HSE-OS-ST25 Road Transport Operations Safety

ADNOC Classification: Internal
The contents of this document are [Proprietary and confidential].
HEALTH SAFETY ENVIRONMENT MANAGEMENT SYSTEM

ROAD TRANSPORT OPERATIONS
SAFETY STANDARD
STANDARD NO.: HSE-OS-ST25

VERSION NO.: 1
EFFECTIVE DATE: August 2019
HSE Management System

Operations Safety Standards
Road Transport Operations Safety
TABLE OF CONTENTS
INTRODUCTION ........................................................................................................................................ 6
PURPOSE .................................................................................................................................................. 7
SCOPE ....................................................................................................................................................... 7
LAWS AND REGULATIONS ..................................................................................................................... 8
DEFINITIONS & ABBREVIATIONS .......................................................................................................... 8
ROLES AND RESPONSIBILITIES .......................................................................................................... 11
REQUIREMENTS..................................................................................................................................... 13
ROAD TRANSPORTATION HSE MANAGEMENT ................................................................................ 13
Road Transportation HSE Policy Development .............................................................................. 13
Road Transportation HSE Management .......................................................................................... 13
Hazard Identification and Risk Assessment of Road Transport ................................................... 15
Contractor HSE Management ........................................................................................................... 18
Implementation Monitoring ............................................................................................................... 18
Management of Change ..................................................................................................................... 18
VEHICLE, MACHINERY AND EQUIPMENT STANDARDS ................................................................... 19
Introduction ........................................................................................................................................ 19
General Vehicle Standards ................................................................................................................ 20
Private Vehicles .................................................................................................................................. 21
Sedans, Hatchbacks and SUV .......................................................................................................... 22
4WD Light Vehicles ............................................................................................................................ 23
Trucks .................................................................................................................................................. 24
Buses ................................................................................................................................................... 26
Forklifts ............................................................................................................................................... 27
Excavators .......................................................................................................................................... 28
Mobile Cranes ..................................................................................................................................... 29
Trailers and semi-trailers .................................................................................................................. 30
Tankers ................................................................................................................................................ 31
Requirements for Tankers Carrying Flammable / Hazardous Substances .................................. 33
Bicycles and Tricycles ....................................................................................................................... 35
SAFE DRIVING GUIDELINES ................................................................................................................. 35
Common Road Transport Hazards ................................................................................................... 35
Verification of Vehicle Safety ............................................................................................................ 36
IN-VEHICLE MONITORING SYSTEM (IVMS) ........................................................................................ 38
Overview ............................................................................................................................................. 38
Tracking Indicators ............................................................................................................................ 38
Driver Performance Targets .............................................................................................................. 39
Reverse Parking ................................................................................................................................. 40
Speed Limits ....................................................................................................................................... 41
Defensive Driving ............................................................................................................................... 41
Desert and Off-Road Driving ............................................................................................................. 42
Weather Conditions ........................................................................................................................... 43
Animal Crossing ................................................................................................................................. 45
Night Driving ....................................................................................................................................... 45
Communication .................................................................................................................................. 45
Standard No.: HSE-OS-ST25 Version No.: 1 Effective date: August 2019 Page 3 of 145

Fatigue ................................................................................................................................................. 46
Carried Load ....................................................................................................................................... 47
Passengers ......................................................................................................................................... 48
Seat Belts ............................................................................................................................................ 49
Alcohol, Drugs and Substance Abuse ............................................................................................. 49
Smoking Policy................................................................................................................................... 50
SIGNAGE & MARKING ........................................................................................................................... 50
Vehicle Signs, Marks and Placards .................................................................................................. 50
WORKING IN OPERATIONAL AREAS .................................................................................................. 50
TRANSPORT OF HAZARDOUS SUBSTANCES ................................................................................... 55
Duties of Transporters ....................................................................................................................... 55
Duties of Vehicle Driver ..................................................................................................................... 55
TRAFFIC MANAGEMENT ....................................................................................................................... 56
JOURNEY MANAGEMENT & ROUTE PLANNING................................................................................ 57
Journey Management Objectives ..................................................................................................... 57
Journey Planning ............................................................................................................................... 57
CARGO TRANSPORTATION AND SECUREMENT .............................................................................. 59
Driver Responsibilities ...................................................................................................................... 59
General Loading and Unloading REQUIREMENTS......................................................................... 60
Towing Requirements ........................................................................................................................ 61
Cargo Securement ............................................................................................................................. 62
EMERGENCY RESPONSE ..................................................................................................................... 68
Emergency Plans ............................................................................................................................... 68
Post Incident Procedures .................................................................................................................. 69
INCIDENT MANAGEMENT ..................................................................................................................... 71
DRIVER TRAINING & COMPETENCY ................................................................................................... 73
Professional Driver Qualification ..................................................................................................... 73
Non-Professional Driver Qualification ............................................................................................. 73
Driver Training Overview ................................................................................................................... 73
Induction Training .............................................................................................................................. 74
Refresher Training ............................................................................................................................. 75
Use of Senior Drivers for Training and Coaching........................................................................... 75
Driver Testing ..................................................................................................................................... 75
Document for Safe Driving ................................................................................................................ 76
Driver Violations and Non-Compliances.......................................................................................... 76
COMPLIANCE ASSURANCE ................................................................................................................. 76
PERFORMANCE KPIS ............................................................................................................................ 76
REFERENCES ......................................................................................................................................... 77
APPENDICES .......................................................................................................................................... 78
10 IOGP LAND TRANSPORTATION SAFETY RECOMMENDED PRACTICES............ 79
ROAD TRANSPORTATION HSEMS IMPLEMENTATION CHECKLIST EXAMPLE ...... 80
FIRST AID KIT MINIMUM CONTENTS ............................................................................ 90
DESERT SURVIVAL KIT MINIMUM CONTENTS ............................................................ 91
ROLL-OVER PROTECTION STRUCTURE GUIDELINES .............................................. 92
GENERIC DAILY VEHICLE CHECKLIST EXAMPLE .................................................... 114

ATEX DIRECTIVE DETAILS........................................................................................... 115

TRAFFIC MANAGEMENT CHECKLIST EXAMPLE ...................................................... 117
JOURNEY MANAGEMENT PLAN EXAMPLE ............................................................... 123
CARGO SECUREMENT ................................................................................................. 125
MOTOR VEHICLE CRASH (MVC) - INCIDENT INVESTIGATION QUESTIONNAIRE . 134
ROAD SIGNS .................................................................................................................. 143
IVMS REQUIREMENTS FOR EMERGENCY RESPONSE VEHICLES ......................... 144

INTRODUCTION
Driving is one of ADNOC’s 10 Life-Saving Rules. In ADNOC Group, over 1 million kilometres are driven
cumulatively per day, making a yearly total of over 400 million kilometres. Therefore, managing Motor
Vehicle Crashes (MVC) remains one of the largest challenges for ADNOC.
Figure 1.1: Driving as a Life-Saving Rule
Statistically two (2) people die every day on UAE roads. The number of traffic fatalities in the emirate
during 2018 were 149, while the number of major injuries were 120.
Land transportation-related incidents have historically been the single largest cause of fatalities in IOGP
member company operations, accounting for 22% of all work-related fatalities reported to IOGP since
2000. From 2010 – 2018, at least 33% of all Motor Vehicle Crashes resulting in a fatality involved a
vehicle rollover.
In addition to MVCs, it is also important to note that vehicles are also a known source of ignition in the
oil and gas industry, and have been found to be a contributing factor in many major incidents such as
the Texas City Refinery incident in 2005.
Therefore, it is clear from the points explained above that the Road Transport Operations Safety is of the
utmost importance as it plays an integral part of achieving ADNOC’s goal of 100% HSE.
This Standard provides ADNOC Group Companies with relevant information for controlling health and
safety risks associated with road transport activities. It provides guidelines to develop effective road
transport safety policies, management elements and operational criteria with the intention to prevent
incidents involving road transportation.
It covers:
The development of a Road Transportation Policy and incorporate Road Transport HSE
Management Elements;
Controls in place to maintain safe road transport operations;
Minimum standards for vehicles, machinery and equipment ;
Safe driving guidelines;

Signage and marking for both vehicles and roads;

Vehicles working in hazardous areas;
Safe practices for transportation of hazardous substances;
Driver training and competency assurance;
Traffic Management;
Journey management and route planning;
Cargo transportation and securement;
Requirements for emergency response arrangements including vehicle recovery and
post-incident procedures; and
Incident Management Procedures.
PURPOSE
Incidents involving motor vehicles remain as one of the significant causes of injuries and fatalities in the
oil and gas industry. This Standard sets out the overall requirements to ensure safe road transport
operations throughout ADNOC and its Group Companies. The purpose of the standard is to:
mandate the development of a Road Transport Policy and its HSE Management System
(including a risk assessment process);
specify minimum controls and standards for vehicles, machinery and equipment involved
in road transportation;
specify the minimum requirements of an In-Vehicle Monitoring System (IVMS) and the
indicators that shall be tracked on each vehicle along with driver performance calculations
and set targets;
provide safe driving guidelines and required signages to maintain awareness and on the
importance of road transportation operations safety;
provide detailed guidelines on requirements of vehicles working in operational areas of
ADNOC facilities and procedures to regulate entry of vehicles into operational areas;
provide a brief overview on safe practices for transportation of hazardous cargo;
ensure all drivers within ADNOC and its Group Companies are trained and competent in
performing their job, and maintain compliance to safe driving practices;
provide guidelines on key elements of traffic management;
specify journey management and route planning requirements;
specify detailed guidelines on cargo transportation and securement; and
provide guidelines on emergency response related to road transportation and incident
management.
SCOPE
This document stipulates the mandatory requirements applicable to ADNOC Group (Directorates &
Functions at HQ, Group Companies and Affiliates) and its Contractors.
ADNOC Group and Contractors shall ensure that all expectations listed herein are fully understood,
implemented and thoroughly monitored.

LAWS AND REGULATIONS
UAE Legislations applicable to this Standard includes but not limited to:
Federal Law No. 8 (1980) UAE Labour Law and its Amendments Chapter V: Safety,
Protection, and the Health and Social Care of the Employees; Article (91).
UAE Ministerial Order No. (32), 1982. Specifying Preventive Methods and Measures for
Protecting Workers against Work Hazards.
Executive Regulations of Federal Law No. 9 for the year 2011 concerning Land Transport.
UAE Federal Traffic Law No. 21 of 1995 Regarding Traffic.
UAE Federal Law No. 12 of 2007.
Ministerial Resolution No. 178 of 2017 regarding traffic control rules.
Group Companies shall ensure that their activities comply with all relevant Federal and Abu Dhabi laws
and regulations at all times, including any that may be introduced after the publication of this Standard.
DEFINITIONS & ABBREVIATIONS
TERMS DEFINITIONS
4WD Four-wheel Drive
A/C Air-Conditioning
ABS Anti-lock Braking System
ADNOC means Abu Dhabi National Oil Company
ADNOC Group ADNOC Group includes the Directorates & Functions in ADNOC Head
Quarter, Group Companies and Affiliates
ADR European Agreement on the Carriage of Dangerous Goods by Road
ALARP As Low As Reasonably Practicable
Approved Driver of a Any person (employee, contractor or sub-contractor) who operates a
Company Vehicle company motor vehicle, contractor vehicle or a sub-contractor vehicle on
behalf of the company business
CB Citizen Band
CoG Center of Gravity
Company ADNOC or its Group Companies that owns or operates road vehicles.
Where projects are concerned it is the company which ultimately pays for
the design and construction
Company Vehicle Any motor vehicle that is leased, directly owned or rented by the company
and being operated in connection with company business, including
personal vehicles whilst used for company business
Company Vehicle The distance in kilometres travelled by vehicles that are owned, leased,
Kilometres or rented by the Company or its contractors or sub-contractors, including
personal vehicles on Company business
Compression Ignition Is an internal combustion engine, typically diesel engines, where the heat
Engine generated from compression together with the injection of fuel is enough
to initiate the combustion process, without needing any external spark

TERMS DEFINITIONS
Contractor A ‛Contractor’ is defined as an individual or organization having a
contract/sub-contract with ADNOC Group for the provision of services,
equipment or performance of works. The term ‟Contractor” as used in the
ADNOC Group Contracts Procedure is synonymous with the terms
including but not limited to ‟Consultant”, ‟Sub-Contractor”, ‟Service
Provider” or ‟Supplier”
Contractor Vehicle Any motor vehicle that is leased, directly owned, or rented by a contractor
or sub-contractor, that provides any goods or services for the Company
Contractor Vehicle Contractor Vehicle Kilometres The distance in kilometres travelled by
Kilometres vehicles that are owned, leased, or rented by contractors or sub-
contractors, including personal vehicles on Company business
Controlled Area Area such as a harbour or production site where site-specific procedures
and systems are in place to manage road vehicles or ships so as to
reduce risks
DLV Deflection Limiting Volume
DPF Diesel Particulate Filter
Driver Supervisor A person who is responsible for Company drivers
EC European Commission
ESMA Emirates Authority For Standardization & Metrology
Fatigue Extreme physical or mental tiredness or exertion
GPS Global Positioning System
HCA Hazardous Classified Area
HQ Headquarters
HSE Health, Safety & Environment
HSEMS Health, Safety & Environmental Management System
HV Heavy Vehicle. Any vehicle designed for transporting goods whose empty
weight is in excess of 2.5 tons. It is also classified into two types: private
and public
IOGP International Association of Oil & Gas Producers
ISO International Organization for Standardization
IVMS In-Vehicle Monitoring System
JSA Job Safety Analysis
Kerb Weight (Tare The unladen weight of a vehicle as determined at registration
Weight)
Lashing Fastening devices made of chain or nylon webbing used to restrain loads
Lashing Point A fitting or attachment on a vehicle or a load, specifically installed as a
point to secure a lashing
LPG Liquefied Petroleum Gas
LNG Liquefied Natural Gas

TERMS DEFINITIONS
LSR Life-Saving Rule
LV Light Vehicle. Any vehicle designed for transporting persons or goods
whose empty weight does not exceed 2.5 tons including the saloon car,
and the motorcycle designed or prepared for the transportation of goods
regardless of its weight. It is also classified into two types: private and
public
MOC Management of Change
Motor Vehicle Any mechanically or electrically powered device (excluding one moved by
human power), upon which, or by which, any person or property may be
transported upon a land roadway. This includes motorcycles. Specifically
excluded from the definition of motor vehicle are vehicles operated on
fixed rails. In addition, vehicles which are not capable of more than 10
mph (16 kph) are exempted
Motor Vehicle Crash Incident involving one or more vehicles, which caused harm to people,
(MVC) the environment, reputation, or any combination of these three elements
NACM National Association of Chain Makers
NCAP New Car Assessment Program
NFPA National Fire Protection Association
Night Driving Driving during the period of time after sunset and before sunrise
Non-professional Driver Any Company employee, contractor, or sub-contractor, whose duties are
not primarily to drive a motor vehicle in support of Company operations,
yet may be required to do so, using Company vehicle, from time to time
Non-routine Driving Task A trip that has an elevated risk: e.g. night driving, or off-road driving
OEM Original Equipment Manufacturer
Operator A person who is licensed to operate lifting or material handling equipment,
either on or off road, or both
Passenger Any person in a motor vehicle who is not the designated driver of the
vehicle
Placarding The provision of clear labelling on a freight vehicle detailing the intrinsic
hazards of materials carried e.g. explosive, radioactive, flammable, toxic
etc.
PPE Personal Protective Equipment
Professional Driver Any Company employee, contractor, or sub-contractor, whose duties
primarily are to drive a motor vehicle in support of Company operations
PTO Power Take Off
RAG Red-Amber-Green
Rollover Any crash/incident where the vehicle has flipped onto any of its sides, top
and/or rolled 360 degrees via any axis
ROPS Roll-Over Protection Structures
SBR Seat Belt Reminder
SCR Selective Catalytic Reduction

TERMS DEFINITIONS
Shipper Sometimes referred to as "consignor". The shipper is a person or
contractor acting either alone or on behalf of somebody else, who
consigns dangerous goods for transport. The shipper instigates the
movement and instructs the haulier to transport the goods
SHOC Safe Handling of Chemicals
Spark Ignition Engine Is an internal combustion engine, generally a petrol/gasoline engine,
where the combustion process of the air-fuel mixture is ignited by a spark
from a spark plug
SRS Supplementary Restraint System
STF Standard Tension Force
Substance Abuse Includes alcohol, illegal drugs, prescribed or over-the-counter medicines
not used in accordance with a doctor’s or the manufacturer’s guidance or
any other substance introduced into the body in any way, which has a
narcotic, depressant, stimulant, or character or mood altering effect, and
which may impair judgement or work performance
SUV Sport Utility Vehicle
SWL Safe Working Load
TREM Transport Emergency Cards
UAE United Arab Emirates
US United States of America
VLT Visible Light Transmission
WLL Working Load Limit
ROLES AND RESPONSIBILITIES
TERMS DESCRIPTIONS
ADNOC Directorates ADNOC Directorates shall be responsible to assign their respective
Functions/Divisions to be the ultimate owner of Road Transportation
Operations Safety and be responsible/ accountable for it
ADNOC Group Companies Within the ADNOC Group Companies, the respective Division shall
be the ultimate owner of Road Transportation Operations Safety and
be responsible/ accountable for it. It is their responsibility to provide
their personnel with required information, training, tools and
equipment necessary to ensure safe road transport operations.
Senior Management (VP and Senior Management are responsible for the implementation of the
above) Road Transport Operations Safety standard requirements and its
enforcement/ reinforcement.
Line Managers Line Managers are responsible for ensuring that their respective
staff fully comply with the Road Transport Operations Safety
standard requirements

TERMS DESCRIPTIONS
Site HSE Personnel Site HSE Personnel shall support Line Management in
communicating the requirements and ensuring that all new and
existing employees as well as contractors are fully aware of the
requirements and receive the necessary tools, equipment and
training to comply.
ADNOC GC Personnel All personnel shall be responsible/accountable for the adherence to
the requirements set in the Road Transport Operations Safety
Standard.
Driver All ADNOC drivers shall be responsible for the following items:
 Adhere to UAE laws and regulations with respect to road
transportation
 Ensure that he is fully competent in driving and handling
his/her assigned vehicle
 Ensure safe loading of the vehicle, informed of all hazards
relating to the load of the vehicle, take necessary precautions
and aware on how to respond in case of incidents
 Perform daily checks on the vehicle he drives to ensure it is
safe and report any issues with the vehicle.
 Ensure that his/her assigned vehicle is roadworthy and
correctly fitted with the appropriate safety equipment, before
commencing on a journey
 Adhere to driving hour limits as specified in this Standard
 If required to drive in the desert, ensure suitability of the
vehicle to perform this task and provisions for desert driving
are available
Driver Supervisor All ADNOC driver supervisors shall be responsible for the following
items:
 Ensure all drivers have received the required training, are
competent to perform their job, and deal with any incident that
may
 Ensure all appropriate documentation are maintained for HSE
critical aspects of road transportation, such as driver training
records, vehicle inspection and maintenance records.
 Ensure general care of vehicles such as maintenance and
repairs are performed according to the recommendations of
the vehicle manufacturer
 Ensure drivers adhere to driving hours limits as specified in
this Standard

REQUIREMENTS
ROAD TRANSPORTATION HSE MANAGEMENT
ROAD TRANSPORTATION HSE POLICY DEVELOPMENT
ADNOC Group Companies that own or operate vehicles shall formulate a Road Transportation HSE
policy, which is aligned with the ADNOC and Group Company HSE policy.
The Road Transportation HSE policy shall incorporate:
The commitment and expectations of senior management to good HSE management of

road transportation activities;
The commitment to strive for continuous improvement in road transport HSE performance;
The importance of road transportation HSE objectives in comparison with other business
and HSE objectives;
The promotion of openness and participation of all individuals in improving HSE
performance;
The company organisation and line management responsible for road transport HSE;
The commitment to meeting UAE Federal Law and other relevant regulations, including
this Standard; and
The commitment to responsible standards and procedures.
Challenging the requirement for road transport and consideration of alternatives that may
have a lower exposure to HSE risks, or which use less fuel.
The Road Transportation HSE Policy shall be:
Available in Arabic and English;

Given to each employee who is authorised to drive company vehicles by their supervisor
and the implications explained in practical terms;
Displayed in prominent locations, such as notice boards, transport offices and drivers'
meeting rooms;
Given to contractors as part of tender documentation;
Included in driver's handbooks/manuals; and
Discussed and explained on training courses.
ROAD TRANSPORTATION HSE MANAGEMENT
Group Companies that own and/or operate vehicles shall develop and implement Road Transportation
HSE Management process that will meet the commitments and expectations in the Road Transportation
HSE Policy. Road Transportation HSE Management shall be aligned with the ADNOC Integrated
Operations Management System [Ref. 1] and incorporated within the ADNOC Group Company Safety
Management System
The International Association of Oil & Gas Producers (IOGP) has developed the 10 Land Transportation
Safety Recommended Practices to keep people safe while being involved in vehicle operations by land

and can be referred to in Appendix 1. The Road Transportation HSE Management process shall cover
but not limited to, the 10 Land Transport Safety Recommended Practices from IOGP.
Group Company senior management shall demonstrate their leadership and commitment to road
transportation HSE management by:
Setting a good example by showing good driving attitude and performance;

Allocating the necessary resources to road transportation HSE, including training and
assessment of all drivers;
Putting road transportation high on the agenda for meetings, including board meetings;
Communicate clearly the importance of road transport HSE;
Encourage HSE promotions and employee involvement for measures to improve HSE
performance;
Set plans, targets and measure vehicle HSE performance; and
Insist that contractor transport operations meet the same level of HSE performance
standard as the Group Company.
The overall management structure and elements for road transportation and related logistics shall clearly
identify those people with HSE responsibilities. The nature of those responsibilities shall be clearly
documented. Group Companies shall maintain procedures to ensure that all its employees and others,
including contractors, are aware of their HSE responsibilities and the requirements of the Road
Transportation HSE Management System.
The effort put into developing the Road Transportation HSE Management Elements shall be
commensurate with the risk exposure. This risk-based approach shall take into account the risk profile
(driving environment) of the region in which the road transportation activities are taking place. The first
step prior to developing the management system shall the performing of a location-specific risk
assessment. The results of the assessment shall then be used to determine the level of detail needed in
the development of the Road Transportation HSE Management Elements.
Appropriate documentation shall be maintained for HSE critical aspects of road transportation, such as
driver training and vehicle inspection and maintenance records.
A thorough and comprehensive hazard identification and risk assessment of road transport operations
shall be performed and repeated at appropriate intervals. Section 7.1.3 provides further detail on road
transport hazard identification and risk assessment.
All aspects of road transportation operations, vehicle selection and use, shall be planned in line with the
policy and guidelines set within this Standard. The plan shall specifically address the introduction of any
new or unusual techniques, types of transport and type of environment. It shall also cover training
requirements.
The Road Transport HSE Management Elements shall include procedures and controls for carrying out
and monitoring, driver training and testing, and for ensuring that no person can drive a vehicle unless he
or she is competent to do so.
A journey management system shall be implemented and operated to ensure each journey is necessary,
properly organised and supported (see Section 7.9).
Any changes in personnel, vehicles, processes or procedures of road transport have potential for adverse
effects on HSE performance. Changes, which may be critical to the Road Transport HSE Management,

shall be reviewed prior to implementation. This shall include a review of the Road Transport Hazard
Identification and Risk Assessment.
Group Companies shall develop and maintain procedures to identify and respond to foreseeable
emergencies involving land vehicles.
The Road Transport HSE Management Elements shall include an Audit Plan. The Audit Plan will identify
the responsibility for auditing specific activities/areas. The degree of risk and the results of previous
audits, inspections and incidents shall determine the audit frequency and depth. Those carrying out the
audit shall have specific competence to deal with road transport issues.
HAZARD IDENTIFICATION AND RISK ASSESSMENT OF ROAD TRANSPORT
The Road Transport HSE Management Elements shall include the requirement for a formal, thorough
and comprehensive hazard identification and risk assessment to be undertaken at regular intervals. The
objective of the risk assessment is to review all road transport operations to identify any aspects where
HSE risks are not as low as reasonably practicable (ALARP), so that timely remedial action can be taken.
ADNOC and Group Companies shall develop and maintain procedures for carrying out road transport
hazard identification and risk assessment. The method used shall be broadly similar to that used for Task
Risk Assessment. The recommended approach is illustrated in Figure 7.1.1. The study shall be carried
out on a qualitative or semi-quantitative basis, but quantification of relevant parameters may aid decision-
making (refer to the ADNOC Quantitative Risk Assessment Standard [Ref.2] for further information).
The hazard identification and risk assessment shall be applied over the entire life cycle of the transport
operation, including at the design stage and during decommissioning. It shall cover:
Sourcing of vehicles;
Routine and non-routine operations;
Incidents and potential emergency situations; and
Disposal of vehicles (where applicable).

Define Transport Activities
Break Activities into Journeys/Loads
Select a Journey/Load
· Identify relevant hazards

· Determine causes of potential
incidents
· Determine consequences of
potential incidents
· Identify existing controls
· Risk Assessment
No
Introduce Additional
Risk Tolerable?
Control Measures
Yes
Next Journey/Load
Figure 7.1.1: Outline Method for Road Transportation Hazard Identification & Risk Assessment
All routes travelled shall be assessed for hazards and those inherent risks that could adversely affect the
success of the journey. The assessment:

Could range from a review of local intersections and roads with a history of vehicle
incidents and/or traffic conflicts, to a systematic and comprehensive evaluation of a route
travelled;
Shall be performed by a person or persons well-versed in the operation of the type of
vehicle to be operated on the route; and
Shall be completed and relevant remedial actions in place before operational journeys are
actually made using the route. Alternative low risk routes should be selected and used in
preference to high risk routes.
If, following the hazard identification and risk assessment, the assessed risk is not as low as reasonably
practicable (ALARP); further risk reduction measures shall be implemented. ADNOC and Group
Companies shall follow the Hierarchy of Controls as illustrated below.
Figure 7.1.2: Hierarchy of Controls
Hazard avoidance measures are designed to prevent the realisation of hazards and are generally
preferred compared to other types of risk reduction measure. Hazard avoidance measures shall include:
Reducing the exposure of drivers and passengers by avoiding unnecessary journeys;

Planning of routes to avoid potential hazards;
Reducing fuel consumption and so reducing emissions to the environment; and
Providing speed limiting systems to match the limits fixed by the UAE Law.
Organisational and system measures reduce the likelihood of a hazard. They shall include:
Provision of vehicle data recorders;

Use of intrinsically safer vehicle design;
Use of quality assurance, maintenance and inspection procedures;
Planning and schedules that take account of human factors;
Clear and well documented driver's handbook and other work instructions;
Use of material safety data sheets when transporting hazardous cargoes; and

Placarding.
Measures to lessen the adverse effects of road transportation incidents shall include, but not be limited
to:
Safety belts;
Air bags;
Head restraints and
Roll-Over Protection Structure (ROPS).
Effective risk reduction measures and follow-up require visible commitment of management and on-site
transport supervisors, as well as the understanding and ownership of the measures by drivers.
CONTRACTOR HSE MANAGEMENT
Contractors shall essentially demonstrate that they have an HSE Management System which covers the
ADNOC Group’s Road Transportation HSE Management Elements. The elements covered within the
Contractor’s HSE Management System shall exhibit the same degree of consistency, application and
assurance to demonstrate the capability to safely execute the scope of work while meeting all the HSE
expectations.
ADNOC Group Companies shall manage those contractors engaged in Road Transport operations to
comply with the requirements of the ADNOC Contractor HSE Management Standard [Ref. 3].
IMPLEMENTATION MONITORING
Initial introduction of road transportation HSE Management Elements and recommended practices to the
workforce is only the starting point. A continual effort is needed to improve driving safety and the
elimination of serious road traffic incidents and fatalities. Identifying vulnerabilities and thoroughly
investigating incidents will highlight those practices requiring further reinforcement, or areas where
safeguards should be improved. A variety of tools should be employed to help drive continuous
improvement, such as:
Awareness campaigns;
Driver and supervisor training and coaching;
Incident investigation; and
Audit and management compliance assurance review.
ADNOC Group Companies shall review on a regular basis the degree of implementation of this Standard
for their organization and contractor activities. Appendix 2 provides an example of an easy reference to
the principal areas of road transportation HSE management that should be evaluated. Monitoring of
implementation shall be in line with the ADNOC Contractor HSE Management Standard [Ref. 3].
MANAGEMENT OF CHANGE
A Management of Change (MOC) system is a combination of policies and procedures used to evaluate
the potential impacts of a proposed change so that it does not result in unacceptable risks. Developing
an effective MOC strategy requires establishing, documenting, and successfully implementing formal
policies to evaluate and manage both temporary and permanent modifications in the facility or vessel
including equipment, materials, operating procedures and conditions, and personnel.
Risk management strategies and strong administration form the basis of an effective MOC program. An

ability to sufficiently analyze and understand the effects and consequent risk associated with the impact
of a proposed change shall provide with vital insight in deciding upon and concluding change.
In case of any particular unique road transport operation scenario and due to unavoidable/exceptional
operational circumstances where a deviation to this standard may be required, authorization shall be
subject to a risk assessment and implementation of the provisions from the ADNOC HSE Management
System (HSEMS) Manual [Ref. 1] which provides the details on how to submit a dispensation or
exemption request from any standard. All management of change process shall be as per ADNOC
Management of Technical Changes [Ref. 113].
VEHICLE, MACHINERY AND EQUIPMENT STANDARDS
INTRODUCTION
According to UAE Federal Law No. 21 of 1995 Regarding Traffic, motor vehicles shall be classified as
follows:
Light vehicles (LV):

Any vehicle designed for transporting persons or goods whose empty weight does not
exceed 2.5 tons including the saloon car, and the motorcycle designed or prepared for the
transportation of goods regardless of its weight. It is also classified into two types: private
and public.
(For the purpose of this Standard private vehicles, sedans, hatchbacks, SUVs and 4WD
Light-Vehicles are considered as Light Vehicles)
Heavy vehicles (HV):
Any vehicle designed for transporting goods whose empty weight is in excess of 2.5 tons.
It is also classified into two types: private and public.
Buses:
Any vehicle designed to transport more than fourteen passengers. It is classified into two
types:
1. Light bus whose capacity does not exceed twenty six passengers excepting the
driver.
2. Heavy bus whose capacity exceeds twenty six passengers excepting the driver.
All types of buses stated above are classified into private and public buses.
Mechanical tractors and other mechanical devices:
The vehicles designed for purposes other than transportation of persons or goods.
They are classified into three types:
1. The devices that run on other than wheels regardless of weight.
2. The light devices running on wheels whose empty weight does not exceed 7.5 tons.
3. The heavy devices running on wheels whose weight is in excess of 7.5 tons.
Handicapped carriers:
The vehicles whose weight does not exceed 250 kgs designed or manufactured
specifically for use by persons with a corporeal deficiency or incapacity, used only by them,
and do not include the mechanical vehicles which were modified for such use after their
manufacture.
Motorcycles

The following sections specify ADNOC requirements for several types of vehicles, both private,
contracted and Company-owned.
GENERAL VEHICLE STANDARDS
The following are general requirements that apply for all road vehicles:
All vehicles shall comply with the UAE design and traffic regulations and shall be suitable
for operation in local climate;
All vehicles shall be insured, registered and licensed in accordance with the UAE Federal
Traffic Regulations;
All vehicles shall be of adequate capacity and of a design suitable for the work for which
they are allocated; vehicles shall not carry more passengers than the number of seats and
shall not carry cargo inside the passenger compartment (and vice versa);
Passengers shall not be seated in vehicles in seats without the appropriate seatbelts and
head rests;
All vehicles travelling to or operating within areas under the protection of Critical
Infrastructure and Coastal Protection Authority shall have a valid security pass;
All vehicles shall be equipped with, where appropriate and applicable:
1. Head rests for all driver and passengers seats;
2. Air bags, at least for driver and front seat passenger, and curtain airbags for
vehicles with high risk of rollover;
3. Anti-lock brakes (ABS);
4. Audible reverse alarm, inside and outside the vehicle;
5. High-mount brake light;
6. Electronic stability control;
7. Side-impact protection;
8. 3-point seatbelts with inertia reel for all seats;
9. Laminated windshields with either toughened or laminated windows.
10. Side mirrors;
11. Air conditioning system;
12. Fog lights and/or corresponding high-visibility tail light; and
13. Tyres that match manufacturer loads and speed ratings.
No structural modification can be made to the vehicle without the manufacturers’ approval,
with the exception of modifications done for off-road operations (e.g. installation of ROPS).
Any intended vehicle modifications shall require ADNOC Group HSE function
endorsement;
All ADNOC and Group Companies’ saloon cars, hatchbacks, light station wagons, 4WD
SUVs and pickup trucks shall receive at least 4 stars, with a preference for 5 stars rating
from any New Car Assessment Program (NCAP) or an equivalent certification body to
ensure adequate safety measure. For existing vehicles which are non-compliant, the
vehicles shall remain in use until the vehicle has exceeded the vehicle standard
requirements and due for replacement. A plan shall be developed with reasonable target
dates to achieve full compliance with NCAP 5 stars rating for all light vehicles;
Where applicable and specified by ADNOC and Group Company, all light and heavy
vehicles shall have 24-hours online (real-time) In-Vehicle Monitoring System (IVMS) and

be fully operational and approved by ADNOC and Group Company. Access and control
to the online IVMS database shall be available at all times to all Group Companies’
relevant parties and ADNOC Group HSE Function team;
All vehicles shall be replaced after being in use for a maximum period of 5 years. ADNOC
and Group Companies may replace the vehicle prior to 5 years if it is deemed that the
vehicle is due for replacement for safety purposes;
All tyres used shall be fit for purpose, matching the intended road to be travelled, and shall
be suitable to the make of the vehicle and its manufacturer’s recommendations. It shall be
inflated according to the manufacturer’s specifications, and shall be rotated and balanced
as needed.
The minimum tyres tread depth shall be 2.4mm for light vehicles and 3.2mm for trucks
and buses as per the requirements of the Emirates Authority For Standardization &
Metrology (ESMA);
Windshield and windows shall be kept clear from stickers or any objects that may obstruct
driver visibility; and
Vehicles shall not be fitted with tinted films on the windshield. The tinted films are allowed
for all other windows up to a minimum of 35% visible light transmission (VLT), and in
compliance with UAE Regulations.
The requirements set above are a minimum and any vehicle having additional specific requirements due
to the nature of work, cargo or work location shall adhere to the relevant laws and regulations, applicable
guidelines, standards and best practices. It is highly suggested the use of vehicles fitted with Seat Belt
Reminder (SBR) systems for driver and front passenger as a best industry practice.
The following sections shall describe additional requirements for specific vehicle types in detail.
PRIVATE VEHICLES
All ADNOC and Group Company employees shall not use private vehicles to go to sites. However, if this
is not practicable, in addition to requirements set in Section 7.2.2, the private vehicle used shall meet the
following requirements:
Shall only be a Light Vehicle (LV);

Work-related trips shall comply with ADNOC and Group Companies’ Journey
Management Plan requirements and go through mandated approval process;
Not allowed to enter operational area / plant boundaries, particularly hazardous areas;
Only be used on paved roads, and not for off-road travel such as in deserts;
Carrying only small quantities of tools and materials, which shall be separated in a secure
cargo compartment of adequate strength to contain the load in case of an incident; and
Cargo areas shall not be fitted with seats to accommodate additional passengers.

SEDANS, HATCHBACKS AND SUV
Vehicles which fall into this category include all ADNOC and Contractor sedans, hatchbacks, vans and
Sports Utility Vehicles (SUVs)
Figure 7.2.1: Sedan, Hatchback and SUV
In addition to requirements set in Section 7.2.2, vehicles in this category:
Shall only be used on paved roads, and not for off-road travel such as in deserts;
Shall not carry cargo or tow a trailer in excess of the recommended loads specified by the
vehicle manufacturer in the vehicle handbook. Towing equipment, including towbars and
tow-hooks, shall be fitted by the vehicle manufacturer or shall comply with relevant
international standards;
Vehicle shall not be fitted with remote starters, to avoid inadvertent starting/movement of
the vehicle; and
Tyres shall be used within 5 years of its manufacture date. Re-treaded tyres are not
permitted.
3-point seat belts with inertia reel for all front facing seats
The vehicle shall be equipped with:
2. first aid kit;
3. high visibility vests;
4. fire extinguisher;
5. spare tyres of the same make and brand as supplied by the manufacturer;
6. basic repair equipment in case of a breakdown;
7. seat belt cutters; and
8. glass breakers.
Minimum contents of a first aid kit can be referred to in Appendix 3.

4WD LIGHT VEHICLES
Vehicles in this category include 4-wheel drive rough terrain vehicles. All 4-wheel drive sedans,
hatchbacks and SUVs are not included.
Figure 7.2.2: 4WD Light Vehicles
Shall not carry more passengers than the number of seats;

Shall not carry cargo inside the passenger compartment and vice versa. Cargo space
shall be physically separated from the passenger area by a solid partition, such as a mesh
grid, that does not compromise the visibility out of the rear of the vehicle, and which is
able to restrain the maximum payload in the event of a crash;
Vehicle shall not be fitted with remote starters, to avoid inadvertent starting/movement of
the vehicle;
3-point seat belts with inertia reel for all front facing seats
Tyres shall be used within 5 years of its manufacture date. Re-treaded tyres are not
permitted;
If intended to be used in off-road conditions, shall be fitted with:
1. ADNOC approved Roll-Over Protection Structure (ROPS). Further details of ROPS
may be found in Appendix 5;
2. 3 or 4 point seat belts with inertia reel, neck & head restraints; and
3. Non-conductive flexible flagpole a minimum of 3 meters high to improve visibility
when traversing the crest of dunes.
2. first aid kit;
5. desert survival kit;
9. glass breakers.
Minimum contents of a first aid kit and desert survival kit can be referred to in Appendix 3
and Appendix 4

TRUCKS
Vehicles which fall into this category include all pickup trucks, light trucks and heavy trucks (including
Kenworth Heavy Duty Trucks). Depending on the weight of the truck, it may fall under the Light Vehicle
(LV) or Heavy Vehicle (HV) category. Typically, pickup trucks are considered as LV, with light and heavy
trucks are HV.
Figure 7.2.3: Trucks
Shall only be used on paved roads, and not for off-road travel such as in deserts unless
they meet the standards of an off-road vehicle;
Shall not carry more passengers than the number of seats;
Shall not carry cargo or tow a trailer in excess of the recommended loads specified by the
vehicle manufacturer in the vehicle handbook;
The front of the cargo compartment shall be fitted with protective steel barrier (mesh) of
adequate strength to protect passengers from cargo shifting forward. In addition, lashing
points and loose load securing equipment shall be of adequate quantity and strength to
secure loads up to the maximum capacity of the vehicle;
1. first aid kit;
6. glass breakers.
The vehicle shall be equipped with a reversing alarm system and under-run protection for
both side and rear, as applicable;
All heavy vehicles shall have reflective markings on both sides and the rear, as applicable;
and
All heavy vehicles shall undergo a yearly detailed vehicle safety inspection to ensure the
vehicle meets the established minimum safety standards.

Figure 7.2.4: Kenworth Heavy Duty Truck
In addition to the requirements set above, heavy trucks such as Kenworth Heavy Duty Trucks shall have
the following specifications, where applicable:
Fuel lines are not pinched or can potentially be damaged when installed between body
and frame;
Fuel lines routed and secured without dips or sags;
The tank vent not obstructed;
Fuel tank located so that the full level is not above cylinder head;
Body installation of fuel tank or routing of lines shall not cause significant increase in fuel
temperature;
The air intake screen shall not be blocked, either fully or partially;
Air supply to the engine doser shall not be restricted or disconnected;
Air lines shall be routed, protected from heat, and properly secured to prevent damage
from other components;
Air lines shall not rub against other components;
Air system shall be protected from heat sources;
All Diesel Exhaust Fluid and coolant lines should be routed, protected, and properly
secured to prevent damage during vehicle operation or other components;
Exhaust pipes used for tailpipes/stacks shall be properly sized, and must prevent water
from entering;
There shall be adequate clearance between the exhaust and body panels, hoses, and
wire harnesses;
The body in the vicinity of the Diesel Particulate Filter (DPF) shall be able to withstand
temperatures up to 400°C;
The Selective Catalytic Reduction (SCR) water drain hole shall not be blocked;
Drainage shall not come in contact with the DPF, SCR catalyst, sensors or wiring; and
Wiring shall be routed, protected from heat, and properly secured to prevent damage from
other components.

BUSES
Vehicles in this category include both minibuses and buses.
Figure 7.2.5: Bus and minibus
Shall only be used on paved roads, and not for off-road travel such as in deserts;
Shall not be used to tow a trailer;
Shall not carry cargo in excess of the recommended loads specified by the vehicle
manufacturer in the vehicle handbook, with lockable internal and external luggage
compartments;
The seats shall be adjustable (backward foldable with seat pitch of at least 70 cm) with an
adjustable Air Conditioning system;
The vehicle shall be equipped with a reversing alarm system, spray-suppression flaps
(mud flaps) and a passenger intercom system that allows the bus driver to communicate
with passengers, in particular for emergency cases;
If the windscreen and window glasses are tinted, it shall comply with relevant UAE
regulations. Curtains or blinds shall be available for all side windows;
1. first aid kit;
2. At least 2 high visibility vests (fluorescent orange with reflective strips);
6. seat belt cutter; and
7. Glass breaker or emergency exit hammers at or near emergency windows.
Shall be equipped with Service & Emergency Doors/Windows as per the requirements of
UAE Federal Laws & Regulations and GSO No 42 (General Requirements – Motor
Vehicles) as amended. Emergency Exits shall be clearly indicated in accordance with
recognized International Standards;
The body strength shall conform to US Department of Transport Federal Motor Vehicle
Safety Standards regulations, EC Regulation 66 or Australian Design Rules 59 as a
minimum to ensure sufficient survival space for passengers in case of a rollover;

The passenger access doors shall be at curb side of the bus;

High-mounted brake and turn signal lights in conditions of restricted visibility e.g. dust,
sand and fog; and
Walkways and exits shall remain clear of obstacles, including loose floormats and carpets
FORKLIFTS
Vehicles in this category include both industrial and rough-terrain forklifts
Figure 7.2.6: Industrial forklift and rough-terrain forklift

Industrial forklifts designed for use on paved areas shall not be operated off-road;
Driving on public road shall be restricted to an absolute minimum;
Driver shall have valid specific UAE driving license for forklifts;
Diesel or petrol-engine forklifts shall not be used in confined areas where there is a risk
that exhaust fumes may accumulate unless adequate ventilation is provided;
The operator’s cab shall have an overhead guard to provide protection from dropped
objects. The forklift shall be fitted with steps and grab handles to provide safe and easy
access;
The operator’s seat shall be adjustable, allowing for forward and rearward movement,
equipped with at least a 2-point seat belt. All instruments shall be clearly visible, and
controls easily accessible or within reach from the operator’s seat. Vehicle shall be fitted
with proper mirrors to enhance vehicle driver visibility and with flashing yellow light beacon;
The vehicle shall be equipped with at least a fire extinguisher, that is easily accessible in
case of fire. A first aid kit shall also be provided if the vehicle is intended to be operated in
isolated areas. For night-time working, the vehicle shall be equipped with front spotlights
and the operator shall don a hi-visibility vest. Minimum contents of a first aid kit can be
referred to in Appendix 3;
The forklift shall have twin mast rams to provide visibility for the operator when moving
forward, and also be equipped with reversing alarm system to alert nearby personnel;
The vehicle shall have four wheels minimum to ensure stability; and
The engine shall have an emergency stop mechanism, or in the case of an electric motor,
a quick release of the battery connections.

Additional information on the requirements of forklifts shall be referred to in the ADNOC Lifting Operations
Standards [Ref. 11].
EXCAVATORS
Figure 7.2.7: Excavators
Shall not be driven on public roads;

Driver shall have valid / specific UAE driving license for this type of vehicle;
The operator’s cab shall be air conditioned or provided with a fan, and have an overhead
guard to provide protection from dropped objects. The excavator shall be fitted with steps
and grab handles to provide safe and easy access;
The operator’s seat shall be adjustable, allowing for forward and rearward movement. All
instruments shall be clearly visible, and controls easily accessible or within reach from the
operator’s seat;
The windscreen shall have a windscreen wiper;
The vehicle shall be equipped with a fire extinguisher and a first aid kit. For night-time
working, the vehicle shall be equipped with spotlights and floodlights for improved visibility.
Minimum contents of a first aid kit can be referred to in Appendix 3;
The engine shall have an emergency stop mechanism; and
Excavators shall be subject to annual inspection and certification by a Company-approved
third party inspection authority, which will include a functional test. It will also include a
visual examination of the excavator, including chassis, revolving frame, boom and loading
shovel arms, buckets, (where applicable) track links and attachment pins, drive sprockets
and chains, for damage, wear and cracks, corrosion, hydraulics and engine components.

MOBILE CRANES
Vehicles in this category include mobile cranes with fixed or telescopic booms.
Figure 7.2.8: Mobile cranes
Shall not be driven on public roads;

Driver shall have a valid / specific UAE driving license for the type of vehicle;
Shall not carry cargo in excess of the maximum specified by the manufacturer of the
vehicle;
The operator’s cab shall be air conditioned or provided with a fan, and have an overhead
guard to provide protection from dropped objects. The excavator shall be fitted with steps
and grab handles to provide safe and easy access;
The operator’s seat shall be adjustable, allowing for forward and rearward movement. All
instruments shall be clearly visible, and controls easily accessible or within reach from the
operator’s seat;
The windscreen shall have a windscreen wiper;
1. first aid kit;
6. glass breaker.
For night-time working, the vehicle shall be equipped with spotlights and floodlights for
improved visibility. Minimum contents of a first aid kit can be referred to in Appendix 3;
If fitted with outriggers, the controls of the outrigger shall be outside the operator cab and
the outriggers shall have prominent markings that become visible when it is fully extended;

The vehicle shall have an automatic safe working load (SWL) indicator system which
displays SWL in kg, load radius indication, boom length and angle, and provides warning
of upon approach to SWL; and
The crane shall also be equipped with level indicator, wind speed indicator with audible
warning as the wind speed limit is approached, hoist motion cut outs to prevent complete
unspooling of hoist rope, overload cut-out device to prevent lifting of loads above the
capacity of the crane and fail-safe crane brakes.
Additional information on the requirements of forklifts shall be referred to in the ADNOC Lifting Operations
Standards [Ref. 11].
TRAILERS AND SEMI-TRAILERS
The following are specifications for trailers:
Have at least one spare wheel, which will be securely mounted;

A band of painted alternate yellow and black chevrons or reflective tape on the bumper at
least 150mm high, across the entire rear width of the vehicle;
Lighting which shall include side-lights, fog -lights, reverse- lights, rear -lights, brake -lights
and indicator/hazard lights;
The trailer shall have coupling chains, if not attached by fifth wheel;
If the vehicle is a rigid type with a box body, then drop sides, and tailgate, hinges and
securing pins shall be fitted;
Side and rear under-run protection shall be fitted;
All trailers shall have proper braking systems fitted;
All airbrakes shall be “fail-safe” upon loss of air pressure;
Have side stanchions of sufficient strength and design to hold the load on the load bed;
Where the load is being transported during twilight or night time, have lit marker lights in
line with traffic rules;
Where the load is overhanging the rear of the trailer by 1.5m or more, have reflective red
and white marker boards displayed on the rear of the load and securely fastened; and
In addition to the requirements above Semi-Trailers shall have:
A two-line or three-line trailer brake system which is fail-safe on rear axle;

Colour-coded palm couplings (Red: Emergency, Yellow: Service);
A 7-pin electrical socket for electrical system compatible with the prime mover;
A kingpin which ensures that the trailer does not interfere with the prime-mover;
A manual securing device to lock the trailer brakes when trailer is uncoupled;
Side restraints to contain long loads, e.g. casings and tubular; and
Trailer landing gear.

TANKERS
Tankers are a combination of a tank and a vehicle. Vehicles in this category include purpose-built road
tankers (comprising tanks bolted to a vehicle or trailer chassis) and skidded tanks on flatbed / oilfield
trailers. In addition to requirements set in Section 7.2.2, the following are requirements for tankers:
Figure 7.2.9: Tankers
Shall be Abu Dhabi registered tankers. Unregistered tankers or tankers registered in other
Emirates are not allowed;
Tankers that transport large quantities of dangerous goods, shall meet the requirements
of the European Agreement on the Carriage of Dangerous Goods by Road (ADR), which
includes but not limited to radiography of the tanks during initial inspections and inspection
of welds conducted on the tanks;
Shall only be used on paved roads, and not for off-road travel such as in deserts, unless
built with off-road travel specifications;
Shall not carry cargo in excess of the maximum specified by the manufacturer of the
vehicle;
Shall be equipped with a reversing alarm system, wheel nut position indicators (that
identify when wheel-nuts have loosened), wheel chocks, spray-suppression flaps (mud
flaps) with conspicuous rear and side markings;
The driver’s cab shall be constructed with materials not readily flammable. There shall be
a clear space of not less than 15cm between the tank and the cab;
Shall be equipped with electronic trailer stability control (rollover prevention system). The
system shall be interlocked with the tanker’s electronic braking system to ensure that the
speed of the tanker is controlled while negotiating curvature. As a guideline the road tanker
should not overturn when traversing at 4 m/s2;
Shall be fitted with under-run protection for both side and rear, as applicable;
Shall be equipped with heavy-duty wide-angled fully adjustable rear vision mirrors on both
driver and passenger sides of the vehicle;

Convex mirrors fitted appropriately to ensure adequate vision of blind spots, including
passenger side;
Single-piece rims as available;
1. first aid kit;
6. glass breaker.
All Pressurised Tankers shall be pressure tested annually by a qualified inspector (in-
house or third party). A certificate of compliance shall be prominently displayed inside the
vehicle cab indicating the next inspection due date;
All tankers shall adhere to industry best practices regarding tanker design and usage;
The tank shall be fitted with a minimum of two manholes, and the manhole cover shall
meet safety requirements and be adequate to protect against overturn damage;
A brake interlock system shall be in place so that the vehicle cannot be moved while
loading or offloading is in progress;
The tanker shall be fitted with a non-slip walkway with a minimum of 600 mm width for
access to the top tank. Internal and external ladders shall also have anti-slip protection;
Anti-surge internal tank baffles shall be installed to maintain stability of tankers during
travel, as applicable;
Fuel tanks shall be positioned in a way that any leakage will drain towards the ground
without coming into any hot surfaces of the vehicle;
All tankers shall be limited to a maximum speed of 80km/h;
Skidded tanks shall only be carried on trailers which are a minimum of 2.8m wide;
All tankers (except those having a fully opening rear end) shall be fitted with a minimum
of two manholes;
Each compartment of the Road tanker should be provided with bolted type manhole in
accordance with the requirement of NFPA code 385. Manholes (except in the case of
potable water tankers) shall be designed to resist opening in the event of a rollover;
Manholes (except in the case of potable water tankers) shall be protected by a valance.
Manholes shall be pressure actuated to open, as per the requirements of NFPA code 385;
For all tankers (except water tankers) all vents shall be fitted with suitable flame/spark
arrestor;
All water tankers shall be fitted with handrails on the tank top. Although not mandatory on
hydrocarbon tankers (due to terminal loading restrictions) folding handrails are
recommended;
All heavy vehicles shall have reflective markings on both sides and the rear, as applicable;
and

The requirements above do not apply to tankers built to conform to ISO Shipping Container Standards
and skid parts of drilling rigs (e.g. Mud Tanks).
REQUIREMENTS FOR TANKERS CARRYING FLAMMABLE / HAZARDOUS SUBSTANCES
In addition to the requirements for Tankers from section 7.2.12, tanker vehicles carrying flammable /
hazardous substances shall have:
An exhaust system forward of the front axle, below the chassis on the driver’s side, with
discharge directed away from the tank on the driver's side of the vehicle or an exhaust
system fitted with an ATEX approved flame/spark arrestor;
Anti-static tyres i.e. conductive, with a maximum resistance of 1 x 106 Ohms;
A master isolation switch outside the cab to isolate all electrical circuits, except the
tachograph/ IVMS. The switch shall be clearly marked in Arabic and English "Electrical
Isolation Switch" in red letters on a white background. The "On" and "Off" positions of the
switch itself shall be clearly marked in Arabic and English. A sign in Arabic and English
reading "In Case of an Accident or Fire Put this Switch to Off" shall be fitted next to the
switch. The sign shall be red text on a white background, readable at a distance of 5m;
Battery terminals that are covered to prevent accidental shorting;
The loading and discharge piping / valving shall be designed in such a way that when in
transit, the flammable substance is only carried within the body of the tank, not within the
piping external to the tank;
Electrical wiring protected by solid draw tubing suitable for bulk vehicles carrying Class 1
petroleum products;
A fire-resistant shield, screening the engine from the body of the vehicle if the engine
protrudes behind the rear of the cab, or if the engine is open to the rear. The fire screen
shall cover any unenclosed part of the engine above or to the rear of the cab and extend
down to the top of the chassis side members;
At least one means of earthing the tanker for use during loading and unloading operations;
A vacuum relief valve, with suitable flame/spark arrestor, which may be fitted within the
manhole;
Drivers shall be equipped with all necessary Safe Handling Of Chemicals (SHOC) and
Transport Emergency Cards (TREM) according to the vehicle load;
Shall be fitted with rollover protection device which automatically shuts down the
engine and isolates the battery. This device shall not get activated at less than 45° to the
vertical;
The vent and dumper valves shall be suitable for the appropriate charge/discharge flow
rate with safety relief for pressure/vacuum venting with integral flame trap, mounted on
the manhole cover;
Overfill protection and vapour recovery system shall be installed;
All tankers shall be protected from overpressure by being fitted with at least one pressure
relief valve or vent, and all vents shall be fitted with suitable flame / spark arrestors;
All nipples shall be metal instead of plastic;
The exhaust muffler shall be in a horizontal position, equipped with an ATEX approved
spark arrestor;
Diesel-powered engines are recommended for tankers, with the air inlet placed at a high
level (preferably above the vehicle’s cab) so that any flammable gas from the tank is
unlikely to enter the engine;

The exhaust system shall be located or shielded such that any spillage of flammable
material will not directly fall onto a hot part of the exhaust;
The electrical system shall be protected by proper siting within the chassis to minimize
risk of sparks occurring, mechanical damage and risk of electrical fires. Cables shall be
protected against impact and heat from the engine and securely fastened to prevent
damage. It shall also be insulated and sized adequately to avoid overheating;
Batteries shall be sited and protected against any leakages of flammable material, and
insulated to prevent any possible sparks;
There shall be at least one means of earthing the tanker during loading and unloading
operations. Tyres and hoses used shall be of anti-static type;
To enable to meet the oil spill control requirements, the tanker shall be equipped with
following accessories:
1. Emergency communication facility (explosion proof / intrinsically safe);
2. Instruction sheet for oil spill procedure;
3. Oil spill response kit consisting of
 1 no. 20 lbs absorbent filled bags;
 4 nos. socks (48” x 3”);
 3 nos. pillows (18” x 18” x 2”);
 3 nos. Pads (17” x 19”);
 1 no. Drain cover;
 2 nos. Safety goggles;
 2 Pairs of Hand gloves; and
 3 nos. Disposable bags.
4. Traffic Cones of reflective type (minimum of 4).
All vehicles involved in aviation fuel delivery shall be compliant to EN12312-5 and EI 1530
Some of the above requirements might not be applicable to Pressurized and/or Specialized tankers
(e.g., LPG); therefore, for this types of tankers ADNOC Group Companies shall develop procedures
to cover specific Safety Requirements in line with Industry best practices and close adherence to the
requirements of this standard, as applicable.

BICYCLES AND TRICYCLES
Figure 7.2.10: Bicycles and tricycles

Vehicles in this category:
Shall not carry additional passengers;

Shall not be ridden off the road;
Shall be equipped as a minimum with working brakes (front and rear), bell, saddle,
reflectors, and pedals with good foot grip;
Vehicles fitted with lighting sets are prohibited within hazardous areas;
All bicycles shall be visually inspected before use and a thorough inspection at least
annually; and
Personnel using bicycles and tricycles shall wear safety helmet with chin strap.
SAFE DRIVING GUIDELINES
COMMON ROAD TRANSPORT HAZARDS
Common road transport hazards can result from problems with the driver, the vehicle or the external
environment. Common hazards associated with road transport are detailed below. These shall be
considered during the hazard identification and risk assessment.
Incidents can occur because the driver may be:
Untrained for the type of vehicle driven;

Unaware of risks;
Without defensive driving skills;
Not medically fit;
Under the influence of medication or substance abuse;
Suffering from stress;
Lacking in attention;
Fatigued;
Lacking judgement or experience;
Not using safety devices (e.g. seat belt);
Lacking in knowledge of cargo; and

Subject to impaired visibility (e.g. glare, obstructions or dirty or damaged windscreen).
The hazards associated with vehicles include:
Inadequate selection criteria;

Poor design/specification;
Lack of specific safety features (e.g. side and rear guard protection, missing desert
survival kit); and
Inadequate maintenance (e.g. defective or worn tyres).
Section 7.2 specifies the basic requirements for various types of vehicles used in ADNOC operations, to
minimize the risk from hazards associated with the vehicle itself.
Typical external hazards include:
Drivers of third party vehicles;

Cyclic levels of traffic volume (rush hours);
Poor design or maintenance of roads;
Hazardous driving features, such as steep hills; narrow bridges; hair pin bends; complex
road junctions; steep drops or ditches at road edge; roads subject to flooding (including
flash flood), landslide or rock falls; dangerous objects adjacent to the road; temporary
obstructions such as parked vehicles, road works or animals;
Off-road operations including nature of terrain (e.g. mountain, desert or swamp);
Lack of effective traffic control measures;
Inadequate segregation of vehicles from pedestrians, livestock or wild animals;
Heat, humidity and glare;
Dust, rain, fog and sandstorm;
Hours of daylight;
Insects and wild animals;
Requirements to take on fuel; and
High speed, short cuts or overload.
In consideration of the hazards mentioned above, the following sections provide some guidelines on
dealing with common hazards which may be faced during road transport operations.
VERIFICATION OF VEHICLE SAFETY
The following shall be conducted to ensure the vehicle is safe for use.
(a) Pre-journey Checks

Supervisors and drivers shall ensure that all vehicles are road worthy and correctly fitted with the
appropriate safety equipment, before a journey commences. General care of the vehicle is the
responsibility of the driver. Both driver and supervisor have the following responsibilities in respect
of vehicle care:
Driver/Operator Inspections

Daily checks shall be carried out before the vehicle is used. The check shall be carried
out by the driver/operator using a suitable checklist. As a minimum, the items covered in
the checklist of Appendix 6 shall be included. Daily checks are vital and personnel shall
be encouraged and trained to carry them out thoroughly. Defects observed by the driver
during his period of duty shall be recorded.
Professional drivers/operators shall apply professional judgement to decide whether a

vehicle is roadworthy. When the condition of an item is “borderline”, the determining factor
will be the extent to which the item will deteriorate before the vehicle is likely to be re-
inspected.
Unroadworthy vehicles shall be removed from service immediately.
Cleanliness
Where practicable, vehicles shall be cleaned regularly on top, inside and underneath. This
will make it easier to spot defects during inspections and scheduled safety inspections.
First-use Inspections
First use inspections are essential for drivers/operators who hire, lease or borrow vehicles.
The inspection should follow the pattern of the daily check described above.
(b) Regular Maintenance

All vehicles shall be subject to a regular road-worthiness inspection. The frequency of the
inspection shall be fixed taking into account Abu Dhabi Transport Department regulatory
requirements, manufacturer's recommendation, vehicle age and service history, and distance
travelled and operating conditions.
An effective maintenance programme shall include:
Setting of appropriate maintenance standards;

Establishment of schedules for inspection and testing;
Ensuring checklists cover all safety related items;
Availability of appropriately qualified and equipped staff with efficient working facilities to
adequately inspect and maintain vehicles;
An adequate supply of spare parts;
An effective system for drivers to report defects; and
A procedure for vehicles to be taken out of service, until critical defects are rectified;
Ready access for drivers to maintenance, inspection and current defect status reports;
and
Special detailed instruction and repair procedures for vehicles that are involved in
incidents.

IN-VEHICLE MONITORING SYSTEM (IVMS)
OVERVIEW
In-vehicle monitoring systems (IVMS), or driver behaviour monitoring system refer to electronic devices
that record data about a driver’s behaviour and vehicle use, such as date, time, speed, acceleration,
deceleration, and seatbelt use.
IVMS measures driver performance against a predetermined set of parameters. The monitor records the
information electronically so information can be downloaded to a computer. Several types of monitors
are available on the market, ranging from simple plug-and-go devices that record unsafe driving
behaviors, to sophisticated systems that track the physical location of large fleets in real time.
IVMS provide important information to support safe driving behaviors, but they should be only one
component of a comprehensive motor vehicle safety program. In order for a company to have a sustained
reduction in the risk of motor vehicle crashes, a comprehensive motor vehicle safety program needs to
be in place.
The following list summarizes the benefits of the IVMS.
Reduces motor vehicle crash rates;

Reduces speeding;
Encourages safety belt use;
Improves at-risk driver behaviour;
Reduces Emergency Response times;
Demonstrates corporate social responsibility;
Increases security for drivers and loads;
Reduces fuel costs and environmental impacts;
Improve vehicle utilization, and
Reduces maintenance costs.
In addition, other electronic aids such as driver cameras should be considered to monitor safety
parameters such as fatigue, phone usage while driving, seat belt violations and after incident reviews.
Vehicles exempt from mandatory IVMS fittings are wheel/ chain dozers, dumpers, tractors, forklift trucks,
cranes, side booms, JCB, Bobcat, Golf Cars, scrapers, excavators, backhoe loaders, trenchers, loading
shovels, graders/compactors/rollers and others as may be specified at any time by ADNOC.
In addition to the requirements specified in this section, specific requirements for IVMS for Emergency
Response Vehicles are provided in Appendix 13.
TRACKING INDICATORS
The IVMS utilized by ADNOC is able to monitor a variety of parameters from the vehicles. In particular,
the following parameters are focused on to ensure safe driving behaviour from all ADNOC Group
employees and contractors:
Seatbelts not fastened;

Incidents;

Harsh braking; and

Over-speeding.
The following parameters are governed by a set of limits, and violation criteria of those limits are defined
in Table 7.4.1 below.
Table 7.4.1: IVMS Violations Parameters
No. Event Description
1. Seatbelt not Fastened for driver Speed >5km/h
2. Seatbelt not Fastened for passengers Speed >5km/h and duration > 20 sec
3. Incident Force (g) – 4.6, Duration – 20 (mSec)
4. Harsh Braking Force (g) – 3.4, Duration – 20 (mSec)
5. Over-speeding Speed above road posted speed

by >10 km/h and/or duration >30 sec
6. Over-speeding on Off-Road areas Speed above 80 km/h by >10 km/h
and/or duration >10 sec
7. Speed Limiter on Light Vehicles 160 km/h
8. Speed Limiter on Buses ) 100km/h
All ADNOC Group Companies shall set up their own IVMS to adhere to the IVMS violations parameters
above as a minimum. The IVMS shall be able to alert relevant control room of any emergency situations
(automatic and manual mode) and violations, and control room personnel shall notify the supervisor of
the driver and emergency response teams as soon as possible. Group Company HSE and ADNOC
Group HSE function shall have access to the IVMS at all times. The system shall be capable to generate
customizable alerts if the vehicle exceeds speed limits and seat belts are not fasten.
Seatbelts not fastened, over-speeding and use of mobile phones while driving are considered as
violations to the Driving LSR. Following the Life-Saving Rules is mandatory at all times without exception,
the consequence management process shall be applied in case of violation. Further reference on the
Life Saving Rules may be referred to in the ADNOC Life Saving Rules Standard [Ref. 4].
Violations shall be managed based upon principles set by the ADNOC Group HSE & Asset Integrity
Accountability Framework.
DRIVER PERFORMANCE TARGETS
Each driver’s overall safe driving performance shall be evaluated based upon their overall distance driven
and their cumulative violations recorded on the IVMS. The higher the score, the poorer the driver is
performing in terms of driving safely. Based on their calculated scores, the drivers shall then be given a
rating of Red, Amber or Green to indicate their adherence to safe driving practices. The formulas for
calculating their scores are explained below.
Seat Belt Score = (No of total seat belt violation events / Total distance) * 100
Over speeding Score = (No of total over speeding events / Total distance) * 100
Harsh braking Score = [(No of total harsh braking events / 2) / Total distance] * 100

Total Score = Seatbelt Score + Over Speeding Score + Harsh Braking Score
Table 7.4.2 Total Score and Category Allocation
Total Score Category
0 – 0.5 Green
>0.5 – 1.5 Amber
>1.5 Red
Table 7.4.3 Total Score and Performance Percentage
Total Score Category
0 100
0.5 90
1 80
1.5 70
2 60
2.5 50
3 40
3.5 30
4 20
4.5 10
>4.5 0
Note: Any score more than 4.5 is considered 0% performance
REVERSE PARKING
All vehicles shall:
Reversed parked to enable quick escape in the event of an emergency, this requirement
is not mandatory for HQs and administrative buildings located on main cities (e.g. Abu
Dhabi);
Park in marked / assigned spaces only;

Avoid parking in spaces that are reserved for specialist vehicles, e.g. emergency response;
Not block other vehicles;
Sound the horn before you start to revers; and
Back slowly.
SPEED LIMITS
Speed limits are used to set the legal maximum or minimum speed at which road vehicles may travel on
a stretch of road. It is done to improve road traffic safety and reduce the number of casualties from traffic
collisions.
On public roads, all ADNOC Group vehicles shall adhere to a maximum speed limit set by the UAE
government. If a Group Company intends on setting a lower speed limit than the UAE road speed limit,
it will be allowed. A maximum speed limit of 140km/hr shall be followed for all ADNOC and Contractor
vehicles, regardless of UAE speed limit, due to safety concerns.
Table 7.4.4: Maximum Speed Limit
Maximum Speed
No. Areas / Vehicles
Limit
1. Residential areas 40 km/h
2. Desert / Gatch & off-road driving 80 km/h

(assuming ideal driving conditions)
3. Trucks and heavy vehicles 80 km/h
4. Buses 100 km/h
5. Light Vehicles 140 km/h
Speed limits inside Group Company sites / concession areas shall be assigned by Group Companies
after a thorough assessment considering all elements of an appropriate speed limit.
Drivers are encouraged to lower their speed when driving in hazardous conditions, e.g. wet weather,
sandstorms, fog, uneven surfaces. Non-adherence to the stipulated speed limits shall be captured as a
violation by the IVMS. The details on the monitoring done by the IVMS is provided in Section 7.4.
DEFENSIVE DRIVING
Defensive driving is the method of driving which reduces the risk of incidents by anticipating dangerous
situations (e.g. the mistakes of other traffic participants or in dangerous conditions) and knowing to react
accordingly.
The following are some key elements of defensive driving:
Allow enough space ahead of your vehicle - Four out of ten incidents involve rear-end
collisions, many of which could have been avoided by simply following at a safe distance
rather than tailgating. Drivers shall allow at least two seconds between their vehicle and
the vehicle in front of them. That gap shall be lengthened to three seconds at highway
speeds and four or more in rain or other poor weather conditions;

Look ahead – Drivers shall scan the road and the surrounding area ahead for potential
road hazards. Look around on both sides of the road for approaching vehicles, pedestrians,
animals or debris that might enter the path of their vehicle;
Adjust for hazards – Avoid any potentially hazardous situation by slowing down, speeding
up slightly, or by moving to a different lane;
Avoid frequent lane changes – Try to maintain a speed near to the flow of nearby traffic.
Remember your lane discipline and keep right unless overtaking. If required to make a
lane change, remember to check the blind spot before making a lane change;
Use lights and signals – Drivers shall turn their headlights on in dim daylight, rain, or other
low-visibility weather conditions, and to always use turn signals;
Keep a proper driving position – It is imperative that drivers maintain a comfortable, upright
driving position, with both hands on the steering wheel in the correct position, which will
put them in a better position to make sudden avoidance manoeuvres, if needed;
Have an escape route – Drivers shall check their mirrors every few seconds to see what’s
beside and behind you. Taking into account the position of the vehicles around them and
the road ahead, they may decide where they could manoeuvre safely in order to avoid an
incident. Having an avoidance route is essential;
Don’t depend on other drivers. – Drivers shall be considerate of others, but should not
assume that another driver is going to move out of the way or allow them to merge into
the lane. They should plan their movements anticipating the worst-case scenario;
Keep your speed down. – Remember that the speed limit applies to ideal conditions. The
drivers are responsible for decreasing your speed to match the conditions; and
Cut out distraction. – Drivers shall be focused on the driving, and any activity that distracts
them from the driving will reduce their awareness of the surroundings and increase
reaction times.
DESERT AND OFF-ROAD DRIVING
Desert and off-road driving requires special skills. No vehicle is allowed to be taken off-road or into the
desert unless the driver has received specific training and the vehicle is suitable.
Vehicles shall not be taken into desert regions without appropriate safety precautions including:
The vehicle shall be suitable for desert driving (e.g. all-wheel drive, appropriate tyres for
soft sand that are inflated to a suitable pressure, have Roll-Over Protection Structure for
driver and all passengers, have appropriate type of seat belts and neck/head restraints,
and fitted with a non-conductive flexible flag pole of a minimum 3 m height to improve
visibility when traversing the crest of dunes). Further details of ROPS may be found in
Appendix 5;
The vehicle shall be carrying sufficient water for all persons on-board;
The vehicle shall be carrying a desert survival kit containing all equipment necessary for
desert survival;
The driver shall have special training for desert conditions; and
The vehicle shall be provided with communications systems and global satellite
positioning systems.
Special desert training for drivers shall include dealing safely with all foreseeable types of events such
as:
Checking of equipment and vehicle for desert conditions prior to departure;

Desert hazards and how to avoid them;

Procedures for sandstorms;
What to do when stuck in soft sand;
Getting out of 'blow-holes';
Vehicle overheating or breakdown;
Becoming lost;
Avoiding dehydration;
Preventing the adverse effects of heat and sun; and
Dangers of animals, especially camels.
WEATHER CONDITIONS
Adverse weather conditions such as rain, wind and fog may impair road visibility and negatively impact
the ability of drivers to safely control their vehicle.
In case of adverse weather conditions, ADNOC Group shall notify their relevant personnel via email and
SMS about the adverse weather. Personnel shall take additional safety precautions on the road during
adverse weather conditions. However, if unavoidable, personnel are cautioned to take extreme care to
ensure the safety of everyone on board. Personnel shall also notify their supervisors/control room in case
of late arrival indicating the reason.
The sections below define several common adverse weather conditions and provide guidelines on how
to react to each one specifically.
(a) Fog
Heavy fog is one of the most dangerous driving hazards in the UAE. There are a few steps that
can be taken to reduce the risk when driving in fog:
When entering fog, check mirrors, then slow down;

Allow more distance between vehicles. Instead of the normal 3 second “time gap” behind
the vehicle in front increase the “time gap” to 5 seconds;
Never rush or speed to get out of the fog;
Use caution at all times. The moisture in the air may continuously collect on the
windscreen, making it more difficult to see. Adjust the defroster and windscreen wiper
speed as necessary;
Use fog lights or driving lights. Many vehicles have factory installed fog or driving lights.
These lights are usually mounted low; in or below the front bumper;
Use headlights on low beams. The visibility in front will sharply decrease in fog, so use
the vehicle's low beam lights. Do not use high beam headlights in heavy fog conditions as
the light from high beam headlights will be reflected back by the thick fog. As fog thins,
high beams can become more effective;
Do not use hazard lights to improve vehicle visibility;
If visibility falls below 100m, the journey shall not start until visibility improves. If the journey
has already begun, the driver shall pull to safe location and stop driving until visibility
improves; and

Where applicable, visibility boards shall be fixed in place 100m from all exits of ADNOC
Group premises to allow the drivers to confirm that they can see 100 m of clear visibility
and help them to make an informed judgment as to whether or not they should drive.
(b) Rain
Rainfall in the UAE is irregular and generally does not last for a long period, with most of it occurring
during winter season. The rain reduces visibility and causes the road surface to be slippery,
therefore making it easier for drivers to lose control of their vehicles. Guidelines on how to lower
risks when driving in rain are as follows:
Slow down at the first sign of rain, or drizzle on the road and turn on the headlights;
Avoid any sudden acceleration, harsh braking or making sudden turns;
Turn on the windshield wipers and increase the distance between vehicles; and
In case of a heavy downpour, pull over to the side of the road or exit the highway to a safe
location before resuming the journey.
Hydroplaning/aquaplaning can occur on wet roads when tyres lose contact with the road and slide
on a sheet of water. If this occurs, take your foot off the accelerator and apply brakes gradually.
As your vehicles slows down, the tyres will deflect the water and allow better traction. To reduce
the risk of hydroplaning:
Check tyre pressure and treads regularly;

Replace worn-out or balding tyres;
Ensure tyres are inflated to the recommended pressure;
Avoid puddles on the road; and
Drive slowly.
(c) Wind/Dust
Strong winds generally reduce your steering control. In certain cases, the wind may blow up sand
from deserts as well and may impact visibility. The best defensive driving technique for windy
conditions is to drive at lower speeds or if the wind is too strong, safely pull over until winds subside.
In addition, drivers shall also be careful of any build-up of sand on the road. If drivers are driving
too fast on an approach to sand, the vehicle tyres can easily lose traction with the road, leading to
skids and loss of control of the vehicle. It is encouraged for drivers to slow down in these instances
and avoid any sand build-up on the roads.
(d) Hot Weather

When driving in hot weather, the heat has an impact on both the driver and the vehicle. The driver
shall keep an eye on the warning lights and gauges, especially the temperature gauge. Due to the
hot temperature, drivers may be fatigued faster than normal therefore drivers shall keep their
vehicle well ventilated to avoid drowsiness.
If drivers are dazzled by bright sunlight, they shall slow down and if necessary, stop. The driver
shall consider wearing sunglasses if necessary.

ANIMAL CROSSING
There are several roads in the UAE where animals have been known to stray onto the road. Several
guidelines on this include:
Stay alert for animals wandering onto the road, especially in the evening and early morning
hours;
Watch for animal crossing signs, as these are placed where contact with animals on the
road in common;
If you see any animal wandering close to the road, slow your vehicle and attempt to steer
away from the animal;
Never assume animals will get off the road to avoid getting hit;
Avoid honking as it may agitate the animal and cause it to react violently; and
Avoid slamming on your brakes because doing that could result in an incident.
NIGHT DRIVING
There is significantly increased risk associated with night driving. Due to the decreased vision and
increased tiredness, night driving has resulted in more frequent collisions with camels, other animals,
unlit obstacles and other road users. Roll overs, incidents at junctions and vehicles drifting off the road
are also more prevalent due to poor visibility and tiredness of drivers, including falling asleep at the wheel.
The necessity for a journey in darkness shall first be determined and requires understanding of the
urgency and priority of the journey. The decision to expose drivers and passengers to the risk associated
with driving during darkness needs careful consideration. ADNOC Group shall avoid driving during hours
of darkness if possible.
ADNOC Group Companies shall prepare and implement procedures for night driving, the procedures
shall cover those situations and circumstances where night driving will be allowed (e.g. emergency
situations).
A risk assessment shall be completed for each night driving road operation and all controls shall be in
place (vehicle checks, desert survival kit, communication etc.) before the journey commences to reduce
the night driving risk to a level that is as low as reasonably practicable (ALARP). Night driving shall
require approval by a Group Company designated Approving Authority, which shall be of a VP level or
higher.
COMMUNICATION
The following are some guidelines with regards to communication whilst driving:
Drivers shall neither initiate, nor answer a mobile telephone call while driving a vehicle.
This includes text messaging and web surfing as well as the use of hands-free devices;
Mobile telephones can be left switched on during a trip to alert the driver of any incoming
calls. The driver shall safely leave the road; bring the vehicle to a complete stop in a safe
parking area before initiating or answering a call. This also applies to radios used for two-
way communication, including communication with base stations and any other network
enabled devices;
Drivers shall not use intermittent stops on the road (e.g. at traffic lights) as an opportunity
to make or answer mobile telephone calls;

The only exception to the above is for the use of two-way radios or Citizen Band (CB)
radios as part of convoy management or for use during emergency situations. Radio use
whilst driving in these circumstances shall be kept to the minimum necessary to
communicate and control the hazards and risks of the journey; and
If there is an authorised passenger in the vehicle, the passenger may handle any calls.
FATIGUE
Drivers shall not force themselves to undertake a journey that they believe may cause them excessive
fatigue. All factors (including weather conditions) are to be taken into consideration before a decision is
made to travel.
A rest break shall be taken after 4 hours of continuous driving; however, it is highly recommended that a
rest break should be taken after every 2 hours of continuous driving. Rest breaks provide the opportunity
to:
Walk around and stimulate blood circulation

Catch up on mobile phone messages/calls
Drivers' Hours shall be followed as stipulated in the below table to avoid fatigue cases
Table 7.4.5: Driver Hours Requirement and Standards
Requirement Standards
Maximum driving between  2 hours for light vehicles
breaks
 4 hours for heavy vehicles
Minimum break time 30 minutes. It is strongly recommended to have 15-minute breaks

every two hours.
Maximum duty hours within a 16 hours, i.e. a person cannot drive after 16 duty hours and no
continuous 24-hour period more than 60 hours average per week over an extended period.
Duty includes driving, loading, unloading, waiting, rest breaks
and any other work, including air travel.
Maximum driving hours within a  10 hours total excluding commuting time;
continuous 24-hour period
 11 hours including commuting time
Maximum duty hours in a 72 hours

continuous 7-day period
Maximum duty hours in a 120 hours
continuous 14-day period
Off duty period in a continuous Minimum of 24 hours continuous break
7-day period
The IVMS control room shall provide reports to Group Company HSE function to control fatigue issues.
Any violations with regards to fatigue committed by a driver shall be notified to the driver’s supervisor as
soon as possible. Any violations shall first be managed thru coaching by line management. If the violation
persists, the consequence management process shall be applied accordingly based upon principles and
requirements set by the ADNOC Group HSE function & the ADNOC Asset Integrity Accountability
Framework.

CARRIED LOAD
Below are several guidelines on safe loading and transportation of cargo:
The driver of a vehicle is responsible for the safe loading of the vehicle;
Where possible, cargo or baggage shall be carried in the designated cargo area of the
vehicle. The cargo shall be segregated and restrained from interfering with the driver or
passengers by a wire mesh netting or similar restraint as a minimum;
If personal belongings are to be carried within the passenger compartment they shall be
placed and secured to prevent disturbance to passengers and driver;
Where airbags are fitted, passengers shall refrain from carrying unsecured items such as
laptops, which can cause injury in the event of air bag inflation;
Any heavy item carried inside the cab of a pickup truck or cargo vehicle, including items
such as jacks or fire extinguishers shall be firmly secured in a way to avoid injury to
personnel in the event of a crash; and
All loads transported in a pickup truck, utility truck or other cargo vehicle shall be fastened
securely and shall not exceed the vehicle manufacturer’s specification or legal limit for the
vehicle.
Contractors shall classify and agree all heavy and oversize loads with ADNOC Group before transport:
Heavy loads are those in excess of fifty tonnes for a single journey;
Oversize loads are those which exceed any one of the following three dimensions: 12m
long, 3m high or 3m wide; and
Vehicle operations shall be effectively managed to reduce risk by taking into account the
type of load transported (people or freight) and any other identified hazards.
In particular the following shall be adhered to:
Vehicle operations shall take account of the journey management system (Section 7.10);
Freight shall only be carried on vehicles that are designed for the purpose;
Vehicles shall not be overloaded;
Attention shall be given to the positioning of heavy or dense loads, so as not to result in
damage to any part of the vehicle, or to result in potential instability;
Freight shall be securely fixed before vehicle movement and proper use made of pallets
and dunnage (loose wood used for packing). All freight vehicles shall be equipped with
securing equipment (including lashings, chains, binders and nets as necessary) and there
shall be clear instructions as to their proper use;
The vehicle shall have adequate locking and security, including during overnight stops,
particularly if transporting hazardous materials;
The driver shall be briefed on the special provisions applicable to the load and his
understanding of those provisions shall be checked before movement. When transporting
hazardous materials, the driver shall be competent to deal with any incident that may
occur. The relevant Materials Safety Data Sheets shall also be carried on the vehicle;
Potentially reactive chemicals or materials shall be segregated so that they cannot be
brought into contact with each other;
The nature of the route, including any special requirements, such as for desert driving
shall be taken into account when securing loads;

Group Companies shall comply with all UAE Federal Law and local regulations and
restrictions on transport of hazardous materials (Regulations for Handling Hazardous
Materials, Hazardous Waste and Medical Waste, 2002) including route restrictions, hours
of travel or requirement for a police escort, especially when carrying high or wide loads;
Need for audio-visual devices to provide warning that the vehicle is reversing;
Any speed restrictions needed, taking into account load and the terrain traversed;
When journeys are part of an international route, which may also include other modes of
transport such as ship or air, freight classification, packing and labelling shall cover the
whole journey and shall therefore fulfil the requirements of international recommendations
and regulations;
Special requirements when carrying passengers and freight in the same vehicle; and
The nature of the route and any special requirements, such as for desert driving, shall be
taken into account.
Line management shall be seen to enforce speed limits set for premises and road systems. Where
vehicles are subject to individual speed limits due to the vehicle type or load, this shall be prominently
displayed on the vehicle.
Tyres shall be selected based on manufacturer's recommendation. The condition of tyres has a
significant effect on vehicle steering, road holding, fuel consumption and braking performance. Tyres
shall be maintained at the correct pressure. Recommended tyre pressures shall be displayed on vehicles
and drivers shall be provided with the means to check them.
PASSENGERS
All passengers shall be seated whilst travelling and all seating shall be firmly fixed. Sideways facing seats
shall be avoided. The maximum passenger shall be strictly limited to the authorized seating provided.
There shall be a means by which the driver can observe passengers carried in the rear of the vehicle.
For off-road, rough road or other use where there is a foreseeable risk of roll over, all occupants shall
have Roll-Over Protection Structure. The occupants of light commercial vehicles shall be protected by a
steel body shell, if Roll-Over Protection Structure is not provided. Further details of ROPS may be found
in Appendix 5.
Where passengers and freight are carried in the same vehicle, they shall be carried in separate
compartments (see also Section 7.4.8). There shall be a means of securely attaching freight to the vehicle.
All fuel containers shall be correctly and clearly labelled and shall not be carried inside passenger
compartments.
Vehicle passengers can influence the driver’s performance. Therefore, passengers shall:
Always wear seat belts (see Section 7.4.15) while in a moving vehicle;
Check the condition and accessibility of seat belts prior to use;
Never distract the driver or divert his attention from the road;
Warn the driver of any unsafe or hazardous condition;
Take responsibility for informing the driver if he is driving in an unsafe manner: e.g.
reckless driving, excessive speed, driving under the influence of alcohol or drugs;
Assist the driver during manoeuvring, reversing or parking in hazardous or confined areas;
Keep their hands away from door handles while the vehicle is moving;

Open doors or windows when told it is safe to do so;

Never lean or wave out of the window;
Not throw or hang anything out of the window; and
Not block the driver’s mirror view of traffic behind the vehicle.
Unsafe driving practices, defective equipment or the driving of unsafe vehicles or in unsafe conditions
shall be reported. Positive as well as negative experiences can be noted.
Any person not specifically involved in Company business shall not be carried. In cases where third
party road users (i.e. non-Company or contractor personnel) are stranded due to vehicle breakdown or
environmental conditions, assistance can be given with approval of the section head of Travel and
Transportation.
In instances where a Company vehicle is requisitioned by local authorities e.g. police, the driver shall
report the matter immediately.
SEAT BELTS
The use of seat belts by all occupants of cars, vans and goods vehicles is mandatory. It is everyone’s
responsibility to wear seat belts in the correct manner during the journey, including rear seat users.
Drivers shall refuse to transport passengers who do not fasten their seatbelts in the correct manner. Belts
shall be of the 3-point configuration incorporating automatic retraction and deceleration activated
emergency locking mechanisms - often referred to as inertia reels.
On buses, 3-point seat belts shall be worn by the driver, front seat passengers and by all passengers
seated with an open space in front of them (e.g. on the back seat facing the aisle or on a seat adjacent
to a doorway). The rest of the seats shall be fitted with either two or three point seat belt configuration.
Where vehicles are to be used in off-road operations, consideration should be given to the use of four-
point harnesses.
The approved seating capacity of a vehicle shall be equal to the number of available and operational
seats correctly fitted with working three-point seat belts (as described above) in accordance with the
manufacturer’s guidelines.
Seat belts shall be checked by the driver on a daily basis to assess their suitability and to identify any,
which may not be functioning correctly. If a driver discovers that a seatbelt does not function correctly,
he shall ensure that that seat is not occupied by a passenger and that the deficiency is reported.
ALCOHOL, DRUGS AND SUBSTANCE ABUSE
ADNOC Group operates a zero-tolerance policy with regards to drugs and alcohol use when combined
with motor vehicle operation. The blood alcohol content of a driver operating a motor vehicle shall be
0.00%, and he/she shall have no illicit drugs in his system.
Illicit drugs include:
Prescribed or over-the-counter medicines not used in accordance with a doctor’s or the

manufacturer’s guidance,
Any other substance that may be inhaled, injected, ingested or introduced into the body
which may affect or impair judgment whilst driving.

SMOKING POLICY
ADNOC Group operates a no smoking policy within all its vehicles, which includes all types of electronic
cigarettes. Car cigarette lighters are strictly prohibited from all ADNOC vehicles.
SIGNAGE & MARKING
VEHICLE SIGNS, MARKS AND PLACARDS
Vehicles shall clearly display all signs necessary for safe operations and to facilitate incident response
and recovery, especially:
Any specific requirement from Federal and Local Traffic Regulations;

Load limitations;
Speed limit;
Maximum number of passengers as stipulated on the registration document;
Vehicle identification number(s);
Battery isolation location;
Company name; and
Information shall be given in Arabic and English.
Specific information on requirement of vehicle signs, marks and placards for transportation of hazardous
substances may be referred to in Appendix 12 and the ADNOC Hazards Communication Standard [Ref.
5].
WORKING IN OPERATIONAL AREAS
Most vehicles contain a wide range of ignition sources. These will include electrical circuits; the inlet and
exhaust of any internal combustion engine; electrostatic build up; overheating brakes, and other moving
parts. For spark ignition engines (e.g. petrol, LPG, LNG powered engines) vehicles, the engine requires
the use of a spark plugs and high-tension ignition systems, which introduces a significant source of
ignition.
In order to prevent introducing ignition sources to a potentially flammable atmosphere, a vehicle zoning
system shall be implemented in all ADNOC and Group Company facilities.
The following table describes the three zones that shall be in place.

Table 7.6.1 Vehicle Zoning and Description
Zone Description
C Safe areas / outside any operational areas / plant area / oil field e.g. administrative areas.
All vehicles allowed (GC to evaluate on where green area can be allowed)
B Areas inside plant boundaries which are not designated as Zone 1 or Zone 2 Hazardous
Classified Areas with a risk of potential flammable atmosphere from gas release. Vehicles
shall be diesel powered, with ATEX-approved automatic air intake shutoff valve
(commonly called Chalwyn valve) and ATEX-approved spark arrestor.
A Within Zone 1 or Zone 2 Hazardous Classified Areas / areas with major risk of potentially
flammable atmosphere. Vehicles shall be fully ATEX-approved and shall comply with EN
1834-1 (Gas / Vapour) / EN 1834-3 (Dust) and EN 1755 as amended [Ref. 6 & Ref. 7]
ADNOC and Group Company site rules shall be clear on the vehicle zoning and where each type of
vehicle may or may not be used, and this information shall be communicated towards all relevant
personnel. A visible system shall be in place to identify which vehicle may enter which zone. Controls
shall be in place to ensure that vehicles entering each zone are meeting its requirements.
Vehicles identified to be allowed to enter Zones A and B in one Group Company / site shall not be allowed
to enter the Zones A and B of another Group Company / site unless inspected and approved by the
Group Company / Site HSE function.
Due to the various ignition sources, electrical vehicles shall not be allowed in Zones A and B of the site
unless fully ATEX approved, with valid certification.
ATEX certification of the spark arrestor, the shutoff valve or the vehicle as a whole shall be performed
by the manufacturer and approved by a recognized certification body to ensure compliance to ATEX
requirements.
Where the use of restricted types of vehicles within plant boundaries or hazardous areas is prevalent
and cannot be stopped immediately due to operational concerns, a remedial plan shall be developed by
Group Companies to phase out the use of these vehicles to be replaced by vehicles adhering to the
requirements specified in this Standard. Any deviation from the requirements shall require the application
of a proper Management of Change (MOC) process and Work Management System (WMS).
Definitions of each zone together with the requirements for vehicles to enter shall be described below.
(a) Zone C
Safe areas such as the administrative areas of the plant and its general parking spaces shall be
designated as Zone C. For this zone, there are no specific technical requirements to be complied
with.
(b) Zone B
Areas within the boundaries of the plant which are not designated as Hazardous Classified Zone
1 or Zone 2 shall be designated as Zone B. Despite not being classified as Hazardous Areas, its
proximity to the Hazardous Areas shall be taken into consideration, as the risk of unexpected
flammable atmospheres due to the release of hydrocarbon gas clouds is ever present. Therefore,
vehicles entering these areas shall be:
Diesel-powered.

Spark ignition engine vehicles (e.g. petrol or gasoline, LPG, CNG) are prohibited, as they
are more likely to ignite a flammable gas cloud compared to a diesel-powered vehicle from
one of several sources including:
2. Sparks from the high-tension ignition system which is not designed to work in a
flammable atmosphere;
3. Hot catalytic converter which can reach temperatures up to 750oC; and
4. Hot turbocharger (depending on how hard the car was recently driven)
Fitted with ATEX-approved automatic air intake shutoff valves (commonly called Chalwyn
valve)
1. If flammable gas or vapour is drawn into the intake of a diesel engine it acts as an
additional ungoverned fuel supply. Turning off the ignition will not shut off the engine
because it is running on the external fuel source;
2. Failure to stop the engine can result in uncontrolled engine over speed followed by
mechanical failure or flash back from the intake, resulting in ignition of the
surrounding flammable atmosphere;
3. The most effective way of shutting down a runaway diesel engine is with an
automatic air intake shutoff valve; and
4. Automatic over speed air intake shutoff valves with automatic reset and ATEX-
approval for Zone 1/2 hazardous area applications shall be fitted.
Fitted with ATEX-approved spark arrestor

A spark arrestor is a device fitted with the exhaust system of an engine to arrest the
glowing carbon particles and prevents the emission of flammable debris from combustion
sources, such as internal combustion engines. The spark arrestor shall have the following
specifications:
1. ATEX approved for Zones 1 and/or 2 hazardous areas and designed for easy
installation;
2. Shall be designed to be used as part of an engine exhaust system during normal
driving and operating conditions. Design shall be of turbine type that works by
trapping through centrifugal force;
3. Shall be able to be mounted both horizontally and vertically;
4. 100% Stainless Steel with minimum grade SS 316;
5. Shall meet the range of exhaust pipes of ADNOC and Group Companies fleet of
vehicles. End pipes shall be compatible with standard exhaust pipe sizes/clamps;
6. Noise attenuation shall be 15 dB(A) typical;
7. Robust, non-blocking and maintenance free;
8. Shall meet the spark arresting performance specified for diesel engine exhaust
spark arrestors for use in zone 1 and/or zone 2 hazardous areas in accordance to
BS EN 1834-1/2/3:2000;
9. Shall be tested in accordance with European Directive 94/9/EC (the ATEX
Directive); and
10. Warranty shall cover minimum 3 years for the entire spark arrestor which includes
structural or mechanical defects due to faulty materials or workmanship.

(c) Zone A
Areas within the boundaries of the plant which are designated as Zone 1 or Zone 2 (Gas / Vapour)
and Zone 21 or Zone 22 (Dust) Hazardous Classified Areas shall be designated as Zone A. The
following requirements shall apply for vehicles entering the Zone A:
Diesel-powered.
Spark ignition engine vehicles (e.g. petrol or gasoline, LPG, CNG) are prohibited, as they
are more likely to ignite a flammable gas cloud compared to a diesel-powered vehicle from
one of several sources including:
1. Sparks from the high-tension ignition system which is not designed to work in a
flammable atmosphere;
2. Hot catalytic converter which can reach temperatures up to 750oC; and
3. Hot turbocharger (depending on how hard the car was recently driven).
ATEX-approved and fully-compliant with EN 1834-1 (Gas / Vapour) / EN 1834-3 (Dust)

and EN 1755 latest version.
Note: Vehicles for use in potential flammable gas/vapour atmospheres including
combustible dust shall fulfil the requirements of EN 1834-3 in addition to EN 1834-1.
The figure below gives an example of what a vehicle zoned plant layout may look like.
Legend
Zone C
Zone B
Zone A
Figure 7.6.1: Example of Vehicle Zoned Plant Layout

Table 7.6.2: Summary of Vehicle Entry Criteria and Requirements
Working Area Minimum Requirements Exceptions for HCA Zone 2 only

Vehicle Equipment:
A • Diesel Driven Vehicles: Fully-compliant with

EN 1834-1 and EN 1755 as applicable.
When::
1.- Unavoidable / exceptional circumstances,
Inside Plant Boundaries • Electric Driven Vehicles: ATEX Certified 2.- Main standard requirements can’t be met,
+ • Spark Ignition Engines: Prohibited 3.- Plant Isolation is not practicable, and;
Inside HCAs 4.- If the following requirements are met:
Administrative Controls:
Zone 1 or 2 (Gas)
• Vehicle Entry Certificate
Zone 21 or 22 (Dust) Vehicle Equipment:
• Inspection Sticker for specific restricted area
• Diesel Driven Vehicles:
• Hot Work Permit
a) Spark Arrestor (ATEX approved type)
Vehicle Equipment: b) Automatic air intake shut off valve (ATEX)
• Diesel Driven Vehicles: • Electric Driven Vehicles: ATEX Certified
B a) Spark Arrestor (ATEX approved type)

b) Automatic air intake shut off valve (ATEX)
• Spark Ignition Engines: Prohibited
Inside Plant Boundaries • Electric Driven Vehicles: ATEX Certified Administrative Controls:
+ • Spark Ignition Engines: Prohibited • Vehicle Entry Certificate
Outside HCAs • Inspection Sticker for specific restricted area
Administrative Controls:
• Hot Work Permit with robust RA and controls
• Vehicle Entry Certificate
in place
• Inspection Sticker for specific restricted area
C Vehicle Equipment:
•
•
Diesel Driven Vehicles: No restriction
Electric Driven Vehicles: No restriction
City / Outside Plant
Boundaries and • Spark Ignition Engines: No restriction
Operational Areas • All vehicles to comply with Section 7.2.2 of the
standard
Additional information regarding ATEX certification may be referred to in Appendix 7.

TRANSPORT OF HAZARDOUS SUBSTANCES
Handling and transportation of hazardous substances requires delicate care as compared to normal
cargo transportation. Any operation involving the handling and transportation of hazardous substances
shall be planned in advance. Prior to handling and transportation, the Safety Data Sheets (SDS) of the
substance shall be studied and understood by the person in charge of the operation. All personnel
involved in the operation shall be provided with the necessary PPEs to be used and trained in the use of
them.
DUTIES OF TRANSPORTERS
For each mode of transport in use, as a minimum the transporters (ADNOC Group and Contractors) shall
comply in the receipt, handling, packaging, labelling, documentation, transport and delivery of hazardous
materials shipments with the requirements stipulated by:
Applicable Federal and Local laws and regulations;

Safety Data Sheets issued by manufacturers of hazardous materials; and
Any special instructions for handling any specified hazardous materials.
Transporters shall ensure that hazardous materials are transported:
Compatible materials as per ADNOC Hazardous Substance Standard; [Ref. 10]

Appropriately labelled containers, packages, vehicles or tankers as per ADNOC Hazards
Communication Standard [Ref. 5];
Appropriate packages or containers that are secured (blocked and braced) in the vehicle
to prevent damage during transportation;
Vehicles equipped with appropriate fire extinguishers, flashlights and/or other emergency
management equipment and information;
Vehicles equipped with Global Positioning System (GPS) devices;
Use of permitted vehicles;
Using a manifest based journey management system to document transport and delivery
operations;
Through roads pre-assigned for this purpose within the Abu Dhabi Emirate; and
Emergency Response Plan developed for incidents during transportation of hazardous
materials.
DUTIES OF VEHICLE DRIVER
The duties of the vehicle driver are to:
Keep hazard warning information readily available and ensure that any information about
previous loads is in a closed container;
Take precautions against fire and explosion during carriage;
Ensure that hazard warning panels and other placards, signs and marks are kept clean
and free from obstruction;
Check that any freight container carried has a valid safety approval plate; and

The vehicle is attended at all times in a controlled area such as a harbor or production
site, unless it is in a designated parking area.
Further information regarding the transportation of hazardous substances may be referred to in the
ADNOC Hazardous Substances Standard [Ref. 10].
TRAFFIC MANAGEMENT
Traffic management is an integral part of site organization to ensure that vehicles and pedestrians may
move around safely on site. The routes designated for vehicles and pedestrians shall be suitable for
them in size, number and positioning. Key elements of a Traffic Management program include the
following:
(a) Eliminate/reduce
Design the traffic pattern with the elimination/reduction of risk factors as the primary criteria.
Engineer to minimize hazards/risks that cannot be eliminated.
(b) Separate
Design the site to keep people away from the path of vehicles. Establish and delineate separate
areas for large and small vehicles.
Provide dedicated paths for pedestrians or procedures to separate pedestrians from the
path of vehicles;
Utilize hard barriers when possible to separate people from vehicles; visual barriers to
distinguish pedestrian areas from vehicle areas;
Establish one-way traffic patterns when possible; and
Utilize assertive, effective, dedicated traffic control personnel.
(c) Establish Procedures

Eliminate or reduce pedestrian and vehicle interfaces by implementing effective procedures.
Create action plans and checklists to identify hazards and steps to mitigate risks.
Establish exclusion zones around construction equipment such as cranes to eliminate

traffic in blind spots;
Ensure roles and responsibilities are understood and followed;
Perform vehicle safety inspections per manufacturer recommendations;
Implement traffic plans to eliminate or minimize interaction between pedestrians and
vehicles/equipment;
Reassess traffic plans when conditions change (e.g. weather, site expansion, etc.);
Establish clear cross walks, efficient intersections and segregated parking areas to
minimize interaction between pedestrians and vehicles;
Implement effective procedures to address unique risks associated with limited visibility in
night work; and
Install ample signage for right of way, speed limits and access control.
(d) Measure Effectiveness

Periodically evaluate compliance with Traffic Management rules to ensure culture is sustained.

Establish an audit process to routinely verify compliance with Traffic Management rules
and procedures;
Conduct management walkthroughs and safety team observations focused on Traffic
Management; and
Metrics should be tracked and reported to the workforce routinely via supervisor-led
toolbox talks to reinforce ADNOC’s expectations and commitment.
It is mandatory for traffic management to be conducted at all new and existing ADNOC sites. The
responsibility shall be on the site management. Any existing facility shall review the traffic
management when there is layout change or incident related to vehicles. The Traffic Management
Checklist in Appendix 8 may guide in the process and shall be considered as a minimum.
JOURNEY MANAGEMENT & ROUTE PLANNING
JOURNEY MANAGEMENT OBJECTIVES
In order to ensure road transportation HSE risks are as low as reasonably practicable, the Road
Transport HSE Management process shall include use of an appropriate journey management process.
Journey management objectives shall include:
Assuring the health and safety of all travellers and to reduce the time of exposure;
Challenging the need for unnecessary journeys and to undertake the minimum number of
journeys necessary;
To maximise the efficiency of each journey;
To avoid (preferably) or minimize the effect of all identified hazards likely to be
encountered;
To be able to recover in a timely manner from any incident;
To monitor journey performance;
To ensure that drivers are fully aware of journey plans and any hazards;
To ensure that the journey planned does not violate the maximum driving hours; and
To ensure that the journey planned does not result in an unauthorized night driving.
JOURNEY PLANNING
Once the need for a journey has been established, then aspects of journey management shall be
introduced which will assist in reducing the risk of incidents. Each ADNOC Group Company involved in
Road Operations shall develop and implement a system for journey management taking in consideration
the following elements:
Selecting appropriate vehicles for the task (Can the payload be maximised to reduce the
number of journeys?);
Establishing and controlling maximum speeds (see also Section 7.4.10);
Controlling duty hours and rest periods;
Establishing standard journey times;
Implementing optimum time for travel with respect to traffic and drivers' shift patterns;
Route identification and selection so as to avoid high-risk areas (e.g. poor road surface,
urban congestion). Group Companies shall review on a regular basis the status of roads
to identify existing and new hazards to be considered in the Journey Management Plan;

Setting designated routes for certain categories of vehicles (e.g. high, wide or long
vehicles, vehicles carrying hazardous material);
Provision of auxiliary equipment (e.g. drinking water, desert survival kit, extra fuel, tow
chains, shovels, extra wheels, radios, emergency flares, emergency locator beacons and
vehicle parts such as lamps, fuses, filters, fan belts);
Checking of desert survival kit contents;
Checking that sufficient fuel is provided for the journey allowing for detours or long
stretches at slow speed and that fuel is available en route;
Checking that the correct maps are carried, together with a compass or Global Satellite
Positioning Equipment if required;
The provision of communications systems in the vehicle such as mobile phones and radios;
Establishing agreed stop-over points en route and reporting status back to base at regular
intervals;
Authorising and recording deviations from the planned route;
Designating contact points for advising base, both en route and at the end of the journey;
Recording the journey details, times, locations to be visited and the number of people
travelling;
The driver to maintain a log of the journey details;
Emergency response and provision of resources for search and rescue;
Recording of travellers with special skills such as first aid, desert survival training and
vehicle recovery training;
Avoiding road works; and
Checking weather conditions and determining the risk of hazardous weather conditions
and, where relevant, implementing changes due to predicted weather conditions.
An example of a Journey Management Plan is provided in Appendix 9.

CARGO TRANSPORTATION AND SECUREMENT
All cargo transported via land transportation methods shall be:
Correctly and securely restrained to the vehicle in or on which it is being transported; and
Fully compliant with applicable regulations related to cargo loading, securement and
transport.
To the extent possible, and where these are two separate parties, shippers and carriers shall work
together to package and load cargo in such a way as to allow the driver to secure the cargo from the
ground. Some securement activities may require drivers and/or other personnel to access the deck of
trucks and trailers. When this occurs, care shall be taken to prevent injury from falls. Appropriate
equipment shall be provided to eliminate the need to climb on tires and other parts of the vehicle.
Consideration shall be given to use of fall protection equipment and procedures.
When moving cargo between locations within the confines of a facility or leased property, cargo
securement may differ. Consideration shall be given to the specific operating environment within the
facility of property, such as inclines, rough surfaces, traffic, etc.
All personnel are empowered and obligated to exercise Stop Work Authority and stop the work for any
operations at any time they believe a condition or activity may be unsafe. All personnel are required to
immediately intervene in any unsafe operation they observe, regardless of whether they are directly
involved. Stop Work Authority is not only a right; it is a responsibility.
Supervisory staff are responsible for ensuring the driver is trained and competent in load securement
and that appropriate practices are followed for safe and proper load securement. Prior to commencing
any loading/unloading tasks, the supervisor shall be responsible for ensuring that a complete task-based
risk assessment, or Job Safety Analysis (JSA) or equivalent hazard identification and risk control protocol,
has been performed with the loading/unloading personnel to identify and mitigate the hazards associated
with the work to be performed. If the operation being performed is an unsupervised activity, the driver
shall then take over this responsibility to ensure it is completed prior to commencing the operation.
DRIVER RESPONSIBILITIES
The driver of a vehicle is responsible for the safe loading of the vehicle. The driver shall be briefed by
the shipper or cargo representative on any special provisions applicable to the load and his
understanding of those provisions shall be checked before movement. When transporting hazardous
materials, the driver shall be competent to deal with any incident that may occur.
The driver has the primary responsibility for ensuring that all loads are secured adequately before and
during transit. If the driver is uncertain as to how an article should be properly secured, the driver shall
suspend operations until the situation is resolved using the progression associated with Stop Work
Authority and shall not continue the loading process or proceed on the journey until fully confident the
load is safe to haul. This may require consultation with the shipper or cargo representative.
The following are several Load/Securement inspections that the driver shall conduct prior to starting the
journey:
Prior to use, the driver shall inspect all securement devices (chains, binders, straps, etc.)
and attachment points.
1. Chains and binders with damaged, stretched, or bent components shall not be used
and shall be taken out of service;

2. Straps with tears, holes, knots, damage, deterioration, or abrasions shall not be
used and shall be taken out of service; and
3. Attachment points that are damaged, worn, or otherwise not suitable or adequate
for securing the load, shall not be used.
Prior to departure on a journey, the driver shall inspect and be satisfied that the entire load
is adequately positioned and secured according to the guidance in this document and to
the requirements of all applicable regulations;
Prior to departure, the driver shall remove and/or secure any loose items, including tools
and other equipment, and inspect all surfaces of the load and vehicle to ensure mud, dirt,
sand, snow, ice, etc., has been removed;
The driver shall completely inspect the load and its securement at a minimum:
1. Once within the first 80 km (50 mi);
2. Again within each journey segment of 240 km (150 mi), or three hours;
3. At each stop or change of duty status; and
4. After any emergency maneuver involving a sudden change in speed and/or
direction, such as a hard braking or turning event.
Inspections may be needed more frequently based on the types of freight being secured
and/or the road and terrain being covered.
The driver shall stop only in places that provide adequate space and security to allow for
safe inspections. Road shoulders and on/off ramps shall not be used for this purpose.
Where possible, the securing device shall be located on the non-traffic side of the
vehicle unless this practice conflicts with the integrity of the securement technique.
The cargo, or any other object, shall not:

1. Obscure the truck driver’s view ahead, or to the sides, or the field of view of rear
mirrors.
2. Prevent the driver’s free and ready access to equipment required for emergencies and
3. Prevent the free and ready exit from the vehicle.
GENERAL LOADING AND UNLOADING REQUIREMENTS
It is critical that drivers remain clear of cargo that is being lifted, moved, or that may fall due to lack of
securement during the loading or unloading process. Drivers and yard or dock personnel shall only
proceed with load/unload operations after a task-based hazard assessment or JSA is completed and
safe zones are clearly defined and agreed upon. Drivers shall not be on the deck of a truck/trailer while
cargo is being loaded or unloaded, and shall be in a safe zone. If it is necessary for a driver or other
worker to be on a trailer during the load/unload process or otherwise within the fall zone of dropped cargo,
work shall stop until control measures are put in place to ensure worker safety. While it may be necessary
to access the deck of a truck or trailer during the securement process, no one shall climb onto or into the
cargo itself. At all times work shall be performed in accordance with ADNOC Working at Height Standard
[Ref. 12] and other relevant policies.
A safe zone is an area that will provide protection for personnel should cargo fall from the vehicle or from
the material handling equipment.
Vehicles selected for hauling freight shall be appropriate for the task. Each driver shall have the
appropriate PPE upon arrival at the assigned work location, based on a task-based risk assessment, or
Job Safety Analysis (JSA) or equivalent hazard identification and risk control protocol specified by the
site operator. PPE requirements shall be communicated to the driver prior to their arrival at the work site.

Selected PPE shall meet ADNOC Personal Protective Equipment Standards. High visibility clothing shall
be worn by personnel during loading / unloading activities.
(a) Weight / Length Limitations for Heavy Vehicle (HV)

The table below describes the working load limit and its relation to the length of the vehicle.
Table 7.10.1: Working Load Limit and Length Limitations
Working load limit (WLL) Length

The total weight of the truck and trailer shall
Shall not be greater than 12.5 meters
not exceed 45 tons
The maximum weight on the mono directed The length on the trailer and half trailer shall
axle with single Tire shall not exceed 8 tons not exceed 18 meters
The maximum weight on the bi Tires axles The width of any vehicle shall not exceed 2.6
shall not exceed 10 tons meter
The maximum weight on the single non The maximum height of any vehicle shall not
directed axle shall not exceed 13 tons exceed 4.3 meters
The maximum weight on any no directed axle No vehicle shall exceed 4 meters in height
shall not exceed 6.5 tons above the ground (includes load).
(b) Wide Overhanging Loads

All wide loads shall be secured using rated securing equipment;
All wide loads shall be marked indicating the extreme ends of the load, using red flags
and, if visibility is reduced, red lights;
A police escort shall be obtained prior to commencement of any journey, which includes
roads, used by other vehicles;
Where necessary Traffic cones to be used to divert other road traffic; and
Drivers of all wide loads shall reduce the vehicle speed to a level that is appropriate to the
load being carried, the road conditions and other road users.
TOWING REQUIREMENTS
(a) Vehicle recovery

Towing shall be carried out only by those vehicles fitted with manufacturer’s approved
equipment;
Traffic Authority approved third party towing providers shall be used for the recovery of
ADNOC operated vehicles that are broken down;
Heavy vehicle towing other than trailer towing shall be subject to risk assessment;
Only towing equipment that is rated and is within the Safe Working Loads of both vehicles
shall be used;
Lifting slings shall not to be used for vehicle towing operations;
Vehicle recovery shall only to be performed by trained and competent personnel; and
Only certified recovery equipment to be used in any recovery operation.
(b) Trailers

Trailers shall not be towed on public highways unless the towing vehicle is fit for the
purpose and the trailer fitted with the regulation plate displaying the registration of the
towing vehicle;
Any trailer or towed equipment that exceeds the width of the prime mover shall be fitted
with indicators and brake lights powered by the prime mover; and
Towing vehicles shall adopt a speed that is appropriate to the road conditions and type of
load being towed.
CARGO SECUREMENT
(a) General Recommendations

Individual items in a cargo shall be independently secured unless the items are blocked
in, unitised, or contained, as detailed in these guidelines;
All general freight cargo shall be secured such that the cargo will not dislodge, cause the
vehicle to become unstable, or fall out during unloading operations;
Cargo shall be completely immobilised and secured on or within the transport vehicle
using appropriate securement systems that may include chains, straps, dunnage, or a
combination of these;
Each item of cargo regardless of size or weight shall be secured with a minimum of two
securement devices. There shall never be a single point of failure in a securement system;
Chocks, wedges, or cradles may be required to restrain cargo capable of rolling; and
The total working load limit (WLL) of all cargo securement devices applied to a single
article of cargo shall be capable of restraining the cargo being secured from movement to:
1. 100% of its weight in a forward direction (1.0 g) – note, that while 80% (0.8g) is
typically the required minimum, this document recommends 100% (1.0g)
2. 50% of its weight in a rearward or side-to-side direction (0.5 g)
3. 20% of its weight in a vertical direction.
Figure 7.10.1: Cargo movement (Picture courtesy of IOGP)
For example, a 9,071 kg (20,000 lb) article being secured with chains and binders with a WLL of 2,994
kg (6,600 lb) each, would require a minimum of four chains – 2,994 x 3 = 8,982 kg (19,801 lb). A fourth
chain would be required to reach a minimum of 9,000 kg (20,000 lb) NOTE: In this example, the chains
would be secured on one end to one side of the trailer, would pass over or through the article of freight,
and then attach to the other side of the trailer (indirect tiedown).

NOTE: This example assumes the materials and equipment used are clean and dry with no unusual
conditions. If any condition exists that may compromise cargo securement, or anything that may reduce
the coefficient of friction between the freight and the trailer or securement devices, additional securement
may be needed. Similarly, if any condition exists that may limit the tension placed on securement devices,
additional securement may be required. These conditions should be identified and evaluated during the
Risk Assessment process.
All securement devices shall be secured in such a way that they are in alignment with
manufacturers’ recommendations and limitations. If the freight itself limits the ability to
tension a securement device, additional securement may be required;
All securement devices shall be applied in such a manner as the angle of the device is as
close as possible to 90 degrees in the direction of the intended restraining force. For
example, when using an indirect tie down (holding cargo by passing from one side of a
trailer over the top of the freight to the other side of the trailer), the angle of the device
shall be as close to vertical as possible. The further from 90 degrees the angle is, the less
the restraining force applied to the cargo. When securing cargo from moving in a forward
direction, the securement device shall be placed as close to horizontal as possible;
Figure 7.10.2: Cargo Securement Device Angle (Picture courtesy of IOGP)
Table 7.10.2: Securement Device Angle and Effectiveness
Angle Effectiveness
90 100% of WLL
60 85% of WLL
45 70% of WLL
30 50% of WLL
15 25% of WLL
Cargo securement devices shall be installed in such a manner so as to not unfasten or

come loose in transit;
Articles of cargo placed beside each other and secured by transverse tiedowns shall either
be:
1. In direct contact with each other; or
2. Prevented from shifting towards each other while in transit.
Loose items placed inside open top transport containers that can be damaged, or cause
damage to other items (e.g. container or equipment), shall be packaged in a manner which
mitigates this risk. Chemical and fluid containers shall be removed from baskets that
contain other types of materials (e.g. buckets shall not be shipped in the same container

with metal tools that could cause punctures) if items cannot be secured within the basket.
While it is the shipper’s responsibility to secure items within containers/crates, drivers shall
verify that items within these containers are adequately secured;
If straps used to secure cargo are subject to abrasion, edge protection resistant to
abrasion, cutting, and crushing needs to be used - edge protection composed of paper,
cardboard or similar not-for-purpose products shall not be used; and
Hoses shall be secured with adequately rated and marked securement devices in the hose
troughs/racks in such a manner as to prevent them from becoming ejected onto the
roadway. This includes movement while on worksites and access roads.
(b) Cargo Securement Equipment

All equipment and devices used shall be in good repair and be designed for, and appropriate for,
cargo and loading application. In addition, they shall be clearly marked with the Working Load Limit
(WLL) or other appropriate indicator of capacity, such as the Standard Tension Force (STF) as in
the case of cargo straps used with an indirect securement method.
If the specific circumstances of a cargo preclude the use of the recommended equipment, a
thorough task-based risk assessment, or JSA or similar hazard analysis, shall be conducted to
identify and mitigate potential hazards associated with using alternative equipment types.
All equipment and lifting points used for mechanical hoisting and rigging shall be subjected to the
specification, inspection and usage criteria specified for that type of equipment.
The most commonly used types of securement equipment are steel chains and synthetic web
straps. Following are recommended guidelines for this equipment:
Chains and binders

1. Shall be a minimum of 10mm (3/8in), Grade 70 Transport Chain, as rated by the
National Association of Chain Manufacturers (NACM) or equivalent certifying
agency;
2. Chains and binders shall be marked by the manufacturer as to grade and/or WWL;
3. Only ratchet binders shall (or similar) be used and shall be of the same size and
WLL as the chain being used; and
4. The use of extension or cheater bars to increase leverage is prohibited.
Straps
1. 10cm (4in) straps are the preferred cargo securement device, understanding that
certain cargo types may require the utilisation of chains. The use of straps versus
chains shall be considered during the task-based risk assessment, or Job Safety
Analysis (JSA) or equivalent hazard identification and risk control protocol;
2. Smaller straps may be used to secure items inside of baskets, containers, motor
vehicle beds. They may also be used to secure moving parts of equipment;
3. Nylon straps used to secure the cargo shall be placed in the immediate proximity
of support points;
4. Whenever possible, straps shall be run between the rub rail and the trailer for added
protection. A rub rail is a rail along the outer edge of an open-deck truck body and/or
trailer intended to protect tiedown assemblies in the event the vehicle contacts (rubs
against) other objects;
5. Straps shall be clearly marked as to WLL; and

6. Edge protection shall be put in place anywhere cargo securement straps may be
subject to abrasion or being cut.
NOTE: Any restraining device not marked by the manufacturer with its working load limit shall
be considered deficient and removed from service.
When calculating the effective WLL of any single securement device used alone or in
combination, the following shall be considered:
The aggregate working load limit is the sum of:
50% of the working load limit of each tiedown that goes from an anchor point on the
vehicle to an anchor point on an article of cargo (direct securement);
50% of the working load limit of each tiedown that is attached to an anchor point on the
vehicle, passes through, over, or around the article of cargo, and is then attached to an
anchor point on the same side of the vehicle (direct securement); and
100% of the working load limit for each tiedown that goes from an anchor point on the
vehicle, through, over, or around the article of cargo, and then attaches to another
anchor point on the other side of the vehicle (Indirect securement).
A minimum of two securement devices shall be used for each article of cargo (or articles if loaded
transversely across the deck of a vehicle). There shall never be a single point of failure that
would allow an article of cargo to become loose or to become inadequately secured.
While the specific securement requirements of an article of freight will vary depending on its
construction, design, size and weight, general practice shall comply with the following when
using straps as a securement system:

Figure 7.10.3: Minimum number of tiedowns (Picture courtesy of IOGP)
At least two straps shall be placed within the first 3 meters (10 feet).
At least one additional strap shall be used for every additional 3 meters (10 feet) of cargo
length.
Examples:
A 2m (6.5 ft.) item would require a minimum of 2 straps

A 4m (13 ft.) item would require a minimum of 3 straps
A 6m (19.7 ft.) item would require a minimum of 3 straps
A 7m (23 ft.) item would require a minimum of 4 straps
Figure 7.10.4: Illustration on number of straps required (Picture Courtesy of IOGP)

NOTE: in addition to calculating the recommended (or required) numbers of straps based on length,
consideration shall also be given to meeting the recommended (or required) number of straps based on
weight as outlined in General Recommendations above.
(c) Center of Gravity

The cargo shall be secured to the performance criteria from this standard, with particular attention
to the Center of Gravity (CoG). If the location of the CoG is unknown or not obvious, or if the height
of the object is greater than its base, additional technical information or engineering assistance
may be needed to determine proper securement techniques. A minimum of 50% of the Load
Securement shall be above the CoG on items to be secured for transport. Care shall be taken to
ensure that CoG of any item is not above any bulkhead or other containment device intended as
part of the securement system.
(d) Exceptional Loads
Any cargo may be designated as an exceptional load. Typically, a load will be designated as
exceptional if:
The equipment requires special handling due to:

1. Size;
2. Weight; and
3. Awkward or bulky shape (e.g., with a high center of gravity), making proper
securement difficult.
Loss or damage would result in:
1. Substantial economic loss; and
2. Major time delays to the project.
Where appropriate, palletised loads shall be recognized as ‘exceptional loads’, especially if the
pallets (sack material, drums, etc.) are at risk of shifting during transport. For example, a hydraulic
power unit is not particularly heavy or bulky, but would be difficult to replace in a timely manner.
All exceptional cargo plans shall be reviewed by all involved parties to ensure a proper task-based
risk assessment, or JSA, as well as appropriate cargo securement planning, Journey Management
Planning and contingency planning has been completed as appropriate.
(e) Cargo Dimensions

The top layer of pipe, or other tubular products, shall not extend more than half its diameter above
the pipe stanchions, dock racks, or headache rack. When headache racks, side kits or other parts
of the vehicle/equipment is used for cargo restraint, care shall be taken to ensure that not more
than 50% of the cargo extends above the restraining equipment and that the CoG remains below
the top of that equipment.
It is the truck driver’s responsibility to ensure that the highest point of the cargo/trailer/ vehicle has
sufficient overhead clearance along the entire route, including the pickup and drop off locations
(e.g., entrance gates). Additional care shall be taken to ensure adequate clearance is maintained
with overhead power lines, taking into account the arcing distance for high-voltage lines and guy
wires around derricks and other installations. These factors shall be considered during the Journey
Management process.
Further, drivers shall understand the impact of a higher CoG and cargo positioning on the
performance of their vehicles and operate with due consideration and care.

The length and width of cargo may affect both vehicle stability and maneuverability. Both drivers
and loaders/cargo planners shall work to ensure cargo complies with local regulations and that
these factors are considered during the Journey Management process.
Further information on cargo securement can be found in Appendix 10.
EMERGENCY RESPONSE
EMERGENCY PLANS
Emergency plans shall be based on events and situations identified in road transport risk assessments
(Section 7.1.3) and will typically include provisions for:
Driver lost in hostile environment (e.g. desert);

Vehicle stolen;
Vehicle off the road;
Vehicle mechanical breakdown;
Overturned vehicle;
Vehicle fire/explosion in all likely situations (e.g. urban, desert);
Collisions involving fatality including multiple fatalities;
Loss of load or cargo;
Trailer incidents, such as trailer detachment;
Leaking hazardous cargo or hazardous chemical incident; and
Cargo or load fire, tyre fire.
Breakdowns (engine failure, tyre puncture, etc.)
Responses shall be documented for each event where.
The roles and responsibilities of all individuals who deal with emergencies shall be documented. This
includes people such as:
ADNOC Group employees

Contractors
Vehicle recovery specialists
UAE police interface
Civil Defence Authority interface
Group Companies shall develop procedures for dealing with medical emergencies resulting from traffic
incidents. The provision of medical response to remote locations shall be included in procedures where
appropriate.
Further details on the contents of road transport emergency plans (Post-incident procedures) are given
in Section 7.11.2
Procedures shall be established to test emergency response plans by scenario drills and other suitable
means at appropriate intervals. The emergency plans shall be revised and updated as necessary, in the
light of experience gained through testing and practice.

Procedures shall also be in place for the periodic assessment of emergency equipment needs and the
maintenance of such equipment, so that it is ready for use when required.
Every vehicle shall carry instructions, in Arabic and English, so that emergency services or other third
parties can alert the vehicle's owner or operator in an emergency at any time, during the day or night.
Where it is not practicable to have a single emergency call point, multiple, contact numbers shall be
provided. These shall be clearly differentiated from one another, e.g. by providing a map showing the
area in which each number applies.
Effective communication is vital in dealing with an off-site emergency such as a traffic incident. The
communications system, or systems, shall be effective in all areas in which the vehicle is to be travelling.
Where vehicles are operating in remote areas, a Global Satellite Positioning (GPS) system shall be fitted
or made available.
POST INCIDENT PROCEDURES
Post-incident procedures cover four phases:
Initial incident report.

Making the scene safe.
Treatment of injured.
Vehicle recovery.
The main points relevant to each of the four phases that shall be dealt with in the road transport
emergency plan are summarised below.
The initial incident report shall contain the following information:
Location, cause, time, minimum details of the incident and if anyone is injured;
Details of vehicle damage and its situation;
Description of terrain, how far from road and route to location;
Weather conditions;
Whether radio/mobile phone contact with the location is possible; and
Any additional support required for personnel at the scene.
The following elements shall also be considered, in order to ensure that the scene of the incident is made
safe (note: some actions shall only be undertaken by trained medical personnel):
Additional hazards such as traffic, terrain, weather, time of day;

Hazard warning signs and traffic control (positioning of vehicles);
Initial communication from scene of incident with location, time and preliminary
assessment;
Making the scene safe for both bystanders and uninjured people involved in the incident;
Maintenance of access for emergency services (crowd control);
Firefighting (e.g. use of correct extinguisher for vehicle fires or running fuel fires);
Dangerous cargo e.g. fuel, chemicals, explosives;
Unstable vehicles - make safe using materials to hand if safe to do so;

Location and condition of injured;

Follow-up communication from scene of the incident giving details of the injured and
support needed.
Issues that shall be considered regarding the treatment of the injured include:
Safety of self and injured - remove the danger if possible;
Do not move injured unless they are under threat;
Identify injured with life threatening conditions (e.g. airways closed, heart stopped, major
bleeding) and treat;
Stabilise vehicle to prevent further injury from vehicle movement;
If access to injured people is difficult move the vehicle carefully, otherwise gain access
through windscreen or windows;
Be prepared for spinal injuries and, where required, fit cervical collars;
Never leave the unconscious unattended;
Leave the minor injuries to last and reassure people;
Record vital signs; and
Ensure that everyone is accounted for.
Road Transport personnel involved in initial response to an RTC including drivers shall be trained in First
Aid. Drivers shall have valid medical First Aid training records.
Vehicle recovery team shall assess the following elements before recovery operations are planned:
Whether the recovery route is suitable;

The soil type (e.g. whether hard, soft, wet, muddy, soft sand);
Condition of vehicle (e.g. on wheels or rolled over);
Damage to vehicle such as brakes locked or gears seized;
Position of vehicle in relation to terrain;
Danger from vehicle;
Danger from remaining cargo or from spillage;
Obstructions both natural and otherwise;
Features of vehicles or natural features including terrain that can be used to advantage in
the recovery process;
Once the situation has been fully assessed the recovery team shall develop a recovery
plan taking in consideration the following:
1. The pull to overcome due to resistance from the vehicle mass, vehicle damage,
terrain inclination and soil resistance;
2. A suitable safety factor on the required pull;
3. The equipment supplying the pull is adequate to meet the required duty without
exceeding its own safety limits;
4. The route out, which, if not straight, may require more than one recovery rig;
5. Where and how the recovery rig is anchored; and
6. The type of recovery rig(s) available and their inherent advantages and
disadvantages.

A safe and effective recovery plan will involve procedures for:
Attachment of recovery rig to the vehicle's strong points;

Laying out of the recovery rig for mechanical advantage;
Testing each element for security;
Pre-stressing of rig for safety check;
Confirming with the recovery crew that the command signals are understood;
Monitoring for safety at commencement of recovery;
Making secure when the vehicle is on firm ground;
Recovery and stow of equipment when vehicle is on firm ground;
Check vehicle for damage and prepare for towing; and
Leaving area of incident safe and clear of debris.
Vehicle recovery is hazardous and shall only be undertaken by trained specialists using dedicated vehicle
recovery equipment that is suitable for the purpose and conditions.
INCIDENT MANAGEMENT
The principal objectives of Incident Management are as follows:
Provide a uniform mechanism to distinguish what constitutes a ‘serious incident’;

Set a reporting timeframe to ensure timely reporting;
Define communication procedures to ensure that all relevant parties are informed of
incidents that have occurred; and
Obtain relevant incident details.
An incident may include any of the following:
An event involving a vehicle in which the vehicle is damaged or a person is injured or

killed;
A fire in the relevant vehicle;
A terrorist act or terrorism involving the relevant vehicle or the driver of, or passenger in
the relevant vehicle;
An assault or threat to the driver or passenger; and
A medical emergency involving the driver or a passenger.
ADNOC and Group Companies shall include as a minimum the following elements when developing an
Incident Management Plan. ADNOC Incident Notification, Investigation & Reporting Standard [Ref. 8]
requirements shall be followed as applicable. Appendix 11 is providing a “MVC – Incident Investigation
Questionnaire” recommended for MVC Investigation.
The different types of road transport incidents and scenarios that could occur;
Ensuring the safety of all passengers;
The special needs of passengers, for example: people with a disability, if applicable;
Ensuring that employees have adequate training and knowledge to deal with incidents in
accordance with the requirements of the Incident Management Plan. (For example,

consider training needs for first aid, off road driving, radio and communication procedures,
responding to a robbery, emergency or other incident.);
Identifying who will be responsible for managing an incident;
Identifying who will be responsible for interacting with the media, if required;
Preparing for the possibility of employees needing treatment or counselling following a
major incident;
The availability of backup vehicles and sources that could provide replacement vehicles
in an emergency situation or when a vehicle cannot continue regular services;
The availability of backup drivers who could be used when rostered drivers are unavailable
to provide or continue regular services;
Key contact details. (For example: emergency services such as Abu Dhabi Police and
Ambulance; Department of Transport; mechanics and repairers.);
The use of effective communication devices in vehicles and premises, taking into account
the type of areas where services are provided;
The possible use of passenger manifests to enable a quick check of passengers in the
event of an incident; and
Investigation into the root cause of the incident and safeguards needed to prevent it in the
future.

DRIVER TRAINING & COMPETENCY
PROFESSIONAL DRIVER QUALIFICATION
Requirements to be qualified for working as a driver within ADNOC Group shall include, but not be limited
to:
Obtained a health certificate stating the absence of physical illness, mental illness,
psychological disorder, and fitness to perform duties from the Ministry of Health and the
Health Authority of Abu Dhabi;
Shall possess a valid UAE driving license for the type of vehicle required to operate;
Minimum experience for light vehicle drivers shall be 1-year experience of driving after
obtaining UAE license and 2-years’ experience of driving for heavy vehicle drivers;
Shall have both theoretical and practical training on defensive driving; and
Shall be trained on first aid.
Any additional training that is required based on the type of vehicle and the cargo
transported, such as load/cargo securement, if applicable.
NON-PROFESSIONAL DRIVER QUALIFICATION
Requirements for ADNOC Group personnel to drive a Company vehicle shall include, but not be limited
to:
Shall possess a valid UAE driving license.

An automatic-only driving license holder shall not drive a manual-gearbox car.
Shall only drive vehicles that they have driver’s license for; and
Shall be trained on defensive driving at an awareness level.
DRIVER TRAINING OVERVIEW
The extent and nature of driver training will be sufficient to ensure compliance with ADNOC’s Road
Transportation HSE Management System policy and objectives. Such training shall meet or exceed the
requirements of Federal/Abu Dhabi Law. Appropriate records shall be maintained. Refresher training
shall be scheduled as necessary.
All personnel who drive on Company business at any time shall have a valid UAE driving licence that is
appropriate to the vehicle driven. Professional drivers shall be fully conversant with UAE Federal and
local regulations.
Driver training is required whenever:
The driver is recruited;

Some aspect of the driver's performance (knowledge, skill or attitude) does not meet
current requirements or specifications;
Some aspect of the driver's job is about to change (e.g. promotion, new duties, new type
of vehicle, new procedures, or a change in environment); and
Refresher training is deemed necessary.

INDUCTION TRAINING
In order to minimise risks, it is important to provide induction training, supervision by senior drivers and
continuous assessment.
All newly appointed drivers and any Company personnel requesting Company vehicle for business
purposes shall attend a driving induction course before being allowed to drive on ADNOC Group business.
The course shall be specific to the job requirement and shall include:
Main features of the Company Road Transport HSE Management process, highlighting
key policies, rules and procedures;
Local culture and attitude to driving and how this affects the driving environment;
Vehicle and driver documentation requirements;
UAE traffic regulations, traffic signs and markings;
Adherence to the allowable speed limits for each area;
Local incident block spots (areas where frequent incidents have occurred);
The risks of driving and common causes of incidents;
Journey management including maximum driving and duty hours and formal rest periods;
Defensive driving techniques;
The effects of medication and substance abuse;
Vehicle design, specification and condition;
The benefits of vehicle safety features such as seat belts;
IVMS basic features
Responsibility for care, cleanliness, inspection and maintenance of vehicles and
associated equipment;
Appropriate product or cargo knowledge;
Cargo Securement, if applicable.
When, where and how to use personal protective equipment;
Emergency procedures including product and cargo characteristics; and
Essential elements of incident reporting.
At the end of the induction training, each driver shall be given written reference material in the form of a
Driver's Handbook containing information and instructions that will help him undertake his duties safely
and efficiently. The Driver's Handbook shall be in a language appropriate for the driver.
The Driver's Handbook shall include, where relevant:
Company road transport HSE policy;

Emergency telephone numbers;
Risks of driving;
Common causes of incidents;
Vehicle incident prevention measures;
Defensive driving;
Driver's responsibilities;

Company safety rules;

Product/cargo information;
Driving hours and rest periods;
What to do when an incident occurs including incident procedures, cargo shedding and
spill containment, breakdown procedures, first aid and firefighting;
Weight limits;
Authorised routes and parking areas;
Washing vehicles and cab cleanliness and housekeeping;
Safe use of cleaning materials;
Instructions on correct loading and unloading;
Emergency uplift and cargo handling equipment;
Specialist cargo handling;
Passenger care;
Vehicle operation;
Vehicle safety features; and
Vehicle inspection.
The Induction Training shall be valid of 2 years, after which the driver shall be required to go for a
refresher training.
REFRESHER TRAINING
ADNOC Group shall provide refresher training to drivers once every 2 years to maintain optimum driver
HSE performance.
Refresher training can take various forms and can be modularised. It shall cover the key training issues
facing the Company in the context of the local driving standards, hazards and conditions. One of the
main challenges is to maintain the interest of the driver, so simple repeats of the first course are to be
avoided. A workshop style format can be used to allow drivers direct involvement in the safety
improvement process.
USE OF SENIOR DRIVERS FOR TRAINING AND COACHING
Senior drivers can be used to assist in the induction training of new drivers. Such positions can be used
as career development opportunities for experienced drivers. Senior drivers need to demonstrate above
average driving skills and be capable of working effectively in a coaching and monitoring role.
Senior drivers can also help evaluate new recruits and can carry out periodic reviews of fleet drivers and
their vehicles. They have a key role to play in quality control aspects of all driving activities. They shall
also assist new drivers in getting familiar with the routes that they will take.
DRIVER TESTING
All professional drivers shall demonstrate their competence in a theoretical and practical test.

DOCUMENT FOR SAFE DRIVING
No personnel shall drive ADNOC Group vehicle on ADNOC Group business without an authorisation
from the Company in the form of a Document for Safe Driving. A Document for Safe Driving shall only
be awarded after a driver has completed all required training and associated competence assessment
test and medical examination for the type of vehicle required to operate.
The Document for Safe Driving shall include:
The driver's name;

The driver's photograph;
Company employee identification code;
Company name;
Date of expiry of document (This shall be linked to refresher training and medical);
Types of vehicle the driver is eligible to drive;
Signature of the driver; and
Signature and date of the issuing authority.
A Document for Safe Driving is not required in the case of use of personal vehicles, driven on Company
business. However, all personnel using personal vehicles on ADNOC Group business shall possess a
valid UAE Driver’s license and the vehicle driven shall meet the requirements specified in section 7.2.2.
DRIVER VIOLATIONS AND NON-COMPLIANCES
Violations and non-compliances shall be managed based upon principles and requirements set by the
ADNOC Group HSE & Asset Integrity Accountability Framework.
COMPLIANCE ASSURANCE
ADNOC will conduct compliance audit of this Standard at approximately three-year intervals. These
Audits will be in addition to GC’s internal audits and where required, ADNOC will take steps to minimise
overlap and duplication between ADNOC Corporate and Group Companies internal audits.
The main audit deliverable is a formal and structured report for the attention of GC Management and the
respective ADNOC Directorate.
PERFORMANCE KPIS
Key Performance Indicators for this Standard shall include as minimum the following
Table 8.1.1: Key Performance Indicator
No. KPI Targets

1. Requirements and activities associated 100% compliance with requirements of this
with Road Transport Operations are Standard.
meeting and performed as specified in this
Standard.

REFERENCES
1. ADNOC HSE Management System (HSEMS) Manual, HSE-GA-ST02
2. ADNOC Quantitative Risk Assessment (QRA) Standard, HSE-RM-ST10
3. ADNOC Contractor HSE Management Standard, HSE-GA-ST05
4. ADNOC Life Saving Rules Standard, HSE-GA-ST11
5. ADNOC Hazards Communication Standard, HSE-OS-ST27
6. EN 1834-1, Reciprocating internal combustion engines - Safety requirements for design and
construction of engines for use in potentially explosive atmosphere, 2000, European Standard
7. BS EN 1755, Industrial Trucks - Safety requirements and verification - Supplementary
requirements for operation in potentially explosive atmospheres, 2015, British Standard Institution
8. ADNOC Incident Notification, Investigation & Reporting Standard, HSE-GA-ST04
9. ADNOC Emergency Response and Crisis Management Standard, HSE-CE-ST01
10. ADNOC Hazardous Substance Standard, HSE-OS-ST13
11. ADNOC Lifting Operations Standard, HSE-OS-ST19
12. ADNOC Working at Height Standard, HSE-OS-ST22
13. ADNOC Management of Technical Changes, HSE-OS-ST30

APPENDICES
APPENDIX 1 10 IOGP LAND TRANSPORTATION SAFETY RECOMMENDED PRACTICES
APPENDIX 2 ROAD TRANSPORTATION HSEMS IMPLEMENTATION CHECKLIST
APPENDIX 3 FIRST AID KIT MINIMUM CONTENTS
APPENDIX 4 DESERT SURVIVAL KIT MINIMUM CONTENTS
APPENDIX 5 ROLL-OVER PROTECTION SYSTEM GUIDELINES
APPENDIX 6 DAILY VEHICLE CHECKLIST EXAMPLE
APPENDIX 7 ATEX DIRECTIVE DETAILS
APPENDIX 8 TRAFFIC MANAGEMENT CHECKLIST EXAMPLE
APPENDIX 9 JOURNEY MANAGEMENT PLAN EXAMPLE
APPENDIX 10 CARGO SECUREMENT
APPENDIX 11 ROAD / VEHICLE INCIDENT INVESTIGATION CHECKLIST EXAMPLE
APPENDIX 12 ROAD SIGNS
APPENDIX 13 IVMS REQUIREMENTS FOR EMERGENCY RESPONSE VEHICLES

10 IOGP Land Transportation Safety Recommended Practices
APPENDIX 1
10 IOGP LAND TRANSPORTATION SAFETY RECOMMENDED PRACTICES

Road Transportation HSEMS Implementation Checklist
APPENDIX 2
ROAD TRANSPORTATION HSEMS IMPLEMENTATION CHECKLIST EXAMPLE

APPENDIX 2

APPENDIX 2

APPENDIX 2

APPENDIX 2

APPENDIX 2

APPENDIX 2

APPENDIX 2

APPENDIX 2

APPENDIX 2

First Aid Kit Minimum Contents
APPENDIX 3
FIRST AID KIT MINIMUM CONTENTS
All first aid kits used in ADNOC Group shall contain as a minimum the items specified in the table below. The
contents of the first aid kit shall be checked by the driver of the vehicle and maintained to ensure the minimum
contents are available and in good order. Group Company HSE function shall perform checks on all first aid kits
every 6 months.
Category Contents Quantity

References, Hard Case 1
Instruments, Misc.
AMA First Aid Guide 1
List of first aid kit contents 1
Incident report form 1
Medium safety pins 2
Cotton tipped applicators 10
Exam quality vinyl gloves 2
Bandages 3/4” x 3” Adhesive plastic bandages 10
3/4” x 3” Fabric bandages 10
3/8” x 1.5” Junior adhesive plastic bandages 10
Knuckle fabric bandages 2
Fingertip fabric bandages 2
1.5” Patch bandage 1
Dressings 2” x 2” Gauze dressing pads 6
3” x 3” Gauze dressing pads 2
5” x 9” Trauma pads 1
2” Conforming gauze roll bandages 1
Injury Instant cold compress 1
Butterfly wound closures, medium 3
1/2” x 5 yd. First aid tape roll 1
6” x 3/4” Finger splint 1
Emergency blanket 38 x 60 1
Antiseptics, Antiseptic cleansing wipes (sting free) 10
topicals
Alcohol cleansing pads 9
Insect sting relief pads 2
First aid/burn cream packs 3
Medicine Motion sickness tablets 2
Ibuprofen tablets 4
Extra strength non-aspirin tablets 4

Desert Survival Kit Minimum Contents
APPENDIX 4
DESERT SURVIVAL KIT MINIMUM CONTENTS
All desert survival kits used in ADNOC Group shall contain as a minimum the items specified in the table below.
The contents of the desert survival kit shall be checked by the driver of the vehicle and maintained to ensure the
minimum contents are available and in good order. Group Company HSE function shall perform checks on all
desert survival kits every 6 months.
Contents Quantity
Emergency Water Pouches 5 L 10
Smoke Canisters 2
Signalling Mirror 1
Space Blanket 1
Cyalume Light Sticks or equivalent 2
Emergency Light + spare batteries 1
Parachute flare 1
Glare Paper Roll (one roll) 1
Compass (one) 1
12V Air pump / compressor 1
First Aid Kit 1
Tire Pressure Gauge 1
Salt Tablets 1 packet
Tow rope with tow hook 1
Two-way communication device (mobile phone) 1
Foldable shovel (heavy duty) 1
Wheel chocks 1
Jumper cable 1
Support for a jack when used in soft sand (plank) 1
All these items shall be placed in a heavy duty cloth bag or box (army bag).

Roll-Over Protection Structure Guidelines
APPENDIX 5
ROLL-OVER PROTECTION STRUCTURE GUIDELINES
Roll-over protection structure (ROPS) is defined as a structure designed to protect the occupants of a vehicle to
which the structure is fitted, in the case of a roll-over. Occupant protection needs to be considered for all
passengers regardless their seating position.
This guideline includes the requirements for Occupant Safety, Performance criteria, Manufacturing, Installation
and Application of ROPS installed in company used Light Commercial Vehicles.
The requirements of this Guideline are applicable to all Group Companies; the criteria for the selection of LVs
fitted with Roll-Over Protection is based on the nature and risk of the activities conducted by the vehicle.
Figure 1: Typical example of an internal ROPS fitted to a station wagon providing protection for both
front and rear passengers.
GENERAL REQUIREMENTS
All requirements of this guideline are based on specific International Standards, adopted best practices and
applicable UAE Laws for the Design, Manufacturing, Installation and application of ROPS on Light Commercial
Vehicles with a kerb (empty) weight not exceeding 2.5 Tonnes, such as the Australian NCOP-7 for Light Vehicle
construction and Modification – Section LK8 & LK9 and ISO 3471:2008/3164:2008
All ROPS shall be made minimizing the effect on a vehicles weight and center of gravity, providing maximum
internal cab clearances for occupant use.
Dual cab and Extra Cab Vehicles shall be fitted with internal ROPS, with the following exemptions:
Where any of the below criteria apply it may be deemed by ADNOC that an External ROPS may be manufactured.
Where the vehicle cab will not accommodate an internal ROPS that complies with the
head space requirements of the internal code; and
Where the vehicle is fitted with OEM SRS Side Curtain Airbags (roof deployed) and a
compatible internal ROPS cannot be manufactured.

APPENDIX 5
Typical ROPS Configurations for different type of vehicles are shown below:
Four-Point Roll-Cage for Cabriolets Four-Point Roll-Cage for Extra and Dual Cab
Convertibles, Dual Cabs and Utilities Utilities
Six-Point Roll-Cage for Certain Station Cab

Six-Point Roll-Cage for Station Wagons Utilities
OCCUPANT SAFETY REQUIREMENTS
ACCESS
The design and installation of all Roll-Over Protection Structures (ROPS) in ADNOC Group Company LVs shall
ensure that front and rear seat access as design by the OEM has not been compromised due to ROPS Installation.
No longitudinal braces alongside the front seats are permitted.
VEHICLE FUNCTION
All Roll-Over Protection Structures (ROPS) shall be designed as they do not interfere with any functionality of the
vehicle as it was designed and manufactured by the OEM (e.g. Seatbelts and head restrains). The roll over
protection structure can NOT obstruct the driver in his full and proper control of the vehicle.

APPENDIX 5
SIDE IMPACT AIRBAGS (SRS)
All Roll-Over Protection Structures (ROPS) shall be designed and installed ensuring that it does not interfere nor
impeded the triggering and deployment of Side Impact Airbags (SRS) as per the vehicle original design.
OCCUPANT HEAD SPACE
No components of the ROPS may project into the headspace zone for either driver or passengers.
If the rear braces of the Roll-Over Protection Structure interfere with the head space of any rear seat occupant,
the affected seat shall be disabled.
The head space zone requirements of a vehicle shall be determined as follows:
The centre of radius is determined using a 200mm diameter disc, placed on the centre
line of the seating position. Measurements are made from point C on the disc with contact
point D against the seat back, as shown in Figure 2;
Front seat head space limits are determined with the seat in its foremost position (zone
limited by windscreen or 45° forward of the vertical) and in the rearmost position (zone
limited by 25° rearward of the vertical);
Rear seat headspace limits are determined by 45° forward and 25° rearward of the vertical.
If a seat back angle is adjustable, it shall be set at no more than 25° rearward of the
vertical; and
If a seat’s height is adjustable, it shall be set at the lowest position.
Figure 2: Head Space Requirements

APPENDIX 5
All Roll-Over Protection Structures (ROPS) shall comply as a minimum with the Head Space requirements from
the Australian NCOP for Light Vehicle construction and Modification – SVB14 - LK9 Section 1.4
PADDING REQUIREMENTS
All Roll-Over Protection Structure (ROPS) that is located at a distance of 150 mm or less from occupant’s head
shall be covered by padding complying as a minimum with the requirements from the Australian NCOP for Light
Vehicle construction and Modification - SVB14 - Section LZ Appendix B - Foam Padding for Occupant Protection.
Padding shall be made of a high density energy absorbing material, odorless and fire retardant.
Approved materials and thickness for the manufacturing of padding that have shown to meet the performance
requirements are:
Semi-rigid moulded polyurethane (density 300 kg/m3), 25mm thick;

Self-skinning rigid moulded polyurethane (density 300 kg/m3), 25mm thick;
Closed-cell polyethylene foam (density 300 kg/m3), 25mm thick; and
Closed-cell EVA foam (density 300 kg/m3), 25mm thick.
Figure 3: Padding Requirements

APPENDIX 5
SEATBELT ANCHORAGE
All vehicles with ROPS shall be fitted with seatbelts for operators and passengers according to ISO 6683.
All Roll-Over Protection Structures (ROPS) shall be designed and installed ensuring that it does not compromise
the proper function of seatbelts anchorage points as per the vehicle original design.
PERFORMANCE CRITERIA
PERFORMANCE TESTING
The test requirements for ROPS are intended to provide protection for an operator wearing a seat belt under at
least the following conditions:
a 360° roll about the machine longitudinal axis on a hard clay surface of a 30° maximum
slope, at forward speeds up to 16 km/h, without losing contact with the slope;
A 180° rear or frontal overturn on a hard, dry surface, without losing contact with the
surface; and
Physical: All designs of internal and external ROPS shall be tested to meet the
performance requirements according to ISO 3471 (Earth-moving machinery; roll-over
protective structures; laboratory tests and performance requirements).
ROPS Performance requirements:
Internal ROPS
LATERAL (N) = 6 x M x SF
LATERAL LOAD ENERGY (J) = 13,000 x (M/10,000)1.25 x SF

VERTICAL (N) = 19.61 x M x SF
LONGITUDINAL (N) = 4.8 x M x SF

VEHICLE MASS (M) = Kg
SAFETY FACTOR (SF) = 1.05
External ROPS
LATERAL (N) = 95,000 x (M/10,000)1.2 x SF
LATERAL LOAD ENERGY (J) = 20,000 x (M/10,000)1.25 x SF
VERTICAL (N) = 19.61 x M x SF
LONGITUDINAL (N) = 76,000 x (M/10,000)1.2 x SF
VEHICLE MASS (M) = Kg
SAFETY FACTOR (SF) = 2.0
Testing to be conducted in the free state with no allowance made for B pillar mounting.
Simulated: Finite Element Analyses (FEAs) may also to be carried out applying loads in
3 directions, vertically, longitudinally and laterally. In each case the loads shall be applied
in such a way as to minimise the local stress that is applied and results based at the point

APPENDIX 5
that permanent deformation occurs. The load will be distributed over the application area
rather than localised.
ROPS Performance requirements, safety factor (SF) is taken in consideration:
Internal ROPS
LATERAL = 0.64 x Vehicle Mass
VERTICAL = 2.1 x Vehicle Mass
LONGITUDINAL = 0.51 x Vehicle Mass
External ROPS
LATERAL = 1.6 x Vehicle Mass
VERTICAL = 4.0 x Vehicle Mass
LONGITUDINAL = 1.3 x Vehicle Mass
The following material level testing shall be conducted:
Material Performance requirements
38,1mm > 80 kN UTS

Coupler Assembly – tensile testing
44mm & 48,3mm > 100 kN UTS
38.1mm > 80 kN UTS

44.5mm > 100 kN UTS
Cold Drawn Tube – tensile testing 50.8mm > 120 kN UTS
63.5mm > 140 kN UTS
> 2mm weld penetration and no visual
Welding
defects
The surfaces when tested shall not
produce a deceleration of the moving head
Padding - Energy Dissipation Test form greater than 80 times the acceleration
due to gravity continuously for more than 3
ms.
DESIGN
MAIN HOOPS:
Main hoops shall be made of a single tubular piece. Tube to tube connections cannot be
used in hoops. Hoops shall be as close as possible to the roof line of the vehicle;
Hoops shall not be attached to the seatbelt anchorage;
Hoops shall be mounted directly to the floor pan – under carpet with any sound deadening
removed;
C pillar hoops shall incorporate cell bracing for added strength;

APPENDIX 5
BRACES AND BACKSTAYS:
Braces and backstays shall be straight where possible;

Where braces and backstays have a bend of greater than 20˚ then tubing equivalent in
size to the main hoop shall be used;
Backstays shall extend towards the rear of the vehicle as far as practical and make an
angle of at least 30˚ from vertical; and
Braces connecting hoops shall be either outboard of the seating position or run directly
over the seatbelt buckle location.
MESH:
Internal ROPS for wagon style vehicles shall have an integrated Mesh Load Guard fitted
to the C pillar hoop.
MATERIALS
TUBE:
All ROPS shall use Cold Drawn Seamless (CDS) or Cold Drawn Welded (CDW) tubing.
Tube material shall have minimum yield strength of 350 MPa
Tube material shall have minimum elongation of 20%.
APPLICATION OUTSIDE DIAMETER WALL THICKNESS (Minimum)
44.5mm
48.3mm
Main Hoops 50.8mm 2.6mm
63.0mm
Braces/Backstays 21.3mm
44.5mm 2.6mm
48.3mm
21.3mm
Braces/Backstays - Bent > 20 Deg 44.5mm 2.6mm
48.3mm
Steel tubes and pipes shall be tested to comply with EN 10255:2004
PLATES:
All plate material shall be as minimum HA250 grade with a minimum yield strength of 250
MPa and a minimum elongation of 25%;
All upper and lower plates shall be made from 4mm mild steel (250Mpa yield strength);
Each main hoop mounting plate shall have surface areas of at least:
1. Above floor plates = 120 x 120mm = 14,400mm²
2. Under floor plates = 120 x 45mm = 5,400mm²

APPENDIX 5
Mounting plates shall be secured to the vehicle with a minimum of 3 x M12 grade 10.9
bolts according to ISO 4147 with self-lock Nut;
All holes for fixing bolts shall not be nearer to the edge of the mounting plate than the size
of the hole being used;
All upper plates shall have 3mm radius where contact with the floorpan is made;
B pillar hoops shall be connected to the B pillar of the vehicle through a minimum of 2 x
M12 grade 10.9 bolts according to ISO 4147 with self-lock Nut;
OEM seatbelt mounts shall not be used as mounting locations;
Plates shall be fixed to the floor of the vehicle as close as possible to the chassis beams
or any floor supports/fixing brackets to the chassis; and
Mounting plates shall be free of sharp edges or protrusions and the mating surface edges
shall be rounded to reduce the likelihood of any guillotine action occurring.
Figure 4: ROPS Mounting Plates
COUPLINGS:
The coupler shall withstand a minimum tensile load of 10 Tons;

All joins in tube shall be made with CNC machined couplings;
Couplings shall be made from mild steel or 1045 bright finish carbon steel pipe.
There are two approved coupling types:

APPENDIX 5
1. Cross bolt System
Figure 5: Cross Bolt Coupling System
2. Clamp or split-muff coupling
Figure 6: Clamp type coupler
METAL FORMING
The tubing shall be bent by a cold working process (mandrel bending or drawn over die bending) and,
Shall have a minimum bend radius of three times the material diameter.

APPENDIX 5
MOUNTING REQUIREMENTS
All bolts shall be minimum Grade 8.8 high tensile;

Where a bolt passes through a tube, the tube shall be fitted with a welded spacer/crush
tube of equal material thickness to prevent crushing of the tube;
A minimum of 2 bolts shall be used per joint for braces and backstays;
A minimum of 3 bolts per mounting plate connection;
All bolts shall have a minimum of two threads showing past the lock nut or be fitted with a
locking washer if thread is captive;
Mountings for main hoops and braces shall comprise an upper foot mounting plate
attached to the roll-over protection system and a lower mounting plate, sandwiching a
section of the vehicle’s structure between them; and
Where roll-bar or roll-cage mounting bolts pass through a hollow section of the vehicle’s
structure (e.g. the vehicles floor or pillar), the section shall be locally reinforced to prevent
crushing.
Figure 7: Reinforcement of hollow section
EXTERNAL ROLL-OVER PROTECTION STRUCTURES SPECIFIC REQUIREMENTS
External Roll-Over Protection systems (ROPS) shall be designed, engineered, tested and installed to ensure the
products meet the design, manufacture and performance criteria and specific requirements of section LK8, LK9
and LK10 of the Australian National Code of Practice 7 (NCoP7) and ISO 3471:2008/3164:2008. Performance
criteria includes a safety factor to ensure sufficient performance in a high energy roll over event where the ROPS
come into direct contact with the ground plane.
The following are specific requirements for all external roll bars and roll-over protection systems installed in
applicable vehicles.
CONFIGURATION
External ROPS are to be a minimum of a 4 point structure consisting of a cross braced main hoop with 2 rearward
stays.

APPENDIX 5
DESIGN
External ROPS design shall ensure that the ROPS is structurally connected to the vehicle chassis in multiple
locations so as to meet the performance criteria as per ISO3471 (Earth-moving machinery: roll-over protection
structures; laboratory tests and performance requirements).
External ROPS is to be load tested in 3 directions (Vertical, Horizontal and Longitudinal) with no straightening or
repairs to be conducted between tests as per the requirements of ISO3471.
During testing the product shall be mounted to a test frame to simulate the actual mounting system when installed
on the vehicle and related vehicle components i.e. vehicle chassis and related mounting parts to be utilised for
the physical test process shall be exactly as per the final install condition to validate the total system including
structural mounting the vehicle. This is to confirm that the ROPS can’t detach from the vehicle and become
ineffective in the event of a high energy roll over.
Examples of Acceptable Designs:
Figure 8: 4 Point External ROPS – Outbound Stays

APPENDIX 5
Cross
Bracing
Rear Main
Stays Hoop
Figure 9: 4 Point External ROPS – Inbound Stays
Cross Cross
Bracing
Bars
Rear
Stays
Main
Hoop
Ancillary
Hoop
Figure 10: 6 Point External ROPS – Outbound Stays

APPENDIX 5
 
 

Figure 11: Approved Single Cabin configuration
ALTERNATE EXTERNAL ROPS DESIGN
Vehicles with extended and double cabins:
All vehicles manufactured with extended or double cabin shall be fitted with internal ROPS, unless they fall into
the following criteria:
Where the vehicle cab will not accommodate an internal ROPS that complies with the
head space requirements of this guideline; or
Where the vehicle is fitted with OEM SRS Side Curtain Airbags (roof deployed) and a
compatible internal ROPS cannot be manufactured.
If so, the Deflection Limiting Volume (DLV) line measurement criteria shall be used.

APPENDIX 5
DLV Line measurement:
A – This point is approximately 50mm below the top of the bonnet or the radiator support panel (whichever
is lower)
B – This point is where the line made by the back of the front doors meets the highest point of the roof of
the vehicles cabin
C – This point is where the DLV line meets with the centre line of the halo of the main hoop.
The use of Bull bars generally will enhance the overall vehicle safety and possibly decrease the crush area,
therefore allowing more volume to stay within the cabin space, but they cannot be taken in consideration for the
calculation of DLV line as they may be either previously damaged or removed once the vehicle has left the
manufacturers hands.
 
Halo Style ROPS on Extra Cabs Higher headboard style ROPS on extra
Cabs
Figure 12: Approved Extended Cabin configuration
 
Halo Style ROPs on Double Cabs Higher Head Board style on Double Cabs
Figure 13: Approved Double Cabin configuration

APPENDIX 5
DESIGN EXAMPLES THAT DO NOT COMPLY WITH THIS GUIDELINE
x x
FROPS Mounted to Floor of Tub Body Over Cabin Cages Combining A Pillar
x x
Single hoop with no stays Single internal hoop
x
Single B Pillar hoop combined with H/Duty Tray Headboard.
Figure 14: Non - Approved ROPS configuration
MAIN HOOP
There shall be a main hoop constructed of a single piece of material profiled to follow the cabin as close as
practical and located no further than 150mm from the cabin wall. The centre line of the horizontal bar shall exceed
the height of the cab by a minimum of 150mm but with no more than 250mm. This main hoop shall be structurally
connected to the vehicles chassis, not just bolted to the top section or plate of the OEM tub or tray pedestals.
This hoop shall be in a single plane behind the cabin wall, at no point will flanged or platted joints be acceptable
through a tray, canopy, service body or tub floor. The profiling of the main hoop shall be such that there is no
unevenness, cracking, wrinkling or flattening in the tube cross section due to bending.

APPENDIX 5
X X
Tube Flange Mount Plated Joint through Floor
Figure 15: Non - Approved ROPS HOOP configuration
All ancillary brackets, mountings, tags and grab handles being attached shall have a minimum
material thickness no less than the wall thickness of the main hoop or stay.
A hole or tube spacer shall be reinforced by material the same size or larger than the wall thickness of the tube
that it is being welded into.
HALO
Where a halo is to be used in conjunction with the ROP system the materials specifications are to be referenced
and adhered to along with the guidelines for the manufacture of the main hoop taking into account the minimum
and maximum distance above the cabin and roof.
The design and testing criteria should also take in consideration that the maximum centreline to centreline
measurement from the main hoop to the front of the halo shall not exceed 800mm, with the vertical load testing
forces being the critical component of the distances.

APPENDIX 5
Figure 16: Acceptable HALO Designs with maximum length
ANCILLARY HOOPS
Ancillary hoops are to be similar profile copies of the main hoop and may be used on 6 point designs. These
hoops do not need to be cross braced. They shall be structurally connected back to the chassis. Plated joints
through the tray/body floor are acceptable.
CROSS BRACING
The main hoop structure shall be cross braced. Each brace shall run from the upper most bend on a diagonal to
the opposing side of the main hoop. The lower joint shall join the hoop at a minimum distance from the top of the
main hoop equal or greater than 70% of the overall height of the main hoop. Cross braces shall be straight where
possible. If bent bracing is required, it shall be equal material dimensions as of the minimum material
specifications for the main hoop.
Figure 17: Cross bracing configuration

APPENDIX 5
REAR STAYS
There shall be a minimum of two rearward stays. Each stay shall come off the top of the main hoop at an equal
minimum distance of 250mm from the centre line and a maximum distance of 150mm from a node. They may
only be attached in the shaded zones shown below (6 point externals shall have external stays).
The stays shall make an angle of at least 30 degrees with the vertical, be parallel and run rearward. Stays shall
be straight where possible, where bent stays are necessary, tubing equivalent in section to the main hoop
minimum requirements shall be used.
Stays shall be structurally connected to the vehicle chassis, not just welded to a non-structural tray bearer or
bolted to the top plate of an OEM tub or tray pedestal. Plated joints through the tray/body floor are acceptable.
Structural cross members used to mount the stays to the chassis shall be fit for purpose.
Figure 18: Rear Stays specification

PROTECTIVE BARRIER
The rear cabin window shall be fitted with a protective guard that is designed, tested and labelled to comply with
AS 4034.1 or equivalent
MATERIAL SPECIFICATIONS
TUBULAR MATERIAL
All tubular members used in External ROPS shall meet the following minimum specifications – these
specifications can be found on the products mill certificate:

APPENDIX 5
DIMENSIONS:
TABLE 1
Application Outside Diameter Wall Thickness Tolerance
Main Hoop 50.80mm Min 2.50mm Min 5%
Halo (Dual Cab and Extra Cab Only) 50.80mm Min 2.50mm Min 5%
Cross Bracing 38.10mm Min 2.50mm Min 5%

44.45mm Min
Rear Braces - Straight 2.50mm Min 5%
Tube Spacers 2.50mm Min 5%
TABLE 2
Yield Strength 350 MPa Min
Carbon Equivalent 0.45% Max
Elongation 22% Min
Manganese 1.5% Max
All other alloy content .5% Max
Cold Drawn Seamless (CDS) and Cold Drawn Welded (CDW) Tube currently meet these requirements.
Note: It is not restricted to these products if there is another material that is capable of meeting the
minimum requirements.
Galvanised pipe, Nominal Bore black pipe or Exhaust tube do not currently meet the required properties and as
such shall not be used.
Mill Certificates along with material allocation (usage) records shall be available for audit purposes.
MOUNTING TO CHASSIS
The attachment method of the ROP system is critical to the safety of the occupants, hence all four points of the
ROPS assembly shall be connected to the vehicles chassis. All Structural tube or beam members of a load
bearing nature shall meet the material specification requirements from section 12.7.10 of this guideline. ROPS
to chassis mounting plates shall have a minimum thickness of 4mm when used as sandwich plate or folded plate
attachment method, (where using U-bolts plate shall be a minimum thickness of 8mm) and be of a minimum
grade of 250 MPa. Where necessary high tensile tube spacers will be required to prevent crushing of chassis.

APPENDIX 5
Where U-Bolts are being utilised a minimum of two Grade 8.8 high tensile 14mm diameter U-bolts per mounting
point shall be used.
 
Sandwich Plates with Tube Spacers Folded Strap with 4 Bolts

Single Plate with U-Bolts
Figure 19: Approved Mounting Methods
Unacceptable Mounting Methods
X X
Sandwich Plating Chassis without Spacers Welding a Threaded Plate to the Chassis
Figure 20: Unapproved Mounting methods

APPENDIX 5
WELDING
All welding operations shall be conducted to meet a minimum requirement of AS1554.1.2004, and EN 1708.
CORROSION PROTECTION
Internal ROPS, including mounting plates, shall be sand blasted and powder coated to
provide sufficient corrosion protection. Manufacturers shall provide a 4 year paint warranty
External ROPS, including all mounting and ancillary plates shall be sand blasted, zinc
primed and powder coated.
TRACEABILITY
All ROPS shall be traceable from raw materials through to customer delivery to ensure that recovery and
notification is possible in the event of a recall or warranty issue.
ROPS shall have a unique serial number issued and recorded as per ADNOC approved manufacturer/Installer
procedures.
QUALITY CHECK PROCESS
All ROPS shall be manufactured and installed by an ADNOC approved vendor only, vendor’s approval is based
on the requirements of ADNOC Contractor HSE Risk Management Standard [Ref.Error! Reference source not f
ound. 3] and its capacity to demonstrate that the full manufacturing line and installation process complies with
the requirements of this guideline.
Approved vendors are subject to regular ADNOC audits and tests to verify the quality of the service as per the
above mentioned Standard.
MAINTENANCE & REPAIR
All ROPS shall have inspection schedules, included in the vehicle maintenance plans required by the Contract
and supplied by the OEM. These schedules shall include provision for regular checking of welding, fasteners and
for structural damage. In case of damage, the competent repairer shall either provide a repair procedure on a
case-by-case basis, that would ensure that the structure is repaired to its original design, or state that the structure
is not repairable.
DECALS
The roll-over protection structure shall have a permanently attached manufacturer's identification plate containing
the following information:
· Manufacturer’s Name;
· Part Number;
· Serial Number; and
· SRS Compliant or SRS Not Compliant.
Warning decals shall be conspicuous and state:

APPENDIX 5
SHOULD THIS ROLL-OVER PROTECTION STRUCTURE BE INVOLVED IN AN INCIDENT OR

ROLL-OVER, AND IMMIDIATE INSPECTION IS REQUIRED.
DO NOT DRILL, WELD OR MODIFY.
SEATBELTS SHALL BE WORN AT ALL TIMES.
RECORD AND DOCUMENTATION
ADNOC approved manufacturer/Installer shall hold copies of all drawings, specifications, test results, mill
certificates and any other data necessary to fully describe both the ROP system and the modifications necessary
to install it in the vehicle or vehicles for which it is intended.

Daily Vehicle Checklist Example
APPENDIX 6
GENERIC DAILY VEHICLE CHECKLIST EXAMPLE
Date
Vehicle Plate Number
UAE Driving License
Safe Driving
Document
Vehicle Registration
Document
Body/Windscreen
Fuel
A/C in Vehicle
Conditions of Tyres
Conditions of Brakes
Honks working
Condition of Lights
Jack, Tools, Triangle
& Spare Tyre(s)
Water/Coolant
Wiper
Fire extinguisher
Seat belts (Driver and
passenger)
First aid kit
Desert survival kit
Driver Name
Driver Contact
number
Origin
Destination
Remarks

ATEX Directive Details
APPENDIX 7
ATEX DIRECTIVE DETAILS
ATEX is the name commonly given to the two European Directives for controlling explosive atmospheres:
Directive 99/92/EC (also known as 'ATEX 137' or the 'ATEX Workplace Directive') on
minimum requirements for improving the health and safety protection of workers
potentially at risk from explosive atmospheres.
Directive 94/9/EC (also known as 'ATEX 95' or 'the ATEX Equipment Directive') on the
approximation of the laws of Members States concerning equipment and protective
systems intended for use in potentially explosive atmospheres.
With regards to Directive 94/9/EC, the directive applies to all equipment intended for use in explosive
atmospheres, whether electrical or mechanical, and also to protective systems. In order to comply to Directive
94/9/EC, manufacturers/suppliers shall ensure that their products meet essential health and safety requirements
and undergo appropriate conformity procedures. Once certified, the equipment is marked by the 'Ex' symbol to
identify it as such, and is considered to be ATEX certified.
Ex symbol, to identify products as Explosion Proof, in accordance with ATEX directive.
In order for an existing vehicle to achieve ATEX certification, several safety components shall be introduced to
the vehicle or its existing components be modified. Some examples of the components/equipment are, but not
limited to:
Exhaust manifold
Flame arrestor and shut down valve
Generator
Starter motor
Cooler
Spark arrestor
ECU
Battery box
The ATEX directive requires the product to be marked with the CE mark, the ‘Ex’ mark and the relevant
equipment coding. The following table provides some useful information.

ATEX Directive Details
APPENDIX 7
Heading Mark Use

Explosion Proof In accordance with the ATEX directive
Equipment Group I For use in underground mines

II For use in all other places
Category 1 Equipment that is intended for use in areas where an explosive
atmosphere is present continuously, for long periods or frequently
2 Equipment that is intended for use in areas where an explosive
atmosphere is likely to occur in normal operation and shall ensure a
high level of protection.
3 Equipment that is intended for use in areas where an explosive
atmosphere is unlikely to occur in normal operation and shall ensure a
normal level of protection.
Gas/Dust G Equipment certified for use in flammable gases
D Equipment certified for use where dust is present in the atmosphere
Type of d Flameproof
Protection*
Ia Intrinsically Safe
e Increased safety
Gas Group I Mines
II Surface above ground industries
Gas Sub-Group A Less easily ignited gases e.g. propane
B Easily ignited gases e.g ethylene
C Most easily ignited e.g. hydrogen or acetylene
Temperature T1 450ºC
Classification
T2 300ºC
(ATEX certified T3 200ºC
products shall not
have its surface T4 135ºC
temperature T5 100ºC
exceed the
temperature T6 85ºC
classification it is
assigned to)
* Only the 3 most commonly used are mentioned here

Traffic Management Plan Example
APPENDIX 8
TRAFFIC MANAGEMENT CHECKLIST EXAMPLE
1. Traffic Management Plan
Point Standard Standard Comments

met
1.1 The Group Company has prepared and approved
a traffic management plan.
1.2 The traffic management plan sets out
requirements for drivers to be fit to work
1.3 The traffic management plan sets out the design
requirements for access roads
requirements for internal roads and other vehicle
operating areas within the site.
requirements for the standard and formation of
intersections at the site.
parking areas at the site.
requirements for warning signage, traffic signage,
and devices to control the speed and movement of
traffic within all areas of the site.
1.8 The traffic management plan sets out design
requirements that, so far as is practicable,
segregates the transport routes used by heavy
vehicles and buses/light vehicles.
requirements for the control and segregation of the
traffic/pedestrian interface within all areas.
roads in the vicinity of infrastructure such as
buildings and structures
requirements for the standard of lighting.
roads which intersect power line corridors.
1.13 The traffic management plan sets out the
requirement for the standard of communication in
pedestrian interface areas.
management duty and responsibility requirements
for ensuring compliance with the plan.
requirements for managing human factors and
fitness for work requirements.
1.16 The traffic management plan sets out the road
rules for all vehicle operators
1.17 The traffic management plan sets out a schedule
of inspections and checks for maintaining
compliance with the traffic standards.

APPENDIX 8

met
1.18 The traffic management plan is updated by the
Group Company in accordance with a change in
management policy.
1.19 A traffic management audit is carried out on a
regular basis.
2. Access Roads

Met
2.1 Speed and traffic control signs are displayed along
the access road.
2.2 Direction signs are provided along the site access
road and at the site entry point.
2.3 Measures are implemented at all site access
points to prevent inadvertent access.
2.4 Marker guides and reflectors are provided along
the site access road.
2.5 Roadside hazards are protected by a suitable
barrier.
2.6 Safety signage to warn of a hazard and prevent
incidents is displayed along the site access road.
2.7 Road line markings are provided and maintained
on the sealed access road.
2.8 A clear zone free from hazards is maintained on
each side of the road.
3. Road Transports

Met
3.1 The site roads and other vehicle operating areas
are built utilising the correct sequence of materials
and material competency.
3.2 The primary site roads and other vehicle operating
areas are built in accordance with the width
requirements of the largest vehicle currently
operating on the primary roads.
3.3 Secondary site roads that are not built in
accordance with the width requirements of the
largest vehicle currently operating on that road
have controls which ensure the safe passage of
vehicles.
3.4 Clear zones are maintained on both sides of the
road.
are built in accordance with the safe operating
gradients.
are built with a suitable camber.

APPENDIX 8

Met
are built with a suitable superelevation and run
in/run out on bends and curved sections of the
road.
are built in accordance with the required radius of
curvature for bends as specified by vehicle
equipment manufacturer.
which follow the topography are built in
accordance with the acceptable sighting distance
for bends and crests based on the speed.
3.10 The site road surfaces are provided with adequate
drainage.
3.11 Barriers are provided on the edge of each road
adjacent to elevated road sections and or naturally
occurring or manmade hazards.
3.12 Speed and traffic control signs are displayed along
each road and in other vehicle operating areas.
3.13 Traffic controls are implemented where site roads
merge with a public roadway.
3.14 Direction signs are provided within the site
3.15 Traffic control devices are erected along each road
and in other vehicle operating areas.
3.16 Safety warning signs are displayed along site
roads and in other vehicle operating areas.
3.17 Roadside marker guides and reflectors which are
clearly visible at night are provided.
4. Intersections

Met
4.1 The site roads are designed and laid out to avoid
four way or greater intersections.
4.2 Intersections are designed and laid out to
minimise blind spot hazards.
4.3 Intersections are located and spaced a safe
distance from other intersections, bends and
obstructions which limit visibility, taking into
account vehicle speed, safe stopping distance
and an appropriate factor of safety.
4.4 Intersection gradients are defined and
implemented.
4.5 Traffic control signage is displayed at each
intersection.
4.6 Traffic control devices are utilised to control
traffic movement at each intersection.
4.7 A hazard marker sign (Chevron sign) is displayed
at each terminating road.

APPENDIX 8

Met
4.8 The minor approach roads have a flat area
constructed to the minimum length of the longest
vehicle using the intersection
5. Parking areas

Met
5.1 Adequate size designated parking areas are
provided for all private vehicles and visitor’s
vehicles entering the site.
5.2 Adequate size designated parking areas are
provided for all site vehicles on site
5.3 In parking areas with sealed road surfaces line
markings are provided to define traffic flows and
vehicle parking bays of suitable width.
5.4 Where practicable, parking areas are levelled
using cut and fill techniques.
5.5 In those parking areas which are sloped, parked
vehicles are orientated at right angles to the
gradient.
5.6 Pedestrian walkways are provided at all vehicle
parking areas.
5.7 Parking is designed such that interaction
between heavy vehicles and light
vehicles/pedestrians is avoided.
5.8 Vehicle parking areas have a defined traffic flow
and are provided with separate signposted entry
and exit points.
5.9 Disabled parking areas and facilities are provided
at the mine.
5.10 Bus pick up and drop off parking areas and
facilities are provided at the site
6. Traffic control signage

Met
6.1 The traffic signage utilised conforms to an
appropriate road safety sign standard.
6.2 The traffic signage is installed at the required
height so as to be immediately observed.
6.3 The traffic signage is installed and firmly
secured.
6.4 The traffic signage installed is suitable for night
operations and low light situations.
6.5 Customised non-standard traffic signage
standards are determined and followed.
6.6 Speed limit variances are limited, controlled and
appropriate for the prevailing road conditions and
pedestrian hazards.

APPENDIX 8

Met
6.7 Traffic signage clutter is minimised.
7. Pedestrians

Met
7.1 Pedestrian walkways are provided all around the
site where vehicles may be present
7.2 The walkways are located a safe distance from
the road as far as is practicable.
7.3 The walkways are provided with a suitable width,
well drained, anti-slip, manmade surface.
7.4 Walkways located beside roads with high
pedestrian and/or traffic flows have segregation
barriers.
7.5 Changes in elevation, including steps and stairs,
on pedestrian walkways are clearly identified by
marking.
7.6 Steps and stairs on pedestrian walkways are
equipped with a handrail or handrails, as
appropriate.
7.7 Designated pedestrian crossing zones are
provided at strategic locations.
7.8 Crossing warning signage is displayed at each
pedestrian crossing.
7.9 Deflection handrail barriers are provided at each
high usage pedestrian crossing and
road/walkway connection area.
7.10 Safety PPE and traffic controls are utilised where
cyclists are present
8. Traffic movement around buildings and structures

Met
8.1 Protection bollards or segregation barriers are
installed at every vehicle interface with
infrastructure and ground level hazards such as
covered sumps, soak wells, and drains not
designed to support any vehicle.
8.2 Fixed infrastructure protection devices are visible
both in low light and night time conditions
8.3 Height limit signage and warning devices are
installed where vehicles pass under any mine
infrastructure.
8.4 Falling object protection devices, barriers and
signage are installed where vehicles or
pedestrians are required to pass under any
infrastructure from which an object could fall.

APPENDIX 8

Met
8.5 Where there is a vehicle and pedestrian collision
potential at building entry/exit points, separate
doorways, warning signs, guardrails, mirrors, etc.
are provided.
9. ad construction and maintenance

Met
9.1 Temporary bypass roads and traffic control
measures are provided where there is any
obstruction on the road or road construction work
is being undertaken.
9.2 Standards are developed for access restriction
into areas which do not meet the traffic
management standard or are currently not in
operational use
9.3 A maintenance programme has been established
for the inspection, repair and resurfacing of all
sealed roads and their markings.
for the inspection, repair and resurfacing of all
unsealed roads.
for the inspection, cleaning and repair of
roadside signage and delineators.
for the inspection and repair of road side bunds
and/or barriers.
9.7 Road work safety barrier equipment and/or
signage is utilised during road maintenance work
9.8 Road standards are inspected on a shift and
daily basis as applicable

Journey Management Plan Example
APPENDIX 9
JOURNEY MANAGEMENT PLAN EXAMPLE

Journey Management Plan Example
APPENDIX 9

Cargo Securement
APPENDIX 10
CARGO SECUREMENT
Vehicles shall follow any general guidelines provided by the Department of Transport, Abu Dhabi and follow all
regulatory and ADNOC Group requirements. Attention shall be paid, at a minimum, to:
Cargo decks – no visible holes or rotted boards that could fail once loaded
Cargo securement anchor points – in good working order, including welds
Frame/structural components/suspension – damage free, underride devices in place
Brakes – serviceable in keeping with manufacturer and legislated expectations
Air lines – secured, undamaged/unworn
Legally required items i.e. functioning lights, visible license plate(s), etc.
Tires – no bulges/blemishes nor excessively worn, mud flaps in place and serviceable
Dunnage shall be properly secured within the confines of a timber rack or secured to the
deck in the same manner as cargo. Dunnage shall not be stowed in “landing gear” or
frame structures
In addition, the cargo shall be placed up against the bulkhead
The table below indicate the minimum number of indirect tie-downs (tie-downs with both ends attached to
opposite sides of vehicle) needed to secure cargo based only on the weight of the cargo. For direct tie-downs
(tie-downs that are attached directly to the cargo or that have both tie-down ends attached to the same side of
the vehicle), double the number of tie-downs shown. For welded steel chain that is not marked with either the
grade or working load limit, assume a working load limit equal to that for grade 30 proof coil.

Cargo Securement
APPENDIX 10

Cargo Securement
APPENDIX 10
Cargo Securement Checklist

Cargo Securement
APPENDIX 10

Cargo Securement
APPENDIX 10

Cargo Securement
APPENDIX 10

Cargo Securement
APPENDIX 10

Cargo Securement
APPENDIX 10

Cargo Securement
APPENDIX 10
Motor Vehicle Crash (MVC) - Incident Investigation Questionnaire
APPENDIX 11
MOTOR VEHICLE CRASH (MVC) - INCIDENT INVESTIGATION QUESTIONNAIRE
1. STANDARD
Standard Number and Version HSE-OS-ST25
Standard Title Road Transport Operations Safety
2. ROAD / VEHICLE INCIDENT INVESTIGATION CHECKLIST / QUESTIONAIRE DETAILS
Completed by (Name) Completed by (Sign) Date
Endorsed By (Name) Endorsed by (Sign) Date
Group Company Incident Ref
Incident Location
Incident Description
Vehicle(s)
Registration Plate No
Type of Vehicle(s)
Investigation Team
Members
NOTE: The document questions are design in a way that affirmative answers are correct, and the negative ones shall be considered
as findings, except for questions 17 to 17d.
3. CHECKLIST
Item Compliance
Description Comments
No YES NO N/ A
Section 1 - Driver
1. Did the driver hold a valid license for the class of
vehicle involved in the incident?
2. Did the driver have the authority to use the vehicle?
APPENDIX 11
3. CHECKLIST
Item Compliance
No YES NO N/ A
3. Was the driver familiar with this specific vehicle?
4. Did the driver pass the ADNOC Medical fitness

capability assessment?
Factors to consider:
· Age, sex, height, weight
· Hearing, vision and force/ reach abilities
· Physical disabilities, etc.
5. Did the driver passed all ADNOC approved training

and competency assessment for the operated
vehicle?
· Vehicle Type
· Road type: Black top, off-road or dessert
· Type of Cargo transported (e.g. personnel,
hazardous material, etc.)
· Familiarity with local traffic regulations
6. Did the driver operate the vehicle within the

applicable legal or company speed limit?
7. Did the driver operate the vehicle at or below the

speed for the existing conditions?
· Speed adjusted to the prevailing weather, road
and/or operating conditions
8. Is there a reason or evidence suggesting that the

driver was NOT impaired with fatigue in any way?
· Hours of service
· Itinerary – shift history
· Rest periods
· Sleep deprivation, sleep apnea
· Manually intensive work conducted (consider
the use of a fatigue checklist)
· Medical Condition (e.g. chronic illness such as
Diabetes & recent sick leave history)
9. Is there a reason or evidence suggesting that driver

was NOT impaired with stress in any way?
· Workload
· Organizational change job uncertainty
· Personal, psychological
APPENDIX 11
3. CHECKLIST
Item Compliance
No YES NO N/ A
10. Is there a reason or evidence suggesting that driver

was NOT impaired/exposed to drugs and/or alcohol
in any way?
· Alcohol/drug test (internal testing, however,
could also be conducted by local authorities
after incident)
· Time of consumption, time since consumption
· Type of drug
· Medication that may have caused an adverse
effect on (driving) performance
· Amount measured in body fluids and when was
it measured
· Effects on performance and behaviour
11. Were seat belts correctly worn by all vehicle

occupants?
· Good working condition of the seatbelt
· Is there evidence that all occupants have been
wearing seatbelts
· Alterations to seat belt buckles and holders
12. Is there a record of the driver’s recent work history?
· Experienced driver?
· Was the driver familiar with the route?
· Recent IVMS Performance
Had the driver completed this journey and/or task Please describe the journey or task the driver was
13.
previously? executing.
14. Is the driver familiar with the local driving culture,

habits, and regulations?
15. Is the driver familiar with Site Rules and Procedures?
· Did driver(s) received site specific HSE
induction?(if applicable)
· Was vehicle escorted while moving at site?
16. Did the driver follow the rules not to use mobile
phones or communication device while driving and
not being distracted from the task of driving?
· Focus attention on driving
· Not being distracted by other tasks or activities
· Not being distracted by adjusting satellite
navigation device
APPENDIX 11
3. CHECKLIST
Item Compliance
No YES NO N/ A
· Radio, cell phone, map displays, conversation,

children, other passengers
17. Is there a reason or evidence suggesting a potential Human error (failure) in:
17a. Is there a reason or evidence suggesting failure to

detect?
· Alertness, workload?
· Boredom, vigilance, attention
· Movement
17b. Is there a reason or evidence suggesting failure to

perceive?
· Recognition
· Ambiguity
· Interpretation
· Comprehension
17c. Is there a reason or evidence suggesting decision

error?
· Evaluation of information
· Evaluation of alternative responses
· Costs/effectiveness, effort
· Determination of response
17d. Is there a reason or evidence suggesting response

error?
· A wrong movement
· Applying a force in the wrong direction.
· Pressing accelerator instead of brakes.
18. Did the driver receive regular feedback on his/her

performance (e.g. IVMS if installed?)
Section 2 - Vehicle
19. Was the vehicle involved “fit for purpose”?
Factors to consider related to the vehicle(s) driven:

· Controls, displays
· Temperature, fogged windows
· Insulation from outside warning-sound sources
· Isolation from road and other external conditions
· Ride conditions, vehicle loading
· Driver’s seated position
· Accessibility of controls/displays
20. Was the vehicle in good operating condition?
APPENDIX 11
3. CHECKLIST
Item Compliance
No YES NO N/ A
· Audibility factors relevant to the incident?
· Are audible warnings suitable, can they be
heard?
· Horns, bells, emergency vehicle sirens
· Are competing or background sounds, masking?
· Any hearing loss apparent from the vehicle?
· Did the mechanics of the vehicle contribute?
· Condition of windows, headlamps, other lamps,
reflective devices
· Brake system: total or partial loss, wear
· Antilock brakes, air brake system lag
· Tire condition, inflation
· Steering system condition, free play, power-
assist failure
· Control force requirements
· Vehicle safety inspection and maintenance
· Vehicle approved by ADNOC Group
21. Was the vehicle involved installed with a speed

limiter?
22. Was the vehicle involved installed with an IVMS

system?
In Vehicle Monitoring System (IVMS) includes

Vehicle Data Recorder, in-vehicle camera or
telematics.
23. If the Vehicle was installed with IVMS, is there any

evidence of the system used to monitor and influence
driver behaviour?
· Is there any evidence of harsh
braking/acceleration events?
· Is there any evidence of feedback to driver,
positive and negative by IVMS RAG reports?
· Does the vehicle passed all Safety Inspections,
including spot checks?
24. Is there a record of the vehicle’s recent work history?
25. Was the load/cargo correctly secured and did not

contribute to the incident?
· Was the load secured?
· Was the load within legal limits for the vehicle?
· Was the load within design limits for the vehicle?
APPENDIX 11
3. CHECKLIST
Item Compliance
No YES NO N/ A
· Was the load obstructing the Central mirror

view?
· Were Chain and ratchet binders properly used?
· Was loose materials (e.g. soil, gatch, cement,
etc.) properly protected with tarpaulin?
26. Were passenger numbers equal or below the total

allowed by the manufacturer or as set by law,
whichever number is lower?
Was the vehicle involved still on all its wheels? (i.e. Provide details
27.
the incident did not result in a vehicle rollover)
Consider providing the following information if one of

the vehicles involved resulted in rollover:
· Did it involve a dangerous goods load/cargo?
· Did it involve a Heavy Vehicle rollover?
· Did it involve a Light Vehicle rollover?
· Did it occur on public road?
· Did the vehicle rolled over to the passenger

side?
· Did the vehicle speed contribute to the rollover?
· Did it result in a recordable injury?
· Was the vehicle in condition to be safely driven

from the scene under its own power?
· Was there any likelihood of any other road users

and/or pedestrians to be involved/in the close
area?
· Was there any violation of company policy, e.g.

mobile phone, seatbelts and alcohol & drugs?
· In case of a Heavy Vehicle rollover, was the

vehicle installed with Roll Stability Control
System?
· What was the speed of the vehicle at the time of

rollover?
What was the vehicle doing at the time of the incident (tick all that apply): Please describe what the vehicle was doing at the time
28.
of the incident
Stationary?
Driving (general)?
Parking?
Reversing?
APPENDIX 11
3. CHECKLIST
Item Compliance
No YES NO N/ A
Manoeuvring?
Overtaking?
Turning?
Section 3 - Road
29. Was the vehicle being used on an authorized route?
30. Was a risk assessment completed for the route OR

the task?
Factor to consider:
· Was the risk assessment signed off?
31. Is there any evidence suggesting a potential

contribution of external environment in the accident?
Factors to consider related to the driving

environment:
· Weather - Rain, fog, snow, heat, cold
· Road characteristics (e.g. pot holes)
· Speed limit
· Traffic density
· Traffic controls, signs, railroad crossing
· Road delineation
· Law enforcement, automated enforcement
What were the weather conditions at the time of the incident? Please add any other relevant details
32.
(tick all that apply):
Clear
Dry
Wet
Icy
Fog
Visibility at the time of the incident

Good
Average
Bad
33. Exclude line of sight factors as contributing to the

incident?
· Are there obstructions external to the vehicle?
· Buildings, trees, vegetation, signs, other
vehicles
APPENDIX 11
3. CHECKLIST
Item Compliance
No YES NO N/ A
· Are there obstructions internal to the vehicle and

vehicle structure?
· Does road alignment hinder line of sight?
34. Exclude visibility factors as contributing to the

incident?
· Are levels of illumination sufficient?
· Street lighting, vehicle lighting, sun, moon
· Visual adaptation time sufficient?
· Is there a glare issue? Low sun, oncoming
vehicles, reflections
· Is there background contrast?
· Is conspicuity sufficient? (Vehicle displayed
suitable lighting for the conditions)
35. Were relevant signs and signals present?
Examine:
· Relevant signs and signals at the roadside
· Guide signs, regulatory signs, warning signs
· Sign location, illumination, reflectorization,
cleanliness
· Traffic signals, railroad crossing signals
· Pedestrian signals
· Construction zone signs
· Advance warning signs
· Warrants for signs and signals
36. Were relevant roadway markings present?
Examine:
· The markings on the road itself
· Edge line delineation, centre line markings
· No-passing zones
· Construction zone markings
· De-lineators
· Channelization devices, barricades
· Stop line, railroad crossing marking, turn lane
Section 4 – Third Party

Please provide details:
37. Was a third (3rd) party involved, including pedestrians
and crossing animals?
38. Did 3rd Party driver and/ or Vehicle conform to all

legal regulations/ requirements?
Include Police or other agencies, Driver & witnesses

39. Has anyone accepted responsibility?
APPENDIX 11
3. CHECKLIST
Item Compliance
No YES NO N/ A
Is there any evidence suggesting that the speed Include speed third party versus speed company
40.
differential third party versus company vehicle might vehicle at the time of the incident
have contributed to the accident?
Road Signs
APPENDIX 12
ROAD SIGNS
Road traffic signs are an essential part of any traffic system. They provide rules everyone shall obey and warn
us about the hazards on the road ahead. Each sign shall have a distinctive combination of shape, color and
symbol.
All personnel driving any vehicle shall adhere to UAE national traffic and road sign codes in ADNOC premises
as well for communicating road safety signs.
Signs can be in the form of words or symbols on panels, road markings, beacons, bollards or traffic lights. A sign
shall give its message clearly and early enough to be seen, understood and acted upon safely. Symbols are used
as much as possible because they are standardized, more easily recognized and understood.
The table below provides key types of signs for road safety that shall be followed.
Types of Road Safety Signs
TYPE OF SIGN DESCRIPTION

Warning It gives early warning of hazard.
Prohibitive It gives orders and prohibitions.
Regulatory It gives positive instructions or orders.
Direction It gives information, positive instructions and local directions.
Supplementary It is rectangular in shape and gives additional information.
The following are the examples for key road safety signs:
Stop No Entry Sign Give Way Sign Go this way Do not turn
left
Do not exceed Maximum Beware of Dead end road No overtaking

80 km/h Height Limit Animals
Speed Bump Slippery Road Road Works Curves or bends No goods

Ahead in the road vehicles
IVMS Requirements for Emergency Response Vehicles
APPENDIX 13
IVMS REQUIREMENTS FOR EMERGENCY RESPONSE VEHICLES
Expected IVMS Features

1. IVMS system shall track and display in real time on a multi-vehicle map with sufficient resolution with
options zoom in/out, the following vehicle parameters:
a. Location
b. On/off engine
c. Speed
d. On/off Power Take Off - PTO (if applicable)
e. Driver Information
f. Vehicle Information, and
g. IVMS status – OK/malfunction/out of coverage
2. The system shall have the ability to give different access privileges based on specific category and
permissions.
3. The system shall have the ability to schedule reports to be delivered when and where are needed.
4. Customizable built-in reports shall be accessible considering different access permissions for:
a. Maintenance Team
b. Group Company Site – Fire Station
c. Group Company HQ – Fleet Monitoring Unit
d. ADNOC HQ – Crisis Management Team
5. The IVMS device installed in each vehicle shall have capabilities to record and store the data for a
minimum period of 90 days, if they cannot be sent in live time due to inadequate network coverage,
however the data shall be automatically transmitted when coverage becomes available again.
6. The data shall have the option to be accessible (downloading option) directly from the IVMS device.
7. The system shall have the ability to create vehicles & drivers groups and sub-groups (unlimited
hierarchy) to set-up selected predefined parameters and to design custom-built tracking dashboards to
be agreed at the implementation phase.
8. Driver identification shall be integrated with company attendance card, where ever applicable. However
this is not to be linked to the vehicle immobiliser.
9. Reports shall be generated based on the prevailing 12h shift period. (customization option shall be
available).
10. Device shall be able to upgrade its firmware over the air (remotely).
11. Company scorecards: dashboards; email and SMS alerts for KPI breaches.
12. Customizable alerts: the system shall automatically generate an alarm if the vehicle exceeds speed
limits while not driving under emergency conditions.
13. Tablet devices enable two-way communication (option).
14. The system and system hardware shall be capable of integrating with a route navigation
system/application to suggest convenient route-planning (option).
15. The system shall be capable of retaining data about Vehicle & Driver such as CICPA passes validity,
Expiry, medical certificate validity, and any other relevant detail (option).
16. The system should allow designated vehicles to be operated without IVMS card
IVMS Reports
1. IVMS system shall produce a built-in trip reports with m/b info as a minimum:
a. Vehicle Information
b. Driver Information
IVMS Requirements for Emergency Response Vehicles
APPENDIX 13
c. Door open/closed
d. Road driven – displayed on the map, distance
e. Exit and entry of the selected area/site
f. Fire Truck compartments open/closed
g. Report Number of occupied seats and status of seat belts (fasten or not)
h. On/off engine
i. On/Off PTO
j. Pumping parameters if available (built-in) in Fire Appliance
k. Vehicle lights on/off
l. Alarm lights and siren on/off
m. Speed in the function of time (constant, acceleration & deceleration)
n. Centripetal acceleration
o. Continuous driving/operating hours by the same person
p. Vehicle Traction Control System on (including ABS)
q. Reversing
r. Fuel level
s. Gearbox status
t. Pressure in the pneumatic braking system
u. Usage of braking systems
v. Battery status
2. Service report:
a. All information (data) stored in the Vehicle Computers including maintenance needs and
system errors or malfunctions
b. Driver Vehicle Inspection Report
3. Built-in reports shall have an option to display data on different basis, as follows:
a. Driver wise
b. Vehicle wise
c. Group of drivers wise
d. Group of vehicles wise
e. Selected geographic area/site wise
4. RAG Report based on given KPIs

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HEALTH SAFETY ENVIRONMENT MANAGEMENT SYSTEM

STANDARD NO.: HSE-OS-ST25

HSE Management System

HSE Management System

HSE Management System

ATEX DIRECTIVE DETAILS........................................................................................... 115

HSE Management System

Figure 1.1: Driving as a Life-Saving Rule

HSE Management System

Signage and marking for both vehicles and roads;

HSE Management System

LAWS AND REGULATIONS

DEFINITIONS & ABBREVIATIONS

HSE Management System

HSE Management System

HSE Management System

ROLES AND RESPONSIBILITIES

HSE Management System

HSE Management System

ROAD TRANSPORTATION HSE MANAGEMENT

ROAD TRANSPORTATION HSE POLICY DEVELOPMENT

The Road Transportation HSE policy shall incorporate:

The commitment and expectations of senior management to good HSE management of

The Road Transportation HSE Policy shall be:

Available in Arabic and English;

ROAD TRANSPORTATION HSE MANAGEMENT

HSE Management System

Setting a good example by showing good driving attitude and performance;

HSE Management System

HAZARD IDENTIFICATION AND RISK ASSESSMENT OF ROAD TRANSPORT

HSE Management System

Define Transport Activities

Break Activities into Journeys/Loads

· Identify relevant hazards

HSE Management System

Figure 7.1.2: Hierarchy of Controls

Reducing the exposure of drivers and passengers by avoiding unnecessary journeys;

Provision of vehicle data recorders;

HSE Management System

CONTRACTOR HSE MANAGEMENT

HSE Management System

VEHICLE, MACHINERY AND EQUIPMENT STANDARDS

Light vehicles (LV):

HSE Management System

GENERAL VEHICLE STANDARDS

HSE Management System

Shall only be a Light Vehicle (LV);

HSE Management System

SEDANS, HATCHBACKS AND SUV

Figure 7.2.1: Sedan, Hatchback and SUV

In addition to requirements set in Section 7.2.2, vehicles in this category:

HSE Management System

4WD LIGHT VEHICLES

Figure 7.2.2: 4WD Light Vehicles

In addition to requirements set in Section 7.2.2, vehicles in this category:

Shall not carry more passengers than the number of seats;

HSE Management System

Figure 7.2.3: Trucks

In addition to requirements set in Section 7.2.2, vehicles in this category:

HSE Management System

Figure 7.2.4: Kenworth Heavy Duty Truck

HSE Management System