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A systematic lack of safe rest areas and basic sanitation facilities poses a systemic risk to the road transport sector, directly endangering the safety, health and human dignity of drivers. 

This infrastructure deficit is particularly acute along major transport corridors, in border regions and near

Truck drivers are often the target of criminal activity by third parties, including cargo theft and assault – a risk heightened when a shortage of secure parking forces them to rest in unlit or unmonitored locations. Unrealistic commercial schedules that ignore that location and availability of safe

Discrimination is a systemic risk that falls hardest on migrant and non-national drivers, who are disproportionately involved in cross-border trucking. They face heightened risk of violence, harassment and discrimination at border crossings, rest areas, inspection points and along international

Forced labour and human trafficking can often originate in recruitment, particularly for migrant drivers. Many are illegally charged fees to secure employment – in direct violation of the ILO's General Principles and Operational Guidelines for Fair Recruitment. These pay-to-work models, hidden deep

Wages, working conditions and living conditions are central to ensuring decent work and safe operations in road transport. The ILO Guidelines highlight that these factors are closely interconnected and directly influence both worker wellbeing and road safety outcomes, and they call for remuneration

Informality and precarity of work – driven by misclassification, low wages and performance-based/piece-rate pay – create occupational safety and health risks. These systemic pressures force truck drivers to meet unrealistic targets and work excessive hours, leading to chronic fatigue, high stress

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Working with the ITF on HREDD in maritime shipping follows four stages, each building on the last. 

It begins with establishing what standards apply and which ships actually carry your goods, moves to an evidence-based assessment of the risks aboard them, opens a structured dialogue on what those

The Maritime Labour Convention defines the legal absolute maximum time a seafarer may be on board as 11 months, yet companies frequently push seafarers into extensions beyond their contracted periods – and in the worst cases beyond 11 months. Seafarers fear ‘blacklisting’ – the illegal practice of

Shipping faces a recruitment and retention crisis, concentrated in officer ranks, that poses significant risks to both seafarers and global supply chains. BIMCO and the International Chamber of Shipping report a current shortage of over 39,000 certified officers, and project the industry will need