors (SLB Managed or LTC Managed)
o Guidance for use i.e. restrictions on Field or Non-Field use.
o Links to LTC assessments.
 Land Transport Contractors – equipment movers

o Details of approved contractors (SLB Managed or LTC Managed), with
guidance for use i.e. restrictions on Field or Non-Field use, HazMat…
o Contracts information (dedicated and others)
o Links to LTC assessments.
Country Reference documents
 Driving Alerts
o Link to local driving alert library
 Approved vehicles
o Link to HSE / SC register of approved vehicles
Customer Specific Driving and Journey Management Requirements

Customer specific regulations as they apply to Schlumberger employees who will drive
in customer controlled facilities / leases. To include if required:
o Vehicle permits,
o Specific driver training,
o Speed limits,
o Reporting requirements,
o Journey management requirements etc..
o URL for customer as appropriate
Site Driving and Journey Management Procedures
In certain circumstances a sub set of driving and journey management procedures are
required for a specific site. In these circumstances a written document should be
attached here.
Local definitions
When terms used in the Country and Site Driving and Journey management
procedures require explanations they should be entered in this section. Do not
replicate definitions available in the Schlumberger Standards. Examples would be :

 Local names for residence visa cards

 Local cell phone company names

Section 5.0\
Driving Safety Cards
THE DRIVING SAFETY CARDS

5.1 Driving Safety Card
Each Schlumberger Vehicle must contain a Driving Safety Card as a briefing card for
every trip. The card dimension is A5 paper size. (15cm wide x 21cm high).
Figure 15 Driving Safety Card
This card must be localized by completing the relevant data on the reverse side which
includes:
 Location Controls –assigned locally and may include, but not be limited to:
o Speed limits by road type
o Hours of darkness rules
o Weather related controls
 Emergency Contact Information – which is local information, may change

periodically and include but not be limited to:
o Journey Management Centre contact information

o Local Schlumberger Emergency Contact numbers
o Local emergency services contact information
 Police / Ambulance / Fire
DRIVING SAFETY CARDS are pre-printed plasticized and available for purchase from
SWPS.
The local information should be attached to the card by a pre-printed label, which can
be updated as required. Labels of the desired size (12cm wide x 8cm high) should be
acquired and formatted locally.

Figure 16 Example of local controls and emergency information for Driving Safety Card
5.2 Driver Safety Card
Each Schlumberger Driver shall be presented with Driver Safety Card during their first
Schlumberger Driver training (DT2.2) and driver understanding of the controls
summarized on the card must be verified as part of the training.
The folded dimension of the Driver safety card is 9cm wide x 13.5cm high.
Figure 17 Driver (Passport) Safety Card

Section 6.0 Compliance Monitoring

and Exemption
Compliance Monitoring And
Exemption

6.1 Monitoring Compliance
A 2nd Party assessment of the compliance of each location with the requirements of the Driving
Policy and Driving and Journey Management Standard will be completed at least once every
three years. These assessments will be conducted using the Compliance Audit Tool (CAT)
template available in QUEST. The completed assessment is to be uploaded in QUEST and
recorded as an “Official” assessment.
A 1st Party (self) assessment should be completed at least once per year using the same CAT
template available in QUEST. The completed assessment is to be uploaded in QUEST and
recorded as an "Unofficial" assessment.
A 1st Party (self) assessment for implementation of Driver Improvement Monitors should be
completed at least once per year using the CAT template available in QUEST. The completed
assessment is to be uploaded in QUEST and recorded as an "Unofficial" assessment.
Inspections
An inspection for implementation of the Tires and Rims Guideline should be completed at least
once every two years. The completed inspection is to be uploaded in QUEST.
Remedial Work Plan (RWP)

Remedial Work Plans (RWP) from assessments and inspections shall be recorded and tracked
to closure in QUEST.
Exemption
For situations that lead to failure to comply with this Standard or Segment Driving Standards
the associated risks will be managed using the Exemption process as described in
Management of Change and Exemption Standard SLB-QHSE-S010.
Management of Change
For situations that lead to failure to comply with Local Driving and Journey Management
Procedures the associated risks will be managed using the Management of Change process
as described in Management of Change and Exemption Standard SLB-QHSE-S010.
6.2 Responsibilities

• Driving and Journey Management Assessments are conducted according to the
prescribed schedules and Remedial Work Plans developed and actions closed in a
timely manner to ensure compliance.
HSE Function shall:

• Support line management in maintaining and demonstrating full compliance though
participation in Driving and Journey Management Assessments.

Section 7.0 References
References

7.1 Normative References (required reference documents)
The following referenced documents are indispensable for the application of this document.
For dated references, only the edition cited applies. For undated references, the latest edition
of the referenced document (including any amendments) applies.
 Schlumberger Driving Policy SLB-QHSE-L002

 Driving and Journey Management Standard SLB-QHSE-S001
 Country Driving Risk Assessment SLB-QHSE-M001 (available from QUEST)
 SLB-QHSE-S001-Journey Management Standard Compliance Audit template (available
from QUEST)
 SLB-Driving Improvement Monitor Program Compliance Audit template (available from
QUEST)
 Global Driver Assessment (GDA) (Skill Assessment /Commentary Drive)
 Event Reporting and Management Standard (HSE) SLB-QHSE-S002-HSE
 Management of Change and Exemption Standard SLB-QHSE-S010
7.2 Informative References
World Health Organization – Global Health Observatory Road Safety

 http://www.who.int/gho/road_safety/en/index.html
Schlumberger Fatigue Management http://www.hub.slb.com/display/index.do?id=id2935428
HSE Training Catalog

http://hub.slb.com/functions/HSE/Training/QHSE_training_cert_catalog.aspx
Driving Hub http://hub.slb.com/functions/HSE/TopicHubs/DrivingHub.aspx
Australian Design Rules 59/00 – Omnibus Rollover Strength
Australian Design Rule 60/00 - Occupant Protection in Buses
IOGP – International Oil and Gas Producers
 Land Transport Safety Recommended Practice Report No. 365

http://www.ogp.org.uk/publications/
 Questionnaire/Checklist Assessment for the Implementation of Report No. 365-6

http://www.ogp.org.uk/pubs/365-6.pdf
UN ECE – United Nation Economic Commission for Europe

 UN ECE WP29 World forum for harmonization of vehicles regulations
http://www.unece.org/fileadmin/DAM/trans/doc/2009/wp29/WP29-149-18e.pdf
 UN ECE R66 Large passenger vehicles superstructure strength
http://www.unece.org/fileadmin/DAM/trans/main/wp29/wp29regs/r066r1e.pdf
 UN ECE R29 Protection of the occupant of the cab of commercial vehicle
http://www.unece.org/fileadmin/DAM/trans/main/wp29/wp29regs/R029r2e.pdf
http://www.unece.org/fileadmin/DAM/trans/doc/2008/wp29grsp/GRSP-44-25e.pdf

Section 8.0 Appendices
Appendices

• Appendix A: Definitions
• Appendix B: Acronyms used in this B.O.O.K
• Appendix C: Driver Fitness ( Medical conditions and Medication)
• Appendix D: Driver Trainer / Assessor Levels and Certification Requirements
• Appendix E: Driving Training for Employees and Drivers
• Appendix F: Operations / Journey Management Centre Roles and Responsibilities
• Appendix G: Driver Improvement Monitor Specifications and Settings
• Appendix H: Vehicle Features and Safety Equipment
• Appendix I: Tires and Rims Guidelines
• Appendix J: Rollover Damage Minimization Devices (RDMD) Specifications
• Appendix K: Driver Performance Review: Example – Driver Points System
• Appendix L: Load Security
• Appendix M: Utility Trailer and Towing Specifications
• Appendix N: Land Transport Contractor Driving and Journey Management
• Appendix S: Segment Appendices

S1 – WesternGeco
S2 – Wireline
S4 – Segment
Schlumberger Private

Appendix A: Definitions
A * denotes a definition as it appears in SLB-QHSE-S002 standard.

Term Definition
Automotive Accident One or more related incidents that have resulted in HSE Loss(es)
related to driving activities:
• Harm to people (fatality or injury) and/or;

• Damage or loss to property (e.g. vehicles, facilities)
––––––––––––––––––––––––––––––––––––––––––––––––––––––––
–––––––––––
The following should not be reported as automotive accident when the
vehicle is properly parked:
• Injuries that occur when entering or exiting the vehicle;
• Any event involving loading or unloading from the vehicle;
• Damage to or total loss of a vehicle solely due to environmental
conditions or vandalism;
• Another vehicle crashes into the parked vehicle.
In addition the following should not be reported as an automotive
accident:
• Superficial damage, such as a stone/rock chip damaging a
windscreen/or paintwork while the vehicle is being driven;
• Damage related to the theft of a vehicle.
Bus Schlumberger Vehicle (Light or Heavy) designed to transport 9 or more

occupants (including driver).
Certified Driver Trainer / Schlumberger Employee or Contractor who has been trained as a
Assessor driver trainer or assessor and / or is current as defined in the QHSE
Certification and Training Catalog. The trainer / assessor must be
familiar with and qualified in the vehicle(s) and road condition(s) in
which the training, Commentary Drive and/or Skill Assessment will be
performed. Driver Trainers and Assessors must be re-certified every 3
years. (Guidelines for all levels of Driver Trainer within Schlumberger,
up to and including Master Trainer, are available in appendix B).
Commentary Drive A verbal running commentary of what a driver sees and does and used
to evaluate the driver’s application of pro-active crash prevention skills.
The Commentary Drive should be conducted in a vehicle that the
driver is comfortable with and does not have to be conducted in the
specific vehicle type that is used for a Skill Assessment.
Commuting Driver (*) Any employee who does or may operate any means of motorized
transportation to commute to/from work but who does not fit the
definition of a Schlumberger Driver.
Company Employee (*) Any person employed by and on the payroll of the company, including
(or Employee) corporate and management personnel. Persons employed under
short-service contracts (more than 90 days) are included as company
employees provided they are paid directly by the company.

Contractor (*) An individual or organization performing work for the company,

following verbal or written agreement. ‘Sub-contractor’ is synonymous
with ‘Contractor’ (Contractor may include suppliers of products, but
does not include courier services, restaurant delivery or other services
of this type, as clarified in the Work Related Activity definition below).
Contractors or Contractor Employees who transport Schlumberger

personnel; equipment and/or product are addressed through
implementation of section 3.8 Contractor Management, and SLB-
QHSE-012.
Contractor Employee (*) A person employed by a contractor or contractor’s sub contractor(s)
who is directly involved in execution of prescribed work under a
contract with the company.
Driving Time All time spent at the driving controls of a motor vehicle in operation.
eJourney The Schlumberger web-based Journey Management System utilized

by operations to document Trip Plans. It is designed to:
 Implement a consistent process that is compliant with the SLB

Driving Policy and the Driving and Journey Management
Standard
 Measure deviations from the Standard
 Standardize the journey risk assessment process
 Enforce accountability during the journey approval process
It incorporates route risk assessment, resource allocation compliance,
fatigue management routine and supports an approval process to
appropriate levels of management. The system tracks trip times and
highlights overdue trips. It is an integral tool in the operation of Journey
Management Centers.
Field Driver A Schlumberger Driver who will drive or may be required to drive in
Field Geozones that require basic or enhanced Journey (trip) Plans.
Geozone An area designated on a map within which specific driving controls

apply. The boundaries of a Geozone is defined by its geo-fence.
Examples:
A Geozone in which the prescribed speed limit is set differently from
the surrounding area.
A Geozone around a Schlumberger facility and urban area within
which journey plans (eJourney) are not required.
Heavy Vehicle (*) Any motor vehicle having a GVWR (Gross Vehicle Weight Rating) or
GCWR (Gross Combination Weight Rating) of 10,001 Lbs (4500 Kgs)
and above, unless otherwise determined by local laws and regulations.
Journey Management A team based verification that this Standard is understood and
and Driving Compliance followed, resulting in a Remedial Work Plan that is monitored by line
Audit management through to closure.

Journey Management A center which performs Quality Control of Trip Plans created by the
Center (JMC) Segments and Functions of Schlumberger. All trips requiring specific
eJourney Plans are interactively tracked from start to finish.
In all cases the JMC identifies noncompliance with the Policy,

Standard and Local Driving and Journey Management Procedures and
will intervene with driver to make corrections. In the case of major non-
compliance journeys are stopped to allow line management to
implement corrections. JMC also provide timely reports to line
management for driver and journey management compliance data.
Journey Manager A person, not in the vehicle or convoy, who is designated to ensure
proper journey management practices are followed. This person will be
knowledgeable of the details of the journey and act as a point of
contact for emergencies at a minimum. Higher risk journeys may
require greater responsibility ranging from journey approval to real-
time journey monitoring as appropriate to assigned duties.
Light Vehicle (*) Any motor vehicle having a GVWR (Gross Vehicle Weight Rating) or
GCWR (Gross Combination Weight Rating) less than 10,001 Lbs
(4500 Kgs), unless otherwise determined by local laws and
regulations.
Local Driving and A written country or site specific procedure which describes how the
Journey Management fundamental driving controls of Schlumberger are implemented
Procedure subsequent to the risk assessments which have been performed. In
addition it addresses:
 Legal compliance requirements

 Customer requirements
Country Driving and Journey Management Procedures are accessible
through QUEST.
On-Duty Time All time from the time a driver begins to work or is ready to work at the
site of operations, unless otherwise released from assigned duties, or
is traveling at the direction of Schlumberger, including air travel.
Off-Duty Time All time a driver has been relieved from work and all responsibility for
performing work activities. This time includes Off-Duty or stand-by time
at the site.
Non-Field Driver A Schlumberger Driver who will only drive or may be required to drive
inside Non-Field Geozones that do not require basic or enhanced
Journey (trip) Plans.
Quality Rest A period of rest at an employee’s residence or in a place that allows for
full sleep cycles (min 2 hrs) without temperature extremes, that can be
maintained adequately dark and without excessive noise. A period of
quality rest includes the expectation of an uninterrupted rest period (at
onset). This time may also be realized in a truck sleeper berth that

meets regulatory requirement. Sleeping in a vehicle seat (e.g. pickup

truck) is not considered as quality rest.
Rollover (*) Any driving related accident involving a Schlumberger Vehicle or

Schlumberger Driver in which the wheels of any vehicle leave the
ground and the sides, front, rear or top of the vehicle makes contact
with the ground.
Schlumberger Driver (*) Any employee that has access to a Schlumberger Vehicle, as defined
below, or is reimbursed for mileage/kilometers driven while using a
private vehicle.
Any employee that may be required to drive a Schlumberger Vehicle

as part of their duties.
Spot hire type land transportation service providers including non-
contract personnel transport (e.g. general-public taxi cabs and buses),
courier services, restaurant delivery, and other services of this type as
well as Contractors assessed as Low Risk, are not considered
Schlumberger Drivers.
Schlumberger Trailer (*) Any trailer owned, leased, rented or contracted by, and additionally,
any trailer for which a regular transportation allowance is received (e.g.
tool trailers and sleeping trailers used at the site).
Schlumberger Vehicle (*) Any motor vehicle, including Schlumberger Trailers above, owned,
leased, rented or contracted by Schlumberger. Exceptions include
forklifts, mobile yard cranes and contractor vehicles assessed as low
risk.
Any vehicle leased to a customer as part of a service or contract

agreement is not considered a Schlumberger Vehicle. However, it
must comply with the vehicle equipment specifications defined in this
standard, before being provided to the customer or to the customer
organization.
Schlumberger Field A Schlumberger vehicle which will be driven or may be required to be

Vehicle driven inside Field Geozones that require basic or enhanced Journey
(trip) Plans.
Schlumberger Non-Field A Schlumberger Vehicle that is restricted to be driven inside Geozones

Vehicle which do not require basic or enhanced Journey (trip) Plans. Only
Light Vehicles qualify as Non-Field under this definition. Buses do not
qualify as Non-Field vehicles.
Skill Assessment An assessment that measures a driver’s ability to safely drive and
maneuver a specific vehicle type in a specific driving condition.(Refer
to the Driving Hub for skill categories and the Global Driving
Assessment forms).

Utility Trailer A single, tandem, or triple-axle trailer used to transport materials or

fixed loads. The tongues of these trailers are fixed to the frame, and a
light vehicle normally tows the trailer. These trailers are not equipped
with air systems or air brakes.
Vehicle Passenger Any employee who is or may be a passenger on any means of
motorized transportation while on company business or while
commuting to/from work.
Working Time The total of On-Duty Time and Driving Time.
Work Related Activity (*) An activity in a work environment, which is or ought to be subject to
management controls. Injuries incurred on company or contractor
premises whilst off-duty are not classed as occupational injuries and
should not be reported since they are not work-related. The exception
is when the injury is due directly to the activities of other personnel
who are at work. The following company and contractor activities are
considered work-related since they should be subject to management
control:
• Company work-related activities

All work by company personnel, including attendance at courses,
conferences and company’s organized events, business travel, field
visits or any other activity or presence expected by the employer.
• Contractor work-related activities
All work by Contractor personnel:
– On company premises, and
– On non-company premises, which are or ought to be subject to
company management controls applied through contractual terms, and
including the same activities as listed above if they are executed on
behalf of the company.
The second category would include, for example, fabrication by a
contractor of an assembly or construction under a specific contract
where fabrication takes place in a designated area set aside for that
work.
Exceptions to the second category will typically be where contractor
services are not dedicated to the Company, e.g.:
– Freight forwarders (Contract Mode 3, as per Contracting Standard
SLB-QHSE-S012, Version B00, Pg. 4, Paragraph 4.3.1. Also
Appendix-N of this B.O.O.K)
– Factory manufacture of components together with components for
others
– Construction at contractor’s fabrication site shared by others
– Delivery of purchased goods from a supplier to company locations by
a contractor other than purpose-built assemblies and plants
For reporting purposes, sub-contractor personnel are to be treated as
if they were contractor personnel and work-related injuries reported as
contractor incidents.

Appendix B: Acronyms used in this B.O.O.K.
Acronym Meaning
#
2WD Two Wheel Drive
4WD Four Wheel Drive
B
B.O.O.K. Body of Organizational Knowledge
C
CAT Compliance Audit Tool
CD Commentary Drive
CDRA Country Driving Risk Assessment
CDRL Country Driving Risk Level
C_JMP Country Driving and Journey Management Procedures
D
DIM Driving Improvement Monitor
DOT Department of Transport – (USA)
DT Driver Training
F
FMP Fatigue Management Plan
G
GCWR Gross Combined Weight Rating
GDA Global Driving Assessment
G-JMC Global Journey Management Center
GPS Global Positioning System
GVW Gross Vehicle Weight
GVWR Gross Vehicle Weight Rating
GWR
H
HARC Hazard Analysis and Risk Control
HAZMAT Hazardous Materials
HOS Hours of Service
HSE Health Safety Environment
HV Heavy Vehicle
I
IVMS In Vehicle Monitoring System
J
JMC Journey Management Center
K
KPI Key Performance Indicator
L
LTC Land Transport Contractors
LV Light Vehicle
N
NHTSA National Highway Traffic Safety Administration – (USA)
O
OECD Organization for Economic Co-operation and Development
OGP Oil and Gas Producers
O/I Observation and Intervention
P
PPE Personal Protective Equipment
R
RDMD Rollover Damage Minimization Device
RHA Road Hazard Assessment
RIR Risk Identification Report

R-JMC Regional Journey Management Center

RTDR Road Traffic Death Rate – measured per 100,000 population
RWP Remedial Work Plan
U
UNECE United Nations Economic Commission for Europe
W
WHO World Health Organization

Appendix C: Driver Fitness (Medical conditions and Medication)

Minimum fitness to drive requirements may vary from one country to another. It is essential that the
individual country driver fitness requirements are understood and implemented in each country where
Schlumberger operates and the strictest requirement is enforced.
This appendix reviews the principle criteria used by company designated health professionals and
doctors to determine fitness to drive a vehicle.
Any medical conditions not included here usually require a specialized medical assessment.
1. Neurological conditions Permissible to Drive

Loss of consciousness caused by: Unacceptable for driving
 Blackouts
 Fainting
 Vertigo
Severe sleep disorders Unacceptable for driving
 Narcolepsy (sudden “sleep
attacks” that can occur at any
time)
 Cataplexy (sudden, temporary
loss of muscle tone with the
inability to move the limbs)
Epileptic seizures Unacceptable for driving
A person who has a history of epileptic seizures can be

declared fit to drive for the company only if there have been
no seizures for a 12-month period a medical assessment
has normal results, including a neurological examination,
magnetic resonance imaging (MRI) and/or a computerized
tomography (CT) scan, and electroencephalogram
there are no undesirable side effects (drowsiness, vertigo,
etc.) from the prescribed antiepileptic treatment.
Other Neurological conditions Unacceptable for driving
 transient ischemic cerebral
attacks
 stroke or cerebrovascular
accident
 Parkinson’s disease
 multiple sclerosis
 serious psychiatric problems
(personality disorders,
schizophrenia)
 treatment with antipsychotic
medication.
2. Vision problems Permissible to Drive

Good vision is, of course, essential for every driver. A driver should ideally have optimal visual
acuity, visual fields along with good peripheral, or fringe, vision. Good visual depth or stereoscopic
vision, which is the perception of three dimensions and distance, is highly recommended for safe
driving.
If there is a potential vision problem, the company’s designated health professional will request a
full eye assessment performed by an ophthalmologist.
Monocular vision If a driver’s monocular vision began years ago and the
(is the total loss of vision in one remaining eye has normal vision, driving is acceptable.
eye) However, recent total loss of vision in one eye or temporary
patching of one eye is not acceptable for driving.

Visual acuity To drive a company vehicle, a person must have visual

(The resolving power of the eye, is acuity that is not less than 10/20 in the better eye with
what a driver uses to detect corrective lenses as necessary.
obstacles, pedestrians, and other
vehicles. It is expressed as a
fraction (20/20, 10/10, or 50/50
depending on the eye chart). For
example, 20/20 is normal and
indicates that a person sees at 20
feet what the normal eye should
see at that distance.
Visual Field The visual field should be at least 120° along the horizontal
meridian and 15° continuous above and below fixation, with
both eyes open and examined together. A restriction in the
binocular visual field or any significant blind spot or black
hole, also known as a scotoma, is unacceptable for driving.
Color differentiation problems, Does not prevent a person from driving a vehicle; however,
commonly called color blindness, the driver must be able to discriminate among traffic lights
because their position can vary from one country to
another. Red is always above green on vertical traffic lights,
but on horizontal traffic lights the position of red may
depend on whether driving is on the left or right side of the
road.
Other eye conditions Unacceptable for driving.
 double vision (diplopia)
 bilateral cataracts
 severe bilateral glaucoma
 severe bilateral retinopathy
 retinitis pigmentosa
 severe visual disorders.
3. Heart disease / conditions Permissible to Drive

Schlumberger employees who have a cardiac problem require a full cardiac assessment before
being medically authorized to drive a vehicle.
After cardiac procedures such as Do not drive for a least one week after cardiac procedures
an angioplasty or implantation of a subject to medical advice
stent or pacemaker
After a heart attack or coronary Do not drive for at least 4 weeks subject to medical advice
bypass surgery
Coronary angina (chest pain) while Unacceptable for driving.
at rest or at the wheel or triggered
by emotional stress
Abdominal aneurysm (abnormal Usually unacceptable for driving and require assessment
vascular dilatation) more than 6 cm by a company-designated health professional along with a
[2.4 in] in diameter cardiologist:
Arrhythmia (abnormal usually unacceptable for driving and require assessment

electrocardiogram) by a company-designated health professional along with a
cardiologist:
Use of an implantable cardioverter usually unacceptable for driving and require assessment
defibrillator by a company-designated health professional along with a
cardiologist:
Heart failure usually unacceptable for driving and require assessment

by a company-designated health professional along with a
cardiologist:

Heart or lung transplant. usually unacceptable for driving and require assessment
by a company-designated health professional along with a
cardiologist:
4. Diabetes Permissible to Drive

A medical assessment is required for any person with diabetes who will be driving a vehicle.
Diabetes treatment has progressed enormously over the last few years, and people with correctly
stabilized diabetes can safely drive a vehicle if they adhere to their treatment and check their
blood glucose levels as recommended.
The risk of low blood sugar levels impairing body functioning is the main hazard to safe driving for
a person with diabetes. Low blood sugar levels, also known as hypoglycemia, can occur with both
type I diabetes treated by insulin and type II diabetes treated by oral medication.
If diabetes has been recently diagnosed, it is recommended to refrain from driving for the first
month after starting insulin while treatment is assessed for effectiveness and any undesirable
effects.
Driver with diabetes should always have glucose tablets or fast-acting sugars
within easy reach in the vehicle.
Type I diabetics who require insulin should:
 check their blood glucose levels (using a glucose
meter) before driving
 check their blood glucose levels every 2 hours on long
journeys.
Driver with diabetes should not drive if they feel hypoglycemic or if their blood
glucose is below 4.9 mmol/L. Driving should resume only
45 to 60 minutes after the blood glucose level has returned
to normal.
5. Age
Age is not an automatic bar to driving, but as you grow older your medical examinations should
be more frequent, particularly for checking visual acuity, with corrective eye ware prescribed or
modified as necessary. Mild to moderate hearing loss rarely affects driving safety, although people
with severe hearing loss may have trouble hearing warning signals.
6. Drivers taking Medication

Drivers may be unfit to drive if medication for a known medical condition (for example, blood
pressure, allergies) causes unacceptable side effects, especially if alertness and reaction time are
reduced. Both prescription and over-the-counter (OTC) medications can cause problems, and
interactions of multiple medications and cumulative effects must also be considered.
Certain countries prescription and OTC medications are provided with warnings that it is an
offence to drive or operate machinery when using the medication. Drivers are responsible to follow
these instructions and notify management of these conditions.

Appendix D: Driver Trainer / Assessor Levels and Certification Requirements
DT Level 3.1 Assessor
Qualified to perform:
- Skill Assessments (SA) and Commentary Drive Assessments (CDA)
- In-vehicle skills development (Coaching)
Candidate Criteria Required Training Certification Maintenance
- Good driving record - HVT or LVT, as - current w/ DT2 level training

- Review 6 mo. DM appropriate - yearly SA/CD by next Level+
report - HV or LV DAS - perform min. 6 SA/CDs every 6
- green band - Appropriate months.
- Regulatory driver’s endorsements - workplace assessment every 3
abstract - SA/CD w/ next Level + years by Master Trainer
- Review of previous Lapsed Certification > 6 months.
and current CD/SAs - suspension of authorization to
- Displayed proficiency conduct assessments
- Peer respect - workplace and SA/CD assessment
- Appropriate level of by next Level+
competence (defined in JM Lapsed Certification > 2years
procedures)
– experience w/ vehicle,
SLB, etc.) - re-attend DAS
- Recommended by next
Level+ &/or Mgr
DT Level 3.2 Trainer Assessor
Qualified to perform:
- As an assessor (Level 3.1), in the vehicle types personally qualified
- Deliver location theory presentations
- SA/CD of Level 3.1 in the vehicle types personally qualified
- meets Level 1 criteria - HVT or LVT, as - current w/ DT2 level training

- recommended by next appropriate - yearly SA/CD
Level + &/or Mgr+ - HV or LV DTAS - perform min. 6 SA/CDs every 6
- Appropriate months.
endorsements - present min. 1 in-class session
- SA/CD w/ next Level + every 4 months or drop to previous
- Successful with in- Level
classroom competency - workplace assessment every 3
assessment within 2 years by Master Trainer
months of DTAS
Lapsed Certification
Assessor
As per Assessor
Trainer
- lapsed > 4 months
- workplace assessment by next
Level+

Lapsed Certification > 3 years

- re-attend appropriate level of DTAS
- SA/CD by Master Trainer
- present in-class session within 2
months of DTAS or drop to previous
Level
DT Level 3.3 Master Trainer
Qualified to:
- perform as a Trainer / Assessor (Level 3.2)
- present Driver Assessor School (DAS)
- present Driver Trainer and Assessor School (DTAS)
- assess all levels of Driver Trainers
- proven proficiency as - HV DTAS - current with DT2 level training

Heavy Vehicle Trainer / - Appropriate - yearly SA/CD
Assessor endorsements - Assessed bi-yearly as competent in
- strong background in most - OFS Train-the-Trainer the presentation of a DTAS by Master
vehicle types and driving or approved equivalent Trainer
conditions in region - Assessed as - Proven participation in support of
- peer respect competent in the field driving issues and in
- credibility in workplace or presentation of a DTAS maintenance of Trainer/Assessor,
by qualification by Master Trainer Assessor qualification.
- recommended by Level - Recertification and assessed every
3.3 peers and Operations 5 years at SLB driving school. (KDC
Manager or CDC)
- approved by Area Driving Lapsed Certification > 2 years
Advisor or Area QHSE
Manager - Revert to next lower Level
- Assessed as Competent in the

presentation of a DTAS by Master
Trainer
- SA/CD by Master Trainer
Definitions:
CD – Commentary Drive HV – Heavy Vehicle
SA – Skill Assessment HVT – Heavy Vehicle Training
DAS – Driver Assessor School L – Light
DTAS – Driver Trainer and Assessor School LV – Light Vehicle

Appendix E: Driving Training for Employees and Drivers
Training Title / Category Application Reference

Basic Driving Training
Vehicle Passenger (DT1) Mandatory for all employees.
Schlumberger Driver Training Mandatory for all Schlumberger

Theory (DT2.2) Drivers.
• Validity - Schlumberger Maximum 3 Years & upon individual

Driver Training Theory (DT2.2) driving performance review.
• Recertification - Classroom or DriveSMARRT computer To be documented in

Schlumberger Driver Training based refresher to be defined at Local Driving and Journey
Theory (DT2.2) country level, based on local risk Management Procedures.
assessment and complying with the See table 4 for minimum.
minimum guideline for DT 2.2
recertification.
Schlumberger Driver Training Mandatory for all Schlumberger To be documented in

(In Vehicle) Skill Assessment Drivers in the vehicle types and driving Local Driving and Journey
(DT2.2) conditions which the driver will conduct Management Procedures.
business in.
i. In circumstances where drivers drive
multiple vehicle types in multiple
environments the HSE department will
define which Skill Assessments will
apply based on the local risk.
ii. Skill Assessments can only be
performed after theory training is
completed – Ref: Specialized Vehicle
Training and driving conditions training
below.
• Validity - Schlumberger To be documented in

Maximum 3 Years & upon individual
Driver Training Skill Assessment Local Driving and Journey
driver performance review.
(DT2.2) validity Management Procedures.
Schlumberger Driver Training To be documented in
Mandatory for all Schlumberger
Commentary Drive (DT2.2) Local Driving and Journey
Drivers. Commentary Drives can only
be performed after theory training is
See figure 9 for minimum
completed and valid.
requirements.
• Validity - Schlumberger Driver Dependent on driver designation and
Training Commentary Drive Country Risk Rating.
(DT2.2) The validity is also set at the discretion
See Figure 9 for details.
of the driver assessor based on his/her
assessment.
Training Title / Category Applicable to:

Specialized Vehicle Training
Heavy Vehicle Non-Articulated Mandatory for all drivers operating Non-Articulated Heavy Vehicles.
Training (DT 2.3)
Heavy Vehicle Articulated Mandatory for all drivers operating Articulated Heavy Vehicles.
Training (DT 2.4)
Utility Trailer Training (DT2.5.5) Mandatory for all drivers operating Utility Trailers.
Bus Training (DT 2.5.7) Mandatory for all drivers operating Light and Heavy Buses.
Segment or Function specific Segments must ensure that specific training for non-standard or
specialized vehicle training specialist vehicles is developed and assigned to relevant drivers.

Specific training will be documented in Segment Driving and

Journey Management Standards. When required to be
implemented this training must be referenced in Local Driving and
Journey Management Procedures.
Specific Training required to The HSE and Legal functions will ensure that all relevant external
comply with local laws compliance training is identified. This training is added to the SLB
training requirements for the country and must be documented in
the Country Driving and Journey Management Procedures.
Training Title / Category Application Reference
Specialized Driving Conditions Training
Requirement and validity
Mandatory for all drivers before
Desert Driving Theory (DT to be documented in
operating a vehicle off-road in desert
2.5.1) Local Driving and Journey
conditions.
Mandatory for all drivers before to be documented in
Steep Grades Theory (DT 2.5.2)
operating in areas with steep grades. Local Driving and Journey
Mud Driving Theory (DT 2.5.3)
operating in areas with mud. Local Driving and Journey
Mandatory for all drivers before
to be documented in
Snow & Ice Theory (DT 2.5.4) operating in areas with snow & ice
Local Driving and Journey
conditions.
Dusty Environment Theory
operating in dusty environments. Local Driving and Journey
Specific Supervisory Training
Convoy Leader Training (DT Mandatory for all drivers who may be required to lead a convoy.
2.5.6)
Convoy Leader Skill Mandatory for all drivers who may be required to lead a convoy.
Assessment
Segment Specific Supervisor Segments must ensure that specific training for supervision of
training specialist driving activities is developed and assigned to relevant
supervisors. The specific training must be documented in the
Segment Driving and Journey Management and Driving Standard
and the implementation referenced in Local Driving and Journey
Training Title / Category Applicable to:
Optional / Voluntary Driving Related Training
Seat Belt Practical (Convincer) Voluntary, highly recommended in high risk and extreme risk
Training countries.
Commuting Driver Training Voluntary, recommended in high risk countries and for those
employees coming from lower risk countries to higher risk countries.
Notes:
(i) Detailed descriptions of driver training packages and their applicability are located at:
QHSE Training and Certification Catalog.
(ii) Where Validity and Recertification requirements are not specifically mentioned in this
Standard, refer to: QHSE Training and Certification Catalog.
(iii) All specialist vehicle training including DT2.3, DT2.4, DT2.5.5 & DT2.5.7 is in addition to
DT 2.2 Schlumberger Vehicle Training.
(iv) All driver commentary drives must be performed by qualified assessor or assessor trainer.
(v) All driver training must be performed by qualified driver trainers.

(vi) Reference: Driver trainer levels and certification document requirements (Appendix B)
(vii) All driver training and assessments must be recorded in QUEST and in the employee’s
Training and Competency Passport (as appropriate).

Appendix F: Operations / Journey Management Centre Roles and

Responsibilities
Responsibility of Segment or Function Responsibility of the JMC

requesting the trip
Journey Planning
• Vehicle inspection • None

• Risk assessment
• Necessity of the trip
• Verify fatigue level of driver
• Pre-trip meeting
• Input trip request in eJourney
Journey Compliance Assessment
• Confirm necessity of the trip • Q/C the information in eJourney

• Ask the JMC about level of risk and • Verify compliance, review the risk
compliance rating and provide feedback
• Approve/reject the trip • Brief the driver and fill out fatigue
tab
• STOP when a major deviation is
detected and inform Approver
If “Ready to Go”…
Journey Monitoring
• Act upon live journey information • Provide real time feedback

reported by JMC, if any • Provide support to drivers
• STOP when a major deviation is
detected and inform Approver
• Confirm arrival, de-brief the driver
and close trip in eJourney
• Notify Road Hazard Assessment
(RHA) owner to update RHA when
appropriate.
Post – Journey (data analysis and continuous improvement)
• Review periodic performance results • Analyze and report on drivers

and reward/discipline drivers performance

Appendix G: Driver Improvement Monitor Specifications and Settings
Driving Improvement Monitors (DIMs) are also referred to as In Vehicle Monitoring Systems
(IVMS).
Schlumberger requires DIMs to be implemented in Schlumberger Vehicles following the

criteria in section 2.6,figure 11. The minimum specifications depend upon Country Driving
Risk Level and Field / Non-Field vehicle category. Specifications should be increased
wherever local risk assessment indicates.
Basic Driver Improvement Monitor - Minimum Functional Specifications
Function Description
Acceleration Monitors and records acceleration greater than a set threshold.
Alarms Emits audible alarm for events greater than a set threshold:
 Operating time
 Idle time
 Speeding event threshold
 Speeding event
 Acceleration event
 Deceleration event
Crash recorder Monitor must be able to record speed vs. time (second-by-second) for at
least 20 seconds immediately prior to an over-threshold deceleration. The
greater this time frame the better. This record must be able to be retained
and accessed after a crash barring catastrophic damage to the device.
Deceleration Monitors and records deceleration greater than a set threshold.
Environment Monitor must be able to operate in ambient work conditions:
 LCDs may not display in severe cold and may interfere with
operator log-on with some models
 Heat and dust may cause issues
Event recorder Monitor must be able to record events that exceed a set threshold:
 Operating time
 Speeding event threshold
 Speeding event
 Acceleration event
 Deceleration event
Identifies driver Individually identifies drivers – this feature may not be required if monitor is
driver assigned.
Signal source Monitors must acquire signals directly from the vehicle sensors, wiring bus
or electronic component. Exception may be made for older vehicles with
no adaptors for sensors.
Memory The monitor must have adequate memory to match operations vs. the
minimum requirement of a monthly download.
Mounting Monitor must be able to be installed with a secure mounting in a position
that does not distract the driver.
Rugged Monitor must be able to withstand off-road conditions, as deployed. This
includes sourcing its input signal(s) from in-line transducers or equivalent
to preclude the need to use drive-line mounted signal generators. See
“Signal source”.
Speed Monitors and records speeds greater than a set threshold:
 Maximum speed
 Time-over set speed
Tamper proof Monitor is to be designed to prevent operator tampering or records the
tamper event. This includes sourcing its input signal(s) from in-line
transducers or equivalent to preclude the opportunity to tamper with drive-
line mounted signal generators. See “Signal source”.
Software – required features

Ease of The supporting software must have e.g. MS-Windows interface that does
administration not require advanced PC or programming knowledge or skills.
Exportability The data needs to exportable in a common format for management
purpose, e.g. MSExcel, MSWord.
Reporting The database must, at a minimum, be able to generate a RAG or DPR
reports compliant to Schlumberger’s format.
Security The system requires at least one password protected security.
System The software must be able to be run on the standard Schlumberger image.
requirements Any exception must be approved by the IT group.
Enhanced Driver Improvement Monitor - Additional Functional Specifications
Basic Monitor Functions All functionality per Basic Driver Improvement Monitors
Engine monitor This feature varies by supplier but may allow for monitoring of:
 Idle time
 Engine abuse
 Economy of operation
 Early failure detection
Data management System now central data management:
 Web based
 Network based
GPS Passive
 Records where vehicle has been
 May display real-time location on-board
Active
 Transmits real-time position
Hours of service Local legislation may require the recording of drivers’ hours of
duty.
Lateral acceleration Measurement and monitoring of lateral acceleration allows for
the monitoring of aggressive cornering.
Remote access Remote access for less person-intervention time, missed
downloads and uploads / parameter changes. Access can be
made remotely at location and / or in the field depending on the
system selected:
 RF
 GPRS
 GSM
 WiFi
 Low Earth Orbit Satellite
 Fixed satellite
Vertical acceleration Measurement and monitoring of vertical acceleration allows for
the monitoring of aggressive driving on rough roads, e.g.
washboard, pot-holes, speed-bumps, etc.
Features deserving consideration

Auxiliary inputs It is preferred to have a monitor that allows for the attachment of
auxiliary sensors or devices and / or allows for the monitoring of
other functions, e.g.:
 Tachograph
 Accelerometers
 Use of headlights
 Fatigue monitor
 ABS activation
Ease of installation The monitor should be readily installed without:
 Extensive system knowledge

 Specialized automotive knowledge

 Costly harnesses and attachments
 Excessive installation time
Ease of operation The monitor should be:
 Easily operated by the driver
 Easily calibrated
 Easily accessed for upload / download
 Simple process for upload / download
 Minimal peripheral items for operation, e.g. memory
cards, memory sticks, etc., that complicate use or
increase costs
Driver actuated event This feature allows the driver to “fix” an event in memory
recording independent of exceeding set thresholds.
Driver hours of service Consideration should be given to the dual use of the monitor as
both a performance monitor and as a device to record working
hours of drivers. This in support of local legislation and for
compliance with OGP Land Transport Recommended Practice.
Maintenance Maintenance considerations include:
 Availability and cost of technical support
 Availability and cost of repair and replacement parts
 Specialized local knowledge requirements
Power consumption Vehicles that are not run frequently may be affected by a device
with a high-power consumption.
Driver Improvement Monitor Settings – Minimum
HV LV
Speed over factor 4 2
Time over factor 30 20
Acceleration threshold 6 kph/sec, or 10 kph/sec, or
4 mph/sec, or 6 mph/sec, or
0.17g 0.27g
Acceleration factor 5 2
Deceleration threshold 10 kph/sec, or 10 kph/sec, or
6 mph/sec, or 6 mph/sec, or
0.27g 0.27g
Deceleration factor 5 2
Note that converted values are rounded off.
RAG / DPR parameters – Schlumberger settings

RAG – Red, Amber, Green Report
DPR – Driver Performance Report
Speed weight score .6

Acceleration weight score .1
Deceleration weight score .25
Download score weighting .05
Green cutoff 85
Amber / yellow cutoff 70
Days since last download 0-15 100
16-30 70
31-45 20
Over 46 0
Primary Schlumberger Driver Improvement Monitor Suppliers:

Mix Telematics Middle East FZE Master Service Agreement in place

Dubai Airport Freezone Authority, Order via SWPS
Building 6EA,
Office Number 610,
Dubai, Approved Equipment:
United Arab Emirates - FM 300 series monitors
- Satamatics communication module
Account Manager: Brodie Von Berg
Tel : +971 4 2045650
Fax : +971 4 2045651
Mobile : +971 56 1751140
Email : brodie.vonberg@mixtelematics.com
Web: http://www.mixtelematics.com/ae/
Inthinc Technology Solutions Inc. Order via SWPS
4225 W. Lake Park Boulevard, Suite 100

Approved Equipment:
West Valley, Utah 84120 USA
- TIWI Driving Monitors
Phone : 1-801-886-2255
- A820 Driving Monitors
Fax: 1-801-886-2849
www.inthinc.com
Davis Instruments Corp. Order via SWPS

3465 Diablo Avenue
Hayward, CA 94545 USA
Phone: 1-510-732-7814
Fax: 1-510-670-0589 Approved Equipment:
Email: support@davisnet.com - Car Chip
Website: www.driveright.com
Unified National Dispatcher System (ZAO UNDS), Order via SWPS
3d Kurskaya Str. 15, Approved Equipment:

Orel, Russia - UTP-M-01-8.004
- UTP-M-01-8.004.16
Contact: Вера Клевцова / Vera Klevtsova (project
leader);
Email: kvv@ends-russia.ru
Phone: +7 (4862) 49 53 53 (ext. 111)
Cell: +7 980 368 7157

Appendix H: Vehicle Features and Safety Equipment
Light Heavy Bus

Vehicle Specifications
Vehicle Vehicle
Driver & Passenger Restraints
Air bags (all possible, including side impact
and side curtain)
  
3-point seatbelts at a minimum at all seating
positions, incorporating automatic retraction
and deceleration-activated emergency
locking mechanisms. Often referred to as   
“inertia reels” and pretensioners
4-point seatbelts at a minimum for lateral
seating positions
Seat lowering and seat belt securing device
for air ride seats

Braking system(s)
4-wheel anti-lock brakes   
Emergency parking brakes   
Spring brakes on all rear wheels of air brake
vehicles
 
Stability control technology   
An endurance braking system (engine
retarder or equivalent) for regions with steep
 
grades, with sufficient speed retarding
capacity for the designated area of
operations
Lights / visibility
Daytime running lights   
Brake lamps, rear lamps and a Centrally High
Mounted Stop Lamp (CHMSL)
  
High intensity lights on rear of vehicle for
operations with reduced visibility (fog,
blowing sand or snow, sand or snow clouds
behind vehicles, etc.) wired to the headlight
switch, or equivalent, with an override switch
for those times that they are not required, as
legally permissible.   
Offroad LV - shall be located at the rear as
high and as far apart as practicable.
HV / Buses - shall be located at the rear as
high and as far apart and as far back as
practicable
Intermittent rear marker light for vehicles
used in convoy. These lights will be high
mounted and of a color and intensity to
effectively alert following drivers of probable
slower and possible multiple vehicles, wired
to the headlight switch, or equivalent, with an   
override switch for those times that they are
not required, as legally permissible. This light
may also address the requirement for a high
intensity light for operations with reduced
visibility as indicated above.
Front and rear flashing, hazard warning
lamps   
LED clearance lights and reflectors  

Directional turn signal lamps front and rear   
High intensity yellow/amber LED rear turn
signals  
Side-mount mid-point position LED
directional turn signal lamps (HV buses)  
White back up lamps at rear
(Required on new acquisition trailers)   
Reflective tape on rear (pick-ups, SUVs,
utility trucks) 
Reflective tape on rear and side, ref. DOT 49
CFR 393.13  
Passenger compartment
Laminated glass windshields / windscreens
and tempered/toughened glass side and rear   
windows
Windshield wipers and washers   
Side-impact protection and doors fitted with
energy absorbing padding (FMVSS216, ECE- 
95 or equivalent national regulation)
Padded steering-wheel hub and collapsible
steering column (FMVSS204, ECE 12.03, or   
equivalent national regulation)
Driver and passenger side external mirrors   
Internal rear-view mirror 
Driver and passenger side external mirrors –
minimum 7in / 18cm X 16in / 41cm  
Convex mirrors – minimum 8in / 20cm
convex mirrors both sides  
Heated mirrors in regions where frosting
occurs   
Serviceable air conditioning / heater – able to
maintain an in-cab temperature range of 5ºC
to 30ºC under all local climatic and driving
conditions and a windshield defroster system   
that is capable of maintaining unobstructed
vision for the driver
Non-slip pedal pads for brake, clutch and
accelerator pedals   
All instrumentation to be in the local unit of
measurement – e.g. speedometer, fuel   
gauge, etc.
Signs, stickers or labels shall be fitted in such
a manner that they do not obstruct the
driver’s vision or impede the driver’s use of   
any controls
No ornaments or custom fittings mounted or
hung inside the cab, or outside the vehicle,   
which can obscure the driver’s view
Seating
High-back seats / head rests on all seats   
Fold-down seats must be capable of
restraining the forward movement of any  
passenger / load

Mechanical fixing of passenger seats to the

body of a bus is to be approved by the
vehicle or bus body manufacturer – if these 
are not available, ADR68 (Australian Design
Rule) will be the standard
Driver’s seat to be independently adjustable
with a minimum of forward and rearward   
adjustment
Seats to be of fabric material, and if fitted with
seat covers, these shall be of fireproof and   
non-toxic fabric
Seatbacks and any wall panel or fixture in
front of any passenger seat to be smooth and   
padded with no sharp edges
Other safety features
Rollover Damage Minimization Devices –
see RDMD Appendix J   
The body strength is to comply with EC
(European Community) Regulation 66 or
ADR 59 (Australian Design Rules), at a 
minimum, to ensure sufficient survival space
for passengers in case of a rollover
Under-run protection, both rear and sides 
Single-piece rims – the use of multi-piece
rims is restricted – a guideline for the use of
tires and rims on Schlumberger Vehicles is   
available in Appendix-I
Re-tread tires are not permitted on buses –
further reference to the use of re-tread / re-
cap tires on Schlumberger Vehicles can be 
found in the guideline for the use of tires and
rims available on the Driving Hub
Reversing alarm system (102dB)   
Adequate luggage space for maximum
number of occupants – suitably designed and 
loaded roof racks are permitted
Passenger access door shall be fitted to curb
side of operating environment; the
designated emergency exit door(s) from the
bus shall have a clearly visible sign, even in 
the case of only one passenger door being
fitted
Safety / emergency equipment
Driving Safety Card (ref: Section 5.1)   
Fire extinguisher, minimum 5lb / 2kg 
Fire extinguisher, minimum 20lb / 9kg  
Crash documentation kit – SWPS CCK-B or
equivalent   
First aid kit, in keeping with local regulation or
best practice   
Eyewash bottle with fresh water (WS)  
Approved Driver Improvement Monitor   
Full size spare tire, vehicle jack and wheel
wrench 

Flashlight / torch   
Disabled vehicle marker(s) – minimum 3 (e.g.
reflectors)   
Reflective vest for emergency situations   
Wheels chocks - must be in place whenever
the driver leaves the vehicle unattended for
more than a few minutes and should be
positioned at the passenger, rear wheels
(1wheel chock in front of and 1 wheel chock
aft of at least one [set] of tire[s]) – this  
includes all Schlumberger Vehicles when
towing trailers; for buses where the driver
enters / exits on the passenger side, the
placement should be on the driver’s side rear.
(Not applicable to “Mini Bus” <15 seats)
Hammers for smashing windows in case of
emergencies to be fitted above windows or
on window pillars; these need only be readily 
available in vans
Emergency exit side windows. HV buses 
Utility Trailers
The towing of ball or pintle hitch utility trailers
by WS is prohibited other than by Exemption,   
reference WS Std 5 section 55.7.10.3
Requirements for the towing of Utility Trailers
is found in the Utility Trailer and Towing 
Specifications in Appendix K.
The towing of trailers or “luggage trolleys” of
any kind by buses is prohibited 

Appendix I: Tires and Rims Guideline
Definitions
Rim:
 The rim supports the tire
 Available in multi-piece or single-piece
Wheel:
 A combination of a rim and a disc permanently attached to the rim and attached to the
hub by studs and nuts
 Available in multi-piece or single-piece
Multi-piece rim:
 Tube style
 2 piece - solid rim, split lock side ring
 3 piece - solid rim, solid side ring, split lock side ring
Single-piece rim:
 Tubeless style
 Continuous one piece, no side rings
Split rim:
 Tube style
 Lateral split
 Obsolete / banned
The following are safety guidelines for the use and maintenance of tires and rims:
1. Schlumberger Vehicles shall be fitted with single-piece rims and tubeless tires. Split rims are
not allowed.
Information for changeover from multi-piece rims to single-piece rims and tube to tubeless
tires can be sourced from the chassis manufacturer. InTouch can be contacted for technical
assistance.
2. Multi-piece rims (including some models of Trilex rims) are allowed as required by operating
terrain conditions and vehicle load requirements for which single-piece rims are not available
or constitute an operational hazard. This application is still acceptable, but the approved
safety recommendations for tire handling, inflating and servicing of multi-piece rims must be
strictly followed. All personnel involved in operating or maintaining these vehicles must be
trained to understand and follow these approved safety recommendations. Accepted

applications for multipiece rims are available from InTouch Helpdesks. All multi-piece rim
applications require approval from the Technology Center, via InTouch.
3. Only Qualified vendors or properly trained Schlumberger Employees shall be used for tire
and rim repair and maintenance. By preference, qualified vendors will be used. Every effort
will be made to source a capable vendor to perform these tasks at their facility. If this is not
possible, then only trained and qualified Schlumberger personnel will perform maintenance
tasks utilizing the correct handling and repair equipment. Vendors are to be assessed and
audited in keeping with Standard QHSE S012, Contractor and Supplier Management.
4. Schlumberger facilities will be designated as either “tire storage” or “tire maintenance”

facilities. If designated as “tire maintenance”, the facility must be properly equipped to
correctly perform maintenance operations.
5. All tires and rims must be inspected before they are placed in service, as per approved
Industry Standards. This inspection will include these items, at a minimum:
 Rims
o Cracks at welds;
o Cracked or broken components;
o Bent or sprung components caused by mishandling, abuse, tire explosion or rim
wheel separation;
o Pitting of components due to corrosion;
o Other structural damage that would decrease its effectiveness;
o Multi-piece rims:
 Check lock rings and side rings for any damage. Make sure that the rings
fit correctly;
 If any substandard component is identified, replace all components;
 Multi-piece wheel components shall not be interchanged except as
provided in the manufacturer charts or applicable rim manual. Ensure
lock ring and side ring are the correct matching parts for that rim. Any
compatibility issues are to be directed to InTouch.
Any parts that are damaged or are corroded must be replaced. Discard cracked rims - do
not repair.
 Tires
o Ensure tire load rating is correct for the load on the vehicle;
o Do not reuse the tire if has sidewall blisters, cord separation, missing tread, and
less than minimum tread depth (see #10).
6. Tire Repair
If a qualified vendor is not available or field repairs are required, follow these requirements:
 A specific OFS Employee must be assigned the task to repair tires. This employee, or
employees, must receive the correct tire repair training that addresses all points
identified in OSHA 29CFR1910.177 and applicable OFS maintenance bulletins, at a
minimum;
 Use an approved safety retainer or cage to inflate the tires and the correct tire handling
tools. If field repairs are required, use a portable safety retainer, or equivalent accepted
by InTouch, for the job;
 Follow all instructions from the manufacturers for safe removal, tire deflation, repair, tire
inflation and assembly procedures;

 Remove from service and destroy all rims and rim components if the part number and/or
manufacturers identification is illegible.
7. Tire Inflation
At no time are any manufacturer ratings to be exceeded, including air pressures. Operating
a tire below the recommended pressure or higher than the recommended speed can cause
premature wear, overheating, tire slipping on rim, damage to the tire, and damage to the
rim/wheel assembly
A safety meeting that includes all effected personnel is to be held immediately prior to
inflation of any tire. Ensure that the trajectory area is clear of personnel and equipment.
 When inflating the tires, always use an air nozzle that fastens with a clip. The tire gauge
and control valve must be mounted at least 3.0m / 10ft from the clip-on air nozzle to
allow the employee to stand outside the trajectory of the wheel components (contact
InTouch for part number or for specifications to source locally). Employees should “face
the tread” while inflating tires. In this way, they will be outside the trajectory area.
 Multi-piece rim procedures:
o Approved personnel only shall inflate all tires to operating pressure in a safety
cage before being released for use. Operating pressure shall be at least 15psi
/ 104kpa / 1.0bar, to ensure that lock rings are fully seated;
o After tire inflation, the tire and wheel components shall be inspected while still
within the restraining device to make sure that they are properly seated and
locked. If further adjustment to the tire or wheel components is necessary, the
tire shall be deflated by removal of the valve core before the adjustment is made;
o If a tire on a vehicle has been operated at no less than 80% of the recommended
pressure and within the recommended maximum speed for that pressure (as
approved by the chassis or tire manufacturer for “Highway” or “Off-Road” terrain
conditions, including sand), it may be inflated while the rim is on the vehicle
provided remote control inflation equipment is used and no employees or
equipment remain in the trajectory range during inflation. For information on
recommended pressure(s) and operating speed(s) vs. specific application(s),
Contact InTouch or reference vehicle label(s) as per #14;
o If a tire on a vehicle has less than 80% of the recommended pressure for the
specific road conditions and speed, the tire must be fully deflated, then removed
from the vehicle and inflated inside a safety cage as indicated in #6;
o Tires shall be completely deflated by removing the valve core before a rim wheel
is removed from the axle in either of the following situations:
 When the tire has been driven under-inflated at 80% or less of its
recommended pressure, or,
 When there is obvious or suspected damage to the tire or wheel
components.
 Single-piece rim procedures:

o Tires may be inflated only when contained within a restraining device,
positioned behind a barrier or bolted on the vehicle with the lug nuts fully
tightened provided remote control inflation equipment is used and no employees
or equipment remain in the trajectory range during inflation.
7. All Schlumberger Drivers who operate Medium and Heavy Vehicles require training on safe
tire handling and inflation practices. All Schlumberger Drivers who perform operations in
Desert conditions, or other, that utilize rims other than single-piece rims or require field

adjustment of tire inflation other than that required by routine maintenance, require training
on safe tire handling and inflation practices as per Medium and Heavy Vehicle drivers.
9. If possible, use radial tires. Any combination of bias belted tires and radial tires must not be
used on the same vehicle or trailer. All tires on each vehicle or trailer must be of the same
size, rating and construction unless otherwise required by application but only if permitted
by the chassis or trailer manufacturer, tire manufacturer and approved by InTouch.
10. Dual wheels must be matched to within ½in / 12.7mm of the same diameter or a
circumferential difference of ¾in / 19mm. Tires should have equal tire pressure.
11. Unless otherwise required by local regulation, tread depth on steering axle tires must be a
minimum of 4/32in / 3.2mm; all other tires must have a minimum of 2/32in / 1.6mm.
12. Recap tires are not permitted on steering or drive axles but are accepted for use on trailers
however their use for any application is discouraged.
13. Tire Storage

 Tires should be stored and transported at operating pressure;
 Tires mounted on multi-piece rims must be inflated to a minimum of 15psi / 104kpa /
1.0bar;
 A warning sign with 2in / 5cm letters marked, "INFLATED TIRES ARE DANGEROUS",
or equivalent, must be readily visible in the tire storage area.
14. All Heavy Vehicles are to have the correct operating tire pressure(s) identified on the
fender(s), or equivalent, of the vehicle. This label will state:
 Standard operation tires - <value><units>;
 Variable pressure tires - Hwy <value> <units>; Off-Road <value> <units> minimum
Vehicles with variable tire pressures will have a sticker located in the drivers cab with On-
Road/Off-Road tire pressure vs. allowed road speed for that specific vehicle and tire
combination.
15. All vehicles with dual wheels are to have an externally attached gauge device, e.g.
“Crossfire” or equivalent, installed to display tire pressure. These devices will be
appropriately scaled for the operating pressure(s) of the tires on which they are installed.
16. Tires are to be operated at manufacturer or Product Center recommended pressures.

Whenever possible, pressures are to be checked when the tire assembly is “cold”
(21oC/70oF) or following manufacturer recommendations. If field inflation is required when
the assembly is “hot”, the pressure is to be confirmed when “cold” or following manufacturer
recommendations prior to subsequent operation or prolonged high-speed operation.
17. All forklift rims are to be single-piece as possible. Any variation to this must be in keeping
with manufacturer recommendations and service application. All forklift tires and rims are
to handled and maintained in keeping with this guideline, as a minimum, and
manufacturers recommendations.
18. Traction Enhancement

Traction enhancement devices or processes and their implementation, such as chains,
studs, nails, tractionizing, etc., will be addressed at a country level in keeping with local
needs.

19. All enquiries on tire and rim applications, inflation pressures, component compatibility,
maintenance, etc., are to be directed to InTouch.
Reference document(s):
 Code of Federal Regulations, US, 29CFR1910.177; Chapter XVII—Occupational
Safety and Health Administration, Department of Labor, Section 1910.177 - Servicing
multi-piece and single-piece rim wheels:
http://www.osha.gov/pls/oshaweb/owadisp.show_document?p_table=STANDARDS&
p_id=9825
 WS Maintenance Bulletin MB 497D

 WS Maintenance Bulletin MB 920
 Business Segment Technical Alerts available from InTouch

Appendix J: Rollover Damage Minimization Devices (RDMD) and Rollover

Protection Safety Features
1. Light Vehicle Requirements
All Light Vehicles used regularly for field activities such as; traveling to and from wellsites,
hauling equipment, transporting passengers to field locations outside city limits, and any other
application where there is a risk of rollover, either due to the terrain or vehicle type, must be
fitted with either:
 A Rollover Damage Minimization Device (RDMD), unless specifically prohibited by local

government regulations
Or
 Adequate rollover protection safety features that mean the fitting of an aftermarket
RDMD is not required.
1.1 Rollover Damage Minimization Device (RDMD)
The RDMD is a mechanical assembly which prevents the structural collapse of the roof of a
vehicle and the pillars supporting the roof in the event that a vehicle rolls over onto its roof. The
RDMD can either be part of the structure of the vehicle cab as provided by the manufacturer,
or an engineered aftermarket system that fits either internally within the vehicle body, or
externally to the vehicle.
Design Consideration of RDMD
The RDMD should be designed to provide a survival space for all vehicle occupants, not to
cause injury in the event of a rollover, or to cause injury to pedestrians outside the vehicle in
the event of a collision.
Internal RDMD must be constructed and sized to fit as close as possible to the internal profile
of the vehicle's occupant compartment, and it must not adversely affect the operational safety
of the vehicle. Therefore, the design of the internal RDMD must address:
 Interference with driver’s lines of sight, in particular, around the A-pillar

 Interference with existing safety systems, air bags, seat belts
 Obstruction of the driver’s normal operation of the vehicle
 No components of the RDMD installation may project into the headspace zone for either
driver or passengers
 Any projections, corners or edges likely to cause injury to any vehicle occupant
 Joints in the structure must not be likely to fail under crash loads, which would expose
sharp or dangerous edges or projections to the vehicle occupants.
External RDMD should be no wider than the vehicle and extend no more than 250mm above
the roof line of the vehicle.
The aftermarket RDMD implementation guideline can be found in:

http://intouchsupport.com/intouch/methodinvokerpage.cfm?caseid=3498237

1.2 Rollover Protection Safety Features
Adequate rollover protection may be accomplished by selecting and purchasing vehicles with
a specific set of safety features, thus avoiding the need to install an aftermarket RDMD.
All Light Vehicles used regularly for field activities that are not equipped with RDMD must have
all the following vehicle safety features:
 Roof Strength-to-Weight-Ratio (SWR) of at least 4.0

 Electronic Stability Control (ESC)
 Rollover Activated Side Air Bags
 3 point self-restraint seatbelt with seatbelt reminder.
In addition, whenever available the following apply:
 Roll Stability control

 Tire Pressure Monitoring System
 Preference will be given to vehicles with the best Static Stability Factor in the selection
process.
In order for the above safety features to provide adequate rollover protection, the vehicles must
be driven at appropriate speeds for the conditions, i.e. within the road speed limits on a paved
road and reduced speed on an unpaved road, and not exceeding the speed limits stated in the
CMJP.
1.3 Implementation Plan
Locations that do not meet the RDMD requirements for light vehicles regularly used for field
activities, as stated in section 1, must have an implementation plan that addresses the
following:
 New vehicles
For new vehicles that meet all the requirements stated in section 1.2 with the exception
of the SWR, roof strengthening of the vehicles shall be completed by the end of 2015
to meet the SWR ≥ 4.0.
 Existing vehicles
For existing vehicles that are not fitted with an aftermarket RDMD but meet all the
requirements stated in section 1.2 with the exception of the SWR ≥ 4.0, the
implementation plan must address the following as the minimum:
- 20% of these vehicles to be compliant by the end of 2015.
In the interim, the vehicles can still be used. To be in compliance, a vehicle shall either
meet the requirements for RDMD stated in section 1.1 or have the rollover protection
safety features described in section 1.2.
Existing vehicles that do not meet the requirements for RDMD stated in section 1.1,
and are not equipped with ESC and/ or Rollover Activated Side Airbags described in
section 1.2, shall not be used for the field activities described in section 1.

2. Bus Requirements
All buses used regularly for field activities such as traveling to and from wellsites, transporting
passengers to field locations outside city limits, etc., and any other application where there is
a risk of rollover due to the terrain or vehicle type, must:
 Meet the UN ECE R66 requirements or equivalent

Or
 Be equipped with a Rollover Damage Minimization Device with a specification that
meets the UN ECE R66. The RDMD can either be part of the vehicle cab structure as
provided by the manufacturer or an engineered aftermarket system.
Or
 Be fitted with a suitable RDMD, as described in section 1.1, or vehicle safety features,
as described in section 1.2, for small bus/ minivan, as appropriate for the vehicle type.
In situations, based on the local risk assessment (RHA and HARC), where the normal vehicle
speed, the terrain and/or vehicle type result in substantial exposure to a rollover, an aftermarket
RDMD must be installed, unless specifically prohibited by local government regulations.
Construction of aftermarket RDMD

Whenever an aftermarket RDMD is required to minimize the impact of rollover-related
incidents, vehicle manufacturers capable of providing suitable RDMD should be used as a
matter of priority. External specialists can be used to provide expertise on the design, testing,
manufacture, installation and evaluation of the Rollover Protective Structure.
3. Heavy Vehicle (Truck and Tractor) Requirements
All heavy vehicles, used regularly for field activities such as traveling to and from wellsites,
hauling equipment to field locations outside city limits, or any other application where there is
a risk of rollover due to the terrain or vehicle type must:
 Meet the UN ECE R29 requirements or equivalent

Or
 Be fitted with a suitable Rollover Damage Minimization Device, unless specifically
prohibited by local government regulations
In situations, based on the local risk assessment (RHA and HARC), where the normal vehicle
speed, the terrain and/or vehicle type result in substantial exposure to a rollover, an aftermarket
RDMD must be installed, unless specifically prohibited by local government regulations.
Construction of aftermarket RDMD

Whenever an aftermarket RDMD is required to minimize the impact of rollover-related
incidents, vehicle manufacturers capable of providing suitable RDMD should be used as a
matter of priority. External specialists can be used to provide expertise on the design, testing,
manufacture, installation and evaluation of the Rollover Protective Structure.
.
4. References
Rollover safety management study of light, bus and heavy vehicles.

http://www.intouchsupport.com/index.cfm?event=content.preview&contentid=3051691

UN ECE – United Nation Economic Commission for Europe
 UN ECE WP29 World forum for harmonization of vehicles regulations
http://www.unece.org/fileadmin/DAM/trans/doc/2009/wp29/WP29-149-18e.pdf
 UN ECE R66 Large passenger vehicles superstructure strength
http://www.unece.org/fileadmin/DAM/trans/main/wp29/wp29regs/r066r1e.pdf
 UN ECE R29 Protection of the occupant of the cab of commercial vehicle

http://www.unece.org/fileadmin/DAM/trans/main/wp29/wp29regs/R029r2e.pdf
http://www.unece.org/fileadmin/DAM/trans/doc/2008/wp29grsp/GRSP-44-25e.pdf
Insurance Institute for Highway Safety

http://www.iihs.org/iihs/topics
Global New Car Assessment Program

http://www.globalncap.org/
Federal Motor Carrier Safety Administration - Regulations

http://www.fmcsa.dot.gov/regulations
National Highway Traffic Safety Administration

http://www.nhtsa.gov

Appendix K: Driver Performance Review: Example - Driver Points System
The driver’s point system uses the same concept of the successful programs implemented by
many Traffic Authorities worldwide, with the aim of giving our drivers the ownership of their
performance, to motivate them to continuously improve their driving safety habits.
Administering this procedure from a centralized Journey Management Center provides a fair,
standard and systematic approach to manage drivers’ accountability, including positive and
formative feedback and disciplinary actions.
Points System
The points system works as a bank account. All drivers will start with 12 points in their individual
account and points will be discounted when a traffic violation is detected and confirmed by
JMC, according to the categories shown below:
This table shows the number of points loss per each violation
Violation Points lost
Over speeding case (driving more than 30 seconds above the
speed limit or driving 10 kph above the speed limit)
3
Driving more than 2.5 hours without stopping 1
Driving more than 11 hours within a period of 24 hours 3
Monthly record in red (more than 100 km driven) 6
Monthly record in yellow (more than 100 km driven) 3
Driving with other’s VDO key 12
JMC will administrate the system, and cases of excessive over speeding, not reporting after
2.5 hours and driving more than 11 hours in a period of 24 hours would be notified via SMS to
the driver and his / her manager within next 72 hours of occurrence, including the points lost
and balance. A general report will also be included in the JMC monthly executive report. All
drivers have the right to challenge the violations attributed by reporting an RIR with the
supporting arguments, within one week after receiving the notification. JMC will revisit each
case and give a formal answer to the driver and her / his manager before issuing the next
monthly executive report.
The following table defines how recognition and consequences are administered with the
points system. Drivers who have lost points can recover them. However the maximum number
of points will always be 12.
Behavior Consequence
Driver kept his / her 12 points over last 12 Recognition letter, signed by the GM
months Manager, cc to personal file
No violation in last month’s records (more than Driver gets back 1 point to her / his
100 km driven) account
(see note 2)
Driver lost all 12 points at any time Stop driving until an improvement plan is
documented in QUEST + warning letter

Notes on Points System:

Behavior Consequence
1 Driver The drivers’ points system only applies to drivers who drive
Schlumberger Vehicles. It does not apply to commuting drivers.
2 Violations For the purposes of this program, violations are the ones listed in the
points system. One point might be redeemed only if driver drove at
least 100 km last month without violations.
3 Contractor Recognitions and disciplinary actions are to be applied by the
drivers Contractor Company. Contractor should submit the documented
actions to Schlumberger
4 Restriction of Relevant JMC will restrict the driving rights when a driver loses his /
driving rights her 12 points. Line Managers are expected to take proactive actions
before this happens.
Application
Whenever a driver is to be recognized, JMC will prepare the recognition letter to be signed by
the Geomarket Manager. The HSE Manager is responsible for distributing the letters and
organizing an award ceremony. Personnel function is responsible for filing the letters in the
personal files of the drivers, if they are employees, and Logistics function is responsible for
delivering the letter to the driver through the Land Transport Contractor Manager, when the
driver belongs to a contractor company.
JMC will restrict the driver’s rights in QUEST whenever the 12 points have been lost by any
driver and notify it to the Geomarket HSE Manager, via QUEST RIR, including the type of
violations that caused the points to be lost and an action item to the corresponding Line
Manager to define the improvement and disciplinary actions on the driver. JMC will prepare
the warning letters to be signed by the Geomarket and presented by the Line Manager (if the
driver is an employee) or by Logistics Manager (if the driver is a contractor).
In order to implement this system it is essential to make an agreement between the company
and driver. A template of an agreement letter which is signed by drivers entering into the Points
System follows:
Driver’s acknowledgment
I have read the “Drivers’ point system” document and declare that I understand and
accept the program and its consequences. I also understand that I have the right to
challenge violations assigned to me within a week after being notified.
Name: _________________________________________
Date: _____________________________________
Location: ______________________________________
Signature: ______________________________________

Appendix L: Load Security
The use of ‘Break Over’ Load binders is not permitted in Schlumberger; instead a ‘ratchet
binder’ should be used.
Placeholder for additional Schlumberger Load Security controls.
 Use Load Restraint Guide:

http://www.hub.slb.com/display/Docs/slb/driving/materials/load_restraint_guide.zip
 IPM Secure Cargo for Land Transport Standard Work Instruction IPM-QHSE-SWI-002
http://www.intouchsupport.com/index.cfm?event=content.preview&contentid=3051691
&conversionFlag=1&searchText=driving&resultCount=2355

Appendix M: Utility Trailer and Towing Specifications.
Utility, or Medium Duty, Trailers are towed by a pickup or equivalent Light Vehicle with an
approved class of hitch. They are not towed by Heavy Vehicles.
The weight a vehicle can tow is not only determined by the type and class of the hitch attached
to the vehicle, but by the vehicle's suspension, the horsepower of the engine, its cooling
system, and so on. To determine a vehicle's towing capacity, consult its manual or contact the
vehicle's manufacturer.
All operations requiring the towing of utility trailers including vehicle and trailer specifications
must comply with local regulations or Schlumberger controls whichever is stricter.
Regional variations:
The terminology, standards and regulations for towing equipment and hitch types varies
internationally. North American specifications for towing equipment follow SAE standard. The
ISO standard has been adopted in most of the world outside North America.
Brakes
All trailers will have brakes on all axles. These brakes must activate automatically if the vehicle
separates from the trailer and hold the brakes in an on/locked position for at least 15 minutes
should the trailer break loose from the towing vehicle.
All pintle hook and ball hitch trailers require surge brakes or electric brakes at a minimum; all
gooseneck trailers require electric brakes, at a minimum. The cable or chain that activates the
breakaway device will be attached to the towing vehicle at a point other than the main towing
attachment or at the safety chain attaching point and must be of a size and type to be capable
of actuating the breakaway device prior to separation. The in-vehicle controller for electric
brakes is to be calibrated, as possible by design type, and adjusted prior to each operation /
movement of the trailer, as required by controller design and specified by the device
manufacturer.
Hitches
All hitches must be fully rated devices obtained from industry recognized hitch manufacturers,
or, obtained from and/or authorized by Schlumberger engineering or Product Centers - they
are not to be custom fabricated by Schlumberger field or maintenance employees or local
fabrication / machine shops. They must be installed as per both vehicle and hitch manufacturer
specifications.
Connection options:
1 Pintle Hook: A type of hitch that uses a round lunette ring on the trailer end.
Mounted on a receiver bar located on the towing vehicle, the pintle hook has
closing jaws, which locks the lunette in. These hitches are sometimes referred to
as a "GI" or military type hitch, and are used with trailers < 10,000 lb/ 4545 kg.
2 2 inch, 10,000 lb ball: A standard north American type of hitch mounted on a 2

inch solid receiver bar and inserted into a class IV receiver hitch. These hitches
are used with trailers < 10,000 lb/ 4545 kg.
3 50 mm, 3,500 kg ball: an ISO standard tow-ball conforming to standard BS ISO

1103:2007. These hitches are used with trailers < 3500 kg.

4 Gooseneck connection: These vehicles have a connection bolted to the center

of the bed frame of the towing vehicle that includes the standard 2 5/16 in/ 7.9 mm,
30,000 lb/13,636 kg towing ball with locking or safety pins and safety chains as
specified below.
5 Mini Fifth Wheel connection: These trailers have a fifth wheel connection
installed in the center of the bed and to the frame of the towing vehicle in
accordance with tow vehicle manufacturer recommendations and those of the hitch
manufacturer, and rated for the GTW of the trailer. The king pin is to be of the
transportation industry standard size for the area.
6 Safety Chains: Crossed safety chains as described below are required with all
hitch types except for the vehicles with fifth wheels.
Receiver Bar:
The receiver bar for the receiver hitch must be minimum 2 in/ 5 cm solid square bar, versus
square tubing. The solid bar receiver bar must be rated for 10,000 lb/ 4,545 kg or more. The 2
inch ball or pintle that is mounted to this receiver bar must also be rated at 10,000lb / 4,545 kg
or more.
Weight Distributing Equalizer Hitch (WD) :

An attachment which slides into a receiver hitch and redistributes hitch (tongue) weight. This
typically consists of two spring bars, one on each side of the trailer attaching to the hitch, to lift
up and apply leverage to the tow vehicle thereby redistributing tongue weight from the rear
axle to the front (steering) axle providing greater vehicle stability.
Safety Chains:
All pintle hooks, 2 inch ball, 50 mm ball and gooseneck ball connection trailers are required to
have at least 2 safety chains. Each safety chain and associated components must have a load
rating that meets or exceeds the GTW of the trailer or at least 3/8 in/ 9.5 mm diameter HS (High
Strength) or Grade 70 chain. These are to be secured by bolts or similar rated components of
equal securement capability to the tongue of the trailer and to the hitch and not interfere with
the turning of the vehicle combination – the chain itself must not be welded at any point. The
two chains will be attached to the towing vehicle at an equal distance on either side of the
coupling point of the towing vehicle and cross under or behind the hitch so that, should the
trailer become disconnected the chains will cradle the trailer hitch and allow the trailer to track
straight behind the towing vehicle. Operators must make sure that hook hitches and chains are
long enough so that they cross under or behind the tongue of the trailer and not interfere with
the turning of the vehicle combination.
Loads: Many utility trailers have a permanent fixed load. Utility trailers that do not have a fixed
load must distribute the load correctly on the tongue and axles. The loads must be positioned
so as to balance weight from side to side and distribute cargo weight evenly along the length
of the trailer - refer to the tow vehicle and trailer owner’s manual. If necessary, keep a
specification chart on file that shows the approved weights for the different types of vehicles
and loads, and load configurations. All loads, which are not fixed, must be fastened on racks,
or fastened by special chains or straps, to secure movement during travel. The trailer must
have tie points strong enough to fasten and hold the load.
Fuel Tanks: Only diesel fuel tanks that are needed for the equipment mounted on the trailer,
or special mobile diesel fueling stations can be carried on utility trailers. These items must be
correctly fastened to the trailer.

Lights: All trailers must have taillights, stop lights, side marker lights and turn indicators. All
lights must comply with local laws and regulations. All trailers must have side and rear
conspicuity reflective markings.
Other: Large rear view mirrors are to be affixed to both sides of the towing vehicle capable of
providing sufficient viewing area to safely maneuver the vehicle combination. As well, minimum
4 in /10 cm convex mirrors are to be affixed to both sides of the towing vehicle in conjunction
with the rear view mirrors.
Prohibitions:
• Well Services Wellsite Operations Standard 005: 5.7.10.3 Trailers
Do not use utility or "pup" trailers that are towed using a pintle hook or ball hitch.
Trailers that are pulled with a standard king pin/fifth wheel connection, e.g. frac pump trailer,
cement bulk transport, etc. are acceptable.
Under no circumstances are combination trailers to be pulled (that is, a trailer being pulled by
another tractor / trailer combination).
Equipment Inspection
All drivers towing medium duty trailers must complete a documented inspection of both towing
unit and the towed unit plus coupling devices prior to use. This inspection must meet all
applicable regulations and SLB requirements.
Training:
All drivers towing medium duty trailers must complete Utility Trailer Training (DT2.5.5)
Markings/Rating
• Maximum weight allowed for the tongue of the utility trailer (must be marked on the trailer
near the tongue)
• Maximum per axle weight (for multiple axle trailers, use the total GVW/number of axles) (must
be marked on the trailer near the tongue)
• Maximum rated towing capacity of the towing vehicle (must be marked on the hitch of the
towing vehicle)
• Maximum hitch weight allowed for the towing vehicle (must be marked on the hitch of the
towing vehicle)
Definitions: Weight Rating/Capacity:
Term Definition
GVW Gross Vehicle The actual weight of a vehicle with a given load.
Weight
GTW Gross Trailer The actual weight of a trailer with a load.
Weight
GVWR Gross Vehicle The maximum loaded weight limit of a single motor vehicle as
Weight Rating specified by the manufacturer.
GCWR Gross Combined The maximum combined weight limit of both the towing vehicle
Weight Rating (including passengers and cargo) and the trailer
TW Tongue Weight The maximum weight limit permitted on the trailer tongue where
it connects to the towing vehicle. This weight can be controlled
on trailers without permanent loads by load distribution.
Towing Capacity The towing capacity is maximum weight limit of the load that the
vehicle can tow as shown in the vehicle operators manual from
the manufacturer. This weight is in addition to the GVW. (Note:
If the GVW is reduced by removing the weight of some of the
load of the towing vehicle, the towing capacity does not
increase).

Appendix N: LTC Driving and Journey Management Procedure
1. Scope
The Land Transport Contractor (LTC) Driving and Journey Management (JM) procedure
applies to all Schlumberger sites outsourcing its land transportation, and to all LTCs
providing land transport as their primary service directly to Schlumberger according to the
defined risks.
Exclusions
This procedure does not apply to freight forwarding trips. A Freight Forwarder is a person
or company whose business is to organize shipments on instruction of a shipper or a
consignee to pick up and deliver goods from one point to another, and in the ordinary
course of its business; (a) assembles and consolidates shipments and performs or provides
for break-bulk and distribution operations of the shipments, and (b) assumes responsibility
for the transportation from the place of receipt to the place of destination.
This procedure does not apply to trips between base and port that are part of freight
forwarding.
This procedure does not apply to companies or persons where land transport is performed
incidental to execution of the primary service under Schlumberger contract, such as
catering service company or waste disposal company.
2. Land Transport Contractor (LTC)
Based on the commitment level of the parties engaged in a land transport contract there
are generally three types of operational Land Transport Contractors:
Dedicated Land Transport Contractor

A Land Transport Contractor having resources (drivers and/or vehicles) assigned
exclusively to Schlumberger, who provides land transport services based on agreed
requirements, pricing, and SLB’s terms and conditions as specified in a contract or service
agreement.
Call-Out Land Transport Contractor

A Land Transport Contractor having non-exclusive resources (drivers and/or vehicles)
subject to availability, and provides land transport services to Schlumberger based on
agreed requirements, pricing and SLB’s terms and conditions as specified in a contract or
service agreement.
Spot Hire Land Transport Contractor

A Land Transport Contractor having non-exclusive resources (drivers and/or vehicles) and
subject to availability provides land transport services based on ad-hoc request at a quoted
price and typically under the LTC’s own terms and conditions.
 The use of spot hired LTC is not allowed, except for taxi-meter (city cab) and bus
in a Non-Field (urban) environment.
 In High risk Country Driving Risk Level (CDRL) only approved taxi-meter and bus
are allowed. Approval shall be based on LTC assessment with satisfactory result
(see Section 3, Process Flow). If no LTC meets this requirement the SLB location
shall use a call out contract or service agreement where supplementary control
measures including JM can be applied.

3. Risk–based LTC Driving and JM Procedure
The LTC Driving and JM procedure shall be used to determine the level of driving and JM
operational control Schlumberger shall apply to its LTCs based on these exposure risks:
1. The Driving Environment Risk at the place where the land transport takes place.
2. The Load Risk associated with the load to be transported.
3. The LTC Risk that depends on the maturity of the Contractor in managing its own
Driving and JM.
Driving Environment Risk

This is represented by the Country Driving Risk Level (CDRL); Field (rural) and Non-Field
(urban) driving environment. See Section 1.2 of the B.O.O.K.
Load Risk Level

This represents the potential impacts associated with the load, to Schlumberger and the
environment, if an undesired event takes place while being transported. These risks include
personnel injury, asset damage, non-productive time, environmental contamination,
reputation, regulatory non-compliance/fines, etc.
 Low risk – when transporting bulk volume materials such as water, sands, barite,
bentonite, cement etc.
 Medium risk – when transporting assets or equipment other than bulk volume
materials, people, or HazMat1).
 High risk – when transporting people, HazMat1), or other loads assessed as high
risk.
Note 1) Transportation of hazardous materials (HazMat) is categorized as medium

risk in North America only when it is carried out by a fully licensed LTC under its
own DOT number.
LTC Risk
The assessment of LTC risk shall be done during the pre-selection phase of contracting
life cycle, and periodically after the selection of a LTC. The OGP “Land Transportation
Safety Recommended Practice – Questionnaire/checklist assessment for the
implementation of report 365” shall be used. See Section 4, RACI for more information.
Process Flow
After the operational land transport requirements and contract scope are finalized the next
step is to determine the risks and the required Driving and JM control for the LTC. The
process is illustrated in Fig. 17.
1. Identify where the land transport activities are going to take place and determine
the driving environment risk; the CDRL, and Field and Non-Field. In case of mixed
environment take the highest risk.
2. Identity the type of loads that will be transported and determine the highest load
risk level.
Refer to the LTC Driving and JM Control Chart and determine the basic control
mode that shall be applied to the LTC. This will serve as the basis of HSE
contractual Terms and Conditions (T&C). A template for Local Master Service
Agreement T&C can be found at InTouch.
http://intouchsupport.com/intouch/MethodInvokerpage.cfm?caseid=xxxxx

3. Assess the LTC maturity in managing its own driving and JM using the OGP 365
Questionnaire/checklist. Based on the results evaluate if supplementary control
measures shall be taken by Schlumberger to fill any gaps, such as providing or
assisting Contractor with driver training and journey management.
The GeoMarket HSE manager or country CJMP owner is responsible for updating LTC
Driving and JM Procedure in QUEST, CJMP section 11.5. The process of Driving and JM
assessment and applying the supplementary control measures shall be described in this
section.
Place
1 CDRL
Where?
Risk Based
Load
2 Load Risk Driving and JM
What?
LTC Control Chart
SLB/LTC
LTC Managed SLB Managed
Country/Local Journey Country/Local Journey

Management Procedure Management Procedure
Fig. 17: LTC Driving and JM procedure
LTC Driving and JM Control Chart
CDRL = LOW / MEDIUM CDRL = HIGH

Non-Field Field Non-Field Field
Load Risk Level
LTC managed LTC managed LTC managed
Bulk volume materials (e.g. water, SLB managed
Low based on OGP- based on OGP- based on OGP-
sands, barite, bentonite, cement) based on STD01
365 365 365
Assets or equipment other than LTC managed LTC managed LTC managed
SLB managed
bulk volume materials, people, or Med based on OGP- based on OGP- based on OGP-
based on STD01
HazMat 365 365 365
LTC managed LTC managed
SLB managed SLB managed
People High based on OGP- based on OGP-
based on STD01 based on STD01
365 365
SLB managed SLB managed SLB managed SLB managed
HazMat High
based on STD01 based on STD01 based on STD01 based on STD01
Note: These are Minimum required controls; greater controls can be applied based on risk.

Journey Management of LTC Operation
There are two basic LTC Driving and JM control modes:
1. LTC Managed:
The LTC operates within its own Driving and JM system with no interfaces with the
Schlumberger Driving and JM system. In this mode the LTC manages all of its own
land transport operation, and shall be used for low risk transportations.
Schlumberger will minimize its transportation risk through a contracting approach
using contractual requirements, terms and conditions, performance indicators and
monitoring, service quality meetings, audits and inspections etc.
2. Schlumberger Managed:
The LTC operates within the Schlumberger Driving and JM system defined by SLB-
QHSE-S001 and BOOK. It represents the highest level of Driving and JM control
where Schlumberger essentially manages the land transport operation.
The role and responsibility of the LTC and Schlumberger for managing basic Driving & JM
requirements is given in the following Table 11.
Basic Requirements
Schlumberger Managed LTC Managed
SLB-QHSE-S001/OGP365
Contractor's MS
Management System SLB-QHSE-S001
w/ref. to OGP-365
Driver Training ◦ SLB defines the contractual TC, ◦ SLB defines the contractual TC,
Driving and JM and regulatory Driving and JM and regulatory
Driver Improvement Monitor compliance requirements. SLB compliance requirements.
manages the LTC operation based on Requirements are based on
Cellphone/Comm Devices SLB-QHSE-S001/BOOK. applicable-SLB-QHSE-S001 or
◦ LTC manages Driver's personnel OGP365, National Driving Safety and
Driver Fitness (FM, SA, Med) matters, vehicle readiness and regulatory directives. SLB conducts
Use of seat belt maintenance as per manufacturing SQM, inspection and audit etc.
specifications, and compliance to ◦ LTC manages the whole land
regulatory requirements (insurance, transport operation including JM and
Vehicle Specifications licenses, permits etc.) ensures compliance to regulations.
Journey Management SLB LTC

Table 11: LTC Driving and JM role and responsibility
4. RACI
The role of the HSE, Procurement & Sourcing, Logistics and Legal functions during the
Land Transport Contracting life cycle is summarized in the RACI Table 13.
Contract Preparation and Selection
Usually, a Sourcing representative will be appointed by the GeoMarket/Area Sourcing

Manager as the focal point for contract preparation, selection and implementation.
 Once the operational requirements and contract scope are finalized, an HSE
representative will assess the transport risks and determine the required Driving
and JM control that shall be applied to the LTC.
 Every LTC invited for tendering shall complete the OGP “Land Transportation
Safety Recommended Practice – Questionnaire/checklist assessment for the

implementation of report 365”. This can be downloaded from the OGP website
(see section 6, References).
 After a short list of suitable LTCs has been identified, verification by the HSE
function will be conducted to confirm the contractors stated HSE capabilities. If
required, the Sourcing representative will coordinate a site inspection or audit, and
ask HSE function to participate.
Contract Implementation
 The Sourcing representative determines on as needed basis when to conduct
service quality meetings with the LTC to review ongoing operational issues, their
performance against KPI, and their participation in Schlumberger’s HSE program.
Service Quality reports for the contractor in QUEST will be reviewed.
 The LTC shall complete an annual self-assessment using the OGP-365
Questionnaire /checklist.
 The Sourcing representative, with the assistance of HSE function, shall maintain
an audit schedule of LTCs and conduct LTC site audits on as needed basis; at the
minimum annually for personnel transport LTC, once every 3 years for High Risk
LTC carrying Hazmat, and 5 years for Medium and Low Risk LTC.
5. HSE Program and Event Reporting
Schlumberger Managed LTC personnel shall participate in Schlumberger’s event reporting

such as RIR and Driving Observation/ Intervention, and as needed in other HSE programs
such as HARC, Incident Investigation, Driving Safety Campaign, Emergency Drill etc.
LTC Managed personnel working under Schlumberger’s contract are encouraged to

participate in Schlumberger’s event reporting.
HSE Event Reporting

In accordance with the Event Reporting Standard SLB-QHSE-S002 an automotive accident
involving LTC Managed will be classified as SLB Non-Involved / Concerned, except if it
takes place in an SLB controlled facility. In this case, any loss incurred by Schlumberger
shall be reported as SLB Involved accident with a Hazard Category of Land Transportation,
and a Loss Category reflecting the actual SLB losses.
The mileage of LTC Managed transportation shall not be reported in SafetyNet.
These LTC HSE Event Reporting requirements are shown in the following Table 12.

AUTOMOTIVE
Loss Cat =
Automotive Mileage
LTC / Trips Description OTHER LOSSES
Hazard = Land Owner
Transport
Inv Non-Inv SLB

SLB Managed Trips
Any trip where SLB manages the JM X X
LTC Managed Trips
Trips where the LTC manages the JM X
TAXI-meter (City cab)
Taxi-meter (City cab) used within the non-field (urban) driving
environment
X
Freight Forwarder
Reported as
HSE/SQ SLB-INV
LTC trips from port to SLB base, or SLB base to port, or part of based on losses
freight forwarding
X
incurred by SLB
Consolidated shipment of assets or materials from different
companies
X
Secondary LTC
Eexecution of primary service eg. Catering Service; Waste
disposal; Delivery of purchased or leased equipment from a
supplier, or delivery of personel by a service contractor to SLB X
work place (wellsite or facility) where the supplier is responsible
and organizes transport
Table 12: LTC HSE Event Reporting

Land Transport Contractor - Contracting Life Cycle

R Responsible
A Accountable
)
FS
ng
,O
rci
C Consulted
on
u
So
ti
ra
I Informed
&
pe
t
tio
.O
en
nc
em
g
(e
Fu
tic
ur
l
gi s
ga
er
oc
HS
Us
Lo
Le
Pr
Phase Task
Request for 3rd party land transport C R A
Identify land transportation providers for tender invitation C C R A
Develop draft of contract and/or service agreement I R A R
Contract Initiation
Determine risk, and the required Driving and JM procedure I R A C
and Preparation
Determine contract mode, Contractor KPI, and select HSE T &C C C R A C
Define contract award evaluation criteria C I R C
Send out RFI or RFP with OGP Pre-Qualification Questionnaire I R I
Short list acceptable land transportation providers C C R C
Verify and clarify pre-qualificaton response, and as needed do site visit/ Audit A R I
Contract Selection Evaluate bids and select contractor for award C R I
Review contract agreement C R I A
Sign contract I I R I A
Conduct kick off meeting I C R A
Implement MOC as applicable for the contract implementation A C I R
Monitor Contractor involvement in SLB safety program (KPI based) A C I R
Contract Implementation
Conduct SQM - performance based C C R A
Contractor conduct annual self assessment using LT C CAT checklist I A R I
Schlumberger auditing LT C - risk based, on 3-5 yrs cycle A R
Capture lessons learned A C I R
Contract Close Out
Established contract close out file I C R I C
Table 13: Land Transport Contracting RACI

Table 11 Bridging Documents SLB STD – OGP 365

LTC Bidging Document SLB STD 01 - B.O.O.K OGP 365 Comments
◦ 3 point seatbelt, inertia reels

Seatbelts Section 2.1 Seat Belts Section 2.1 Seatbelts ◦ B.O.O.K is more stringent for bus and lateral seats, and spot hire (call
out)
Cellular phones and Section 2.2 Telephones and Other Section 2.4 Cellular telephones and
◦ comparable
communication devices Network Enabled Devices two-way communication devices
Section 2.3 Driver Fitness and ◦ B.O.O.K is more specific and detailed; eyesight, medical fitness.
Section 2.3 Driver fitness and
Driver Fitness Alertness (includes Substance ◦ Differences in the threshold of ' duty and resting hours'. OGP
alertness
Abuse) emphasizes on duty hours, B.O.O.K emphasizes on resting hours
◦ licensed, trained and competent

Section 2.4 Driver Training and Section 2.2 Driver training and
Driver Training & Qualification ◦ OGP - refresher training 3 yrs max. No mentioned about CD,
Qualification qualifications
qualification of trainer, type of DT according to vehicle type and risks.
Section 2.5 Journey management

Journey Management Plans Section 2.5 Journey Management ◦ B.O.O.K is more detailed and specific.
plans
Section 2.6 Driver Improvement Section 2.3 In vehicle monitoring ◦ exception for vehicles contracted or leased less than 3 months
In Vehicle Monitoring System
Monitoring system ◦ B.O.OK specifies different type of DIMs accoding to the risks
◦ OGP is general. B.O.O.K is broader yet more specific.

Section 2.7 Vehicle Specification
Vehicle Specifications Section 2.8 Vehicle specifications ◦ OGP does not mentioned about RDMD/ROPS, Cruise Control,
and Safety Equipment
Window tinted
Section 2.3 Driver Fitness and Section 2.8 Driving under the
Substance Abuse Alertness (includes Substance influence of alcohol, drugs, ◦ OGP is specific about medications. Otherwise comparable
Abuse) narcotics or medications
- covered in separate ◦ OGP mentioned about MS with elements that are covered under SLB
Management System Section 2.9 Management systems
documentations. MS.

4.5.1 References
SLB QHSE-S002-HSE Event Reporting and Management (HSE) Standard
SLB QHSE-S012 Contracting Standard
IOGP – International Oil and Gas Producers
 Land Transport Safety Recommended Practice Report No. 365

http://www.ogp.org.uk/publications/
 Questionnaire/Checklist Assessment for the Implementation of Report No. 365-6

http://www.ogp.org.uk/pubs/365-6.pdf

123
Appendix S: Segment Appendices
S1 – Western Geco
S1.1 Appendix to Standard 001 - WG (InTouch # 4254943)

S1.2 Specifications for WG drawbars and trailer chassis/running gear is contained

in the WG Land Camp Standard L3LAQ/S002
S2 – Wireline
S2.1 Placeholder for Wireline – Convoy practice (WL to provide)
S3.1 Placeholder for Well Services
S4 – Testing Services
S4.1 Placeholder for TS – Convoy practice
S5 – Integrated Project Management
S5.1 Social Risks – Traffic and Transport Briefing

http://intouchsupport.com/index.cfm?event=content.preview&contentId=6519835
S5.2 IPM Secure Cargo for Land Transport Standard Work Instruction IPM-QHSE-
SWI-002
http://www.intouchsupport.com/index.cfm?event=content.preview&contentid=
3051691&conversionFlag=1&searchText=driving&resultCount=2355
S6 - Segments Continued
S6.1 Placeholder for other segments

124

SLB Driving BOOK

Uploaded by

Copyright:

Available Formats

SLB Driving BOOK

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

SLB Driving BOOK

Uploaded by

Copyright:

Available Formats

Driving and Journey Management

Trademarks & Service marks

A complete list of Schlumberger marks may be viewed at the Schlumberger

Author: Andy Ball, Gunawan Wiraatmaja

Reviewer: Area and Segment HSE Managers

Approver: HSE VP - Amir Nessim

LDAP Alias: Wiraatmaja1

A02 1 Sep 2014 2nd revision of the B.O.O.K Gunawan Wiraatmaja

Copyright © 2012 Schlumberger, Unpublished Work. All rights reserved. 1

SCOPE OF THE B.O.O.K 6

SECTION 1.0 RISK ASSESSMENT PROCEDURE 7

SECTION 2.0 IMPLEMENTATION OF FUNDAMENTAL CONTROLS 22

Copyright © 2012 Schlumberger, Unpublished Work. All rights reserved. 2

SECTION 3.0 SUPPLEMENTARY DRIVING CONTROLS 46

SECTION 4.0 DRIVING AND JOURNEY MANAGEMENT 57

SECTION 5.0 THE DRIVING SAFETY CARDS 67

SECTION 6.0 COMPLIANCE MONITORING AND EXEMPTION 70

SECTION 7.0 REFERENCES 72

SECTION 8.0 APPENDICES 74

Copyright © 2012 Schlumberger, Unpublished Work. All rights reserved. 3

Appendix I: Tires and Rims Guideline 100

Copyright © 2012 Schlumberger, Unpublished Work. All rights reserved. 4

Figure 1 Risk Assessment Procedure and documentation of controls 8

Figure 2 Country Driving Risk Assessment 10

Figure 3 Country Driving Risk Evaluation Criteria 10

Figure 4 Example WHO Country Profile 12

Figure 5 Driving Risk Evaluation template 16

Figure 6 QUEST - Country Driving Risk Assessment upload page. 17

Figure 7 QUEST - Country Driving Risk Assessment as it appears in final C-JMP 17

Figure 8 MAP - example of Non-Field Geozone 18

Figure 9 Guide for basic Schlumberger driver training content. 30

Figure 10 Commentary Drive decision tree 31

Figure 11 Journey (Trip) Management decision tree (Basic/Enhanced) 36

Figure 13 QUEST entry screen 59

Figure 14 QUEST field requirement information 59

Figure 15 Driving Safety Card 68

Figure 17 Driver (Passport) Safety Card 69

Table 1 Hazard categories for operational driving risk assessment 21

Table 3 Limitations for driving – 16 hours rule 27

Table 4 Recertification of driver training (DT 2.2) according to CDRL 29

Table 5 Trip management implementation according to CDR 35

Table 6 Specification of Driver improvement monitors by vehicle category according to CDRL 41

Table 7 Permissibility of cruise control according to CDRL 44

Table 8 Minimum driver selection criteria according to CDRL 47

Table 9 Required Driver Behaviors 49

Table 11 Bridging Documents SLB STD – OGP 365 122

Copyright © 2012 Schlumberger, Unpublished Work. All rights reserved. 5

Scope of the B.O.O.K.

 Methodology of conducting the country risk assessments, driver and vehicle

Additionally the B.O.O.K. contains guidelines which supplement the fundamental

Copyright © 2012 Schlumberger, Unpublished Work. All rights reserved. 6

Section 1.0 Risk Assessment

Risk Assessment Procedure

Copyright © 2012 Schlumberger, Unpublished Work. All rights reserved. 7

Figure 1 Risk Assessment Procedure and documentation of controls

1. Country Driving Risk Assessment.

2. Categorization of Field and Non-Field Driving

Copyright © 2012 Schlumberger, Unpublished Work. All rights reserved. 8

3. Local Operational Risk Assessment

1.2 Detailed Guide