Tipper and Dog Safe Work Method Statement

Operating tipper and dog combinations requires a Heavy Combination (HC) class heavy vehicle licence as minimum qualification, with some configurations potentially requiring Multi-Combination (MC) class licence depending on specific coupling arrangement and total vehicle mass. HC licence covers rigid vehicles towing trailers where trailer connection is behind the rear axle of the prime mover, which includes most conventional dog trailer configurations with drawbar or turntable coupling mounted behind truck rear axle group. MC licence is required when dog trailer coupling point is located forward of the rearmost axle creating different load transfer characteristics, or when overall vehicle configuration exceeds HC class parameters specified in heavy vehicle licensing regulations. The licence class required depends on technical assessment of actual vehicle configuration including coupling point location relative to axles, trailer axle configuration (single axle vs tandem or tri-axle), and gross combination mass. Drivers must hold current licence appropriate for the specific vehicle configuration being operated, with PCBUs responsible for verifying correct licensing through sighting original licence documents and maintaining copies in driver records. Driving with incorrect licence class (for example HC licence when MC is required) constitutes unlicensed operation with serious penalties for both driver and PCBU including fines, loss of licence, and potential prosecution following incidents. Licences must be maintained current through regular renewal and medical assessments, with expired licences invalidating authority to operate regardless of previous qualification. Some sites or contracts require additional driver qualifications beyond minimum licensing including completed defensive driving courses, specific vehicle familiarisation training, or site accreditation processes verifying driver competency. Employers should implement driver qualification verification systems including licence checking before hiring, regular licence renewal monitoring, and maintenance of driver training records demonstrating ongoing competency for all vehicle types operated. New drivers unfamiliar with tipper and dog operations should receive comprehensive familiarisation including observed operation by experienced operator, gradual introduction to operations starting with simple tasks progressing to complex operations, and ongoing supervision until competency is demonstrated. Remember that holding appropriate licence is necessary but not sufficient for safe operation—competency requires practical experience under varying conditions developing judgment, hazard recognition, and operational decision-making skills that supplement theoretical licensing knowledge.

Ground condition assessment for tipping operations requires evaluation of multiple factors including bearing capacity (ability to support vehicle wheel loads without subsidence), surface levelness (slope in directions perpendicular and parallel to vehicle), surface condition (firm vs muddy, presence of ruts or soft spots), and subsurface integrity (potential for buried voids, services, or weak layers). Start with visual observation looking for obvious weakness indicators including standing water suggesting saturation, fresh excavation or recent fill suggesting unconsolidated materials, visible ground movement under wheel loads, surface cracking in pavements or clay soils, or lush vegetation growth indicating near-surface moisture. For bearing capacity assessment, attempt to push pointed rod or stake into ground—if rod penetrates easily beyond 100mm depth, bearing capacity may be inadequate requiring additional assessment or ground preparation. Observe ground response when driving across area, watching for rutting exceeding 50mm depth, visible ground deflection around wheels, or sensation of vehicle sinking indicating soft conditions. For levelness assessment, use spirit level, digital inclinometer, or smartphone inclinometer application to measure ground slope in lateral direction perpendicular to vehicle length—safe tipping requires less than 3-degree lateral slope, with slopes exceeding this threshold requiring use of alternative location or implementation of additional controls such as continuous spotter monitoring. Also measure longitudinal slope (parallel to vehicle)—while less critical than lateral slope, excessive rear slope when combined with tipping operation can cause vehicle to roll backward if parking brake is inadequate or soil conditions reduce wheel traction. Consider ground conditions relative to anticipated weather—areas adequate during dry conditions may become unsuitable during or after rain when moisture reduces bearing capacity and increases slip risks. When ground is marginal, implement improvement measures including placement of timber mats or geotextile fabric with gravel working platform distributing loads over wider area, excavation and replacement of soft upper soil layers with compacted gravel, or allowing additional consolidation time for recently placed fills. For permanent high-use tipping areas, construction of engineered tipping platforms using properly compacted gravel or concrete aprons provides consistent reliable tipping surface eliminating variability of natural ground conditions. If ground assessment indicates conditions are marginal or inadequate, select alternative tipping location rather than attempting tipping in unsuitable location—vehicle rollover from ground failure causes far greater consequences than inconvenience of using alternative location. Document tipping location assessments especially when refusing to tip due to inadequate conditions, providing evidence of appropriate risk assessment and safety-focused decision making. Consult with site geotechnical engineer when ground condition adequacy is uncertain, particularly for operations in areas with known problematic soils including clays, organic soils, or recent fill placement.

If vehicle instability is sensed during tipping operations—including lateral tilting, sensation of wheels lifting, unusual sounds from chassis or tipping mechanism, or ground subsidence observed in mirrors—immediate response is critical to prevent rollover progression. First, immediately stop raising tipping body by releasing tipping control lever to neutral position, halting further centre of gravity elevation and preventing instability worsening. Second, commence controlled lowering of tipping body using gradual hydraulic control avoiding sudden movements that could trigger rollover if vehicle is balanced at edge of stability. Lowering tipping body reverses the centre of gravity elevation and load distribution that caused instability, with maximum safety benefit gained once body approaches 30-degree angle reducing instability moment significantly. Third, maintain strict attention to vehicle lateral angle throughout lowering, prepared to immediately exit cab via uphill-side door if lateral tilt continues increasing despite tipping body lowering indicating ground failure or rollover is progressing. If rollover motion is developing (lateral angle visibly increasing beyond 10 degrees), abandon tipping operation and evacuate vehicle immediately—do not attempt to complete lowering or remain in cab attempting to control situation, as once rollover progresses beyond approximately 15-degree lateral angle, recovery is impossible and vehicle will continue to tip. When evacuating, move directly away from unstable vehicle to safe location minimum 20 metres distant, accounting for potential rollover direction and material discharge path. After evacuating to safety, establish exclusion perimeter preventing other personnel from approaching unstable vehicle, call emergency services if injuries occurred or vehicle rollover is imminent, and notify site supervision immediately describing situation. Do not re-approach vehicle until stability is verified by qualified personnel, recognising that partially raised tipping body with material retained creates extremely unstable configuration with potential for sudden rollover from minor ground movement or wind loading. Once immediate safety is ensured, investigate causes of instability including detailed ground condition assessment, vehicle position review identifying edge proximity or slope that was not initially apparent, and potential overloading assessment. Determine whether ground improvement, alternative tipping location, or load reduction is required before operations can safely resume. If instability was caused by operator error including inadequate site assessment, excessive slope, or overloading, conduct comprehensive review of tipping procedures with operator emphasising critical importance of thorough assessment and conservative approach when conditions are marginal. Many rollover incidents progress from initial instability warning signs that operators ignore while attempting to complete tipping operations, with fatal consequences when operators remain in vehicles hoping instability will resolve. Training must emphasise that abandoning tipping operation experiencing instability is always correct response—material and vehicles are replaceable through insurance, but lives are not recoverable. Implement incident reporting requirements for instability events even when rollover does not occur, enabling investigation of contributing factors and implementation of improvements preventing recurrence. Share lessons learned from instability incidents across all driver group, using real examples to reinforce importance of thorough site assessment and appropriate response to warning signs.

Safe coupling and uncoupling procedures require systematic approach eliminating or minimising worker exposure to crush zones between truck and trailer during connection sequences. The primary principle is elimination of personnel from crush zones during any vehicle movement, with coupling alignment achieved through visual reference aids rather than ground worker guidance. Before commencing coupling, position trailer in coupling alignment zone using visual reference markers including painted parking lines, reflective marker posts, or laser alignment guides enabling driver to independently position truck within approximate alignment (300-500mm tolerance) without requiring ground worker positioning between vehicles. Deploy wheel chocks or bollards between truck and trailer during initial alignment preventing inadvertent vehicle movement while positioning is refined. For final alignment and coupling pin engagement, one worker remains at side of vehicles (never between truck and trailer) providing radio guidance to driver for fine positioning adjustments: 'Move back 200mm and 100mm left, then hold position'. Once alignment appears adequate, worker enters area between vehicles only after driver confirms parking brake is engaged, transmission is in neutral, and engine is shut down ensuring zero possibility of vehicle movement. Worker rapidly completes coupling pin engagement, hydraulic connection, electrical connection, then immediately exits crush zone before driver restarts engine or releases parking brake. The critical safety rule is absolute prohibition against workers remaining between vehicles while engines are running or parking brakes are released—no exceptions regardless of perceived urgency or production pressure. For uncoupling, reverse sequence applies with engine shutdown and parking brake engagement before worker enters area to disconnect hydraulic lines (after bleeding air pressure from brake lines), electrical connections, and coupling pin. For older trailers lacking powered positioning jockey wheels, provide heavy-duty manual jockey wheels enabling single worker to move trailer without requiring multiple workers or entering crush zone between truck and trailer during separation. Modern safety approaches include retrofit of powered jockey wheels enabling remote trailer positioning, installation of trailer proximity sensors providing drivers with precise alignment information eliminating need for ground worker guidance, and ultimate solution of fully remote coupling systems operated entirely from cab eliminating worker crush zone exposure entirely. Training for coupling operations must emphasise the extremely high severity of crush injuries when workers are trapped between moving truck and stationary trailer or vice versa, with multiple fatal and catastrophic injury incidents documented in Australia where unexpected vehicle movement crushed workers during coupling. Communication protocol is critical with clear radio call-and-response procedures: Driver: 'Positioning for coupling, confirm no workers in crush zone'; Worker: 'Confirmed clear of crush zone, safe to reverse'. Worker: 'Entering crush zone to connect coupling pin, confirm vehicle secured'; Driver: 'Vehicle secured, parking brake on, transmission neutral, engine off'. These verbal confirmations provide verification that critical safety steps are completed before hazardous operations proceed. Mechanical vehicle immobilisation devices including wheel chocks should be considered as additional safeguard against inadvertent vehicle movement from parking brake failure or transmission problems, providing redundant protection during coupling operations. For sites conducting frequent coupling operations, consider dedicated coupling stations with permanent alignment guides, overhead clearance for raised tipping bodies, and designated exclusion zone boundaries marked with physical barriers, creating standardised environment reducing variability and supporting consistent safety performance. Never permit rushed coupling operations under production pressure—taking the additional 5-10 minutes to conduct systematic safe coupling is infinitely preferable to responding to crush injury incident from shortcuts or omitted safety steps. Recognise that coupling operations are high-risk activities warranting greatest care and attention regardless of operator experience or familiarity with equipment.

If a tipper truck makes contact with overhead powerlines during tipping operations, immediate response is critical for preventing electrocution and fire, with different actions required depending on whether driver and any ground workers can safely separate from the electrical hazard. First, if driver is in cab and vehicle makes contact with powerlines, primary rule is remain in cab if at all possible, as cab interior provides relative safety through electrical isolation with current flowing through vehicle chassis to ground through tyres without entering cab space. Do not touch cab metal surfaces while simultaneously contacting ground or attempting to exit, as this creates electrical current path through body causing electrocution. If remaining in cab is possible (no fire, no immediate danger), driver should use mobile phone to call emergency services (000) requesting immediate attendance, then call electrical network operator using emergency contact number (often 13 XXXX numbers) reporting powerline contact and requesting immediate line de-energisation. Establish verbal communication with ground workers or supervisors instructing them to stay away from vehicle as entire truck and ground area within 10 metres is potentially energised from step potential (voltage gradient in ground around electrical fault). If vehicle fire occurs or if other immediate life-threatening danger requires evacuation, driver must evacuate by jumping clear of vehicle without touching vehicle and ground simultaneously, landing with feet together and shuffling away with feet in constant contact without walking (lifting feet), maintaining this technique until at least 10 metres from vehicle where ground potential reduces to safe levels. The jumping evacuation technique is critical—any contact bridging between vehicle and ground creates potential for fatal electrocution with current flowing through body, while jumping clear breaks this circuit enabling safe evacuation. Ground workers observing powerline contact must immediately cease approaching vehicle and move back to minimum 10 metres distance, establishing safety perimeter using witches hats, barrier tape, or verbally warning other workers preventing anyone from approaching energised vehicle. One worker should call emergency services (000) reporting vehicle contact with powerlines and electrocution hazard, while another worker contacts site supervision and electrical network operator reporting incident and requesting de-energisation. Do not attempt to lower tipping body, drive vehicle away from powerlines, or approach vehicle to render assistance until electrical network operator confirms lines are de-energised and safe to approach. Even if powerline contact appears to separate or if no visible electrical arcing is apparent, assume lines remain energised until confirmed otherwise by network operator. If driver evacuates vehicle by jumping clear, driver should continue shuffling away from vehicle to minimum 10 metres, then remain stationary at safe distance rather than re-approaching vehicle. If ground workers sustain electrical injuries from contacting vehicle or entering step potential zone around vehicle, do not approach or attempt rescue until electrical network operator confirms de-energisation—tragic secondary casualties occur when well-intentioned rescuers enter energised zones becoming additional victims. After powerlines are confirmed de-energised by network operator typically requiring physical isolation and earthing at nearest substations, emergency services will assess scene safety, treat any injuries, and oversee vehicle recovery operations. Incident investigation will determine how powerline contact occurred and identify preventative measures including improved tipping location assessment, overhead clearance verification procedures, or powerline insulation or relocation where frequent tipping occurs near powerlines. Never dismiss near-misses where raised tipping bodies approach powerlines without actual contact—these indicate inadequate clearance verification procedures requiring immediate corrective action before actual contact occurs. Train all drivers and ground workers in powerline emergency procedures including remain in cab principle, jump-clear evacuation technique, and ground worker prohibition against approaching energised vehicles, conducting periodic scenario-based refresher training maintaining preparedness for these infrequent but high-consequence emergencies.

Comprehensive documentation for tipper and dog operations serves multiple purposes including regulatory compliance evidence, operational tracking, maintenance management, and incident investigation support. Daily pre-operational inspection records are fundamental, documenting that drivers conduct systematic vehicle inspections before operations identifying defects requiring maintenance. Inspection forms should capture vehicle identification, date, driver name, odometer reading, systematic checklist of inspected items (brakes, tyres, lights, hydraulic systems, coupling security), and notes describing any defects identified with categorisation as critical (requiring immediate repair) or minor (repair at next scheduled service). Digital inspection systems using tablets or smartphones enable photographic documentation of defects supporting maintenance work orders and providing visual evidence for insurance claims following mechanical failures. Driver qualification records demonstrate licensing verification including copies of driver heavy vehicle licences, expiry date tracking ensuring licences remain current, medical certificate copies evidencing fitness for commercial driving, and records of additional qualifications including defensive driving courses or specific site accreditations. Payload records track material quantities transported enabling verification compliance with mass limits, supporting invoicing for load-based contracts, and providing productivity metrics for operational planning. Simple payload records capture date, vehicle identification, material type, estimated load quantity, origin location, and destination location. Vehicles fitted with onboard weighing systems should record actual weighed load masses providing accurate data. Incident reports document all safety-related events including near-misses (instability during tipping, near-collisions, ground subsidence observed), minor incidents (vehicle damage, minor ground worker injuries), and serious incidents (rollovers, electrocutions, serious injuries) with comprehensive investigation for serious incidents identifying causal factors and corrective actions. Tipping location assessments document site-specific evaluations of tipping locations particularly unfamiliar locations or locations with challenging conditions, recording ground conditions, overhead clearances, slope measurements, edge proximity, and determination whether location is suitable for safe tipping. Maintenance records demonstrate systematic vehicle maintenance including scheduled service completion (date, hours, work performed), repairs in response to inspection findings, component replacements (tyres, batteries, hydraulic hoses), and annual inspection results for registration compliance. Hydraulic system maintenance deserves particular attention with records documenting hose replacement dates, system pressure testing results, and cylinder servicing supporting age-based replacement protocols. Training records demonstrate operator competency development including initial heavy vehicle licence acquisition, tipper and dog specific familiarisation training, coupling procedure training, emergency response training, and periodic refresher training. Document training content, dates, trainer qualifications, and assessment outcomes confirming competency achievement. Compliance records support regulatory audit responses including heavy vehicle registration certificates, National Heavy Vehicle Regulator (NHVR) accreditation if operating under accreditation schemes, vehicle insurance certificates, and permits for oversize or overmass operations if applicable. Information management systems ranging from simple paper filing through spreadsheet tracking to sophisticated fleet management software enable organised record storage, reminder generation for licensing renewals or service due dates, and rapid information retrieval for incident investigations or regulatory audits. Assign clear responsibility for record maintenance ensuring critical documents are consistently completed and filed, implement periodic audits of record completeness identifying gaps requiring corrective action, and train operators and supervision in documentation requirements emphasising how records support safety objectives and provide protection against liability claims. Remember documentation serves safety management functions beyond regulatory compliance—identifying maintenance trends indicating vehicle reliability problems, tracking incident patterns indicating training needs, and providing operational data supporting continuous improvement in fleet safety performance.