BC Class 1–4 study guide: key rules on all 24 topics

Free BC Class 1–4 study guide: 1032 key points from the Driving Commercial Vehicles 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 ICBC Commercial Driver Knowledge Test (Class 1–4 and Air Brakes) on one page: 1032 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 Driving Commercial Vehicles from the Insurance Corporation of British Columbia (ICBC); they do not replace it, and where our notes and the official source differ, the official source wins.

This study guide has 2 parts

Part 1: Licence classes, endorsements and testing, Heavy vehicle braking, Basic commercial driving skills, Tires, warnings and personal safety, Fuel-efficient driving, Backing and handling trailers, Coupling and uncoupling, Loading and weight distribution, Cargo securement, Dimensions, weights and permits, Dangerous goods and signs for commercial drivers, Operating a bus, School buses, Taxis, limousines and ride-hailing, Ambulances and special vehicles
Part 2: Hours of service, Air brake components, Dual air brake systems, Spring parking brakes, Tractor-trailer air systems, Air brake adjustment, Trip inspections and reports, Class 1 pre-trip inspection, Air brake pre-trip test

Study these notes as flashcards →

Licence classes, endorsements and testing

Class 1 to 4 and what each covers, minimum ages, the air brake (code 15) and heavy trailer (code 20) endorsements, the driving record and medical rules, learner supervision, MELT and retest waiting periods.

Practise Licence classes, endorsements and testing questions Flashcards Official chapter

Licence classes (p. 3–4)

Class 1 covers semi-trailer trucks and every other motor vehicle or combination, except motorcycles; minimum age 19.
Class 2 covers buses, including school buses, special activity buses and special vehicles, plus anything in Class 4; minimum age 19.
Class 2 and Class 3: a towed trailer may weigh more than 4,600 kg only when neither the towing vehicle nor the trailer has air brakes.
Class 3 covers trucks with more than two axles (for example dump trucks and large tow trucks), a tow car towing a vehicle of any weight, a mobile truck crane, and anything in Class 5; a bus carrying passengers is not a Class 3 vehicle; minimum age 18.
Class 4 unrestricted covers buses seating at most 25 people including the driver (school buses, special activity buses, special vehicles for people with disabilities), taxis, limousines, ride-hailing vehicles and ambulances; minimum age 19.
Class 4 restricted covers taxis, limousines and ride-hailing vehicles carrying up to 10 people including the driver, ambulances, and special vehicles for people with disabilities seating no more than 10 including the driver; minimum age 19.
Class 5 covers two-axle vehicles, trailers up to 4,600 kg, motorhomes (even with more than two axles), and passenger vehicles used as school buses seating no more than 10 including the driver; Class 5 does not include Class 4 vehicles.
Heavy trailer endorsement (code 20) on a Class 4 or 5 licence: tow a trailer over 4,600 kg as long as neither the truck nor the trailer has air brakes; minimum age 18.
House trailer endorsement (code 07, formerly code 51): recreational trailers over 4,600 kg without air brakes on truck or trailer; minimum age 18.
You must hold a full-privilege Class 5 or equivalent before applying for a commercial licence, heavy trailer endorsement or house trailer endorsement.
A special activity bus runs for a school and has no set schedule.
A special vehicle seats 10 or fewer including the driver and is built or modified to carry people with disabilities.
Driving without the correct class of licence may breach your insurance, and you could have to pay for crash costs yourself.

Medical fitness and vision (p. 5)

When you apply for a commercial licence, heavy trailer endorsement or industrial air brake endorsement you complete a medical declaration and get a Driver's Medical Examination form for your doctor to send to RoadSafetyBC.
RoadSafetyBC (the Superintendent) decides whether you are medically fit to hold a commercial licence.
Commercial drivers must meet a higher vision standard than Class 5 drivers; vision is screened at the licensing office when you apply for the learner's licence.
The vision screening checks visual acuity, peripheral vision, depth perception, double vision (diplopia) and colour perception of red, green and amber.
If you need glasses or contact lenses to meet the standard, you must wear them for the screening.

Air brake endorsement (p. 5–6)

Driving an air-brake-equipped vehicle on a highway (other than a construction vehicle) requires an air brake endorsement, code 15, shown in the restrictions section of the licence.
Most vehicles with air-over-hydraulic brakes also require the air brake endorsement.
Class 1 applicants get air brake training inside MELT and do not need a separate air brake course.
Air brake knowledge test results are valid for one year; if the endorsement is not added within a year of passing, the test must be retaken.
Failing the air brake knowledge test three times means completing (or repeating) an approved 7-hour air brake course before trying again.
Air brake courses are at least 7 hours long; on completion you get a certificate or other proof.
Single-unit air brake endorsement steps: course, study, apply with ID and proof of air brake experience, pay and pass the knowledge test, then pass an air brake pre-trip inspection test in an air-brake vehicle; no road test is needed.

How to apply for a Class 1, 2, 3 or 4 licence (p. 6–7)

Prerequisites: hold or have held a full-privilege Class 5 or Class 6 (or out-of-province equivalent).
Driving record: fewer than four penalty-point offences in the previous two years and no motor-vehicle-related Criminal Code convictions in the previous three years.
No outstanding fines or debts to the court, government or ICBC (including liquor fines, tolls and Family Maintenance Enforcement arrears).
If you held a licence elsewhere in the past three years, you need a driver's abstract from that jurisdiction.
Every carrier must check your driving record before hiring you and once a year after.
At the learner stage you pay the knowledge test fee and take the knowledge and road signs tests, plus vision and medical screening.
The commercial learner's licence is valid for one year.
Your supervisor must be at least 19 and hold the licence class for the vehicle you are practising in, seated beside you or immediately behind and to the right when there is no seat beside the driver.
With a learner's licence in a bus, taxi, ride-hailing vehicle or ambulance, the only passengers allowed are the supervisor and other learners for the same class.
After passing the road test you get a temporary licence and a Driver's Medical Examination Report form for a B.C.-licensed physician.
The doctor's fee for the routine medical form is not covered by MSP, ICBC or RoadSafetyBC.
The whole commercial licensing process is in English, spoken and written, without assistance.

Class 1 Mandatory Entry Level Training (p. 7–8)

MELT became mandatory for all new Class 1 applicants on October 18, 2021.
MELT aligns with the national Class 1 entry-level standard under the National Safety Code and includes theory, practical training, on-highway driving and air brakes.
MELT is a one-time requirement; you must qualify for the Class 1 learner's licence before starting it.
Class 1 applicants must study the air brake material in the guide to pass the knowledge test even though no prior air brake course is needed.
A Canadian Class 1 holder with more than 24 consecutive months of Class 1 experience, licence expired no more than three years, does not need MELT.
Holders with 12 to 24 months of Class 1 experience and no accepted MELT get two B.C. road test attempts before MELT becomes required.
All Class 1 drivers licensed outside Canada must take B.C. MELT.
If you switch to Class 2 or Class 3 instead of Class 1, you need air brake experience or an air brake course before the road test.

Knowledge tests and road testing (p. 9–13)

Knowledge tests are in English only, multiple choice, taken without assistance; the answers are in the guide.
One of the knowledge tests is a traffic signs test (chapter 11 plus signs in other chapters).
Every road test has a pre-trip inspection, an air brake pre-trip inspection if the vehicle has air brakes, and the drive.
Class 1, 2, 3 or 4 unrestricted applicants must also complete and submit a written trip inspection report.
With manual slack adjusters, you must perform a brake adjustment during the test, so bring the tools.
A Class 1 road test takes about two hours; Class 2, 3, 4 and heavy trailer tests take less than two hours.
Coupling and uncoupling is tested for Class 1 and the heavy trailer endorsement (code 20).
A no-show without 48 hours' notice or a valid reason is charged a fee; arrive at least 15 minutes early.
Taking a Class 1, 2 or 3 road test in an automatic restricts the licence to automatic transmissions.
Typical test vehicles: Class 4 restricted any car or pickup; Class 4 unrestricted a full-size van or small school bus seating at least 11 adults; Class 3 a large tandem or tridem truck; Class 2 a bus seating at least 36 adults.
A Class 2 test in a bus seating 25–34 adults adds restriction 51 (maximum 34 passengers).
Class 1 test vehicle: loaded tandem or tridem tractor-trailer with air brakes, at least 28,000 kg on the road, semi-trailer at least 13 m long (7.5 m for a pintle-hitch trailer).
Code 20 test: loaded truck and trailer without air brakes; trailer and load at least 4,600 kg.
Test vehicles may not carry dangerous goods, unbaffled liquids or dry bulk, livestock or oversize loads.
Bring wheel blocks plus wrenches, a pry bar, chalk or marker and a watch/timer; wear sturdy clothing, hard hat, eye protection, boots and a safety vest.
Temporary spare tires may not be used on a road test.
Example: a 50% seasonal axle-weight restriction limits a five-axle combination legally rated 40,500 kg to 20,250 kg.

Re-test waiting periods

Knowledge tests and pre-trip tests: wait 7 days after any unsuccessful attempt.
Class 1–4 road tests: 14 days after the first failure, 30 days after the second and later failures.
Endorsement 20 road tests: 14 days, then 30 days, then 60 days after the third and later failures.

Air brake courses, keeping and changing your licence (p. 14–15)

A certified air brake course has 7 hours of theory plus four hours of practical pre-trip training; passing the provider's pre-trip assessment may replace ICBC's air brake pre-trip test.
A non-certified course has 7 hours of classroom theory.
Even if exempted from the course for experience, you must pass the air brake knowledge test and air brake pre-trip test.
Commercial drivers (and code 18, 19 and 20 holders) must submit a Driver's Medical Examination Report regularly under the National Safety Code.
Routine medical forms are sent at ages 25, 30, 35, 40 and 45; 48, 51, 54, 57, 60 and 63; and every year from age 66.
Your licence may be cancelled if you do not return the medical form.
A commercial driver medical examination processing fee is charged when you obtain or renew a commercial licence or industrial air brake endorsement.
Upgrading to another commercial class means repeating all steps, including a new learner's licence.
Not returning a routine medical form does not downgrade your licence; you must apply at a licensing office to downgrade.

Heavy vehicle braking

How brakes turn motion into heat, stopping time and following distance, speed and weight effects, brake fade, retarders, downgrades, water, runaway lanes and ABS.

Practise Heavy vehicle braking questions Flashcards Official chapter

Starting and stopping, power to move and power to stop (p. 17–18)

An engine turns heat energy into motion; brakes do the opposite and turn the energy of motion back into heat through friction between linings/pads and drums/rotors.
Brake heat is mostly given off to the air through the brake drums or rotors.
The final factor in stopping (and in moving) is the grip of the tires on the road; bald or defective tires reduce braking.
A loaded heavy tractor-trailer can weigh up to 63,500 kg.
A heavy combination may need over one kilometre and over one minute to reach 100 km/h, but may have to stop from 100 km/h in about seven seconds.
Stopping that quickly needs about nine times the accelerating force, roughly 4,000 hp.
On a combination with eight equally loaded axles and 16 brakes, each brake does about 1/16 of the work; if one or two are out of adjustment the others overwork and stopping distance grows.
Unequally loaded axles let lightly loaded wheels skid, which also lengthens stopping distance.

Stopping distance and stopping time (p. 19)

Total stopping time = perception time + reaction time + brake lag time + braking time.
Average perception time (see-think) is about 3/4 of a second and reaction time (do) another 3/4 of a second.
Air brakes have a brake lag of about 4/10 of a second between pressing the pedal and the brakes working; a car's hydraulic brakes act almost instantly.
Cars and light trucks use a two-second following rule; buses, trucks and other heavy vehicles should never be less than five seconds behind at highway speed.
Stopping takes even longer when brakes are out of adjustment or the vehicle is going downhill.
The most common air brake defect found in commercial vehicle inspections is brakes out of adjustment.

Speed and weight facts (p. 20–21)

Doubling speed needs four times the stopping power.
Doubling weight needs twice the stopping power.
Doubling both speed and weight needs eight times the stopping power.
A loaded truck of about 25,000 kg is over 25 times heavier than a 1,000 kg compact car.
Going downhill lengthens stopping distance; going uphill shortens it, because of gravity.
Driving without due care and attention and unsafe speed are the top two factors assigned to commercial drivers in police-reported casualty crashes.

How much heat can brakes handle? (p. 21)

In normal stops brake parts reach about 120 °C; they can handle up to about 250 °C under hard braking and should not exceed it.
As drums heat up they expand away from the linings.
Brake fade is overheated brakes losing effectiveness, so the vehicle takes longer to stop or may not stop.
Too much heat can cause brake fade, damage or failure, and brake parts or tires can catch fire.

Retarders (p. 22)

Retarders give auxiliary slowing, for example on long downgrades, to save the service brakes for emergencies.
The four main types are engine, exhaust, hydraulic driveline and electric driveline retarders.
An engine retarder works best at higher engine r.p.m. and lower road speed, so pick the gear before starting down the hill.
On slippery roads some retarders can lock the drive wheels, stall the engine and cause loss of control or a jackknife.
Obey municipal signs that restrict engine brake use.

Braking, icy roads and downgrades (p. 23–25)

Ease pedal pressure just before the vehicle stops to avoid jerking.
On ice use very light brake pressure; a slowly turning wheel stops better than a locked, skidding one.
Use designated chain-up areas; do not deflate tires to fit chains; check chain tightness at the first safe opportunity and slow down with chains on.
Operating with brakes not correctly adjusted or not performing adequately can bring a fine of up to $2,000.
Almost all brake failures and runaway crashes on hills are caused by poor speed control that overdrives the brakes' ability to handle heat.
Go down a hill in a lower gear than you used to climb it; never upshift on a downgrade unless a retarder or engine compression can control speed.
On highway downgrades obey truck advisory speeds, use four-way flashers, stay in the far right lane where possible.
With the right low gear and the retarder, you should be able to descend without the service brakes.
If speed rises above your chosen speed: brake hard enough to drop 10 to 15 km/h, then downshift to a lower main gear (do not use the splitter on a downhill); repeat if needed.
Keep the vehicle in gear all the way down the hill.
A grade sign showing 18 per cent indicates a very steep hill; the higher the percentage the steeper the grade.
Always obey regulatory stop-and-check-brakes signs.

Water, runaway lanes and combination braking (p. 25)

Before driving through water, cover the brake and drag the brakes lightly while in the water to keep water out; slow down first.
After water or very wet conditions, hold light brake pressure for a short distance to dry the brakes.
Runaway lanes are only for slowing or stopping a vehicle whose brakes have failed on a downgrade.
With air brakes, pressing the pedal applies all brakes at the same time and same pressure.
Braking too hard, or applying only the trailer brakes on slippery roads, can lock wheels and cause a skid or jackknife.
An empty vehicle without ABS can bounce and lock its wheels, lengthening stopping distance.
It is hard to stop a multiple-trailer combination in a straight line in an emergency.

Anti-lock braking systems and traction control (p. 25–27)

ABS is mandatory in Canada on trucks and buses over 4,560 kg built since April 1, 2000, and on all commercial trailers with air brakes.
ABS does not let you drive faster or stop sooner; on gravel stopping with ABS may be longer.
ABS prevents wheel lock-up so you can brake hard and keep steering control, and may help prevent a jackknife.
Emergency stop with ABS: firm, hard, continuous pedal pressure; do not pump; noise, pedal movement and shudder are normal.
If not every unit in a combination has ABS, brake as if the combination had no ABS.
A full jackknife is when tractor and trailer form an angle of 90 degrees or less; it can happen even at very low speeds and often comes from poor braking, including misuse of retarders.
Automatic traction control (ATC) is an optional add-on to ABS that uses the ABS wheel sensors to detect a spinning drive wheel, brakes that wheel and can cut engine power.
Vehicles with ATC usually have a dash lamp that lights when wheel spin occurs.

Basic commercial driving skills

Following distance, danger zones, off track and turns, curves, roundabouts, backing, mirrors, emergency vehicles, double-clutching, railway crossings and night driving.

Practise Basic commercial driving skills questions Flashcards Official chapter

Following distance and traffic flow (p. 29–31)

Following-distance rules are for ideal conditions; increase the gap for poor road, vehicle, driver, traffic, light or weather conditions.
Taxi, limousine, ride-hailing vehicle, ambulance or van: at least two seconds; leave more when following a motorcycle.
Bus, truck or other heavy vehicle: at least five seconds.
Driving faster than the flow means shorter gaps, more lane changes (more decisions to get wrong) and quicker fatigue.
Driving slower than the flow invites tailgating and risky passes; a large vehicle that cannot keep up must use the right lane.
Tailgaters in the blind spot behind you may be invisible; let them pass, and stop gradually so any impact is smaller.
On a highway, leave at least 60 m (200 ft) between your large commercial vehicle and other large commercial vehicles.
Use the right lane when slower than traffic on hills where a passing lane is provided; let vehicles pass on a one-lane road as soon as it is safe.
Four-way flashers when driving slowly up or down a hill are a good safety practice.
Vehicles travelling under 40 km/h should show the red triangle slow-moving vehicle sign; never put it on a stationary object or a vehicle going faster than 40 km/h.

Construction zones and danger zones (p. 32–33)

In construction zones you may have to wait for a pilot car; keep a long following gap and avoid changing lanes.
The danger zone is the stretch of road you travel through before you can stop; you cannot avoid anything already in it.
The danger zone grows with speed and with rain, snow, ice or gravel.
Shrink the danger zone by slowing down and by covering the brake pedal when a hazard is developing, which cuts reaction time.

Manoeuvring, turning radius and off track (p. 33–35)

Conventional cab: driver behind the steering axle; cab-over: driver above it; forward-control: driver in front of it; each changes where you start a turn.
The inside front wheel turns more sharply (shorter radius) than the outside one.
Off track is the difference between the paths of the front and rear wheels in a turn.
Longer wheelbase means more off track; a combination usually off-tracks more than a single unit.
Longer drawbars and a fifth wheel mounted farther back increase off track.
Inertia keeps a vehicle going straight in a curve; more speed and more weight mean more push away from the curve.
Braking too hard after entering a curve too fast can cause a skid, rollover or jackknife; slow before the curve and apply gentle power through it.

Curves, bridges and turns (p. 36–40)

Right curve: keep the front wheels close to the centre line so the rear wheels stay on the pavement.
Left curve: keep the front wheels near the right edge of the lane so the rear wheels stay out of the next lane.
Before a narrow bridge with a curved approach, adjust speed and line using your known off track.
The most dangerous moment of a right turn is when the tractor has turned but the trailer has not, and the right mirror is nearly useless.
If you must swing into the oncoming lane to turn right, let oncoming traffic pass or stop; do not back up for them.
Keep the rear of the vehicle close to the curb in a right turn so nobody can pass on the right.
Sharp right turn in a forward-control vehicle such as a bus: approach one to two metres from the curb, drive straight until the side-street curb shows through the front entrance door, then turn slowly.
Use hand-over-hand steering for big turns; never grip the inside of the wheel.
With two left-turn lanes, a large vehicle should turn from the right-hand turn lane.
Traffic circles and roundabouts: slow down, yield to traffic already in the circle, yield to a vehicle on your right if you arrive together, travel counter-clockwise.
Large trucks and buses may encroach on the centre median (truck apron) of a traffic circle to get through.
In a multi-lane roundabout a large vehicle may need more than one lane; signal right before your exit.

Backing up (p. 41–44)

With few exceptions you are responsible for a crash while backing.
Avoid backing; plan to minimize distance; use a guide when possible.
Without a guide, walk around the vehicle before backing and repeat every vehicle length; sound the horn at least once every vehicle length.
Back out of traffic into a space rather than into traffic; back toward the view (driver's) side, not the blind side.
The guide must have a clear view of the path and you must see the guide throughout.
A series of short backing moves is safer than one long one.

Seeing and being seen, lanes and emergency vehicles (p. 44–46)

Large vehicles have a blind area right in front; the longer the hood, the bigger it is; the passenger side and directly behind are also blind.
Convex (spot) mirrors make objects look smaller and farther away.
A "stale" green light has been green for a while and may change; be ready to stop.
On a multi-lane divided highway the right lane is best; on freeways drive in the right or centre lane.
For emergency vehicles with flashing red or blue lights and sirens: pull parallel to the nearest edge, stop clear of intersections, stay stopped until they pass; on a divided highway the nearest edge may be the left shoulder.
Passing a stopped vehicle with flashing lights: maximum 70 km/h where the limit is 80 km/h or more, maximum 40 km/h where it is under 80 km/h, and move out of the adjacent lane if safe.
The slow-down rule does not apply on a divided highway to vehicles on the opposite side.

Shifting gears (p. 46–49)

Most heavy manual transmissions lack synchromesh, so drivers must double-clutch (press the clutch twice per shift).
Upshift: off throttle, clutch and neutral, release clutch, let r.p.m. fall, clutch and shift up, release clutch while accelerating.
Downshift: off throttle, clutch and neutral, release clutch, raise r.p.m. with the accelerator, clutch and shift down, release clutch.
Operate between peak torque (lower r.p.m.) and peak horsepower (higher r.p.m.), the normal operating range.
Lugging is running the engine below peak torque for any length of time.
If a gear will not engage after waiting in neutral, do not force it: neutral, release clutch, match engine speed to road speed, try again.
A governor controls fuel and engine speed; it lets you start on level ground or grades without throttle.
If you need throttle to move off with a loaded diesel, you should be in a lower gear.
Before a curve, slow and downshift so you can pull through the curve under power.

Passing, being passed and parking (p. 49–51)

Large vehicles create turbulence in front, beside the cab and at the rear of the trailer that can push cyclists and small vehicles around; slow down until they are clear.
A truck passing another truck at nearly the same speed can congest traffic; avoid needless use of the fast lane.
Do not wave other drivers past; reduce speed and give them room when they want to pass.
Parking: set tractor and trailer parking brakes; lowest forward gear facing uphill, reverse facing downhill, park for an automatic; with two-speed axle in low range.
If a trailer has no spring brakes, apply trailer brakes and block the wheels; air can bleed down and release them.
Never use the trailer hand valve to hold an unattended unit.
Single unit uphill with curb: wheels left toward the centre; uphill without curb: wheels right toward the edge.
Tractor-trailer uphill (curb or not): wheels left toward the centre; any vehicle facing downhill: wheels right toward the edge.
Block the wheels of any large vehicle parked on even a slight grade; spring brakes work only if brakes are adjusted.
After highway driving, three to five minutes of idling may be needed to cool the engine; longer wastes fuel.

Crossings and railway crossings (p. 51–54)

Do not assume you have the right-of-way even with signs or lights; give the right-of-way rather than using your size to take it.
Do not change lanes or pass approaching or in an intersection.
Leaving an alley, lane or side road: stop before the sidewalk area, yield to pedestrians and highway traffic; the maximum speed in a lane or alley is 20 km/h unless posted.
At a railway crossing, stop 5 to 15 m from the crossing, look and listen (open the window or bus door), and do not shift gears while crossing.
Do not park within 15 m of the nearest rail; never cross when the gate is down.
Must stop at every uncontrolled main railway crossing: school buses carrying children, buses carrying passengers, vehicles carrying explosive, poisonous or flammable cargo, and vehicles carrying combustible or corrosive liquids or LPG, empty or loaded.
Uncontrolled main crossings exclude industrial tracks in business or residential districts and spur lines.
Make sure the track is clear far enough for at least 10 seconds to cross, more with multiple tracks or a long vehicle, and that there is room on the far side.
Humpback crossings can hang up low-bed trailers and catch low equipment like dolly wheels and tool boxes.
Rural crossings: steeper approaches, higher snowbanks, brush, fewer automatic warnings, more humpbacks.

Acts of nature (p. 55–56)

About one in 25 crashes involve wildlife; be alert at dusk and dawn and in spring and fall; one animal may mean a herd.
If a large animal cannot be avoided, brake firmly, steer to hit it at an angle and ease off the brake just before impact so the front rises.
In ice and snow test steering and brakes at slow speed, use light brake pressure and smooth steering.
Do not use the recirculate setting in cold weather; it can fog windows.
Headlights on high beam light about 100 m; a loaded truck at 80 km/h can need more than 100 m to stop.
Dim to low beam at least 150 m from vehicles you approach or follow; driving at night on parking lights only is illegal.
If an oncoming driver keeps high beams on, slow down and look to the right edge of the road instead of flashing your lights.

Tires, warnings and personal safety

Tire pressure and tread limits, wheel checks, required braking systems, flashing lights, warning devices for disabled vehicles, carbon monoxide, seatbelts, phones, impoundment and fire fighting.

Practise Tires, warnings and personal safety questions Flashcards Official chapter

Tires and wheels (p. 57–59)

Inspect tires, wheels and rims before every trip; poor ones are dangerous and illegal.
Underinflation, overloading and speed make tires flex more and heat up; too much heat can raise pressure until the tire bursts.
A major cause of retread (recapped) tire failure is underinflation.
Check and adjust tire pressure when tires are cool, with a gauge; letting air out of a warm tire upsets the cooling balance.
Overinflation wears the centre of the tread and reduces road contact and traction.
Underinflation wears the outer edges and raises the risk of hydroplaning.
Driving at 110 km/h can cut tread life by 20 per cent compared with 90 km/h.
Driving on a flat can cause a tire fire that may spread to the truck or trailer.
Defective tire: tread cut, crack or snag over 2.5 cm (1 in) long that exposes the ply cords.
On a vehicle with GVW 5,500 kg or more: less than 3 mm (1/8 in) tread on a front tire or less than 1.6 mm (1/16 in) on a rear tire is defective.
Trailer tires with less than 1.6 mm (1/16 in) tread are defective; winter tires with less than 3.5 mm (3/16 in) are defective.
Radial and bias-ply tires, or different sizes, may be on the same vehicle but not on the same axle (and it is not recommended).
After changing a tire, stop soon after and recheck wheel nuts with a torque wrench.
Disc wheels: do not drive with loose or missing lug nuts, stripped studs or rim cracks; metal or paint flakes around nuts may mean the wheel is moving.
Cast spoke wheels: do not drive with missing or loose nuts or rim clamps or cracked rims or hubs; rim wear near a clamp or a valve stem too close to a spoke may mean the rim has shifted.
Oil or grease leaking from a hub: check whether it has reached the brake linings.
Rust streaks on a rim may mean a loose lug nut or a cracked rim; wheel separations usually come from loose fasteners, broken wheels or rims, or bearing failure.

Brake warnings, braking systems, flashing lights (p. 59–60)

Vehicles with air or vacuum brakes must have a device that warns the driver if air pressure or vacuum fails.
Every motor vehicle needs at least two separate braking systems, one of them mechanical (for example ratchet-and-pawl or spring brake).
If the foot brakes fail, the emergency (mechanical) brake needs more time and distance to stop.
Red flashing lights are for emergency vehicles only; blue flashing lights for police only; police vehicles show both.
Amber flashing lights are for construction, towing and attending tow vehicles, snow removal and sanding equipment, pilot cars and vehicles required by permit (some oversize loads).
You need a permit from Commercial Vehicle Safety and Enforcement before mounting amber flashing lights.

Disabled vehicles (p. 60–61)

Approved warning devices must be carried by vehicles seating more than 10 passengers and by commercial vehicles (or loads) wider than 2.3 m.
In the dark at least two warning devices are required; in daylight at least two red flags of at least 30 cm by 30 cm, or two daylight-approved devices.
At night you may use flares, fuses, reflectors and red lanterns.
Move a disabled vehicle as far off the travelled road as possible and place warning devices about 30 m ahead and 30 m behind; extra devices farther back are good practice.

Personal safety: carbon monoxide, seatbelts, devices (p. 61–63)

Carbon monoxide is odourless, colourless and tasteless; it causes dizziness or drowsiness, unconsciousness and death.
If you feel dizzy or drowsy, pull over, stop and get fresh air; never run the engine in a closed garage.
A lap and shoulder belt used correctly cuts the chance of death in a crash by about 50 per cent.
Drivers who get in and out often (inner-city delivery, bus, emergency vehicle drivers) may be exempt from seatbelts at 40 km/h or less.
Lap belt low over the pelvis, shoulder belt snug across the chest, never under the arm or behind the back.
Keep at least 25 cm (10 in) between breastbone and a steering-wheel airbag.
Head restraint: top at least level with the top of your head and less than 10 cm from the back of the head.
All B.C. drivers are banned from using hand-held electronic devices while driving; calling 9-1-1 in an emergency is allowed.
Commercial (non-GLP) drivers may use hands-free devices that need only one touch on a button fixed and secured in place; two-way radios and mobile data terminals are allowed.

Impairment, drugs, fatigue, emotions (p. 63–65)

Police may prohibit you if your ability is affected by alcohol or drugs even below a BAC of .08 or a THC level of 2 ng.
Refusing a breath sample brings immediate and severe penalties.
If convicted of impaired driving after causing a crash, your insurance claim may be denied and ICBC can recover crash costs from you.
Police can impound a vehicle for driving unlicensed, suspended or prohibited, excessive speeding (40 km/h or more over the limit), and street racing or stunts.
Impoundment starts at seven days and can rise to 30 or 60 days for repeat offenders; the owner pays towing and storage.
Employers who let an unlicensed or prohibited driver use a company vehicle can have it impounded.
Antihistamines, sedatives, tranquilizers and some cold remedies cause drowsiness; read labels and ask a pharmacist.
Stay-awake pills may keep you physically awake but do not fix mental fatigue; the only cure is rest or sleep.

Fire and fire extinguishers (p. 65–67)

Never start a vehicle with a fuel leak; a peace officer may order it out of service until repaired.
Shut off the engine when refuelling and keep the nozzle in contact with the filler pipe to ground it.
Diesel fuel is toxic; do not touch it or clean it with a cloth.
Soft tires build heat and can start a fire; dragging brakes can ignite hub grease.
At a fire: do not risk your life; have a bystander call the fire department; separate tractor and trailer only if safe.
Fight a fire with the wind at your back.
Electrical fire: disconnect the battery cables.
Fire under the hood: aim the extinguisher from underneath or through the radiator; do not open the hood.
Never use water on gasoline or oil fires; use an extinguisher, sand or dirt.
Dry chemical extinguishers are easier and safer; CO2 extinguishers are more effective but must not be used in enclosed spaces.
A BC-rated dry chemical extinguisher handles grease, oil, gasoline and electrical fires; ABC adds Class A fires such as paper and cloth.
One extinguisher is required on limited passenger vehicles seating more than 10, all public passenger vehicles and all school buses (CSA D250 for school buses).
Vehicles carrying explosives must carry two extinguishers.
You must be properly trained before carrying dangerous goods.

Fuel-efficient driving

Starting and warming up a diesel, smart shifting and speed, idling, tire pressure, en route checks and vehicle choices that save fuel.

Practise Fuel-efficient driving questions Flashcards Official chapter

Making smart choices, fuel and route planning (p. 69–70)

Nearly 30 per cent of Canada's greenhouse gas emissions come from vehicles.
Fuel-efficient driving techniques can improve fuel economy by up to 30 per cent.
Summer fuel can improve economy by up to three per cent but can cause engine problems in cold weather.
Biodiesel gives power similar to diesel with less carbon dioxide, sulfur and particulate emissions.
The most fuel-efficient route usually avoids heavy commuter traffic, busy city streets and hills.
A flat multi-lane highway saves four to 11 per cent over a flat two-lane highway, up to 18 per cent over a mountain highway and 25 to 35 per cent over suburban roads.
Snow-covered roads can raise fuel use by 15 to 20 per cent.

Starting the engine (p. 70)

Start a heavy diesel with zero throttle; do not pump the throttle.
Warm up three to five minutes, or seven to 10 minutes below 0 °C; longer wastes fuel and can damage the engine.
Check that oil and air pressure reach their normal ranges.
Use ether sparingly and only if the owner's manual allows it; it can damage the engine.

Smart driving techniques (p. 71–72)

Accelerate slowly and keep r.p.m. down for the first several kilometres after warm-up.
Shift progressively, before maximum governed r.p.m.; run in the highest gear range at low r.p.m.
Proper shifting can improve operating costs by 30 per cent; always use the clutch to protect gear teeth.
Back off the throttle at the top of a hill and select a lower gear for the descent.
Cruise control in appropriate places can reduce fuel use; turn the retarder off when not needed.
Driving 105 km/h instead of 90 km/h is 15 per cent faster but burns about 20 per cent more fuel.
See-think-do keeps a steady speed and saves momentum: power not used is fuel not burned.
Coasting toward a stale red light so you do not fully stop saves fuel.

Reduce idling and maintain your vehicle (p. 72–73)

Turning the engine off at truck stops or depots is cheaper than idling; auxiliary power units can run air conditioning or refrigeration.
Idling can burn up to four litres of fuel per hour; cutting one hour a day saves over 1,000 litres a year.
Every 10 p.s.i. (69 kPa) of underinflation wastes one per cent of fuel.
A pre-trip inspection before driving is the law.
Do en route inspections, including tires and cargo, at least every three hours.
Air leaks make the compressor run longer and waste fuel, and weaken the air brakes.
Low-viscosity lubricants such as synthetic oil can improve economy by up to four per cent.

Choosing a fuel-efficient vehicle (p. 74–75)

Between 90 and 100 km/h about half the fuel is used to overcome air resistance.
Trailer side skirts and rear air dams and other aero features can improve economy by 15 to 20 per cent.
On a flat deck, keep the load low and tarp it to cut drag.
Rib tread tires are more fuel-efficient than lug tread on drive and steer axles.
Super-single tires on drive axles have low rolling resistance, weigh less and lower vehicle height.
Fuel heaters prevent fuel gelling in cold weather; block and oil pan heaters help cold starts.
Misaligned wheels that do not track parallel to the direction of travel increase aerodynamic drag.
For the same payload, the lighter truck gives better fuel economy.

Backing and handling trailers

Backing a semi-trailer, rollovers and load height, double trailers, trailer whipping, parking a trailer and weight distribution on a tractor-trailer.

Practise Backing and handling trailers questions Flashcards Official chapter

Backing up a tractor-trailer (p. 77–78)

Backing a single-unit vehicle works like backing a car; a tractor with a semi-trailer pivots at an articulation point, which makes backing harder.
To start backing a semi-trailer, turn the steering wheel opposite to the direction you want the trailer to go.
As soon as the trailer starts to turn, turn the wheel the other way so the tractor follows the trailer's path; otherwise you risk jackknifing.
Backing a tractor-trailer into a normal right-angle turn traces an S-shaped path.

Off track and turns with combinations (p. 34–41)

A combination shows several sets of off track: the tractor's rear wheels track inside the front wheels and the trailer's rear wheels track even farther inside.
The farther back the fifth wheel is mounted and the longer the wheelbase or drawbar, the more off track.
In a right turn with a tractor-trailer, the most dangerous moment is when the tractor has turned and the trailer has not; the right mirror then shows little.
Turning the front wheels on too small an arc lets the trailer's rear wheels climb the curb or hit poles and cyclists.
In a roundabout, the trailer of a long combination may cross into the next lane; cars must yield to a combination already in the roundabout.
A tractor-trailer parked uphill, with or without a curb, has its wheels turned left toward the centre of the road.

Towing trailers and doubles (p. 78–79)

A sudden steering movement can roll a trailer, and the tractor may follow; rollovers are a major cause of death among truck drivers.
A loaded vehicle is more likely to roll over than an empty one; rollovers happen when turning too quickly.
Keep cargo low, spread out and near the centre; a higher load raises the centre of gravity and the rollover risk.
The higher the vehicle, the longer the trailer and the more trailers, the more important correct loading becomes.
With two trailers, jackknife and rollover risk rise, and the last trailer is the most likely to roll over.
A speed safe for a straight truck or single-trailer combination may be too fast with multiple trailers.
Doubles off-track more than a single trailer and may encroach on the next lane in turns.
Couple the more heavily loaded trailer directly to the tractor, with the lighter trailer behind.
Before coupling multiple trailers, apply spring brakes, or block a trailer that has no spring brakes.
Because backing doubles is hard, you may first disconnect the rear trailer.
Never unlock the pintle hook with the converter dolly still under the rear trailer; the tow bar can fly up and injure someone.
Deceleration lanes are often curved and may end at a stop sign or light, so slow down early with doubles.

Swerving and whipping (p. 79)

Whipping or swerving is a trailer moving back and forth across the road independently of the tractor.
Causes: speed too high for conditions, sudden steering, improper trailer connections, shifting loads, dragging brakes, a flat tire.
If a trailer whips, slow down and stop as soon as it is safe, then check the vehicle and load even if the swerving stopped.

Parking a trailer (p. 80)

Block the wheels of a parked trailer.
Trailer reservoir air bleeds down over time; without spring brakes the trailer brakes then release, with spring brakes they stay applied.
Spring brakes stay effective only if the brakes are properly adjusted.

Jackknife and combination braking (p. 25–26)

Applying only the trailer brakes, or braking too hard on slippery roads, can lock wheels and jackknife a combination.
A full jackknife is tractor and trailer at 90 degrees or less to each other; it can happen at very low speeds.
Misuse of retarders on slippery roads can lock the drive wheels and jackknife a tractor-trailer.
If any unit in the combination lacks ABS, brake as if none had ABS.

Loading combinations (p. 93–94)

A heavy load sitting over the trailer's rear tires leaves the fifth wheel unsupported; the tractor's drive tires slip and braking is uneven.
An average semi-trailer's central weight point is about the middle of the trailer.
Evenly loaded trailers carry about 45 per cent of cargo weight on the trailer axles, 45 per cent on the drive axles and 10 per cent on the steering axle.
A tridem drive truck or tractor must carry, loaded, at least 25 per cent of the tridem axle weight on its steering axle, or 40 per cent with twin steering axles.

Coupling and uncoupling

Coupling and uncoupling a fifth wheel step by step, the tug test, landing gear, pintle hitches, safety chains and drawbars.

Practise Coupling and uncoupling questions Flashcards Official chapter

Coupling with a fifth wheel (p. 80–84)

Most coupling is done with a fifth wheel or a pintle hitch.
Step 1: set the tractor parking brakes and inspect the fifth wheel for damage, lubrication and security; a sliding fifth wheel must be locked to the frame.
The fifth wheel should tilt down toward the rear of the tractor with the coupler jaws open.
Route air lines and electrical cable so they are not in the way when backing under the trailer.
Step 2: block the trailer wheels; check that trailer spring brakes have applied, cargo is secure, the kingpin is not bent or broken and the apron is flat.
If the kingpin is set far back, reposition the fifth wheel so the cab or frame does not strike the trailer.
Line up the tractor with the trailer: in line, you see an equal portion of each side of the trailer in each mirror.
A trailer without spring brakes: connect the air lines, charge the trailer and apply its brakes before backing under it.
Back up with four-way flashers on and horn sounded; stop when the fifth wheel just touches the apron, backing straight (an angle can push the trailer sideways and damage the landing gear).
The apron should touch the fifth wheel directly above its pivot points; if not, adjust trailer height with the landing gear or air suspension.
Back the rest of the way in the lowest reverse gear, very slowly, until you feel or hear the kingpin lock.
Check: jaws closed around the kingpin, no space or daylight between fifth wheel and apron, release handle in locked position.
Connect air lines and electrical cable, turn on lights, shut off the engine, take the keys, and go under the trailer with a flashlight to check the jaws.
Tug test: raise the landing gear slightly off the ground, release the tractor brakes with trailer brakes still applied, and gently pull against them.
Check turning clearance between the tractor's rear and the landing gear, and between the cab and the trailer front (for example a reefer unit).
Then raise the landing gear fully and lock the crank handle, remove and store wheel blocks.
Pull away slowly and, at slow speed, apply the trailer hand valve to test the trailer service brakes.
A trip inspection report is required for every new trailer you pick up each day.
Use the differential lock for extra traction if it is slippery.

Uncoupling a fifth wheel (p. 85–86)

Line up tractor and trailer straight on level ground able to support the trailer.
Set the trailer brakes, release the tractor brakes, back gently against the trailer and set the tractor parking brakes to ease pressure on the locking jaws.
Block the trailer wheels; put pads under the landing gear if needed; lower the landing gear until both legs touch the ground and take weight off the fifth wheel.
Both landing gear legs must touch the ground to support a trailer.
Rain or snow can soften gravel or dirt and heat can soften asphalt; pads spread the load so the legs do not sink.
Disconnect and secure the air lines and electrical cable to the tractor, then pull the release handle.
Keep clear of the tractor wheels; they may roll slightly when the jaws open.
Move forward slowly and stop when the fifth wheel begins to clear the apron, checking the landing gear is holding the trailer.
Drain trailer air suspension before leaving the trailer parked (before applying trailer brakes).
Recharge the tractor air suspension if it was lowered, then drive completely clear.

Other connections and pintle hitches (p. 87–91)

A pintle hitch is a hook on the front vehicle and an eye on the towed vehicle; some have an air or hydraulic ram to remove slack.
Any coupling other than a fifth wheel also needs safety chains or cables as strong as the coupling device.
A drawbar may not be more than five metres long unless towing a pole trailer.
A converter dolly has an axle, a fifth wheel and a hitch; its air lines must be connected truck-to-dolly and dolly-to-trailer for the trailer brakes to work.
Couplings must be fastened to structurally adequate frame members and strong enough for loaded vehicles.
Pintle coupling: check the hook, latch and eye for cracks and wear; stop just before the hook touches the eye.
A block of wood beside a tire, visible in the mirror, helps judge the hook position.
Adjust drawbar height so the eye is just slightly higher than the hook, then lower the eye onto the hook.
Close the safety latch, attach safety chains or cables, raise the drawbar support leg, connect air, electrical and hydraulic lines.
If the trailer brakes do not release when you charge the trailer system, the air lines may be crossed.
Uncoupling a pintle hitch: set brakes, release the no-slack ram pressure, block wheels, disconnect lines and chains, release the latch, lower the drawbar leg and raise the drawbar off the hook.
Fasten disconnected lines to dummy (dead-end) couplers to keep out dirt and stop chafing.

Loading and weight distribution

Where to place heavy loads on a truck, axle load shares for freight, dump and mixer trucks, covered aggregate loads, livestock and liquid tank loads.

Practise Loading and weight distribution questions Flashcards Official chapter

Class 3 and heavy trailer endorsement (p. 3–4, 8–12)

Class 3 covers trucks with more than two axles such as dump trucks and large tow trucks, a tow car towing any weight, mobile truck cranes and anything in Class 5; minimum age 18.
A Class 3 truck may tow a trailer over 4,600 kg only if neither truck nor trailer has air brakes.
A bus carrying passengers is not a Class 3 vehicle.
An 18-year-old applying for Class 3 needs parent or legal guardian consent (ICBC commercial licence page).
Construction vehicles (graders, loaders, rollers and similar) are not counted as trucks; trucks, truck-tractors, mobile cranes or truck-mounted backhoes with three or more axles are not construction vehicles.
The heavy trailer endorsement (code 20) lets a Class 4 or 5 driver tow a trailer of any weight if neither unit has air brakes; minimum age 18.
A code 20 learner's supervisor must be at least 19 and hold a Class 1, 2 or 3 licence.
Class 3 road test vehicle: a large tandem or tridem rear-axle truck such as a moving van or dump truck.
If you switch from Class 1 to a Class 3 application, you need air brake experience or an air brake course before the road test.

Loading cargo (p. 91)

Incorrect loading and securing can cause death, injury or property damage, plus fines.
How you arrange a load depends on the vehicle and the cargo's weight, height, width, length and nature.

Arranging and distributing loads (p. 92–94)

Weight distribution affects handling and the life of tires, frame, springs, axles and bearings.
A poorly distributed load can overload an axle or tires, stress the frame and cause permanent damage and steering misalignment.
A concentrated heavy load placed against the cab can bend the frame, overload the front tires (risking a blowout of a worn tire) and make the load top-heavy.
A concentrated heavy load belongs partly over or just ahead of the rear axles, on its longest side, blocked against sliding forward.
A heavy load placed on one side overloads that side's springs and tires; the lightly loaded side's wheels may lock and skid on wet roads, and tires can develop flat spots.
Load so equal weight sits on all rear tires to avoid twisting the frame.
A heavy load placed at the very back can bend the frame and take so much weight off the front tires that steering becomes almost impossible; on rough roads the truck may pivot and lift its front wheels.
A long heavy load needs a longer vehicle such as a tractor-trailer; use the right vehicle for the job.
Never load items on the tailgate.
Spread a concentrated heavy load over as many axles as possible.
Five-ton freight trucks are designed for about 90 per cent of cargo weight on the rear axle(s) and 10 per cent on the steering axle.
Cement mixers and dump trucks are designed for about 70 per cent on the rear axles and 30 per cent on the steering axle(s).

Special cargo with a high centre of gravity (p. 109)

With a partial livestock load, use false bulkheads to keep the animals bunched together.
Livestock can lean in curves, shifting the centre of gravity and causing a rollover; slow down on curves.
Hanging meat sways and has a high centre of gravity; secure it and slow down on sharp curves and ramps.
Liquid or dry bulk tank loads have a high centre of gravity; unbaffled loads surge forward, back and sideways, so slow on curves and be careful when stopping and starting.

Single-unit handling (p. 33–36, 50)

A longer wheelbase means more off track; a single-unit truck usually off-tracks less than a combination.
A single-unit truck parked uphill against a curb: wheels left toward the centre of the road; uphill with no curb: wheels right toward the edge.
A single-unit truck with a two-speed axle must have the axle in low range when parked.
Backing a single-unit vehicle is done the same way as backing a passenger vehicle.

Aggregate loads and covers (p. 101–102)

An aggregate load is a collection of small pieces such as sand, gravel, paper or wood chips.
Use a cover or tarp when an aggregate load cannot be contained by sideboards or tiedowns and is likely to bounce, blow or drop off.
A dump truck carrying 3/4-inch crushed stone, or a full load of paper and garbage, should be covered.
Clear debris from ledges outside the box and tailgate before the trip and close the tailgate tightly.

Cargo securement

The North American cargo securement standard, tiedown condition, how many tiedowns and how strong, binders, front-end structures, load projections and vehicles carried as cargo.

Practise Cargo securement questions Flashcards Official chapter

Securing cargo (p. 94–95)

Do not operate a vehicle unless its cargo is properly secured.
B.C. has adopted the North American Standard on cargo securement (Standard 10) and keeps Division 35 of the Motor Vehicle Act Regulations for logs, loose-load covers, front-end structure marking and bus luggage.
Division 35 and the Standard apply to every vehicle carrying cargo on a highway, regardless of gross vehicle weight.
General and commodity-specific requirements both apply unless the Standard says otherwise.
A securement system can include the vehicle structure, blocking and bracing equipment and securing devices like tiedowns.
The system must withstand 0.8g decelerating forward, 0.5g rearward, 0.5g sideways either way, and a downward force of at least 20 per cent of the cargo weight.
No component may carry more than its working load limit; components must not be damaged, cracked, cut or weakened.

General requirements for tiedowns (p. 95)

Tiedowns (except steel strapping) must be tightenable by the driver, stay taut and not slip, loosen or release.
Use edge protectors where a tiedown could be cut or scraped by cargo; keep tiedowns inboard of rub rails if possible.
One long chain can act as two tiedowns only if each part has its own tensioning device.
Do not use chain with cracked welds or links, bent, twisted, stretched or collapsed links, gouges, nicks or pits, poor repairs or obvious wear.
Do not use any chain, wire rope or webbing with knots; nor spread or disturbed grab hooks; nor nylon webbing with cuts, nicks or splits; nor wire cable with missing strands or wraps.
Anchor points with cracks, breaks or distortion may not be used.
Rub rails must not be used as anchor points.

Number and strength of tiedowns (p. 95–97)

Consider an article's length first, then its weight, when choosing how many tiedowns to use.
Rough guide: two tiedowns for the first 3.04 m of load and one more for each additional 3.04 m.
Article 1.52 m or shorter and 500 kg or lighter, not blocked in front: one tiedown.
Article 1.52 m or shorter but over 500 kg: two tiedowns.
Article over 1.52 m up to 3.04 m: two tiedowns.
Article over 3.04 m: two tiedowns plus one for each additional 3.04 m or part of it.
When the article is blocked from moving forward (headboard, other cargo, step-deck drop), the minimum is one tiedown per 3.04 m of length.
Example: a 3.65 m, 600 kg article not blocked in front needs three tiedowns.
Machinery or fabricated structural items needing special securement are exempt from the count table.
The aggregate working load limit of tiedowns must be at least 50 per cent of the cargo weight.
Example: 600 kg article needs 300 kg aggregate; with three tiedowns each needs at least 100 kg; with 50 kg-rated tiedowns six are needed; with 200 kg-rated ones the minimum count of three still applies.
The working load limit is marked by the manufacturer; unmarked tiedowns have been prohibited since January 1, 2010.
Standard 10 gives default working load limits for chain, webbing, wire rope, manila and synthetic rope and steel strapping.

Chain links, binders and other rules (p. 97–101)

Connector links must match the grade of chain; the chain is only as strong as its weakest link.
Quick connectors are not suitable for heavy-duty work.
Assume tiedown parts, hooks and binders are the lowest grade for their size unless clearly marked or tagged.
Protect tiedowns from abrasion; do not use any assembly worn past the manufacturer's wear limit.
Lock every load binder handle (rope, wire, chain or a locking mechanism; the free end of the chain is enough).
A friction mat with no marked rating is assumed to resist horizontal movement equal to 50 per cent of the weight of cargo resting on it.
Dunnage is spacing blocks, boards and mats that separate cargo from itself and its restraints; timber dunnage must not split or crush.
Corner boards used with tiedowns are a form of dunnage (for example on a load of bricks).
A winch for wire rope should be designed for wire cable; if a webbing winch is used, anchor the wire rope securely to the drum.
Articles side by side under the same tiedown must touch or be kept from moving toward each other.
Cargo that can roll must be held by chocks, wedges, a cradle or a similar device.
Bagged products on pallets need tiedowns and corner boards; interlocking bags and wedging pallets is not enough.
A load on rollers must have at least one roller locked plus adequate tiedowns.

Front-end structures and projections (p. 102–103)

A front-end structure is a vertical barrier across the front of the deck that stops cargo moving forward.
A cab shield or cab protector is not a front-end structure under Standard 10; WorkSafeBC requires cab protectors on logging trucks.
A front-end structure under 1.83 m tall must withstand a static load of 50 per cent of the cargo weight; one 1.83 m or taller, 40 per cent.
It must be at least 122 cm above the deck (or as high as needed to stop the cargo) and at least as wide as the vehicle (or the cargo).
It must resist penetration at a deceleration of 6.1 m/s² and have no gaps cargo could pass through.
It must be marked with model or serial number, maker's name and address and rated capacity, or backed by a signed letter carried in the vehicle.
Front load projection: no more than one metre beyond the front wheels, or beyond the front bumper if there is one.
Front projection on trailers: within a two metre radius of the articulation point for TAC (BC) vehicles, 2.25 m for non-TAC vehicles.
Rear: a straight truck's load may not extend more than four metres beyond the turn centre.
A load projecting more than 1.2 m past the rear needs a red flag or cloth at the tip in daylight, or a red light at night.

Specific cargo types (p. 104–109)

Log or pole vehicles need bunks, bolsters, stakes or other cradles; stakes and extensions must be at 90 degrees or less to the bunk cross member.
Stakes can be secured by an engineer-approved method, pin and closed-loop wire rope stake lines at least 22 mm in diameter, or properly welded gussets.
Before a log truck enters a highway from a private road, the driver must inspect the vehicle, logs and securing devices.
Short logs loaded crosswise need a device that keeps tension and takes up slack automatically as the logs settle.
Side-by-side lumber or drywall bundles must touch or be blocked from shifting toward each other; bundles longer than 1.52 m need at least two tiedowns.
Special rules apply to metal coil shipments and paper roll shipments of 2,268 kg or more.
Vertical-eye coils must be kept from tipping; crosswise or lengthwise coils must be kept from rolling.
Intermodal containers on a container chassis are secured with integral locking devices; chain can be used only as an interim measure if a lock is damaged or missing.
On other vehicles, containers are secured at all lower corners and/or with crossed chains at all upper corners, aggregate working load limit 50 per cent of container weight; hook the chain around a whole link.
Vehicles carried as cargo under 4,500 kg GVW need at least two tiedowns front and rear (a winch may be the front tiedown).
Vehicles over 4,500 kg carried as cargo need at least four tiedowns each rated at least 2,268 kg; lower accessories such as shovels.
Crushed or flattened vehicles: containment walls and/or tiedowns rated at least 2,268 kg, never synthetic webbing.
Boulders over 5,000 kg or over two cubic metres on a flatbed: flattest side down on at least two pieces of hardwood blocking or a crib, at least two chains.

Dimensions, weights and permits

Height and width limits, mirrors, GVW and licensed GVW, overload and oversize permits, pilot cars and reporting to weigh scales.

Practise Dimensions, weights and permits questions Flashcards Official chapter

Vehicle and load dimensions (p. 111–113)

The Commercial Transport Act sets limits for commercial vehicle length, width, height and weight.
Obey Ministry of Transportation dimension and weight signs regardless of any licence or permit; temporary seasonal weight restrictions may be posted.
Diamond low-clearance signs warn of a low structure ahead; a rectangular height sign may be on the structure itself.
Maximum height for a commercial vehicle is 4.15 m without an oversize permit.
Maximum legal width of vehicle and load is 2.6 m without an oversize permit.
Loose hay, straw or fodder may be loaded to 3.1 m overall width.
Items such as anti-splash devices, load securing devices, ladders, dangerous goods placards, glad hands, electrical or hydraulic connectors and clearance lights may stick out up to 10 cm per side without counting in width.
Side mirrors may extend up to 20 cm beyond the side; beyond 20 cm they count in overall width.
Side mirrors must always extend beyond the load, even an oversize one.
Reefer van or trailer length may include the refrigeration or heating unit.
Watch for a bridge sign posting the maximum allowable weight.

Weight terms (p. 113)

GVW (gross vehicle weight) is the vehicle plus its load.
GVWR (gross vehicle weight rating) is the manufacturer's rating for the vehicle and the maximum load it should carry.
Licensed GVW is vehicle weight plus the maximum load it is licensed to carry or tow.
The minimum licensed GVW of most commercial vehicles is 1.5 times the vehicle's net weight.
Commercial vehicles are licensed according to GVW, so you must know your vehicle's and load's weight.
One heavy vehicle can do up to 5,000 times more road damage than a passenger car, depending on configuration and load.

Oversize and overload permits (p. 113–115)

Permits can be bought for overwidth, overweight, overlength or overheight loads when the load cannot be reduced; apply through the Commercial Vehicle Permit Line.
An application needs registration and insurance for the towing vehicle and trailers, load details, route and destination, and travel time; overload applications also need the weight on each axle.
Permit conditions may include pilot cars, flags, signs, lights, permitted times and days and a set route.
A vehicle is overloaded when it exceeds the GVW allowed by the Commercial Transport Regulations, its licensed GVW, or the limit on any axle or axle group.
Overload permits are issued only if the load cannot be reduced or the vehicle is not licensed up to its allowable weight.
A vehicle wider, longer or higher than allowed needs an oversize permit whether loaded or empty.
Permits are not normally issued for loads or vehicles wider than 4.4 m.
Oversize extremities need red flags at least 30 cm by 30 cm; at night, amber lights to the front and red to the rear.
Moving oversize or overweight loads on city streets may also need a municipal permit.
Overloaded vehicles are harder to steer, brake and keep at a safe speed downhill.
Display Wide Load, Long Load or Oversize Load signs only when carrying such a load.

Pilot cars (p. 114–115)

A permit may require one or more pilot cars to warn other drivers of the oversize vehicle.
When required, a pilot car carries a D (over-dimension) sign; pilot car signs are covered by Division 8 of the Commercial Transport Regulations.
A pilot car must stay between 100 and 500 m ahead of or behind the vehicle it escorts.

Reporting to weigh scales (p. 115–116)

A commercial vehicle with a licensed GVW over 5,500 kg must report to a scale whenever a sign, police officer or authorized person directs it.
If asked to bring papers into the office, take registration and permit papers, your log book and trip inspection report.
Fixed scales weigh each axle or axle group; a peace officer may check tires and measure the vehicle and load; follow the light board.
Portable scales can be set up on any public road, or an inspector's vehicle with flashing lights may pull you over and set up a scale.
An inspector may be a commercial transport inspector, motor vehicle inspector, constable or special constable.

Seasonal restrictions (p. 12)

Seasonal restrictions may limit axle weights; a road test vehicle must respect any restriction in effect.

Dangerous goods and signs for commercial drivers

Dangerous goods training and documents, reporting spills, placard classes, CANUTEC, runaway lanes, low clearance, transit priority and zone signs.

Practise Dangerous goods and signs for commercial drivers questions Flashcards Official chapter

Transporting dangerous goods (p. 110–111)

Anyone handling dangerous goods has significant legal duties and must be properly trained and certified.
Your current employer must certify your dangerous goods training; carry the training certificate whenever you transport dangerous goods.
Shipping documents must be complete, correct, readily available in the cab and travel with the shipment.
Report any incident (spill, leak, fire, explosion, damaged container) immediately to the nearest police or the Provincial Emergency Program at 1-800-663-3456.
There are nine classes: explosives, gases, flammable liquids, flammable solids, oxidizing substances and organic peroxides, poisonous (toxic) and infectious substances, radioactive materials, corrosives, and miscellaneous products.
Placard examples: Class 1 explosives; 2.1 flammable gas; 2.2 compressed gas; 2.3 toxic gas; 3 flammable liquids; 4.3 dangerous when wet; 5.1 oxidizers; 6.2 infectious substances; 7 radioactive; 8 corrosive.
Placards may appear on the sides and both ends of transport trucks.
Signs mark roads where dangerous goods vehicles may travel and roads where they may not.
Dangerous goods vehicles may not be used for road tests.

In case of an emergency (p. 257–258)

After a spill, call the Provincial Emergency Program (PEP) or local police first, then notify your employer, the vehicle owner and the consignor or owner of the goods.
The PEP Coordination Centre is staffed 24 hours a day, 365 days a year, and informs the B.C. Ministry of Environment and Environment Canada.
For Class 6.2 infectious substance spills or a catastrophic cylinder failure, call CANUTEC at 613-996-6666 (collect); cellphone *666.
CANUTEC (the Canadian Transport Emergency Centre) gives technical advice on dangerous goods properties, storage and clean-up.
The driver must immediately take all reasonable emergency measures to reduce danger to life, health, property or the environment.
Transport Dangerous Goods, a division of Transport Canada, makes spot checks of labelling and containment.

Dangerous goods at railway crossings and fires (p. 53, 66–67)

Vehicles carrying explosive, poisonous or flammable cargo, or combustible or corrosive liquids or LPG (empty or loaded), must stop at every uncontrolled main railway crossing.
Vehicles transporting explosives must carry two fire extinguishers.

Signs for commercial drivers (p. 24–25, 31, 111–116, 237–246)

Signs can be read by shape, colour and message.
Regulatory sign examples: slow vehicles must use pullouts; slow traffic delaying five vehicles must use the pullout; winter tires or chains required when displayed.
Two signs mark runaway lanes: one in advance and one at the entrance.
Signs before a downgrade may show a suggested truck speed and direct you to check brakes; regulatory stop-and-check-brakes signs must be obeyed.
The red triangle slow-moving vehicle sign is for vehicles under 40 km/h.
Diamond low-clearance warning signs give the height of an overhead structure ahead.
Truck route signs show where commercial vehicles may or may not travel, or which lane they may not use; bus route signs work the same way.
Weigh scale signs direct commercial vehicles into the scale.
A steady white rectangular transit priority light means only buses may go.
A school zone limit shown on a tab applies 8 a.m. to 5 p.m. on school days; a playground zone 30 km/h limit applies every day from dawn to dusk.
It is illegal to drive over freshly painted, wet pavement markings.

Operating a bus

Bus passenger safety, leaving the curb, transit right-of-way, highway stops, fares, standing passengers, required equipment, baggage and the bus pre-trip.

Practise Operating a bus questions Flashcards Official chapter

Class 2 (p. 3, 11–12)

Class 2 covers buses of any size, including school buses, special activity buses and special vehicles, plus all Class 4 vehicles; minimum age 19.
A Class 2 bus may tow a trailer over 4,600 kg only if neither the bus nor the trailer has air brakes.
Class 2 road test vehicle: a large bus seating at least 36 adults; a bus seating 25–34 adults (not counting the driver) adds restriction 51, "CL2 max 34 pass. capacity".
A learner driving a bus may carry only the supervisor and other learners for the same class.
Class 2 applicants who are not doing Class 1 MELT need air brake experience or a course before the road test.

Definitions (p. 119)

Public transportation means carrying groups of people who are not your associates or family members.
A commercial passenger vehicle carries passengers for compensation (money or other reward).
A bus seats more than 10 people including the driver and is operated for hire or public transportation.
A special activity bus meets federal safety standards from its manufacture date, is run by or for a school authority and provides non-scheduled transportation.

Passenger safety and manoeuvring (p. 120–122)

Passenger safety is always more important than meeting schedules.
Bus passengers are usually hurt when the driver stops, starts or turns too abruptly, operates the doors too quickly, or does not check on passengers often enough.
Keep a safe gap so you are not forced into quick stops, and avoid getting boxed in so you have an escape route.
Make sure passengers are fully on or off before closing the doors and are not moving in the aisle while the bus moves.
Before leaving the curb, check the mirror and over your shoulder (not mirrors alone), make sure passengers are settled, signal and check again.
When pulling away, make sure the rear of the bus does not swing over the sidewalk and hit pedestrians, cyclists, poles or posts.
Public transit buses have the right-of-way when signalling to leave the curb or a stop and displaying a yield sign, where the speed limit is under 60 km/h.
The transit driver must still make sure it is safe; other drivers need not yield if it is unsafe.
Clues near parked cars: front wheels turned out, someone behind the wheel, exhaust, brake, back-up or turn lights, people or children near the road.
For a sharp right turn in a bus, start one to two metres from the curb and turn when the side-street curb shows through the entrance door.

Operating a bus (p. 123–127)

Anyone responsible for a vehicle carrying passengers for hire needs a passenger transportation licence.
Picking up or dropping off on the highway: signal, stop where you can be seen from at least 85 m (285 ft) ahead and behind, and leave at least 3 m (10 ft) on the left for traffic; pull off the travel lanes when safe.
Never collect fares, make change or load or unload passengers while moving; save unnecessary conversation until stopped.
Passengers may stand only if the vehicle's passenger transportation licence allows it, up to the posted standing capacity, and never where they block the driver's view or movement.
Public passenger vehicles seating more than 12 including the driver need aisle lights behind the driver, on from sunset to sunrise, and a light at each entrance that comes on when the door opens.
Commercial passenger vehicles seating more than 10 including the driver must carry a WorkSafeBC first-aid kit, a spare tire and at least one fire extinguisher; the carrier is responsible for this equipment.
Vehicles seating more than 12 including the driver need an emergency exit door or emergency windows.
Vehicles seating more than 10 passengers must carry warning devices such as flags and flares.
If a problem could endanger passengers' safety or comfort, end the trip until it is fixed; after a crash or breakdown, arrange onward transport with as little delay as possible.
Do not refuel with the engine running, the radio transmitting or an open flame present; keep the nozzle touching the filler pipe.
The driver is responsible for passengers' baggage; it must not block getting on or off or fall on anyone.
Cargo in a bus passenger area goes only in proper overhead racks, under seats against a barrier, in a fully enclosed compartment, or on a passenger's lap.
Baggage must never block an aisle or exit, the driver's view, emergency equipment or the driver's arm and leg movement.
Do not smoke when passengers are aboard, moving or not; it is illegal to smoke in any vehicle with a passenger under 16.
Do not be under the influence of alcohol while on duty.
Report any defect that could make the vehicle unsafe in writing to the carrier when found or by the end of that day.
A passenger vehicle with a passenger transportation plate must display a valid commercial vehicle inspection decal and carry the certificate.

School buses

Which licences cover school buses, daily brake checks, school bus equipment and signs, loading and unloading, flashing red lights and railway crossings.

Practise School buses questions Flashcards Official chapter

Which licences cover school buses (p. 3–4)

Class 2 covers school buses of any size; Class 4 unrestricted covers school buses seating at most 25 including the driver.
A Class 5 driver may drive a passenger vehicle used as a school bus only if it seats no more than 10 including the driver.
A special activity bus is operated for a school and does not run on a set schedule.

Operating a school bus (p. 127)

All bus rules also apply to school buses, plus every part of the Motor Vehicle Act Regulations about school buses.
If a mechanical inspector or peace officer finds a school bus unfit, it may not be used as a school bus until fixed.
A rental vehicle temporarily replacing a school bus must meet all school bus rules, and Commercial Vehicle Safety and Enforcement must be told as soon as possible.
Test school bus brakes every day; never operate one unless the brakes are safe.
Never carry passengers on a school bus that is defective in any way.

School bus equipment (p. 128)

Refuel only with all passengers off and the engine turned off.
Every school bus needs an approved fire extinguisher, an approved first-aid kit, and flares or flags.
School bus fire extinguishers must meet CSA Standard D250.
Every school bus displays two "School Bus" signs, black letters at least 20 cm high on yellow, front and rear; the rear sign goes just above or below the rear window.
New school buses need two sets of rear-view mirrors on each side, a mirror showing the entrance door, and a convex mirror at the front showing the road right in front of the bus.
Passengers may not stand on a school bus; everyone must be seated before the bus moves.
Wash the floor with a disinfectant solution at least once a week.

Loading and unloading a school bus (p. 129)

Before opening the doors: full stop, at least 3 m of road clear on the left, bus visible from at least 60 m in each direction, and passengers use the right side only.
School buses have alternating flashing red lights and swing-out stop signs, and may also have flashing amber lights shown with the red lights.
Use the flashing red lights whenever passengers cross the road before boarding or after leaving the bus.
All drivers must stop when a school bus shows flashing red lights.
New school buses may have a crossing control arm that swings out in front so you can see children crossing in front.
Make sure crossing passengers are clear of your path before moving off.
Turn off the lights and fold in the stop sign once passengers are aboard or safely across, then let waiting traffic go before pulling out.

Railway crossings and fire extinguishers (p. 53, 67)

A school bus carrying children must stop at every uncontrolled main railway crossing, 5 to 15 m from the crossing.
Open the driver's window or passenger door to listen, and do not shift gears while crossing.
Bus drivers who get in and out frequently may be exempt from wearing seatbelts at 40 km/h or less.

Taxis, limousines and ride-hailing

Class 4 restricted, taxi and limousine definitions, passenger transportation licences, seating, duty to carry and when you may refuse, jump seats and passengers with disabilities.

Practise Taxis, limousines and ride-hailing questions Flashcards Official chapter

Class 4 (p. 4, 11)

Class 4 restricted covers taxis, limousines and ride-hailing vehicles carrying up to 10 people including the driver, ambulances, and special vehicles for people with disabilities seating no more than 10 including the driver; minimum age 19.
Class 4 unrestricted adds buses seating up to 25 people including the driver (school, special activity and special-vehicle buses); minimum age 19.
Both Class 4 licences also cover anything in Class 5.
Ride-hailing, also called transportation network services (TNS), links drivers to passengers who book and pay through an app.
A Class 5 licence does not cover Class 4 vehicles.
Class 4 restricted road test: any car or pickup truck.
Class 4 unrestricted road test: a full-size passenger van or small school bus seating at least 11 adults.
A Class 4 unrestricted applicant must submit a written trip inspection report; a Class 4 restricted applicant does the pre-trip inspection but not that report.
A learner driving a taxi or ride-hailing vehicle may carry only the supervisor and other learners for the same class.

Definitions (p. 119–120)

A taxi or limousine is designed to carry no more than 10 people and is available with its driver for hire; this includes a vehicle used for ride-hailing.
A large capacity limousine carries more than 10 and up to 24 people including the driver.
Since March 29, 2005, large capacity limousines may operate in B.C. if they carry the National Safety Mark showing they meet the Canadian Motor Vehicle Safety Standards.
Large capacity limousines must meet the federal safety standards for emergency exits.

Following distance (p. 30)

A taxi, limousine, ride-hailing vehicle, ambulance or van should keep at least a two-second following distance; if you reach the checkpoint before finishing the count, drop back and count again.
Leave more space behind a motorcycle, and lengthen the gap on highways and in poor conditions.

Operating a taxi, limousine or ride-hailing vehicle (p. 123–125)

Anyone responsible for a vehicle carrying passengers for hire needs a passenger transportation licence.
Never collect fares or make change while the vehicle is moving.
Up to two passengers may sit on the driver's right in a sedan, only if there is room to drive safely and each has a designated seat with a seatbelt.
Your view ahead and to both sides and the movement of your arms and legs must never be blocked.
Illuminated taxi signs must meet Motor Vehicle Act specifications for type, colour and size.
It is your duty to carry all paying customers.
You may refuse a passenger only if the vehicle is already full, or the person is smoking, using profane or offensive language, or acting disorderly or offensively.
If you order someone out, they must be able to get out safely somewhere they can reasonably find other transportation.
A let-down or jump seat needs a licence or permit under the Passenger Transportation Act, may be used only in the rear of sedans, and only if the maker designed the vehicle for it.
Some municipalities require a chauffeur's permit for taxi and limousine drivers, usually from the municipal police, possibly after a police check and a hospitality course such as TaxiHost.
The vehicle must be clean and sanitary at all times.
It is illegal to smoke in any vehicle with a passenger under 16; drivers must not smoke when passengers are aboard.
When picking up or dropping off on a highway, be visible from at least 85 m both ways and leave at least 3 m on the left.

Transporting people with disabilities (p. 124–125)

You may not refuse someone because they have a disability.
Service animals such as guide dogs must be allowed in with their owners, and given space that keeps everyone safe in a collision.
Speak directly to the person, not to a companion or assistant.
Ask before helping; never assume help is needed.
Secure wheelchairs, scooters and other mobility aids properly.

Ambulances and special vehicles

Licences for ambulances and special vehicles, when emergency vehicles may use lights and sirens, yielding to them, and equipment rules that depend on seating capacity.

Practise Ambulances and special vehicles questions Flashcards Official chapter

Special vehicles and ambulances (p. 3–4)

Ambulances are driven on a Class 4 (restricted or unrestricted), Class 2 or Class 1 licence; Class 5 does not cover them.
A special vehicle seats 10 or fewer including the driver and is designed or modified for public transportation of people with disabilities.
Class 4 restricted covers special vehicles seating no more than 10 including the driver; Class 4 unrestricted covers special-vehicle buses up to 25 including the driver.
Class 2 covers special vehicles and buses of any size.

Operating emergency vehicles (p. 129–130)

Ambulance drivers use flashing red lights to get the right-of-way only when responding to an emergency call or transporting a patient.
An emergency vehicle may exceed speed limits and go through red lights or past stop signs if it gives other drivers proper warning.
Ambulances have audible signals (bells, sirens or exhaust whistles) and flashing red lights; use both lights and siren.
Other drivers may not see or hear your warning, so use caution at all times.
Before speeding or going through a stop signal, consider the condition and use of the highway, the amount of traffic present or expected, and how serious the emergency is.

Lights and emergency vehicles (p. 46, 60)

Red flashing lights are used only on emergency vehicles; blue flashing lights only on police vehicles, which show red and blue.
Drivers must yield to vehicles using flashing red or blue lights and a siren: pull to the nearest edge, stop clear of intersections and stay stopped until they pass; watch for more than one emergency vehicle.
Emergency vehicle drivers who get in and out often may be exempt from seatbelts at 40 km/h or less.
Drivers passing a stopped ambulance or other vehicle with flashing lights must slow to 70 km/h where the limit is 80 km/h or more, or 40 km/h where it is less, and change lanes if safe.

Passenger vehicle rules that depend on seating capacity (p. 125, 128)

Over 10 occupants including the driver: first-aid kit, spare tire and at least one fire extinguisher required.
Over 12 occupants including the driver: emergency exit door or windows, and aisle lighting kept on from sunset to sunrise.
Over 10 passengers: warning devices such as flags and flares.
A light at each entrance must come on when the door opens.
Limited passenger vehicles seating more than 10, all public passenger vehicles and all school buses must carry a fire extinguisher.

Medical and record standards for Class 4 drivers (p. 6, 14)

Class 4 drivers, like all commercial drivers, need fewer than four penalty-point offences in two years and no motor-vehicle Criminal Code convictions in three years.
Class 4 drivers receive routine medical forms at ages 25, 30, 35, 40, 45, then 48 to 63 every three years, then yearly from 66.

Continue to part 2

Written in our own words from: Driving Commercial Vehicles

FAQ

BC Class 1–4 study guide: common questions

What is the best way to use this BC 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 24 topics.

Is this the official BC Class 1–4 handbook?

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

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