Ausenco Standard for Surface Mobile Equipment and Light Vehicles

AUSENCO
SURFACE MOBILE EQUIPMENT AND

LIGHT VEHICLE
9999HSESD7043
June 2007 Prepared By

Ausenco
2404 Logan Road
Eight Mile Plains
Brisbane • Queensland
4113 • Australia
Phone • 61 7 3112 8200
Fax • 61 7 3841 1421
SURFACE MOBILE EQUIPMENT AND LIGHT VEHICLE
STANDARD 7043
TABLE OF CONTENTS
PART 1 SURFACE MOBILE EQUIPMENT 1
1 INTENT 1
2 RECOMMENDED APPROACH 1
3 DEFINITIONS 1
3.1 Surface Mobile Equipment 1
3.2 Light Vehicle 2
4 GENERAL 2
A PLANT AND EQUIPMENT REQUIREMENTS 3
A1 Minimum Safety Specifications (shall) 3

A2 Minimum Safety Specifications (should) 12
A3 Advances In Technology 17
A4 Roadways 18
A5 Safety Berms 18
A6 Layout Of Cabins 19
A7 Fleet And Control Consistency 19
B PROCEDURAL REQUIREMENTS 20
B1 Seatbelts 20
B2 Selection And Acceptance Process 20
B3 Change Management 21
B4 Pre-Operation Inspection 21
B5 Stable And Suitable Surfaces 21
B6 A Post-Maintenance Machine Test 22
B7 On The Job Risk Assessments 22
B8 Dust Control And Water Management Plan 23
B9 Parking Standards 23
B10 Maintenance And Inspection 25
B11 Traffic Management Plan 25
B12 Changes To Traffic Movements 28
B13 Operations / Maintenance Distinction 28
B14 Tyre Management System 29
B15 Mobile Phones 29
C PEOPLE REQUIREMENTS 29
C1 Recruitment and Induction 29

C2 Site And Area Induction 30
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C3 A Permit Or Certification System 30

C4 Fit-For-Work Policy 31
C5 Driver Fatigue 31
C6 Behaviour Based Observations 32
C7 Other SME Safety Issues Not Covered In This Standard 32
PART 2 LIGHT VEHICLE 34
1 INTENT 34
2 GENERAL 34
3 LIGHT VEHICLES 34
4 CLARIFICATIONS 35
A PLANT AND EQUIPMENT REQUIREMENTS 35
A1 Roll-Over Protection For All 4WD Vehicles 35

A2 Cargo Barriers And Load Restraints 36
A3 Driver Side Airbag 36
A4 Identification Signage 36
A5 High Visibility Colour 37
A6 Reflective Taping 37
A7 First Aid Kit 37
A8 Flashing Light / Beacons 37
B PROCEDURAL REQUIREMENTS 38
B1 Guideline 38
APPENDIX 1 GENERAL PRINCIPLES FOR LOADING AND RESTRAINING ITEMS
APPENDIX 2 IDENTIFICATION SIGNAGE SPECIFICATIONS
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PART 1
SURFACE MOBILE EQUIPMENT
1 INTENT
To provide guidance and clarification of the requirements of Surface Mobile Equipment (SME),
which describes the minimum acceptable requirements for operating SME for controlled activities.
2 RECOMMENDED APPROACH
This Standard has been developed to provide more detail and clarification of Operational
requirements. This should enable sites to be more aligned with each other on what the
boundaries are with regards to meeting the requirements.
3 DEFINITIONS
Cab: The occupant structure for SME.
Earth Moving Equipment: Large heavy mining equipment such as rear dump, belly dump, and
water trucks, graders, dozers, and loaders.
Ergonomics: The design of equipment and process to allow the task and activities to be carried
out by a person / s with the minimum of detrimental effect on their health and physical
capabilities.
FOPS: Fall On Protection Structures or Falling Object Protection Structure.
Impracticable: not viable, unfeasible, unworkable, impossible, impractical.
Maintainability: a measure of the ease or risk of accessing or maintaining / servicing equipment
OEM: Original Equipment Manufacturer.
ROPS: Roll-Over Protection Structures.
3.1 Surface Mobile Equipment
Earth Moving Equipment such as rear dump, belly dump and water trucks, graders, dozers and
loaders are SME.
Where SME falls ‘outside’ these groups, for example but not confined to, draglines, shovels,
excavators, forklifts, mobile cranes, buses, backhoes, bobcats, drills, and other trucks larger than
light vehicles, there may be some requirements of this Standard that are not practicable. In these
cases a risk-based approach shall be used.
Aeronautical, rail and marine equipment, elevated work platforms, mobile lifts, scissor lifts, and
equipment whose prime activity is underground related are not considered SME. A crane is
considered SME when it is in motion over the ground.
Light Vehicles are not considered SME. The definition of a light vehicle is replicated below for
convenience.
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3.2 Light Vehicle
A ‘light vehicle’ is a motor vehicle which:

• can be registered for use on a public road,
• has four (4) or more wheels,
• seats a maximum of twelve (12) adults (including the driver),
• is a vehicle that, where registered, could be legally driven on a public roadway by a driver
issued with a standard basic level – public road drivers license, and
• does not exceed 4.5 tonne gross vehicle mass (GVM), which is the maximum loaded mass
of the motor vehicle as specified by:
• the vehicle’s manufacturer, and
• an approved and accredited automotive engineer, if the vehicle has been modified to
the extent that the manufacturers specification is no longer appropriate.
4 GENERAL
SME may include the following categories of equipment being used at Ausenco controlled sites
and for controlled activity
• Ausenco owned or leased SME.
• Hire SME.
• Contractor or Supplier SME.
Controlled activity and sites are defined as activity and sites where Ausenco can set HSE
Standards and directly supervise and enforce their application. It does not include monitored or
uncontrolled activities.
Monitored activities are those where Ausenco cannot set HSE Standards and cannot directly
supervise and enforce their application. These include:
• Activities at operations where Ausenco is a non-operating joint venture partner.
• Conducted marine management services where provided under an internationally
recognised form of agreement.
• Contractor activity outside site boundaries.
• Contractor transfer or delivery of goods to site.
Uncontrolled activities are those where Ausenco does not set or influence HSE Standards and
does not supervise HSE performance. These include:
• Non-work related activities outside site boundaries.
• Contracted marine freight services, where provided under an internationally recognised for
charter party.
Where there is uncertainty over whether the activity is controlled, monitored or uncontrolled, the
matter should be referred to the relevant HSE Manager for determination.
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A PLANT AND EQUIPMENT REQUIREMENTS
A1 Minimum Safety Specifications (shall)
SME shall have the following minimum safety specifications:
Note that these requirements are ‘shalls’ and are mandatory. For the ‘outside’ group of SME
some requirements may not be practicable and a risk based approach shall be used to determine
the level of compliance required with each of the specific requirements. It would be
impracticable, for example, to have windscreen wipers on a forklift that does not have an
enclosed cab. Conversely, this provision should not be used to avoid difficult but essential
requirements. (For example, seatbelts shall be provided for forklift operators, and worn, even
though most operators are getting on and off the machine all day, and may find compliance
tedious.)
A1.1 Seatbelts
The intent of this requirement is to avoid serious Harm / Injury by constraining the occupants of
SME safely in the event of a collision or rollover.
There is documented evidence both within the company and externally, that the chance of
serious injury or fatality is significantly reduced if equipment occupants are wearing seatbelts.
SME is to be purchased with OEM designed and supplied seatbelts for all seating positions.
OEM supplied seatbelts are preferred as these generally meet international standards.
Equivalent or superior performance replacements are acceptable provided suitable change
management procedures are undertaken to ensure there are no unintended consequences and
applicable legislative requirements for the country of use are complied with.
Applicable standards are:

• International - ISO 3386
• Australian - AS2596, ADR4
• Society of Automotive Engineers - SAE J384
Leading practice is lap sash belts with retractable mechanisms, although there may be certain
equipment where the sash is not practicable. Lap sash belts provide superior protection from
head / chest injuries in the event of a collision.
Retractable belts are more comfortable, easier to use and cleaner for the occupants to use.
Compliance is usually higher with this type of belt for those reasons.
Fixed belts require manual adjustment (which occupants usually do not bother with) and tend to
get dirty and unpleasant to wear because they are left lying on the floor.
Repurchase of SME is preferred over retrofitting seatbelts to existing equipment, but if the latter is
necessary, reference should be made to the Australian National Code of Practice for Heavy
Vehicle Modifications, or the international equivalent. This document provides practical
specifications for seatbelts and seatbelt anchorage strength.
For example, if the site bus was not designed to have seatbelts fitted, it would be preferable to
replace that bus than to retrofit seatbelts to it.
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A1.2 Adequate Lighting
The intent of this requirement is to avoid serious Harm / Injury as a result of SME accidents
where insufficient lighting does not enable the operator to have adequate vision for safe
operation. It is also to ensure that the vehicle is visible by pedestrians, other drivers and
operators of equipment.
Adequate lighting examples are headlights, tail, turn, brake, strobe, flashing light.
This requirement does not remove the need for general and supplementary lighting at operating
faces, dumps and other high risk areas where required for safe operation.
Sufficient side clearance lights on SME shall also be provided where it is necessary to enhance
visibility of the equipment from the side and to clearly indicate the width of the vehicle if the
headlights are set away from the extremity of the machine.
It is expected that each site would set an SME lighting standard applicable for each category of
equipment.
It is implicit that SME shall have headlights turned on whenever the motor is running, anytime day
or night, to enhance collision avoidance.
Inadequate lighting can also have adverse health impacts on operators due to eyestrain and
contribute to fatigue. Similarly the risks of slips and falls can be reduced through the provision of
suitable lighting over access ways and other service points. This should be considered when
reaching compliance with the requirement in this section for adequate walkways.
A1.3 Identified Isolation / Lockout Point
The intent of this requirement is to avoid serious Harm / Injury due to equipment being started or
operated whilst people are working on it in accordance with the Isolation Standard.
SMEs shall be fitted with a clearly identified isolation / lockout point capable of accepting a
personal isolation lock or hasp for multiple users.
Examples of complying isolation points.
Note the RHS one also protects the jump start receptacles. This bracket available from Locksafe
simply mounts over the top of the original CAT isolation switch to enable the fitment of a lock.
The one below has leading practice identification.
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Note that some legislative regimes (e.g. MDG15 from New South Wales) require that battery
isolation be on both poles. Another issue that should be considered is that in some instances use
of the jump start receptacles may over-ride the battery isolation switch.
Note in the photo above top right how a flap has been placed to cover the receptacles when the
isolation switch is locked out.
It should be noted that the Isolation procedure requires that all energy sources be able to be
isolated and not just the main battery terminal lead.
A risk based approach should be used.
Isolation point for equipment with air starts.
Attempts have been made to modify existing isolation points (that are not able to be locked) by
placing them in a secure box with a cover that can be locked.
This is not compliant as human error can lead to the box being locked with the switch still turned
on.
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Where isolation switches are located behind engine, or other covers, clear isolation labels should
be located both beside the isolation point and on the outside of the cover.
At some sites immobilisation procedures have been developed where it has been identified that
there may be a need to be within the working footprint of SME whilst it is not fully isolated. This
procedure enables the user to immobilise the machine without isolating it. So for example, a
truck driver is able to do his / her walk around pre-use inspection with the lights on but the starter
motor immobilised (preventing the machine from starting up).
A1.4 Access And Working At Heights
The intent of this requirement is to avoid serious Harm / Injury by ensuring the operator and/or
passengers are able to safely board and perform routine inspection / servicing functions without
being exposed to the risk of falling from heights.
Adequate walkways, railing, steps / grab handle combinations and boarding facilities including an
alternative path of disembarking in case of emergency.
Standard OEM access systems are generally ladders. These will normally comply with this
requirement as long as three (3) point contact can be maintained, and the ladder is well
maintained and free of damage, corrosion or distortion. They are, however, generally not low risk
or leading practice. OEM access systems typically expose the operators to sprain / strain risk, as
well as the chance of slipping and falling, particularly in the wet and in reduced light conditions.
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The emergency access may still be a ladder, but should be well maintained and reasonably
located to provide low risk access to it. Consideration should also be made as to whether the
person boarding the machine can maintain three (3) point contact whilst carrying objects such as
lunch or tool bags.
Stairways generally provide this ability to carry an object and board safely. If it is possible to
place the item on the walkway from the ground and then climb the ladder (if no stairway is
practicable) then this may solve this particular issue. The best way is to provide back packs to
keep hands free.
Equipment access lighting should also be considered to enhance safety during night operations.
The truck pictured below has had access lights thoughtfully positioned as shown.
The working at heights procedure requirements shall apply to SME as well.

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Wherever an operator / serviceman are expected to work (such as cleaning windows, checking
fire extinguishers, isolating, fueling, checking fluid levels, etc) provision should be made for
working at heights protection. In some cases the potential drop is less than the two (2) metre
standard but the risk of falling is still high. These exposures require risk assessment to determine
the level of control that shall be applied.
For other functions, such as major maintenance, it is assumed that roll up work platforms or
mobile lifts would be used to reach compliance with this requirement, rather than trying to burden
this equipment with excessive walkways.
As with most working at heights controls it is better to use the hierarchy of controls to use higher
order measures such as ‘elimination’ or ‘bring the job to the ground’, than resort to compliant
working at heights platforms.
A1.5 Extended Front Bumpers
The intent of this requirement is to avoid serious Harm / Injury by protecting the operator of a haul
truck from the ‘ducktail’ style collision (as shown below) where the cab of a truck is crushed by
running into the tray of another truck.
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The requirement is to fit extended front bumpers or have some form of collision avoidance
technology and / or procedures to lower the fatal risk due to this style of collision.
It is not recommended to rest with the ‘procedures’ solution as fatal accidents continue to occur
where robust procedures were thought to exist. Compliance with the procedures is also another
factor. Some trucks geometrically are not subject to the same level of risk due to the engine
protruding out in front of the cab, the cab placed back on the platform, or the truck tray having a
short rear overhang.
Note that this requirement applies to ‘site haul trucks’ but other trucks with the same cab /
chassis, such as water trucks or service trucks, would have the same ‘ducktail’ style collision risk
as site haul trucks and should be considered by this requirement as well.
If the collision avoidance solution to this requirement is chosen the solution should warn the
driver of an imminent frontal collision to assist him / her to avoid that collision. Some sites are
choosing to pursue this option due to the current uncertainty surrounding the effectiveness of
extended front bumpers. That uncertainty is being looked at through ongoing sponsored
research.
The ‘ducktail’ style collisions almost always involve operator fatigue and the C5 requirement of
this Standard is highly relevant to this risk issue. The required procedures should include Fatigue
Management.
There are other forms of Collision Avoidance technology which are discussed in detail in
requirement A3.
Other control measures to consider should be, Parking Standards, Traffic Management plan,
equipment separation, pre-start checks, truck queuing, fatigue management, speed control,
emergency breakdown, lighting for visibility, wet weather, wet road controls and so forth.
A1.6 Collision Avoidance Technology
The intent of this requirement is to avoid serious Harm / Injury through collisions involving SME
(including with light vehicles, people and fixed structures) through the application of collision
avoidance technology to assist the operator to detect and avoid potential collision situations.
This requirement differs to the previous requirement in that it applies to all SME and not just site
haul trucks. This requirement is strongly coupled to the A3 requirement of this STD involving
advances in technology. Application of this technology must be seen as providing additional tools
to the operator to assist to avoid collisions, rather than as a complete solution or replacement for
good operator skills, behaviour and discipline.
This requirement calls for collision avoidance and / or procedures. It is not recommended to rest
with the ‘procedures’ solution as fatal accidents continue to occur where robust procedures were
thought to exist. Compliance with the procedures is also another factor. The same ‘precautions’
with implementation of advances in technology should be taken with collision avoidance
technology as with any other. That is, advances should be ‘monitored’ and appropriate
engineering reviews conducted to determine whether the new technology should be implemented
or used.
A large factor in SME collisions is the poor vision afforded to the operator due to the configuration
/ design of equipment. Collision avoidance technology is largely aimed at this deficiency.
Currently available technology includes cameras, radar, radio frequency detection, and Global
Positioning Systems (GPS).
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Collision avoidance technology must be soundly designed, installed, and practical. Ineffective
application of technology just to ‘tick off’ compliance to this requirement is of little or no value and
is not desirable.
A1.7 Reversing Alarms
The intent of this requirement is to avoid serious Harm / Injury by providing an audible alarm
which indicates to pedestrians and drivers of other equipment that equipment is about to reverse.
Certain sites have environmental / community issues from the noise created by these. In these
cases alternative controls can be used. As a potential solution to this issue there are directional
reverse alarms available which use technology to only transmit loud noise in the narrow field
where collision would be likely. Another available technology adjusts the volume of the alarm to
the ambient noise level. Reversing alarm checks should be an element of the pre-operation
inspections outlined in requirement B4 of this Standard.
A1.8 Chock Blocks
The intent of this requirement is to avoid serious Harm / Injury and equipment / facility damage by
stopping SME from rolling away when parked.
The requirement is that chock blocks are to be carried on all SME and available for use if
required by the site developed Parking Standard. The chocks should be of the correct size and
specification for the weight and tyre size of the SME as prescribed by the chock block
manufacturers. In some cases the chock manufacturers recommend use of multiple chocks to
cope with the mass of the equipment. In case of loaded equipment or parking on severe slopes,
chocks may not be effective and other forms of control should be used.
Modern chock manufacturers now have lighter weight alternatives and there are innovative
systems (such as placing below the hydraulic access ladder) that sites have devised to carry
them to reduce the risk of sprain strain injuries.
For workshop situations chock trolleys have been developed to avoid bending and lifting for
maintenance personnel.
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A1.9 Horn
The intent of this requirement is to avoid serious Harm / Injury by providing audible warning of the
intention to move the SME in order to avoid a pedestrian or person within the machine foot pint
from being run over, and to avoid possible collision or other emergency situation.
The horn should be capable of being heard over the general environment and other machine
noise. The horn button should be located in a position that is readily accessible to the operator
during normal operation and in the event of an emergency.
A1.10 Effective Windscreen Wipers
The intent of this requirement is to avoid serious Harm / Injury by providing clear vision to the
operator during inclement weather for safe operation.
The wiper blades should be part of the maintenance program to ensure they are effective and not
capable of damaging the windscreen. Associated windscreen washers should also be available
to help clear the screen of accumulated mud or dust. If there is no enclosed cab this requirement
is not applicable.
A1.11 Effective Guarding
The intent of this requirement is to avoid serious Harm / Injury by protecting people from
entanglement in moving equipment such as rotating shafts, pulleys, belts and so forth.
On some equipment moving parts are located behind engine covers and there is confusion over
whether those moving parts, if accessible, should also be guarded.
A risk based process shall be used to identify where safeguarding and interlocks are required on
plant and equipment’. In general if there is a need to access an area that has accessible moving
parts with the engine running, then there is a need to guard those parts. It is for the protection of
both operators and servicemen whilst they inspect and service the equipment and for
maintenance people when they are testing or fault finding.
In general if the engine cover is secured by a bolt that requires a spanner or tool to remove it,
then the individual moving parts behind that cover are effectively guarded. If that cover can be
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opened by twisting a lever, or pushing a button or similar without the use of a tool, then the
accessible individual moving parts require guarding.
A1.12 Signage
The intent of this requirement is to avoid serious Harm / Injury by enabling quick and easy
identification of a specific piece of SME from a distance in an emergency situation, and / or to
ensure positive communication of the intention to move or interact with equipment in order to
avoid collisions.
It is also useful for behaviour observations and incident investigations. Sites should establish
their own site standard for equipment identification. Iridescent yellow font on a black background
(or the reverse) has generally been found to be most effective. Identification painted directly onto
the equipment colour (as a background) is not leading practice as it becomes confused with the
OEM model numbers and does not stand out. Identification should be visible from all sides of the
SME.
Consideration should be given to magnetic identification signage where:

• it may be impractical to apply permanent adhesive identification signage to SME (e.g. short
term operation of a vehicle on site), or
• local sensitivities exist which may cause concern regarding display of signage when SME
travels off site.
A2 Minimum Safety Specifications (should)
SME should have the following minimum safety specifications, unless exempted by risk
assessment:
Note these requirements are ‘shoulds’ and the primary intent is to comply with the full
requirements as if they were mandatory. However, there will be circumstances where local
conditions may demonstrate that the requirement is either not applicable or an alternative
approach is necessary. In these cases variation can only be considered as compliance if the
most senior manager of the operation approves it based on an evaluation of the risk. So, for
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example, it may not be necessary to have an enclosed and air conditioned cab on a forklift that is
used for short periods at a time in a workshop situation.
A2.1 Roll-Over Protection
The intent of this requirement is to avoid serious Harm / Injury by protecting the operator and
other occupants of SME in the event of roll over.
There are international and national standards for Roll-over Protection Structure (ROPS) on Earth
Moving Equipment which should be complied with.
• International – ISO 3471
• Australian - AS 2294.2
• NSW - MDG1
• Society of Automotive Engineers - SAEJ1040
• European Standard - BS EN 13510
• South African - SABS 3471
Most Earth Moving Equipment is delivered directly from the factory with ROPS as standard or as
an OEM option. If the ROPS is certified there will be a certification label on the unit.
Any repair or unauthorised modification made to ROPS voids the certification unless specifically
approved by the manufacturer or a registered professional engineer familiar with ROPS. ROPS
cannot be welded on, drilled into, cut into, repairs made to corrosion, or anything that weakens
the structure’s ability to perform its intended function.
Bent, deformed or broken ROPS components, including mounting brackets, cannot be repaired
and must be replaced.
A risk based approach shall be used to determine if ROPS is not required.
In the case of medium and heavy buses, those sold since 1993 in Australia comply with ADR 59 /
00 which is a minimum standard for Omnibus rollover strength.
This fact can be used as part of the risk assessment to determine if ROPS should be fitted.
Compliance to ADR59 / 00, or the international equivalent, (e.g. United Nations ECE R 66 / 00)
equates to a strong control in its own sense. The compliance plate of the bus should be carefully
checked for the ADR or equivalent.
Most recently manufactured road going trucks generally have compliance to an international cab
strength standard. (European Commission for Europe (ECE) Structural Standards (Regulation
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29). The compliance plate of the truck should be checked for this to determine if this control
exists and can be used as part of the risk assessment for the fitting of a ROPS or not.
It is important that any ROPS fitted to SME is designed, manufactured and fitted by a suitably
qualified and authorised person. Any newly determined ROPS design should be appropriately
risk assessed. In some cases there may be local government or legislative requirements in
respect of the design and fitment of a ROPS to SME and it is important that these requirements
be determined at local level. The design and fitment of a ROPS should take the following items
into consideration:
Configuration - review of the ROPS overall design, taking into account:

• Should the ROPS be ‘internal’ or ‘external’?
• Does the ROPS design provide adequate protection for all SME occupants?
• Does the ROPS design incorporate sufficient bracing to ensure the ROPS is able to
withstand a roll over impact?
Mountings - are the ROPS mounting plates (including the fittings) acceptable in type, size and
design to withstand the significant pressures applied to the structure within a roll over event?
Do the mountings interfere with any part of the vehicles structural integrity? Note:
• Drilling or welding to the vehicle chassis should not be undertaken as this may cause
potential concern regarding the overall vehicle crashworthiness.
• It is recommended that the mounting plates consist of both an ‘upper’ and a ‘lower’ mounting
plate to provide a sandwich effect to the primary structure it is being attached to.
Passenger space - does the ROPS design create other risks or disruptions to SME occupants?
For example:
• difficulties associated with operator or passenger vehicle ingress / egress, interruption of
operator visibility,
• difficulties associated with locking or unlocking the rear doors (where applicable), and
• risks associated with the operator or passengers to impact with the ROPS in a crash event.
Tubing - is the type and diameter size of the ROPS tubing sufficient to withstand a roll over
impact?
Padding - is there adequate padding applied to the ROPS to provide adequate occupant
protection in a crash event?
Seat belt anchorages - it is important that the ROPS is not designed and installed in such a way
as to affix to or interrupt the vehicle seat belt anchorage points.
Workmanship - the ROPS design and manufacture (including welding) should be reviewed to
ensure it is of a consistently high standard of workmanship.
Labelling - where ever possible the ROPS should be labelled to be of an accredited design
A2.2 Fire Suppression System
The intent of this requirement is to enhance the SME occupant’s ability to escape to ground
without serious Harm / Injury in the event of equipment fire.
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The fire suppression system should be capable of being activated from both the ground and
cabin levels to cover a variety of emergency scenarios. A hand held fire extinguisher is not
considered a fire suppression system for the purposes of this requirement. This requirement
does not remove the need to equip SME with hand held fire extinguishers in line with the normal
site requirements.
A risk based approach shall be used to determine if fire suppression is not required. Logically
where there is no or low risk to the SME occupants in escaping safely to ground in the event of
equipment fire, then fire suppression may not need to be fitted (unless there is an asset
protection, or other consequence motive to fit one). An example of this would be a machine such
as a forklift or light truck where the operator can normally exit to the ground through either side
with ease in the event of fire.
The fire suppression system is considered a critical component and as such, should be included
in a maintenance and inspection program to ensure its effective operation.
A2.3 Two-Way Radio
The intent of this requirement is to avoid serious Harm / Injury by providing enhanced and
positive means of communication between SME and people and other vehicles to reduce the risk
of collision with vehicles, equipment or people, and to assist in the raising and operation of
emergency response.
The requirement provides sites with latitude to use other forms of communication (such as CB
radio) if conditions dictate that they can be safely substituted.
A risk based approach shall be used to determine if two-way radio communications is not
required.
The use of two-way radios during operation of SME is not prohibited as it is for mobile phones
(see requirement B15 of this Standard). The public form of conversation held on two-way radios
is normally short and directional in contrast to the more lengthy involved private conversations
held on mobile phones. If the two-way radio conversation is likely to, or becomes lengthy, the
conversation should be suspended until the SME is parked safely according to the site Parking
Standard (requirement B9 of the Standard). Under no circumstances are operators of SME to
allow the distraction of a two-way radio conversation to interfere with the safe operation of the
machine.
A2.4 Fall On Protection
The intent of this requirement is to avoid serious Harm / Injury by providing protection to the
occupants of SME against the risk of falling objects.
International and National Standards exist for Falling Object Protection Structures (FOPS).
• International - ISO 3449
• Australian - AS 2294.3 Society of Automotive Engineers SAE J1040
• European Standard - BS EN 13627
• South African - SABS 3449
The same general principles of construction and maintenance outlined for ROPS in the section
above should be applied where relevant for FOPS.
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A risk based approach shall be used to determine if FOPS is not required. Logically where there
is no or low risk of falling objects then the SME operating in that environment would not require
FOPS.
A2.5 Environmental Conditions
The intent of this requirement is to avoid serious Harm / Injury/serious health issues by protecting
the occupants of SME from dust and other severe environmental conditions, and impact from
falling or projected objects such as rocks for enclosed and tightly sealed air-conditioned cabins,
with consideration of requirements for noise and dust suppression systems and suitable
protective glass (e.g. toughened, laminated, shatterproof).
A risk based approach shall be used to determine if an enclosed and tightly sealed air-
conditioned cab is not required. This same risk based approach will determine if other
environmental filters or controls need to be included for unique hazardous atmospheres.
A risk assessment is required for the decision to fit different styles of cab glass. The appropriate
style of glass depends on the application and risk exposure. Generally, pressure resistant glass
is required on dozers working on live stockpiles with bottom feeders (in case of inundation), and
shatter resistant glass is required when working in a mining situation in high risk situations such
as adjacent to high-walls and falling objects. These applications are usually legislated in the area
of operation. Heatproof glass is required at times in smelter operations.
The inspection and maintenance of cab glass and rubber seals should be included in the site
maintenance and inspection program as required in requirement B10 of this Standard. It is
essential that the integrity of the seal be maintained by replacing rubber seals that are damaged,
flattened or worn over time. In a similar manner glass that is crazed, cracked or broken should
be replaced to enhance visibility, protection and dust sealing. Doors, windows and catches
should be maintained to ensure they close securely and assist with the sealing of the cab. Care
should be taken when installing wiring and leads for lights, radios, and other devices, that they
are not routed over or under the rubber seal in such a way as to destroy its ability to seal.
Similarly, holes drilled through the cab (do not drill ROPS unless approved method and location)
should be sealed by using appropriate grommets or other means.
If tinted or solar radiation reduction cab glass or film is specified, consideration should be made
for safe night time operation and the effects of scratching on the film due to dust. There are
some reflective films available that make it almost impossible to operate at night due to the in-cab
instrument and screen monitor light reflecting back from this film.
The in-cab occupational noise levels are usually legislated, but consideration should also be
made to this factor in specifying cabs for equipment to reduce permanent hearing loss to our
equipment operators.
A2.6 A Method Of Transporting Supplies
The intent of this requirement is to avoid serious Harm / Injury by providing a mechanism that
allows people to ascend or descend SME safely by maintaining three (3) points of contact.
A method for transporting supplies and personal items to and from the operator cabin which
enables drivers to continuously maintain three (3) points of contact whilst mounting and
disembarking equipment (e.g. a back pack).
A risk based approach shall be used to determine if a method of transporting supplies and
personal items is not required.
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Logically, on equipment where the item can be placed on the floor of the cab from the ground, or
where stair ways are provided, the risk would be low and as such a method would not be
required. Sites have implemented various solutions such as the use of backpacks. This should
be coupled with behaviour based observations to ensure the use of these backpacks is as
expected.
A3 Advances In Technology
The intent of this requirement is to avoid serious Harm / Injury by enhancing SME safety though
the application of technology that assists operators and their supervisors complete their functions
more effectively.
Advances in technology for collision avoidance, safety management systems, fleet management
and visibility improvement, shall be monitored, and appropriate engineering reviews should be
conducted to determine whether new technology should be implemented or used.
The key words in this requirement are ‘shall be monitored’ and ‘appropriate engineering review
should be conducted to determine whether new technology should be implemented or used’.
Compliance with this requirement should focus on these key words rather than to assume poorly
designed and ineffective technology fitted to SME will satisfy compliance. This requirement is a
continuous improvement one where sites should strive to adopt the latest technology (that really
works and is reliable) to give all concerned the best chance to avoid collisions and other
accidents resulting in serious Harm / Injury.
Technology that is considered within the scope of this requirement includes but is not restricted
to:
• Collision avoidance systems such as:
• cameras,
• radar
• radio frequency identification, and
• GPS.
• Fatigue detection and management devices.
• Equipment operation control systems.
• Systems to monitor separations, position, speed, access, seatbelts and other operating
behaviours.
• Radio and other remote signalling for equipment condition, condition alarms, tyre operating
parameters, etc.
• Fleet dispatch and emergency operations.
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A4 Roadways
The intent of this requirement is to avoid serious Harm / Injury by having safe roads, ramps and
intersections at our controlled sites.
Design, inspection and maintenance requirements should be in place for all roadways including
collision protection of hazardous and critical plant and equipment. Risk assessments should be
carried out prior to any changes to traffic movements.
Sites are expected to have procedures and systems to ensure that roads, ramps and
intersections are designed, inspected and maintained to appropriate standards (minimum width,
turn radius, camber, crown, clear vision distance, maximum grade, and surface material,
drainage, demarcation and signage, etc). All applicable legislative requirements of the country of
operation should be met, and where appropriate, exceeded to meet the Ausenco Standards.
As part of this requirement risk assessments are to be used prior to any changes in traffic
movement (repeated in requirement B12). Changes such as this are proven to incur higher
potential risk and consideration should be made to ensure appropriate controls are put in place to
control that additional risk.
These additional controls may include but are not restricted to:
• Signs.
• Restricted traffic direction.
• Flagman.
• Lighting.
• Barriers and other road demarcation structures.
• Witches hats.
• Reduce speed limits and speed monitoring technology.
• Dust control.
• Guide posts.
• Stop lights.
A5 Safety Berms
The intent of this requirement is to avoid serious Harm / Injury by preventing SME from falling into
excavations or over other significant changes in elevation.
Safety berms shall be in place along roadways, excavations and dump areas as determined by
risk assessment.
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It is not the intention to place safety berms along all roadways. They shall be placed as
determined by risk assessment and or local legislation requirements. This normally means
protecting the tops of excavations, bridges, dump areas, cuttings, and other roads and road
structures where there is a steep drop off.
Sites should establish standards for these safety berms appropriate to the size of the SME
operating in that area, and the material of construction of the safety berm. As an example for
dumps, the generally accepted standard is half the wheel diameter of the largest piece of SME
using that dump. This may have to be increased depending on the properties of the berm
construction material.
A6 Layout Of Cabins
The intent of this requirement is to avoid serious Harm / Injury / health impacts by providing an
ergonomically sound and comfortable operating environment for the operator and occupants of
SME.
Layout of cabins should take into consideration the ergonomics of seating, operator controls, and
retrofitted devices.
The requirement is related to requirement A7 of this Standard in that placement of controls

should not lead the operator or other SME occupant to human error though poor placement of
controls (stereotypic error). Controls should be designed and ergonomically located to avoid
injuries such as repetitive strain injury and not increase the onset of fatigue. The controls should
be readily accessible for emergency situations. Seating should be provided that meets
appropriate International and National Standards to ensure, amongst other things, the risks of
equipment vibration are controlled. Retrofitted devices should be subject to a change
management process, as specified in requirement B3 of this Standard. Their fitment should not
add additional risk or compromise the effectiveness of other controls or safety devices. For
example, a two way radio installed in an overhead position that leaves the operator prone to
hitting his / her head in the event of an accident is an undesirable situation.
A7 Fleet And Control Consistency
Fleet and control consistency should be considered where possible to minimise operator error
when changing machines.
The intent of this requirement is to avoid serious Harm / Injury by providing consistent controls
(and their position) between similar types of equipment to minimise accidents due to operator
error.
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This requirement is to prevent stereotypic errors as described in the requirement A6. An example
of a stereotypic error is when a person changes from a European manufactured car to an
Australian manufactured car and turns on the windscreen wipers instead of the turn signals
because they are on different sides depending on the country of manufacture.
This requirement does not mean that the controls of existing equipment should be boldly changed
to reach compliance. In some cases this is impractical, cost prohibitive and may lead to
unintended and undesirable consequences. This requirement means that when considering
equipment purchase and or replacement, that the consistency of controls of the equipment be
considered as an important factor in the purchase decision. This requirement can be interpreted
to allow some modification of existing equipment controls to afford fleet control consistency where
those changes are cost effective and change management processes are followed. An example
of this would be relocating the position of the fire suppression system button to be the same
location for all equipment of the same type.
B PROCEDURAL REQUIREMENTS
B1 Seatbelts
The intent of this requirement is to avoid serious Harm / Injury by having all occupants of SME
wearing their seat belts at any time the vehicle is in motion to ensure the occupants of SME are
constrained to their seats and within the cabs.
Seat belts shall be used in all cases for all occupants.
Adherence to this requirement is perhaps the biggest single step an individual can make to
increase their chance of survival from a SME accident. For that reason compliance should be an
important consideration in behaviour based observations as required in requirement C6 of this
Standard. Some sites have implemented initiatives to assist with compliance such as orange
coloured seatbelts, seatbelt reflective shields, seatbelt detector lights and alarms, seatbelt –
ignition interlocks, and so forth.
B2 Selection And Acceptance Process
The intent of this requirement is to prevent serious Harm / Injury due to new to site and modified
equipment that have risk issues that have not been detected or controlled.
A formal risk-based selection and acceptance process shall be in place for all new (to site) and
modified SME prior to commencement of work on site.
This requirement is closely linked to the change management requirement B3 of this Standard.
The risk assessment shall be conducted using the Ausenco guideline for HSE Risk Management,
and the implementation of additional controls and maintenance of controls should be managed to
ensure they remain effective.
It would seem logical and cost effective to complete the selection process thoroughly to ensure
that unsuitable machines are not purchased, and to include any modifications required to reach
compliance when negotiating the purchase agreement. This would eliminate delays and extra
costs caused if a machine arrived at site and was then required to be extensively modified.
The site acceptance procedure would then be a confirmation that the modifications and options
requested were delivered as specified, and a last check once the machine is fully together that no
risks have been missed. The use of formal check sheets would ensure that both of these
processes are conducted methodically and formally. The processes should consider not just the
specific equipment but its interaction with man and other equipment and systems on site. In
effect the whole process is similar to that required in requirement B3.
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B3 Change Management
Selection of equipment, and any modification, shall be subject to a rigorous change management
process.
The intent of this requirement is exactly the same as for requirement B2.
B4 Pre-Operation Inspection
The intent of this requirement is to avoid serious Harm / Injury caused by SME defects.
A procedure and checklist system shall be in place for pre-operation inspection by the operator,
including a brake functionality test. Log books shall be maintained and audited, and shall be
located on the machine.
A site procedure shall be in place that requires operators and drivers to perform a pre-operation
inspection of the machine for visible damage and defects, and record the results in a log book to
be kept on the machine.
The procedure should include a brake functionality test that is capable of being conducted by a
competent operator. The results of the inspections shall be recorded as soon as they are
completed. It is not satisfactory for them to be completed throughout the shift, although there
may be situations, such as hot seat change overs, where it may be more appropriate to conduct
the inspection a short time into the shift (after the load has been dumped, or when the machine
can be stopped in a safe location for the inspection to be carried out).
This is to assist with the management and audit of compliance with this requirement. The
procedure shall detail which defects require that the machine be shut down and not operated until
they are repaired. There may be some defects which would allow safe operation and allow the
repairs to be completed as part of planned maintenance activity. The procedure should include
the flow of defect reporting through to repair and notification that the repairs have been
completed in line with requirement B6 of the Standard.
If the pre-start check determines that the machine should not be operated, the operator must use
the site procedure for ensuring that faulty equipment is not operated (such as affixing an ‘out of
service tag’).
B5 Stable And Suitable Surfaces
The intent of this requirement is to avoid serious Harm / Injury caused by SME operating in
situations outside that for which it is designed.
Procedures shall be in place to ensure SME only operates on sufficiently stable surfaces and on
gradients that are within the limits of safe operation.
This requirement is aimed at preventing the situations such as:

• Equipment operating, parking, descending or ascending, or travelling across slopes that are
too steep for the intended design operation of that equipment.
• Equipment operating on surfaces that are prone to slip, slump, failure, submersion,
bogging, or other mechanism.
The procedures would form part of the operator training procedures as specified in requirement
C3. Consideration should be made for how operators judge the slope on which they are
operating the equipment. Some equipment is equipped with inclinometers to assist with this
judgment.
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B6 A Post-Maintenance Machine Test
The intent of this requirement is to prevent serious Harm / Injury by ensuring that equipment that
has undergone repair is not returned to service until it is tested for safe operation.
A post-maintenance machine test (scheduled or break down) shall be conducted.
This requirement is closely linked to requirement B13, where the scope of testing that
maintenance personnel are permitted to undertake must be specified.
Following repair of equipment, the maintenance personnel must perform, or cause a test to be
carried out, that confirms and documents that the repair has been completed for safe operation.
If the required test falls outside the scope of testing or operation that the maintenance person is
permitted, they shall arrange for a suitably qualified operator to test it. There should be sign off
by the repairer to document that the test has been completed and the equipment is safe to
operate.
Attention should also be given to other components or functions that have been interfered with in
order to complete the original repair. So for example, if the original job was to replace a wheel
bearing, and this required the brake discs to be removed, the post-machine test should not only
confirm that the wheel bearing is functioning correctly, it should also confirm that the brakes are
functioning as well.
B7 On The Job Risk Assessments
The intent of this requirement is to avoid serious Harm / Injury by ensuring the risks of SME
operation, maintenance and other activities are identified and controlled before commencement
of the operation or activity.
On the job risk assessments shall be conducted as part of the planning process for SME
operations, including maintenance and other activities.
The risk assessment should be conducted using HSE Standard – Risk and Hazard Management
– 9999HSESD7005 and the implementation of additional controls and maintenance of controls
should be managed to ensure they remain effective. It is implicit within this requirement that the
work team be involved in this process. It would be considered unsatisfactory to have the on-the-
job risk assessment completed by a supervisor in isolation from the work team.
An example of how this requirement applies is as follows:
As part of the site schedule the operation is to relocate to another area of the site. A team of
people, which may include Contractors, supervisors and operators, visit the area and conduct a
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Job Safety Analysis (in line with site procedures), and identify the risk issues and develop
controls for these risks.
If conditions change once an operation commences, the on-the-job risk assessment process
would need to be reviewed.
This requirement is broad in that it also includes the maintenance activities. Requirement B10,
concerning maintenance and inspection programs, is therefore closely related.
B8 Dust Control And Water Management Plan
The intent of this requirement is to avoid serious Harm / Injury by controlling the risk of SME
accidents due to dust interfering with vision and visibility, loss of control due to wet or over
watered roads, and road damage due to severe weather.
A dust control and water management plan for roads, mining and haulage operations shall be in
place. Consideration shall be given to extreme wet weather and the issue of over-watering
roads.
Dust control methods may include road pavement sealing, road sweeping / vacuuming, watering,
and chemical treatment or application. Water management may include road and other drainage
structures to effectively clear the SME operating surface of water that can create unsafe
conditions such as road damage and loss of traction. This element ties to requirement A4,
concerning the design, inspection and maintenance of roadways.
Closely related to this requirement is the element of requirement B11 which calls for guidelines
for abnormal road conditions and the responsibility for deciding on go / no go in the event of
unsuitable operating conditions.
Over-watering is a major issue to Ausenco which is seen as a contributing factor to a high

number of SME high potential and serious incidents. Operations are becoming increasingly
aware that the role of the water truck driver is important to the safety of all road users and the
training and competency of this person must be carefully undertaken. The design of the sprays
and control systems are also important in achieving the careful balance of dust control and good
traction on the road surface.
B9 Parking Standards
The intent of this requirement is to prevent serious Harm / Injury due to unattended equipment
rolling away, or collisions due to inappropriate parking.
Parking standards shall include requirements for the immobilisation of SME (e.g. chocking or
ditches / trenches) and consideration for breakdown maintenance activities.
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The parking standard should include specification of the preferred method of parking, including
when the equipment chock blocks should be applied (e.g. chocking or ditches / trenches) and
consideration for breakdown maintenance activities.
Leading practice is to have defined SME parking areas, segregated from pedestrians and light
vehicles in line with requirement B11 concerning traffic management plans.
These parking areas should be constructed for drive through parking where practicable to avoid
reversing and minimise the risk of collision. Parking ditches or berms should be provided to avoid
the use of chock blocks. Some training, familiarisation and demarcation of the ditches and berms
is required as some operators seem to want to run through them at speed and destroy their
backs and the equipment.
Severity of the ditch or berm can be adjusted to minimise this risk. Chock blocks should be used
in all other cases to avoid unattended equipment rollaway. Consideration should be made for a
segregated walkway for the operators to depart the equipment and exit the parking area safely.
Bump Stop Parking Ditch Parking
The parking standard should specify the method if temporary parking outside of the defined
parking area is required. This should also consider the location of equipment parking to ensure
the equipment does not hinder the flow of traffic or vision of other road users.
The parking standard should also specify how and where maintenance vehicles are parked in the
event of breakdown or field service. It should also include the procedure required for
maintenance vehicles to enter within the vehicle / equipment separation distances specified in
B11 of this Standard. There are many recent SME related incidents caused by a lack of
competent procedures and discipline in this area.
Incorporate traffic management into your

HSE Plan
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B10 Maintenance And Inspection
The intent of this requirement is to avoid serious Harm / Injury caused by equipment failure or
malfunction through poorly maintained SME.
A maintenance and inspection program shall be in place for SME, including critical equipment
and components.
A competent maintenance and inspection program, with the level of sophistication appropriate to
the equipment population and type, should be in place to reduce the likelihood of equipment
failure or malfunction.
B11 Traffic Management Plan
The intent of this requirement is to avoid serious Harm / Injury by ensuring site road networks and
procedures are designed, constructed and developed to reduce the risk of SME collisions with
people, other equipment and structures.
A site-based traffic management plan should be in place including, but not limited to the following:
B11.1 Segregation of pedestrians, light vehicles and heavy mobile equipment
Full segregation is not intended, or even sometimes possible, but attention should be focused on
high risk areas. Segregation, in decreasing order of effectiveness, includes physical barriers
such as gates, barriers, and fencing, and demarcation such as clear marking of walkways and
pedestrian crossings. Whilst demarcation, such as line marking and painting of walkways can
help, it should be recognised that individual discipline cannot be counted on in times of risk.
Where barriers and fencing is required because of the risk, it should be erected.
Some sites have constructed separate road networks for Light Vehicles to SME. It is desirable
that this be done without significantly adding to the number of intersections - as intersections add
risk. Consideration should also be made to the additional road maintenance resources required
by the additional road network. Segregation of Light Vehicles and SME is essential for parking
and other high risk areas such as dump hoppers.
Examples of pedestrian segregation and demarcation
B11.2 Setting of appropriate speed limits, and installation and maintenance of road signage
Maintenance and cleaning of signs should not be forgotten. For large scale operations
consideration should be made to the size of the signs in comparison to the scale of the roads and
equipment.
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Setting the maximum site speed limit too high is a direct contributor to SME and light vehicle (LV)
related accidents. Setting it unnecessarily too low will lead to cultural acceptance of violation.
Site rules and training should make it very clear that the maximum speed limit is the limit
providing all environmental factors are normal, and it is the operator’s responsibility to lower their
speed below this when required for safe operation. A vehicle out of control is a sign that the
operator has not correctly judged the conditions of the road and lowered the speed appropriately.
B11.3 Right-Of-Way Rules (Including Overtaking Restrictions)
A better name for this requirement would be ‘give way’ rather than ‘right of way’. Leading
practice right of way rules are usually those that mirror the rules of the road within the community
of operation. This should be accompanied by give way or stop signs where appropriate. Site
training and induction programs should stress the term ‘right of way’ does not remove the
responsibility on all drivers and operators to take what ever action necessary to avoid a collision
regardless of who has the technical right of way.
Overtaking on any site is a high risk activity and the design of overtaking rules and permitted
areas for overtaking should be carefully made. Some sites prohibit overtaking absolutely as a
very strong control. Where overtaking is permitted it should include a positive form of
communication between the parties.
B11.4 Access planning in areas identified as hazardous and having significant associated risk.
This means having systems and controls to ensure unauthorised SME does not enter areas
identified as high risk such as blasting areas, areas where there are flammable, toxic or explosive
gasses or other materials stored or conducted, high voltage areas, areas that are deemed
unstable from a geotechnical point of view, and so forth.
B11.5 Pedestrian and Light Vehicle Control
Systems to control movement of mobile equipment in areas accessible to pedestrians, into and
out of workshops, and for controls on pedestrian and light vehicle movement around mobile
equipment.
B11.6 Designated Parking
Designated parking areas for heavy vehicles and light vehicles including around maintenance
areas is required.
See also requirement B9.
B11.7 Isolation of Production and Maintenance Crews
Systems to control approaching, refuelling, parking, boarding, disembarking, and isolation by

production and maintenance crews. Equipment operators or drivers shall be out of the cabin and
dismounted onto ground level when their direct involvement with maintenance or servicing is not
required.
Note that many SME incidents involve collisions with maintenance vehicles used to ferry people
to the equipment for breakdown. The system must include clear procedures for where such
vehicles are parked with respect to the SME and how the maintenance people are to seek
permission to board.
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There should also be very clear procedures for servicing / fueling as there is an interaction of
equipment and people and a high potential for human error and lack of understanding. We want
to avoid this, or worse
B11.8 Guidelines for abnormal road conditions (e.g. rain, high winds) giving ‘go / no go’ criteria
and stating the responsible person for this decision is required.
See also requirement B8. Note that the site developed guideline must state who is responsible
for the decision to pull up operations when conditions make it unsafe to proceed, and for when
operations may resume. This does not over ride every employee and Contractors responsibility
to stop the activity if they believe in good faith that it is unsafe to proceed.
B11.9 Clear communication procedures are required for interactions between all vehicles.
B11.10Truck loading / unloading procedures - to avoid material or objects falling from the vehicle.
Includes Earth Moving Equipment and other forms of loading - to avoid material or objects falling
from the vehicle.
General Principles for Loading and Restraining Items. The procedure for loading of haul trucks in
mining operations should consider the reduction of spillage to assist with the tyre management
systems as described in requirement B14 of this Standard.
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B11.11Guidelines for wide or abnormal loads including offsite transport
Should include escort requirements as appropriate. Off site transport should consider
appropriate community permits and licenses and clearance distances and weight restrictions
along the intended route.
B11.12Systems to control equipment use within the vicinity of overhead power lines.
The System should include things such as high vehicle movements permits, markings of safe
clearance heights of overhead power lines and other structures, marking SME clearance heights
inside cabs, ‘tray up’ indicators and speed limiters, and protection of overhead power lines and
structures by ‘jingle bars’, tiger tails, orange balls and so forth.
B12 Changes To Traffic Movements
Risk assessments shall be carried out prior to any changes to traffic movements or road systems.
Already covered in requirement A4.
B13 Operations / Maintenance Distinction
The intent of this requirement is to prevent serious Harm / Injury due to operators performing
maintenance work that they are not competent to perform, or due to maintenance people
operating SME in functions or areas in which they are not competent or permitted.
Procedures should be in place which detail the maintenance which an operator is allowed to
perform and that maintenance which personnel can carry out under testing conditions.
Most sites have training programs that detail the minor maintenance functions expected to be
able to be performed by operators. Some sites go beyond this and have multi-skilled operators
capable of a much wider scope of maintenance activities. This requirement does not limit that
scope, but is addressed at making sure sites have systems to ensure operators do not go beyond
the scope for which they are trained or authorised.
A similar thing applies to what operating scope is permitted to maintenance people. Most sites
train and authorise their maintenance people to be competent to safely move SME from the
parking areas to the workshop, testing of functions for fault finding and post maintenance testing,
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and return to the ready line. Others train and authorise their maintenance people to be able to
run the equipment in the production circuit if required. Once again, this requirement does not
limit that scope, but is addressed at making sure sites have systems to ensure maintenance
people do not go beyond the scope for which they are trained or authorised.
B14 Tyre Management System
The intent of this requirement is to prevent serious Harm / Injury from fire or explosions of tyres,
accidents due to worn, damaged, faulty or poorly fitted or selected tyres, and accidents related to
fitting or inflating / deflating tyres.
A tyre management system shall be in place to address issues including fire, heating, explosion,
electrical contact, separations, maintenance, tyre changes, etc.
Tyre safety and tyre management goes beyond checking pressures and tread depth. It should
also cover such things as:
• The specification and selection of tyres to suit the duty that the SME will perform (TKPH
rating, cut risk, etc).
• Safe mounting, fitting, inflation and deflation (including the safe use of tyre handlers).
• Ongoing maintenance and inspections (tread depth, pressures, cuts and damage).
• Monitoring of duty (TKPH, speed, load, distance, temperature).
• Change out and rotation decisions.
• Tyre fire procedures and emergency procedures.
• Rim selection and maintenance.
• Procedures in event of touching power lines.
• Road maintenance and design to maximise tyre life and minimise tyre damage.
B15 Mobile Phones
The intent of this requirement is to prevent serious Harm / Injury as a result of SME accidents
caused by distraction to the operator caused by using mobile phones whilst the equipment is in
motion.
Mobile phones, whether hands free or not, shall only be used by the driver of SME whilst it is
stationary and in a safe location.
There is enough community available information and evidence to support the need for this
requirement. Hands free kits are also shown to provide no less a distraction than holding the
phone and likewise should not be used. This requirement includes prohibition of constructing,
sending or reading text messages. See requirement A2.3 for more discussion. If operators of
SME are permitted by their site rules to use mobile phones they should proceed safely to the
nearest safe and approved parking location, and park safely according to the site Parking
Procedure before using the mobile phone.
C PEOPLE REQUIREMENTS
C1 Recruitment and Induction
The intent of this requirement is to avoid serious Harm / Injury due to SME accidents caused by
engaging or selecting operators of SME who are not fit for the task.
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Recruitment and induction processes for SME operators shall encompass past work history, site
testing, and comprehensive medical examinations that confirm fitness for work.
Refer to HSE Standard - Fit for Work – 9999HSESD7011.
In this case the intent is to avoid injuries / fatalities / accidents such as:
• Falls from equipment during accessing and working on equipment due to a lack of mobility,
strength, agility, etc.
• Impacts or aggravation to existing health issues from the risks of equipment vibration, dust,
noise etc.
• Collisions due to issues such as vision, depth perception, reaction speed, coordination,
hearing, sleep disorders, epilepsy, alcohol or impacting drug dependency, etc.
C2 Site And Area Induction
The intent of this requirement is to reduce the risk of serious Harm / Injury caused by SME
accidents as a result of the operators not being aware of the risks of a particular work place or
environment in which they are operating.
Site and area induction of operators shall be performed prior to starting work in a new area.
The site induction would be expected to train the operators on the overall legislative, safety and
operating procedures, and expected safe behaviours in order for them to carry out their tasks
without injuring themselves or others, or damaging equipment or facilities. It should make them
aware of the overall site risks that they would be exposed to.
The area induction is a more in-depth training and familiarisation on the specific risks, operating,
safety procedures in the area in which they work. Specifically this would include the traffic
system, traffic flow, parking areas, speeds, restricted areas, and so forth.
C3 A Permit Or Certification System
The intent of this requirement is to reduce serious Harm / Injury due to SME accidents caused by
operators who are not competent or authorised to operate on site. It also intends to ensure that
SME operators do not operate equipment off site without the appropriate community license or
permits.
A permit or certification system shall be in place to ensure drivers are competent to drive on site.
in addition, a system shall be in place to verify that operators of Ausenco vehicles have a valid
driver’s license prior to operating Ausenco vehicles off-site.
The expectation is that sites implement appropriate systems to train and formally issue
authorisation or permits to operate SME on that site. In some cases sites accept community
issued certification and endorse that as proof of competency, but that is not always an absolute
guarantee. Sites that do this without a quality check are advised to carefully consider the risks of
doing it. If there is no site resource who has the competence to check community issued
licenses, it is suggested the site develop systems such as external qualified Contractors to
conduct this. In some countries the community issued licenses may have such quality control
that this is not necessary, but the endorsement for site operation should still be carried out. The
site and area induction should of course also be done.
Consideration shall also be made to a reassessment program to evaluate the continued

competence of operators over time.
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The second part of the requirement is that there shall be a formal process to check that SME
operators possess the expected community issued licenses to operate equipment off site. So for
example, if a grader was required to be taken into town to complete a community project, that
there be a formal check to ensure the operator had a current community license to operate that
equipment off site. Where off site work is more frequent, such as product haulage to a port, a
systematic (for example, annual) checking process should be developed.
Thorough documentation and document control of the training and authorisation records and
systems for same should be well maintained for integrity of the system, audit and legal
compliance.
Leading practice sites have implemented systems which automate the control or access to
equipment. Operators are issued a key or token which only permits them to operate equipment
for which they are authorised.
The system has the capability to alter or suspend the rights of these tokens. (For example, if the
operator had not passed his regular medical, or his time since last operation of that equipment
had expired). Some systems also have the capability to monitor and report on driver behaviours
such as speed and braking.
C4 Fit-For-Work Policy
The intent of this requirement is to avoid serious Harm / Injury due accidents caused by operators
who are impaired by a fitness for work issue.
Reference should be made to Fit for Work – 9999HSEOP7002. Note that this requirement calls
for defined action levels for drugs and alcohol. The policy should include systems for effectively
monitoring fitness for work.
This requirement is intended to control what is historically a high risk to our operations. It is not
intended to control this risk without loss of dignity to our staff and employees and should be
handled carefully to preserve this.
C5 Driver Fatigue
The intent of this requirement is to avoid serious Harm / Injury due to accidents caused by
operators who are fatigued.
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This requirement is not all about technology to detect fatigue. The fatigue management system
should include elements to ensure operators (and families as applicable) are selected, screened
for health / medical issues, educated, trained, motivated, monitored, supported, cured, behaviour
modified, etc. It should also include satisfactory roster structure and arrangements, consideration
of travel / commute times, facilities, identification of fatigue by others, processes once fatigue is
detected / experienced, and so forth.
Two elements that should not be overlooked are hydration and medical issues. There is
evidence that the lack of correct hydration by operators can lead to fatigue. This factor should be
catered for in the overall education and training elements. Medical issues such as sleep apnoea
and narcolepsy are also common and should be addressed.
This requirement is intended to control what is historically a high risk to our operations. It is not
intended to control this risk without loss of dignity to our staff and employees and should be
handled carefully to preserve this.
C6 Behaviour Based Observations
The intent of this requirement is to avoid serious Harm / Injury due to SME operator unsafe
behaviour and poor equipment and operating environment conditions (most of which are the
result of other unsafe behaviours).
Behaviour based observations shall include the operation of SME. Any need for additional
specific retraining shall incorporate the results of these observations.
Safe behaviour observations are relatively easy to conduct on SME operations and can be done
effectively with some simple training. The object is to get the operators and other involved people
(including supervisors), to identify for themselves what it is they are doing, or seeing in their work
environment that is well done and what is not done so well. Their learning is more effective in
this way. They usually can identify more than the observer could identify since they are more
familiar with the workplace and its procedures.
Care should be taken to avoid having the safety observations focus solely on the condition of the
equipment or work place. They should be largely directed towards what is being done and what
behaviours are being demonstrated.
C7 Other SME Safety Issues Not Covered In This Standard
C7.1 Towing
Procedures should be in place to ensure that SME towing operations are carried out safely
and without damaging equipment.
The intent of this requirement is to avoid serious Harm / Injury as the result of towing involving
SME.
This activity includes the towing of trailers and other implements using formal towing appliances
such as drawbars and tow bars, and towing using Earth Moving Equipment (EME) appliances
such as rippers and so forth.
Site procedures should be established that detail the towing process. They should cover factors
such as:
• Risk Assessment.
• Training and competence.
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• Supervision.
• Use, capacities and inspections of drawbars, tow hitches, safety chains, wire and fabric
slings, shackles, trailer brakes, etc.
• Towed equipment brake release.
• Shielding of operators.
• Towing capacities and colour coding of tow points and draw bars.
• Communications and equipment escort.
• Equipment immobilisation (chocking etc.) during hook up and release.
• Movements of people around equipment during hook up and release.
• Towing distances and speeds.
• Estimation of weight of towed equipment or object including consideration of whether the
SME is fully laden or not.
• Unloading of object or SME prior to towing.
C7.2 SME Recovery
Procedures should be in place to ensure that SME recovery operations are carried out
safely and without damaging equipment.
The intent of this requirement is to avoid serious Harm / Injury as a result of SME recovery
operations.
This would include operations such as towing disabled SME from the haul circuit or back to the
workshop, removing equipment from bogs and water bodies, and recovering equipment from
rollover situations, or unstable positions on slopes or in excavations.
Site procedures should be established that detail the SME recovery process. They should cover
the same factors as listed in the Towing section. Particular attention should be given to shock
loading, as occurs when operators attempt to dislodge stuck equipment, and estimation of the
weights / loads, taking into consideration the additional forces applied by the suction of mud or
friction of material bogging the object or equipment.
C7.3 Maintainability
Maintainability should be considered when selecting or modifying SME. The change

management process should be applied with respect to maintainability when equipment
new to site or modifications are introduced to site.
The intent of this requirement is to avoid serious Harm / Injury / health issues caused by SME
that incurs significant risk as a result of maintenance and servicing activity.
Maintainability is a measure of the ease or risk of accessing or maintaining / servicing equipment.

So for example, if a serviceman had to climb a vertical ladder four (4) metres high, and stand at
the top of the ladder to swing a forty kilogram (40 kg) cover to one side to access a dip stick that
required two (2) hands to do the job, that would be considered poor maintainability. The same
would apply if a transmission overhaul needed to be completed every ten thousand (10,000)
hours that required complete removal of the engine and operator cab.
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STANDARD 7043
PART 2
LIGHT VEHICLE
1 INTENT
To provide guidance and clarity in respect of the requirements of Light Vehicles, which describes
the minimum acceptable requirements, for operating light vehicles for work related activities
within Ausenco.
2 GENERAL
Light vehicles may include the following categories of vehicles being used for work related
activity:
• Ausenco owned or leased vehicles.
• Hire vehicles (for example Budget or Hertz rental vehicles).
• Contractor or supplier vehicles operating on company property.
• Private vehicles used for work related activity.
An injury or illness is work related if an event or exposure in the work environment either caused
or contributed to the resulting condition or significantly aggravated a pre-existing injury or illness.
The ‘work environment’ is defined as the establishment and other locations where one (1) or
more employees are working or are present as a condition of their employment.
Injuries and illnesses that occur whilst the employee is travelling are work related if at the time of
the injury or illness the employee was engaged in work-related activities ‘in the interests of the
employer’. Examples of these activities include:
• Travelling to and from customer Contracts.
• Entertaining, or being entertained to transact, discuss or promote business, provided the
entertainment is at the direction of the employer.
• Driving a vehicle for work-related purposes
3 LIGHT VEHICLES
It is expected that all light vehicles used for work related activities will be compliant with this
Standard.
The requirements of the Standard do not apply in the following situations:

• Private, Contractor or supplier vehicles being driven ‘on site’ to the employee or visitor car
park area.
• Private vehicles being used on an occasional basis to undertake a low risk work related trip,
where approved by the Contract / Project Manager.
• A Contractor or supplier vehicle driving on site to collect or drop off a passenger or cargo on
an infrequent basis and not interacting with the site operation or other plant and equipment
(e.g. warehouse deliveries).
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STANDARD 7043
4 CLARIFICATIONS
A PLANT AND EQUIPMENT REQUIREMENTS
A1 Roll-Over Protection For All 4WD Vehicles
It is important that any roll-over protection structure (ROPS) fitted to a light vehicle is designed,
manufactured and fitted by a suitably qualified and authorised person.
Any newly determined ROPS design should be appropriately risk assessed.
In some cases there may be local government or legislative requirements in respect of the design
and fitment of a ROPS to a light vehicle and it is important that these requirements be determined
at local level.
The design and fitment of a ROPS should take the following items into consideration:
• Configuration - review of the ROPS overall design, taking into account:
• should the ROPS be ‘internal’ or ‘external’?
• does the ROPS design provide adequate protection for ALL vehicle occupants?
• does the ROPS design incorporate sufficient bracing to ensure the ROPS is able to
withstand a roll over impact?
• Mountings - are the ROPS mounting plates (including the fittings) acceptable in type, size
and design to withstand the significant pressures applied to the structure within a roll over
event? Do the mountings interfere with any part of the vehicle’s structural integrity?
a) Note: Drilling or welding to the vehicle chassis should not be undertaken as this may
cause potential concern regarding the overall vehicle crashworthiness.
b) It is recommended that the mounting plates consist of both an ‘upper’ and a ‘lower’
mounting plate to provide a sandwich effect to the primary structure it is being
attached to.
• Passenger space - does the ROPS design create other risks or disruptions to the vehicle
occupants? For example:
• difficulties associated with driver of passenger vehicle ingress / egress,
• interruption of driver visibility,
• difficulties associated with locking or unlocking the rear doors (where applicable), and
• risks associated with the driver or passengers to impact with the ROPS in a crash
event.
• Tubing - is the type and diameter size of the ROPS tubing sufficient to withstand a roll over
impact.
• Padding - is there adequate padding applied to the ROPS to provide adequate occupant
protection in a crash event.
• Seat belt anchorages - it is important that the ROPS is not designed and installed in such a
way as to affix to or interrupt the vehicle seat belt anchorage points.
• Workmanship - the ROPS design and manufacture (including welding) should be reviewed
to ensure it is of a consistently high standard of workmanship.
• Labelling - wherever possible the ROPS should be labelled to be of an accredited design.
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STANDARD 7043
A2 Cargo Barriers And Load Restraints
Cargo barriers shall be installed in all vehicles that may be utilised for cargo carrying purposes,
where the cargo is otherwise unable to be separated from the vehicles’ occupant cabin space.
This requirement is due to the hazard created when cargo is projected through the passenger
area of the vehicle in an emergency braking or crash situation.
All vehicles that carry cargo shall have suitable load restraints applicable for the type of load
being transported. Restraints may include, but not be limited to: ropes, ratchet tie-downs or
straps, and chains.
It is important that the person using or applying any load restraint is competent in their correct
application to ensure that loads are suitably secured.
The light vehicle operator is responsible for ensuring that:

• any cargo being carried is securely and sufficiently restrained by a method applicable for
the type of load being transported (restraints may include, but not be limited to, ropes,
ratchet tie-downs or straps, and chains),
• the load is placed in a way that it is unlikely to fall or dislodge from the vehicle, which may
result in:
• injury to people or damage to other vehicles,
• other drivers having to swerve to avoid the fallen load,
• loss of control over the vehicle, or
• possible disruption to traffic and / or business flow. Factors which may result in a
load falling or dislodging include:
• sudden braking, accelerating,
• adverse road camber,
• hilly or rough road surfaces, and / or
• wind or airflow over the vehicle.
A3 Driver Side Airbag
The requirement for a driver side airbag is a mandatory requirement where that option or feature
is available from the vehicle manufacturer.
Where a particular vehicle model is not available with a driver side airbag and another vehicle of
comparable safety performance, type and configuration is available with a driver side airbag, then
the vehicle with a driver side airbag shall take precedence.
A4 Identification Signage
Light vehicles may be required to be fitted with identification signage to ensure that the vehicle
(whether driven, stationary or parked) is identifiable from a reasonable distance. Quick and easy
identification of the vehicle assists with verifying that the vehicle is operating within approved
areas, and in order that contact can be made with the vehicle operator in emergency situations.
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STANDARD 7043
Specific identification signage requirements will depend upon the individual nature of the
business and whether or not, for example, the light vehicle interacts with other plant and
equipment. It is recommended that identification signage be applied to:
• the sides of the vehicle - to allow for identification of the vehicle from the side by another
vehicle operator and / or pedestrian,
• the bonnet / hood or roof of the vehicle - to allow for identification from above (e.g. from a
haul truck) where necessary, and
• the rear of the vehicle - to allow for identification by another vehicle operator following
behind or who has been overtaken.
Consideration should be given to magnetic identification signage where :

• it may be impractical to apply permanent adhesive identification signage to a vehicle (e.g.
short term operation of a vehicle on site), or
• local sensitivities exist which may cause concern regarding display of signage when a
vehicle travels off-site.
A5 High Visibility Colour
The choice of the most appropriate colour for a light vehicle will be dependent upon a number of
factors such as:
• the typical operating landscape that the vehicle operates within, including the general
landscape background, road surface, and buildings etc (e.g. metropolitan or remote
localities), and
• the typical weather conditions that the vehicle operates within (e.g. dry weather, snow or
fog, etc.).
Generally, bright light colours are better than darker colours as they reflect more light and can be
seen from up to four (4) times the distance of vehicles painted in a darker colour.
The safest vehicle colour is one that is highly visible in the widest range of lighting, weather and
vision conditions.
White is generally considered to be the most visible colour in uniform lighting conditions, and can
be acquired easily and will not negatively affect the resale value of the vehicle. It should be
noted, however, that white is low in visibility on light coloured road surfaces in bright sunlight and
in fog and snow. Where the vehicle is intended to operate in these conditions other more
appropriate colours should be considered.
A6 Reflective Taping
The requirement for reflective taping should be applied to vehicles that are primarily used on site.
A7 First Aid Kit
First aid kits must be carried in light vehicles operating within metropolitan areas, ‘on-site’ and
‘off-site’ environments.
A8 Flashing Light / Beacons
The requirement of a flashing light is intended for vehicles operating within Ausenco sites where
interaction with heavy vehicles or plant may occur.
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STANDARD 7043
B PROCEDURAL REQUIREMENTS
B1 Guideline
A guideline for approved light vehicles sourced from or within Australia has been developed. This
and future vehicle selection guidelines for approved vehicles and data will be issued periodically.
Similar guidelines for vehicles sourced within other regions are currently being developed.
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STANDARD 7043
APPENDIX 1
GENERAL PRINCIPLES FOR LOADING AND
RESTRAINING ITEMS
1 CHOOSE A SUITABLE VEHICLE FOR THE LOAD
The vehicle should have adequate fittings to prevent the load moving
e.g. headboards and cargo barriers.
The vehicle operator should ensure that all anchor points used to tie
down items are adequate.
Ensure the vehicle has enough space and is designed to take the size
and weight of the load, without exceeding the vehicle manufacturer’s
design specifications or legal dimension limits for the vehicle.
2 POSITION AND PLACE THE LOAD SO THAT IT IS SECURE
The load should be placed in or on the vehicle in such a way that it

does not adversely affect the vehicle’s stability, steering and / or braking
performance. The load should not project from the front, sides or rear
of the vehicle in a way that could endanger people or damage property.
3 SELECT SUITABLE RESTRAINT EQUIPMENT
Always check that you have sufficient lashings and that they are in a
good and serviceable condition by inspecting them before use.
All items not blocked against the front or sides of the vehicle or
contained within the sides of the vehicle must be lashed in place.
Alternatively small loose items could be restrained using a net or

tarpaulin. If small items, such as tools, are carried on a regular basis,
fitting of a hard mounted toolbox, fitting a divider or compartment to the
vehicle could be considered.
4 DRIVE CAREFULLY AND CHECK LASHINGS
For items with a large surface area, such as sheets of building material,
be aware of the effects that wind can have on the load and vehicle
handling, even at low speeds.
After commencing a journey the load may settle and shift which can
cause the load restraints to loosen. Vehicle operators should check the
load and the restraint tension shortly after commencing the journey.
9999HSESD7043 Appendices
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STANDARD 7043
5 WAYS OF RESTRAINING LOADS

• The use of sides on a tray truck is a good way of restraining loads of different sizes.
• No restraint is required if items on the tray are tightly packed together and are no higher
that the sides of the tray. Items taller than the sides require lashings.
• To restrain a number of similar items, bundle or group them into a more stable unit as
shown below. The bundle can then be restrained as a single item.
5.1 Restraining Stacked Items
• Wherever possible, like size items should be stacked tightly together.

• To prevent items sliding they must be lashed to the vehicle. In addition packing or anti slip
matting may be used between items, and between items and the floor.
• Stacks of like sized cartons, small drums, boxes of produce etc can be restrained by the
use of top corner protector angles (usually made of pressed metal). This reduces the
possible crushing of the cartons.
• Ensure heavy items are not loaded on top of lighter items.
• Webbing straps provide quick, simple restraints. Such straps vary in strength and clamping
capacity, so choose one that best suits the type of load being carried.
• Seats in vans are not adequate for preventing the load moving forward under hard or
emergency braking. The use of cargo barriers is recommended to prevent items moving
forward and striking the driver and / or passengers.
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STANDARD 7043
• Nets or tarpaulins can also be used to restrain light items.
6 Restraining Long Items Using A Tailgate
Long items of steel, especially pipes, can be slippery and difficult to restrain. Wooden dunnage
or rubber anti friction matting can prevent slippage of these items. Looping the lashing around
several items in a bundle fashion helps prevent items sliding out, either backwards or forwards,
from the bundle.
6.1 Restraining Loose Items Without Use Of A Tailgate
Loose sheets of building materials, especially those of different widths, should, where possible,
be restrained by blocking against headboards or tailgates. When the vehicle does not have a
tailgate, loose items should be restrained in the manner shown below.
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STANDARD 7043
To prevent greasy or slippery items from moving, dry packing material such as heavy cardboard
sheets should be used between items, and also between them and the floor. Alternatively,
greasy items can be boxed or blocked.
High narrow items such as stacks of cartons have the potential to fall forward under heavy or
emergency braking. This type of load usually requires more than one (1) lashing, at a suitable
angle.
6.2 Restraining Tall Items
Fill spaces and gaps between piles or groups of items with other items, dunnage or packing
materials to ensure the load does not move during transit and loosen the lashings.
6.3 Carrying A Mixed Load
7 LOADING AND RESTRAINING ITEMS – CHECKLISTS

• Do Remember that small items can become missiles during emergency braking.
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STANDARD 7043
• Do Remember that the size, height and position of your load will affect the handling
of your vehicle.
• Do Remember that loose loads can settle and shift during a journey, allowing
lashings to slacken. Keep your load items tightly packed together, filling empty
spaces.
• Do Check your load, before moving off and during the journey.
• Do Block the load against the front headboard before tying down your load.
• Do Check that you have adequate packing and protectors for all loads.
• Do Check your load every time you remove or add an item.
• Do Check the load after any abrupt manoeuvre or hard braking.
• Do Remember long slippery items such as pipes require individual lashing or lashing
in groups.
• Do Remember that any loads projecting from behind the vehicle may require a
warning flag or red light if travelling at night.
• Don’t Move your vehicle if any part of your load is not correctly restrained.
• Don’t TAKE RISKS.
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STANDARD 7043
APPENDIX 2
IDENTIFICATION SIGNAGE SPECIFICATIONS
1 IDENTIFICATION SIGNAGE SPECIFICATIONS
1.1 Colour
Recommended colour is black lettering on a white reflective background.
1.2 Layout
In order to provide clear and uncluttered vehicle recognition the use of corporate logos within the
decal is not recommended due to possible disruption to the vehicle identification visibility. Logos,
where required, should be separated from the identification signage.
1.3 Size
The nominal decal size should be approximately A3 (420mm x 297mm) with a letter height of
150mm. However, the actual size of the decal will depend on the design of the door and rear
panels on the vehicle type to which they are being applied.
Should an A3 size decal be impractical, the decal proportions shown below should be used.
Care should be taken to avoid sharp or complex curves, body panel creases, etc, as high quality
reflective material will not conform to these areas.
1.4 Decal Proportions
Decal height ‘B’ should be 75% of Width ‘A’.
Font height ‘C’ should be 50% of Height ‘B’ minimum.
Font series to be Helvetica Narrow Bold.
Border width to be 12mm.
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STANDARD 7043
Example Night
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Ausenco Standard for Surface Mobile Equipment and Light Vehicles

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AUSENCO

SURFACE MOBILE EQUIPMENT AND

June 2007 Prepared By

A1 Minimum Safety Specifications (shall) 3

C1 Recruitment and Induction 29

C3 A Permit Or Certification System 30

A1 Roll-Over Protection For All 4WD Vehicles 35

APPENDIX 1 GENERAL PRINCIPLES FOR LOADING AND RESTRAINING ITEMS

APPENDIX 2 IDENTIFICATION SIGNAGE SPECIFICATIONS

9999HSESD7043 Contents Page 2

Cab: The occupant structure for SME.

FOPS: Fall On Protection Structures or Falling Object Protection Structure.

Impracticable: not viable, unfeasible, unworkable, impossible, impractical.

Maintainability: a measure of the ease or risk of accessing or maintaining / servicing equipment

OEM: Original Equipment Manufacturer.

ROPS: Roll-Over Protection Structures.

3.1 Surface Mobile Equipment

3.2 Light Vehicle

A ‘light vehicle’ is a motor vehicle which:

A PLANT AND EQUIPMENT REQUIREMENTS

A1 Minimum Safety Specifications (shall)

SME shall have the following minimum safety specifications:

Applicable standards are:

A1.2 Adequate Lighting

A1.3 Identified Isolation / Lockout Point

Examples of complying isolation points.

A risk based approach should be used.

Isolation point for equipment with air starts.

A1.4 Access And Working At Heights

The working at heights procedure requirements shall apply to SME as well.

A1.6 Collision Avoidance Technology

A1.7 Reversing Alarms

A1.8 Chock Blocks

A1.10 Effective Windscreen Wipers

A1.11 Effective Guarding

Consideration should be given to magnetic identification signage where:

A2 Minimum Safety Specifications (should)

A2.1 Roll-Over Protection

A risk based approach shall be used to determine if ROPS is not required.

Configuration - review of the ROPS overall design, taking into account:

A2.2 Fire Suppression System

A2.3 Two-Way Radio

A2.4 Fall On Protection

A2.5 Environmental Conditions

A2.6 A Method Of Transporting Supplies

The requirement is related to requirement A7 of this Standard in that placement of controls

A7 Fleet And Control Consistency

Seat belts shall be used in all cases for all occupants.

B2 Selection And Acceptance Process

B5 Stable And Suitable Surfaces

This requirement is aimed at preventing the situations such as:

B6 A Post-Maintenance Machine Test

A post-maintenance machine test (scheduled or break down) shall be conducted.

B7 On The Job Risk Assessments

An example of how this requirement applies is as follows:

B8 Dust Control And Water Management Plan

Over-watering is a major issue to Ausenco which is seen as a contributing factor to a high

Bump Stop Parking Ditch Parking

Incorporate traffic management into your

B10 Maintenance And Inspection

B11 Traffic Management Plan

B11.1 Segregation of pedestrians, light vehicles and heavy mobile equipment