The operator builds and runs practical policies and guidance, cut to fit the operation, that manage and reduce the public risks it has identified and address the regulatory and operational requirements that apply to it (vehicle standards, mass, dimension and loading, fatigue and fitness to drive, and accreditation conditions including alternative compliance, as relevant). SMS arrangements can be policies, procedures or systems of work, singly or together; a standalone safety policy is good practice but not essential if the arrangements together do the same job. Eight things are looked for. The arrangements are designed for safe conduct of the work in practice and are scaled to how big, varied and complex the operation is and to how much public risk it carries. They are shaped by risk information: the hazards and public risks of the work and the controls chosen, showing how those controls are meant to operate, without dictating any risk method. They cover every heavy vehicle transport activity the operator performs and guide how it discharges its chain of responsibility functions without passing or watering down its duties. They are actually used, day to day, to steer work, decisions and the handling of safety issues, and staff are expected to follow the arrangements relevant to them. They allow for third-party and interface risks where other parties are involved in or influence the work, and they support consultation, communication and coordination with those parties. They back a safety-first stance: staff can raise concerns, escalate serious issues, and stop or pause work to deal with public risk. They draw on the HVNL requirements that apply and can be kept current as activities, risks or the law change. And the operator maintains them so they stay current, effective and fit for the work.
The graph holds this control, the 0 it maps to, and the evidence behind each claim, over MCP and REST.