To find a trucking job, first you need to get your CDL license. You do that by passing the written test on the information covered in this manual and the pre trip inspection test. This truck driver training manual is a general online overview of 2020 CDL regulations in the United States. For specific rules from your state, find your state CDL manual.
You Must Have a CDL to Operate:
Note: Employees of school districts, private schools, and community colleges who operate 15-passenger vans must have a CDL with a passenger transport vehicle (PV) endorsement. A 15-passenger van is a van manufactured to accommodate 15 passengers, including the driver, or a van “designed” to carry 15 passengers, including the driver, even if seats have been removed to accommodate fewer than 15 passengers.
Note: Completed MER and MEC forms may be taken to a DMV field office or mailed directly to your local DMV for updating. Mail the MER and MEC at least 4 weeks prior to the expiration of your previous medical or your privilege to drive CMVs may become invalid.
Interstate commercial drivers must have their medical examination performed by a certified medical examiner listed on the National Registry of Certified Medical Examiners. The National Registry lists medical examiners that have been trained, tested, and certified on the medical standards in the FMCSA regulations to perform medical examinations on CMV drivers. Medical examiners will provide CMV drivers a federal MEC. Drivers may be given a citation for driving out of class if their medical certificate expires and may also be removed from their vehicle by a law enforcement officer.
Commercial drivers who operate in interstate commerce are no longer required to carry the medical examiner’s certificate for more than 15 days after the date it was issued (by the medical examiner) as valid proof of medical certification (CFR, Title 49 §391.41(a)(2)(i)). If you must have a CDL as part of your job (in some states), your employer shall pay the cost of the medical examination unless your examination was taken before you applied for the job (check with your state’s rules and regulations). Note: Those who do not meet the minimum medical standards are not qualified to obtain a CDL for the purpose of transporting interstate commerce, passengers, or hazardous materials.
These customers may be eligible for a restricted CDL. If issued, the CDL will have the following restrictions:
1. May not transport passengers commercially or transport materials which require placards.
2. May not drive in interstate commerce.
An acceptable BD/LP or true full name document is one produced by an issuing authority (i.e., county, state, etc.). This document is a certified copy of the original (the original is always retained by the issuing authority) and will contain an impressed seal or an original stamped impression. The certified copy will be returned to you. If you make a copy of the certified copy, the DMV will not accept it for BD/ LP verification.
Important: Effective May 10, 2017, pursuant to federal regulations, CLP/CDL applicants and CDL holders renewing, upgrading, or transferring his/her CDL will be required to submit proof of citizenship and residency (domicile). For more information concerning these requirements, visit your state’s DMV web page.
You are allowed 3 attempts to pass the knowledge test(s) and a total of 3 attempts to pass the entire skills test on a single application. If you fail any segment of the skills tests (vehicle inspection, basic control skills, or road test), it will count as 1 failure towards the maximum 3 attempts you are allowed. Example: Failing the vehicle inspection, basic control skills, and road test counts as a 3-time failure (or any failure combination equaling 3). However, if you are required to take the skills test for separate types of vehicles (Class A or passenger transport vehicle), you are allowed 3 skills test attempts for the Class A vehicle and 3 skills test attempts for the passenger transport vehicle. If you fail the basic skills test or the road test, there will be a retest fee charged upon your return to take the subsequent test.
The commercial instruction permit has been renamed the commercial learner’s permit (CLP) to comply with federal regulations. The CLP:
All commercial vehicle drivers must:
A special endorsement is also required to drive the following types of commercial vehicles. The endorsement appears as a single letter on the DL.
Exceptions to the CDL requirements are:
Special certificates may sometimes be required in addition to a CDL, depending on the type of vehicle or load you carry.
Note: It is unlawful to drive a school bus or transit vehicle while using a wireless (cell) telephone for non-work purposes. Emergency calls to law enforcement, a health care provider, a fire department, or other emergency services are permitted.
Ambulance Driver Certificate—required for driving an ambulance used commercially in emergency service. Persons who have an ambulance driver certificate must submit a copy of the MER and MEC forms to DMV every 2 years.
Hazardous Agricultural Materials (HAM)* Certificate—exempts persons who transport hazardous waste or placarded loads from CDL requirements if the:
Verification of Transit Training (VTT) Document—requires drivers of transit bus vehicles to comply with specified training requirements. Transit bus vehicles provide the public with regularly scheduled transportation for which a fare is charged (does not include general public paratransit vehicles). Drivers who have a school bus driver certificate or school pupil activity bus certificate do not need a VTT.
General Public Paratransit Vehicle (GPPV) Certificate*—required for any person who drives:
School Bus Driver Certificate*— required of any person who drives a bus for any school district or other party carrying public or private pupils. A school bus driver must also have a school bus (S) endorsement on his/her CDL. School bus drivers 65 years of age and older must submit annual MER and MEC forms to DMV.
School Pupil Activity Bus Certificate (SPAB)*— required of any person who drives a bus for any school district or other party carrying public or private pupils for school-related activities.
Farm Labor Vehicle Certificate*—required for any person who drives farm labor trucks and buses. Note: The driver and all passengers in a farm labor vehicle are required to use seat belts.
Youth Bus Certificate*—required to operate any bus, other than a school bus, which carries not more than 16 children and the driver to or from a school, to an organized non-school related activity, or to and from home (additional CHP training required).
Tow Truck Driver Certificate*—required for drivers in emergency road service organizations that provide freeway service patrol operations pursuant to an agreement or who contract with a specified public transportation planning entity (traffic commission).
Vehicle for Developmentally Disabled Persons (VDDP)*—required to operate a vehicle for a business or nonprofit organization or agency whose primary job is to transport for hire persons with developmental disabilities (This may vary depending on your state).
You may not drive a CMV if you are disqualified for any reason.
You will lose your CDL for at least 1 year for a first offense for:
You will lose your CDL for life for a second offense. You will lose your CDL for life if you use a CMV to commit a felony involving controlled substances. You will be put out-of-service for 24 hours if you have any detectable amount of alcohol under .04 percent.
To get a CDL, you must pass knowledge and skills tests. This handbook will help you pass the tests. This handbook is not a substitute for a truck driver training class or program. Formal training is the most reliable way to learn the many special skills required for safely driving a large commercial vehicle and becoming a professional driver in the trucking industry. Figure 1.1 helps you determine if you need a CDL.
You must take 1 or more knowledge tests, depending on what class of license and what endorsements you need. If the applicant is adding an endorsement, but not upgrading to a higher classification, waive all knowledge and endorsement tests that were completed or waived on the previous application, including HAZMAT, if the new application is started within 12 months of the previous renewal date or original CDL issue date.
The CDL knowledge tests include:
Click the above links to take that practice test.
Note: Allow for 2–3 hours if taking all tests. Your knowledge and/or endorsement test(s) will not be returned to you. You may take the knowledge test at any DMV field office. Office hours vary. Go online to your state’s DMV web page for more information on locations and hours.
The use of testing aids is strictly prohibited during the knowledge test. This includes, but is not limited to: cheat sheets, or electronic communication devices such as a cell phone, hand-held computer, etc.
If any testing aid(s) or a substitute test taker is used during the knowledge test, the knowledge test will be marked as a “failure.” An action may also be taken by DMV against your driving privilege or the driving privilege of anyone else who assists the applicant in the examination process.
During the vehicle inspection test, formerly known as pre-trip, DMV does not allow the use of testing aids, other than the vehicle inspection guide (Section 11) in this handbook. If you are caught using anything other than the inspection guide, the commercial skills test will be marked as a failure. The use of electronic devices, such as cell phones, blue tooth, CB radios, etc., is prohibited during the commercial skills test.
Also, people waiting in the testing vicinity are prohibited from using hand signals and shouting instructions. If this occurs, the test will be discontinued and marked as a commercial skills test failure. If markings are found on the vehicle being used for the test to help with passing the vehicle inspection or basic control skills test, formerly known as skills test (including but not limited to) writing on the vehicle, tape, paint markings that do not appear like they belong, or markings on the curbs, walls, or trees that would help the applicant maneuver the vehicle for the basic control skills test, the test will be discontinued and marked as a failure.
If you pass the required knowledge test(s), you can take the CDL skills tests. There are 3 types of general skills that will be tested: vehicle inspection, basic control skills, and road test, formerly known as drive test. You must take these tests in the type of vehicle for which you wish to be licensed. Any vehicle that has components marked or labeled cannot be used for the vehicle inspection test. All skills tests must be conducted in English.
Vehicle Inspection Test. You will be tested to see if you know whether your vehicle is safe to drive. You will be asked to do a vehicle inspection and explain to the examiner what you would inspect and why. This test takes approximately 40 minutes. If you do not pass the vehicle inspection test, the other tests will be postponed. There is no additional fee for retaking the vehicle inspection test on the same application. See Section 11 for vehicle inspection test information.
Basic Control Skills Test. You will be tested on your skill to control the vehicle. You will be asked to move your vehicle forward, backward, and turn it within a defined area. These areas may be marked with traffic lanes, cones, barriers, or something similar. The examiner will tell you how each control test is to be done. You will be scored on your ability to properly perform each exercise. This test takes approximately 30 minutes. Failure of any skills test ends the test. A retest fee is due for each basic control skills retest. See Section 12 for skill test information.
Road Test. You will be tested on your skill to safely drive your vehicle in a variety of traffic situations on a DMV-specified route. The situations may include left and right turns, intersections, railroad crossings, curves, up and down grades, single or multi-lane roads, streets, or highways. The examiner will tell you where to drive. The test takes approximately 45–60 minutes. If you fail the road test, a retest fee is charged for each additional road test. See Section 13 for road test information.
A road test is required:
If you have a US CLP and have completed your CDL training and CDL skills tests (vehicle inspection, basic control skills, and road test) in another state than which you are applying, the results will be sent electronically from the state you were originally tested in. You will need to go to a DMV CDL office (see page 1-5) to finalize your CDL application. Failure to return to a DMV CDL office may result in your application expiring.
Your CDL will be restricted to the type of vehicle you use for the driving test. For example, if your test vehicle does not have air brakes, you will be restricted to driving vehicles without air brakes. If your passenger transport vehicle carries 15 persons or less including the driver, you will be restricted to driving a small size bus.
The Troops to Trucks program allows DMV to waive the CDL skills test for qualified military service members who are, or were employed within the last year, in a military position requiring the operation of a military motor vehicle equivalent to a CMV on public roads and highways. Qualified applicants must submit a completed CDL Certification for Military Waiver of CDL Driving Test (DL 963) form, and a Commanding Officer’s Certification of Driving Experience (DL 964) form, in addition to any other documents required to apply for a CDL. These forms may be downloaded from the DMV website. Active duty members will need to show their military ID, while veterans will need to provide a DD214–Certificate of Release or Discharge from Active Duty, showing their discharge was within the last year.
Note: The CDL skills test will not be waived for a school bus and/or passenger endorsement. Figure 1.2 details which sections of this handbook you should study for each particular class of license and each endorsement.
When you are applying for a CLP/CDL permit, or are renewing, upgrading, adding endorsements to, or transferring a CDL from another state, you are required to provide information regarding the type of CMV operation you drive in or expect to drive in with your CDL. Drivers operating in certain types of commerce will be required to submit a current medical examiner’s certificate and/or any medical variance documents that you have been issued (i.e., vision, skills performance or diabetic waivers, or other exemptions) to obtain a “certified” medical status as part of your driving record. You must contact your local DMV office to obtain information regarding the requirement for submitting these documents. If you are required to have a “certified” medical status and fail to provide and keep up-to-date your medical examiner’s certificate, you become “not-certified” and may lose your CDL. For the purpose of complying with the requirements for medical certification, it is important to know how you are using the CMV. The following information should help you decide how to self-certify:
Do you, or will you, use a CDL to operate a CMV in interstate or intrastate commerce? Interstate commerce is when you drive a CMV:
Intrastate commerce is when you drive a CMV within a state and you do not meet any of the descriptions above for interstate commerce. If you operate in both intrastate commerce and interstate commerce, you must choose interstate commerce.
Most states do not issue a CDL that is excepted from driver qualification requirements. (Check with your local DMV.)
When completing an application for your CDL, you will be required to check the box next to the statement that describes your status. The actual statements on your application vary from those shown below:
You may not drive a CMV if you are disqualified for any reason.
It is illegal to operate a CMV if your BAC is .04 percent or more. If you operate a CMV, you shall be deemed to have given your consent to alcohol testing.
You will lose your CDL for at least 1 year for a first offense for:
You will lose your CDL for at least 3 years if the offense occurs while you are operating a CMV that is placarded for hazardous materials. You will lose your CDL for life for a second offense. You will lose your CDL for life if you use a CMV to commit a felony involving controlled substances. You will be put out of service for 24 hours if you have any detectable amount of alcohol under .04 percent.
Serious traffic violations are excessive speeding (15 mph or more above the posted limit), reckless driving, improper or erratic lane changes, following a vehicle too closely, traffic offenses committed in a CMV in connection with fatal traffic accidents, driving a CMV without obtaining a CDL or having a CDL in the driver’s possession, and driving a CMV without the proper class of CDL and/or endorsements. You will lose your CDL for:
You will lose your CDL for:
You will lose your CDL for:
If you require a hazardous materials endorsement, you will be required to submit your fingerprints and be subject to a background check. You will be denied or will lose your hazardous materials endorsement if you:
Convictions that occur while you are driving a CMV or CDL holder are retained on your driving record as listed below:
A traffic accident for driving unsafely counts as 1 point. Any accidents you contributed to or were responsible or at fault for, are normally counted as 1 point. If you are convicted of reckless driving, driving under the influence of alcohol and/ or drugs, or of a hit-and-run, you are charged 2 points. You will lose your privilege to drive if you are considered a negligent operator of a CMV when your driving record shows the following point counts:
You may be entitled to a higher point count (6, 8, or 10 points) if you request and appear for a hearing and if 4, 6, or 8 points were not obtained in a Class C vehicle. A violation received in a CMV carries 1½ times the point count. A Class A or B driver who does not have a special certificate or an endorsement may be allowed 2 additional points before being considered a negligent operator. Convictions reported by other states are added to your driving record and may result in license sanctions. If you have an out-of-state CDL, any conviction while operating in a different state, you may be reported to your home state.
Note: When a commercial driver is cited in a noncommercial vehicle, the driver may be eligible to attend traffic school.
Regardless of what type of vehicle you are in at the time of violation, you will lose your CDL:
There are other federal and state rules that affect drivers operating CMVs in all states. Among them are:
All commercial drivers must know the state laws limiting the size and weight of vehicles and loads. All commercial vehicles must stop at locations posted for CHP testing and inspection. Any officer, who has reason to believe a CMV is not safely loaded or the height, width, length, or weight of a vehicle and load is unlawful, is authorized to require the driver to stop and submit to an inspection, measurement, or weighing of the vehicle. The officer may have the driver stop in a suitable area and reload or remove any part of the load. Any person driving a CMV over a highway or bridge illegally is liable for all damage caused to the highway or bridge. When the driver is not the owner of the vehicle but is operating it with the permission of the owner, the owner and driver may both have to pay for the damage.
All commercial diesel vehicles and equipment that operate in most states, even those based out of state or out of country are subject to the emission requirements as specified by the Air Resources Board (ARB) (check with your state’s rules and regulations). To enforce these requirements, ARB is authorized to inspect all vehicles and equipment for excessive smoke, tampering, and compliance with fleet rules and issue citations with substantial penalties for non-compliance. Commercial diesel vehicle inspections are performed by ARB inspection teams at border crossings, CHP weigh stations, fleet facilities and randomly selected roadside locations. Some key regulations are as follows:
Note: For more information on each regulation above, visit your state’s trucking information web page or call 866-6DIESEL (866-634-3735).
The maximum length for a single vehicle is 40 feet. This length may be exceeded by parts complying with fender and mudguard provisions of your state’s regulations . Note: Some vehicles are conditionally exempted from the 40-foot maximum length (e.g., semitrailers, buses, and housecars). The front bumper of a vehicle must not extend more than 2 feet ahead of the fenders, cab, or radiator, whichever is foremost. On a bus, a front and/or rear safety bumper may extend an additional foot, and a wheel chair lift may extend up to 18 inches ahead of the bus. Additional extensions up to 36 inches in front or 10 feet in the rear of some buses may be added to transport bicycles. An articulated bus or trolley coach cannot exceed a length of 60 feet.
In a combination of vehicles, auxiliary parts or equipment which do not provide space for carrying a load or are not used to support or carry the vehicle may exceed the single vehicle length limit, but the combination may not exceed the length limit for combinations. A semitrailer being towed by a motor truck or truck tractor may exceed 40 feet when certain conditions are met. A combination of a truck tractor and a trailer coupled together shall not exceed a total length of 65 feet. A combination of vehicles consisting of a truck tractor, semitrailer, and trailer cannot be longer than 75 feet, providing the length of either trailer does not exceed 28 feet 6 inches. If posted, cities and counties may prohibit a combination of vehicles in excess of 60 feet in length on highways they control. Extension devices are allowed with restrictions. The load length on any vehicle or combination of vehicles may not be more than 75 feet long measured from the front of vehicle or load to the back of vehicle or load.
Some length exceptions are listed below:
The outside width of the body of the vehicle or load must not exceed 102 inches (8½ feet). The width of a vehicle with pneumatic (air-filled) tires, measured from the outside of one-wheel to the outside of the opposite wheel, must not exceed 108 inches (9 feet). Permitted devices, limited to door handles, hinges, cable cinchers, chain binders, and placard holders may extend 3 inches (6 inches on one side for vehicles used for recreational purposes) on each side of the vehicle or load. Required devices, limited to lights, mirrors, or other devices, may extend up to 10 inches on each side. Cities and counties may post signs on highways which they control, to permit wider vehicles, or prohibit vehicles wider than 96 inches (8 feet). Special mobile equipment and special construction and highway maintenance equipment may not be more than 120 inches (10 feet) wide. Motor coaches or buses may be 102 inches wide. When operated by common carriers for hire in urban or suburban service, they may be 104 inches wide. When a vehicle is carrying loosely piled agricultural products, such as hay, straw, or leguminous plants in bulk, rather than crated, baled, boxed, or stacked, the load and racks that hold the load, may be no more than 120 inches wide. A special trip permit may be obtained from your state’s Department of Transportation to transport trusses and similar one-piece construction components up to 12 feet wide. (Each state’s rules may vary.)
Implements of husbandry (farm equipment) are generally exempted from width and length limitations if they are being operated, transported,or towed over a highway incidental to normal farming operations.
The vehicle height limit and/or load limit, measured from the surface of the roadway on which the vehicle stands, is 14 feet. Exceptions:
Most states have the authority to post signs at bridges and along state highways stating the maximum weight they will sustain. Counties and cities may post higher or lower weight limit signs along highways and at bridges they control. Alternate routes may be given for vehicles which are too heavy for posted highways and bridges.*
The gross weight which can be carried by the wheels of any 1 axle must not exceed 20,000 pounds (20,500 pounds for buses). Additionally, the load limit stated by the tire manufacturer (molded on at least one sidewall) shall not be exceeded. The weight carried by the wheel or wheels on one end of an axle must not exceed 10,500 pounds. This limitation does not apply to vehicles transporting livestock. Combinations of vehicles made up of a trailer or semitrailer, and each vehicle in the combination, must meet either the weight provisions of your state’s regulations or the following:
The total gross weight, with load, placed on a highway by any 2 or more consecutive axles of a combination of vehicles, or a vehicle in the combination, where the distance between the first and last axles of the 2 or more consecutive axles is 18 feet or less, must not exceed that given for the respective distance as shown in the table in your state’s regulatory guidelines.
Highways and bridges are designed to carry only a certain amount of weight per foot of distance between axles. Vehicles carrying heavy loads must not put too much weight on any point. The total gross weight in pounds placed on the highway by any group of 2 or more consecutive axles must not exceed that given for the respective distance in that table. In addition to the weight specified in the previously mentioned table, 2 consecutive sets of tandem axles may carry a gross weight of 34,000 pounds each, if the distance between the first and last axles of the sets of axles is 36 feet or more. The gross weight on each set of tandem axles must not exceed 34,000 pounds and the gross weight on 2 consecutive sets of tandem axles must not exceed 68,000 pounds.
Load limits are not enforced when vehicles are loading or unloading in the immediate vicinity of a loading or unloading area. A driver moving a load under a special permit may not change the route. Exception: To avoid violating a local city traffic regulation, the driver may detour the route on nonresidential streets only and return to the route as soon as possible.
A driver who changes from the permitted route for an extra-legal load, without a peace officer’s authorization to do so, is guilty of a misdemeanor.
A standard for enforcing weight laws has been established by the CHP. The standard states, “Vehicles weighing in excess of the legal limits by 100 pounds or more shall not be permitted to proceed until the overload has been adjusted or removed.” In practice, CHP will allow for a 200 pound variation factor. After applying the variation factor, any vehicle exceeding the axle weight, axle group weight, or gross weight limits by 100 pounds or more will be issued a citation and required either to adjust the load to make it legal or obtain an overweight permit before proceeding. Cargo containing hazardous materials may be allowed to proceed as loaded, provided unloading or load adjustment cannot be handled with reasonable safety to the driver and the public. Livestock and field-loaded bulk perishable agricultural products destined for human consumption being transported from the field to the first point of processing have a special exemption. The vehicles transporting livestock and perishable agricultural products will be cited and allowed to proceed as long as the weight does not exceed legal limits by 1,000 pounds on any axle or axle group of a single truck, or 2,000 pounds gross weight on a combination of vehicles.
Transporting an oversize extra-legal load without a permit is punishable by a $500 fine, or 6 months in jail, or both. Also, excess load penalties may be imposed. It is against the law in most states to drive or move, on any street or highway, any vehicle which is wider, higher, or heavier than the limits described here. Permits for oversized vehicles may be obtained from:
Any person who operates any CMV either for hire or privately (not for hire) must obtain a motor carrier permit (MCP). The MCP definition for a CMV is any:
Note: An MCP CMV does not include vehicles operated by household goods carriers, pickup trucks, or 2-axle daily rental trucks (noncommercial use) weighing less than 26,001 pounds gross. To obtain MCP forms and information, go to your state’s DMV web page.
Interstate or foreign motor carriers transporting property are required to obtain UCR, as outlined in the final regulations issued by the Federal Unified Carrier Registration Act of 2005. UCR fees can be paid online at most state’s DMV web page. To obtain UCR forms and information, go to your state’s DMV web page.
The maximum speed limit in some states is 55 miles per hour (mph) for the following vehicles (check with your state’s current rules and regulations):
For all other vehicles, the maximum speed limit on most state highways is 65 mph (check with your state’s current rules and regulations). However, for 2-lane undivided highways, the maximum speed limit is 55 mph, unless posted for a higher speed. On some highways, the maximum speed limit is 70 mph, but only if there are signs posted showing 70 mph. No person shall drive at such a slow speed as to impede or block normal and reasonable movement of traffic, except when reduced speed is necessary for safe operation, for compliance with the law, or when the size and weight of the vehicle or combination makes reduced speed unavoidable.
Certain vehicles (according to your state’s regulations) must be driven in the designated lane or lanes when signs are posted. When no signs are posted, these vehicles must be driven in the right-hand traffic lane or as close as possible to the right edge or curb. On a divided highway with 4 or more traffic lanes in one direction, these vehicles may also be driven in the lane just to the left of the right-hand lane. When overtaking or passing another vehicle going in the same direction, drivers of such vehicles must use either: (1) the designated lane, (2) the lane just to the left of the right-hand lane, or (3) the right-hand traffic lane when such use is permitted.
Designated system access does not apply to a driver who is: (1) preparing for a left- or right-hand turn, (2) in the process of entering or exiting a highway, or (3) driving in a lane other than the right-hand lane “to continue on the intended route.” Buses, except school buses or trailer buses, may drive in any lane as long as they are not towing another vehicle. Movement off or onto the designated system (freeways/highways) by larger trucks is allowed only at interchanges or exits which have the following signs:
On a 2-lane highway where passing is unsafe, a slow-moving vehicle with 5 or more vehicles behind it must turn off the roadway at the nearest place designated by signs as a turnout, or wherever sufficient area for a safe turnout exists, to let the following vehicles pass.
You are required to comply with your state’s driver hours of service regulations when you are involved in INTRAstate commerce. You are considered to be involved in intrastate commerce when you do not:
You are required to comply with federal driver hours of service regulations when you are involved in INTERstate commerce. You are considered to be involved in interstate commerce when the cargo you transport:
CHP is authorized to develop additional safety and driving regulations. A driver’s record of duty status must be used to record all of the driver’s hours. Drivers of CMVs must be in compliance with the hours of service requirements of the CFR, Title 49 §395, and Title 13 §§1201–1213. A driver’s record of duty status, in duplicate, must be kept by each driver and each co-driver while driving, on duty but not driving, or resting in a sleeper berth. The record of duty status must be presented for inspection immediately upon request by any regularly employed and salaried police officer, or deputy sheriff. There may be instances when you do not need to maintain a record of duty status.
Every driver involved in an accident which results in death, injury, or property damage over $1,000, effective January 1, 2017, must report the accident on a Report of Traffic Accident Occurring in [Your State] form to DMV. The report forms are available at your state’s DMV web page, by calling 1-800-777-0133, and at CHP and DMV offices. You (or your authorized representative) must submit the report within 10 days of the accident, whether you caused the accident or not, and even if the accident occurred on private property. The SR 1 is required in addition to any other report made to or by the police, CHP, or your insurance company if the accident resulted in damage over $1,000 and/or an injury or death. If you do not report the accident to DMV, your driving privilege will be suspended.
Note: CDL holders may downgrade to a noncommercial DL during any mandatory suspension period to be eligible to obtain a restricted license. All tests and fees will be required to upgrade when eligible. In some states, you must notify your employer within 5 days if you have an accident while driving your employer’s vehicle (check with your state’s current rules and regulations). However, your employer may require you to notify him or her immediately.
Motor Carriers of Property. Most CMVs transporting property are under the regulation of DMV, whose liability and property damage requirements are listed below. The following limits do not apply to pickup trucks as defined in some state DMV regulations and 2-axle daily rental trucks with a GVWR less than 26,001 pounds when operated in noncommercial use.
Information on transporting hazardous materials or wastes may be obtained from the Department of Toxic Substances Control (DTSC) and CHP.
Note: Not all coverage requirements are listed in this section. For questions related to liability insurance for motor carriers, call DMV Motor Carrier Permit Operations at (916) 657-8153.
Financial responsibility may be maintained by one of the following:
Drivers must show evidence of financial responsibility prior to the operation of the vehicle. Evidence is met if the vehicle displays exempt plates or is owned, leased by, or under the direction of, the U.S. government.
If you operate a CDL required vehicle in interstate commerce, the vehicle, with few exceptions, is required to be registered under the International Registration Plan (IRP) and the International Fuel Tax Agreement (IFTA). These federally mandated programs provide for the equitable collection and distribution of vehicle license fees and motor fuel taxes for vehicles traveling throughout the 48 contiguous U.S. and 10 Canadian provinces. Under the IRP, jurisdictions must register apportioned vehicles which includes issuing license plates and cab cards or proper credentials, calculating, collecting and distributing IRP fees, auditing carriers for accuracy of reported distance and fees, and enforcing IRP requirements. Registrant responsibilities under the plan include applying for IRP registration with base jurisdiction, providing proper documentation for registration, paying appropriate IRP registration fees, properly displaying registration credentials, maintaining accurate distance records, and making records available for jurisdiction review. The basic concept behind IFTA is to allow a licensee (motor carrier) to license in a base jurisdiction for the reporting and payment of motor fuel use taxes. Under the IFTA, a licensee is issued one set of credentials which will authorize operations through all IFTA member jurisdictions. The motor fuel use taxes collected pursuant to the IFTA are calculated based on the number of miles (kilometers) traveled and the number of gallons (liters) consumed in the member jurisdictions. The licensee files one quarterly tax return with the base jurisdiction by which the licensee will report all operations through IFTA member jurisdictions. It is the base jurisdiction’s responsibility to remit the taxes collected to other member jurisdictions and represent the other member jurisdictions in the tax collection process, including the performance of audits. An IFTA licensee must retain records to support the information reported on the IFTA quarterly tax return. The IRP registrant and IFTA licensee may be the vehicle owner or operator. The requirement for acquiring IRP plates for a vehicle and IFTA license for a motor carrier is determined by the definitions from the IRP and the IFTA for apportionable vehicle and qualified motor vehicle:
For Purposes of IRP:
Apportionable vehicle means (except as provided below) any power unit that is used, or intended for use, in two or more member jurisdictions for the transportation of persons for hire, or designed, used, or maintained primarily for the transportation of property, and at least one of the following:
A recreational vehicle, vehicle displaying restricted plates, bus used in the transportation of chartered parties, or government-owned vehicle, is not an apportionable vehicle; except that a truck or truck tractor, power unit in a combination of vehicles having a GVW of 26,000 pounds (11,793.401 kilograms) or less, and bus used in the transportation of chartered parties, may be registered under the IRP at the option of the registrant. While similar, the “qualified motor vehicle” in IFTA means a motor vehicle used, designed, or maintained for transportation of persons or property and at least one of the following:
If the vehicle you operate is registered under IRP and you are motor carrier licensed under IFTA, then you are required to comply with the mandatory record keeping requirements for operating the vehicle. A universally accepted method of capturing this information is through the completion of an Individual Vehicle Distance Record (IVDR), sometimes referred to as a Driver Trip Report. This document reflects the distance traveled and fuel purchased for a vehicle that operates interstate under apportioned IRP registration and IFTA fuel tax credentials. Although the actual format of the IVDR may vary, the information that is required for proper record keeping does not. In order to satisfy the requirements for IVDRs, these documents must include the following information:
Per Article IV of the IRP Plan:
Per Section P560 of the IFTA Procedures Manual:
An example of an IVDR completed in entirety for each trip can be found in Figure 1. An individual IVDR is filled out for each vehicle. The rules to follow when trying to determine how and when to log an odometer reading are the following:
Not only do the trips need to be logged, but the fuel purchases need to be documented as well. You must obtain a receipt for all fueling and include it with your completed IVDR. Make sure that all trips that you enter are always filled out in descending order and that your trips include all state/provinces that you traveled through on your route.
There are different routes that a driver may take, and most of the miles may be within one state or province. Whether or not the distance you travel is primarily in one jurisdiction or spread among several jurisdictions, all information for the trip must be recorded. This includes the dates, routes, odometer readings, and fuel purchases. By completing the IVDR in full and keeping all records required by both the IRP and IFTA, you will ensure that you and your company are in compliance with all state and provincial laws surrounding fuel and distance record keeping requirements.
The IVDR serves as the source document for the calculation of fees and taxes that are payable to the jurisdictions in which the vehicle is operated, so these original records must be maintained for a minimum of 4 years. In addition, these records are subject to audit by the taxing jurisdictions. Failure to maintain complete and accurate records could result in fines, penalties, and suspension or revocation of IRP registrations and IFTA licenses.
For additional information on the IRP and requirements related to the IRP, contact your base jurisdiction motor vehicle department or IRP, Inc., the official repository for the IRP. Additional information can be found on the IRP, Inc. website at www.irponline.org. There is a record keeping video on the website home page available in English, Spanish, and French. For additional information on IFTA and requirements related to IFTA, contact the appropriate agency in your base jurisdiction. You will also find useful information about the agreement at the official repository of IFTA at http://www.iftach.org/index.php.
This section contains knowledge and safe driving information that all CDL holders should know. You must pass a test on this information to get a CDL. This section does not have specific information on air brakes, combination vehicles, doubles, or passenger vehicles. When preparing for the vehicle inspection test, you must review the material in Section 11 in addition to the information in this section. This section does have basic information on hazardous materials (HAZMAT) that all drivers should know. If you need a HAZMAT endorsement, you should study Section 9.
Safety is the most important reason you inspect your vehicle, safety for yourself, and for other road users. A vehicle defect found during an inspection could save you problems later. You could have a breakdown on the road that will cost time and dollars, or even worse, an accident caused by the defect. Federal and state laws require that drivers inspect their vehicles. Federal and state inspectors also may inspect your vehicles. If they judge the vehicle to be unsafe, they will put it “out of service” until it is fixed.
A vehicle inspection will help you find problems that could cause an accident or breakdown. Vehicle inspections should be done routinely before operating the vehicle. Review the last vehicle inspection report. Make sure the vehicle has been released for service by the maintenance mechanics, if applicable. The motor carrier must repair any items in the report that affect safety, and certify on the report that repairs were made or were unnecessary. Remember, when you get behind the wheel, you (not the mechanic) are responsible for the safe operation of the vehicle. If the defects have been repaired, sign the previous driver’s report. There is detailed information on vehicle inspections in Section 11 of this handbook.
For safety during a trip, you should:
Check critical items when you stop:
You should do an after-trip inspection at the end of the trip, day, or tour of duty on each vehicle you operated. It may include filling out a vehicle condition report listing any problems you find. The inspection report helps a motor carrier know when the vehicle needs repairs.
The suspension system holds up the vehicle and its load. It keeps the axles in place. Therefore, broken suspension parts can be extremely dangerous. Look for:
A broken exhaust system can let poison fumes into the cab or sleeper berth. Look for:
Vehicles must be equipped with emergency equipment. Look for:
Cargo (Trucks). You must make sure the truck is not overloaded and the cargo is balanced and secured before each trip. If the cargo contains hazardous materials, you must inspect for proper papers and placarding.
In order to obtain a CDL, you will be required to pass a vehicle inspection test. You will be tested to see if you know whether your vehicle is safe to drive. You will be asked to do an inspection of your vehicle and explain to the examiner what you would inspect and why. The following 7-step inspection method should be useful.
Method of Inspection. You should do a vehicle inspection the same way each time so you will learn all the steps and be less likely to forget something.
Approaching the Vehicle. Notice the general condition. Look for damage or the vehicle leaning to one side. Look under the vehicle for fresh oil, coolant, grease, or fuel leaks. Check the area around the vehicle for hazards to vehicle movement (people, other vehicles, objects, low-hanging wires, limbs, etc.).
Review Last Vehicle Inspection Report. Drivers may have to make a vehicle inspection report in writing each day. The motor carrier must repair any items in the report that affect safety and certify on the report that repairs were made or were unnecessary. You must sign the report only if defects were noted and certified to be repaired or repairs are not needed.
Check that the parking brakes are on and/or wheels chocked. You may have to raise the hood, tilt the cab (secure loose things so they do not fall and break something), or open the engine compartment door. Check the following:
Get in and Start the Engine
Look at the Gauges
Check the Condition of the Controls
Check all of the following for looseness, sticking, damage, or improper setting:
Check the Mirrors and the Windshield
Inspect mirrors and windshield for cracks, dirt, illegal stickers, or other obstructions to seeing clearly. Clean and adjust as necessary.
Check the Emergency Equipment
Check for safety equipment:
Check for optional items, such as:
Check the Safety Belt
Check that the safety belt is securely mounted, adjusts, and latches properly, and is not ripped or frayed.
Make sure the parking brake is set, turn off the engine, and take the key with you. Turn on the headlights (low beams) and 4-way emergency flashers, and get out of the vehicle.
Go to front of vehicle and check that low beams are on and both of the 4-way flashers are working:
General
Left Front Side
Left Front Wheel
Left Front Suspension
Left Front Brake
Front
Condition of the Windshield
Lights and Reflectors
Right Side
Condition of the Visible Parts
Cargo Securement (Trucks)
Right Rear
Suspension
Brakes
Lights and Reflectors
Rear
Left Side
Check all items as done for the right side, plus:
Get in and Turn Off the Lights
Get Out and Check the Lights
Note: Checks of the brake, turn signal, and 4-way flasher functions must be done separately. Get in the Vehicle
Test for Hydraulic Leaks
If the vehicle has hydraulic brakes, pump the brake pedal three times. Then apply firm pressure to the pedal and hold for 5 seconds. The pedal should not move. If it does, there may be a leak or other problem. Get it fixed before driving. If the vehicle has air brakes, do the checks described in Sections 5 and 6 of this handbook.
Brake System
Test the Parking Brake(s)
Test the Service Brake Stopping Action
You Should Check:
If you see, hear, smell, or feel anything that might mean trouble, check it out.
Safety Inspection. Drivers of trucks and truck tractors transporting cargo must inspect the securement of the cargo within the first 50 miles of a trip and every 150 miles or every 3 hours (whichever comes first) after.
You may have to make a written report each day on the condition of the vehicle(s) you drove. Report anything affecting safety or possibly leading to a mechanical breakdown.
The vehicle inspection report tells the motor carrier about problems that may need fixing. Keep a copy of your report in the vehicle for 1 day. That way, the next driver can learn about any problems you have found.
These questions may be on your test. If you cannot answer them all, re-read Subsection 2.1.
To drive a vehicle safely, you must be able to control its speed and direction. Safe operation of a commercial vehicle requires skill in:
Fasten your seatbelt when on the road. Apply the parking brake when you leave your vehicle.
Do not roll back when you start. You may hit someone behind you. If you have a manual transmission vehicle, partly engage the clutch before you take your right foot off the brake. Put on the parking brake whenever necessary to keep from rolling back. Release the parking brake only when you have applied enough engine power to keep from rolling back. On a tractor-trailer equipped with a trailer brake hand valve, the hand valve can be applied to keep from rolling back. Speed up smoothly and gradually so the vehicle does not jerk. Rough acceleration can cause mechanical damage. When pulling a trailer, rough acceleration can damage the coupling. When starting a bus on a level surface with good traction, there is often no need for the parking brake. Speed up very gradually when traction is poor, as in rain or snow. If you use too much power, the drive wheels may spin. You could lose control. If the drive wheels begin to spin, take your foot off the accelerator.
Hold the steering wheel firmly with both hands. Your hands should be on opposite sides of the wheel. If you hit a curb or a pothole (chuckhole), the wheel could pull away from your hands unless you have a firm hold.
Push the brake pedal down gradually. The amount of brake pressure you need to stop the vehicle will depend on the speed of the vehicle and how quickly you need to stop. Control the pressure so the vehicle comes to a smooth, safe stop. If you have a manual transmission, push the clutch in when the engine is close to idle.
Because you cannot see everything behind your vehicle, backing is always dangerous. Avoid backing whenever you can. When you park, try to park so you will be able to pull forward when you leave. When you have to back, here are a few simple safety rules:
Start in the Proper Position. Put the vehicle in the best position to allow you to back safely. This position will depend on the type of backing to be done.
Look at Your Path. Look at your line of travel before you begin. Get out and walk around the vehicle. Check your clearance to the sides, overhead, in, and near the path your vehicle will take.
Use Mirrors on Both Sides. Check the outside mirrors on both sides frequently. Get out of the vehicle and check your path if you are unsure.
Back Slowly. Always back as slowly as possible. Use the lowest reverse gear. That way you can more easily correct any steering errors. You also can stop quickly, if necessary.
Back and Turn Toward the Driver’s Side. Back toward the driver’s side so you can see better. Backing toward the right side is very dangerous because you cannot see as well. If you back and turn toward the driver’s side, you can watch the rear of your vehicle by looking out the side window. Use driver-side backing—even if it means going around the block to put your vehicle in this position. The added safety is worth it.
Use a Helper. Use a helper when you can. There are blind spots you cannot see. That’s why a helper is important. The helper should stand near the back of your vehicle where you can see the helper. Before you begin backing, work out a set of hand signals that you both understand. Agree on a signal for “stop.”
When backing a car, straight truck, or bus, turn the steering wheel toward the direction you want to go. When backing a trailer, turn the steering wheel in the opposite direction. Once the trailer starts to turn, you must turn the wheel the other way to follow the trailer. Whenever you back with a trailer, try to position your vehicle so you can back in a straight line. If you must back on a curved path, back toward the driver’s side so you can see. Back slowly so you can make corrections before you get too far off course.
Correct Drift Immediately. As soon as you see the trailer getting off the proper path, correct it by turning the steering wheel in the direction of the drift.
Pull Forward. When backing, make pull-ups to reposition your vehicle when needed.
Correct shifting of gears is important. If you cannot get your vehicle into the right gear while driving, you will have less control.
Basic Method for Shifting Up. Most heavy vehicles with manual transmissions require double clutching to change gears. This is the basic method:
Shifting gears using double clutching requires practice. If you remain too long in Neutral, you may have difficulty putting the vehicle into the next gear. If so, do not try to force it. Return to Neutral, release the clutch, increase the engine speed to match the road speed, and try again.
Knowing When to Shift Up. There are 2 ways of knowing when to shift:
With either method, you may learn to use engine sounds to know when to shift.
Basic Procedures for Shifting Down
Downshifting, like upshifting, requires knowing when to shift. Use either the tachometer or the speedometer and downshift at the right rpm or road speed. Special conditions where you should downshift are:
Before Starting Down a Hill. Slow down and shift down to a speed that you can control without using the brakes hard. Otherwise the brakes can overheat and lose their braking power. Downshift before starting down the hill. Make sure you are in a low enough gear, usually lower than the gear required to climb the same hill.
Before Entering a Curve. Slow down to a safe speed, and downshift to the right gear before entering the curve. This lets you use some power through the curve to help the vehicle be more stable while turning. It also allows you to speed up as soon as you are out of the curve.
Multi-speed rear axles and auxiliary transmissions are used on many vehicles to provide extra gears. You usually control them by a selector knob or switch on the gearshift lever of the main transmission. There are many different shift patterns. Learn the right way to shift gears in the vehicle you will drive.
Some vehicles have automatic transmissions. You can select a low range to get greater engine braking when going down grades. The lower ranges prevent the transmission from shifting up beyond the selected gear (unless the governor rpm is exceeded). It is very important to use this braking effect when going down grades.
Some vehicles have “retarders.” Retarders help slow a vehicle, reducing the need for using your brakes. They reduce brake wear and give you another way to slow down. There are 4 basic types of retarders (exhaust, engine, hydraulic, and electric). All retarders can be turned on or off by the driver. On some vehicles, the retarding power can be adjusted. When turned “on,” retarders apply their braking power (to the drive wheels only) whenever you let up on the accelerator pedal all the way. Because these devices can be noisy, be sure you know where their use is permitted.
Caution. When your drive wheels have poor traction, the retarder may cause them to skid. Therefore, you should turn the retarder off whenever the road is wet, icy, or snow covered.
These questions may be on the test. If you cannot answer them all, re-read Subsections 2.2 and 2.3.
To be a safe driver you need to know what’s going on all around your vehicle. Not looking properly is a major cause of accidents.
All drivers look ahead; but many do not look far enough ahead.
Importance of Looking Far Enough Ahead. Because stopping or changing lanes can take a lot of distance, knowing what the traffic is doing on all sides of you is very important. You need to look well ahead to make sure you have room to make these moves safely.
How Far Ahead to Look. Most good drivers look at least 12 to 15 seconds ahead. That means looking ahead the distance you will travel in 12 to 15 seconds. At lower speeds, that’s about one block. At highway speeds it is about a quarter of a mile. If you are not looking that far ahead, you may have to stop too quickly or make quick lane changes. Looking 12 to 15 seconds ahead does not mean not paying attention to things that are closer. Good drivers shift their attention back and forth, near and far. Figure 2.6 illustrates how far to look ahead.
Look for Traffic. Look for vehicles coming onto the highway, into your lane, or turning. Watch for brake lights from slowing vehicles. By seeing these things far enough ahead, you can change your speed, or change lanes if necessary to avoid a problem. If a traffic light has been green for a long time it will probably change before you get there. Start slowing down and be ready to stop.
Road Conditions. Look for hills and curves– anything for which you will have to slow or change lanes. Pay attention to traffic signals and signs. Traffic signs may alert you to road conditions where you may have to change speed.
It’s important to know what’s going on behind and to the sides. Check your mirrors regularly. Check more often in special situations. Every registered motor vehicle must have at least 2 mirrors, including 1 attached to the left-hand side, and located to give a clear view of the roadway to the rear for a distance of at least 200 feet. Both left- and right-hand rear view mirrors are required on a motor vehicle which is constructed or loaded to obscure the driver’s view to the rear, or which is towing a vehicle or load which blocks the view.
Mirror Adjustment. Mirror adjustment should be checked prior to the start of any trip and can only be checked accurately when the trailer(s) are straight. You should check and adjust each mirror to show some part of the vehicle. This will give you a reference point for judging the position of the other images.
Regular Checks. You need to make regular checks of your mirrors to be aware of traffic and to check your vehicle.
Traffic. Check your mirrors for vehicles on either side and in back of you. In an emergency, you may need to know whether you can make a quick lane change. Use your mirrors to spot overtaking vehicles. There are “blind spots” that your mirrors cannot show you. Check your mirrors regularly to know where other vehicles are around you, and to see if they move into your blind spots.
Check Your Vehicle. Use the mirrors to keep an eye on your tires. It is one way to spot a tire fire. If you are carrying open cargo, you can use the mirrors to check. Look for loose straps, ropes, or chains. Watch for a flapping or ballooning tarp.
Special Situations. Special situations require more than regular mirror checks. These are lane changes, turns, merges, and tight maneuvers.
Lane Changes. You need to check your mirrors to make sure no one is alongside you or about to pass you. Check your mirrors:
Turns. In turns, check your mirrors to make sure the rear of your vehicle will not hit anything. Merges. When merging, use your mirrors to make sure the gap in traffic is large enough for you to enter safely.
Tight Maneuvers. Any time you are driving in close quarters, check your mirrors often. Make sure you have enough clearance.
How to use Mirrors. Use mirrors correctly by checking them quickly and understanding what you see. When using your mirrors while driving on the road, check them quickly. Look back and forth between the mirrors and the road ahead. Do not focus on the mirrors for too long. Otherwise, you will travel quite a distance without knowing what is happening ahead. Many large vehicles have curved (convex, “fisheye,” “spot,” “bugeye”) mirrors that show a wider area than flat mirrors. This is often helpful. But everything appears smaller in a convex mirror than it would if you were looking at it directly. Things also seem farther away than they really are. It is important to realize this and to allow for it. Figure 2.7 shows the field of vision using a convex mirror.
Other drivers cannot know what you are going to do until you tell them. Signaling what you intend to do is important for safety. Here are some general rules for signaling.
Turns. There are 3 good rules for using turn signals:
Note: For information on vehicles which must be equipped with lamp turn signal systems and 2 stop lamps, refer to your state’s DMV regulations.
Lane Changes. Put your turn signal on before changing lanes. Change lanes slowly and smoothly. That way a driver you did not see may have a chance to honk his/her horn, or avoid your vehicle.
Slowing Down. Warn drivers behind you when you see you will need to slow down. A few light taps on the brake pedal—enough to flash the brake lights—should warn following drivers. Use the 4-way emergency flashers for times when you are driving very slowly or are stopped. Warn other drivers in any of the following situations:
Do Not Direct Traffic. Some drivers try to help out others by signaling when it is safe to pass. You should not do this, it could cause an accident. You could be blamed and it could cost you many thousands of dollars.
Other drivers may not notice your vehicle even when it is in plain sight. To help prevent accidents, let them know you are there.
When Passing. Whenever you are about to pass a vehicle, pedestrian, or bicyclist, assume they do not see you. They could suddenly move in front of you. When it is legal, tap the horn lightly or, at night, flash your lights from low to high beam and back. And, drive carefully enough to avoid an accident even if they do not see or hear you.
When it is Hard to See. At dawn, dusk, in rain, or snow, you need to make yourself easier to see. If you are having trouble seeing other vehicles, other drivers will have trouble seeing you. Turn on your lights, use the headlights, not just the identification or clearance lights. Use the low beams; high beams can bother people in the daytime as well as at night.
When Parked at the Side of the Road. When you pull off the road and stop, be sure to turn on the 4-way emergency flashers. This is important at night. Do not trust the taillights to give warning. Drivers have crashed into the rear of a parked vehicle because they thought it was moving normally. If you must stop on a road or the shoulder of any road, you must put out your emergency warning devices within 10 minutes. Place your warning devices at the following locations:
When putting out the triangles, hold them between yourself and the oncoming traffic for your own safety. (So other drivers can see you.)
Use Your Horn when Needed. Your horn can let others know you are there. It can help to avoid an accident. Use your horn when needed. However, it can startle others and could be dangerous when used unnecessarily.
Driving too fast is a major cause of fatal accidents. You must adjust your speed depending on driving conditions. These include traction, curves, visibility, traffic and hills.
Perception Distance + Reaction Distance + Braking Distance = Total Stopping Distance
The Effect of Speed on Stopping Distance. The faster you drive, the greater the impact or striking power of your vehicle. When you double your speed from 20 to 40 mph the impact is 4 times greater. The braking distance is also 4 times longer. Triple the speed from 20 to 60 mph and the impact and braking distance is 9 times greater. At 60 mph, your stopping distance is greater than the length of a football field. Increase the speed to 80 mph and the impact and braking distance are 16 times greater than at 20 mph. High speeds greatly increase the severity of accidents and stopping distances. By slowing down, you can reduce braking distance.
The Effect of Vehicle Weight on Stopping Distance. The heavier the vehicle, the more work the brakes must do to stop it and the more heat they absorb. The brakes, tires, springs, and shock absorbers on heavy vehicles are designed to work best when the vehicle is fully loaded. Empty trucks require greater stopping distances because an empty vehicle has less traction.
Control and Stopping Requirements.
The service brake must hold the vehicle or combination of vehicles stationary on any grade on which it is operated under all conditions of loading or unloading.
The service brakes of every motor vehicle or combination of vehicles must be capable of stopping from an initial speed of 20 mph as follows maximum stopping distance (MSD) in feet:
You cannot steer or brake a vehicle unless you have traction. Traction is friction between the tires and the road. There are some road conditions that reduce traction and call for lower speeds.
Slippery Surfaces. It will take longer to stop, and it will be harder to turn without skidding, when the road is slippery. Wet roads can double stopping distance. You must drive slower to be able to stop in the same distance as on a dry road. Reduce speed by about ⅓ (e.g., slow from 55 to about 35 mph) on a wet road. On packed snow, reduce speed by a half, or more. If the surface is icy, reduce speed to a crawl and stop driving as soon as you can safely do so. Identifying Slippery Surfaces. Sometimes it is hard to know if the road is slippery. Here are some signs of slippery roads:
Drivers must adjust their speed for curves in the road. If you take a curve too fast, two things can happen. The tires can lose their traction and continue straight ahead, so you skid off the road. Or, the tires may keep their traction and the vehicle rolls over. Tests have shown that trucks with a high center of gravity can roll over at the posted speed limit for a curve. Slow to a safe speed before you enter a curve. Braking in a curve is dangerous because it is easier to lock the wheels and cause a skid. Slow down as needed. Do not ever exceed the posted speed limit for the curve. Be in a gear that will let you accelerate slightly in the curve. This will help you keep control.
You should always be able to stop within the distance you can see ahead. Fog, rain, or other conditions may require that you slow down to be able to stop in the distance you can see. At night, you cannot see as far with low beams as you can with high beams. Slow down when you must use low beams.
When you are driving in heavy traffic, the safest speed is the speed of other vehicles. Vehicles going the same direction at the same speed are not likely to run into one another. In most states, speed limits are lower for trucks and buses than for cars. It can vary as much as 15 mph. Use extra caution when you change lanes or pass on these roadways. Drive at the speed of the traffic if you can without going at an illegal or unsafe speed. Keep a safe following distance.
The main reason drivers exceed speed limits is to save time. Anyone trying to drive faster than the speed of traffic will not be able to save much time. The risks involved are not worth it. If you go faster than the speed of other traffic, you will have to keep passing other vehicles. This increases the chance of an accident, and it is more tiring. Fatigue increases the chance of an accident. Going with the flow of traffic is safer and easier.
Your vehicle’s speed will increase on downgrades because of gravity. Your most important objective is to select and maintain a speed that is not too fast for the:
Speeding traffic is the number one cause of injury and death in roadway work zones. Observe the posted speed limits at all times when approaching and driving through a work zone. Watch your speedometer, and do not allow your speed to creep up as you drive through long sections of road construction. Decrease your speed for adverse weather or road conditions. Decrease your speed even further when a worker is close to the roadway.
You may not overtake and pass another vehicle which is moving at less than 20 mph on a grade (outside a business or residential district) unless you can pass that vehicle at least 10 mph faster than it is travelling and the pass can be completed within ¼ mile. You must not follow the vehicles listed below any closer than 300 feet. The rule does not apply during overtaking and passing, when there are 2 or more lanes for traffic in each direction, or in a business or residential district.
These questions may be on the test. If you cannot answer them all, re-read Subsections 2.4, 2.5, and 2.6.
You need space all around your vehicle to be a safe driver. When things go wrong, space gives you time to think and take action. You need to manage space to have space available when something goes wrong. While this is true for all drivers, it is very important for large vehicles. They take up more space and require more space for stopping and turning.
Of all the space around your vehicle, the space you are driving into, that is most important.
The Need for Space Ahead. You need space ahead in case you must suddenly stop. According to accident reports, the vehicle that trucks and buses most often run into is the one in front of them. The most frequent cause is following too closely. Remember, if the vehicle ahead of you is smaller than yours, it can probably stop faster than you can. You may crash if you are following too closely.
How Much Space? How much space should you keep in front of you? One good rule says you need at least 1 second for each 10 feet of vehicle length at speeds below 40 mph. At greater speeds, you must add 1 second for safety. For example, if you are driving a 40-foot vehicle, you should leave 4 seconds between you and the vehicle ahead. In a 60-foot rig, you will need 6 seconds. Over 40 mph, you would need 5 seconds for a 40-foot vehicle and 7 seconds for a 60-foot vehicle. See Figure 2.12. To know how much space you have, wait until the vehicle ahead passes a shadow on the road, a pavement marking, or some other clear landmark. Then count off the seconds like this: “one thousand-and-one, one thousand-and-two” and so on, until you reach the same spot. Compare your count with the rule of 1 second for every 10 feet of length. If you are driving a 40-foot truck and only counted up to 2 seconds, you are too close. Drop back a little and count again until you have 4 seconds of following distance (or 5 seconds, if you are going over 40 mph). After a little practice, you will know how far back you should be. Remember to add 1 second for speeds above 40 mph. Also remember that when the road is slippery, you need more space to stop.
You cannot stop others from following you too closely, but there are things you can do to make it safer.
If you find yourself being tailgated, here are some things you can do to reduce the chances of an accident:
Commercial vehicles are often wide and take up most of a lane. Safe drivers will manage what little space they have. You can do this by keeping your vehicle centered in your lane, and avoid driving alongside others.
Staying Centered in a Lane. You need to keep your vehicle centered in the lane to keep safe clearance on either side. If your vehicle is wide, you have little room to spare.
Traveling Next to Others. There are 2 dangers in traveling alongside other vehicles:
Find an open spot where you are not near other traffic. When traffic is heavy, it may be hard to find an open spot. If you must travel near other vehicles, try to keep as much space as possible between you and them. Also, drop back or pull forward so that you are sure the other driver can see you.
Strong Winds. Strong winds make it difficult to stay in your lane. The problem is usually worse for lighter vehicles. This problem can be especially bad coming out of tunnels. Do not drive alongside others if you can avoid it.
Hitting overhead objects is a danger. Make sure you always have overhead clearance.
Many drivers forget about the space under their vehicles. This space can be very small when a vehicle is heavily loaded. This is often a problem on dirt roads and in unpaved yards. Do not take a chance on getting hung up. Drainage channels across roads can cause the ends of some vehicles to drag. Cross such depressions carefully. Railroad tracks can also cause problems, particularly when pulling trailers with a low underneath clearance. Do not take a chance on getting hung up halfway across.
The space around a truck or bus is important in turns. Large vehicles can hit other vehicles or objects during turns because of wide turning and off-tracking.
Right Turns. Here are some rules to help prevent right-turn accidents:
Left Turns. On a left turn, make sure you have reached the center of the intersection before you start the left turn. If you turn too soon, the left side of your vehicle may hit another vehicle because of off-tracking. If there are 2 turning lanes, always take the right turn lane. Do not start in the inside lane because you may have to swing right to make the turn. Drivers on your left can be more readily seen. See Figure 2.14.
Be aware of the size and weight of your vehicle when you cross or enter traffic. Here are some important things to keep in mind:
What is a Hazard? A hazard is any road condition or other road user (driver, motorcyclist, bicyclist, and pedestrian) that is a possible danger. For example, a car in front of you is headed toward the freeway exit, the brake lights come on and they begin braking hard. This could mean the driver is uncertain about taking the off ramp. They might suddenly return to the highway. This car is a hazard. If the driver of the car cuts in front of you, it is no longer just a hazard; it is an emergency.
Seeing Hazards Lets you be Prepared. You will have more time to act if you see hazards before they become emergencies. In the example above, you might make a lane change or slow down to prevent an accident if the car suddenly cuts in front of you. Seeing this hazard gives you time to check your mirrors and signal a lane change. Being prepared reduces the danger. A driver who did not see the hazard until the slow car pulled back on the highway in front of them would have to do something very suddenly. Sudden braking or a quick lane change is more likely to lead to an accident.
Learning to See Hazards. There are often clues to help you see hazards. The more you drive, the better you can learn to see hazards. This section will talk about hazards that you should be aware of.
The incidents of law enforcement officers, emergency medical services, fire department personnel and people working on the road being struck while performing duties at the roadside are increasing at a frightening pace. Move-over laws have been enacted, which require drivers to slow and change lanes when approaching a roadside incident to lessen the problem. Signs are posted on roadways in states that have such laws.
When approaching an authorized emergency vehicle stopped on the roadside or a work zone, you should proceed with caution by slowing and yielding the right-of-way by changing into a lane not next to that of the authorized emergency vehicle or work zone if safety and traffic conditions permit. If a lane change is unsafe, slow down and proceed with caution while maintaining a safe speed for traffic conditions. In certain states, failing to obey the move-over law is an infraction, punishable by a $50 fine (check with your state’s current rules and regulations). Slow down and be very careful if you see any of the following road hazards:
In order to protect yourself and others, you must know when other drivers may do something hazardous. Some clues to this type of hazard are discussed below.
Blocked Vision. People who cannot see others are a very dangerous hazard. Be alert for drivers whose vision is blocked. Vans, loaded station wagons, and cars with the rear window blocked are examples. Rental trucks should be watched carefully. Their drivers are often not used to the limited vision they have to the sides and rear of the truck. In winter, vehicles with frosted, icecovered, or snow-covered windows are hazards. Vehicles may be partly hidden by blind intersections or alleys. If you only can see the rear or front end of a vehicle but not the driver, then he or she cannot see you. Be alert because he/she may back out or enter into your lane. Always be prepared to stop.
Delivery Trucks can Present a Hazard. Packages or vehicle doors often block the driver’s vision. Drivers of step vans, postal vehicles, and local delivery vehicles are often in a hurry and may suddenly step out of their vehicle or drive their vehicle into the traffic lane.
Parked Vehicles can be Hazards. People may start to get out of them, or they may suddenly start up and drive into your way. Watch for movement inside the vehicle or movement of the vehicle itself that shows people are inside. Watch for brake lights or backup lights, exhaust, and other clues that a driver is about to move. Be careful of a stopped bus. Passengers may cross in front of or behind the bus, and they often cannot see you.
Pedestrians and Bicyclists can Also be Hazards. Walkers, joggers, and bicyclists may be on the road with their back to the traffic, so they cannot see you. Sometimes they wear portable stereos with headsets, so they cannot hear you either. This can be dangerous. On rainy days, pedestrians may not see you because of hats or umbrellas. They may be hurrying out of the rain and may not pay attention to the traffic.
Distractions. People who are distracted are hazards. Watch for where they are looking. If they are looking elsewhere, they cannot see you. Be alert even when they are looking at you. They may believe they have the right of way.
Children. Children tend to act quickly without checking traffic. Children playing with one another may not look for traffic and are a serious hazard.
Talkers. Drivers or pedestrians talking to one another may not be paying close attention to the traffic.
Workers. People working on or near the roadway are a hazard clue. The work creates a distraction for other drivers and the workers themselves may not see you.
Ice Cream Trucks. Someone selling ice cream is a hazard clue. Children may be nearby and may not see you.
Disabled Vehicles. Drivers changing a tire or fixing an engine often do not pay attention to the danger roadway traffic is to them. They are often careless. Jacked up wheels or raised hoods are hazard clues.
Accidents. Accidents are particularly hazardous. People involved in the accident may not look for traffic. Passing drivers tend to look at the accident. People often run across the road without looking. Vehicles may slow or stop suddenly.
Shoppers. People in and around shopping areas are often not watching traffic because they are looking for stores or looking into store windows.
Confused Drivers. Confused drivers often change direction suddenly or stop without warning. Confusion is common near freeway or turnpike interchanges and major intersections. Tourists unfamiliar with the area can be very hazardous. Clues to tourists include car-top luggage and out-of-state license plates. Unexpected actions (stopping in the middle of a block, changing lanes for no apparent reason, backup lights suddenly going on) are clues to confusion. Hesitation is another clue, including driving very slowly, using brakes often, or stopping in the middle of an intersection. You may also see drivers who are looking at street signs, maps, and house numbers. These drivers may not be paying attention to you.
Slow Drivers. Motorists who fail to maintain normal speed are hazards. Seeing slow moving vehicles early can prevent an accident. Some vehicles, by their nature, are slow and seeing them is a hazard clue (mopeds, farm machinery, construction machinery, tractors, etc.). Some of these will have the “slow moving vehicle” emblem to warn you. This is a red triangle with an orange center. Vehicles displaying this emblem are not designed to attain a speed greater than 25 mph.
Drivers Signaling a Turn May be a Hazard. Drivers signaling a turn may slow more than expected or stop. If they are making a tight turn into an alley or driveway, they may go very slowly. If pedestrians or other vehicles block them, they may have to stop on the roadway. Vehicles turning left may have to stop for oncoming vehicles.
Drivers in a Hurry. Drivers may feel your commercial vehicle is preventing them from getting where they want to go on time. Such drivers may pass you without a safe gap in the oncoming traffic, cutting too close in front of you. Drivers entering the road may pull in front of you in order to avoid being stuck behind you, causing you to brake. Be aware of this and watch for drivers who are in a hurry.
Impaired Drivers. Drivers who are sleepy, have had too much to drink, are on drugs, or who are ill are hazards. Some clues to these drivers are:
Driver Body Movement as a Clue. Drivers look in the direction they are going to turn. You may sometimes get a clue from a driver’s head and body movements that a driver may be going to make a turn, even though the turn signals are not on. Drivers making over-the-shoulder checks may be going to change lanes. These clues are most easily seen in motorcyclists and bicyclists. Watch other road users and try to tell whether they might do something hazardous.
Conflicts. You are in conflict when you have to change speed and/or direction to avoid hitting someone. Conflicts occur at intersections where vehicles meet, at merges (such as turnpike on ramps) and where there are needed lane changes (such as the end of a lane, forcing a move to another lane of traffic). Other situations include slow moving or stalled traffic in a traffic lane, and accident scenes. Watch for other drivers who are in conflict because they are a hazard to you. When they react to this conflict, they may do something that will put them in conflict with you.
You should always be looking for hazards. Continue to learn to see hazards on the road. However, do not forget why you are looking for the hazards – they may turn into emergencies. You look for the hazards to have time to plan a way out of any emergency. When you see a hazard, think about the emergencies that could develop and figure out what you would do. Always be prepared to take action based on your plans. In this way, you will be a prepared, defensive driver who will improve your own safety as well as the safety of all road users.
These questions may be on the test. If you cannot answer them all, re-read Subsections 2.7 and 2.8
A driver distraction is anything that takes your attention away from driving. Whenever you are driving a vehicle and your full attention is not on the driving task, you are putting yourself, your passengers, other vehicles, and pedestrians in danger. Distracted driving can cause accidents, resulting in injury, death or property damage. Activities inside of the vehicle that can distract your attention include: talking to passengers; adjusting the radio, CD player or climate controls; eating, drinking or smoking; reading maps or other literature; picking up something that fell; talking on a cell phone or CB radio; reading or sending text messages; using any type of telematic or electronic devices (such as navigation systems, pagers, personal digital assistant, computers, etc.); daydreaming or being occupied with other mental distractions; and many others. Possible distractions that could occur outside a moving vehicle: traffic, vehicles or pedestrians; events such as police pulling someone over or an accident scene; sunlight/sunset; objects in roadway; road construction; reading billboards or other road advertisements; and many others.
The Large Truck Crash Causation Study (LTCCS) reported that 8 percent of large-truck accidents occurred when CMV drivers were externally distracted and 2 percent of large-truck accidents occurred when the driver was internally distracted. Approximately 5,500 people are killed each year on U.S. roadways and an estimated 448,000 are injured in motor vehicle accidents involving distracted driving (National Highway Traffic Safety Administration (NHTSA) Traffic Safety Facts: Distracted Driving). Research indicates that the burden of talking on a cell phone - even if it’s hands-free - saps the brain of 39 percent of the energy it would ordinarily devote to safe driving. Drivers who use a hand-held device are more likely to get into an accident serious enough to cause injury. (NHTSA distracted driving website, www.distraction.gov).
Effects of distracted driving include slowed perception, which may cause you to be delayed in perceiving or completely fail to perceive an important traffic event; delayed decision making and improper action, which can cause you to be delayed in taking the proper action or make incorrect inputs to the steering, accelerator or brakes.
There are many causes of distraction, all with the potential to increase risk.
CFR, Title 49, Part 383, 384, 390, 391 and 392 of the Hazardous Materials Regulations (HMR) restricts the use of hand-held mobile telephones by drivers of CMVs; and implements new driver disqualification sanctions for drivers of CMVs who fail to comply with this federal restriction; or who have multiple convictions for violating a state or local law or ordinance on motor vehicle traffic control that restricts the use of hand-held mobile telephones. Additionally, motor carriers are prohibited from requiring or allowing drivers of CMVs to use hand-held mobile telephones. The use of hand-held mobile telephones means, ‘‘using at least one hand to hold a mobile telephone to conduct a voice communication”; “dialing a mobile telephone by pressing more than a single button”; or “moving from a seated driving position while restrained by a seat belt to reach for a mobile telephone.” If you choose to use a mobile phone while operating a CMV, you may only use a hands free mobile phone that is located close to you and that can be operated in compliance with the rule to conduct a voice communication.
Your CDL will be disqualified after 2 or more convictions of any state law on hand-held mobile telephone use while operating a CMV. Disqualification is 60 days for the second offense within 3 years and 120 days for 3 or more offenses within 3 years. In addition, the first and each subsequent violation of such a prohibition are subject to civil penalties imposed on such drivers, in an amount up to $2,750. Motor carriers must not allow nor require drivers to use a hand-held mobile telephone while driving. Employers may also be subject to civil penalties in an amount up to $11,000. There is an emergency exception that allows you to use your hand-held mobile telephones if necessary to communicate with law enforcement officials or other emergency services. Research shows the odds of being involved in a safety-critical event (e.g., accident, near-accident, unintentional lane deviation) is 6 times greater for CMV drivers who engage in dialing a mobile telephone while driving than for those who do not. Dialing drivers took their eyes off the forward roadway for an average of 3.8 seconds. At 55 mph (or 80.7 feet per second), this equates to a driver traveling 306 feet, the approximate length of a football field, without looking at the roadway. Your primary responsibility is to operate a motor vehicle safely. To do this, you must focus your full attention on the driving task. Note that hands-free devices are no less likely than hand-held cell phones to cause you to become distracted. Attention is diverted from the driving task while using either device. In most states, you are not allowed to use an electronic device while driving unless you are using a hands-free device. Even these devices are unsafe to use when you are driving down the road. If you must use your electronic communication device while driving, follow these tips:
CFR, Title 49, Part 383, 384, 390, 391, 392, the FMCSR prohibits texting by CMV drivers while operating in interstate commerce; and implements new driver disqualification sanctions for drivers of CMVs who fail to comply with this federal prohibition; or who have multiple convictions for violating a state or local law or ordinance on motor vehicle traffic control that prohibits texting while driving. Additionally, motor carriers are prohibited from requiring or allowing their drivers to engage in texting while driving. Texting means manually entering text into, or reading text from, an electronic device. This includes, but is not limited to, short message service, emailing, instant messaging, a command or request to access a World Wide Web page, or engaging in any other form of electronic text retrieval or entry, for present or future communication. Electronic device includes, but is not limited to, a cellular telephone; personal digital assistant; pager; computer; or any other device used to enter, write, send, receive, or read text. Your CDL will be disqualified after 2 or more convictions of any state law on texting while operating a CMV. Disqualification is 60 days for the second offense within 3 years and 120 days for 3 or more offenses within 3 years. In addition, the first and each subsequent violation of such a prohibition are subject to civil penalties imposed on such drivers, in an amount up to $2,750. No motor carrier shall allow or require its drivers to engage in texting while driving. There is an emergency exception that allows you text if necessary to communicate with law enforcement officials or other emergency services.
Evidence suggests text messaging is even riskier than talking on a cell phone because it requires you to look at a small screen and manipulate the keypad with one’s hands. Texting is the most alarming distraction because it involves both physical and mental distraction simultaneously. Research shows that the odds of being involved in a safety-critical event (e.g., accident, near- accident, unintentional lane deviation) is 23.2 times greater for CMV drivers who engage in texting while driving than for those who do not. Sending or receiving text takes your eyes from the road for an average of 4.6 seconds. At 55 mph, you would travel 371 feet, or the length of an entire football field – without looking at the roadway.
Your goal should be to eliminate all in-vehicle distractions before driving begins. Accomplishing this goal can be done by:
Based on the assessment of potential distractions, you can formulate a preventative plan to reduce/ eliminate possible distractions. If drivers react a half-second slower because of distractions, accidents double. Some tips to follow so you will not become distracted:
You need to be able to recognize other drivers who are engaged in any form of driving distraction. Not recognizing other distracted drivers can prevent you from perceiving or reacting correctly in time to prevent an accident. Watch for:
Give a distracted driver plenty of room and maintain your safe following distance. Be very careful when passing a driver who seems to be distracted. That driver may not be aware of your presence, and they may drift in front of you.
Aggressive driving and road rage is not a new problem. However, in today’s world, where heavy and slow-moving traffic and tight schedules are the norm, more and more drivers are taking out their anger and frustration in their vehicles. Crowded roads leave little room for error, leading to suspicion and hostility among drivers and encouraging them to take personally the mistakes of other drivers. Aggressive driving is the act of operating a motor vehicle in a selfish, bold, or pushy manner, without regard for the rights or safety of others. One sign of an aggressive driver is a driver changing lanes frequently and abruptly without notice. Road rage is operating a motor vehicle with the intent of doing harm to others or physically assaulting a driver or their vehicle.
If you cannot answer them all, re-read Subsections 2.9 and 2.10.
You are at greater risk when you drive at night. Drivers cannot see hazards as quickly as in daylight, so they have less time to respond. Drivers caught by surprise are less able to avoid an accident. The problems of night driving involve the driver, the roadway, and the vehicle.
Vision. Good vision is critical for safe driving. Your control of the brake, accelerator, and steering wheel is based on what you see. If you cannot see clearly, you will have trouble identifying traffic and roadway conditions, spotting potential trouble or responding to problems in a timely manner. Because seeing well is so critical to safe driving, you should have your eyes checked regularly by an eye specialist. You may never know you have poor vision unless your eyes are tested. If you need to wear glasses or contact lenses for driving, remember to:
Glare. Drivers can be blinded for a short time by bright light. It can take several seconds to recover from glare. Even 2 seconds of glare blindness can be dangerous. A vehicle going 55 mph will travel more than half the distance of a football field during that time.
Fatigue and Lack of Alertness. Fatigue is physical or mental tiredness that can be caused by physical or mental strain, repetitive tasks, illness or lack of sleep. Just like alcohol and drugs, it impairs your vision and judgment. Fatigue causes errors related to speed and distance, increases your risk of being in an accident, causes you to not see and react to hazards as quickly; and affects your ability to make critical decisions. When you are fatigued, you could fall asleep behind the wheel and crash, injuring or killing yourself or others. Fatigued or drowsy driving is one of the leading causes of traffic accidents. NHTSA estimates that 100,000 police-reported accidents a year are the result of drowsy driving. According to the National Sleep Foundation’s Sleep in America Poll, 60 percent of Americans have driven while feeling sleepy and more than ⅓ (36 percent or 103 million people) admit to having actually fallen asleep at the wheel. Drivers may experience short bursts of sleep lasting only a few seconds or fall asleep for longer periods of time. Either way, the chance of an accident increases dramatically.
The risk of having an accident due to drowsy driving is not uniformly distributed across the population. Accidents tend to occur at times when sleepiness is most pronounced, for example, during the night and in the mid-afternoon. Most people are less alert at night, especially after midnight. This is particularly true if you have been driving for a long time. Thus individuals who drive at night are more likely to have fall-asleep accidents. Research has identified young males, shift workers, commercial drivers, especially long-haul drivers and people with untreated sleep disorders or with short-term or chronic sleep deprivation as being at increased risk for having a fall-asleep accident. At least 15 percent of all heavy truck accidents involve fatigue. A congressionally mandated study of 80 longhaul truck drivers in the United States and Canada found drivers averaged less than 5 hours of sleep per day. (FMLSA, 1996) It is no surprise that the National Transportation Safety Board (NTSB) reported that drowsy driving was probably the cause of more than half of accidents leading to a truck driver’s death. (NTSB, 1990) For each truck driver fatality, another 3 to 4 people are killed (NHTSA, 1994).
According to the National Sleep Foundation’s Sleep in America Poll, 60 percent of Americans have driven while feeling sleepy and 36 percent admit to actually having fallen asleep at the wheel in the past year. However, many people cannot tell if or when they are about to fall asleep. Here are some signs that should tell you to stop and rest:
When you are tired trying to “push on” is far more dangerous than most drivers think. It is a major cause of fatal accidents. If you notice any signs of fatigue, stop driving and go to sleep for the night or take a 15 – 20 minute nap.
Before you drive, consider whether you are:
Maintaining Alertness While Driving:
If you are drowsy, the only safe cure is to get off the road and sleep. If you do not, you risk your life and the lives of others.
Poor Lighting. In the daytime there is usually enough light to see well. This is not true at night. Some areas may have bright street lights, but many areas will have poor lighting. On most roads you will probably have to depend entirely on your headlights. Less light means you will not be able to see hazards as well as in daytime. Road users who do not have lights are hard to see. There are many accidents at night involving pedestrians, bicyclists, and animals. Even when there are lights, the road scene can be confusing. Traffic signals and hazards can be hard to see against a background of signs, shop windows, and other lights. Drive slower when lighting is poor or confusing. Drive slowly enough to be sure you can stop in the distance you can see ahead.
Drunk Drivers. Drunk drivers and drivers under the influence of drugs are a hazard to themselves and to you. Be especially alert around the closing times for bars and taverns. Watch for drivers who have trouble staying in their lane or maintaining speed, who stop without reason, or show other signs of being under the influence of alcohol or drugs.
Headlights. At night your headlights will usually be the main source of light for you to see by and for others to see you. You cannot see nearly as much with your headlights as you see in the daytime. With low beams you can see ahead about 250 feet and with high beams about 350-500 feet. You must adjust your speed to keep your stopping distance within your sight distance. This means going slowly enough to be able to stop within the range of your headlights. Otherwise, by the time you see a hazard, you will not have time to stop. Night driving can be more dangerous if you have problems with your headlights. Dirty headlights may give only half the light they should. This cuts down your ability to see, and makes it harder for others to see you. Make sure your lights are clean and working. Headlights can be out of adjustment. If they do not point in the right direction, they will not give you a good view and they can blind other drivers. Have a qualified person make sure they are adjusted properly. You must turn on your headlights:
No vehicle may be driven with only parking lights on. However, they may be used as signals or when the headlamps are also lighted.
Other Lights. In order for you to be seen easily, the following must be clean and working properly:
Turn Signals and Brake Lights. At night your turn signals and brake lights are even more important for telling other drivers what you intend to do. Make sure you have clean, working turn signals and brake lights.
Windshield and Mirrors. It is more important at night than in the daytime to have a clean windshield and clean mirrors. Bright lights at night can cause dirt on your windshield or mirrors to create a glare of its own, blocking your view. Most people have experienced driving toward the sun just as it has risen or is about to set, and found that they can barely see through a windshield that seemed to look okay in the middle of the day. Clean your windshield on the inside and outside for safe driving at night.
Pre-Trip Procedures. Make sure you are rested and alert. If you are drowsy, sleep before you drive! Even a nap can save your life or the lives of others. If you wear eyeglasses, make sure they are clean and unscratched. Do not wear sunglasses at night. Do a complete vehicle inspection of your vehicle. Pay attention to checking all lights and reflectors, and cleaning those you can reach.
Avoid Blinding Others. Glare from your headlights can cause problems for drivers coming toward you. They can also bother drivers going in the same direction you are, when your lights shine in their rearview mirrors. Dim your lights before they cause glare for other drivers. Dim your lights within 500 feet of an oncoming vehicle and when following another vehicle within 500 feet.
Avoid Glare from Oncoming Vehicles. Do not look directly at lights of oncoming vehicles. Look slightly to the right at a right lane or edge marking, if available. If other drivers do not put their low beams on, do not try to “get back at them” by putting your own high beams on. This increases glare for oncoming drivers and increases the chance of an accident.
Use High Beams when You Can. Some drivers make the mistake of always using low beams. This seriously cuts down on their ability to see ahead. Use high beams when it is safe and legal to do so. Use them when you are not within 500 feet of an approaching vehicle. Also, do not let the inside of your cab get too bright. This makes it harder to see outside. Keep the interior light off, and adjust your instrument lights as low as you can to still be able to read the gauges.
If You Get Sleepy, Stop at the Nearest Safe Place. People often do not realize how close they are to falling asleep even when their eyelids are falling shut. If you can safely do so, look at yourself in a mirror. If you look sleepy, or you just feel sleepy, stop driving! You are in a very dangerous condition. The only safe cure is to sleep.
Fog can occur at any time. Fog on highways can be extremely dangerous; it is often unexpected and visibility can deteriorate rapidly. You should watch for foggy conditions and be ready to reduce your speed. Do not assume the fog will thin out after you enter it. The best advice for driving in fog is do not. It is preferable that you pull off the road into a rest area or truck stop until visibility is better. If you must drive, be sure to consider the following:
Make sure your vehicle is ready before driving in winter weather. You should make a regular vehicle inspection, paying extra attention to the following items:
Coolant Level and Antifreeze Amount. Make sure the cooling system is full and there is enough antifreeze in the system to protect against freezing. This can be checked with a special coolant tester.
Defrosting and Heating Equipment. Make sure the defrosters work. They are needed for safe driving. Make sure the heater is working, and that you know how to operate it. If you use other heaters and expect to need them (e.g., mirror heaters, battery box heaters, fuel tank heaters), check their operation.
Wipers and Washers. Make sure the windshield wiper blades are in good condition. Make sure the wiper blades press against the window hard enough to wipe the windshield clean, otherwise they may not sweep off snow properly. Make sure the windshield washer works and there is washing fluid in the washer reservoir. Use windshield washer antifreeze to prevent freezing of the washer liquid. If you cannot see well enough while driving (for example, if your wipers fail), stop safely and fix the problem.
Tires. Make sure you have enough tread on your tires. The drive tires must provide traction to push the rig over wet pavement and through snow. The steering tires must have traction to steer the vehicle. Enough tread is especially important in winter conditions. You must have at least 4/32 inch tread depth in every major groove on front tires and at least 2/32 inch on other tires. More, however, is better. Use a gauge to determine if you have enough tread for safe driving.
Tire Chains. You may find yourself in conditions where you cannot drive without chains, even to get to a place of safety. Carry the right number of chains and extra cross-links. Make sure they will fit your drive tires. Check the chains for broken hooks, worn or broken cross-links, and bent or broken side chains. Learn how to put the chains on before you need to do it in snow and ice.
Lights and Reflectors. Make sure the lights and reflectors are clean. Lights and reflectors are especially important during bad weather. Check from time to time during bad weather to make sure they are clean and working properly.
Windows and Mirrors. Remove any ice, snow, etc., from the windshield, windows, and mirrors before starting. Use a windshield scraper, snow brush, and windshield defroster as necessary.
Hand Holds, Steps, and Deck Plates. Remove all ice and snow from hand holds, steps, and deck plates. This will reduce the danger of slipping.
Radiator Shutters and Winterfront. Remove ice from the radiator shutters. Make sure the winterfront is not closed too tightly. If the shutters freeze shut or the winterfront is closed too much, the engine may overheat and stop.
Exhaust System. Exhaust system leaks are especially dangerous when cab ventilation may be poor (windows rolled up, etc.). Loose connections could permit poisonous carbon monoxide to leak into your vehicle. Carbon monoxide gas will cause you to be sleepy. In large enough amounts it can kill you. Check the exhaust system for loose parts and for sounds and signs of leaks.
Slippery Surfaces. Drive slowly and smoothly on slippery roads. If it is very slippery, you should not drive at all. Stop at the first safe place.
Wet Brakes. When driving in heavy rain or deep standing water, your brakes will get wet. Water in the brakes can cause the brakes to be weak, to apply unevenly, or to grab. This can cause lack of braking power, wheel lockups, pulling to one side or the other, and jackknife if you pull a trailer.
Avoid driving through deep puddles or flowing water if possible. If not, you should:
Do a normal vehicle inspection, but pay special attention to the following items.
Tires. Check the tire mounting and air pressure. Inspect the tires every 2 hours or every 100 miles when driving in very hot weather. Air pressure increases with temperature. Do not let air out or the pressure will be too low when the tires cool off. If a tire is too hot to touch, remain stopped until the tire cools off. Otherwise the tire may blow out or catch fire.
Engine Oil. The engine oil helps keep the engine cool, as well as lubricating it. Make sure there is enough engine oil. If you have an oil temperature gauge, make sure the temperature is within the proper range while you are driving.
Engine Coolant. Before starting out, make sure the engine cooling system has enough water and antifreeze according to the engine manufacturer’s directions. (Antifreeze helps the engine under hot conditions as well as cold conditions.) When driving, check the water temperature or coolant temperature gauge from time to time. Make sure it remains in the normal range. If the gauge goes above the highest safe temperature, there may be something wrong that could lead to engine failure and possibly fire. Stop driving as soon as safely possible and try to find out what is wrong. Some vehicles have sight glasses, see-through coolant overflow containers, or coolant recovery containers. These permit you to check the coolant level while the engine is hot. If the container is not part of the pressurized system, the cap can be safely removed and coolant added even when the engine is at operating temperature. Never remove the radiator cap or any part of the pressurized system until the system has cooled. Steam and boiling water can spray under pressure and cause severe burns. If you can touch the radiator cap comfortably with your bare hand, it is probably cool enough to open. If coolant has to be added to a system without a recovery tank or overflow tank, follow these steps:
Engine Belts. Learn how to check v-belt tightness on your vehicle by pressing on the belts. Loose belts will not turn the water pump and/or fan properly. This will result in overheating. Also, check belts for cracking or other signs of wear. Hoses. Make sure coolant hoses are in good condition. A broken hose while driving can lead to engine failure and even fire.
Watch for Bleeding Tar. Tar in the road pavement frequently rises to the surface in very hot weather. Spots where tar “bleeds” to the surface are very slippery.
Go Slowly Enough to Prevent Overheating. High speeds create more heat for tires and the engine. In desert conditions the heat may build up to the point where it is dangerous. The heat will increase chances of tire failure or even fire, and engine failure.
These questions may be on the test. If you cannot answer all of them, re-read Subsections 2.11, 2.12, 2.13, and 2.14.
Railroad-highway grade crossings are a special kind of intersection where the roadway crosses train tracks. These crossings are always dangerous. Every such crossing must be approached with the expectation that a train is coming. It is extremely difficult to judge the distance of the train from the crossing as well as the speed of an approaching train.
Passive Crossings. This type of crossing does not have any type of traffic control device. The decision to stop or proceed rests entirely in your hands. Passive crossings require you to recognize the crossing, search for any train using the tracks and decide if there is sufficient clear space to cross safely.
Active Crossings. This type of crossing has a traffic control device installed at the crossing to regulate traffic at the crossing. These active devices include flashing red lights, with or without bells and flashing red lights with bells and gates.
Advance Warning Signs. The round, black-onyellow warning sign is placed ahead of a public railroad-highway crossing. The advance warning sign tells you to slow down, look and listen for the train, and be prepared to stop at the tracks if a train is coming. All passenger and hazmat carrying vehicles are required to stop. See Figure 2.15.
Pavement Markings. Pavement markings mean the same as the advance warning sign. They consist of an “X” with the letters “RR” and a nopassing marking on 2-lane roads. See Figure 2.16.
There is also a no passing zone sign on 2-lane roads. There may be a white stop line painted on the pavement before the railroad tracks. The front of the school bus must remain behind this line while stopped at the crossing.
Crossbuck Signs. This sign marks the grade crossing. It requires you to yield the right-of-way to the train. If there is no white stop line painted on the pavement, vehicles that are required to stop must stop no closer than 15 feet or more than 50 feet from the nearest rail of the nearest track. When the road crosses over more than 1 track, a sign below the crossbuck indicates the number of tracks. See Figure 2.17.
Flashing Red Light Signals. At many highway-rail grade crossings, the crossbuck sign has flashing red lights and bells. When the lights begin to flash, stop! A train is approaching. You are required to yield the right-of-way to the train. If there is more than 1 track, make sure all tracks are clear before crossing. See Figure 2.18.
Gates. Many railroad-highway crossings have gates with flashing red lights and bells. Stop when the lights begin to flash and before the gate lowers across the road lane. Remain stopped until the gates go up and the lights have stopped flashing. Proceed when it is safe. See Figure 2.18.
Never Race a Train to a Crossing. Never attempt to race a train to a crossing. It is extremely difficult to judge the speed of an approaching train.
Reduce Speed. Speed must be reduced in accordance with your ability to see approaching trains in any direction, and speed must be held to a point which will permit you to stop short of the tracks in case a stop is necessary.
Do Not Expect to Hear a Train. Trains may not or may not be prohibited from sounding horns when approaching some crossings. Public crossings where trains do not sound horns should be identified by signs. Noise inside your vehicle may also prevent you from hearing the train horn until the train is dangerously close to the crossing.
Do Not Rely on Signals. You should not rely solely upon the presence of warning signals, gates, or flagmen to warn of the approach of trains. Be especially alert at crossings that do not have gates or flashing red light signals.
Double Tracks Require a Double Check. Remember that a train on 1 track may hide a train on the other track. Look both ways before crossing. After 1 train has cleared a crossing, be sure no other trains are near before starting across the tracks.
Yard Areas and Grade Crossings in Cities and Towns. Yard areas and grade crossings in cities and towns are just as dangerous as rural grade crossings. Approach them with as much caution.
A full stop is required at grade crossings whenever:
When stopping be sure to:
Railroad crossings with steep approaches can cause your unit to hang up on the tracks. Never permit traffic conditions to trap you in a position where you have to stop on the tracks. Be sure you can get all the way across the tracks before you start across. It takes a typical tractor-trailer unit at least 14 seconds to clear a single track and more than 15 seconds to clear a double track. Do not shift gears while crossing railroad tracks.
These trailers can get stuck on raised crossings:
If for any reason you get stuck on the tracks, get out of the vehicle and away from the tracks. Check signposts or signal housing at the crossing for emergency notification information. Call 911 or other emergency number. Give the location of the crossing using all identifiable landmarks, especially the DOT number, if posted.
In mountain driving, gravity plays a major role. On any upgrade, gravity slows you down. The steeper the grade, the longer the grade, and/or the heavier the load–the more you will have to use lower gears to climb hills or mountains. In coming down long, steep downgrades, gravity causes the speed of your vehicle to increase. You must select an appropriate safe speed, and then use a low gear, and proper braking techniques. You should plan ahead and obtain information about any long, steep grades along your planned route of travel. If possible, talk to other drivers who are familiar with the grades to find out what speeds are safe. You must go slowly enough so your brakes can hold you back without getting too hot. If the brakes become too hot, they may start to “fade.” This means you have to apply them harder and harder to get the same stopping power. If you continue to use the brakes hard, they can keep fading until you cannot slow down or stop at all.
Your most important consideration is to select a speed that is not too fast for the:
Shift the transmission to a low gear before starting down the grade. Do not try to downshift after your speed has already built up. You will not be able to shift into a lower gear. You may not even be able to get back into any gear and all engine braking effect will be lost. Forcing an automatic transmission into a lower gear at high speed could damage the transmission and also lead to loss of all engine braking effect. With older trucks, a rule for choosing gears is to use the same gear going down a hill that you would need to climb the hill. However, new trucks have low friction parts and streamlined shapes for fuel economy. They may also have more powerful engines. This means they can go up hills in higher gears and have less friction and air drag to hold them back going down hills. For that reason, drivers of modern trucks may have to use lower gears going down a hill than would be required to go up the hill. You should know what is right for your vehicle.
Brakes are designed so brake shoes or pads rub against the brake drum or disks to slow the vehicle. Braking creates heat, but brakes are designed to take a lot of heat. However, brakes can fade or fail from excessive heat caused by using them too much and not relying on the engine braking effect. Brake fade is also affected by adjustment. To safely control a vehicle, every brake must do its share of the work. Brakes out of adjustment will stop doing their share before those that are in adjustment. The other brakes can then overheat and fade, and there will not be enough braking available to control the vehicle. Brakes can get out of adjustment quickly, especially when they are used a lot; also, brake linings wear faster when they are hot. Therefore, brake adjustment must be checked frequently.
Remember. The use of brakes on a long and/or steep downgrade is only a supplement to the braking effect of the engine. Once the vehicle is in the proper low gear, the following are the proper braking techniques:
When your speed has increased to your “safe” speed, repeat steps 1 and 2. For example, if your “safe” speed is 40 mph, you would not apply the brakes until your speed reaches 40 mph. You now apply the brakes hard enough to gradually reduce your speed to 35 mph and then release the brakes. Repeat this as often as necessary until you have reached the end of the downgrade. Escape ramps have been built on many steep mountain downgrades. Escape ramps are made to stop runaway vehicles safely without injuring drivers and passengers. Escape ramps use a long bed of loose, soft material to slow a runaway vehicle, sometimes in combination with an upgrade. Know escape ramp locations on your route. Signs show drivers where ramp are located. Escape ramps save lives, equipment and cargo.
These questions may be on the test. If you cannot answer them all, re-read Subsections 2.15 and 2.16.
Traffic emergencies occur when 2 vehicles are about to collide. Vehicle emergencies occur when tires, brakes, or other critical parts fail. Following the safety practices in this handbook can help prevent emergencies. If an emergency does happen, your chances of avoiding an accident depend upon how well you take action. Actions you can take are discussed below.
Stopping is not always the safest thing to do in an emergency. When you do not have enough room to stop, you may have to steer away from what is ahead. Remember, you can almost always turn to miss an obstacle more quickly than you can stop. (However, top-heavy vehicles and tractors with multiple trailers may flip over.)
Keep Both Hands on the Steering Wheel. In order to turn quickly, you must have a firm grip on the steering wheel with both hands. The best way to have both hands on the wheel, if there is an emergency, is to keep them there all the time.
How to Turn Quickly and Safely. A quick turn can be made safely, if it is done the right way. Here are some points that safe drivers use:
Where to Steer. If an oncoming driver has drifted into your lane, a move to your right is best. If that driver realizes what has happened, the natural response will be to return to his or her own lane.
Leaving the Road. In some emergencies, you may have to drive off the road. It may be less risky than facing an accident with another vehicle. Most shoulders are strong enough to support the weight of a large vehicle and, therefore, offer an available escape route. Here are some guidelines, if you do leave the road.
Returning to the Road. If you are forced to return to the road before you can stop, use the following procedure:
If somebody suddenly pulls out in front of you, your natural response is to hit the brakes. This is a good response if there is enough distance to stop, and you use the brakes correctly. You should brake in a way that will keep your vehicle in a straight line and allow you to turn if it becomes necessary. You can use the “controlled braking” method or the “stab braking” method.
Controlled Braking. With this method, you apply the brakes as hard as you can without locking the wheels. Keep steering wheel movements very small while doing this. If you need to make a larger steering adjustment or if the wheels lock, release the brakes. Re-apply the brakes as soon as you can.
Stab Braking.
Note: Stab braking, can only be done in vehicles without antilock brake systems (ABS).
Do Not Jam on the Brakes. Emergency braking does not mean pushing down on the brake pedal as hard as you can. That will only keep the wheels locked up and cause a skid. If the wheels are skidding, you cannot control the vehicle. Emergency braking means “responding to a hazard by slowing the vehicle.”
Note: If you drive a vehicle with antilock brakes, you should read and follow the directions found in the owner’s manual for stopping quickly.
Brakes kept in good condition rarely fail. Most hydraulic brake failures occur for one of 2 reasons: (Air brakes are discussed in Section 5.)
Loss of Hydraulic Pressure. When the system will not build up pressure, the brake pedal will feel spongy or go to the floor. Here are some things you can do.
Brake Failure on Downgrades. Going slow enough and braking properly will almost always prevent brake failure on long downgrades. Once the brakes have failed, however, you are going to have to look outside your vehicle for something to stop it. Your best hope is an escape ramp. If there is one, there will be signs telling you about it. Ramps are usually located a few miles from the top of the downgrade. Every year, hundreds of drivers avoid injury to themselves or damage to their vehicles by using escape ramps.
Some escape ramps use soft gravel that resists the motion of the vehicle and brings it to a stop. Others turn uphill, using the hill to stop the vehicle and soft gravel to hold it in place. Any driver who loses brakes going downhill should use an escape ramp if it’s available. If you do not use it, your chances of having a serious accident may be much greater. If no escape ramp is available, take the least hazardous escape route you can—such as an open field or a side road that flattens out or turns uphill. Make the move as soon as you know your brakes do not work. The longer you wait, the faster the vehicle will go, and the harder it will be to stop.
Recognize Tire Failure. Quickly knowing you have a tire failure will allow you more time to react. Having just a few extra seconds to remember what you are supposed to do can help. The major signs of tire failure are:
Respond to Tire Failure. When a tire fails, your vehicle is in danger. You must immediately:
ABS is a computerized system that keeps your wheels from locking up during hard brake applications. ABS is an addition to your normal brakes. It does not decrease or increase your normal braking capability. ABS only activates when wheels are about to lock up. ABS does not necessarily shorten your stopping distance, but it helps you keep the vehicle under control during hard braking.
The Department of Transportation (DOT) requires that ABS be on:
When you brake hard on slippery surfaces in a vehicle without ABS, your wheels may lock up. When your wheels lock up, you lose steering control. When your other wheels lock up, you may skid, jackknife, or even spin the vehicle. ABS helps you avoid wheel lock up and maintain control. You may or may not be able to stop faster with ABS, but you should be able to steer around an obstacle while braking, and avoid skids caused by over braking.
Having ABS on only the tractor, only the trailer, or even on only one axle, still gives you more control over the vehicle during braking. Brake normally. When only the tractor has ABS, you should be able to maintain steering control, and there is less chance of jackknifing. But keep your eye on the trailer and let up on the brakes (if you can safely do so) if it begins to swing out. When only the trailer has ABS, the trailer is less likely to swing out, but if you lose steering control or start a tractor jackknife, let up on the brakes (if you can safely do so) until you regain control.
When you drive a vehicle with ABS, you should brake as you always have. In other words:
Without ABS you still have normal brake functions. Drive and brake as you always have. Vehicles with ABS have yellow malfunction lamps to tell you if something is not working. As a system check on newer vehicles, the malfunction lamp comes on at start-up for a bulb check and then goes out quickly. On older systems, the lamp could stay on until you are driving over 5 mph. If the lamp stays on after the bulb check, or goes on once you are under way, you may have lost ABS control on 1 or more wheels. Remember, if your ABS malfunctions, you still have regular brakes. Drive normally, but get the system serviced soon.
Remember:
A skid happens whenever the tires lose their grip on the road. This is caused in one of 4 ways:
By far the most common skid is one in which the rear wheels lose traction through excessive braking or acceleration. Skids caused by acceleration usually happen on ice or snow. Taking your foot off the accelerator can easily stop them. (If it is very slippery, push the clutch in. Otherwise, the engine can keep the wheels from rolling freely and regaining traction.)
Rear wheel braking skids occur when the rear drive wheels lock. Locked wheels have less traction than rolling wheels, the rear wheels usually slide sideways in an attempt to “catch up” with the front wheels. In a bus or straight truck, the vehicle will slide sideways in a “spin out.” With vehicles towing trailers, a drive-wheel skid can let the trailer push the towing vehicle sideways, causing a sudden jackknife. See Figure 2.19.
Do the following to correct a drive-wheel braking skid.
Learning to stay off the brake, turn the steering wheel quickly, push in the clutch, and countersteer in a skid takes a lot of practice. The best place to get this practice is on a large driving range or “skid pad.”
Driving too fast for conditions causes most front-wheel skids. Other causes include: lack of tread on the front tires and cargo loaded so not enough weight is on the front axle. In a front-wheel skid, the front end tends to go in a straight line regardless of how much you turn the steering wheel. On a very slippery surface, you may not be able to steer around a curve or turn. When a front-wheel skid occurs, the only way to stop the skid is to let the vehicle slow down. Stop turning and/or braking so hard. Slow down as quickly as possible without skidding.
These questions may be on the test. If you cannot answer them all, re-read Subsections 2.17, 2.18, and 2.19.
When you are in an accident and not seriously hurt, you need to act to prevent further damage or injury. The basic steps to be taken at any accident are to:
The first thing to do at an accident scene is to keep another accident from happening in the same spot. To protect the accident area:
If you have a cell phone or CB, call for assistance before you get out of your vehicle. If not, wait until after the accident scene has been properly protected, then phone or send someone to phone the police. Try to determine where you are so you can give the exact location.
If a qualified person is at the accident and helping the injured, stay out of the way unless asked to assist. Otherwise, do the best you can to help any injured parties. Here are some simple steps to follow in giving assistance:
If you were involved in the accident, you will have to file an accident report. Collect the following information for the report:
Truck fires can cause damage and injury. Learn the causes of fires and how to prevent them. Know what to do to extinguish fires.
The following are some causes of vehicle fires:
Pay attention to the following:
Knowing how to fight fires is important. Drivers who did not know what to do have made fires worse. Know how the fire extinguisher works. Study the instructions printed on the extinguisher before you need it. Here are some procedures to follow in case of fire.
Pull Off the Road. The first step is to get the vehicle off the road and stop. In doing so:
Keep the Fire From Spreading. Before trying to put out the fire, make sure that it does not spread any further.
Extinguish the Fire. Here are some rules to follow in putting out a fire:
Note: Refer to CCR, Title 13 §1242 for additional information.
Use the Right Fire Extinguisher
Figures 2.20 and 2.21 detail the type of fire extinguisher to use by class of fire.
These questions may be on the test. If you cannot answer them all, re-read Subsections 2.20 and 2.21
Drinking alcohol and then driving is very dangerous and a serious problem. People who drink alcohol are involved in traffic accidents resulting in over 20,000 deaths every year. Alcohol impairs muscle coordination, reaction time, depth perception, and night vision. It also affects the parts of the brain that control judgment and inhibition. For some people, 1 drink is all it takes to show signs of impairment. You should know:
You may NEVER drink while on duty, nor consume any intoxicating beverage, regardless of its alcohol content, within 4 hours before going on duty.
Remember–it is illegal to drive a commercial motor vehicle with a blood alcohol concentration (BAC) that is 0.04 percent or greater and doing so will result in an immediate administrative driver licensing sanction (Admin Per Se) in accordance with DMV regulations. You may also be convicted of driving under the influence of alcohol or drugs. However, a BAC below 0.04 percent does not mean that it is safe or legal to drive.
How Alcohol Works. Alcohol goes directly into the bloodstream and is carried to the brain. After passing through the brain, a small percentage is removed in urine, perspiration, and by breathing, while the rest is carried to the liver. The liver can only process ⅓ an ounce of alcohol per hour, which is considerably less than the alcohol in a standard drink. This is a fixed rate, so only time, not black coffee or a cold shower, will sober you up. If you have drinks faster than your body can get rid of them, you will have more alcohol in your body, and your driving will be more affected. The BAC commonly measures the amount of alcohol in your body. See Figure 2.22. All of the following drinks contain the same amount of alcohol:
What Determines Blood Alcohol Concentration? BAC is determined by the amount of alcohol you drink (more alcohol means higher BAC), how fast you drink (faster drinking means higher BAC), and your weight (a small person does not have to drink as much to reach the same BAC).
Alcohol and the Brain. Alcohol affects more and more of the brain as BAC builds up. The first part of the brain affected controls judgment and self-control. one of the bad things about this is it can keep drinkers from knowing they are getting drunk. And, of course, good judgment and selfcontrol are absolutely necessary for safe driving. As BAC continues to build up, muscle control, vision, and coordination are affected more and more. Effects on driving may include:
These effects mean increased chances of an accident and chances of losing your DL. Accident statistics show that the chance of an accident is much greater for drivers who have been drinking than for drivers who have not.
How Alcohol Affects Driving. All drivers are affected by drinking alcohol. Alcohol affects judgment, vision, coordination, and reaction time. It causes serious driving errors, such as:
Increased reaction time to hazards.
Besides alcohol, other legal and illegal drugs are being used more often. Laws prohibit possession or use of many drugs while on duty. They prohibit being under the influence of any “controlled substance,” amphetamines (including “pep pills,” “uppers,” and “bennies”), narcotics, or any other substance, which can make the driver unsafe. This could include a variety of prescription and over-the-counter drugs (cold medicines), which may make the driver drowsy or otherwise affect safe driving ability. However, possession and use of a drug given to a driver by a doctor is permitted if the doctor informs the driver that it will not affect safe driving ability. Pay attention to warning labels for legitimate drugs and medicines, and to doctor’s orders regarding possible effects. Stay away from illegal drugs. Do not use any drug that hides fatigue. The only cure for fatigue is rest. Alcohol can make the effects of other drugs much worse. The safest rule is do not mix drugs with driving at all. Use of drugs can lead to traffic accidents resulting in death, injury, and property damage. Furthermore, it can lead to arrest, fines, and jail sentences. It can also mean the end of a person’s driving career.
Once in a while, you may become so ill that you cannot operate a motor vehicle safely. If this happens to you, you must not drive. However, in case of an emergency, you may drive to the nearest place where you can safely stop.
All drivers should know something about hazardous materials. You must be able to recognize hazardous cargo, and know whether or not you can haul it without having a hazardous materials endorsement on your CDL. If you apply for an original or renewal HAZMAT endorsement, you must undergo a Transportation Security Administration (TSA) federal security threat assessment (background records check). You start the TSA background records check after you apply for your CDL at DMV, successfully complete all appropriate knowledge tests, and submit a valid medical form. You must submit fingerprints, a fee, and any additional required information to one of TSA’s designated agents. You must also provide the TSA agent with a copy of your CLP and one of the following ID documents:
Hazardous materials are products that pose a risk to health, safety, and property during transportation. See Figure 2.24.
You must follow the many rules about transporting hazardous materials. The intent of the rules is to:
Contain the Product. Many hazardous products can injure or kill on contact. To protect drivers and others from contact, the rules tell shippers how to package products safely. Similar rules tell drivers how to load, transport, and unload bulk tanks. These are containment rules.
Communicate the Risk. The shipper uses a shipping paper and diamond-shaped hazard labels to warn dockworkers and drivers of the risk. After an accident or hazardous material spill or leak, you may be injured and unable to communicate the hazards of the materials you are transporting. Firefighters and police can prevent or reduce the amount of damage or injury at the scene if they know what hazardous materials are being transported. Your life, and the lives of others, may depend on quickly locating the hazardous materials shipping papers. For that reason, you must identify shipping papers related to hazardous materials or keep them on top of other shipping papers. You must also keep shipping papers in or on:
Placards are used to warn others of hazardous materials. Placards are signs put on the outside of a vehicle that identify the hazard class of the cargo. A placarded vehicle must have at least 4 identical placards. They are put on the front, rear, and both sides. Placards must be readable from all four directions. They must be at least 10¾ inches square, turned upright on a point, in a diamond shape. Cargo tanks and other bulk packaging display the ID number of their contents on placards or orange panels.
Identification Numbers are a 4 digit code used by first responders to identify hazardous materials. An ID number may be used to identify more than one chemical on shipping papers. The ID number will be preceded by the letters “NA” or “UN.” The U.S. DOT Emergency Response Guidebook (ERG) lists the chemicals and the ID numbers assigned to them. Not all vehicles carrying hazardous materials need to have placards. The rules about placards are given in Section 9 of this handbook. You can drive a vehicle that carries hazardous materials if it does not require placards. If it requires placards, you cannot drive it unless your DL has the HazMat endorsement. See Figure 2.25.
The rules require all drivers of placarded vehicles to learn how to safely load and transport hazardous products. They must have a CDL with the HAZMAT endorsement. To get the required endorsement, you must pass a knowledge test on material found in Section 9 of this handbook. A tank endorsement is required for CMVs that transport liquid or gaseous materials within a tank or tanks having an individual rated capacity of more than 119 gallons and an aggregate rated capacity of 1,000 gallons or more that is either permanently or temporarily attached to the vehicle or the chassis. A CMV transporting an empty storage container tank, not designed for transportation, with a rated capacity of 1,000 gallons or more that is temporarily attached to a flatbed trailer is not considered a tank vehicle (CFR, Title 49 §383.5).
Note: A tank endorsement is not necessary for the operation of vehicles that do not require a CDL. Drivers who need the HAZMAT endorsement must learn the placard rules. If you do not know if your vehicle needs placards, ask your employer. Never drive a vehicle needing placards unless you have the HAZMAT endorsement. To do so is a crime. When stopped, you will be cited and you will not be allowed to drive your truck. It will cost you time and money. A failure to placard when needed may risk your life and others if you have an accident. Emergency help will not know of your hazardous cargo. Hazardous materials drivers must also know which products they can load together, and which they cannot. These rules are also in Section 9. Before loading a truck with more than one type of product, you must know if it is safe to load them together. If you do not know, ask your employer and consult the regulations.
These questions may be on the test. If you cannot answer them all, re-read Subsections 2.22 and 2.23.
This section tells you about hauling cargo safely. You must understand basic cargo safety rules to get a CDL. If you load cargo wrong or do not secure it properly, it can be a danger to others and yourself. Loose cargo that falls off a vehicle can cause traffic problems and others could be hurt or killed. Loose cargo could hurt or kill you during a quick stop or accident. Your vehicle could be damaged by an overload. Steering could be affected by how a vehicle is loaded, making it more difficult to control the vehicle. Whether or not you load and secure the cargo yourself, you are responsible for:
If you intend to carry hazardous material that requires placards on your vehicle, you will also need to have a HAZMAT endorsement. Section 9 of this handbook has the information you need to pass the hazardous materials test.
As part of your vehicle inspection, make sure the truck is not overloaded and the cargo is balanced and secured properly.
After Starting. Inspect the cargo and its securing devices again within the first 50 miles after beginning a trip. Make any adjustments needed.
Re-Check. Re-check the cargo and securing devices as often as necessary during a trip to keep the load secure. You need to inspect again:
Federal, state, and local regulations for commercial vehicle weight, securing cargo, covering loads, and where you can drive large vehicles vary from place to place. Know the rules where you will be driving.
You are responsible for not being overloaded. The following are some definitions of weight you should know.
Gross Vehicle Weight (GVW). The total weight of a single vehicle including its load.
Gross Combination Weight (GCW). The total weight of a combination of vehicles including the load.
Gross Vehicle Weight Rating (GVWR). The value specified by the manufacturer as the loaded weight of a single vehicle.
Gross Combination Weight Rating (GCWR). The value specified by the manufacturer as the loaded weight of a combination (articulated) vehicle. In the absence of a value specified by the manufacturer, GCWR will be determined by adding the GVWR of the power unit, the total weight of the towed unit, and any load thereon.
Axle Weight. The weight transmitted to the ground by 1 axle or one set of axles. Tire Load. The maximum safe weight a tire can carry at a specified pressure. This rating is stated on the side of each tire.
Suspension Systems. Suspension systems have a manufacturer’s weight capacity rating.
Coupling Device Capacity. Coupling devices are rated for the maximum weight they can pull and/ or carry.
You must keep weights within legal limits. States have maximums for GVWRs, GCWRs, and axle weights. Often, maximum axle weights are set by a bridge formula. A bridge formula permits less maximum axle weight for axles that are closer together. This is to prevent overloading bridges and roadways. Overloading can have bad effects on steering, braking, and speed control. Overloaded trucks have to go very slowly on upgrades. Worse, they may gain too much speed on downgrades. Stopping distance increases. Brakes can fail when forced to work too hard. During bad weather or in mountains, it may not be safe to operate at legal maximum weights. Take this into account before driving.
The height of the vehicle’s center of gravity is very important for safe handling. A high center of gravity (cargo piled up high or heavy cargo on top) means you are more likely to tip over. It is most dangerous in curves, or if you have to swerve to avoid a hazard. It is very important to distribute the cargo so it is as low as possible. Put the heaviest parts of the cargo under the lightest parts.
Poor weight balance can make vehicle handling unsafe. Too much weight on the steering axle can cause hard steering. It can damage the steering axle and tires. Under-loaded front axles (caused by shifting weight too far to the rear) can make the steering axle weight too light to steer safely. Too little weight on the driving axles can cause poor traction. The drive wheels may spin easily. During bad weather, the truck may not be able to keep going. Weight that is loaded so there is a high center of gravity causes a greater chance of rollover. On flatbed vehicles, there is also a greater chance that the load will shift to the side or fall off. See Figure 3.1.
Blocking is used in the front, back, and/or sides of a piece of cargo to keep it from sliding. Blocking is shaped to fit snugly against cargo. It is secured to the cargo deck to prevent cargo movement. Bracing is also used to prevent movement of cargo. Bracing goes from the upper part of the cargo to the floor and/or walls of the cargo compartment.
On flatbed trailers or trailers without sides, cargo must be secured to keep it from shifting or falling off. In closed vans, tie-downs can also be important to prevent cargo shifting that may affect the handling of the vehicle. Tie-downs must be of the proper type and strength. Federal regulations require the aggregate working load limit of any securement system used to secure an article or group of articles against movement must be at least ½ times the weight of the article or group of articles. Proper tie-down equipment must be used, including ropes, straps, chains, and tensioning devices (winches, ratchets, clinching components). Tie-downs must be attached to the vehicle correctly (hooks, bolts, rails, rings). See Figure 3.2.
Cargo should have at least one tie-down for each 10 feet of cargo. Make sure you have enough tiedowns to meet this need. No matter how small the cargo, it should have at least 2 tie-downs. There are special requirements for securing various heavy pieces of metal. Find out what they are if you are to carry such loads. Rules governing the loading and securement of logs, dressed lumber, metal coils, paper rolls, concrete pipe, intermodal containers, automobiles, heavy vehicles, flattened or crushed vehicles, roll-on/roll-off containers, and large boulders are contained in the CFR, Title 49 §393.
Front-end header boards (“headache racks”) protect you from your cargo in case of an accident or emergency stop. Make sure the front-end structure is in good condition. The front-end structure should block the forward movement of any cargo you carry.
There are 2 basic reasons for covering cargo:
Containerized loads generally are used when freight is carried part way by rail or ship. Delivery by truck occurs at the beginning and/or end of the journey. Some containers have their own tie-down devices or locks that attach directly to a special frame. Others have to be loaded onto flatbed trailers. They must be properly secured just like any other cargo. You cannot inspect sealed loads, but you should check that you do not exceed gross weight and axle weight limits.
It is against the law to operate on the highway a vehicle which is improperly covered, constructed, or loaded so that any part of its contents or load spills, drops, leaks, blows, sifts, or in any other way escapes from the vehicle. Exception: clear water or feathers from live birds. Any vehicle transporting garbage, trash, rubbish, ashes, etc., must have the load covered to prevent any part of the load from spilling on to the highway. Aggregate material must be carried in the cargo area of the vehicle and be 6 inches below the upper edge. The cargo area must not have any holes, cracks, or openings which could allow the material to escape. The vehicle used to transport aggregate material must be equipped with seals on any openings used to empty the load, splash flaps behind every tire or set of tires, and fenders. This does not apply to vehicles carrying wet, waste fruit or vegetable matter, or waste from food processing plants. Any person who willfully or negligently damages any street or highway is liable for the cost of repairing the road or any sign, signal, guardrail, or other facility that is damaged. The liability may include the cost of removing debris from the roadway.
Dry bulk tanks require special care because they have a high center of gravity, and the load can shift. Be extremely cautious (slow and careful) going around curves and making sharp turns.
Hanging meat (suspended beef, pork, lamb) in a refrigerated truck can be a very unstable load with a high center of gravity. Particular caution is needed on sharp curves such as off ramps and on ramps. Go slowly.
Livestock can move around in a trailer, causing unsafe handling. With less than a full load, use false bulkheads to keep livestock bunched together. Even when bunched, special care is necessary because livestock can lean on curves. This shifts the center of gravity and makes rollover more likely.
Over-length, over-width, and/or overweight loads require special transit permits (check with your state’s Department of Transportation). Driving is usually limited to certain times. Special equipment may be necessary such as “wide load” signs, flashing lights, flags, etc. Such loads may require a police escort or pilot vehicles bearing warning signs and/or flashing lights. These special loads require special driving care.
Any vehicle and load over 80 inches in width must, in addition to required vehicle lighting, show an amber combination clearance and sidemarker lamp on the side of the load projection at the front and show a red combination clearance and side-marker lamp on the side of the projection at the rear. Alternatively, if the over width of the projection does not extend more than 3 feet from front to rear, and the projection is near the front of the vehicle, at least one amber combination clearance lamp must be visible front, side, and rear at the extreme width. If the projection is near the rear, at least one red combination side clearance lamp must be displayed.
Lights (or Flags) on Projecting Loads. When the load on any vehicle extends 4 feet (48 inches) or more beyond the rear of the body, a solid red or fluorescent orange flag at least 12 inches square must be placed at the extreme end of the load. If the vehicle is operated during darkness, there must be 2 lit red lights at the end of the load, visible at a distance of 500 feet to the side and rear of the vehicle. A load extending 1 foot or more to the left on any vehicle must have an amber light on the extreme left side of the load. It must be visible at least 300 feet to the front and rear during darkness. If the load extends more than 120 inches, there must be an amber lamp at the front and a red lamp at the rear, each visible at least 300 feet. If the vehicle is wider than 102 inches, a red or fluorescent flag not less than 12 inches square must be displayed at the left front and left rear during daylight.
When any trailer is loaded upon another vehicle (piggyback) to be moved on any highway, the trailer must be securely bound to the vehicle to prevent the trailer from shifting, toppling over, or becoming unstable.
These questions may be on your test. If you cannot answer them all, re-read Section 3.
Passenger vehicle drivers must have a CDL with a passenger endorsement if they drive a vehicle designed to transport more than 10 persons, including the driver. A passenger transportation vehicle includes, but is not limited to, a bus, farm labor vehicle, or general public paratransit vehicle when the vehicle is designed, used, or maintained to carry more than 10 passengers, including the driver, for hire or for profit, or by any nonprofit organization or group. If you take a driving test in a van designed, used, or maintained to carry 15 persons or less, including the driver, you will be restricted to driving a 15-passenger or less small-size bus. To get the endorsement, you must pass a knowledge test on Sections 2 and 4 of this handbook. If your bus has air brakes, you must pass a knowledge test on Section 5. You must also pass the skills tests required for the class of vehicle you drive. A CLP holder with a passenger (P) and/or a school bus (S) endorsement is prohibited from operating a CMV with passengers, other than federal/state auditors and inspectors, test examiners, other trainees, and the accompanying CDL holder (FMCSR §383.25).
Before driving your bus, you must be sure it is safe. You must review the inspection report made by the previous driver. Only if defects reported earlier have been certified as repaired or repairs not needed, should you sign the previous driver’s report. This is your certification that the defects reported earlier have been fixed. See Section 11 for inspection information and guidelines. Memory aids are shown at the end of Section 11. You may only use one of these when you take your CDL vehicle inspection test for your CDL at DMV. The memory aid cannot include instructions on how to perform the vehicle inspection test. Refer to Section 5 for Air Brake information.
Make sure these things are in good working order before driving:
As you check the outside of the bus, close any open emergency exits. Also, close any open access panels (for baggage, restroom service, engine, etc.) before driving.
People sometimes damage unattended buses. Always check the interior of the bus before driving to ensure rider safety. Aisles and stairwells should always be clear. The following parts of your bus must be in safe working condition:
You may lock some emergency roof hatches in a partly open position for fresh air. Do not leave them open as a regular practice. Keep in mind the bus’s higher clearance while driving with them open. Make sure your bus has the fire extinguisher and emergency reflectors required by law. The bus must also have spare electrical fuses, unless equipped with circuit breakers.
The driver’s seat should have a seat belt. Always use it for safety.
Do not allow riders to leave carry-on baggage in a doorway or aisle. There should be nothing in the aisle that might trip other riders. Secure baggage and freight in ways that avoid damage and:
Watch for cargo or baggage containing hazardous materials. Most hazardous materials cannot be carried on a bus. The Federal Hazardous Materials Table shows which materials are hazardous. They pose a risk to health, safety, and property during transportation. The rules require shippers to mark containers of hazardous material with the material’s name, ID number, and hazard label. There are 9 different 4-inch, diamond-shaped hazard labels. See Figure 4.1. Watch for the diamond-shaped labels. Do not transport any hazardous material unless you are sure the rules allow it.
Buses may carry small-arms ammunition labeled ORM-D, emergency hospital supplies, and drugs. You can carry small amounts of some other hazardous materials if the shipper cannot send them any other way. Buses must never carry:
Riders sometimes board a bus with an unlabeled hazardous material. Do not allow riders to carry on common hazards such as car batteries or gasoline. Oxygen medically prescribed for, in the possession of a passenger, and in a container designed for personal use is allowed. Wheelchairs transported on buses (except school buses) must have brakes or other mechanical means of holding still while it is raised or lowered on the wheelchair platform. Batteries must be spill resistant and securely attached to the wheelchair. Wheelchairs may not use flammable fuel. School bus wheelchair regulations are in CCR, Title 13 §1293.
Bus drivers need to consider passenger safety during loading and unloading. Always ensure your passengers are safely on the bus before closing the door(s) and pulling away. Allow passengers enough time to sit down or brace themselves before departing. Starting and stopping should be as smooth as possible to avoid rider injury.
In certain states, transporting animals is prohibited except for certified service, guide, or signal dogs used by physically challenged passengers (check with your state’s current rules and regulations).
No rider may stand forward of the rear of the driver’s seat. Buses designed to allow standing must have a 2-inch line on the floor or some other means of showing riders where they cannot stand. This is called the standee line. All standing riders must stay behind it.
When arriving at the destination or intermediate stops, announce:
Remind riders to take carry-ons with them if they get off the bus. If the aisle is on a lower level than the seats, remind riders of the step-down. It is best to tell them before coming to a complete stop. Charter bus drivers should not allow riders on the bus until departure time. This will help prevent theft or vandalism of the bus.
Many charter and intercity carriers have passenger comfort and safety rules. Mention rules about smoking, drinking, or electronic devices at the start of the trip. Explaining the rules at the start will help to avoid trouble later on. While driving, scan the interior of your bus, as well as the road ahead, to the sides, and to the rear. You may have to remind riders about rules, or to keep arms and heads inside the bus.
Riders can stumble when getting on or off and when the bus starts or stops. Caution riders to watch their step when leaving the bus. Wait for them to sit down or brace themselves before starting. Starting and stopping should be as smooth as possible to avoid rider injury. Occasionally, you may have a drunk or disruptive rider. You must ensure this rider’s safety, as well as that of others. Do not discharge such riders where it would be unsafe for them. It may be safer at the next scheduled stop or a well-lit area where there are other people. Many carriers have guidelines for handling disruptive riders.
Most Common Bus Accidents. Bus accidents often happen at intersections. Use caution, even if a signal or stop sign controls other traffic. School and mass transit buses sometimes scrape off mirrors or hit passing vehicles when pulling out from a bus stop. Remember the clearance your bus needs, and watch for poles and tree limbs at stops. Know the size of the gap your bus needs to accelerate and merge with traffic. Wait for the gap to open before leaving the stop. Never assume other drivers will brake to give you room when you signal or start to pull out.
Accidents occurring on curves that kill people and destroy buses, result from excessive speed, often when rain or snow has made the road slippery. Every banked curve has a safe “design speed.” In good weather, the posted speed is safe for cars but it may be too fast for many buses. With good traction, the bus may roll over. With poor traction, it may slide off the curve. Reduce speed for curves! If your bus leans toward the outside on a banked curve, you are driving too fast.
When you use your mirrors while driving on the road, check them quickly. Look back and forth regularly as part of your scan for potential hazards. Do not focus on the mirrors for too long. Otherwise, you will travel quite a distance without knowing what is happening ahead. Many buses have convex mirrors that show a wider area than flat mirrors. This is often helpful. Remember, these mirrors make things seem smaller and farther away than they really are.
Stop at Railroad Crossings:
Stop at Drawbridges. Stop at drawbridges that do not have a signal light or traffic control attendant. Stop at least 50 feet before the draw of the bridge. Look to make sure the draw is completely closed before crossing. You do not need to stop, but must slow down and make sure it is safe, when:
Inspect your bus at the end of each shift. If you work for an interstate carrier, you must complete a written inspection report for each bus driven. The report must specify each bus and list any defect that would affect safety or result in a breakdown. If there are no defects, the report should say so. Riders sometimes damage safety-related parts such as handholds, seats, emergency exits, and windows. If you report this damage at the end of a shift, mechanics can make repairs before the bus goes out again. Mass transit drivers should also make sure passenger signaling devices and brake-door interlocks work properly.
Avoid fueling your bus with riders on board unless absolutely necessary. Never refuel in a closed building with riders on board. Do not talk with riders, or engage in any other distracting activity, while driving. Do not tow or push a disabled bus with riders aboard the vehicle, unless getting off would be unsafe. Only tow or push the bus to the nearest safe spot to discharge passengers. Follow your employer’s guidelines on towing or pushing disabled buses.
Urban mass transit coaches may have a brake and accelerator interlock system. The interlock applies the brakes and holds the throttle in the idle position when the rear door is open. The interlock releases when you close the rear door. Do not use this safety feature in place of the parking brake.
These questions may be on your test. If you cannot answer them all, re-read Section 4.
This section tells you about air brakes. If you want to drive a truck or bus with air brakes, or pull a trailer with air brakes, you need to read this section. If you want to pull a trailer with air brakes, you also need to read Section 6, Combination Vehicles. Air brakes use compressed air to make the brakes work. Air brakes are a good and safe way of stopping large and heavy vehicles, but the brakes must be well maintained and used properly. Air brakes are really 3 different braking systems: service brake, parking brake, and emergency brake.
CDL Air Brake Requirements. For CDL purposes, a vehicle’s air brake system must meet the above definition and contain the following, which will be checked during the vehicle inspection test:
If the vehicle you use for your driving test does not have these components, your vehicle will not be considered as having an air brake system and you will have a “No Air Brakes” restriction on your CDL.
Note: A full service brake application must deliver to all brake chambers not less than 90 percent of the air reservoir pressure remaining with the brakes applied. The parts of these systems are discussed in greater detail in the following paragraphs.
There are many parts to an air brake system. You should know about the parts discussed here.
The air compressor pumps air into the air storage tanks (reservoirs). The air compressor is connected to the engine through gears or a v-belt. The compressor may be air cooled or cooled by the engine cooling system. It may have its own oil supply or be lubricated by engine oil. If the compressor has its own oil supply, check the oil level before driving.
The governor controls when the air compressor will pump air into the air storage tanks. When air tank pressure rises to the “cut-out” level (around 125 pounds per-square-inch or “psi”), the governor stops the compressor from pumping air. When the tank pressure falls to the “cut-in” pressure (around 100 psi), the governor allows the compressor to start pumping again.
Air storage tanks are used to hold compressed air. The number and size of air tanks varies among vehicles. The tanks will hold enough air to allow the brakes to be used several times, even if the compressor stops working.
Compressed air usually has some water and some compressor oil in it, which is bad for the air brake system. For example, the water can freeze in cold weather and cause brake failure. The water and oil tend to collect in the bottom of the air tank. Be sure that you drain the air tanks completely. Each air tank is equipped with a drain valve in the bottom. There are 2 types:
Automatic air tanks are available with electric heating devices. These help prevent freezing of the automatic drain in cold weather.
Some air brake systems have an alcohol evaporator to put alcohol into the air system. This helps to reduce the risk of ice in air brake valves and other parts during cold weather. Ice inside the system can make the brakes stop working. Check the alcohol container and fill up as necessary (every day during cold weather). Daily air tank drainage is still needed to get rid of water and oil (unless the system has automatic drain valves).
A safety relief valve is installed in the first tank the air compressor pumps air to. The safety valve protects the tank and the rest of the system from too much pressure. The valve is usually set to open at 150 psi. If the safety valve releases air, something is wrong. Have the fault fixed by a mechanic.
You engage the brakes by pushing down the brake pedal (also called a foot valve or treadle valve). Pushing the pedal down harder applies more air pressure. Letting up on the brake pedal reduces the air pressure and releases the brakes. Releasing the brakes lets some compressed air go out of the system, so the air pressure in the tanks is reduced. It must be made up by the air compressor. Pressing and releasing the pedal unnecessarily can let air out faster than the compressor can replace it. If the pressure gets too low, the brakes will not work.
Foundation brakes are used at each wheel. The most common type is the S-cam drum brake. The parts of the brake are discussed below.
Brake Drums, Shoes, and Linings. Brake drums are located on each end of the vehicle’s axles. The wheels are bolted to the drums. The braking mechanism is inside the drum. To stop, the brake shoes and linings are pushed against the inside of the drum. This causes friction, which slows the vehicle (and creates heat). The heat a drum can take without damage depends on how hard and how long the brakes are used. Too much heat can make the brakes stop working.
S-cam Brakes. When you push the brake pedal, air is let into each brake chamber. Air pressure pushes the rod out, moving the slack adjuster, thus twisting the brake camshaft. This turns the S-cam (it is shaped like the letter “S”). The S-cam forces the brake shoes away from one another and presses them against the inside of the brake drum. When you release the brake pedal, the S-cam rotates back and a spring pulls the brake shoes away from the drum, letting the wheels roll freely again. See Figure 5.2.
CamLaster. The CamLaster brake has 2 key design differences over traditional S-cam brakes. One feature is a completely internal adjustment system which is designed to continually keep the brake in proper adjustment. S-cam brakes, on the other hand, require an external slack adjuster. The second feature is a unique cam design that applies the brake shoe. Unlike a standard drum brake that has either a single or double anchor-pin brake, the CamLaster slides the shoes down an inclined ramp on a cam to evenly contact the brake drum.
Wedge Brakes. In this type of brake, the brake chamber push rod pushes a wedge directly between the ends of 2 brake shoes. This shoves them apart and against the inside of the brake drum. Wedge brakes may have a single brake chamber, or 2 brake chambers, pushing wedges in at both ends of the brake shoes. Wedge type brakes may be self-adjusting or may require manual adjustment.
Disc Brakes. In air-operated disc brakes, air pressure acts on a brake chamber and slack adjuster, like S-cam brakes. But instead of the S-cam, a “power screw” is used. The pressure of the brake chamber on the slack adjuster turns the power screw. The power screw clamps the disc or rotor between the brake lining pads of a caliper, similar to a large c-clamp. Wedge brakes and disc brakes are less common than S-cam brakes.
All vehicles with air brakes have a pressure gauge connected to the air tank. If the vehicle has a dual air brake system, there will be a gauge for each half of the system (or a single gauge with 2 needles). Dual systems will be discussed later. These gauges tell you how much pressure is in the air tanks.
This gauge shows how much air pressure you are applying to the brakes. (This gauge is not on all vehicles.) Increasing application pressure to hold the same speed means the brakes are fading. You should slow down and use a lower gear. The need for increased pressure can also be caused by brakes being out of adjustment, air leaks, or mechanical problems.
A low air pressure warning signal is required on vehicles with air brakes. A warning signal you can see must come on when the air pressure in the tanks falls between 55 and 75 psi (or ½ the compressor governor cutout pressure on older vehicles). The warning is usually a red light. A buzzer may also come on. Another type of warning is the “wig wag.” This device drops a mechanical arm into your view when the pressure in the system drops between 55 and 75 psi. An automatic wig wag will rise out of your view when the pressure in the system goes above 55 and 75 psi. The manual reset type must be placed in the “out of view” position manually. It will not stay in place until the pressure in the system is above 55 psi. On large buses, it is common for the low pressure warning devices to signal at 80–85 psi.
Drivers behind you must be warned when you put your brakes on. The air brake system does this with an electric switch that works by air pressure. The switch turns on the brake lights when you put on the air brakes.
Some older vehicles (made before 1975) have a front brake limiting valve and a control in the cab. The control is usually marked “normal” and “slippery.” When you put the control in the “slippery” position, the limiting valve cuts the “normal” air pressure to the front brakes by half. Limiting valves were used to reduce the chance of the front wheels skidding on slippery surfaces. However, they actually reduce the stopping power of the vehicle. Front wheel braking is good under all conditions. Tests have shown front wheel skids from braking are not likely even on ice. Make sure the control is in the “normal” position to have normal stopping power. Many vehicles have automatic front wheel limiting valves. They reduce the air to the front brakes except when the brakes are put on very hard (60 psi or more application pressure). These valves cannot be controlled by the driver.
All trucks, truck tractors, and buses must be equipped with emergency brakes and parking brakes. They must be held on by mechanical force (because air pressure can eventually leak away). Spring brakes are usually used to meet these needs. Powerful springs are held back by air pressure, when driving. If the air pressure is removed, the springs put on the brakes. A parking brake control in the cab allows the driver to let the air out of the spring brakes. This lets the springs put the brakes on. A leak in the air brake system, which causes all the air to be lost, will also cause the springs to put on the brakes. Tractor and straight truck spring brakes will come fully on when air pressure drops to a range of 20 to 45 psi (typically 20 to 30 psi). Do not wait for the brakes to come on automatically. When the low air pressure warning light and buzzer first come on, bring the vehicle to a safe stop right away, while you can still control the brakes. The braking power of spring brakes depends on the brakes being in adjustment. If the brakes are not adjusted properly, neither the regular brakes nor the emergency/parking brakes will work right.
In newer vehicles with air brakes, you put on the parking brakes using a diamond-shaped, yellow, push-pull control knob. You pull the knob out to put the parking brakes (spring brakes) on, and push it in to release them. On older vehicles, the parking brakes may be controlled by a lever. Use the parking brakes whenever you park.
Caution. Never push the brake pedal down when the spring brakes are on. If you do, the brakes could be damaged by the combined forces of the springs and the air pressure. Many brake systems are designed so this will not happen. Not all systems are set up that way, and those that are may not always work. It is much better to develop the habit of not pushing the brake pedal down when the spring brakes are on.
Modulating Control Valves. In some vehicles a control handle on the dash board may be used to apply the spring brakes gradually. This is called a modulating valve. It is spring-loaded so you have a feel for the braking action. The more you move the control lever, the harder the spring brakes come on. They work this way so you can control the spring brakes if the service brakes fail. When parking a vehicle with a modulating control valve, move the lever as far as it will go and hold it in place with the locking device.
Dual Parking Control Valves. When main air pressure is lost, the spring brakes come on. Some vehicles, such as buses, have a separate air tank which can be used to release the spring brakes. This is so you can move the vehicle in an emergency. One of the valves is a push-pull type and is used to put on the spring brakes for parking. The other valve is spring loaded in the “out” position. When you push the control in, air from the separate air tank releases the spring brakes so you can move. When you release the button, the spring brakes come on again. There is only enough air in the separate tank to do this a few times. Therefore, plan carefully when moving. Otherwise, you may be stopped in a dangerous location when the separate air supply runs out. See Figure 5.3.
Truck tractors with air brakes built on or after March 1, 1997, and other air brakes vehicles, (trucks, buses, trailers, and converter dollies) built on or after March 1, 1998, are required to be equipped with antilock brakes. Many commercial vehicles built before these dates have been voluntarily equipped with ABS. Check the certification label for the date of manufacture to determine if your vehicle is equipped with ABS. ABS is a computerized system that keeps your wheels from locking up during hard brake applications.
On newer vehicles, the malfunction lamp comes on at start-up for a bulb check, and then goes out quickly. On older systems, the lamp could stay on until you are driving over 5 mph.
These questions may be on your test. If you cannot answer them all, re-read Subsection 5.1.
Most heavy-duty vehicles use dual air brake systems for safety. A dual air brake system has 2 separate air brake systems, which use a single set of brake controls. Each system has its own air tanks, hoses, lines, etc. One system typically operates the regular brakes on the rear axle or axles. The other system operates the regular brakes on the front axle (and possibly one rear axle). Both systems supply air to the trailer (if there is one). The first system is called the “primary” system. The other is called the “secondary” system. See Figure 5.4. Before driving a vehicle with a dual air system, allow time for the air compressor to build up a minimum of 100 psi pressure in both the primary and secondary systems. Watch the primary and secondary air pressure gauges (or needles, if the system has 2 needles in one gauge). Pay attention to the low air pressure warning light and buzzer. The warning light and buzzer should shut off when air pressure in both systems rises to a value set by the manufacturer. This value must be greater than 55 psi. The warning light and buzzer should come on before the air pressure drops below 55 psi in either system. If this happens while driving, you should stop right away and safely park the vehicle. If one air system is very low on pressure, either the front or the rear brakes will not be operating fully. This means it will take you longer to stop. Bring the vehicle to a safe stop, and have the air brakes system fixed.
One-Way Check Valve
This device allows air to flow in one direction only. All air tanks on air-braked vehicles must have a check valve located between the air compressor and the first reservoir. The check valve keeps air from going out if the air compressor develops a leak.
You should use the basic 7-step inspection procedure described in Section 2 to inspect your vehicle. There is more to inspect on a vehicle with air brakes than one without them. These components are discussed below, in the order that they fit into the 7-step method.
Check air compressor drive belt (if compressor is belt-driven). If the air compressor is belt-driven, check the condition and tightness of the belt. It should be in good condition.
Check slack adjusters on S-cam brakes. Park on level ground and chock the wheels to prevent the vehicle from moving. Release the parking brakes so you can move the slack adjusters. Use gloves and pull hard on each slack adjuster that you can reach. If a slack adjuster moves more than about one inch where the push rod attaches to it, it probably needs adjustment. Adjust it or have it adjusted. Vehicles with too much brake slack can be very hard to stop. Out-of-adjustment brakes are the most common problem found in roadside inspections. Be safe. Check the slack adjusters. All vehicles built since 1994 have automatic slack adjustors. Even though automatic slack adjustors adjust themselves during full brake applications, they must be checked. Automatic adjusters should not have to be manually adjusted except when performing maintenance on the brakes and during installation of the slack adjusters. In a vehicle equipped with automatic adjusters, when the pushrod stroke exceeds the legal brake adjustment limit, it is an indication that a mechanical problem exists in the adjuster itself, a problem with the related foundation brake components, or that the adjuster was improperly installed. The manual adjustment of an automatic adjuster to bring a brake pushrod stroke within legal limits is generally masking a mechanical problem and is not fixing it. Further, routine adjustment of most automatic adjusters will likely result in premature wear of the adjuster itself. It is recommended that when brakes equipped with automatic adjusters are found to be out of adjustment, the driver take the vehicle to a repair facility as soon as possible to have the problem corrected. The manual adjustment of automatic slack adjusters is dangerous because it may give the driver a false sense of security regarding the effectiveness of the braking system. The manual adjustment of an automatic adjuster should only be used as a temporary measure to correct the adjustment in an emergency situation as it is likely the brake will soon be back out of adjustment since this procedure usually does not fix the underlying adjustment problem.
Note: Automatic slack adjusters are made by different manufacturers and not all operate the same. Therefore, the specific manufacturer’s service manual should be consulted prior to troubleshooting a brake adjustment problem.
Brake drums (or discs) must not have cracks longer than ½ the width of the friction area. Linings (friction material) must not be loose or soaked with oil or grease and must not be worn dangerously thin (less than ¼ inch). Mechanical parts must be in place, not broken or missing. Check the air hoses connected to the brake chambers to make sure they are not cut or worn due to rubbing.
Note: All the air brakes system tests in this section are considered important and each can be considered critical parts of the in-cab air brakes tests. The items marked with an asterisk (*) in this section are required for testing purposes during the vehicle inspection portion of the CDL skills test. They may be performed in any order as long as they are performed correctly and effectively. If these items are not demonstrated and the parameters for each test are not verbalized correctly, it is considered an automatic failure of the vehicle inspection portion of the skills test. Do the following checks instead of the hydraulic brake check shown in Section 2, Step 7: Check Brake System.
To perform this test, the vehicle must have enough air pressure so the low pressure warning signal is off. The engine may be on or off; however, the key must be in the “on” or “battery charge” position. Next, begin fanning off the air pressure by rapidly applying and releasing the foot brake. The low pressure warning signal (buzzer, light, or flag) will generally activate when the air pressure falls between 55–75 psi, but may activate at a higher pressure (80–85 psi) if specified by the manufacturer. The low air pressure warning signal must activate before the air supply pressure drops below 55 psi in the air tank (or tank with the lowest air pressure in dual air systems). The vehicle is not safe to operate if the low air warning signal does not activate before the air supply pressure drops below 55 psi. See Figure 5.5. For testing purposes, identify and verbalize the pressure at which the low air pressure warning signal activates and identify the parameter(s) at which this should occur. On large buses, it is common for the low pressure warning devices to signal at 80–85 psi. If testing in a large bus, identify the parameter(s) mentioned above (55–75 psi) and inform the examiner that your vehicle’s low pressure warning devices are designed to activate at a higher pressure. If the warning signal does not work, you could lose air pressure and not know it. This could cause sudden emergency braking in a single-circuit air system. In dual systems, the stopping distance will be increased. Only limited braking can be done before the spring brakes come on.
Note: Farm labor vehicles and Type I school buses must be equipped with both an audible and visible type warning device.
Chock the wheels. Release the parking brake valve (all vehicles) and the tractor protection valve (combination vehicles) and begin reducing the air pressure by stepping on and off the brake pedal. When the air tank pressure has fallen between 20 and 45 psi on a tractor-trailer combination vehicle, the tractor protection valve and parking brake valve should close (pop out). On other combination vehicle types and single vehicle types, the parking brake valve should pop out. For testing purposes, identify and verbalize the approximate pressure at which the brakes activate and the parameters at which this should occur.
Note: The parking brake valve will not pop out on buses that are equipped with an emergency park brake air reservoir (tank). If your bus is equipped with an emergency park brake air tank, you must perform the spring brake test for triple reservoir vehicles to check the automatic actuation of the spring brakes.
Spring Brake Test for Triple Reservoir Vehicles
If the parking brake valve does not pop out when the air pressure has been reduced to approximately 20 psi, you must demonstrate that the spring brakes have activated. To do this, you must:
The spring brakes should drag and prevent the vehicle from easily moving forward. If the spring brakes do not prevent the vehicle from easily moving forward, your driving test will be postponed.
Note: This test must only be performed on single vehicles designed with an isolated parking brake reservoir. Do not perform this test on combination vehicles.
Check Rate of Air Pressure Buildup
To perform this test, the engine must be running at normal operating idle, typically 600–900 rpms. Observe the air gauge to determine if the pressure builds at the proper rate. For dual air systems, the pressure should build from approximately 85 to 100 psi within 45 seconds. For single air systems (pre-1975), the pressure should build from approximately 50 to 90 psi within 3 minutes. For testing purposes, you must verbalize the parameters of the test and identify if the vehicle met the appropriate standards.
There are 2 tests as follows:
With a basically fully-charged air system (within the effective operating range for the compressor), turn off the engine, release all brakes, and let the system settle (air gauge needle stops moving). Time for one minute. The air pressure should not drop more than:
Important: The maximum air loss rate for a combination of 2 or more vehicles is 2 psi if the towed vehicles are not equipped with air brakes. An air loss greater than those listed above, indicate a problem in the braking system and repairs are needed before operating the vehicle.
To perform this test, the vehicle’s air pressure should be built up to maximum pressure (cut-out). With the air pressure built up, shut off the engine, chock the wheels if necessary, release the parking brake (all vehicles) and the tractor protection valve (combination vehicle), and firmly apply the foot brake. Then hold the foot brake for 1 minute after stabilization of the air gauge. Check the air gauge to see that the air pressure drops no more than 3 psi in 1 minute (single vehicle) or 4 psi in 1 minute (combination vehicle) and listen for air leaks. You must identify how much air the system lost and verbalize the maximum air loss rate allowed for your vehicle.
Important: The maximum air loss rate for a combination of 2 or more vehicles is 3 psi if the towed vehicles are not equipped with air brakes. An air loss greater than those listed above, indicates a problem in the braking system and repairs are needed before operating the vehicle.
Note: For testing purposes, you must be able to demonstrate this test and verbalize the allowable air loss for your vehicle. If the air loss is too much, check for air leaks and fix any that are identified. For testing purposes, identify if the air loss rate is too much.
To perform this test, the air pressure for the vehicle must be rising when the engine is running. Governor cut-out occurs when the needle stops rising. The air compressor should cut-out no higher than 140 psi (max). For testing purposes, you must identify the pressure at which governor cut-out occurred and verbalize the maximum pressure (cut-out) at which this can occur.
Note: The air dryer exhausting should not be referenced as governor cut-out.
To perform this test, the air pressure for the vehicle cannot be rising when the engine is running. With the air pressure at maximum pressure (cut-out), begin slowly pumping the brake pedal to reduce the air tank pressure. Watch the air pressure gauge between pumps to identify when the compressor cuts-in (needle starts to rise). This must occur no lower than 85 psi for a bus, and no lower than 100 psi for trucks. For testing purposes, identify where the air governor cuts-in the compressor and verbalize the minimum pressure at which this can occur.
Fasten your seat belt. Set the parking brake, and gently pull against it in a low gear to test that the parking brake will hold.
Wait for normal air pressure, release the parking brake, move the vehicle forward slowly (about 5 mph), and apply the brakes firmly using the brake pedal. Note any vehicle “pulling” to one side, unusual feel, or delayed stopping action. This test may show you problems, which you otherwise would not know about until you needed the brakes on the road.
These questions may be on your test. If you cannot answer them all, re-read Subsections 5.2 and 5.3.
Push the brake pedal down. Control the pressure so the vehicle comes to a smooth, safe stop. If you have a manual transmission, do not push the clutch in until the engine rpm is down close to idle. When stopped, select a starting gear.
If somebody suddenly pulls out in front of you, your natural response is to hit the brakes. This is a good response if there’s enough distance to stop, and you use the brakes correctly. You should brake in a way that will keep your vehicle in a straight line and allow you to turn if it becomes necessary. You can use the “controlled braking” method or the “stab braking” method.
Controlled Braking. With this method, you apply the brakes as hard as you can without locking the wheels. Keep steering wheel movements very small while doing this. If you need to make a larger steering adjustment or if the wheels lock, release the brakes. Reapply the brakes as soon as you can.
Stab Braking. Apply your brakes all the way. Release the brakes when wheels lock up. As soon as the wheels start rolling, apply the brakes fully again. (It can take up to 1 second for the wheels to start rolling after you release the brakes. If you reapply the brakes before the wheels start rolling, the vehicle will not straighten out.)
Stopping distance was described in Section 2.6 under “Speed and Stopping Distance.” With air brakes there is an added delay, “brake lag.” This is the time required for the brakes to work after the brake pedal is pushed. With hydraulic brakes (used on cars and light/medium trucks), the brakes work instantly. However, with air brakes, it takes a little time (½ second or more) for the air to flow through the lines to the brakes. Thus, the total stopping distance for vehicles with air brake systems is made up of 4 different factors. Perception Distance + Reaction Distance + Brake Lag Distance + Braking Distance = Total Stopping Distance The air brake lag distance at 55 mph on dry pavement adds about 32 feet. So at 55 mph for an average driver under good traction and brake conditions, the total stopping distance is over 450 feet. See Figure 5.6.
Brakes are designed so that brake shoes or pads rub against the brake drum or discs to slow the vehicle. Braking creates heat, but brakes are designed to take a lot of heat. However, brakes can fade or fail from excessive heat caused by using them too much and not relying on the engine braking effect. Excessive use of the service brakes results in overheating and leads to brake fade. Brake fade results from excessive heat causing chemical changes in the brake lining, which reduce friction, and also causing expansion of the brake drums. As the overheated drums expand, the brake shoes and linings have to move farther to contact the drums, and the force of this contact is reduced. Continued overuse may increase brake fade until the vehicle cannot be slowed down or stopped. Brake fade is also affected by adjustment. To safely control a vehicle, every brake must do its share of the work. Brakes out of adjustment will stop doing their share before those that are in adjustment. The other brakes can then overheat and fade, and there will not be enough braking available to control the vehicle(s). Brakes can get out of adjustment quickly, especially when they are hot. Therefore, check brake adjustment often.
Remember, the use of brakes on a long and/or steep downgrade is only a supplement to the braking effect of the engine. Once the vehicle is in the correct low gear, the following is the proper braking technique:
If the low air pressure warning comes on, stop and safely park your vehicle as soon as possible. There might be an air leak in the system. Controlled braking is possible only while enough air remains in the air tanks. The spring brakes will come on when the air pressure drops into the range of 20 to 45 psi. A heavily loaded vehicle will take a long distance to stop because the spring brakes do not work on all axles. Lightly loaded vehicles or vehicles on slippery roads may skid out of control when the spring brakes come on. It is much safer to stop while there is enough air in the tanks to use the foot brakes.
Any time you park, use the parking brakes, except as noted below. Pull the parking brake control knob out to apply the parking brakes and push it in to release. The control will be a yellow, diamond-shaped knob labeled “parking brakes” on newer vehicles. On older vehicles, it may be a round blue knob or some other shape (including a lever that swings from side to side or up and down).
Never leave your vehicle unattended without applying the parking brakes or chocking the wheels. Your vehicle might roll away and cause injury and damage.
These questions may be on your test. If you cannot answer them all, re-read Subsection 5.4.
This section provides information needed to pass the tests for combination vehicles (tractor-trailer, doubles, triples, straight truck with trailer). The information is only to give you the minimum knowledge needed for driving common combination vehicles. You should also study Section 7 if you need to pass the test for doubles and triples.
Combination vehicles are usually heavier, longer, and require more driving skill than single commercial vehicles. This means that drivers of combination vehicles need more knowledge and skill than drivers of single vehicles. This section, has important safety factors that apply specifically to combination vehicles.
More than half of truck driver deaths in accidents are the result of truck rollovers. When more cargo is piled up in a truck, the “center of gravity” moves higher up from the road and the truck becomes easier to turn over. Fully loaded rigs are 10 times more likely to roll over in an accident than empty rigs. The following 2 things will help you prevent rollover–keep the cargo as close to the ground as possible, and drive slowly around turns. Keeping cargo low is even more important in combination vehicles than in straight trucks. Also, keep the load centered on your rig. If the load is to one side so it makes a trailer lean, a rollover is more likely. Make sure your cargo is centered and spread out as much as possible. (Cargo distribution is covered in Section 3 of this handbook.) Rollovers happen when you turn too fast. Drive slowly around corners, on ramps, and off ramps. Avoid quick lane changes, especially when fully loaded.
Trucks with trailers have a dangerous “crack-the-whip” effect. When you make a quick lane change, the crack-the-whip effect can turn the trailer over. There are many accidents where only the trailer has overturned. “Rearward amplification” causes the crack-the-whip effect. Figure 6.1 shows 8 types of combination vehicles and the rearward amplification each has in a quick lane change. Rigs with the least crack-the-whip effect are shown at the top and those with the most, at the bottom. Rearward amplification of 2.0 in the chart means that the rear trailer is twice as likely to turn over as the tractor. You can see that triples have a rearward amplification of 3.5. This means you can roll the last trailer of triples 3.5 times as easily as a 5-axle tractor. Steer gently and smoothly when you are pulling trailers. If you make a sudden movement with your steering wheel, your trailer could tip over. Follow far enough behind other vehicles (at least 1 second for each 10 feet of your vehicle length, plus another second if going over 40 mph). Look far enough down the road to avoid being surprised and having to make a sudden lane change. At night, drive slowly enough to see obstacles with your headlights before it is too late to change lanes or stop gently. Slow down to a safe speed before going into a turn.
Control your speed whether fully loaded or empty. Large combination vehicles take longer to stop when they are empty than when they are fully loaded. When lightly loaded, the very stiff suspension springs and strong brakes give poor traction and make it very easy to lock up the wheels. Your trailer can swing out and strike other vehicles. Your tractor can jackknife very quickly. You also must be very careful about driving “bobtail” tractors (tractors without semitrailers). Tests have shown that bobtails can be very hard to stop smoothly. It takes them longer to stop than a tractor-semitrailer loaded to maximum gross weight. In any combination rig, allow lots of following distance and look far ahead, so you can brake early. Do not be caught by surprise and have to make a “panic” stop.
Railroad-highway crossings can also cause problems, particularly when pulling trailers with low underneath clearance. These trailers can get stuck on raised crossings:
If for any reason you get stuck on the tracks, get out of the vehicle and away from the tracks. Check signposts or signal housing at the crossing for emergency notification information. Call 911 or another emergency number. Give the location of the crossing using all identifiable landmarks, especially the DOT number, if posted.
When the wheels of a trailer lock up, the trailer will tend to swing around. This is more likely to happen when the trailer is empty or lightly loaded. This type of jackknife is often called a “trailer jackknife.” See Figure 6.2.
The procedure for stopping a trailer skid is:
When a vehicle goes around a corner, the rear wheels follow a different path than the front wheels. This is called off-tracking or “cheating.” Figure 6.3 shows how off-tracking causes the path followed by a tractor to be wider than the rig itself. Longer vehicles will off-track more. The rear wheels of the powered unit (truck or tractor) will off-track some, and the rear wheels of the trailer will off-track even more. If there is more than one trailer, the rear wheels of the last trailer will off-track the most. Steer the front end wide enough around a corner so the rear end does not run over the curb, pedestrians, etc. However, keep the rear of your vehicle close to the curb. This will stop other drivers from passing you on the right. If you cannot complete your turn without entering another traffic lane, turn wide as you complete the turn. This is better than swinging wide to the left before starting the turn because it will keep other drivers from passing you on the right. See Figure 6.4
6.1.7 – Backing With a Trailer
When backing a car, straight truck, or bus, turn the top of the steering wheel in the direction you want to go. When backing a trailer, turn the steering wheel in the opposite direction. Once the trailer starts to turn, turn the wheel the other way to follow the trailer. Whenever you back up with a trailer, try to position your vehicle so you can back in a straight line. If you must back on a curved path, back toward the driver’s side so you can see. See Figure 6.5.
Look at Your Path. Look at your line of travel before you begin. Get out and walk around the vehicle. Check your clearance to the sides and overhead, in and near the path of your vehicle.
Use Mirrors on Both Sides. Check the outside mirrors on both sides frequently. Get out of the vehicle and re-inspect your path if you are unsure.
Back Slowly. This will let you make corrections before you get too far off course.
Correct Drift Immediately. As soon as you see the trailer getting off the proper path, correct it by turning the top of the steering wheel in the direction of the drift.
Pull Forward. When backing a trailer, make pull-ups to re-position your vehicle as needed.
These questions may be on your test. If you cannot answer them all, re-read Subsection 6.1.
You should study Section 5: Air Brakes before reading this. In combination vehicles, the braking system has parts to control the trailer brakes, in addition to the parts described in Section 5. These parts are described below.
The trailer hand valve (also called the trolley valve or johnson bar) works the trailer brakes. The trailer hand valve should be used only to test the trailer brakes. Do not use it in driving because of the danger of making the trailer skid. The foot brake sends air to all of the brakes on the vehicle, including the trailer(s). There is much less danger of causing a skid or jackknife when using just the foot brake. Never use the hand valve for parking because all the air might leak out, unlocking the brakes (in trailers that do not have spring brakes). Always use the parking brakes when parking. If the trailer does not have spring brakes, use wheel chocks to keep the trailer from moving.
The tractor protection valve keeps air in the tractor or truck brake system should the trailer break away or develop a bad leak. The tractor protection valve is controlled by the “trailer air supply” control valve in the cab. The control valve allows you to open and shut the tractor protection valve. The tractor protection valve will close automatically if air pressure is low (in the range of 20 to 45 psi). When the tractor protection valve closes, it stops any air from going out of the tractor. It also lets the air out of the trailer emergency line. This causes the trailer emergency brakes to come on, with possible loss of control. (Emergency brakes are covered later.)
The trailer air supply control on newer vehicles is a red 8-sided knob, which you use to control the tractor protection valve. You push it in to supply the trailer with air, and pull it out to shut the air off and put on the trailer emergency brakes. The valve will pop out (which closes the tractor protection valve) when the air pressure drops into the range of 20 to 45 psi. Tractor protection valve controls or “emergency” valves on older vehicles may not operate automatically. There may be a lever rather than a knob. The “normal” position is used for pulling a trailer. The “emergency” position is used to shut the air off and put on the trailer emergency brakes.
Every combination vehicle has 2 air lines, the service line and emergency line. They run between each vehicle (tractor to trailer, trailer to dolly, dolly to second trailer, etc.)
Service Air Line. The service line (also called the control line or signal line) carries air, which is controlled by the foot brake or trailer hand brake. Depending on how hard you press the foot brake or hand valve, the pressure in the service line will similarly change. The service line is connected to relay valves. These valves allow the trailer brakes to be applied more quickly than would otherwise be possible.
Emergency Air Line. The emergency line (also called the supply line) has 2 purposes. First, it supplies air to the trailer air tanks. Second, the emergency line controls the emergency brakes on combination vehicles. Loss of air pressure in the emergency line causes the trailer emergency brakes to come on. The pressure loss could be caused by a trailer breaking loose and thus tearing apart the emergency air hose. Or it could be caused by a hose, metal tubing, or other part breaking and letting the air out. When the emergency line loses pressure, it also causes the tractor protection valve to close (the air supply knob will pop out). Emergency lines are often coded with the color red (red hose, red couplers, or other red parts) to keep from getting them mixed up with the blue service line.
Glad hands are coupling devices used to connect the service and emergency air lines from the truck or tractor to the trailer. The couplers have a rubber seal, which prevents air from escaping. Clean the couplers and rubber seals before a connection is made. When connecting the glad hands, press the two seals together with the couplers at a 90 degree angle to each other. A turn of the glad hand attached to the hose will join and lock the couplers. When coupling, make sure to couple the proper glad hands together. Colors are sometimes used to help avoid mistakes. Blue is used for the service lines and red for the emergency (supply) lines. Sometimes, metal tags are attached to the lines with the words “service” and “emergency” stamped on them. See Figure 6.6.
If you cross the air lines, supply air will be sent to the service line instead of going to charge the trailer air tanks. Air will not be available to release the trailer spring brakes (parking brakes). If the spring brakes do not release when you push the trailer air supply control, check the air line connections. Older trailers do not have spring brakes. If the air supply in the trailer air tank has leaked away, there will be no emergency brakes and the trailer wheels will turn freely. If you cross the air lines, you can drive away but you will not have trailer brakes. This would be very dangerous. Always test the trailer brakes before driving with the hand valve or by pulling the air supply (tractor protection valve) control. Pull gently against them in a low gear to make sure the brakes work. Some vehicles have “dead end” or dummy couplers that hoses may be attached to when they are not in use. This will prevent water and dirt from getting into the coupler and the air lines. Use the dummy couplers when the air lines are not connected to a trailer. If there are no dummy couplers, the glad hands can sometimes be locked together (depending on the couplings). It is very important to keep the air supply clean.
Each trailer and converter dolly has one or more air tanks. They are filled by the emergency (supply) line from the tractor. They provide the air pressure used to operate trailer brakes. Air pressure is sent from the air tanks to the brakes by relay valves. The pressure in the service line tells how much pressure the relay valves should send to the trailer brakes. The pressure in the service line is controlled by the brake pedal (and the trailer hand brake). It is important that you do not let water and oil build up in the air tanks. If you do, the brakes may not work correctly. Each tank has a drain valve on it and you should drain each tank every day. If your tanks have automatic drains, they will keep most moisture out. You should still open the drains to make sure.
Shut-off valves are used in the service and supply air lines at the back of trailers used to tow other trailers. These valves permit closing the air lines off when another trailer is not being towed. You must check that all shut-off valves are in the open position except the ones at the back of the last trailer, which must be closed.
Newer trailers have spring brakes just like trucks and truck tractors. However, converter dollies and trailers built before 1975 are not required to have spring brakes. Those that do not have spring brakes have emergency brakes, which work from the air stored in the trailer air tank. The emergency brakes come on whenever air pressure in the emergency line is lost. These trailers have no parking brake. The emergency brakes come on whenever the air supply knob is pulled out or the trailer is disconnected. A major leak in the emergency line will cause the tractor protection valve to close and the trailer emergency brakes to come on. But the brakes will hold only as long as there is air pressure in the trailer air tank. Eventually, the air will leak away and there will be no brakes. Therefore, it is very important for safety that you use wheel chocks when you park trailers without spring brakes. You may not notice a major leak in the service line until you try to put the brakes on. Then, the air loss from the leak will lower the air tank pressure quickly. If it goes low enough, the trailer emergency brakes will come on.
These questions may be on your test. If you cannot answer them all, re-read Subsection 6.2.
Knowing how to couple and uncouple correctly is basic to safe operation of combination vehicles. Wrong coupling and uncoupling can be very dangerous. General coupling and uncoupling steps are listed below. There are differences between different rigs, so learn the details of coupling and uncoupling the truck(s) you will operate.
Pull out the “air supply” knob or move the tractor protection valve control from “normal” to “emergency.”
Remove and store the wheel chocks in a safe place.
The following steps will help you to uncouple safely.
Chock the trailer wheels if the trailer does not have spring brakes or if you are not sure. (The air could leak out of the trailer air tank, releasing its emergency brakes. Without the chocks, the trailer could move.)
These questions may be on your test. If you cannot answer them all, re-read Subsections 6.3 and 6.4.
Use the 7-step inspection procedure described in Section 2 to inspect your combination vehicle. There are more things to inspect on a combination vehicle than on a single vehicle. (For example, tires, wheels, lights, reflectors, etc.) There are also some new things to check. These are discussed below.
Do these checks in addition to those already listed in Section 2.
Do these checks in addition to Section 5.3: Inspecting Air Brake Systems. The following section explains how to check air brakes on combination vehicles. Check the brakes on a double or triple trailer as you would any combination vehicle.
These questions may be on your test. If you cannot answer all of them, re-read Subsection 6.5.
This section has information you need to pass the CDL knowledge test for driving safely with double and triple trailers. It tells about how important it is to be very careful when driving with more than 1 trailer, how to couple and uncouple correctly, and about inspecting doubles and triples carefully. (You should also study Sections 2, 5, and 6.)
Note: Triples are discussed in this section because they are legal in many states.
The endorsement is given by knowledge test only. Do not bring in a set of doubles for a Class A skills test. Drivers must demonstrate the ability to back up the combination during the skills test, and backing doubles is dangerous.
Take special care when pulling 2 and 3 trailers. There are more things that can go wrong, and doubles/triples are less stable than other commercial vehicles. Some areas of concern are discussed below.
To prevent trailers from rolling over, you must steer gently and go slowly around corners, on ramps, off ramps, and curves. A safe speed on a curve for a straight truck or a single trailer combination vehicle may be too fast for a set of doubles or triples.
Doubles and triples are more likely to turn over than other combination vehicles because of the “crack-the-whip” effect. You must steer gently when pulling trailers. The last trailer in a combination is most likely to turn over. If you do not understand the crack-the-whip effect, study Subsection 6.1.2 of this handbook.
There are more critical parts to check when you have 2 or 3 trailers. Check them all. Follow the procedures described later in this section.
Doubles and triples must be driven very smoothly to avoid rollover or jackknife. Therefore, look far ahead so you can slow down or change lanes gradually when necessary.
Doubles and triples take up more space than other commercial vehicles. They are not only longer, but also need more space because they cannot be turned or stopped suddenly. Allow more following distance. Make sure you have large enough gaps before entering or crossing traffic. Be certain you are clear at the sides before changing lanes.
Be more careful in adverse conditions. In bad weather, slippery conditions, and mountain driving, you must be especially careful if you drive double and triple bottoms. You will have greater length and more dead axles to pull with your drive axles than other drivers. There is more chance for skids and loss of traction.
Make sure you do not get in a spot you cannot pull straight through. You need to be aware of how parking lots are arranged in order to avoid a long and difficult escape.
Converter dollies built on or after March 1, 1998, are required to have anti-lock brakes. These dollies have a yellow lamp on the left side of the dolly.
Knowing how to couple and uncouple correctly is basic to safe operation of doubles and triples. Wrong coupling and uncoupling can be very dangerous. Coupling and uncoupling steps for doubles and triples are listed below.
If the second trailer does not have spring brakes, drive the tractor close to the trailer, connect the emergency line, charge the trailer air tank, and disconnect the emergency line. This will set the trailer emergency brakes (if the slack adjusters are correctly adjusted). Chock the wheels if you have any doubt about the brakes. For the safest handling on the road, the more heavily loaded semitrailer should be in first position behind the tractor. The lighter trailer should be in the rear. A converter gear on a dolly is a coupling device of 1 or 2 axles and a fifth-wheel by which a semitrailer can be coupled to the rear of a tractor-trailer combination forming a double bottom rig. See Figure 7.1.
Never unlock the pintle hook with the dolly still under the rear trailer. The dolly tow bar may fly up, possibly causing injury, and making it very difficult to re-couple.
The methods described so far apply to the more common tractor-trailer combinations. However, there are other ways of coupling and uncoupling the many types of truck-trailer and tractor-trailer combinations that are in use. There are too many to cover in this handbook. You will need to learn the correct way to couple and uncouple the vehicle(s). Drive according to the manufacturer and/or owner specifications.
Use the 7-step inspection procedure described in Section 2 to inspect your combination vehicle. There are more things to inspect on a combination vehicle than on a single vehicle. Many of these items are simply more of what you would find on a single vehicle. (For example, tires, wheels, lights, reflectors, etc.) There are also some new things to check. These are discussed below.
Do these checks in addition to those already listed in Section 2, Step 5: Do a Walk Around Inspection.
Do these checks in addition to Section 5, Inspecting Air Brake Systems.
Check the brakes on a double or triple trailer as you would any combination vehicle. Section 6 explains how to check air brakes on combination vehicles. You must also make the following checks on your double or triple trailers.
These questions may be on your test. If you cannot answer them all, re-read Section 7.
This section has information needed to pass the CDL knowledge test for driving a tank vehicle (tanker). (You should also study Sections 2, 5, 6, and 9). A tank endorsement is required for certain vehicles that transport liquids or gases. The liquid or gas does not have to be a hazardous material. A tank endorsement is required if your vehicle needs a Class A, B, or C CDL and you want to haul a liquid or liquid gas in a tank or tanks having an individual rated capacity of more than 119 gallons and an aggregate rated capacity of 1000 gallons or more that is either permanently or temporarily attached to the vehicle or chassis. A CMV transporting an empty storage container tank not designed for transportation, with a rated capacity of at least 1,000 gallons that is temporarily attached to a flatbed trailer, is not a tank vehicle. Before loading, unloading, or driving a tanker, inspect the vehicle. This makes sure that the vehicle is safe to carry the liquid or gas and is safe to drive. A CLP holder with a tank endorsement (N) is prohibited from operating a tank vehicle unless it is empty. In addition, if the tanker previously contained hazardous materials, it must be purged (FMCSR §383.25).
Tank vehicles have special items that you need to check. Tank vehicles come in many types and sizes. You need to check the vehicle’s operator manual to make sure you know how to inspect your tank vehicle.
On all tank vehicles, the most important item to check for is leaks. Check under and around the vehicle for signs of any leaking. Do not carry liquids or gases in a leaking tank. To do so is a crime. You will be cited and prevented from driving further. You may also be liable for the cleanup of any spill. In general, check the following:
If your vehicle has any of the following equipment, make sure it works:
Never drive a tank vehicle with open valves or manhole covers.
Check the emergency equipment required for your vehicle. Find out what equipment you are required to carry and make sure you have it (and it works).
Hauling liquids in tanks requires special skills because of the high center of gravity and liquid movement. See Figure 8.1.
High center of gravity means that much of the load’s weight is carried high up off the road. This makes the vehicle top-heavy and easy to roll over. Liquid tankers are especially easy to roll over. Tests have shown that tankers can turn over at the speed limits posted for curves. Take highway curves and on ramp/off ramp curves well below the posted speeds.
Liquid surge results from movement of the liquid in partially filled tanks. This movement can have bad effects on handling. For example, when coming to a stop, the liquid will surge back and forth. When the wave hits the end of the tank, it tends to push the truck in the direction the wave is moving. If the truck is on a slippery surface, such as ice, the wave can shove a stopped truck out into an intersection. The driver of a liquid tanker must be very familiar with handling the vehicle.
Some liquid tanks are divided into several smaller tanks by bulkheads. When loading and unloading smaller tanks, the driver must pay attention to weight distribution. Do not put too much weight on the front or rear of the vehicle.
Baffled liquid tanks have bulkheads in them with holes that let the liquid flow through. The baffles help to control the forward and backward liquid surge. Side-to-side surge can still occur and this can cause a roll-over.
Unbaffled liquid tankers (sometimes called “smooth bore” tanks) have nothing inside to slow down the flow of the liquid. Therefore, forwardand-back surge is very strong. Unbaffled tanks are usually those that transport food products (milk, for example). (Sanitation regulations forbid the use of baffles because of the difficulty in cleaning the inside of the tank.) Be extremely cautious (slow and careful) in driving smooth bore tanks, especially when starting and stopping.
Never load a cargo tank totally full. Liquids expand as they warm and you must leave room for the expanding liquid. This is called “outage.” Since different liquids expand by different amounts, they require different amounts of outage. You must know the outage requirement when hauling liquids in bulk.
A full tank of dense liquid (such as some acids) may exceed legal weight limits. For that reason, you may often only partially fill tanks with heavy liquids. The amount of liquid to load into a tank depends on:
If you are driving a tank vehicle transporting more than 500 gallons of flammable liquid at a speed faster than the applicable speed limit or in disregard for the safety of persons or property, in addition to any other applicable penalty, for a first offense you are subject to a fine of not less than $500, and for a second or subsequent offense within 2 years of a prior offense, you are subject to a fine of not less than $2,000 and a suspension of up to 6 months of a hazardous materials or cargo tank endorsement, or both.
The maximum driving time within a work period is 10 hours for drivers of tank vehicles with a capacity greater than 500 gallons when transporting flammable liquid.
In order to drive tank vehicles safely, you must remember to follow all the safe driving rules. A few of these rules are:
Because of the high center of gravity and the surge of the liquid, you must start, slow down, and stop very smoothly. Also, make smooth turns and lane changes.
Slow down before curves, and then accelerate slightly through the curve. The posted speed for a curve may be too fast for a tank vehicle.
Keep in mind how much space you need to stop your vehicle. Remember that wet roads double the normal stopping distance. Empty tank vehicles may take longer to stop than full ones.
Do not over steer, accelerate, or brake. If you do, your vehicle may skid. On tank trailers, if your drive or trailer wheels begin to skid, your vehicle may jackknife. When any vehicle starts to skid, you must take action to restore traction to the wheels.
These questions may be on the test. If you cannot answer them all, re-read Section 8.
Note: To ensure public safety, DMV examiners will not conduct commercial skills tests in vehicles displaying vehicle placards per most state’s DMV regulations. This includes vehicles carrying hazardous materials and/or wastes and vehicles which have not been purged of their hazardous cargo. Some state regulations require a HAZMAT endorsement for those who drive a vehicle requiring placards.
Hazardous materials are products that pose a risk to health, safety, and property during transportation. The term often is shortened to HAZMAT, which you may see on road signs or to HM in government regulations. Hazardous materials include explosives, various types of gas, solids, flammable and combustible liquid, and other materials. Because of the risks involved and the potential consequences these risks impose, all levels of government regulate the handling of hazardous materials. The Hazardous Materials Regulations (HMR) and common references are found in CFR, Title 49, Parts 100–185. The Hazardous Materials Table in the regulations contains a list of these items. However, this list is not all-inclusive. Whether or not a material is considered hazardous is based on its characteristics and the shipper’s decision on whether or not the material meets a definition of a hazardous material in the regulations. The regulations require vehicles transporting certain types or quantities of hazardous materials to display diamond-shaped, square on point, warning signs called placards. This section is designed to assist you in understanding your role and responsibilities in hauling hazardous materials. Due to the constantly changing nature of government regulations, it is impossible to guarantee absolute accuracy of the materials in this section. It is essential for you to have an up-to-date copy of the complete regulations. Included in these regulations is a complete glossary of terms. You must have a CDL with a hazardous materials endorsement before you drive any size vehicle that is used to transport hazardous material as defined in CFR, Title 49 §383.5. You must pass a knowledge test about the regulations and requirements to get this endorsement.
Note: A CLP holder is prohibited from transporting HAZMAT. Everything you need to know to pass the knowledge test is in this section. However, this is only the beginning. Most drivers need to know much more on the job. You can learn more by reading and understanding the federal and state rules applicable to hazardous materials, as well as attending hazardous materials training courses. Your employer, colleges, universities, and various associations usually offer these courses. You can get copies of the Federal Regulations (CFR, Title 49) through your local government printing office bookstore and various industry publishers. Union or company offices often have copies of the rules for driver use. Find out where you can get your own copy to use on the job.
The regulations require training and testing for all drivers involved in transporting hazardous materials. Your employer or a designated representative is required to provide this training and testing. Hazardous materials employers are required to keep a record of training for each employee as long as that employee is working with hazardous materials, and for 90 days thereafter. The regulations require that hazardous materials employees be trained and tested at least once every 3 years. All drivers must be trained in the security risks of hazardous materials transportation. This training must include how to recognize and respond to possible security threats. The regulations also require that drivers have special training before driving a vehicle transporting certain flammable gas materials or highway-route controlled quantities of radioactive materials. In addition, drivers transporting cargo tanks and portable tanks must receive specialized training. Each driver’s employer or his or her designated representative must provide such training. Some locations require permits to transport certain explosives or bulk hazardous wastes. States and counties also may require drivers to follow special hazardous materials routes. The federal government may require permits or exemptions for special hazardous materials cargo such as rocket fuel. Find out about permits, exemptions, and special routes for the places you drive.
Permits. A permit or route restriction may be required to transport some classifications and quantities of hazardous materials. Contact CHP and DOT for information. Permits and registrations may also be required for hazardous and medical waste transportation. Contact the Department of Toxic Substances Control and the Department of Health Services respectively, for information. If you apply for an original or renewal HazMat endorsement, you must undergo a TSA federal security threat assessment (background records check). You start the TSA background records check after you apply for your CDL at DMV, successfully complete all appropriate knowledge tests, and submit a valid medical form. You must submit fingerprints, a fee, and any additional required information to one of TSA’s designated agents. You must also provide the TSA agent with a copy of your CDL permit and 1 of the following ID documents:
For a list of TSA agent sites, go online at universalenroll.dhs.gov or call 1-855-347-8371.
Hazardous Material Transportation License. Every motor carrier who transports the following hazardous materials in certain states must have a hazardous materials transportation license issued by CHP (check with your state’s current rules and regulations):
Transporting hazardous materials can be risky. The regulations are intended to protect you, those around you, and the environment. They tell shippers how to package the materials safely and drivers how to load, transport, and unload the material. These are called “containment rules.”
Shippers must warn drivers and others about the material’s hazards to communicate the risk. The regulations require shippers to put hazard warning labels on packages, provide proper shipping papers, emergency response information, and placards. These steps communicate the hazard to the shipper, carrier, and driver.
You must pass a knowledge test about transporting hazardous materials to get a hazardous material endorsement on a CDL. To pass the test, you must know how to:
Learn the rules and follow them. Following the rules reduces the risk of injury from hazardous materials. Taking shortcuts by breaking rules is unsafe. Noncompliance with regulations can result in fines and jail. Inspect your vehicle before and during each trip. Law enforcement officers may stop and inspect your vehicle. When stopped, they may check your shipping papers, vehicle placards, the HazMat endorsement on your CDL, and your knowledge of hazardous materials.
Some words and phrases have special meanings when talking about hazardous materials. Some of these may differ from meanings you are used to. The words and phrases in this section may be on your test. The meanings of other important words are in the glossary at the end of Section 9. A material’s hazard class reflects the risks associated with it. There are 9 different hazard classes. The types of materials included in these 9 classes are in Figure 9.1. A shipping paper describes the hazardous materials being transported. Shipping orders, bills of lading, and manifests are all shipping papers. Figure 9.6 shows an example of a shipping paper.
After an accident or hazardous materials spill or leak, you may be injured and unable to communicate the hazards of the materials you are transporting. Firefighters and police can prevent or reduce the amount of damage or injury at the scene if they know what hazardous materials are being carried. Your life, and the lives of others, may depend on quickly locating the hazardous materials shipping papers. For that reason the rules require:
Shippers put diamond-shaped hazard warning labels on most hazardous materials packages. These labels inform others of the hazard. If the diamond label will not fit on the package, shippers may put the label on a tag securely attached to the package.
For example, compressed gas cylinders that will not hold a label will have tags or decals. Figure 9.2 shows examples of labels. 9.3.3 – Lists of Regulated Products Placards. Placards are used to warn others of hazardous materials. Placards are signs put on the outside of a vehicle and on bulk packages, which identify the hazard class of the cargo. A placarded vehicle must have at least 4 identical placards. They are put on the front, rear, and both sides of the vehicle. See Figure 9.3. Placards must be readable from all 4 directions. They are at least 10¾ inches square, square-on-point, in a diamond shape. Cargo tanks and other bulk packaging display the ID number of their contents on placards or orange panels or white square-on-point displays that are the same size as placards. ID numbers are a 4-digit code used by first responders to identify hazardous materials. An ID number may be used to identify more than 1 chemical. The letters “NA” or “UN” will precede the ID number. The U.S. DOT Emergency Response Guidebook (ERG) lists the chemicals and the ID numbers assigned to them.
There are 3 main lists used by shippers, carriers, and drivers when trying to identify hazardous materials. Before transporting a material, look for its name on 3 lists. Some materials are on all lists, others on only one. Always check the following lists:
The Hazardous Materials Table. Figure 9.4 shows part of the Hazardous Materials Table. Column 1 tells which shipping mode(s) the entry affects and other information concerning the shipping description. The next 5 columns show each material’s shipping name, hazard class or division, ID number, packaging group, and required labels. 6 different symbols may appear in Column 1 of the table.
(+) Shows the proper shipping name, hazard class, and packing group to use, even if the material does not meet the hazard class definition.
(A) Means the hazardous material described in Column 2 is subject to the HMR only when offered or intended for transport by air unless it is a hazardous substance or waste.
(W) Means the hazardous material described in Column 2 is subject to the HMR only when offered or intended for transportation by water unless it is a hazardous substance, waste, or marine pollutant.
(D) Means the proper shipping name is appropriate for describing materials for domestic transportation, but may not be proper for international transportation.
(I) Identifies a proper shipping name that is used to describe materials in international transportation. A different shipping name may be used when only domestic transportation is involved.
(G) Means this hazardous material described in Column 2 is a generic shipping name. A generic shipping name must be accompanied by a technical name on the shipping paper. A technical name is a specific chemical that makes the product hazardous.
Column 2 lists the proper shipping names and descriptions of regulated materials. Entries are in alphabetical order so you can quickly find the right entry. The table shows proper shipping names in regular type. The shipping paper must show proper shipping names. Names shown in italics are not proper shipping names.
Column 3 shows a material’s hazard class or division, or the entry “Forbidden.” Never transport a “Forbidden” material. Placard hazardous materials shipments are based on the quantity and hazard class. You can decide which placards to use if you know these 3 things:
Column 4 lists the ID number for each proper shipping name. ID numbers are preceded by the letters “UN” or “NA.” The letters “NA” are associated with proper shipping names that are only used within the U.S. and to and from Canada. The ID number must appear on the shipping paper as part of the shipping description and also appear on the package. It also must appear on cargo tanks and other bulk packaging. Police and firefighters use this number to quickly identify the hazardous materials.
Column 5 shows the packing group (in Roman numeral) assigned to a material.
Column 6 shows the hazard warning label(s) shippers must put on packages of hazardous materials. Some products require use of more than 1 label due to a dual hazard being present.
Column 7 lists the additional (special) provisions that apply to this material. When there is an entry in this column, you must refer to the Federal Regulations for specific information. The numbers 1-6 in this column mean the hazardous material is a poison inhalation hazard (PIH). PIH materials have special requirements for shipping papers, marking, and placards.
Column 8 is a 3-part column showing the section numbers covering the packaging requirements for each hazardous material.
Note: Columns 9 and 10 do not apply to transportation by highway.
Appendix A to CFR, Title 49 §172.101–The List of Hazardous Substances and Reportable Quantities. DOT and EPA want to know about spills of hazardous substances. They are named in the List of Hazardous Substances and Reportable Quantities. See Figure 9.5. Column 3 of the list shows each product’s reportable quantity (RQ). When these materials are being transported in an RQ or greater in 1 package, the shipper displays the letters RQ on the shipping paper and package. The letters RQ may appear before or after the basic description. You or your employer must report any spill of these materials, which occurs in an RQ.
If the words INHALATION HAZARD appear on the shipping paper or package, the rules require display of the POISON INHALATION HAZARD or POISON GAS placards, as appropriate. These placards must be used in addition to other placards, which may be required by the product’s hazard class. Always display the hazard class and POISON INHALATION HAZARD placards, even for small amounts.
Appendix B to CFR, Title 49 §172.101–List of Marine Pollutants. Appendix B is a listing of chemicals that are toxic to marine life. For highway transportation, this list is only used for chemicals in a container with a capacity of 119 gallons or more without a placard or label as specified by HMR. Any bulk packages of a marine pollutant must display the MARINE POLLUTANT marking (white triangle with a fish and an “X” through the fish). This marking (it is not a placard) must also be displayed on the outside of the vehicle. In addition, a notation must be made on the shipping papers near the description of the material: MARINE POLLUTANT.
The shipping paper shown in Figure 9.6 describes a shipment. A shipping paper for hazardous materials must include:
If a shipping paper describes both hazardous and nonhazardous products, the hazardous materials must be:
The basic description of hazardous materials includes the ID number, proper shipping name, hazard class or division, and packing group, if any, in that order. The packing group is displayed in roman numerals and may be preceded by “PG.” The ID number, shipping name, and hazard class must not be abbreviated unless specifically authorized in the hazardous materials regulations. The description must also show:
Shipping papers also must list an emergency response telephone number (unless excepted). The emergency response telephone number is the responsibility of the shipper. It can be used by emergency responders to obtain information about any hazardous materials involved in a spill or fire. The telephone number must be:
Shippers also must provide emergency response information to the motor carrier for each hazardous material being shipped. The emergency response information must be able to be used away from the motor vehicle and provide information on how to safely handle incidents involving the material. At a minimum, it must include the following information:
Such information can be on the shipping paper or some other document that includes the basic description and technical name of the hazardous material. It also may be in a guidance book, such as the Emergency Response Guidebook (ERG). Motor carriers may assist shippers by keeping an ERG on each vehicle carrying hazardous materials. The driver must provide the emergency response information to any federal, state, or local authority responding to or investigating a hazardous materials incident. Total quantity, number, and type of packages must appear before or after the basic description. The packaging type and the unit of measurement may be abbreviated. For example: 10 ctns., UN1263, Paint, 3, PG II, 500 pounds. The shipper of hazardous wastes must put the word WASTE before the proper shipping name of the material on the shipping paper (hazardous waste manifest). For example: UN1090, Waste Acetone, 3, PG II.
A nonhazardous material may not be described by using a hazard class or an ID number. Shippers must keep a copy of shipping papers (or an electronic image) for a period of 2 years (3 years for hazardous waste) after the material is accepted by the initial carrier. If a shipper provides a carrier service only and is not the originator of the shipment, a carrier is required to keep a copy of the shipping paper (or an electronic image) for a period of 1 year.
Important: To view complete regulatory requirements for the transportation of hazardous materials, refer to CFR, Title 49, Parts 100–185.
When the shipper packages hazardous materials, he/she certifies that the package has been prepared according to HMR rules. The signed shipper’s certification appears on the original shipping paper. The only exceptions are when a shipper is a private carrier transporting their own product and when the package is provided by the carrier (for example, a cargo tank). Unless a package is clearly unsafe or does not comply with HMR, you may accept the shipper’s certification concerning proper packaging. Some carriers have additional rules about transporting hazardous materials. Follow your employer’s rules when accepting shipments.
Shippers print required markings directly on the package, an attached label, or tag. An important package marking is the name of the hazardous material. It is the same name as the one on the shipping paper. The requirements for marking vary by package size and material being transported. When required, the shipper will put the following on the package:
Learn to recognize shipments of hazardous materials. To find out if the shipment includes hazardous materials, look at the shipping paper. Does it have:
Other clues suggesting hazardous materials:
When transporting hazardous wastes, you must sign by hand and carry a Uniform Hazardous Waste Manifest. The name and EPA registration number of the shippers, carriers, and destination must appear on the manifest. Shippers must prepare, date, and sign by hand the manifest. Treat the manifest as a shipping paper when transporting the waste. Only give the waste shipment to another registered carrier or disposal/treatment facility. Each carrier transporting the shipment must sign by hand the manifest. After you deliver the shipment, keep your copy of the manifest. Each copy must have all needed signatures and dates, including those of the person to whom you delivered the waste.
Attach the appropriate placards to the vehicle before you drive it. You are only allowed to move an improperly placarded vehicle during an emergency, to protect life or property. Placards must appear on both sides and ends of the vehicle. Each placard must be:
To decide which placards to use, you need to know:
There are 2 placard tables, Table 1 and 2. Table 1 materials must be placarded whenever any amount is transported. See Figure 9.7. Except for bulk packaging, the hazard classes in Table 2 need placards only if the total amount transported is 1,001 pounds or more, including the package. Add the amounts from all shipping papers for the Table 2 products you have on board. See Figure 9.8. You may use DANGEROUS placards instead of separate placards for each Table 2 hazard class when:
The DANGEROUS placard is an option, not a requirement. You can always placard for the materials.
The 1,000 pound exception does not apply to these materials.
Placards used to identify the primary or subsidiary hazard class of a material must have the hazard class or division number displayed in the lower corner of the placard. Permanently affixed subsidiary hazard placards without the hazard class number may be used as long as they stay within color specifications. Placards may be displayed for hazardous materials even if not required so long as the placard identifies the hazard of the material being transported. Bulk packaging is a single container with a capacity of 119 gallons or more. A bulk package, and a vehicle transporting a bulk package, must be placarded, even if it only has the residue of a hazardous material. Certain bulk packages only have to be placarded on the 2 opposite sides or display labels. All other bulk packages must be placarded on all 4 sides.
These questions may be on your test. If you cannot answer them all, re-read Subsections 9.1, 9.2, and 9.3.
Do all you can to protect containers of hazardous materials. Do not use any tools which might damage containers or other packaging during loading. Do not use hooks.
Containers of hazardous materials must be braced to prevent movement of the packages during transportation.
No Smoking. When loading or unloading hazardous materials, keep fire away. Do not let people smoke nearby. Never smoke around:
Secure Against Movement. Brace containers so they will not fall, slide, or bounce around during transportation. Be very careful when loading containers that have valves or other fittings. All hazardous materials packages must be secured during transportation. After loading, do not open any package during your trip. Never transfer hazardous materials from 1 package to another while in transit. You may empty a cargo tank, but do not empty any other package while it is on the vehicle.
Cargo Heater Rules. There are special cargo heater rules for loading:
The rules usually forbid use of cargo heaters, including automatic cargo heater/air conditioner units. Unless you have read all the related rules, do not load the above products in a cargo space that has a heater.
Use Closed Cargo Space. You cannot have overhang or tailgate loads of:
You must load these hazardous materials into a closed cargo space unless all packages are:
Precautions for Specific Hazards
Class 1 (Explosives) Materials. Turn your engine off before loading or unloading any explosives. Then check the cargo space. You must:
Use extra care to protect explosives. Never use hooks or other metal tools. Never drop, throw, or roll packages. Protect explosive packages from other cargo that might cause damage.
Do not transfer a Division 1.1, 1.2, or 1.3 explosive from 1 vehicle to another on a public roadway except in an emergency. If safety requires an emergency transfer, set out red warning reflectors, flags, or electric lanterns. You must warn others on the road. Never transport damaged packages of explosives. Do not accept a package that shows any dampness or oily stain. Do not transport Division 1.1 or 1.2 explosives in vehicle combinations if:
Class 4 (Flammable Solids) and Class 5 (Oxidizers) Materials. Class 4 materials are solids that react (including fire and explosion) to water, heat, and air or even react spontaneously. Class 4 and 5 materials must be completely enclosed in a vehicle or covered securely. Class 4 and 5 materials, which become unstable and dangerous when wet, must be kept dry while in transit and during loading and unloading. Materials that are subject to spontaneous combustion or heating must be in vehicles with sufficient ventilation.
Class 8 (Corrosive) Materials. If loading by hand, load breakable containers of corrosive liquid one by one. Keep them right side up. Do not drop or roll the containers. Load them onto an even floor surface. Stack carboys only if the lower tiers can bear the weight of the upper tiers safely. Do not load nitric acid above any other product. Load charged storage batteries so their liquid will not spill. Keep them right side up. Make sure other cargo will not fall against or short circuit them.
Never load corrosive liquids next to or above:
Never load corrosive liquids with:
Class 2 (Compressed Gases) Materials, Including Cryogenic Liquids. If your vehicle does not have racks to hold cylinders, the cargo space floor must be flat. The cylinders must be:
Division 2.3 (Poisonous Gas) or Division 6.1 (Poisonous) Materials. Never transport these materials in containers with interconnections. Never load a package labeled POISON or POISON INHALATION HAZARD in the driver’s cab or sleeper or with food material for human or animal consumption. There are special rules for loading and unloading Class 2 materials in cargo tanks. You must have special training to do this.
Class 7 (Radioactive) Materials. Some packages of Class 7 (Radioactive) materials bear a number called the “transport index.” The shipper labels these packages Radioactive II or Radioactive III, and prints the package’s transport index on the label. Radiation surrounds each package, passing through all nearby packages. To deal with this problem, the number of packages you can load together is controlled. Their closeness to people, animals, and unexposed film is also controlled. The transport index tells the degree of control needed during transportation. The total transport index of all packages in a single vehicle must not exceed 50. Table A in this section shows rules for each transport index. It shows how close you can load Class 7 (Radioactive) materials to people, animals, or film. For example, you cannot leave a package with a transport index of 1.1 within 2 feet of people or cargo space walls.
Mixed Loads. The rules require some products to be loaded separately. You cannot load them together in the same cargo space. Figure 9.9 lists some examples. The regulations (the Segregation Table for Hazardous Materials) name other materials you must keep apart.
These questions may be on your test. If you cannot answer them all, re-read Subsection 9.4.
The glossary at the end of this section gives the meaning of the word bulk. Cargo tanks are bulk packaging permanently attached to a vehicle. Cargo tanks remain on the vehicle when you load and unload them. Portable tanks are bulk packaging, which are not permanently attached to a vehicle. The product is loaded or unloaded while the portable tanks are off the vehicle. Portable tanks are then put on a vehicle for transportation. There are many types of cargo tanks in use. The most common cargo tanks are MC306 for liquids and MC331 for gases.
You must display the ID number of the hazardous materials in portable tanks and cargo tanks and other bulk packaging (such as dump trucks). ID numbers are in Column 4 of the Hazardous Materials Table. The rules require black 100 mm (3.9 inch) numbers on orange panels, placards, or a white, diamond-shaped background if no placards are required. Specification cargo tanks must show retest date markings. Portable tanks must show the lessee or owner’s name. They must also display the shipping name of the contents on two opposing sides. The letters of the shipping name must be at least 2 inches tall on portable tanks with capacities of more than 1,000 gallons and 1-inch tall on portable tanks with capacities of less than 1,000 gallons. The ID number must appear on each side and each end of a portable tank or other bulk packaging that holds 1,000 gallons or more and on 2 opposing sides, if the portable tank holds less than 1,000 gallons. The ID numbers must still be visible when the portable tank is on the motor vehicle. If they are not visible, you must display the ID number on both sides and ends of the motor vehicle. Intermediate bulk containers (IBCs) are bulk packaging, but are not required to have the owner’s name or shipping name.
The person in charge of loading and unloading a cargo tank must be sure a qualified person is always watching. This person watching the loading or unloading must:
There are special attendance rules for cargo tanks transporting propane and anhydrous ammonia. Close all manholes and valves before moving a tank of hazardous materials, no matter how small the amount in the tank or how short the distance. Manholes and valves must be closed to prevent leaks. It is illegal to move a cargo tank with open valves or covers unless it is empty according to CFR, Title 49 §173.29.
Turn off your engine before loading or unloading any flammable liquids. Only run the engine if needed to operate a pump. Ground a cargo tank correctly before filling it through an open filling hole. Ground the tank before opening the filling hole, and maintain the ground until after closing the filling hole.
Keep liquid discharge valves on a compressed gas tank closed except when loading and unloading. Unless your engine runs a pump for product transfer, turn it off when loading or unloading. If you use the engine, turn it off after product transfer, and before you unhook the hose. Unhook all loading/unloading connections before coupling, uncoupling, or moving a cargo tank. Always chock trailers and semi-trailers to prevent motion when uncoupled from the power unit.
These questions may be on your test. If you cannot answer them all, re-read Subsection 9.5.
Never park with Division 1.1, 1.2, or 1.3 explosives within 5 feet of the traveled part of the road. Except for short periods of time needed for vehicle operation necessities (e.g., fueling), do not park within 300 feet of:
If you must park to do your job, do so only briefly.
Do not park on private property unless the owner is aware of the danger. Someone must always watch the parked vehicle. You may let someone else watch it for you only if your vehicle is:
You are allowed to leave your vehicle unattended in a safe haven. A safe haven is an approved place for parking unattended vehicles loaded with explosives. Designation of authorized safe havens is usually made by local authorities.
You may park a placarded vehicle (not laden with explosives) within 5 feet of the traveled part of the road only if your work requires it. Do so only briefly. Someone must always watch the vehicle when parked on a public roadway or shoulder. Do not uncouple a trailer and leave it with hazardous materials on a public street. Do not park within 300 feet of an open fire.
The person attending a placarded vehicle must:
You might break down and have to use stopped vehicle signals. Use reflective triangles or red electric lights. Never use burning signals, such as flares or fuses, around a:
Some states and counties require permits to transport hazardous materials or wastes. They may limit the routes you can use. Local rules about routes and permits change often. It is your job as driver to find out if you need permits or must use special routes. Make sure you have all needed papers before starting. If you work for a carrier, ask your dispatcher about route restrictions or permits. If you are an independent trucker and are planning a new route, check with state agencies where you plan to travel.
Some localities prohibit transportation of hazardous materials through tunnels, over bridges, or other roadways. Always check before you start. Whenever placarded, avoid heavily populated areas, crowds, tunnels, narrow streets, and alleys. Take other routes, even if inconvenient, unless there is no other way. Never drive a placarded vehicle near open fires unless you can safely pass without stopping. If transporting Division 1.1, 1.2, or 1.3 explosives, you must have a written route plan and follow that plan. Carriers prepare the route plan in advance and give the driver a copy. You may plan the route yourself if you pick up the explosives at a location other than your employer’s terminal. Write out the plan in advance. Keep a copy of it with you while transporting the explosives. Deliver shipments of explosives only to authorized persons or leave them in locked rooms designed for explosives storage. A carrier must choose the safest route to transport placarded radioactive materials. After choosing the route, the carrier must tell the driver about the radioactive materials, and show the route plan.
When transporting any amount of Division 1.1, 1.2, 1.3, or 1.6 EXPLOSIVES or a combination of any of these explosives together with a Division 1.5 EXPLOSIVE (blasting agent) as a delivery service or “for hire,” you must use special routes, safe stopping places, safe parking places, and mandatory vehicle inspection locations. When transporting more than 1,000 pounds of these explosives in private carriage (other than as a delivery service) the same requirements apply.
Shipments of materials designated as “Poison Inhalation Hazard,” “Toxic Inhalation Hazard,” or “Inhalation Hazard” per CFR, Title 49 §172.203, when transported in bulk packaging’s (CFR, Title 49 §171.8), must also be transported using special routes, safe stopping places, and mandatory vehicle inspection locations prescribed by CHP for these materials.
There are also specific routes prescribed by CHP for “Highway-Route Controlled Quantity (HRCQ)” and “Radioactive Materials (RAM)” shipments. Drivers must have in their possession, a copy of the routes supplied by the carrier applicable to their shipment when transporting these materials. The routes, stopping places, and inspection locations are contained in CCR, Title 13 §§1150– 1152.8 (Explosives), §§1155–1157.20 (IH), and §§1158–1159 (HRCQ). Motor carriers may receive these publications, including revisions, by indicating their request on the APPLICATION FOR HAZARDOUS MATERIALS TRANSPORTATION LICENSE or by contacting the Commercial Vehicle Section, Routing Coordinator at (916) 327-3310.
The following general routing and parking restrictions apply to hazardous material and waste shipments for which the display of vehicle placards and/or markings is required per state regulations (except shipments subject to, and in conformance with, special routing and related requirements):
Do not smoke within 25 feet of a placarded cargo tank used for Class 3 (flammable liquids) or Division 2.1 (gases). Also, do not smoke or carry a lighted cigarette, cigar, or pipe within 25 feet of any vehicle, which contains:
Turn off your engine before fueling a motor vehicle containing hazardous materials. Someone must always be at the nozzle, controlling fuel flow.
The power unit of placarded vehicles must have a fire extinguisher with an Underwriters Laboratories (UL) rating of 10 B:C or more.
Make sure your tires are properly inflated. You must examine each tire on a motor vehicle at the beginning of each trip and each time the vehicle is parked. The only acceptable way to check tire pressure is to use a tire pressure gauge. Do not drive with a tire that is leaking or flat except to the nearest safe place to fix it. Remove any overheated tire. Place it a safe distance from your vehicle. Do not drive until you correct the cause of the overheating. Remember to follow the rules about parking and attending placarded vehicles. They apply even when checking, repairing, or replacing tires.
Do not accept a hazardous materials shipment without a properly prepared shipping paper. A shipping paper for hazardous materials must always be easily recognized. Other people must be able to find it quickly after an accident.
A carrier must give each driver transporting Division 1.1, 1.2, or 1.3 explosives a copy of FMCSR, Part 397. The carrier must also give written instructions on what to do if delayed or in an accident. The written instructions must include:
Note: Drivers must sign a receipt for these documents.
You must be familiar with, and have in your possession while driving, the:
A driver transporting chlorine in cargo tanks must have an approved gas mask in the vehicle. The driver must also have an emergency kit for controlling leaks in dome cover plate fittings on the cargo tank.
Stop before a railroad crossing if your vehicle:
You must stop 15 to 50 feet before the nearest rail. Proceed only when you are sure no train is coming and you can clear the tracks without stopping. Do not shift gears while crossing the tracks.
DOT has a guidebook for firefighters, police, and industry workers on how to protect themselves and the public from hazardous materials. The guide is indexed by the proper shipping name and hazardous materials ID number. Emergency personnel look for these things on the shipping paper. That is why it is vital that the proper shipping name, ID number, label, and placards are correct.
As a professional driver, your job at the scene of an accident or an incident is to:
Follow this checklist:
You might have to control minor truck fires on the road. However, unless you have the training and equipment to do so safely, do not fight hazardous materials fires. Dealing with hazardous materials fires requires special training and protective gear. When you discover a fire, call for help. You may use the fire extinguisher to keep minor truck fires from spreading to cargo before firefighters arrive. Feel trailer doors to see if they are hot before opening them. If hot, you may have a cargo fire and should not open the doors. Opening doors lets air in and may make the fire flare up. Without air, many fires only smolder until firemen arrive, doing less damage. If your cargo is already on fire, it is not safe to fight the fire. Keep the shipping papers with you to give to emergency personnel as soon as they arrive. Warn other people of the danger and keep them away. If you discover a cargo leak, identify the hazardous materials leaking by using shipping papers, labels, or package location. Do not touch any leaking material—many people injure themselves by touching hazardous materials. Do not try to identify the material or find the source of a leak by smell. Toxic gases can destroy your sense of smell and can injure or kill you, even if they do not smell. Never eat, drink, or smoke around a leak or spill. If hazardous materials are spilling from your vehicle, do not move it any more than safety requires. You may move off the road and away from places where people gather, if doing so serves safety. Only move your vehicle if you can do so without danger to yourself or others. Never continue driving with hazardous materials leaking from your vehicle in order to find a phone booth, truck stop, help, or similar reason. Remember, the carrier pays for the cleanup of contaminated parking lots, roadways, and drainage ditches. The costs are enormous, so do not leave a lengthy trail of contamination. If hazardous materials are spilling from your vehicle:
When sending someone for help, give that person:
This is a lot for someone to remember. It is a good idea to write it all down for the person you send for help. The emergency response team must know these things to find you and to handle the emergency. They may have to travel miles to get to you. This information will help them to bring the right equipment the first time, without having to go back for it. Never move your vehicle, if doing so will cause contamination or damage the vehicle. Keep upwind and away from roadside rest stops, truck stops, cafes, and businesses. Never try to repack leaking containers. Unless you have the training and equipment to repair leaks safely, do not try it. Call your dispatcher or supervisor for instructions and, if needed, emergency personnel.
Class 1 (Explosives). If your vehicle has a breakdown or accident while carrying explosives, warn others of the danger. Keep bystanders away. Do not allow smoking or open fire near the vehicle. If there is a fire, warn everyone of the danger of explosion. Remove all explosives before separating vehicles involved in an accident. Place the explosives at least 200 feet from vehicles and occupied buildings. Stay a safe distance away.
Class 2 (Compressed Gases). If compressed gas is leaking from your vehicle, warn others of the danger. Only permit those involved in removing the hazard or wreckage to get close. You must notify the shipper if compressed gas is involved in any accident. Unless you are fueling machinery used in road construction or maintenance, do not transfer a flammable compressed gas from one tank to another on any public roadway.
Class 3 (Flammable Liquids). If you are transporting a flammable liquid and have an accident or your vehicle breaks down, prevent bystanders from gathering. Warn people of the danger. Keep them from smoking.
Never transport a leaking cargo tank farther than needed to reach a safe place. Get off the roadway if you can do so safely. Do not transfer flammable liquid from one vehicle to another on a public roadway except in an emergency.
Class 4 (Flammable Solids) and Class 5 (Oxidizing Materials). If a flammable solid or oxidizing material spills, warn others of the fire hazard. Do not open smoldering packages of flammable solids. Remove them from the vehicle if you can safely do so. Also, remove unbroken packages if it will decrease the fire hazard.
Class 6 (Poisonous Materials and Infectious Substances). It is your job to protect yourself, other people, and property from harm. Remember that many products classed as poison are also flammable. If you think a Division 2.3 (Poison Gases) or Division 6.1 (Poison Materials) might be flammable, take the added precautions needed for flammable liquids or gases. Do not allow smoking, open flame, or welding. Warn others of the hazards of fire, of inhaling vapors, or coming in contact with the poison. A vehicle involved in a leak of Division 2.3 (Poison Gases) or Division 6.1 (Poisons) must be checked for stray poison before being used again. If a Division 6.2 (Infectious Substances) package is damaged in handling or transportation, you should immediately contact your supervisor. Packages that appear to be damaged or show signs of leakage should not be accepted.
Class 7 (Radioactive Materials). If radioactive material is involved in a leak or broken package, tell your dispatcher or supervisor as soon as possible. If there is a spill, or if an internal container might be damaged, do not touch or inhale the material. Do not use the vehicle until it is cleaned and checked with a survey meter.
Class 8 (Corrosive Materials). If corrosives spill or leak during transportation, be careful to avoid further damage or injury when handling the containers. Parts of the vehicle exposed to a corrosive liquid must be thoroughly washed with water. After unloading, wash out the interior as soon as possible before reloading. If continuing to transport a leaking tank would be unsafe, get off the road. If safe to do so, contain any liquid leaking from the vehicle. Keep bystanders away from the liquid and its fumes. Do everything possible to prevent injury to you and others.
The National Response Center helps coordinate emergency response to chemical hazards. It is a resource to police and firefighters. It maintains a 24-hour toll-free phone line listed below. You or your employer must phone when any of the following occur as a direct result of a hazardous materials incident:
National Response Center 1-800-424-8802
Persons telephoning the National Response Center should be ready to give:
If a reportable quantity of hazardous substance was involved, the name of the shipper and the quantity of the hazardous substance discharged. Be prepared to give your employer the required information as well. Carriers must make detailed written reports within 30 days of an incident to:
CHEMTREC 1-800-424-9300
The Chemical Transportation Emergency Center (CHEMTREC) in Washington also has a 24-hour toll-free phone line. CHEMTREC was created to provide emergency personnel with technical information about the physical properties of hazardous materials. The National Response Center and CHEMTREC are in close communication. If you call either one, they will tell the other about the problem, when appropriate. Do not leave radioactive yellow II or yellow III labeled packages near people, animals, or film longer than shown in Figure 9.10
Spills of hazardous materials on most state highways must be reported immediately to the CHP office or police department having traffic control jurisdiction (check with your state’s current rules and regulations).
Hazardous materials are categorized into 9 major hazard classes and additional categories for consumer commodities and combustible liquids. The classes of hazardous materials are listed in Figure 9.11.
These questions may be on your test. If you cannot answer them all, re-read Subsections 9.6 and 9.7.
This glossary presents definitions of certain terms used in this section. A complete glossary of terms can be found in the federal HMR (CFR, Title 49 §171.8). You should have an up-to-date copy of these rules for your reference.
Note: You will not be tested on this glossary.
9.8.1 – CFR, Title 49 §171.8 Definitions and Abbreviations
Bulk packaging—Packaging, other than a vessel or barge, including a transport vehicle or freight container, in which hazardous materials are loaded with no intermediate form of containment and which has:
Cargo tank—A bulk packaging which is:
Carrier—A person engaged in the transportation of passengers or property by:
Consignee—The business or person to whom a shipment is delivered.
Division—A subdivision of a hazard class.
EPA—U.S. Environmental Protection Agency.
FMCSR—The Federal Motor Carrier Safety Regulations.
Freight container—A reusable container having a volume of 64 cubic feet or more, designed and constructed to permit being lifted with its contents intact and intended primarily for containment of packages (in unit form) during transportation.
Fuel tank—A tank, other than a cargo tank, used to transport flammable or combustible liquid or compressed gas for the purpose of supplying fuel for propulsion of the transport vehicle to which it is attached, or for the operation of other equipment on the transport vehicle.
Gross weight or mass—The weight of the packaging plus the weight of its contents.
Hazard class—The category of hazard assigned to a hazardous material under the definition criteria of Part 173 and the provisions of the CFR, Title 49 §172.101 table. A material may meet the defining criteria for more than one hazard class but is assigned to only one hazard class.
Hazardous materials—A substance or material which has been determined by the Secretary of Transportation to be capable of posing an unreasonable risk to health, safety, and property when transported in commerce, and which has been so designated. The term includes hazardous substances, hazardous wastes, marine pollutants, elevated temperature materials, and materials designated as hazardous in the hazardous materials table of CFR, Title 49 §172.101, and materials that meet the definition criteria for hazard classes and divisions in CFR, Title 49, Part 173, Subchapter C.
Hazardous substance—A material, including its mixtures and solutions, that:
This definition does not apply to petroleum products that are lubricants or fuels (see CFR, Title 40 §300.6).
Hazardous waste—For the purposes of this chapter, means any material that is subject to the Hazardous Waste Manifest Requirements of the EPA specified in CFR, Title 40, Part 262.
Intermediate bulk container (IBC)—A rigid or flexible portable packaging, other than a cylinder or portable tank, which is designed for mechanical handling. Standards for IBCs manufactured in the United States are set forth in CFR, Title 49, Part 178 subparts N and O.
Limited quantity—The maximum amount of a hazardous material for which there may be specific labeling or packaging exceptions.
Marking—The descriptive name, ID number, instructions, cautions, weight, specification, United Nations (UN) marks, or combinations thereof, required on outer packaging of hazardous materials.
Mixture—A material composed of more than 1 chemical compound or element.
Name of contents—The proper shipping name as specified in CFR, Title 49 §172.101.
Nonbulk packaging—A packaging, which has:
N.O.S.—Not otherwise specified.
Outage or ullage—The amount by which a packaging falls short of being liquid full, usually expressed in percent by volume. The amount of outage required for liquids in cargo tank depends on how much the material will expand with temperature change during transit. Different materials expand at different rates. Enough outage must be allowed so that the tank will not be full at 130 Fahrenheit.
Portable tank—Bulk packaging (except a cylinder having a water capacity of 1,000 pounds or less) designed primarily to be loaded onto, or on, or temporarily attached to a transport vehicle or ship and equipped with skids, mountings, or accessories to facilitate handling of the tank by mechanical means. It does not include a cargo tank, tank car, multiunit tank car tank, or trailer carrying 3AX, 3AAX, or 3T cylinders.
Proper shipping name—The name of the hazardous materials shown in roman print (not italics) in CFR, Title 49 §172.101. P.s.i. or psi—Pounds per square inch. P.s.i.a. or psia—Pounds per square inch absolute.
Reportable quantity (RQ)—The quantity specified in Column 2 of Appendix A to CFR, Title 49 §172.101 for any material identified in Column 1 of Appendix A.
RSPA (now PHMSA)—The Pipeline and Hazardous Materials Safety Administration, U.S. Department of Transportation, Washington, DC 20590.
Shipper’s certification—A statement on a shipping paper, signed by the shipper, saying he/she prepared the shipment properly according to law. For example:
“This is to certify that the above named materials are properly classified, described, packaged, marked and labeled, and are in proper condition for transportation according to the applicable regulations or the Department of Transportation.”
“I hereby declare that the contents of this consignment are fully and accurately described above by the proper shipping name and are classified, packaged, marked and labeled/ placarded, and are in all respects in proper condition for transport by * according to applicable international and national government regulations.”
Shipping paper—A shipping order, bill of lading, manifest, or other shipping document serving a similar purpose and containing the information required by CFR, Title 49 §§172.202, 172.203, and 172.204.
Technical name—A recognized chemical name or microbiological name currently used in scientific and technical handbooks, journals, and texts.
Transport vehicle—A cargo-carrying vehicle such as an automobile, van, tractor, truck, semi-trailer, tank car, or rail car used for the transportation of cargo by any mode. Each cargo-carrying body (trailer, rail car, etc.,) is a separate transport vehicle. * Words may be inserted here to indicate mode of transportation (rail, aircraft, motor vehicle, and vessel).
You should be thoroughly familiar with your state and your local school district laws and regulations. A CLP holder with a passenger (P) and/or a school bus (S) endorsement is prohibited from operating a CMV with passengers, other than federal/state auditors and inspectors, test examiners, other trainees, and the accompanying CDL holder (CFR, Title 49 §383.25).
The danger zone is the area on all sides of the bus where children are in the most danger of being hit, either by another vehicle or their own bus. The danger zones may extend as much as 30 feet from the front bumper (with the first 10 feet being the most dangerous), 10 feet from the left and right sides of the bus, and 10 feet behind the rear bumper of the school bus. In addition, the area to the left of the bus is always considered dangerous because of passing cars. Figure 10.1 illustrates these danger zones.
Proper adjustment and use of all mirrors is vital to the safe operation of the school bus in order to observe the danger zone around the bus and look for students, traffic, and other objects in this area. You should always check each mirror before operating the school bus to obtain maximum viewing area. If necessary, have the mirrors adjusted.
These mirrors are mounted at the left and right front corners of the bus at the side or front of the windshield. They are used to monitor traffic, check clearances, and check for students on the sides and to the rear of the bus. There is a blind spot immediately below and in front of each mirror and directly in back of the rear bumper. The blind spot behind the bus extends 50 to 150 feet and could extend up to 400 feet depending on the length and width of the bus. Ensure that the mirrors are properly adjusted so you can see:
Figure 10.2 shows how both the outside left and right side flat mirrors should be adjusted.
The convex mirrors are located below the outside flat mirrors. They are used to monitor the left and right sides at a wide angle. They provide a view of traffic, clearances, and students at the side of the bus. These mirrors present a view of people and objects that does not accurately reflect their size and distance from the bus. You should position these mirrors to see:
Figure 10.3 shows how both the outside left and right side convex mirrors should be adjusted.
These mirrors are mounted on both the left and right front corners of the bus. They are used to see the front bumper “danger zone” area directly in front of the bus that is not visible by direct vision, and to view the “danger zone” area to the left and right side of the bus, including the service door and front wheel area. The mirror presents a view of people and objects that does not accurately reflect their size and distance from the bus. The driver must ensure that these mirrors are properly adjusted. Ensure that the mirrors are properly adjusted so you can see:
Figure 10.4 illustrates how the left and right side crossover mirrors should be adjusted.
This mirror is mounted directly above the windshield on the driver’s side area of the bus. This mirror is used to monitor passenger activity inside the bus. It may provide limited visibility directly in back of the bus if the bus is equipped with a glass-bottom rear emergency door. There is a blind spot area directly behind the driver’s seat, as well as a large blind spot area that begins at the rear bumper and could extend up to 400 feet or more behind the bus. You must use the exterior side mirrors to monitor traffic that approaches and enters this area. You should position the mirror to see:
More students are killed while getting on or off a school bus each year than are killed as passengers inside of a school bus. As a result, knowing what to do before, during, and after loading or unloading students is critical. This section will give you specific procedures to help you avoid unsafe conditions which could result in injuries and fatalities during and after loading and unloading students. The information in this section is intended to provide a broad overview, but is not a definitive set of actions. It is imperative that you learn and obey your state’s laws and regulations governing loading/unloading operations.
Each school district establishes official routes and school bus stops. All stops should be approved by the school district prior to making the stop. You should never change the location of a bus stop without written approval from the appropriate school district official. You must use extreme caution when approaching a school bus stop. You are in a very demanding situation when entering these areas. It is critical that you understand and follow all state and local laws and regulations regarding approaching a school bus stop. This would involve the proper use of mirrors, alternating flashing lights, and when equipped, the moveable stop signal arm and crossing control arm. When approaching the stop, you should:
When stopping, you should:
Perform a safe stop as described in Section 10.
Perform a safe stop at designated unloading areas as described in Section 10.
Note: If you miss a student’s unloading stop, do not back up. Be sure to follow local procedures.
When a school bus is stopped on a highway or private road for the purpose of loading or unloading students, at a location where traffic is not controlled by a traffic officer or official traffic control signal, the school bus driver shall do all of the following:
Note: The school bus driver should enforce any state or local regulations or recommendations concerning student actions outside the school bus.
State and local laws and regulations regarding unloading students at schools, particularly in situations where activities take place in the school parking lot or other location off the traveled roadway, are often different than unloading along the school bus route. It is important that the school bus driver understands and obeys state and local laws and regulations. The following procedures are meant to be general guidelines. When unloading at the school, you should follow these procedures:
Dropped or Forgotten Objects. Always focus on students as they approach the bus and watch for any who disappear from sight. Students may drop an object near the bus during loading and unloading. Stopping to pick up the object or returning to pick up the object may cause the student to disappear from the driver’s sight at a very dangerous moment. Students should be told to leave any dropped object and move to a point of safety out of the danger zones and attempt to get the driver’s attention to retrieve the object.
Handrail Hang-Ups. Students have been injured or killed when clothing, accessories, or even parts of their body get caught in the handrail or door as they exited the bus. You should closely observe all students exiting the bus to confirm that they are in a safe location prior to moving the bus.
When your route or school activity trip is finished, you should conduct a post-trip inspection of the bus. You should walk through the bus and around the bus to look for the following:
Any problems or special situations should be reported immediately to your supervisor or school authorities.
An emergency situation can happen to anyone, anytime, anywhere. It could be an accident, a stalled school bus on a railroad-highway crossing or in a high-speed intersection, an electrical fire in the engine compartment, a medical emergency to a student on the school bus, etc. Knowing what to do in an emergency—before, during, and after an evacuation—can mean the difference between life and death.
Determine Need to Evacuate Bus. The first and most important consideration is for you to recognize the hazard. If time permits, school bus drivers should contact their dispatcher to explain the situation before making a decision to evacuate the school bus. As a general rule, student safety and control is best maintained by keeping students on the bus during an emergency and/or impending crisis situation, if it does not expose them to unnecessary risk or injury. Remember, the decision to evacuate the bus must be a timely one.
A decision to evacuate should include consideration of the following conditions:
Mandatory Evacuations. The driver must evacuate the bus when:
10.3.2 – Evacuation Procedures
Be Prepared and Plan Ahead. When possible, assign 2 responsible, older student assistants to each emergency exit. Teach them how to assist the other students off the bus. Assign another student assistant to lead the students to a “safe place” after evacuation. However, you must recognize there may not be older, responsible students on the bus at the time of the emergency. Therefore, emergency evacuation procedures must be explained to all students. This includes knowing how to operate the various emergency exits and the importance of listening to and following all instructions given by you.
Some tips to determine a safe place:
General Procedures. Determine if evacuation is in the best interest of safety.
Passive Crossings. This type of crossing does not have any type of traffic control device. You must stop at these crossings and follow proper procedures. However, the decision to proceed rests entirely in your hands. Passive crossings require you to recognize the crossing, search for any train using the tracks, and decide if there is sufficient clear space to cross safely. Passive crossings have yellow circular advance warning signs, pavement markings, and crossbucks to assist you in recognizing a crossing.
Active Crossings. This type of crossing has a traffic control device installed at the crossing to regulate traffic at the crossing. These active devices include flashing red lights, with or without bells, and flashing red lights with bells and gates.
Advance Warning Signs. This round, black-on-yellow warning sign is placed ahead of a public railroad-highway crossing. The advance warning sign tells you to slow down, look and listen for the train, and be prepared to stop at the tracks if a train is coming. See Figure 10.5.
Pavement Markings. Pavement markings mean the same as the advance warning sign. They consist of an “X” with the letters “”RR” and a no-passing marking on 2-lane roads. There is also a no passing zone sign on two-lane roads. There may be a white stop line painted on the pavement before the railroad tracks. The front of the school bus must remain behind this line while stopped at the crossing. See Figure 10.6.
Crossbuck Signs. This sign marks the crossing. It requires you to yield the right-of-way to the train. If there is no white line painted on the pavement, you must stop the bus before the crossbuck sign. When the road crosses over more than one set of tracks, a sign below the crossbuck indicates the number of tracks. See Figure 10.7.
Flashing Red Light Signals. At many highwayrail grade crossings, the crossbuck sign has flashing red lights and bells. When the lights begin to flash, you must stop! A train is approaching. You are required to yield the right-of-way to the train. If there is more than 1 track, make sure all tracks are clear before crossing. See Figure 10.8.
Gates. Many railroad-highway crossings have gates with flashing red lights and bells. Stop when the lights begin to flash and before the gate lowers across the road lane. Remain stopped until the gates go up and the lights have stopped flashing. Proceed when it is safe. If the gate stays down after the train passes, do not drive around the gate. Instead, call your dispatcher. See Figure 10.8.
Each state has laws and regulations governing how school buses must operate at railroad-highway crossings. It is important for you to understand and obey these state laws and regulations. In general, school buses must stop at all crossings, and ensure it is safe before proceeding across the tracks. The specific procedures required in each state vary.
A school bus is one of the safest vehicles on the highway. However, a school bus does not have the slightest edge when involved in an accident with a train. Because of a train’s size and weight it cannot stop quickly. An emergency escape route does not exist for a train. You can prevent school bus/ train accidents by following these recommended procedures.
Bus Stalls or Trapped on Tracks. If your bus stalls or is trapped on the tracks, get everyone out and off the tracks immediately. Move everyone far from the bus at an angle, which is both away from the tracks and toward the train.
Police Officer at the Crossing. If a police officer is at the crossing, obey directions. If there is no police officer, and you believe the signal is malfunctioning, call your dispatcher to report the situation and ask for instructions on how to proceed.
Obstructed View of Tracks. Plan your route so it provides maximum sight distance at highway-rail grade crossings. Do not attempt to cross the tracks unless you can see far enough down the track to know for certain that no trains are approaching. Passive crossings are those that do not have any type of traffic control device. Be especially careful at “passive” crossings. Even if there are active railroad signals that indicate the tracks are clear, you must look and listen to be sure it is safe to proceed.
Containment or Storage Areas. If it will not fit, do not commit! Know the length of your bus and the size of the containment area at highway-rail crossings on the school bus route, as well as any crossing you encounter in the course of a school activity trip. When approaching a crossing with a signal or stop sign on the opposite side, pay attention to the amount of room there. Be certain the bus has enough containment or storage area to completely clear the railroad tracks on the other side if there is a need to stop. As a general rule, add 15 feet to the length of the school bus to determine an acceptable amount of containment or storage area.
In order to get students to and from school safely and on time, you need to be able to concentrate on the driving task. Loading and unloading requires all your concentration. Do not take your eyes off what is happening outside the bus. If there is a behavior problem on the bus, wait until the students unloading are safely off the bus and have moved away. If necessary, pull the bus over to handle the problem.
Tips on handling serious problems:
The U.S. Department of Transportation (DOT) requires that ABS be on:
Many buses built before these dates have been voluntarily equipped with ABS. Your school bus will have a yellow ABS malfunction lamp on the instrument panel if it is equipped with ABS.
When you brake hard on slippery surfaces in a vehicle without ABS, your wheels may lock up. When your steering wheels lock up, you lose steering control. When your other wheels lock up, you may skid or even spin the vehicle. ABS helps you avoid wheel lock up and maintain control. You may or may not be able to stop faster with ABS, but you should be able to steer around an obstacle while braking, and avoid skids caused by over braking.
When you drive a vehicle with ABS, you should brake as you always have. In other words:
Without ABS, you still have normal brake functions. Drive and brake as you always have. Vehicles with ABS have yellow malfunction lamps to tell you if something is not working. The yellow ABS malfunction lamp is on the bus instrument panel. As a system check on newer vehicles, the malfunction lamp comes on at start-up for a bulb check and then goes out quickly. On older systems, the lamp could stay on until you are driving over 5 mph. If the lamp stays on after the bulb check, or goes on once you are under way, you may have lost ABS control at 1 or more wheels. Remember, if your ABS malfunctions, you still have regular brakes. Drive normally, but get the system serviced soon.
Some school buses are equipped with roof-mounted, white strobe lights. If your bus is so equipped, the overhead strobe light should be used when you have limited visibility. This means that you cannot easily see around you—in front, behind, or beside the school bus. Your visibility could be only slightly limited or it could be so bad that you can see nothing at all.
Strong winds affect the handling of the school bus! The side of a school bus acts like a sail on a sailboat. Strong winds can push the school bus sideways. They can even move the school bus off the road or, in extreme conditions, tip it over. If you are caught in strong winds:
Backing a school bus is strongly discouraged. You should back your bus only when you have no other safe way to move the vehicle. You should never back a school bus when students are outside of the bus. Backing is dangerous and increases your risk of an accident. If you have no choice and you must back your bus, follow these procedures:
A school bus can have up to a 3-foot tail swing. You need to check your mirrors before and during any turning movements to monitor the tail swing.
These questions may be on your test. If you cannot answer them all, re-read Section 10.
The vehicle inspection test is a skills test to see if the customer identifies which features and equipment on the test vehicle should be inspected before operating the vehicle. The entire vehicle inspection test must be conducted in the English language, pursuant to CFR, Title 49 §§391.11(b) (2) and 383.133(c)(5). If you communicate in a language other than English or fail to comprehend instructions given to you in English, during the skills tests (vehicle inspection, basic control skills, and road test) you will receive a verbal warning for the first 2 offenses committed on the same test date. Upon the third offense committed on the same test date, the test will end as an automatic failure. A vehicle inspection should be done the same way each time so you will learn all the steps and be less likely to forget something during the test. Vehicle inspection tests are conducted to ensure that a vehicle is safe to operate. During the vehicle inspection test, you will be expected to explain or show your knowledge of the vehicle inspection process. During the vehicle inspection test, you must show that the vehicle is safe to drive. You will have to walk around the vehicle and point to or touch each item and explain to the examiner what you are checking and why. You will NOT have to crawl under the hood or under the vehicle. The brake lights, emergency flashers, turn signals, and horn must be checked. If any of these items do not work, the skills and road portions of the test will be postponed. You may use the guides shown on the last page of this section when taking your vehicle inspection test. You cannot write any instructions or notes on the vehicle inspection guide. If you do not pass the vehicle inspection test, the other tests will be postponed. Remember: You are allowed a total of 3 attempts to pass the vehicle inspection, basic control skills, and road tests.
Study the following vehicle parts for the type of vehicle you will be using during the CDL skills tests. You should be able to identify each part and tell the examiner what you are looking for or inspecting. As you approach the vehicle, notice its general condition. Look for damage or if the vehicle is leaning to one side. Look under the vehicle for fresh oil, coolant, grease, or fuel leaks. Check area around the vehicle for hazards to vehicle movement such as people, other vehicles, objects, low hanging wires, or limbs, etc. Check that the parking brakes are set and/or wheels chocked. You may have to raise the hood or open the engine compartment door. Check the following:
Check the fluid level and that the cap is secure.
Note: If any of the components listed above are not belt driven, you must:
• Tell the examiner which component(s) are not belt driven.
• Make sure the component(s) are operating properly, not damaged or leaking, and mounted securely.
Oil Pressure Gauge
Check that the gauges show that the alternator and/or generator is charging or that the warning light is off.
Note: If the vehicle is not equipped with electrical fuses, you must mention this to the examiner.
Note: Checks of the brake, turn signal, and 4-way emergency flasher functions must be done separately.
Refer to Section 5, “In-Cab Air Brake Check” for DMV vehicle inspection testing. All items marked with an asterisk (*) are required during the vehicle inspection test. These items must be demonstrated and the parameters verbalized to receive credit. Failure to perform these air brake tests correctly will result in an automatic failure for the entire vehicle inspection portion of the test.
You will be required to check the application of air or hydraulic service brakes. This procedure is designed to determine that the brakes are working correctly and that the vehicle does not pull to one side or the other. Pull forward at 5 mph, apply the service brake and stop. Check to see that the vehicle does not pull to either side and that it stops when the brake is applied.
Check that the safety belt is securely mounted, adjusts, latches properly, and is not ripped or frayed.
Look for cracked or broken spring hangers, missing or damaged bushings, and broken, loose, or missing bolts, u-bolts, or other axle mounting parts. (The mounts should be checked at each point where they are secured to the vehicle frame and axle[s]).
See that shock absorbers are secure and that there are no leaks.
Note: Be prepared to perform the same suspension components inspection on every axle (power unit and trailer, if equipped).
Brake linings (where visible) should not be worn dangerously thin. On some brake drums, there are openings where the brake linings can be seen from outside the drum. For this type of drum, check that a visible amount of brake lining is showing.
Note: Be prepared to perform the same brake components inspection on every axle (power unit and trailer, if equipped).
Note: You will not get credit if you simply kick the tires or strike the tire with a mallet or other similar device to check for proper inflation.
See that the hub oil/grease and axle seals are not leaking and, if the wheel has a sight glass, that the oil level is adequate.
Note: Be prepared to perform the same wheel inspection on every axle (power unit and trailer, if equipped).
Check that the tank(s) are secure, cap(s) are tight, and that there are no leaks from tank(s), cap, or lines.
Look for cracks, broken welds, holes, or other damage to the longitudinal frame members, cross members, box, and floor.
If equipped, check that the splash guards or mud flaps are not damaged and are mounted securely.
Check to see that the hitch release lever is in place and is secure.
Check for proper lubrication, that the fifth-wheel skid plate is securely mounted to the platform, and that all bolts and pins are secure and not missing.
If equipped, make sure that the release arm is in the engaged position and that the safety latch is in place.
Check that the sliding pintle is secured with no loose or missing nuts or bolts and that the cotter pin is in place.
If equipped, check the stop arm to see that it is mounted securely to the frame of the vehicle. Also, check for loose fittings and damage.
Look for cracks, broken welds, holes, or other damage to the frame, cross members, box, and floor.
If equipped, make sure the locking pins are locked in place and the release arm is secured.
Remember: The vehicle inspection test must be passed before you can proceed to the basic vehicle control skills test.
If you are applying for a Class A CDL, you will be required to perform a vehicle inspection in the vehicle you brought with you for testing. Tests include an engine start, in-cab inspection, and inspection of the coupling system. Then, your test may require an inspection of the entire vehicle or only a portion of the vehicle which your CDL examiner will explain to you.
If you are applying for a Class B or Class C CDL, you will be required to perform a vehicle inspection in the vehicle you brought with you for testing. Tests include an engine start and in-cab inspection. Then, your test may require an inspection of the entire vehicle or only a portion of the vehicle which your CDL examiner will explain to you. You will also have to inspect any special features of your vehicle (e.g., school or transit bus).
The entire basic control skills test must be conducted in the English language, pursuant to CFR, Title 49 §§391.11(b)(2) and 383.133(c)(5). If you communicate in a language other than English or fail to comprehend instructions given to you in English, during the skills tests (vehicle inspection, basic control skills, and road test) you will receive a verbal warning for the first 2 offenses committed on the same test date. Upon the third offense committed on the same test date, the test will end as an automatic failure.
Your performance on the basic control skills test is scored by the examiner. You will be scored for the following:
Encroachments—The examiner will score the number of times you touch or cross over an exercise boundary line or cone with any portion of your vehicle. Each encroachment will count as an error.
Pull Ups—When a driver stops and pulls forward to clear an encroachment or get a better position, it is scored as a “pull up.” Stopping without changing direction does not count as a pull up. You will not be penalized for initial pull ups. However, an excessive number of pull ups will count as errors.
Outside Vehicle Observations (Looks)—You may be permitted to safely stop and exit the vehicle to check the external position of your vehicle (look). When doing so, you must place the vehicle in Neutral and set the parking brake(s). Then, when exiting the vehicle, you must do so safely by facing the vehicle and maintaining 3 points of contact with the vehicle at all times (when exiting a bus, maintain a firm grasp on the handrail at all times). If you do not safely secure the vehicle or safely exit the vehicle, it may result in an automatic failure of the basic control skills test. The maximum number of times that you may look to check the position of your vehicle is 2, except for the straight line backing exercise, which allows only 1 look. Each time you open the door, move from a seated position where in physical control of the vehicle or on a bus walk to the back of a bus to get a better view, it is scored as a “look”.
Final Position—It is important that you finish each exercise exactly as the examiner has instructed you. If you do not maneuver the vehicle into its final position as described by the examiner, you will be penalized and could fail the basic skills test.
The purpose of the basic control skills test is to evaluate your skill in controlling the vehicle and judging its position and relation to other objects while maneuvering through various exercises. The judgement and skill required for each exercise can apply to many different driving situations. You will be tested on a subset of the following exercises:
Note: Refusing or failing to complete a basic control skills test exercise as instructed may result in an automatic failure. These exercises are shown in Figures 12.1 through 12.6.
You may be asked to back your vehicle in a straight line between 2 rows of cones without touching or crossing over the exercise boundaries. See Figure 12.1
You may be asked to back into a space that is to the right rear of your vehicle. You will drive straight toward the outer boundary. From that position, you must back the vehicle into the opposite lane until the front of your vehicle has passed the first set of cones without striking boundary lines or cones. See Figure 12.2.
You may be asked to back into a space that is to the left rear of your vehicle. You will drive straight toward the outer boundary. From that position, you must back the vehicle into the opposite lane until the front of your vehicle has passed the first set of cones without striking boundary lines or cones. See Figure 12.3.
You may be asked to park in a parallel parking space that is on your left. You will drive past the entrance to the parallel parking space with your vehicle parallel to the parking area, and then back into the space without crossing front, side, or rear boundaries marked by cones. You are required to get your entire vehicle completely into the space. See Figure 12.4.
You may be asked to park in a parallel parking space that is on your right. You will drive past the entrance to the parallel parking space with your vehicle parallel to the parking area, and then back into the space without crossing front, side, or rear boundaries marked by cones. You are required to get your entire vehicle completely into the space. See Figure 12.5.
You may be asked to sight-side back your vehicle into an alley. You will drive past the alley and position your vehicle parallel to the outer boundary. From that position, back into the alley, bringing the rear of your vehicle within 3 feet of the rear of the alley, without touching boundary lines or cones. Your vehicle must be straight within the alley/lane when completed. See Figure 12.6.
To pass the road test portion of the CDL driving performance evaluation (DPE), you must make no more than 30 errors and no critical driving errors, which will result in an automatic failure. The entire road test must be conducted in the English language, pursuant to CFR, Title 49 §§391.11(b) (2) and 383.133(c)(5). If you communicate in a language other than English or fail to comprehend instructions given to you in English, during the skills tests (vehicle inspection, basic control skills, and road test) you will receive a verbal warning for the first 2 offenses committed on the same test date. Upon the third offense committed on the same test date, the test will end as an automatic failure. You will drive over a test route that has a variety of traffic situations.
At all times during the test, you must drive in a safe and responsible manner and:
Remember: You are allowed a total of 3 attempts to pass the vehicle inspection test, basic control skills test, and road test.
Note: A driver must be tested in a truck or bus (as those terms are defined in CFR, Title 49 §390.5), or other single unit vehicle with a GVWR of 26,001 or more, to satisfy the skills testing requirements for a Class B CDL.
You have been asked to make a turn:
As you approach the turn:
If you must stop before making the turn:
When ready to turn:
As you approach an intersection:
Note: Do not enter the intersection if there is insufficient space to clear it.
When driving through an intersection:
Once through the intersection:
During this part of the test, you are expected to make regular traffic checks and maintain a safe following distance. Your vehicle should be centered in the proper lane (right-most lane) and you should keep up with the flow of traffic but not exceed the posted speed limit.
During multiple lane portions of the test, you will be asked to change lanes to the left, and then back to the right. You should make the necessary traffic checks first, then use proper signals, wait for a safe gap before moving into a lane and maintain a safe following distance.
Before entering the expressway:
Once on the expressway:
When exiting the expressway:
For this maneuver, you will be asked to pull your vehicle over to the side of the road and stop as if you were going to get out and check something on your vehicle. You must check for traffic thoroughly in all directions and move to the right-most lane or shoulder of the road.
As you prepare for the stop:
When instructed to resume:
When approaching a curve:
Before reaching the crossing, all commercial drivers should:
Do not stop, change gears, pass another vehicle, or change lanes while any part of your vehicle is in the crossing. If you are driving a bus, a school bus, or a vehicle displaying placards, you should be prepared to observe the following procedures at every railroad crossing (unless the crossing is exempt):
Not all driving road test routes will have a railroad crossing. You may be asked to explain and demonstrate the proper railroad crossing procedures to the examiner at a simulated location.
After driving under an overpass, you may be asked to tell the examiner what the posted clearance or height was. After going over a bridge, you may be asked to tell the examiner what the posted weight limit was. If your test route does not have a bridge or overpass, you may be asked about another traffic sign. When asked, be prepared to identify and explain to the examiner any traffic sign which may appear on the route.
If you are applying for a school bus endorsement, you will be required to demonstrate loading and unloading students. Please refer to Section 10 of this manual for procedures on loading and unloading school students.
You will be scored on your overall performance in the following general driving behavior categories:
Bulk packaging—Packaging, other than a vessel, or a barge, including a transport vehicle or freight container, in which hazardous materials are loaded with no intermediate form of containment and which has:
Carboy—A bottle or rectangular container that holds from 5 to 15 gallons of liquid. Carboys are made of glass, plastic, or metal, and are often cushioned in a wooden box.
Cargo tank—A bulk packaging which:
Carrier—A person engaged in the transportation of passengers or property by:
CFR—Code of Federal Regulations—Title 49.
Compressed gas—Any gaseous material, or liquefied gas, kept in a container under pressure (see more specific Class 2 definitions in CFR, Title 49 §173.115).
Consignee—The business or person to whom a shipment is delivered.
Cryogenic liquid—A refrigerated liquefied gas having a boiling point colder than -130°F at 14.7 psia.
Cylinder—A pressure vessel designed for pressures higher than 40 psia and having a circular cross section. It does not include a portable or cargo tank.
DMV—Department of Motor Vehicles.
DOT—Department of Transportation (Federal).
DTSC—Department of Toxic Substance Control.
EPA—U.S. Environmental Protection Agency.
FAA—Federal Aviation Administration.
FHWA—Federal Highway Administration.
FMCSA—Federal Motor Carrier Safety Administration.
FMCSR—Federal Motor Carrier Safety Regulations.
Freight container—A reusable container having a volume of 64 cubic feet or more, designed and constructed to permit being lifted with its contents intact and intended primarily for containment of packages (in unit form) during transportation.
GCWR—Gross combination weight rating.
Gross weight or mass—The weight of the packaging plus the weight of its contents.
GVWR—Gross vehicle weight rating.
Hazardous material—A substance or material which has been determined by the Secretary of Transportation to be capable of posing an unreasonable risk to health, safety, and property when transported in commerce, and which has been so designated. The term includes hazardous substances, hazardous wastes, marine pollutants, elevated temperature materials and materials designated as hazardous in the hazardous materials table of CFR, Title 49 §172.101 and materials that meet the defining criteria for hazard classes and divisions in CFR, Title 49, Part 173 Subchapter C.
HMR—Hazardous Materials Regulations.
FTA—International Fuel Tax Agreement.
Infectious substances or etiologic agents—A living microorganism, or its toxin, which may cause human or animal disease.
IRP—International Registration Plan.
Limited quantity—When specified as such in a section applicable to a particular material, it means the maximum amount with specific placarding, labeling, and packaging exceptions.
Marking—The descriptive name, ID number, instructions, cautions, weight, specifications, or UN marks or combinations thereof, required by this subchapter on outer packaging of hazardous materials.
MCP—Motor Carrier Permit.
Mixture—A material composed of more than one chemical compound or element.
Name of contents—The proper shipping name as specified in CFR, Title 49 §172.101.
NHTSA—National Highway Traffic Safety Administration.
N.O.S.—Not otherwise specified.
NTSB—National Transportation Safety Board.
Outage or ullage—The amount by which a packaging falls short of being liquid full, usually expressed in percent by volume. The amount of outage required for liquids in cargo tank depends on how much the material will expand with temperature change during transit. Different materials expand at different rates. Enough outage must be allowed so that the tank will not be full at 130 Fahrenheit.
Overpack—An enclosure used by a single shipper to provide protection or convenience in handling of a package or to combine two or more packages. Overpack does not include a transport vehicle or a freight container.
Portable tank—Any bulk packaging (except a cylinder having a water capacity of 1000 pounds or less) designed primarily to be loaded onto, or on, or temporarily attached to, a transport vehicle or ship and is equipped with skids, mountings, or accessories to facilitate handling of the tank by mechanical means. It does not include a cargo tank, tank car, mutli-unit tank car tank, or trailer carrying 3AX, 3AAX, or 3T cylinders.
Proper shipping name—The name of the hazardous material shown in roman print (not italics) in CFR, Title 49 §172.101.
Psi—Pounds per square inch.
Psia—Pounds per square inch absolute.
PUC—Public Utilities Commission.
Registered hazardous waste transporter— Person registered by DTSC who engages in the offsite transportation of hazardous waste by air, rail, highway, or water.
Reportable quantity (RQ)—The quantity specified in Column 2 of Appendix A to CFR, Title 49 §172.101 for any material identified in Column 1 of Appendix A.
Shipper’s certification—A statement on a shipping paper, signed by the shipper, saying he or she prepared the shipment properly, according to law. For example:
“This is to certify that the above named materials are properly classified, described, packaged, marked, and labeled, and are in proper condition for transportation according to the applicable regulations of the Department of Transportation.”
OR: “I hereby declare that the contents of this consignment are fully and accurately described above by the proper shipping name and are classified, packaged, marked, and labeled/placarded, and are in all respects in proper condition for transport by (* mode of transportation) according to applicable international and national governmental regulations.”
Shipping paper—A shipping order, bill of lading, manifest, or other shipping document serving a similar purpose and containing the information required by the regulations.
Tank vehicle—Any CMV with any size fixed tank(s) (except tanks necessary for vehicle operation such as air, gas, and oil) or portable tanks of 1,000 gallons or more capacity. Also includes any fixed tank in excess of 119 gallons mounted on any vehicle or vehicle combination which requires a CDL or placards. To transport hazardous materials or wastes, a tank vehicle endorsement and a HazMat endorsement are required for a fixed tank(s) regardless of the weight of the vehicle or the size of the tank. If the tank is portable and is less than 1,000 gallons, only the HazMat endorsement is required.
Technical name—A recognized chemical name or microbiological name currently used in scientific and technical handbooks, journals, and texts.
TSA—Transportation Security Administration.
Transport vehicle—A cargo carrying vehicle such as an automobile, van, tractor, truck, semitrailer, tank car, or rail car used for the transportation of cargo by any mode. Each cargo carrying body (trailer, rail car, etc.) is a separate transport vehicle.
Water reactive material—Any material (including sludge and pastes) which when mixed with water, is likely to ignite or give off flammable or toxic gases in dangerous quantities. Water reactive material is required to be labeled DANGEROUS WHEN WET.
When using this handbook, please remember that it is only a summary of the laws and regulations. DMV, law enforcement, and courts follow the full and exact language of the contained in your state’s Vehicle Code. You may view your state’s most current Vehicle Code on your state’s DMV web page or purchase a copy at any DMV field office.
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