Alberta class 3 study guide: key rules on all 15 topics

Free Alberta Class 1–4 study guide: 657 key points from the Commercial Driver's Guide in plain words, organised by topic, each topic linked to its practice questions.

By the Canada Exam Prep Editorial Team · Updated October 17, 2026

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This study guide collects our notes on every topic of the Alberta Commercial Driver Knowledge Test (Class 1–4) on one page: 657 short points in our own words, grouped by topic and by handbook section. Read it from top to bottom before your first practice test, or jump to a topic from the list below.

Each topic ends with a link to its practice questions, so you can check what you just read straight away, and a link to the official chapter for the full wording. The notes summarise the Commercial Driver's Guide from the Government of Alberta; they do not replace it, and where our notes and the official source differ, the official source wins.

Study these notes as flashcards →

Commercial licence classes and requirements

Classes 1 to 4 and what each lets you drive, the Q (air brake) and S (school bus) endorsements, minimum age, medical reports, the knowledge, vision and road tests, and learner supervision rules.

Practise Commercial licence classes and requirements questions Flashcards Official chapter

Definitions (p. 8)

A full air brake system uses an engine-driven compressor; air travels through hoses, reservoirs and valves to every foundation brake.
To drive a vehicle with air to all foundation brakes you need a Class 1 licence or a "Q" (air brake) endorsement; a learner is the only exception.
Air over hydraulic: some axles have air-actuated brakes and some have hydraulic brakes; it also needs a Q endorsement or a Class 1 licence.
Air actuated hydraulic (air-assisted): the compressor only boosts a hydraulic system on every wheel; no Q endorsement is needed for this type.
The Q endorsement can be added to any licence class after the driver completes an approved Alberta air brake course through an authorized organization.
An ambulance is an emergency vehicle built to carry injured people and fitted with rescue or first aid equipment.
An axle is a shaft on which two or more wheels turn.
Under the Traffic Safety Act, a bus is a commercial vehicle designed to carry 11 or more people, counting the driver, and used to transport people.

Definitions (p. 9)

The "S" condition code (school bus endorsement) goes on a licence after the driver completes the School Bus Driver Improvement Program.
A semi-trailer has axles only at or near the rear, is supported at the front by the tractor or the trailer ahead, and connects by a kingpin and fifth wheel.
A trailer has no motive power of its own and is designed to be towed.
A truck is a motor vehicle designed to carry goods or loads.
A truck tractor couples to a semi-trailer with a fifth wheel; bed trucks, picker trucks and winch trucks are not truck tractors.
A school bus includes CSA Type A1, A2, B, C or D school buses, multifunction school activity buses and vehicles registered as kindergarten buses; transit buses are excluded.
Since September 1, 2022 a driver may operate a school bus without an S endorsement if there are no more than two passengers and none are students or minors; the right licence class is still required.

Commercial driver's licences (p. 10)

Classes 1, 2, 3 and 4 all have a minimum learning and licensing age of 18.
You cannot apply for Class 1, 2, 3 or 4 while you are a probationary (GDL) driver.
Class 1 allows any motor vehicle or combination except a motorcycle; Class 6 vehicles only for learning.
Class 2 allows a bus, plus anything a Class 3, 4 or 5 holder may drive; Class 1 and Class 6 vehicles only for learning.
Class 3 allows anything a Class 5 holder may drive, a single motor vehicle with three or more axles, and such a vehicle towing a trailer that has no air brakes.
Class 3 lets you learn in Class 1, 2 and 6 vehicles.
A Class 3 holder may not drive a vehicle seating more than 15 while carrying anyone besides the driver, and may not carry passengers for hire.
Single motor vehicles registered as farm vehicles do not need a Q endorsement.
Class 4 allows anything a Class 5 holder may drive, plus an ambulance or a taxi and smaller buses; Class 1, 2, 3 and 6 vehicles only for learning.

Upgrading your licence (p. 11)

To learn to drive a commercial class vehicle you need at least a Class 5 or Class 5 GDL licence.
A learner does not need an air brake endorsement while learning on a vehicle with air brakes.
A medical report is required to upgrade to Class 1, 2 or 4; a doctor or nurse practitioner completes it.
Medical forms come from a registry agent, a doctor or a nurse practitioner.
After the first medical report: every five years until age 45, every two years from 45 to 65, and every year after 65.
Drivers must report to a registry agent any disease or disability that could affect safe driving.
Alberta Registries can ask any driver in any class for a medical report if there is a concern.
A fee is charged for every knowledge test, road test and licence re-classification.
New applicants from other Canadian jurisdictions holding non-GDL Class 5, 5-6 or 6 wait 10 days before re-classing to Class 1 to 4, so Alberta can confirm their record.
Driving with the wrong licence class is an offence, and so is an owner letting someone without the proper class drive the vehicle.

Knowledge test, vision, road test (p. 12)

The knowledge test is taken at most registry agent offices.
Questions can come from the whole Commercial Driver's Guide, whatever the chapter title, and from the Driver's Guide for cars and light trucks.
Because a Class 1 holder may drive other vehicle types, Class 1 applicants may get questions from any chapter.
The test has 30 multiple-choice questions; you need at least 25 correct; the test stops and is recorded as a fail once six answers are wrong.
A vision assessment is required before upgrading; drivers below the standard are referred to an optometrist or ophthalmologist for a Vision Referral form.
Bring your glasses or contact lenses to the vision assessment.
A full (non-GDL) Class 5 licence is needed to take a commercial road test.
Class 1, 2 and 3 applicants also do a pre-trip inspection; Class 1 applicants show uncoupling and coupling; air-brake units need an air brake inspection.
During the pre-trip you point at each item and tell the examiner what you are checking; notes are not allowed.
If the vehicle fails the pre-trip, or you do not complete the pre-trip, the road test does not go ahead.

Road test vehicles (p. 13)

The examiner must see your road test permit or confirmation.
No road test is done in a vehicle that must display dangerous goods placards.
Class 1 test vehicle: tractor-trailer of at least 11,794 kg, full air brakes on tractor and trailer, at least tandem-axle tractor and tandem-axle trailer, fifth wheel.
Class 1 test trailer: a single trailer at least 45 feet long and at least 35 feet from kingpin to the centre of each rear axle.
You cannot get a Class 1 licence without first qualifying for the air brake endorsement.
Since February 1, 2023 the Class 1 road test can be done with an automatic transmission; passing that way adds a condition code limiting you to automatic commercial vehicles.
The automatic-only condition code can be removed by passing a second, shorter Class 1 road test in a manual-transmission truck.
Class 2 test vehicle: a bus seating more than 24 passengers, not counting the driver.
Class 3 test vehicle: a single motor vehicle with three or more axles; a three-axle recreational vehicle may not be used.
For a Class 2 or 3 test in an air-brake vehicle you need a Q endorsement or a course completion certificate from an approved air brake organization.

Learning requirements (p. 14)

A Class 1 learner must be accompanied by a supervisor aged at least 18 who holds Class 1.
A Class 2 learner's supervisor must hold Class 1 or 2; a Class 3 learner's supervisor must hold Class 1, 2 or 3; a Class 4 learner's supervisor must hold Class 1, 2 or 4.
The minimum age to take the Class 1, 2 or 3 road test is 18.
Since February 1, 2023 no road test is needed for a Class 4 licence; Class 4 drivers still need to meet vision standards and give a medical report.

Air brake farm vehicles, renewal (p. 15)

A single motor vehicle registered as a farm vehicle can be driven without a Q endorsement.
A farm vehicle combination that requires a Class 1 licence does require the air brake endorsement.
Class 1 applicants must show proof of air brake qualification even if they will only drive farm-registered vehicles.
Alberta no longer mails licence renewal reminders; you can sign up for free electronic reminders, and renewing on time is your responsibility.
A name or address change must be reported to Alberta Registries through a registry agent immediately.

National Safety Code and hours of service

Safety Fitness Certificates, carrier safety and maintenance plans, Alberta and federal hours-of-service limits, daily logs and their exemptions, and the Vehicle Inspection Program.

Practise National Safety Code and hours of service questions Flashcards Official chapter

Introduction and Safety Fitness Certificates (p. 18)

The National Safety Code (NSC) took effect on April 1, 1989, when every province and territory agreed to common safety standards for commercial carriers.
A person or company that operates a commercial truck or bus is called a motor carrier, or carrier.
Only one piece of NSC legislation, federal or provincial, applies to a carrier at a time.
Federal law applies to carriers that operate outside Alberta.
Federally regulated carriers need a Safety Fitness Certificate for trucks, tractors or trailers registered for or weighing more than 4,500 kg.
Provincially regulated carriers (operating only within Alberta) need a Safety Fitness Certificate for trucks, tractors or trailers registered at 11,794 kg or more.
Under both laws, a commercial passenger vehicle with a manufacturer's seating capacity of 11 or more, counting the driver, needs a Safety Fitness Certificate.
Farmers are exempt from the Safety Fitness Certificate under Alberta law but not under federal rules.
An Alberta Safety Fitness Certificate is valid in other jurisdictions only for Alberta-plated vehicles and only if the carrier declared itself a "federal" company.
A carrier that also has a vehicle regulated by another jurisdiction needs a second Safety Fitness Certificate from that jurisdiction.
A carrier that keeps posing an unacceptable risk can have its Safety Fitness Certificate and commercial registrations cancelled.

Safety plans (pp. 18–19)

An Alberta carrier must set up, keep and follow a written safety program.
A carrier that fails to do so can face court charges, an administrative penalty or cancellation of its Safety Fitness Certificate.
The safety plan covers matters such as speed limits, seat belts, drug and alcohol use, defensive driving, load security and fuelling.
It also covers records such as bills of lading, manifests, dangerous goods documents, time records, daily logs and weigh slips.
It includes instructions for safety equipment such as reflective triangles, fire extinguishers, goggles and hard hats.
Every driver must know and follow the company safety plan.
A driver must be medically fit, not fatigued, and not under the influence of alcohol or any drug.
A driver must carry required documents such as a valid licence, registration, insurance and, where needed, a dangerous goods training certificate.
A driver must report violations, convictions and collisions to the carrier.
The safety plan rules are in the Commercial Vehicle Certificate and Insurance Regulation (AR 314/2002).

Preventive maintenance plans (pp. 19–20)

An Alberta carrier must have a written maintenance and inspection program for all its Alberta-registered vehicles, including leased vehicles.
Each driver must understand the maintenance plan and carry out the inspections the owner and the law require, such as trip inspections.
A driver must report on-road inspections by enforcement officers and give the documents to the carrier.
A driver must tell the carrier about defects found and must not drive a vehicle with a defect that would endanger anyone.
The maintenance rules are in the Commercial Vehicle Safety Regulation (AR 121/2009).

Hours of service (p. 20)

Hours of service rules exist so commercial drivers get enough rest and do not drive while tired.
Alberta hours rules apply to carriers whose vehicles operate only within Alberta; federal rules apply once any vehicle operates outside Alberta.
Once a carrier falls under federal rules, all of its drivers of regulated vehicles follow federal rules, even drivers who never leave Alberta.

Provincial (Alberta) legislation (pp. 20–21)

An Alberta work shift generally starts after eight consecutive hours off duty and ends at the next eight consecutive hours off.
Under Alberta rules a driver may not drive after 13 hours of driving or after 15 hours on duty in a work shift.
A driver must complete a daily log for each day or note in the remarks that they were off duty on those dates.
The log must be kept current to the last change of duty status and must be accurate.
Keep trip receipts such as hotel and fuel receipts as supporting documents.
Give the daily log and supporting documents to the employer within 20 days.
Keep a copy of each daily log and supporting documents for at least six months.
Alberta log exemption needs all four conditions: start and end at the same place, stay within 160 km of the home terminal, no more than 15 hours from start to release, and employer keeps start and end times for six months.
The employer must keep each driver's daily logs in order for six months.
Alberta hours rules: Drivers Hours of Service Regulation (AR 317/2002).

Federal legislation (pp. 21–22)

Federal hours of service rules are stricter than Alberta's and have daily, work shift and cycle limits that must all be met.
In a day (a 24-hour period chosen by the carrier) a driver may not drive after 13 hours of driving or after 14 hours on duty.
Each day a driver needs 10 hours off duty: eight consecutive, and the other two in blocks of at least 30 minutes.
In a federal work shift a driver may not drive after 13 hours driving, 14 hours on duty, or 16 hours elapsed since the last eight consecutive hours off.
The carrier assigns cycle 1 or cycle 2 and the driver records the cycle on the daily log.
Cycle 1: no driving after 70 hours on duty in seven consecutive days.
Cycle 2: no driving after 120 hours on duty in 14 consecutive days; the driver must take at least 24 consecutive hours off before reaching 70 hours on duty.
A cycle 1 driver resets to zero with 36 consecutive hours off; a cycle 2 driver resets with 72 consecutive hours off.
A driver cannot switch cycles without taking a reset.
No driver may drive without having had at least 24 consecutive hours off in the previous 14 days.
Sleeper berth rules differ for team drivers and single drivers.
Federal log exemption: stay within 160 km of the home terminal, return there each day for at least eight consecutive hours off, carrier keeps accurate duty records for six months, and no driving under a permit.
Federal hours rules: Commercial Vehicle Drivers Hours of Service Regulation (SOR/94-716).

Vehicle Inspection Program (pp. 22–23)

Alberta has a mandatory safety inspection program called the Vehicle Inspection Program for Commercial Vehicles.
The program does not replace an owner's preventive maintenance; it sets the standard for it.
A vehicle that passes receives a Commercial Vehicle Inspection Certificate and a decal for the vehicle.
Municipal transit buses and farm trucks operating only inside Alberta are exempt from the program.
Buses designed for more than 11 passengers, including the driver, must be inspected, including school and commercial buses but not municipal transit buses.
Buses are inspected every six months; Alberta has required twice-yearly bus inspections since 1978.
Trucks, truck-tractors, trailers and semi-trailers with a registered combined gross vehicle weight of 11,794 kg or more must be inspected every 12 months.

Trip inspections and the air brake check

Which vehicles need daily trip inspections, minor and major defects, the 24-hour report, circle-check items such as tire tread and the fifth wheel, the in-cab air brake test values, check stops, scales and post-trip checks.

Practise Trip inspections and the air brake check questions Flashcards Official chapter

Purpose of daily vehicle inspections (p. 26)

A daily inspection is meant to find vehicle problems and defects early, before the vehicle is driven on the highway.
Trip inspections are part of the carrier's legal duty to have and carry out a written maintenance program.
Inspection reports are how drivers, the carrier and the maintenance department communicate about a vehicle's condition.
The report is filled in right after the inspection.
The inspection uses a schedule that lists the components and systems to check.
An inspection and its report are valid for 24 hours.
The driver carries the schedule and the report in the vehicle.
Defects are recorded after the inspection, when found en route, and at the end of the trip or day, and are reported to the carrier.

Vehicles that require inspections (p. 26)

Carriers operating only in Alberta must do trip inspection reports on trucks registered at 11,794 kg or more.
Carriers that operate outside Alberta must do trip inspection reports on trucks registered at 4,500 kg or more.
Both groups must inspect commercial passenger vehicles designed to seat 11 or more people, counting the driver.
A commercial vehicle is one driven on a highway to provide transportation for someone; a private passenger vehicle is not included.

Reporting and driving with defects (p. 27)

The carrier may name an employee to receive defect reports.
Minor and major defects must be reported to the carrier as soon as they are found.
Defects can be reported in person, by phone, in writing or electronically.
You may keep driving with a minor defect only if you entered it on the report right away and reported it to the carrier.
No one may drive a commercial vehicle on a highway with a major defect listed on the schedule.

Driver inspection required (p. 27)

The person who does the inspection completes and signs the report.
You may not drive a truck or tow a trailer unless it was inspected within the previous 24 hours, by you or someone else.
The driver must keep watching for defects while en route, even after the initial inspection.
Maintenance or yard staff may also do inspections and sign reports; the person who signs is legally responsible for it.
A driver may rely on someone else's report unless there is reason to think it is wrong or the driver knows or should know of a defect.
Several trailers can be added to one report if it has extra lines for them.
On a peace officer's demand, the driver must produce the inspection schedule and the trip inspection report.
Alberta's trip inspection rules are sections 9 to 16 of the Commercial Vehicle Safety Regulation.

Trip inspection schedule (p. 28)

Vehicles that fail roadside inspection can be put out of service until repaired, with fines and points on the carrier profile or driver abstract.
A truck, tractor and towed trailer are inspected using Schedule 1.
A converter dolly is inspected as part of the trailer it carries, and again when it carries a different trailer.
The carrier must give drivers a copy of the schedule; drivers must carry it and show it to an officer.
A schedule and report may be on the same document.
Schedules 1 to 4 of NSC Standard 13 are accepted in Alberta.
A driver may use any circle order that suits the vehicle and location, as long as every item is checked.
A trip inspection is part of the road test for Class 1, 2 and 3.

Before beginning the inspection (p. 28)

Park on ground as level as possible, away from traffic.
Set the parking/spring brake and put a manual transmission in low gear.
Shut off the engine.
Chock the wheels so the vehicle cannot move, especially air-brake vehicles when the brakes are released later.
Square wheel blocks should be at least 15 cm by 15 cm.

Circle check items (pp. 29–35)

Always make a full circle around the vehicle; the order can vary but nothing should be skipped.
Start at the front and go down the driver's side from front to back.
Under the hood: radiator, fan blades, belt tension and wear, fluid levels, air filter, battery mounting and terminals, steering parts and hoses.
Air-brake vehicles: compressor mounting, brake chambers, slack adjuster angle and push rod travel, and air lines for leaks or damage.
Return to the cab as needed to switch lights on and off to check them.
Steering axle tires need at least 3.2 mm of tread.
Drive axle and trailer axle tires need at least 1.6 mm of tread.
Dual tires must not touch, and nothing may be trapped between them.
Look for rust streaks around wheel fasteners and for cracked, bent or missing rim pieces.
Fifth wheel: plate flush with the apron with no daylight between them, locking jaws closed around the kingpin, slider locked.
Check slack adjusters by pulling by hand or using a pry bar to judge travel and wear.
When possible have a helper apply the brakes or backing lights while you watch them.
Trailer landing gear must be fully raised with the handle secured.
On a sliding tandem, the locking pin must be locked and secure.
School bus extras: alternating amber and red lights, crossing arm, crossover mirror, stop arm, white strobe light, rear emergency door buzzer.
Ambulance extras: emergency lights and properly stowed medical equipment in the patient compartment.
In the cab: seat and mirrors, seat belt, pedal feel, steering play, gauges and warning lights, wipers and washer, defroster, horn and backup alarm.
Some rules require a backing alarm when the vehicle works around people on foot.
Truck-tractor in-cab: air pressure build-up time and air loss when brakes are applied; test service brakes by moving forward slowly and stopping.
Extra equipment for all vehicles: charged, unexpired fire extinguisher; approved warning device; full first aid kit.
Documents to carry may include registration, insurance, inspection certificate, pre-trip form, safety fitness certificate, permits and logbook.

Trip air brake inspection (pp. 35–36)

Step 1: chock the wheels on level ground and look over the air brake parts.
Step 2, tractor protection: engine off with key on run; with both trailer lines disconnected the trailer air supply valve should pop out at 40 to 60 psi (276 to 414 kPa) or higher.
The low air warning should come on by 60 psi (414 kPa).
Step 3: the park control valve should pop out at 20 to 45 psi (138 to 311 kPa) as you pump the foot valve.
Step 4: at a fast idle around 1,200 rpm, pressure should build from 50 to 90 psi (345 to 621 kPa) within three minutes.
The low air warning light should go out by 60 psi.
Governor cut-out should be 120 to 135 psi (828 to 931 kPa); cut-in should be 20 to 25 psi below cut-out.
Step 5, leaks: engine off, hold a full brake application for 2 minutes; loss may not exceed 4 psi (28 kPa) for the power unit plus 2 psi (14 kPa) per trailer.
Step 6: remove chocks, release the spring brakes and test brake response with the foot valve and with the trailer hand valve.

En route check stops (p. 36)

Rest and check stops give a break that makes you more alert and a chance to check the vehicle.
Pull completely off the road.
Choose a stop you can enter and leave without backing.
Do not stop at the bottom of a hill or on an uphill slope.
The stop should have an acceleration lane long enough to merge at a suitable speed.
At the stop check lights, air leaks, wheel security, tire inflation and heat, loose items, load security, placards, trailer locks and brake adjustment.

Vehicle inspection stations (pp. 36–37)

All commercial vehicles or combinations over 4,500 kg must report to an inspection station when the highway lights are flashing, not only large trucks.
If loaded, drive slowly across the scale lane; if empty, drive slowly in the lane next to it.
Watch the light board: STOP means stop and wait; BACK UP means reverse slowly and carefully; PARK means park and bring all vehicle and driver documents into the scale building.

Post-trip inspection (p. 37)

A post-trip inspection at the end of a shift is recommended so repairs can be arranged before the next trip.
The post-trip report should include problems found during the trip.
School buses should be inspected inside and outside after every trip.
On a school bus post-trip, look for lost items and children who are asleep or still aboard, clean the floor near the steps, check emergency equipment, report damage and leaks, and check tires.

Braking and stopping heavy vehicles

Traction, brake condition, weight and speed, the four parts of total stopping distance including air brake lag, and safe air brake use on grades and with the trailer hand valve.

Practise Braking and stopping heavy vehicles questions Flashcards Official chapter

Weights and air brakes (p. 40)

A vehicle or combination may not use a highway if the weight on any tire, axle, axle group or the gross vehicle weight is over the limit in the Commercial Vehicle Dimension and Weight Regulation (AR 315/2002).
Specialized, oversized or overweight equipment needs a special permit; its conditions set the routes, the days and hours of travel, the equipment to use and anything else needed to protect the road and safety.
Detailed air brake information is in the Alberta Air Brake Manual, which students receive when they complete the Alberta Air Brake program at a licensed driving school or entity.
Completing the air brake program is how you get the "Q" endorsement, which is needed to operate any vehicle with air brakes.

How long does it take to stop a vehicle? (p. 41)

Stopping takes three driver actions: see the hazard, think (decide to stop), do (press the brake until the vehicle stops).
Heavy commercial vehicles need more time and distance to stop than smaller vehicles because more braking force is needed to overcome their weight and forward motion.
Four factors affect the distance a commercial vehicle needs to stop: traction, brake condition, weight (GVW) and speed.
Traction is the friction between the road surface and the tire contact area; it depends on road condition, how much tire contact there is, tire condition and inflation, and gross vehicle weight.
Traction is greatest just before the wheels lock; there is less traction once the wheels are skidding.
If one or more brakes are out of adjustment or poorly maintained, the other brakes must make more friction and the stop takes longer.
Doubling the weight doubles the braking force needed, and the stop takes about twice as long.
Doubling the speed requires four times the braking force.
Doubling both speed and weight requires eight times the braking force.

Stopping distance (pp. 41–42)

Total stopping distance is measured from the moment the driver realizes the need to brake until the vehicle is fully stopped.
Perception time (realizing you need to stop) averages about three-quarters of a second; it grows if you are inattentive or unwell.
Reaction time (from deciding to stop to pressing the pedal) is normally about three-quarters of a second; it is slower if the driver is tired or has used alcohol or drugs.
Lag time is the delay while compressed air flows through the system before the brakes apply; it is about four-tenths of a second.
Braking time depends on how hard the brakes are applied, the condition of linings and drums, tire traction, and vehicle weight and speed.
Total stopping distance = perception distance + reaction distance + lag time distance + braking distance.
Going downhill needs a longer stopping distance than on level ground at the same speed because of gravity; going uphill needs a shorter one.

General braking information (pp. 42–43)

Brake with even pressure, ease off as the vehicle slows, release just before the stop to avoid a jerk, then reapply to hold the vehicle.
Do not pump air brakes; pumping wastes air pressure and on a long downgrade may leave too little pressure for the brakes.
Avoid heavy brake use on hills; downshift before the crest and use engine compression to control speed on steep grades.
If the low air pressure warning comes on, stop as soon as possible in a safe place and build up pressure before going on.
Before a downgrade, test the brakes: watch the air gauge, apply the brakes and check for abnormal pressure loss; do not go on if the loss is abnormal.
Overusing the trailer hand valve, especially on steep hills, can make the trailer brakes fail; using it alone wears trailer brakes faster than tractor brakes.
Unbalanced braking between tractor and trailer can cause a jackknife.
Brakes out of adjustment make some brakes work harder than others and can cause a skid.
A driver must not pull a trailer weighing more than 2,300 kg unless it has brakes the driver controls.

Coupling, trains and long combinations

Coupling and uncoupling a tractor and semi-trailer or a pintle hitch, A, B and C trains, trailer order by weight, and the rules for long combination vehicles.

Practise Coupling, trains and long combinations questions Flashcards Official chapter

Coupling a truck-tractor and semi-trailer (pp. 43–44)

First chock the semi-trailer wheels: with one chock, place it behind the trailer wheel; with two, one in front and one behind.
Check that the fifth wheel jaws are open (unlocked).
Check the trailer apron, kingpin and kingpin collar for wear or cracks.
Back the tractor in line with the trailer and stop before the fifth wheel touches the apron.
Check that the fifth wheel height matches the trailer height.
If the trailer has no spring brakes on at least one axle (some older trailers), connect the air lines, fill the trailer tanks and set the trailer brakes before hooking up.
Back under until the connection is made, then do a firm tug test; correct any noticeable slack.
Visually check that the jaws are locked around the kingpin.
Then raise the landing gear, connect the electrical line and remove the chocks.

Uncoupling (p. 44)

Park the unit in a straight line and set the parking brakes.
Chock the trailer: with one chock, place it in front of the trailer wheel; with two, one in front and one behind.
Lower the landing gear before disconnecting.
Disconnect the electrical and air lines, unlock the fifth wheel, and secure the lines on the tractor.
Pull ahead slowly until the fifth wheel just clears the trailer, stop, and check that the ground and landing gear support the trailer.
Then pull ahead slowly until the tractor frame fully clears the trailer.

Pintle hitch attachments (pp. 44–45)

Uncoupling a pintle hitch: park straight, set both parking brakes, chock trailer wheels, disconnect air, electrical and other lines, remove safety chains, remove the safety pin, release the hook lock, lower the landing leg or block the drawbar, pull ahead slowly, and check the eye is free.
Coupling a pintle hitch: line up, stop before contact, chock trailer wheels, open the hook, check hook and eye for cracks or wear, set the eye height, lower the eye onto the hook, snap it shut and lock the safety latch.
Then attach safety chains, fasten the safety pin, connect lines, charge the air system and, with a no-slack ram, do a tug test to make sure the ram is energized.
Finish with a visual check of all locking mechanisms, stow the landing leg, remove chocks and recheck the safety latch.
The most important part of any coupling is to check every connection physically and visually; skipping it can cause a serious incident.

Double trailer combination types (pp. 45–46)

Adding a second trailer behind a lead trailer needs a converter, and each converter has its own fifth wheel.
A train: an A-shaped drawbar (A-dolly) joins a single pintle hitch point on the lead trailer.
An A train has two points of articulation: at the pintle hitch and at the fifth wheel.
B train: the fifth wheel is mounted on the rear of the lead trailer, fixed or sliding out with the rear axle; no converter dolly is needed.
C train: like the A train it uses an independent converter, but with two drawbars and two pintle hitches.
The double drawbar of a C train leaves only one articulation point, so the trailer moves less side to side.
C-dollies have a self-steering axle; check its air pressure is within the manufacturer's standard, because low pressure makes the wheels over-steer, the unit unstable and can lead to skid steering that damages converter and hitch.
When linking two or more trailers, put the heaviest trailer directly behind the tractor and the lightest farthest back, whatever the trailer lengths.
Trailers not arranged by weight make the unit unstable; the rear trailer can sway and control may be lost.
Examples of long combination vehicles: Rocky Mountain double, triple, turnpike double.

Operating long combination vehicles (pp. 46–47)

Long combination vehicles (LCVs) operate under a permit issued under section 62 of the Traffic Safety Act, with general provisions to follow.
Carriers must prove drivers and driver trainers meet the Canadian Trucking Alliance's LCV driver/instructor manual requirements.
The carrier issues an annual LCV Driver's Certificate, valid 12 months, which the driver must carry while driving an LCV.
Driver must hold a valid Class 1 (or equivalent) and have passed a recognized air brake course.
Driver needs at least 24 months or 150,000 km of articulated Class 1 driving experience.
Driver must have passed a Professional Driver Improvement Course within the past 48 months and the CTA LCV driver training course or equivalent.
Driver must have been instructed on current regulations and permit conditions within the past 12 months.
Driver's abstract must be dated no more than one month before the certificate: no driving-related Criminal Code convictions in 36 months, no more than two moving violations in 12 months and no more than three in 36 months.
LCV maximum speed: 100 km/h or the posted limit, whichever is lower.

Tractor-trailer driving skills

Following distance, low- and high-speed off-tracking, right and left turns, curves, parking and hill parking, reversing methods, and breakdown warning devices.

Practise Tractor-trailer driving skills questions Flashcards Official chapter

Following distance (p. 47)

Two seconds is the minimum following distance for passenger vehicles; for large vehicles use at least four seconds.
Count "one-thousand-and-one…" from when the vehicle ahead passes a fixed object; reaching the object before four means you are too close.
Double and triple trailer units need more following distance because they are longer and cannot turn or stop as quickly.
Double your following distance when weather, road or traffic conditions are poor.
Make sure gaps are large enough before entering or crossing traffic, and check sides are clear before changing lanes.

Off-tracking (p. 48)

When the rear axle cannot steer, rear tires follow a different path from the steering tires: this is off-tracking.
Low-speed off-tracking (city turns): rear tires are pulled inside the path of the steering tires.
Longer wheelbase or a tighter turn means more off-tracking.
High-speed off-tracking comes from centrifugal force: at higher speed the rear tires move outward from the steering path.
Enter curves on open highways at moderate speed to avoid dangerous high-speed off-tracking.

Turns (pp. 48–49)

Large vehicles have a wider turning radius; hand-over-hand steering with both hands is recommended.
Select the gear before starting the turn (manual transmission).
Right turns: rear wheels follow a shorter path than the front wheels; failing to allow for it can hit vehicles, objects, curbs or pedestrians.
On a narrow street, drive well into the intersection before turning; you may need to cross the centre line or use the second lane of the street you enter.
Watch for small vehicles and cyclists that try to pass on the right side of the tractor-trailer during a right turn.
Left turns: make the arc wide enough that the unit can off-track on the left without crossing the centre line, finishing to the right of the centre line.

Curves (p. 49)

Enter a curve at a speed that needs no braking and lets you accelerate gently through the curve.
Centrifugal force pushes the vehicle to the outside of the curve; traction resists it.
Higher speed increases momentum and centrifugal force; too fast can overcome traction and cause loss of control.
Braking hard in a curve when going too fast can cause a skid, rollover or jackknife.
Right curves: keep the front of the vehicle closer to the centre of the road so trailer wheels stay off the curb and shoulder edge.
Left curves: keep the front closer to the outside (right side) so the trailer wheels do not cut into the left lane.

Parking (p. 50)

Set the tractor parking brake; never hold a parked unit with the trailer hand valve.
Leave a manual transmission in the lowest forward or reverse gear; put a two-speed axle in low range.
Block wheels with chocks; square blocks should be at least 15 cm by 15 cm.
Do not rely on the transmission to hold the vehicle; always use the parking brake and wheel blocks.
When parked, wheels may be no more than 50 cm from the curb.
Downhill, with or without a curb: turn front wheels to the right (vehicle parked on the right side).
Uphill with a curb: turn front wheels to the left.
Uphill without a curb: a tractor-trailer with one articulation point turns its front wheels to the left.
With a curb, let the unit roll gently until the front wheels touch the curb before setting the brake.

Reversing (pp. 50–52)

To back a semi-trailer, turn the steering wheel opposite to the direction you want the trailer to go (or move your hand at the bottom of the wheel toward where you want the trailer to go).
The tractor follows an S-shape to bring the trailer around smoothly.
Reverse slowly using both mirrors; there is always a blind spot directly behind.
Sound the horn before reversing and at least once more for every vehicle length reversed.
Use a guide if possible; agree on hand signals; the guide must see the vehicle's path and the driver must see the guide; stop if you lose sight of the guide.
The driver remains responsible for every movement even with a guide.
Without a guide, get out and walk around to check before backing.
If reversing more than two vehicle lengths, stop, get out and recheck behind, above, below and around the unit.
Keep your foot off the throttle, use the lowest reverse gear and cover the brake.
Straight-line reversing is the easiest and safest; use it whenever possible.
90-degree reversing to the left (clear side) lets you see the space in the left mirror.
Blind-side (right side) reversing is the hardest and most dangerous; avoid it if you can and stop often to check.
Offset reversing: line up with the target space while driving forward, then back into the adjacent space after visual checks.

Important information for commercial drivers (pp. 52–53)

Overhanging logs can swing across other lanes when you turn; let following traffic pass first if possible.
Breakdown outside an urban municipality in daylight: hazard lights on and approved warning devices about 30 m (100 ft) ahead and behind.
Breakdown in darkness, or when people and vehicles cannot be seen at 150 m: hazard lights and warning devices 75 m (250 ft) ahead and behind.
After a breakdown, park as soon as possible in a safe position on the right side of the roadway.
A truck carrying explosives or flammable goods must stop before every uncontrolled railway crossing.
In cities and towns, drive only on routes specified for trucks and dangerous goods vehicles.
A load reaching or extending 1.5 m or more beyond the rear needs a red flag at least 30 cm square by day and a red light by night.
For occasional loads to the United States, contact each state's transportation or highways department before the trip.

Size, weight and cargo securement

Width, height and length limits, permits for oversize or overweight loads, NSC Standard 10 cargo securement, flags and lights on projecting loads, and annual truck inspections.

Practise Size, weight and cargo securement questions Flashcards Official chapter

Cargo securement (p. 23)

Cargo on commercial vehicles must be secured to NSC Standard 10, which Alberta adopted in its Commercial Vehicle Safety Regulation.
The securement rule applies to commercial trucks registered over 4,500 kg.
A carrier must not let a driver operate, and a driver must not operate, a commercial vehicle whose cargo is not contained, immobilized or secured to the standard for that vehicle type.
Cargo must not be able to leak, spill, blow off, fall from, fall through or otherwise come loose from the vehicle.
Cargo must not shift on or in the vehicle so much that the vehicle's stability or manoeuvrability is affected.
If cargo is not properly secured, the driver, the carrier or the shipper can be fined and penalized.
NSC Standard 10 is published by the Canadian Council of Motor Transport Administrators (CCMTA).

Weights and permits (p. 40)

Weight on any tire, axle or axle group, and gross vehicle weight, must not exceed the Commercial Vehicle Dimension and Weight Regulation (AR 315/2002).
Specialized, oversized or overweight equipment needs a special permit whose conditions set routes, days and hours, equipment and other measures.

Size restrictions (p. 40)

Maximum width: 2.6 m.
A vehicle wider than 2.05 m needs clearance lights: amber at the front, red at the rear.
Maximum height: 4.15 m from the ground, including the load.
Maximum length of a straight truck: 12.5 m.
Maximum truck-tractor wheelbase: 6.2 m.
Maximum overall length of a tractor semi-trailer, or a truck and towed trailer: 23 m.
Maximum overall length for TAC A, B and C train combinations: 25 m.
Maximum semi-trailer box length: 16.2 m (53 ft).
Kingpin setback radius: no more than 2.0 m.

Projecting loads (p. 52)

A load that reaches or extends 1.5 m or more beyond the rear of the vehicle needs a red flag at least 30 cm square by day.
At night the end of such a load needs a red light.
Overhanging logs can swing across other lanes when you turn; let traffic behind pass first if possible.

Vehicle Inspection Program (pp. 22–23)

Trucks, truck-tractors, trailers and semi-trailers with a registered combined GVW of 11,794 kg or more must be inspected every 12 months.
A vehicle that passes gets a Commercial Vehicle Inspection Certificate and a decal.

Driving a bus

Breakdowns, turns, reversing and turnarounds, U-turn limits for school buses, parking on a hill, seating and door rules, refuelling and evacuation drills.

Practise Driving a bus questions Flashcards Official chapter

Information for bus operators (p. 55)

The chapter is mainly about school buses, but most of its facts and procedures apply to every bus operation.
A bus operator is responsible for the safe transport of many passengers in all weather, road and traffic conditions, whether the bus is commercial, school or private.
Know all rules, laws, bylaws and company policies that apply to your operation.

School bus breakdowns (pp. 55–56)

If the bus breaks down, stop in a safe place as far off the roadway as practical.
If the bus is stopped in a dangerous location, get the passengers off and guide them to a safe place; if there is no danger, it is usually safer for them to stay on the bus.
Outside an urban municipality in daylight: hazard lights on and approved warning devices 30 m (about 100 ft) ahead of and behind the bus.
In darkness, or when people and vehicles cannot be seen clearly at 150 m: hazard lights and warning devices 75 m (about 250 ft) ahead and behind.
If you cannot fix the problem quickly or radio or phone for help, stay with the bus.

Left and right turns (p. 56)

Position the bus in the right lane well in advance and signal in time to warn others.
Slow down and downshift to the gear needed for the turn before turning.
Check left, right and left again for vehicles and pedestrians.
Left turns: use the left-most available lane unless arrows or markings say otherwise.
While waiting to turn left, keep the front wheels straight and the brake pedal pressed so brake lights show and a rear-end hit will not push the bus into oncoming traffic.
Turning left off a two-lane highway, make a quick shoulder and mirror check for overtaking vehicles.
Right turns: use the right-most available lane.
With dual left-turn lanes, the outer left-turn lane is preferred.
Never shift gears during the turn; check both mirrors for body swing and clearance; cancel the signal after the turn.

Reversing and turning around (pp. 56–57)

Do not back up unless it can be done safely and without interfering with other traffic.
In an urban area it is illegal to back so any part of the vehicle enters or moves within an intersection or crosswalk.
It is illegal to reverse a school bus on or next to school grounds unless a responsible person outside at the rear is giving directions.
Reversing guidelines: check the area, use a responsible adult as guide, agree on hand signals, tell the guide where to stand, back slowly, stop at once if you lose sight of the guide.
A turnaround is done by backing into a road on the right of the main road.
For a turnaround, stop on the main road about one bus length past the road you will back into, check traffic in all directions, back in when clear, then turn left onto the main road when safe.
If passengers board or leave at the turnaround point, load them before the turnaround and unload them after backing.

U-turns (p. 57)

No U-turn if it cannot be made safely without interfering with traffic.
No U-turn on a curve or near the crest of a hill unless drivers approaching within 150 m from either direction can see the vehicle.
No U-turn where a sign prohibits it, or at a signal-controlled intersection unless specifically permitted.
No U-turn in urban areas at intersections, including alley intersections and private driveways.
A school bus may not U-turn unless the road is a four-lane divided highway, the bus is shorter than the median is wide, and the bus stops on the cross-road with no part over the traffic lanes.

Parking on a hill (p. 59)

Wheels may be no more than 50 cm (about 19 in) from the curb.
Downhill, with or without a curb: front wheels to the right (vehicle parked on the right side).
Uphill with a curb: front wheels to the left; let the front wheels roll against the curb before setting the brake.
Uphill without a curb: a single-unit vehicle turns its front wheels to the right.

Safe driving (p. 60)

If the school bus has a strobe lamp, it must be on in fog, blizzard, smoke and other poor-visibility conditions; it may be used any time more visibility is wanted.
Do not drive at a speed that is unreasonable for weather, traffic, road and vehicle conditions, or follow more closely than is reasonable and prudent.
All students must be seated and stay seated while the bus moves.
Everyone enters and leaves by the front door; by law the rear door is not used except in an emergency.
All doors must be closed while the bus is moving.
When pulling away from the curb you do not have the right of way.
When crossing a highway, wait until traffic is clear in both directions.
Do not refuel a bus with passengers on board.
Build a good relationship with passengers so they listen to you, and hold regular emergency evacuation drills.
The three standard evacuation methods: front exit, rear exit, and front and rear exits at the same time.

School bus stops and railway crossings

Amber and red flashing lights, the stop arm, loading and unloading steps, students crossing in front of the bus, and how a school bus stops at railway crossings.

Practise School bus stops and railway crossings questions Flashcards Official chapter

Passenger loading and unloading (pp. 58–59)

Unless a municipal bylaw changes it, a school bus driver turns on the alternately flashing amber lights when starting to slow down to stop for loading or unloading passengers.
The alternately flashing red lights and stop arm are used only while loading and unloading passengers.
Other drivers must stop for a school bus with flashing red lights from either direction on an undivided highway, and from behind on a divided highway.
Park the bus off the roadway; if that is not possible the law allows stopping on the roadway where there is suitable ground space for passengers.
When stopping on the roadway, pull as far right as practical and stop at least one metre away from students waiting to board.
Turn on the flashing red lights once the bus has come to a complete stop.
Before opening the door: check that traffic has stopped, put a manual transmission in neutral or an automatic in park, apply the park brake and keep firm pressure on the brake pedal.
Students who must cross a rural highway walk at least 10 paces in front of the bus, stop before the roadway and wait for the driver's direction.
Keep a line of sight with crossing students, check traffic both ways before signalling them to cross, and do not lose sight of them.
Before moving, check all mirrors, including the crossover mirror, for students lingering near the bus.
Turn off the flashing lights after all students are seated, release the park brake, signal left and re-enter traffic when safe.
The bus must be stopped when loading and unloading; all students must be seated while it is moving.
Use frequent mirror checks before turning on the red lights or signalling students to cross; other drivers may not stop even though the law requires it.
If a driver passes the flashing red lights, note the licence plate and report it to the local police.

Railway crossings (pp. 59–60)

When a train is approaching, stop no closer than 5 m from the nearest rail and wait until it has passed or stopped and it is safe to cross.
At a stop sign, stop between 5 m and 15 m from the nearest rail.
Cross in a gear that will not need changing; shifting gears while crossing is prohibited.
Outside an urban area, do not park within 50 m of the nearest rail of a crossing controlled by a traffic control device.
At uncontrolled crossings, school buses, vehicles carrying explosives, and vehicles used for flammable liquids or gas must stop between 5 m and 15 m from the nearest rail, unless a bylaw or peace officer directs otherwise.
While stopped, look and listen both ways for a train or its signals.
A school bus driver opens the front door and, if practical with one hand, the window to the driver's left.
Reduce noise: turn off fans and audio and ask passengers to be quiet.
Use the hazard lights at the crossing to warn other drivers; the alternately flashing amber or red lights must not be used for railway crossings.
Use the right-most lane so the open door is less likely to be hit.
When safe to go, close the door and turn off the hazard lights.

Dump trucks and mixers

Three-point contact, securing a load before moving, backing and unloading a dump box safely, tip-over risks, concrete mixer stability and parking a single-unit truck on a hill.

Practise Dump trucks and mixers questions Flashcards Official chapter

Loading dump vehicles (p. 63)

Follow company policy on whether the driver stays in the cab or stands outside during loading.
Leave the vehicle using three-point contact: two hands and one foot, or two feet and one hand, always on the vehicle; never jump down.
Wear the right protective equipment when outside the vehicle.
Do not move a loaded vehicle until the material is evenly distributed in the box.
The load must be secured so it cannot blow or fall off, as the Traffic Safety Act requires; tarp it where a municipal law requires, watching for debris caught in the tarp.
Tailgate, tailboards, doors, tarps, spare tire and other equipment must be fastened before moving.
Sweep loose material, debris and rocks off the tailgate, box sides, hitches and coupling devices.
Total dimensions and the weight on each axle must be within the limits of the jurisdiction you drive in.

Before unloading (p. 64)

Move slowly if you must back into position; in an unfamiliar area get out, look around and walk the route first.
Back toward the driver's side (left) for better visibility and keep checking the mirrors.
If the vehicle has a backing alarm, make sure it works; some rules require an automatic alarm with no shut-off switch around workers on foot (Occupational Health and Safety Code).
Use a guide when possible; the guide stays outside and to the rear, able to see the path and be seen; stop if you cannot see the guide.
Even with a guide, the driver is responsible for all vehicle movement.
Check for overhead wires and obstructions.
Do not raise the box unless the vehicle is on level ground.

During unloading (p. 64)

No vehicles or people may be inside the dumping radius of the raised box.
Before dumping into a hopper, get out and make sure it is empty.
Watch for tip-over hazards such as soft or uneven ground and poorly compacted fill.
The tailgate chain and the box angle control how fast material flows out.
A load concentrated at the rear of a raised box with the tailgate closed can tip the vehicle over backwards.
If the load sticks, lower the box first; never climb into a raised box.
Afterwards, lower the box and make sure the tailgate is latched.

Mixer truck operators (p. 65)

Class 3 mixer trucks need the same basic pre-trip inspection procedures, plus their vehicle-specific items.
The driver is responsible for the truck at all times and must assess conditions at each job site.
Loaded concrete mixers are top-heavy and unstable.
Because of the rotating drum and the nature of concrete, take special care with low-slump concrete on turns, corners and ramps.

Parking on a hill (p. 65)

Wheels no more than 50 cm from the curb; manual transmission in low gear or reverse, automatic in park, park brake on.
Downhill with or without a curb: front wheels turned right (right side of the road).
Uphill with a curb: front wheels turned left, rolled gently against the curb.
Uphill without a curb: a single-unit truck turns its front wheels to the right.
On the left side of a one-way road, turn the wheels the opposite way.

Ambulances, taxis and reserved lanes

When an emergency vehicle may break traffic rules, sirens and lights, defensive driving for ambulances, taxi duties and refusals, the taxi seat belt exemption, reserved lanes and the meaning of for hire.

Practise Ambulances, taxis and reserved lanes questions Flashcards Official chapter

Legal aspects of emergency vehicle operation (p. 67)

Under the Traffic Safety Act a siren may be used only when the emergency vehicle is responding to an emergency, an emergency call or an alarm.
With the siren operating, and only where reasonable and safe, the driver may exceed the speed limit, go through a stop signal or stop sign without stopping, and depart from other traffic rules or bylaws.
An emergency vehicle with its siren operating has the right of way over all other vehicles.
Red flashing lights alone do not exempt the driver from the Traffic Safety Act.
A driver who does not meet these conditions may face civil and criminal penalties after a collision.
Even in the most serious emergency the operator must consider the safety of others.
With its flashing lights on, and where reasonable and safe, an emergency vehicle may park contrary to parking rules and bylaws.

Defensive driving factors (p. 68)

Always use headlights along with the emergency overhead lights.
An ambulance responding to an emergency must use its siren; red flashing overhead lights alone are not enough.
Sirens and lights are for the public; never assume other drivers have seen you or will move; responsibility for safe driving stays with the emergency driver.
Movements that contribute to collisions: reversing, poor road position, turning, changing lanes, unawareness of unit size (sideswipes on the blind right side) and driving too fast for conditions.
At an intersection with cross traffic, slow down, stop briefly if practical, make eye contact and go only once seen.
Take extra care at pedestrian crossings; pedestrians, including children, may not know an ambulance is coming.
On a four-lane highway with lights and siren on, stay in the left lane if possible.
At a collision scene, park to protect the injured and the attendant, keep the flashing lights on and turn on the headlights.

Operating a taxi (pp. 68–69)

A taxi driver's first and most important concern is safety; be patient and drive proactively.
Nothing in the vehicle, including passengers, should stop you from doing the driving job.
You may refuse a customer if the taxi already carries the maximum allowed number of passengers, or if a passenger is offensive or dangerous to you or others.
Good service means getting passengers to their destination safely, comfortably and by the most direct route.
Requirements for taxi or limousine permits differ between municipalities; check municipal rules.

Seat belts and reserved lanes (p. 69)

Alberta law requires all drivers and passengers to use seat belts where provided.
The driver of a taxicab is exempt from wearing a seat belt while carrying a passenger for compensation or hire.
Reserved lane signs over or beside a lane show, by symbol, which vehicles may use it: bus, taxi or bicycle silhouettes.
Part-time reserved lanes show the hours and days; a full-time reserved lane sign shows no times or days.
A final sign marks the end of the reserved lane.
A white diamond on a black background means vehicles in the reserved lane travel in the same direction as the other traffic.

Other uses for a Class 4 licence (p. 70)

A Class 4 licence is needed to operate a vehicle "for hire".
"For hire" means the owner, operator or operator's employer is paid for the service the vehicle provides.
Occasional private passenger driving is not for hire when compensation is only a per-km rate within the tax-exempt employee allowance, straight reimbursement of expenses such as gas, parking and tolls, or transport limited to the driver's family, household or legal wards.

Licensing (alberta.ca, Obtaining a commercial licence, retrieved 2026-10-17)

Class 4 covers a taxi, an ambulance, or a bus (including a school or kindergarten bus) seating fewer than 25 people including the driver, plus all Class 5 vehicles.
A road test is required for Class 1, 2 and 3 only; Class 4 applicants still need the knowledge test, vision test and a medical report.

Transporting passengers

Fitness to drive, zero alcohol tolerance, road rage and difficult passengers, passenger safety before, during and after the trip, people with disabilities, wheelchairs and scooters, and child restraints.

Practise Transporting passengers questions Flashcards Official chapter

Passenger management (p. 73)

Before a trip, assess your own fitness to drive, including how your medical, emotional and psychological wellbeing affects your ability.
Emotional and psychological factors show up as impatience, irritation, anger and rage toward road users and passengers.
Use words, tone and manner that do not show negative feelings, before, during and after the drive.
Tailor your tone to the passenger, keep a pleasant professional manner, speak clearly and audibly, show empathy and patience.
When something could trigger negative emotions: do not focus on emotions, accept that people make mistakes, breathe and relax, and use clear, positive or neutral words.
Use de-escalating phrases such as "I understand your concern".
Some prescription medications, recreational substances and alcohol can cause mood swings, heightened sensitivity or irritation.
Commercial drivers face an immediate roadside sanction with zero tolerance for alcohol or drugs in their body while operating a vehicle (Traffic Safety Act).
A first-time conviction for impaired driving under the Traffic Safety Act disqualifies the driver for one year from the finding of guilt.
A Criminal Code impaired driving conviction can bring a fine, imprisonment and a driving ban.
Do not drive when you are unfit to do so.

Road rage (p. 74)

Facing another driver's road rage: make your and your passengers' safety the priority, lock the doors, do not retaliate, and do not take the aggression out on passengers.
Slow down, or speed up safely within the limit, to move away from an aggressive driver.
If you have radio contact with your employer, tell them what is happening.
To avoid road rage yourself: do not drive while agitated, be patient, allow extra time for delays, avoid mood-altering substances and take responsibility for your actions.

Difficult passengers (p. 74)

First try to de-escalate with positive or neutral language and clear communication.
Use a normal tone, act professionally, acknowledge the passenger's points and respond politely.
Address concerns before the trip starts.
If the passenger stays difficult, respectfully give them a choice: behave, or face consequences that are clearly explained.
Avoid aggravating phrases such as "Listen to me"; never yell at or insult a passenger; keep both your dignity and theirs.
If you are uncomfortable transporting a passenger, follow your employer's policy for refusing the trip.

Passenger safety (pp. 74–76)

Pre-driving: circle check, check seat belts work, park in a designated space before loading, make sure passengers are seated before closing doors.
Enter the destination in the GPS before starting, tell passengers you are about to leave, and lock the doors.
While driving: check mirrors and shoulder check, avoid distracting activities, and speak to passengers whose activities cause distraction or safety concerns.
The Traffic Safety Act requires that a pet or service animal not interfere with the steering wheel, brakes or other controls, or distract the driver.
Avoid sudden accelerations, stops and manoeuvres that throw passengers forward, back or sideways; adjust speed within the limit for comfort.
Avoid driving below the speed limit without reason; it can confuse other drivers and create a hazard.
Speeding increases stopping distance and puts pedestrians in wheelchairs, children and the elderly at higher risk.
Post-driving: tell passengers when it is safe to get out, offer help with doors and seat belts, check mirrors for people or vehicles near the doors, and check the back seat for left items.

Transporting vulnerable people (pp. 76–77)

Passengers' needs may relate to cognitive, developmental, sensory or physical disabilities; frail seniors may be unsteady and prone to falls.
Respect personal space; never assume you know a person's needs without asking first.
Discuss allergies or concerns about service animals with your employer; provide a safe space for the animal.
Secure wheelchairs, scooters and other mobility aids once loaded.
Speak directly to the person with the disability before addressing an attendant.
On first meeting, explain the transport process so the client knows what will happen.
For longer conversations with a wheelchair user, position yourself in front at eye level.
Offer help to people who walk, but wait until the offer is accepted.
With a visually impaired person, identify yourself and offer your arm; let them hold your arm.
To get a hearing-impaired passenger's attention, gesture or lightly touch their arm.
Never move a person's mobility device without telling them first.
Drive smoothly, ease around corners, keep temperature, air and noise comfortable, and in winter open doors only when needed.

Wheelchairs and scooters (pp. 77–78)

Keep the passenger's feet on the foot rests; push at a normal walking speed, watching at least 3 m (10 ft) ahead and to the sides.
Watch for cracks and bumps; tilt gently over large bumps; judge distance by the front of the foot pedals, not the seat.
Check for loose handle grips or unlocked armrests; apply the wheelchair brakes when stopped.
Scooter users who can transfer to a seat are encouraged to; park the scooter securely, turn off its power, remove or swivel the armrest, help the passenger transfer, then secure the scooter.

Language barriers and children (p. 78)

Newcomers may be anxious and you may be their only resource; be patient.
Use plain language, speak slowly and clearly, and use technology only when it is safe (not while driving).
The driver must make sure every passenger under 16 is properly restrained in a seat belt or car seat.
A child weighing less than 18 kg (40 lb) needs a car seat that is properly installed, with the child properly secured.

Transporting dangerous goods

Training certificates, the nine hazard classes and their divisions, what to do after a dangerous occurrence, where shipping documents must be kept, and safety marks.

Practise Transporting dangerous goods questions Flashcards Official chapter

Introduction and training (p. 81)

No one may handle, offer for transport or transport dangerous goods unless they are trained or work in direct contact with a trained person.
Carriers are responsible for making sure employees are trained to work safely with dangerous goods.
Training usually leads to a Dangerous Goods Training Certificate showing the employee completed the course.
Carriers may train employees themselves or hire a trainer.
In every case the employer must be satisfied with the training and sign the certificate.
A dangerous goods driver must show the training certificate when a dangerous goods inspector asks for it.

What is a dangerous good? (pp. 81–83)

There are nine hazard classes of dangerous goods, and some classes have divisions.
Class 1 is explosives.
Division 1.1 explodes as a mass.
Division 1.2 has a fragment projection hazard but no mass explosion hazard.
Division 1.3 has a fire hazard with a minor blast or projection hazard, but no mass explosion hazard.
Division 1.4 has no significant hazard; effects stay mostly inside the package.
Division 1.5 is very insensitive but has a mass explosion hazard; Division 1.6 is extremely insensitive.
Class 2 is gases: 2.1 flammable, 2.2 non-flammable and non-toxic, 2.3 toxic.
Class 3 is flammable liquids, with a closed-cup flash point below 60.5 °C.
Class 4 is flammable solids, substances liable to spontaneous combustion, and substances that give off flammable gas on contact with water.
Division 4.1 is a solid that ignites easily in transport, burns hard, or causes fire through friction or retained heat.
Division 4.2 may combust spontaneously or heat up until it ignites in contact with air.
Division 4.3 may give off flammable gas, or enough heat to ignite gas, when it touches water or water vapour.
Class 5 is oxidizing substances (5.1) and organic peroxides (5.2).
Division 5.1 helps other material burn by giving off oxygen, whether or not it burns itself.
Division 5.2 organic peroxides are strong oxidizers that may decompose explosively or be sensitive to heat, shock or friction.
Class 6 is toxic substances (6.1) and infectious substances (6.2).
Division 6.1 is toxic if inhaled, absorbed through skin, or swallowed.
Division 6.2 is organisms that are, or are believed to be, infectious to humans and animals.
Class 7 is radioactive materials, which are described by activity or packaging rather than named.
Class 8 is corrosives, which eat into metal, skin and internal tissue.
Class 9 is miscellaneous: 9.1 miscellaneous dangerous goods, 9.2 environmentally hazardous substances, 9.3 dangerous wastes.

Dangerous occurrences (p. 83)

A dangerous occurrence includes a leak, a collision, or an accidental release or near release.
The driver in charge of the goods must immediately notify the local police.
The driver must also notify the Alberta Co-ordination and Information Centre (CIC) at 1-800-272-9600.
The driver must also notify the vehicle owner, the employer and the owner of the consignment.

Documents (p. 83)

Every dangerous goods driver must carry the shipping document, waste manifest or other required document.
In the cab, the documents must be within the driver's reach or in a pocket on the driver's door.
When the driver is out of the cab, documents must be on the driver's seat or in the driver's door pocket.
For a parked trailer with dangerous goods not attached to a tractor, the person in charge of the parking area keeps a copy of the documents.
If no one is in charge of that parking area, put a copy in a waterproof container on the trailer where it is easy to see and reach.
On multi-stop deliveries by tank truck, tank trailer or individual gas cylinders, record the change in quantity on the shipping document after each delivery.

Safety marks (pp. 83–84)

The consignor supplies safety marks when they are needed.
The driver must make sure the vehicle has the right safety marks, placards or orange panels before it is loaded.
Safety marks go on each side and each end of the trailer or transport unit.
Placards and panels may be moved to the front of the lead vehicle so they can be seen.
Safety marks stay on until no hazard remains: the goods are unloaded and the vehicle or container is cleaned and purged of residue.
If placards or panels are lost, damaged or defaced during a trip, the carrier must replace them.
A vehicle carrying Class 1 explosives must carry a document signed by the owner or lessee naming the drivers allowed to drive or ride with it.
Alberta's 24-hour dangerous goods line is 1-800-272-9600.

Distraction, fatigue, railway crossings and fire

The distracted driving law for commercial drivers, signs and prevention of fatigue, crossing railway tracks in a large vehicle, and using a fire extinguisher.

Practise Distraction, fatigue, railway crossings and fire questions Flashcards Official chapter

Distracted driving law for commercial drivers (pp. 87–88)

The distracted driving law covers every vehicle under the Traffic Safety Act, including truck tractors, farm vehicles, motor homes, motorcycles and bicycles.
The guide advises against using any cellphone while driving, hands-free included; stop in a safe, legal place to call or text.
The Act sets fines for hand-held phone use, texting or emailing, and using devices such as laptops, games, cameras and video screens.
Fines also apply to programming portable audio players, entering GPS data, reading printed material, writing or sketching, and personal grooming.
Emergency vehicles under the Act include police vehicles, fire response units, ambulances and gas disconnection units responding to a call.
Emergency vehicle drivers may use hand-held devices only while acting within the scope of their job.
Two-way and hand-held radios (CB radios) may be used when escorting oversized loads, contacting your employer, or in search, rescue and emergency work.
A GPS screen is allowed if it is mounted and programmed before driving, or voice-activated; you may not hold it or type into it while driving.
Screens showing vehicle system information or location, passenger dispatch systems, and logistics tracking systems are permitted.
Taxi and delivery drivers may keep dispatch computers installed, but should not type into them while driving.
Hand-held radio use to warn of extreme weather or a hazard such as a collision may fall under the emergency category.
Enforcement officers decide in each situation whether a driver is obeying the law.
Tour bus drivers must not drive distracted; hands-free units and other technology can be used to inform passengers.

Fatigue (pp. 88–89)

Drowsy driving is as dangerous as impaired driving: it slows reaction time, lowers awareness and harms judgement.
Lack of sleep is one of the most common causes of drowsy driving.
Other factors: driving alone, long distances without breaks, driving through the night or when you would normally sleep, sleep-inducing medication and alcohol.
Those most at risk include shift workers, commercial drivers, people with untreated sleep disorders, teenagers and young adults.
Warning signs: yawning, trouble keeping eyes focused and head up, wandering thoughts, not remembering the last few kilometres.
More warning signs: drifting between lanes, tailgating, missing signs, and a vehicle suddenly appearing in the mirror.
Most fatigue-related collisions happen between 1 and 4 p.m. and between 2 and 6 a.m.
Fatigue collisions tend to happen at higher speeds and involve running off the road or head-on crashes.
Radio, open windows, coffee, gum or eating only help for short periods.
Prevention: know your biological clock, stop when sleepy, sleep well before a long trip, and stay overnight instead of driving straight through.
Schedule a break every two hours or every 160 km.
A mid-afternoon nap of 20 to 40 minutes helps.
An awake, alert passenger can chat with you and point out signs of fatigue.

Railway crossings (pp. 89–90)

Large vehicles are at greater risk at crossings: longer vehicles need more time to clear, heavier vehicles need more room to stop, and they are more likely to derail a train.
Approach: slow down, shift to a lower gear with a manual transmission, test your brakes, check traffic behind, and stop gradually.
Stop no closer than 5 m and no farther than 15 m from the nearest rail.
Roll down the window and reduce noise inside to hear a train.
Look around mirrors and windshield pillars for trains while stopped.
Set the park brakes while waiting so you do not roll onto the track.
Before going, make sure there is room for the whole unit, including overhang, to clear the far side.
A train is about one metre wider than the rails on each side.
Choose a gear that lets you cross without shifting.
If the crossing lights start to flash after you have started across, keep going; it is safer than backing up.
With more than one track, there may be more than one train.

Other railway considerations (pp. 90–91)

If your vehicle stalls or gets stuck on a crossing, get out at once.
If a train is coming, move away from the track toward the oncoming train to avoid flying debris.
Call the railway's posted emergency number or 911.
Do not cross unless you can see far enough both ways to be sure no train is coming, even when signals are not active.
At night, a train crossing in front of you at an uncontrolled rural crossing may look like a dark shape against a dark road.
If a STOP sign beyond the tracks leaves too little room and your vehicle would overhang the tracks, make sure no train is coming, then pull up to the sign; do not block the crossing for more than 20 seconds.
Rural crossings may have steeper approaches, higher snow banks, more brush and trees, fewer automatic warnings and rough surfaces.
A controlled crossing has a flag person, stop sign, gate, or electric or mechanical signal; all vehicles must stop there when signalled.
School buses, vehicles carrying explosives, and vehicles designated for flammable liquids or gas (loaded or empty) must stop at every uncontrolled crossing.
Obey a police officer or identified railway flag person at the crossing; municipal bylaws may add stopping rules.

Fire and fire extinguishers (pp. 91–92)

Never start a vehicle with a fuel leak; repair it and soak up spilled fuel with approved absorbent.
Shut off the engine when refuelling and do not smoke near fuelling areas.
Touch the nozzle to the filler pipe before fuelling to ground it and prevent static sparks.
Under-inflated tires build heat and can cause a fire; check tire pressure often.
Dragging brakes generate heat that can ignite hub grease when the vehicle stops.
If a bus has a fire or danger of fire, stop in a safe place and move passengers at least 35 m (115 ft) away.
Most commercial vehicles carry the portable extinguisher in the driver's compartment.
Do not fight a fire that is beyond you or your extinguisher; you may have only eight to ten seconds of discharge.
Remove the extinguisher, pull the pin, approach from upwind if possible, and hold it upright.
PASS: Pull the pin, Aim low at the base of the fire, Squeeze slowly and evenly, Sweep side to side starting at one edge.
Do not start in the middle of the fire.
After use, replace the pin, note the use on the post-trip inspection, and have the extinguisher recharged or replaced right away.

Fueling and fuel efficiency

Safe fueling of gasoline, diesel and propane vehicles, fueling with passengers, and driving and maintenance habits that save fuel.

Practise Fueling and fuel efficiency questions Flashcards Official chapter

Gasoline and diesel (p. 95)

Do not fuel while the engine is running, and never overfill the tank.
Report any fuel spill so it is cleaned up immediately with approved absorbent material.
Do not fuel near electrical sparks or open flame, do not smoke or let anyone nearby smoke, and do not use a cell phone while fueling.

Propane (p. 95)

Only people with proper certification or training may refuel a propane vehicle or container.
Nothing that could ignite may be within 3 m (10 ft) of the dispenser or container being filled.
Wear protective gloves and clothing such as long sleeves; switch off engine and electrical accessories.
Open the fixed liquid-level (bleeder) gauge; when liquid propane mist comes out of it, the tank has reached its maximum and fueling stops.
A propane tank's filled capacity is about 80 per cent of its total volume.

Passengers (p. 95)

Do not fuel when the engine is running or a radio transmitter is on.
A bus, school bus or taxi should not be fueled with passengers on board; make sure there is enough fuel before picking them up.

Fuel efficiency (pp. 95–97)

Nearly 30% of Canada's greenhouse gas emissions come from road transportation, much of it from heavy-duty vehicles.
Flat routes use less fuel than mountainous ones; highway driving uses less than inner-city driving.
Maximize payload: aim for 80 to 90 per cent capacity rather than 60.
The proper fuel grade and type can improve fuel economy by up to 3 per cent; a direct-drive transmission instead of overdrive may cut fuel use by up to 2 per cent.
Reducing aerodynamic drag by 10 per cent can improve fuel efficiency by 5 per cent.
Rib-design tires in all positions are more fuel efficient than lug tires on drive and steer axles; low rolling resistance and super single tires help too.
Snow-covered roads can increase fuel consumption by 15 to 20 per cent; reduce speed in a strong head wind.
A flat multi-lane highway saves 4–11% versus a flat two-lane highway, up to 18% versus a mountainous highway, and 25–35% versus a suburban route.
Do not park a tractor-trailer on an icy grade.

Caring for your vehicle and smart driving (pp. 97–98)

About 1 per cent of fuel is wasted for every 10 psi of tire under-inflation.
Check gauges, tires and cargo about every three hours during a trip.
Start with zero throttle, do not pump the throttle of a fuel-injected engine, and use ether sparingly.
Five minutes of idling is generally enough for warm-up; then drive gently.
Back off the accelerator going over the top of a hill and let momentum work.
Professional, smooth shifting can improve operating costs by about 30 per cent; always use the clutch.
Progressive shifting at about 1,600 rpm reduces wear, noise and fuel use; run in the highest gear to keep revs low.
Use cruise control where appropriate, reduce average speed, and turn the retarder off when it is not needed.

Written in our own words from: Commercial Driver's Guide

FAQ

Alberta Class 1–4 study guide: common questions

What is the best way to use this Alberta Class 1–4 study guide?

Read one topic, then answer that topic's practice questions while the rules are fresh. Note the questions you miss, re-read those notes, and finish with a full practice test across all 15 topics.

Is this the official Alberta Class 1–4 handbook?

No. It is our own summary of the Commercial Driver's Guide. Use it to review, and use the official handbook when you need the exact wording of a rule.

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