Commercial Driver's License Manual

Commercial Driver’s License

Manual

This material is based upon work supported by the Federal Motor Carrier Safety

Administration under Cooperative Agreement No. DTFH61-97-X-00017. Any

opinions, findings, conclusions or recommendations expressed in this

publication are those of the Author(s) and do not necessarily reflect the view of

the Federal Motor Carrier Safety Administration.

This material has been created for and provided to State Driver License Agencies (SDLAs) by AAMVA for the purpose of educating Driver

License applicants (Commercial or Non-Commercial). Permission to reproduce, use, distribute or sell this material has been granted to

SDLAs only. No part of this book may be reproduced or transmitted in any form or by any means, electronic or mechanical, including

photocopying, recording, or by any information storage and retrieval system without express written permission from the author / publisher.

Any unauthorized reprint, use, distribution or sale of this material is prohibited.

In January 2015, an RV pulled into a truck stop in Virginia. Observant professional truck driver Kevin Kimmel recognized

suspicious activity around that RV, which had pulled back by the truck line, and decided something was off. Instead of turning a

blind eye, he made a call that brought law enforcement out to the scene within a few minutes. After interviewing the occupants

of the vehicle, they discovered that a young woman, 20 years old, had been kidnapped from Iowa two weeks prior. She had

been beaten, raped, her whole body burned by instruments heated on the RV stove, branded and starved. She was being sold by

her traffickers, Laura Sorenson and Aldair Hodza, through sex ads on Craigslist, where men were purchasing her and then arriving

at the RV to rape her. She was dying from malnutrition and the torture she was subjected to … had the call not been made that

brought law enforcement out to that truck stop, doctors said she would have died within the next few days. Now a recovering

survivor, this young woman calls Kimmel her guardian angel. He calls himself a Trucker Against Trafficking.

Truckers Against Trafficking is a non-profit organization that has been working with the trucking industry since 2009 to provide

the needed training and tools to enable members of the industry to both recognize human trafficking when they see it

happening and to know what actions to take to enable law enforcement to effectively fight this crime. Through this training and

these tools, truckers are becoming Everyday Heroes like Kevin Kimmel, who was also named TAT’s 2015 Harriet Tubman Award

winner.

One of the tools TAT provides is a wallet card with red flags

to look for, questions to ask if you suspect someone is a

victim and actionable information to report. This wallet card

is available by App, from the appropriate App Store, on all

smart phones, whether Android, iPhone or Windows format,

as well as by emailing tat.truckers@gmail.com, for a version

to carry in your wallet.

Additionally, TAT provides a powerful, 26-minute training

video on its website (www.truckersagainsttrafficking.org),

which, when watched along with taking and passing a short test, certifies drivers as TAT-Trained, a designation which can go on

your resume. Because professional drivers often find themselves in locations frequented and exploited by human traffickers,

they are in a unique position to recognize the signs of human trafficking and to make the call that can lead to victim recovery and

perpetrator arrests. Get your wallet card today. Be an Everyday Hero! Make the call (1-888-3737-888); save lives!

Table of Contents

Nevada Information…………………………………………...... i

Introduction ......................................................................... 1-1

Driving Safely ..................................................................... 2-1

Transporting Cargo Safely .................................................. 3-1

Transporting Passengers Safely ......................................... 4-1

Air Brakes ........................................................................... 5-1

Combination Vehicles ......................................................... 6-1

Doubles and Triples ............................................................ 7-1

Tank Vehicles ..................................................................... 8-1

Hazardous Materials ........................................................... 9-1

School Bus ....................................................................... 10-1

Vehicle Inspection ............................................................ 11-1

Basic Vehicle Control Skills Test ...................................... 12-1

On-Road Driving ............................................................... 13-1

Nevada Information

Classifications, Endorsements, and

Restrictions

Vehicle Classification System

Class A

Any combination of vehicles with a gross

combination weight rating (GCWR) of 26,001

pounds or more provided the gross vehicle weight

rating (GVWR) of the vehicle(s) being towed is in

excess of 10,000 pounds.

Examples:

The only endorsements allowed on a commercial

learner permit are:

P – Passenger

S – School Bus

N – Tank vehicle

Restrictions may apply. A list of restrictions can

be found on the DMV website at

https://dmvnv.com

Class B

Any single vehicle with a GVWR of 26,001 or

more pounds, or any such vehicle towing a

vehicle which does not have a GVWR of more

than 10,000 pounds.

Examples:

Class C

Any single vehicle or combination of vehicles that

does not meet the definition of Class A or Class

B but is designed either to transport 16 or more

passengers including the driver or is placarded

for hazardous materials.

Examples:

NOTE: A Commercial Driver’s License (CDL)

of any class allows you to drive your personal

vehicle. You will not need any other license.

Endorsements

The following are types of CDL endorsements

you may need:

T – Doubles/Triple trailers P – Passenger

N – Tank Vehicle

H – Hazardous Materials

X – Hazardous Materials and Tankers S – School

Bus

Exemptions (49 CFR 383.3)

You do not need a CDL to operate some vehicles

that may fall within the GVWR descriptions. The

following are exempt from Nevada CDL

requirements:

•

Farmers transporting equipment,

supplies, or products to or from a farm as

long as the vehicle:

Is controlled and operated by a farmer,

his family members, or employees.

Is used within 150 miles of the farm.

Is not being used as a common or

contract motor carrier.

Is not transporting placard-able amounts

of hazardous materials.

•

Recreational vehicle drivers using an RV

for non-commercial purposes.

•

Active-duty military personnel driving a

military vehicle.

•

Firefighters or other persons operating

emergency equipment.

NOTE: A CDL may not be required however, a

non-commercial license (NCDL) is required to

operate class A or B vehicles or J endorsement.

Additional NCDL testing may be required.

CDL Qualifications

To obtain a CDL, you need to meet certain

qualifications regarding your age, physical

condition, and driving record.

Entry Level Driver Training (ELDT)

Entry-level commercial drivers must complete

training from a provider listed in the federal

Training Provider Registry. This includes

drivers applying to:

Nevada Information

•

Obtain a Class A or Class B CDL for the

first time.

•

Upgrade an existing Class B CDL to a

Class A CDL; or

•

Obtain a school bus (S), passenger (P),

or hazardous materials (H) endorsement

for the first time.

Applicants must successfully complete training

before they will be permitted to take the CDL skills

test or in the case of the H endorsement, the

knowledge test.

The regulations do not apply to individuals that

are not required to have a CDL as outlined in 49

CFR Part 383.3. This includes military members,

firefighters, and others.

Visit the Training Provider Registry for a list of

providers and more details on exemptions and

the ELDT program.

Prior to selecting a school to attend in Nevada

from the Training Provider Registry, please verify

the school is listed in the Business License

Verification. If the school is not on the list, then

your ELDT results may not be accepted by the

DMV since the school does not have a DMV

Business License.

Legal Age

You must be at least 21 years old to be issued a

CDL to operate a commercial motor vehicle

(CMV) in interstate commerce and 25 years of

age or older to drive an over-length combination

vehicle (70 feet). Applicants between 18 to 20

years of age may be granted a CDL to operate a

CMV in intrastate commerce. However, this age

group will not be granted a privilege to transport

passengers for hire or transport hazardous

materials requiring placards.

NOTE: When applying for a Nevada driver’s

license, you will be asked to provide proof of your

identity, age, Social Security number and Nevada

residency. You will also be required to pass a

vision test. Please refer to the Nevada Driver’s

Handbook or your local DMV office for more

information.

Acceptable Documents for a CLP/CDL

To obtain a Commercial Learner Permit (CLP) or

CDL, you must present one of the following valid

and unexpired documents to prove name, date of

birth and citizenship or lawful residency:

•

Certificate of Naturalization

•

Certificate of Citizenship

•

Permanent Resident Card (I-551)

•

U.S. Passport

•

U.S. Passport Card

•

Certified copy of U.S. Birth Certificate

•

Consular Report of Birth Abroad

NOTE: For CLP issuance, proof of NV Real ID

issuance will be sufficient for proof of name and

date of birth.

NOTE: Any Real ID card marked “limited” term is

not acceptable for proof of name and date of birth;

acceptable immigration documents must be

shown. If any of the following documents are

presented then a limited term CLP/CDL will be

issued:

•

I-776 Employment Authorization Card

•

Foreign Passport, U.S. Visa and an I-94

Self-Certification

An applicant must identify what type of commerce

they intend to drive.

An applicant must select interstate (operating

inside or outside the state of Nevada) or

intrastate (operating only within the borders of

Nevada).

An applicant must determine if he or she is non-

excepted (medical examination is required) or

excepted (medical examination is not required).

Medical Exam

Based on the applicant’s self-certification as to

the type of commerce to be driven, a Medical

Examiner’s Certificate (MEC) may be required.

NOTE: Any MEC issued must be completed

by a medical examiner who is on the National

Registry of Certified Medical Examiners. This

list can be found at:

https://nationalregistry.fmcsa.dot.gov.

The Department has the authority to cancel the

CDL or CLP of any driver whose Medical

Examiner Certificate expires unless they have

downgraded or provided a current MEC prior to

cancellation.

Nevada Information

iii

A notice is sent prior to the MEC expiration date

to inform drivers they will need to downgrade their

license or provide a current MEC. Failure to

comply will result in cancellation of their CDL.

Drivers will need to reinstate their CDL privileges

before they can legally drive. Drivers may still be

eligible for non-commercial privileges during their

CDL cancellation period.

Driving Record

When you apply for your CDL, you will be asked

to:

•

Certify that you do not have a driver’s

license from more than one state.

•

Provide a list of states where you held a

driver’s license during the previous ten

years.

•

Certify that your driver's license is not

currently suspended, revoked, or

cancelled in any state, nor is your

license subject to any of these actions.

•

Surrender your current driver’s license.

•

Provide proof of your Social Security

number

Before issuing your license, DMV staff will run a

nationwide driving record check.

Learner Permit

A Nevada Commercial Learner Permit (CLP) is

valid for a 180-day period for the purpose of

behind-the-wheel training on public roads or

highways. Applicants for a CLP must be at least

21 years old and pass the vision and written

examinations. Applicants between 18 and 20

years of age may be granted a CLP to operate a

CMV in intrastate commerce. However, this age

group will not be allowed to transport passengers

or hazardous materials requiring placards.

A CLP may only be issued if the applicant also

holds a valid underlying base license from the

same jurisdiction (non-commercial or

commercial). The CLP will have a restriction

placed on it that states the CLP is only valid when

accompanied by the underlying base license.

A CLP is required to be issued a CDL and must

be held for 14 days from the date of initial

issuance prior to taking the skills test.

Any applicant with a CLP that is expired for 30

days or more must retake all applicable

knowledge tests to renew the CLP.

Nevada CLP holders may attend training and be

tested by an out-of-state (OOS) tester or certifier.

Nevada will accept these scores from the OOS

tester and use them to issue a Nevada CDL.

However, Nevada will not test any applicant who

holds an out-of-state CLP.

Based on their self-certification status, holders of

a CLP must present a valid medical examiner’s

certificate dated within the previous two years

and must be always accompanied by a driver

who:

•

Is at least 25 years of age.

•

Holds a CDL for the proper class and

endorsements for the type of vehicle

being operated.

•

Is seated next to the driver; or in the case

of passenger vehicle, directly behind or

in a first row behind the driver and must

have the CLP holder under observation

and direct supervision.

•

Has been licensed for the same

classification and endorsements as the

permit holder for at least one year.

The Department encourages the CDL applicants

to have their MEC available when processing the

initial CLP to save time and money. Once the

CLP has been processed, the DMV system does

not allow the Department to modify the records

such as entering the MEC information until after

the actual CLP card has been received by the

applicant.

Transfer

If you have a valid CDL from another state and

want to transfer your license to Nevada, you need

to do the following within 30 days of becoming a

resident:

•

Complete an Application for Commercial

Driving Privileges (CDL-002)

•

Provide a copy of your medical

examination if required per your self-

certification.

•

Certify you have only one license and

that your license is not currently revoked,

suspended, or cancelled in any state, or

subject to any of these actions.

•

Provide proof of your Social Security

number

•

Provide proof of name and DOB using

one of the documents from the

“Acceptable Documents” section

Nevada Information

•

Provide proof of Nevada residency

•

Surrender your current license.

Renewal

To renew your Nevada CDL, you need to:

•

Pass the CDL general knowledge test if

you have been convicted of 2 or more

moving violations in a CMV within the

previous four years.

•

Pass any other required tests if testing is

required.

•

Pass the Nevada General knowledge

test if you have had 3 or more moving

violations in a non-CMV within the

previous four years (CDL and Non-CDL

citations may be counted)

•

If you have a hazardous materials

endorsement and wish to retain it on your

CDL, you must pass the hazardous

materials knowledge test and the

federally required background check.

If you renew your CLP a second time, all

applicable knowledge tests must be retaken.

When renewing a CLP, no portions of the skills

test can be banked. Also, if you have only passed

the pre-trip portion of the skills test and you renew

your CLP, the pre-trip portion must be retaken

along with the untested portions of the complete

skills test.

Upgrades

If you wish to change the class, add an

endorsement or remove a restriction (L,E,O or Z)

on your CDL and the upgrade or change requires

a skills test, you will need to do the following:

•

Pass all applicable knowledge and skills

tests.

•

Complete a new Application for

Commercial Driving Privileges (CDL-

002)

•

Pay all required fees.

•

Be issued and hold a new CLP for 14

days before taking any skills test.

Veteran Designation

When applying for an original or a renewal CDL,

you have the opportunity to declare yourself an

honorably discharged veteran of the United

States Armed Forces. This will authorize the

Department to send your information to the

Nevada Department of Veteran Services so they

may provide you with benefits information.

You may also have a veteran designation placed

on your license. To receive the designation, at

the time of your transaction you must provide

proof of your honorable discharge.

Interpreters

The use of an interpreter is allowed for the initial

standardized instructions only and prohibited

during the administration of any knowledge or

skills tests. For the skills test, the applicant must

be able to understand and respond to the verbal

commands and instructions, in English, from the

skills test examiner.

CDL Expiration Dates

Original issuance & renewals for applicants under

age 65 will be issued a card that expires eight

years from the date of issuance.

Original issuance and renewals for applicants

age 65 and older will be issued a card that expires

four years from their date of birth.

If limited term immigration documents are

presented for proof of identity then the duration of

stay date will be used as the CLP/CDL expiration

date.

Hazardous Materials Endorsements

Federal regulations require that all commercial

drivers who carry hazardous materials submit

fingerprints and pass a security clearance from

the U.S. Transportation Security Administration

(TSA). The security clearance process takes a

minimum of 30 days.

A TSA renewal application may be submitted

online at www.universalenroll.dhs.gov or by

calling the TSA Help Desk at 1-877-429-7746.

The DMV has authority to suspend a commercial

driver’s license for at least 30 days for drivers who

let their TSA authorization expire unless they

have downgraded or removed the hazardous

materials endorsement prior to the TSA

expiration date.

The DMV sends a notice to CDL holders 90 days

prior to the TSA authorization expiration date to

inform drivers they will need to downgrade their

Nevada Information

license, remove the hazardous material

endorsement, or renew their TSA authorization.

If they fail to comply by the date their TSA

authorization expires, their CDL is suspended for

30 days.

NOTE: Hazardous materials endorsement

holders are required to pass a hazardous

materials test. In addition, you must pass a TSA

approved background check. Any changes to

your CDL that extend your expiration date will

require that you take the written Hazmat

knowledge test.

REMINDERS:

The pre-trip vehicle inspection must be passed

before you proceed to the basic control skills test.

You must pass the pre-trip vehicle inspection and

the basic control skills test before proceeding to

the on-road driving test.

Air Brakes and Hydraulic Brake Check

As described in Section 11 “Pre-trip Vehicle

Inspection Test,” failure to correctly perform all

four components of the air brake check will result

in automatic failure of the vehicle inspection test.

As part of the pre-trip inspection portion of your

CDL driving examination, you will be performing

an airbrake test on your vehicle. The following is

designed to assist you in learning a sequence for

checking your airbrake system.

Start the vehicle and with the engine

running, build the air pressure to the

governed cut-out (120-140 psi), and

identify the governor cut off pressure.

Turn the engine off and turn the ignition

switch to the “on” position.

Release the parking brakes (both tractor

and trailer).

Apply pressure to foot valve and hold for

one minute.

NOTE: After the initial drop in air pressure, a

straight truck or bus system should lose no more

than 3 psi in one minute, and a combination of

vehicles should lose no more than 4 psi in one

minute.

Begin pumping the foot brake to reduce

air pressure to approximately 60-80

pounds and listen for a warning indicator.

Also look for a warning light if the vehicle

is so equipped.

Continue pumping the foot brake to

approximately 20-40 pounds and watch

for the tractor protection valve and

parking brake valve (knob) to pop out.

Check the operation of your parking

brake before moving your vehicle.

As described in Section 11 “Pre-trip Vehicle

Inspection Test,” failure to perform both

components of the hydraulic brake check will

result in automatic failure of the vehicle

inspection test.

Pump the brake pedal three ties, then

hold it down for five seconds. The brake

pedal should not move (depress) during

the five seconds.

If equipped with a hydraulic brake

reserve (back up) system, with the key

off, depress the brake pedal and listen for

the sound of the reserve system electric

motor.

Check that the warning busser or light is

off.

Vehicle

Vehicles used for skills testing must be a

representative vehicle and meet the necessary

class and or endorsements needed. Examiners

must be in a seated position and must have an

unobstructed view of the driver and the vehicles

instrument cluster. Examiners must be able view

the road out of the windshield and be able to see

mirrors. Vehicles that have been designed where

an examiner may not be able observe the skills

test may not be used. Any questions if a vehicle

may or may not be used for a skills test, the

vehicle should be brought to a CDL office prior to

making an appointment for a determination if the

vehicle may be used.

Determining Vehicle GVWR/GCWR

The vehicle(s) GVWR or GCWR is used to

determine if the vehicle may be used to perform

a skills test and can only be verified using the

manufacturers VIN plate that includes the

vehicle(s) GVWR or GCWR. If the vehicle(s)

GVWR/GCWR cannot be verified by using the

manufacturers VIN plate, the driver will be

required to reschedule and obtain another vehicle

with a verifiable GVWR/GCWR.

NOTE: In determining whether the vehicle is a

representative vehicle for the skills test and the

Nevada Information

group of CDL for which the applicant is applying,

the vehicle's gross vehicle weight rating (GVWR)

for a single vehicle or gross combination weight

rating (GCWR) for a combination vehicle must be

used, not the vehicle's actual gross vehicle

weight

(GVW)

gross

combination

weight

(GCW) (§383.133(c)(3)). This method for

determining the GCWR is limited to roadside

enforcement only.

Nevada Information

vii

CDL FEES

Transaction

Fees

Original or transfer that requires knowledge and

skills test:

$141.25

Original or transfer that requires knowledge test

only:

$111.25

Instruction Permit: $57.25

Completion of Instruction Permit: $57.25

Added Endorsement: $17.25

Driving skills test to add or remove a restriction or

endorsement:

$30.00

Renewal that requires knowledge tests only or no

tests (8 year):

$111.25

Renewal that requires knowledge tests only or no

tests (4 year):

$57.25

Renewal that requires knowledge and skills tests

(8 year):

$141.25

Renewal that requires knowledge and skills tests

(4 year):

$87.25

CDL Duplicate: $22.25

Add CDL Endorsement:

$14.25 per endorsement

Photo fee:

$3.25

Driving Skills Test for full license or

restrictions/endorsements:

$30.00 plus $3.25 photo fee

Change of Address Only: $3.25

Change of Information (other than address) $12.25

NOTE: Additional fees will be charged if tests

must be repeated more than twice:

Written Tests: $3.25

Drive Tests:

$25.00

Nevada Information

viii

Nevada DMV Office Locations

CDL Offices

These offices offer full service for commercial driver’s license transactions.

890 Trademark Dr

Reno, NV 89521

(775) 684-3506

3920 East Idaho Street

Elko, NV 89801

(775) 753-1126

3505 Construction Way

Winnemucca, NV 89445

(775) 623-6515

4110 Donovan Way

North Las Vegas, NV 89030

(702) 486-5655

DMV Offices

These offices offer all commercial driver’s license transactions except driving skills tests.

555 Wright Way

Carson City, NV 89711

(775) 684-4368

2147 West Williams Ave

Fallon, NV 89406

(775) 423-4316

1085 Highway 95

Hawthorne, NV 89415

(702) 346-8673

3030 S Needles Hwy, Ste 100

Laughlin, NV 89029

(702) 298-3100

550 West Pioneer Blvd., Ste 120

Mesquite, NV 89027

(702) 346-8673

1780 East Basin Ave.

Pahrump, NV 89060

(775) 727-4141

480 Campton St.

Ely, NV 89031

(775) 289-1620

215 West Bridge St. #9

Yerington, NV 89060

(775) 463-3146

1137 South Main St. #C-8

Tonopah, NV 89049

(775) 482-6329

All offices are open Monday through Friday, 8:00 a.m. to 5:00 p.m.

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Commercial Driver’s License Manual – Modernized Testing System

Section 1 - Introduction

Version: July 2017

Page 1-1

Section 1

INTRODUCTION

This Section Covers

• Commercial Driver License Tests

• Medical Requirements

• Driver Disqualifications

• Other Safety Rules

• International Registration Program

There is a federal requirement that each state have

minimum standards for the licensing of commercial

drivers.

This manual provides driver license testing

information for drivers who wish to have a

commercial driver license (CDL). This manual does

NOT provide information on all the federal and state

requirements needed before you can drive a

commercial motor vehicle (CMV). You may have to

contact your state driver licensing authority for

additional information.

You must have a CDL to operate:

Any single vehicle with a gross vehicle weight

rating (GVWR) of 26,001 pounds or more.

A combination vehicle with a gross combination

weight rating (GCWR) of 26,001 or more pounds,

provided the GVWR of the vehicle(s) being towed is

in excess of 10,000 pounds.

A vehicle designed to transport 16 or more

passengers (including the driver).

Any size vehicle which requires hazardous material

placards or is carrying material listed as a select

agent or toxin in 42 CFR part 73. Federal

regulations through the Department of Homeland

Security require a background check and

fingerprinting for the Hazardous Materials

endorsement. Contact your local department of

driver licensing for more information.

(Your state may have additional definitions of

CMVs.)

CDL Classifications

The CDL vehicle classification included in the

federal standard, together with the type of cargo to

be transported, determine what type of CDL license

and endorsement an applicant must apply for.

There are three basic vehicle classes or groups:

Class A Combination Vehicles. Any combination

of vehicles with gross combination weight rating

(GCWR) of 26,001 or more pounds falls in Group A

provided the GVWR of the vehicle(s) being towed is

more than 10,000 pounds. Most Class A vehicles

are trucks such as truck-tractor/semi-trailer or truck

and trailer combinations. However, tractor-trailer

buses may be found in a few communities. Driving a

Class A vehicle requires considerably more skill and

knowledge than driving vehicles in Classes B and C.

Since these skills include those required to drive a B

and C vehicle, a driver who has a Class A license

also may drive vehicles in Classes B and C.

Class B Heavy Straight Vehicles. Any single

vehicle with a GVWR of 26,001 or more pounds falls

in Group B, or any such vehicle towing another

vehicle not in excess of 10,000 pounds GVWR.

Class B includes straight trucks and large buses,

including articulated buses. Safely driving these

heavy vehicles requires considerably more

knowledge and skill than driving the small trucks and

buses found in Class C. Since they include the skills

required to drive Class C vehicles, drivers who have

qualified for a Class B license may also drive vehicles

in Class C.

Class C Small Vehicles. Any single vehicle with a

GVWR less than 26,001 pounds falls in Group C, or

any such vehicle towing another vehicle not in

excess of 10,000 pounds GVWR. However, vehicles

of this size are included in the CDL program only if

they are: 1) Designed to carry 16 or more passengers

including the driver, or (2) Used to transport

hazardous materials in quantities requiring

placarding under the Hazardous Materials

Regulations (49 CFR Part 172, Subpart F) or is

carrying material listed as a select agent or toxin in

42 CFR part 73.

There are a great variety of vehicles in Class C.

Some rather large Class C vehicles may require

more skill and knowledge to operate than do the

smaller ones. However, the licensing category is

based principally on the type of cargo carried.

Because of the seriousness of an accident involving

hazardous material or human passengers, the safe

operation of even the smaller vehicles in Class C

requires special knowledge and the drivers of these

vehicles must have a CDL.

STATE OPTIONS: Some states may include more

drivers and vehicles in their CDL programs. For

example, in some states, a CDL may be required for

buses designed to carry fewer than 16 passengers.

Going beyond the federal standard is acceptable

and the state will need to decide which battery of

tests applies to these drivers, or develop a new

battery.

Commercial Driver’s License Manual – Modernized Testing System

Section 1 - Introduction

Version: July 2017

Page 1-2

CDL Endorsements & Restrictions

Endorsements

All commercial drivers who drive certain types of

vehicles or haul certain types of cargo must add

endorsements to their CDL license and/or

Commercial Learner’s Permit (CLP) to show that

they have the specialized knowledge required for

these operations. There are six kinds of CDL

endorsements that may be required, depending on

the vehicle or type of cargo.

NOTE: The only endorsements that may be

added to a Commercial Learner’s Permit (CLP)

are:

Passenger (P);

School bus (S); and

Tank vehicle (N).

Double and Triple Trailers (T). Many drivers who

are qualified to drive Class A vehicles may wish to

pull double or triple trailers. Research shows that

considerable additional knowledge and skill is

necessary to safely pull double and triple trailers in

various traffic conditions and driving environments.

Consequently, adding the endorsement to the

licenses of Class A drivers is necessary if they wish

to pull double or triple trailers. A special knowledge

examination on the problems associated with pulling

multiple trailers must be passed.

Tank Vehicle (N). Drivers of any commercial motor

vehicle that is designed to transport any 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 must obtain this

endorsement. Applies to Class A, B and C (only

applicable to Class C if the vehicle is hauling

hazardous materials) vehicles. Liquids in bulk cause

driving control problems because the cargo is heavy,

prone to shifting, and has a high center of gravity.

These drivers must pass a special knowledge

examination on the problems posed by large volume

liquid cargos to add the endorsement to their

CDL/CLP.

Passengers (P). Drivers who wish to drive a vehicle

having a design capacity to carry 16 or more people,

including the driver, must add a passenger

endorsement to their CDL/CLP. They must pass a

special knowledge examination on safety

considerations when transporting passengers and

must pass skills tests in a passenger vehicle. The

endorsement applies to applicants who wish to drive

a bus in any class (A, B, or C).

Hazardous Materials (H). Any driver, regardless of

the vehicle Class/Group (A, B, or C) who wishes to

haul any material that has been designated as

hazardous under 49 U.S.C. 5103 and is required to

be placarded under subpart F of 49 CFR part 172; or

any quantity of a material listed as a select agent or

toxin 42 CFR Part 73 must add a hazardous

materials endorsement to their CDL. S/he must pass

a special written examination on how to recognize,

handle, and transport hazardous materials.

The Transportation Security Administration (TSA)

and the US Department of Transportation require

background checks on commercial drivers who are

certified to transport hazardous materials. The

background checks include a review of criminal,

immigration and FBI records. If the driver is found

to represent a security threat, TSA will notify the

person and the state will deny issuance of an

endorsement.

Combination Hazardous Materials and Tank

hicle (X). Drivers of tank vehicles who haul

hazardous materials or waste in amounts requiring

placards must add an X endorsement to their CDL,

showing that they have passed the special

knowledge examinations for both tank vehicles and

hazardous materials.

School Buses (S). Drivers who wish to drive a

school bus, must add a school bus endorsement to

their CDL/CLP. They must pass a special knowledge

examination on safety considerations when

transporting passengers in a school bus and must

pass skills tests in a school bus. The endorsement

applies to applicants who wish to drive a school bus

in any class (A, B, or C).

In addition to these six required endorsements,

states may add special endorsements of their

own as they see fit.

Restrictions

Restrictions may be added to Commercial Driver

Licenses/Permits based upon the type of vehicle and

equipment that the driver uses for the Skills Test.

There are ten standardized restriction codes.

NOTE: If a CLP is issued with a Passenger (P) or a

School Bus (S) endorsement, it must also contain a

(P) – No passengers in a CMV bus restriction.

If a CLP is issued with a Tanker (N) endorsement, it

must also contain a (X) – No cargo in a CMV tank

vehicle.

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(E) - No manual transmission. If an applicant

performs the skills test in a vehicle equipped with an

automatic transmission, the State must indicate on

the CDL, if issued, that the person is restricted from

operating a CMV equipped with a manual

transmission. For the purposes of the skills test and

the restriction, an automatic transmission includes

any transmission not operating fully on the gear shift

and clutch principle.

(K)

- Intrastate only: If an applicant certifies their

status as either Non-Excepted Intrastate or

Excepted Intrastate, the state must indicate on the

CDL, if issued, that person is restricted from

operating a CMV in interstate commerce. States

may impose this restriction for reasons other than

those specified above.

(L)

- No Air brake equipped CMV: If an applicant

does not take or fails the air brake component of the

knowledge test, or performs the skills test in a

vehicle not equipped with air brakes, the State must

indicate on the CLP or CDL, if issued, that the

person is restricted from operating a CMV equipped

with any type of air brakes. For the purposes of the

skills test and the restriction, air brakes include any

braking system operating fully or partially on the air

brake principle.

(M)

- No Class A passenger vehicle: If an

applicant applying for a passenger endorsement

performs the skills test in a passenger vehicle

requiring a Group B CDL, the State must indicate on

the CDL, if issued, that the person is restricted from

operating a passenger vehicle requiring a Group A

CDL.

(N)

- No Class A and B passenger vehicle: If an

applicant applying for a passenger endorsement

performs the skills test in a passenger vehicle

requiring a Group C CDL, the State must indicate on

the CDL, if issued, that the person is restricted from

operating a passenger vehicle requiring a Group A

or B CDL

(O)

- No tractor trailer CMV: If an applicant

performs the skills test in a combination vehicle for

a Group A CDL with the power unit and towed unit

connected with a pintle hook or other non-fifth wheel

connection, the State must indicate on the CDL, if

issued, that the person is restricted from operating

a tractor-trailer combination connected by a fifth

wheel that requires a Group A CDL.

An applicant who passes a skills test using a

combination vehicle that is NOT a Truck Tractor

Semi-Trailer combination, but is otherwise

equipped with a fifth wheel, will be issued a CDL

with an “O” restriction.

(P)

- No passengers in CMV bus: A CLP holder

with a P endorsement is prohibited from operating a

CMV carrying passengers, other than Federal/State

auditors and inspectors, test examiners, other

trainees, and the CDL holder accompanying the

CLP holder as prescribed by § CFR 383.25(a)(1) of

this part.

A CLP holder with a S endorsement is prohibited

from operating a school bus with passengers, other

than Federal/State auditors and inspectors, test

examiners, other trainees, and the CDL holder

accompanying the CLP holder as prescribed by §

CFR 383.25(a)(1) of this part.

(V) - Medical Variance: If the State is notified

according to § 383.73(o)(3) that the driver has been

issued a medical variance, the State must indicate

the existence of such a medical variance on the

CDLIS driver record and the CDL document, if

issued, using the restriction code ‘‘V’’ to indicate

there is information about a medical variance on the

CDLIS driver record.

(X) - No cargo in CMV tank vehicle: A CLP holder

with an N endorsement may only operate an empty

tank vehicle and is prohibited from operating any

tank vehicle that previously contained hazardous

materials that has not been purged of any residue.

(Z) - No full air brake equipped CMV: If an

applicant performs the skills test in a vehicle

equipped with air over hydraulic brakes, the State

must indicate on the CDL, if issued, that the person

is restricted from operating a CMV equipped with

any braking system operating fully on the air brake

principle. For the purposes of the skills test and the

restriction, air over hydraulic brakes includes any

braking system operating partially on the air brake

and partially on the hydraulic brake principle.

Any additional jurisdictional restrictions that apply to

the CLP driving privilege.

To Get a CDL or CLP

To get a CDL or CLP, you must pass knowledge and

skills tests. This manual will help you pass the tests,

however, it 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

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Figure 1.1

NOTE: A bus may be Class A, B, or C depending on whether the GVWR is over 26,001 pounds or is a combination vehicle.

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1.1 – Commercial Driver License Tests

1.1.1

– Knowledge Tests

You will have to take one or more knowledge tests,

depending on what class of license and what

endorsements you need. The CDL knowledge tests

include:

The general knowledge test, taken by all

applicants.

The passenger transport test, taken by all bus

driver applicants.

The air brakes test, which you must take if your

vehicle has air brakes, including air over hydraulic

brakes.

The combination vehicles test, which is required

if you want to drive combination vehicles.

The hazardous materials test, required if you

want to haul hazardous materials as defined in 49

CFR 383.5. In order to obtain this endorsement

you are also required to pass a Transportation

Security Administration (TSA) background check.

The tank vehicle test, required if you want to haul

any liquid or gaseous materials in 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 chassis

The doubles/triples test, required if you want to

pull double or triple trailers.

The School Bus test, required if you want to drive

a school bus.

1.1.2

– Skills Tests

If you pass the required knowledge test(s), you can

take the CDL skills test when you are eligible. The

CDL Skills Test consists of three segments:

Vehicle inspection, basic vehicle control, and on-

road driving. You must take the segments in the

order listed and must pass each one before moving

to the next. 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 CDL Skills Test.

Vehicle Inspection. 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 of your vehicle.

You must point to/touch and name the item you are

inspecting and explain to the examiner what you

would inspect and why.

Basic Vehicle Control. Y

ou 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.

On-road Test. You will be tested on your skill to

safely drive your vehicle in a variety of traffic

situations. 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.

Figure 1.2 details which sections of this manual you

should study for each particular class of license and

for each endorsement.

What Sections Should You Study?

LICENSE

TYPE

ENDORSEMENT

Class

Hazardous

Materials

Double

/ Triple

Tank

Vehicles

Passenger

School

Bus

Sections

to Study

1 X X X

2 X X X

X X X

3 X X X

5* X X X

6 X

X X

11 X X X

X X

12 X X X

X X

13 X X X

X X

*Study section 5 if you plan to operate vehicles

equipped with air brakes.

Figure 1.2 – What to Study

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1.2 – Medical Documentation

Requirements

Starting January 30, 2012 and no later than January

30, 2014, if you are applying for a CDL Permit; or

are renewing, upgrading, adding endorsements to a

CDL; or transferring a CDL from another state, you

are required to provide information to your State

Driver’s License Agency (SDLA) regarding the type

of commercial motor vehicle 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 your SDLA to obtain a “certified”

medical status as part of your driving record. You

must contact your State Driver Licensing Agency

(SDLA) 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 new

requirements for medical certification, it is important

to know how you are using the CMV. The following

information will help you decide how to self-certify:

1.2.1

– Interstate or Intrastate Commerce

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:

From one State to another State or a foreign

country;

Between two places within a State, but during part

of the trip, the CMV crosses into another State or

foreign country; or

Between two places within a State, but the cargo or

passengers are part of a trip that began or will end

in another State or foreign country.

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.

1.2.2

– Inter/Intrastate Commerce: Status Non-

excepted or Excepted?

Once you decide whether you will operate in

interstate commerce or intrastate commerce,

you must decide whether you will operate (or expect

to operate) in a non-excepted or excepted status.

This decision will tell you to which of the four types

of commerce you must self-certify.

Interstate Commerce:

You operate in excepted interstate commerce

when you drive a CMV in interstate commerce only

for the following excepted activities:

To transport school children and/or school staff

between home and school;

As Federal, State or local government employees;

To transport human corpses or sick or injured

persons;

Fire truck or rescue vehicle drivers during

emergencies and other related activities;

Primarily in the transportation of propane winter

heating fuel when responding to an emergency

condition requiring immediate response such as

damage to a propane gas system after a storm or

flooding;

In Response to a pipeline emergency condition

requiring immediate response such as a pipeline

leak or rupture;

In custom harvesting on a farm or to transport farm

machinery and supplies used in the custom

harvesting operation to and from a farm or to

transport custom harvested crops to storage or

market;

Beekeeper in the seasonal transportation of bees;

Controlled and operated by a farmer, but is not a

combination vehicle (power unit and towed unit),

and is used to transport agricultural products, farm

machinery or farm supplies (no placardable

hazardous materials) to and from a farm and within

150 air-miles of the farm;

As a private motor carrier of passengers for non-

business purposes; or

To transport migrant workers.

If you answered yes to one or more of the above

activities as the only operation in which you drive,

you operate in excepted interstate commerce and

do not need a Federal medical examiner’s

certificate.

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If you answered no to all of the above activities, you

operate in non-excepted interstate commerce

and are required to provide a current medical

examiner’s certificate (49 CFR 391.45),commonly

referred to as a medical certificate or DOT card, to

your State Driver Licensing Agency (SDLA). Most

CDL holders who drive CMVs in interstate

commerce are non-excepted interstate

commerce drivers.

If you operate in both excepted interstate

commerce and non-excepted interstate

commerce, you must choose non-excepted

interstate commerce to be qualified to operate in

both types of interstate commerce.

Intrastate Commerce:

You operate in excepted Intrastate commerce

when you drive a CMV only in intrastate commerce

activities for which your State of licensure has

determined do not require you to meet the State’s

medical certification requirements. (contact your

SDLA about their requirements).

You operate in non-excepted intrastate

commerce when you drive a CMV only in intrastate

commerce and are required to meet your State of

licensure’s medical certification requirements

(contact your SDLA about their requirements).

If you operate in both excepted intrastate

commerce and non-excepted intrastate

commerce, you must choose non-excepted

intrastate commerce.

1.2.3

– Self-Certification Statements

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 may vary from those

shown below:



Interstate non-excepted: I certify that I operate

or expect to operate in interstate commerce,

that I am subject to and meet the Federal DOT

medical card requirements under 49 CFR part

391; and that I am required to obtain a medical

examiner’s certificate.



Interstate excepted: I certify that I operate or

expect to operate in interstate commerce, but

engage exclusively in transportation or

operations excepted under 49 CFR §§390.3(f),

391.2, 391.68 or 398.3 from all or parts of the

qualification requirements of 49 CFR part 391;

and that I am not required to obtain a medical

examiner’s certificate.



Intrastate non-excepted: I certify that I operate

or expect to operate entirely in intrastate

commerce, that I am subject to and meet the

medical requirements for my State; and that I

am required to obtain a medical examiner’s

certificate.



Intrastate excepted: I certify that I operate or

expect to operate entirely in intrastate

commerce, that I am not subject to the medical

requirements for my State; and that I am not

required to obtain a medical examiner’s

certificate.

1.3 - CDL Disqualifications

1.3.1

– General

You may not drive a commercial motor vehicle if you

are disqualified for any reason.

1.3.2

– Alcohol, Leaving the Scene of an

Accident, and Commission of a Felony

It is illegal to operate a CMV if your blood alcohol

concentration (BAC) is .04% 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 one year for a first

offense for:

Driving a CMV if your blood alcohol concentration

is .04% or higher.

Driving a CMV under the influence of alcohol.

Refusing to undergo blood alcohol testing.

Driving a CMV while under the influence of a

controlled substance.

Leaving t

he scene of an accident involving a CMV.

Committing a felony involving the use of a CMV.

Driving a CMV when the CDL is suspended.

Causing a fatality through negligent operation of a

CMV.

You will lose your CDL for at least three 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.

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You will be put out-of-service for 24 hours if you

have any detectable amount of alcohol under .04%.

1.3.3

– Serious Traffic Violations

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 at least 60 days if you have committed two

serious traffic violations within a three-year period

involving a CMV.

For at least 120 days for three or more serious

traffic violations within a three-year period involving

a CMV.

1.3.4

– Violation of Out-of-Service Orders

You will lose your CDL:

[For at least 90 days if you have committed your

first violation of an out-of-service order.

For at least one year if you have committed two

violations of an out-of-service order in a ten-year

period.

For at least three years if you have committed

three or more violations of an out-of-service order

in a ten-year period].

1.3.5

– Railroad-highway Grade Crossing

Violations

You will lose your CDL:

For at least 60 days for your first violation.

For at least 120 days for your second violation

within a three-year period.

For at least one year for your third violation within a

three-year period.

These violations include violation of a federal, state

or local law or regulation pertaining to one of the

following six offenses at a railroad-highway grade

crossing:

For drivers who are not required to always stop,

failing to stop before reaching the crossing if the

tracks are not clear.

For drivers who are not required to always stop,

failing to slow down and check that the tracks are

clear of an approaching train.

For drivers who are always required to stop, failing

to stop before driving onto the crossing.

For all drivers failing to have sufficient space to

drive completely through the crossing without

stopping.

For all drivers failing to obey a traffic control device

or the directions of an enforcement official at the

crossing.

For all drivers failing to negotiate a crossing

because of insufficient undercarriage clearance.

1.3.6

– Hazardous Materials Endorsement

Background Check and Disqualifications

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 you will lose your hazardous

materials endorsement if you:

Are not a lawful permanent resident of the United

States.

Renounce your United States citizenship.

Are wanted or under indictment for certain felonies.

Have a conviction in military or civilian court for

certain felonies.

Have been adjudicated as lacking mental capacity

or have been involuntarily committed to a mental

health facility as specified in §1572.109.

Are considered to pose a security threat as

determined by the Transportation Security

Administration.

The background check procedures vary from

jurisdiction to jurisdiction. Your licensing agency

will provide you with all the information you need to

complete the required TSA background check

procedures.

1.3.7

– Traffic Violations in Your Personal

Vehicle

The Motor Carrier Safety Improvement Act

(MCSIA) of 1999 requires a CDL holder to be

disqualified from operating a commercial motor

vehicle if the CDL holder has been convicted of

certain types of moving violations in their personal

vehicle.

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If your privilege to operate your personal vehicle is

revoked, cancelled, or suspended due to violations

of traffic control laws (other than parking violations)

you will also lose your CDL driving privileges.

If your privilege to operate your personal vehicle is

revoked, cancelled, or suspended due to alcohol,

controlled substance or felony violations, you will

lose your CDL for 1 year. If you are convicted of a

second violation in your personal vehicle or CMV

you will lose your CDL for life.

If your license to operate your personal vehicle is

revoked, cancelled, or suspended you may not

obtain a “hardship” license to operate a CMV.

1.4 – Other CDL Rules

There are other federal and state rules that affect

drivers operating CMVs in all states. Among them

are:

You cannot have more than one license. If you

break this rule, a court may fine you up to $5,000

or put you in jail and keep your home state license

and return any others.

You must notify your employer within 30 days of

conviction for any traffic violations (except parking).

This is true no matter what type of vehicle you

were driving.

You must notify your motor vehicle licensing

agency within 30 days if you are convicted in any

other jurisdiction of any traffic violation (except

parking). This is true no matter what type of vehicle

you were driving.

You must notify your employer within two business

days if your license is suspended, revoked, or

canceled, or if you are disqualified from driving.

You must give your employer information on all

driving jobs you have held for the past 10 years.

You must do this when you apply for a commercial

driving job.

No one can drive a commercial motor vehicle

without a CDL. A court may fine you up to $5,000

or put you in jail for breaking this rule.

If you have a hazardous materials endorsement

you must notify and surrender your hazardous

materials endorsement to the state that issued

your CDL within 24 hours of any conviction or

indictment in any jurisdiction, civilian or military, for,

or found not guilty by reason of insanity of a

disqualifying crime listed in 49 CFR 1572.103; who

is adjudicated as lacking mental capacity or have

been involuntarily committed to a mental institution

as specified in 49 CFR 1572.109; or who

renounces his or her U. S. citizenship;

Your employer may not let you drive a commercial

motor vehicle if you have more than one license or

if you’re CDL is suspended or revoked. A court

may fine the employer up to $5,000 or put him/her

in jail for breaking this rule.

All states are connected to one computerized

system to share information about CDL drivers.

The states will check on drivers' accident records

to be sure that drivers do not have more than one

CDL.

You are not allowed to hold a mobile telephone to

conduct a voice communication or dial a mobile

telephone by pressing more than a single button

when driving.

You are not allowed to send or read text messages

while driving.

You must be properly restrained by a safety belt

at all times while operating a commercial motor

vehicle. The safety belt design holds the driver

securely behind the wheel during a crash,

helping the driver to control the vehicle and

reduces the chance of serious injury or death. If

you do not wear a safety belt, you are four times

more likely to be fatally injured if you are thrown

from the vehicle.

Your state may have additional rules that you

must also obey.

1.5 – International Registration Plan

International Fuel Tax Agreement

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 fuels

taxes for vehicles traveling throughout the 48

contiguous United States and 10 Canadian

provinces.

Under the IRP, jurisdictions must register

apportioned vehicles which includes issuing license

plates and cab cards or proper credentials,

calculate, collect and distribute IRP fees, audit

carriers for accuracy of reported distance and fees

and enforce IRP requirements.

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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 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 all IFTA

member jurisdictions.

It is the base jurisdiction's responsibility to remit the

taxes collected to other member jurisdictions and to

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 the IFTA licensee may be

the vehicle owner or the vehicle 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 Plan and

the IFTA for Qualified Vehicle and Qualified Motor

Vehicle:

For purposes of IRP:

A Qualified Vehicle is (except as provided below)

any Power Unit that is used or

intended for use in two or more Member

Jurisdictions and that is used for the transportation

of persons for hire or designed, used, or maintained

primarily for the transportation of property, and:

(i)

has two Axles and a gross Vehicle weight or

registered gross Vehicle weight in

(ii)

excess of 26,000 pounds (11,793.401

kilograms), or

(iii)

has three or more Axles, regardless of weight,

(iv)

is used in combination, when the gross Vehicle

weight of such combination exceeds 26,000

pounds (11,793.401 kilograms).

While similar, the Qualified Motor Vehicle in IFTA

means a motor vehicle used, designed, or

maintained for transportation of persons or property

and:

Having two axles and a gross vehicle weight

or registered gross vehicle weight exceeding

26,000 pounds or 11,797 kilograms; or

Is used in combination, when the weight of

such combination exceeds 26,000 pounds or

11,797 kilograms gross vehicle or registered

gross vehicle weight. Qualified Motor Vehicle

does not include recreational vehicles.

If the vehicle you operate is registered under IRP

and you are a 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 times 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 Individual

Vehicle Distance Records, these documents must

include the following information:

Distance

Per Article IV of the IRP Plan

(i)

Date of trip (starting and ending)

(ii)

Trip origin and destination – City and State

or Province

(iii)

Route(s) of travel

(iv)

Beginning and ending odometer or

hubometer reading of the trip

(v)

Total distance traveled

(vi)

In-Jurisdiction distance

(vii)

Power unit number or vehicle identification

number.

Fuel

Per Section P560 of the IFTA Procedures Manual

.300 An acceptable receipt or invoice must

include, but shall not be limited to, the following:

.005 Date of purchase

.010 Seller's name and address

.015 Number of gallons or liters purchased;

.020 Fuel type

.025 Price per gallon or liter or total amount of

sale

.030 Unit number or other unique vehicle

identifier

.035 Purchaser's name

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Section 1 - Introduction

Version: July 2017

Page 1-12

An example of an IVDR that must be completed in

its entirety for each trip can be found in Figure 1

below. Each individual IVDR should be filled out for

only one vehicle. The rules to follow when trying to

determine how and when to log an odometer

reading are the following:



At the beginning of the day



When leaving the state or province



At the end of the trip/day

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 any 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, the routes,

odometer readings and fuel purchases. By

completing this document in full and keeping all

records required by both the IRP and the IFTA, you

will have ensured 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 four 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 the

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 training video on the

website home page available in English, Spanish

and French

For additional information on IFTA and the

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.

Figure 1 – Individual Vehicle Mileage & Fuel Record (Example)

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Commercial Driver’s License Manual –Modernized Testing System

Section 2 – Driving Safely

Version: July 2017

Page 2-1

Section 2

DRIVING SAFELY

This Section Covers

• Vehicle Inspection

• Basic Control of Your Vehicle

• Shifting Gears

• Seeing

• Communicating

• Space Management

• Controlling Your Speed

• Seeing Hazards

• Distracted Driving

• Aggressive Drivers/Road Rage

• Night Driving & Driver Fatigue

• Driving in Fog

• Winter Driving

• Hot Weather Driving

• Railroad-highway Crossings

• Mountain Driving

• Driving Emergencies

• Antilock Braking Systems

• Skid Control and Recovery

• Accident Procedures

• Fires

• Alcohol, Other Drugs, and Driving

• Hazardous Materials Rules

This section contains knowledge and safe driving

information that all commercial drivers 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.

2.1 – Vehicle Inspection

2.1.1

– Why Inspect

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, a crash 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.

2.1.2

– Types of Vehicle Inspection

Vehicle Inspection. A Vehicle inspection will help

you find problems that could cause a crash or

breakdown.

During a Trip. For safety you should:

Watch gauges for signs of trouble.

Use your senses to check for problems (look,

listen, smell, feel).

Check critical items when you stop:

Tires, wheels and rims.

Brakes.

Lights and reflectors.

Brake and electrical connections to trailer.

Trailer coupling devices.

Cargo securement devices.

After-trip Inspection and Report. 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.

2.1.3

– What to Look For

Tire Problems

Too much or too little air pressure.

Bad wear. You need at least 4/32-inch tread depth

in every major groove on front tires. You need 2/32

inch on other tires. No fabric should show through

the tread or sidewall.

Cuts or other damage.

Tread separation.

Dual tires that come in contact with each other or

parts of the vehicle.

Mismatched sizes.

Radial and bias-ply tires used together.

Cut or cracked valve stems.

Re-grooved, recapped, or retreaded tires on the

front wheels of a bus are prohibited.

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Wheel and Rim Problems

Damaged rims.

Rust around wheel nuts may mean the nuts are

loose--check tightness. After a tire has been

changed, stop a short while later and re-check

tightness of nuts.

Missing clamps, spacers, studs, or lugs means

danger.

Mismatched, bent, or cracked lock rings are

dangerous.

Wheels or rims that have had welding repairs are

not safe.

Bad Brake Drums or Shoes

Cracked drums.

Shoes or pads with oil, grease, or brake fluid on

them.

Shoes worn dangerously thin, missing, or broken.

Steering System Defects

Missing nuts, bolts, cotter keys, or other parts.

Bent, loose, or broken parts, such as steering

column, steering gear box, or tie rods.

If power steering equipped, check hoses, pumps,

and fluid level; check for leaks.

Steering wheel play of more than 10 degrees

(approximately 2 inches movement at the rim of a

20-inch steering wheel) can make it hard to steer.

Figure 2.1

Suspension System Defects. 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:

Spring hangers that allow movement of axle from

proper position. See Figure 2.2.

Figure 2.2

Cracked or broken spring hangers.

Missing or broken leaves in any leaf spring. If one-

fourth or more are missing, it will put the vehicle

"out of service", but any defect could be

dangerous. See Figure 2.3.

Figure 2.3

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Page 2-3

Broken leaves in a multi-leaf spring or leaves that

have shifted so they might hit a tire or other part.

Leaking shock absorbers.

Torque rod or arm, u-bolts, spring hangers, or

other axle positioning parts that are cracked,

damaged, or missing.

Air suspension systems that are damaged and/or

leaking. See Figure 2.4.

Figure 2.4

Any loose, cracked, broken, or missing frame

members.

Exhaust System Defects. A broken exhaust

system can let poison fumes into the cab or sleeper

berth. Look for:

Loose, broken, or missing exhaust pipes, mufflers,

tailpipes, or vertical stacks.

Loose, broken, or missing mounting brackets,

clamps, bolts, or nuts.

Exhaust system parts rubbing against fuel system

parts, tires, or other moving parts of vehicle.

Exhaust system parts that are leaking.

Emergency Equipment. Vehicles must be

equipped with emergency equipment. Look for:

Fire extinguisher(s).

Spare electrical fuses (unless equipped with circuit

breakers).

Warning devices for parked vehicles: three

reflective triangles or at least 6 fuses or 3 liquid

burning flares).

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.

2.1.4

– CDL Vehicle Inspection Test

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 a Vehicle inspection of your

vehicle. You must point to/touch and name the item

you are inspecting and explain to the examiner what

you would inspect and why. The following seven-

step inspection method should be useful.

2.1.5

– Seven-step Inspection Method

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 general

condition. Look for damage or 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.).

Vehicle Inspection Guide

Step 1: Vehicle Overview

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

not needed to be repaired.

Step 2: Check Engine Compartment

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 don't fall and break something),

or open the engine compartment door.

Check the following:

Engine oil level.

Coolant level in radiator; condition of hoses.

Power steering fluid level; hose condition (if so

equipped).

Windshield washer fluid level.

Battery fluid level, connections and tie downs

(battery may be located elsewhere)

Automatic transmission fluid level (may require

engine to be running).

Check belts for tightness and excessive wear

(alternator, water pump, air compressor)--learn

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how much "give" the belts should have when

adjusted right, and check each one.

Leaks in the engine compartment (fuel, coolant, oil,

power steering fluid, hydraulic fluid, battery fluid).

Cracked, worn electrical wiring insulation.

Lower and secure hood, cab, or engine

compartment door.

Step 3: Start Engine and Inspect Inside the Cab

Get In and Start Engine

Make sure parking brake is on.

Put gearshift in neutral (or "park" if automatic).

Start engine; listen for unusual noises.

If equipped, check the Anti-lock Braking System

(ABS) indicator lights. Light on dash should come

on and then turn off. If it stays on the ABS is not

working properly. For trailers only, if the yellow

light on the left rear of the trailer stays on, the ABS

is not working properly.

Look at the Gauges

Oil pressure. Should come up to normal within

seconds after engine is started. See Figure 2.5

Air pressure. Pressure should build from 50 to 90

psi within 3 minutes. Build air pressure to governor

cut-out (usually around 120 – 140 psi. Know your

vehicle’s requirements.

Ammeter and/or voltmeter. Should be in normal

range(s).

Coolant temperature. Should begin gradual rise to

normal operating range.

Engine oil temperature. Should begin gradual rise

to normal operating range.

Warning lights and buzzers. Oil, coolant, charging

circuit warning, and antilock brake system lights

should go out right away.

Check Condition of Controls. Check all of the

following for looseness, sticking, damage, or

improper setting:

Steering wheel.

Clutch.

Accelerator ("gas pedal").

Brake controls.

Foot brake.

Trailer brake (if vehicle has one).

Parking brake.

Retarder controls (if vehicle has them).

Transmission controls.

Interaxle differential lock (if vehicle has one).

Horn(s).

Windshield wiper/washer.

Lights.

Headlights.

Dimmer switch.

Turn signal.

Four-way flashers.

Parking, clearance, identification, marker

switch(es).

Figure 2.5

Check Mirrors and Windshield. Inspect mirrors

and windshield for cracks, dirt, illegal stickers, or

other obstructions to seeing clearly. Clean and

adjust as necessary.

Check Emergency Equipment

Check for safety equipment:

Spare electrical fuses (unless vehicle has circuit

breakers).

Three red reflective triangles, 6 fuses or 3 liquid

burning flares.

Properly charged and rated fire extinguisher.

Check for optional items such as:

Chains (where winter conditions require).

Tire changing equipment.

List of emergency phone numbers

Accident reporting kit (packet).

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Check Safety Belt. Check that the safety belt is

securely mounted, adjusts; latches properly and is

not ripped or frayed.

Step 4: Turn Off Engine and Check Lights

Make sure the parking brake is set, turn off the

engine, and take the key with you. Turn on

headlights (low beams) and four-way emergency

flashers, and get out of the vehicle.

Step 5: Do Walk-around Inspection

Go to front of vehicle and check that low beams

are on and both of the four-way flashers are

working.

Push dimmer switch and check that high beams

work.

Turn off headlights and four-way emergency

flashers.

Turn on parking, clearance, side-marker, and

identification lights.

Turn on right turn signal, and start walk-around

inspection.

General

Walk around and inspect.

Clean all lights, reflectors, and glass as you go

along.

Left Front Side

Driver's door glass should be clean.

Door latches or locks should work properly.

Left front wheel.

Condition of wheel and rim--missing, bent, broken

studs, clamps, lugs, or any signs of misalignment.

Condition of tires--properly inflated, valve stem and

cap OK, no serious cuts, bulges, or tread wear.

Use wrench to test rust-streaked lug nuts, indicating

looseness.

Hub oil level OK, no leaks.

Left front suspension.

Condition of spring, spring hangers, shackles,

u-bolts.

Shock absorber condition.

Left front brake.

Condition of brake drum or disc.

Condition of hoses.

Front

Condition of front axle.

Condition of steering system.

No loose, worn, bent, damaged or missing parts.

Must grab steering mechanism to test for

looseness.

Condition of windshield.

Check for damage and clean if dirty.

Check windshield wiper arms for proper spring

tension.

Check wiper blades for damage, "stiff" rubber, and

securement.

Lights and reflectors.

Parking, clearance, and identification lights clean,

operating, and proper color (amber at front).

Reflectors clean and proper color (amber at front).

Right front turn signal light clean, operating, and

proper color (amber or white on signals facing

forward).

Right Side

Right front: check all items as done on left front.

Primary and secondary safety cab locks engaged

(if cab-over-engine design).

Right fuel tank(s).

Securely mounted, not damaged, or leaking.

Fuel crossover line secure.

Tank(s) contain enough fuel.

Cap(s) on and secure.

Condition of visible parts.

Rear of engine--not leaking.

Transmission--not leaking.

Exhaust system--secure, not leaking, not touching

wires, fuel, or air-lines.

Frame and cross members--no bends or cracks.

Air-lines and electrical wiring--secured against

snagging, rubbing, wearing.

Spare tire carrier or rack not damaged (if so

equipped).

Spare tire and/or wheel securely mounted in rack.

Spare tire and wheel adequate (proper size,

properly inflated).

Cargo securement (trucks).

Cargo properly blocked, braced, tied, chained, etc.

Header board adequate, secure (if required).

Side boards, stakes strong enough, free of damage,

properly set in place (if so equipped).

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Canvas or tarp (if required) properly secured to

prevent tearing, billowing, or blocking of mirrors.

If oversize, all required signs (flags, lamps, and

reflectors) safely and properly mounted and all

required permits in driver's possession.

Curbside cargo compartment doors in good

condition, securely closed, latched/locked and

required security seals in place.

Right Rear

Condition of wheels and rims--no missing, bent, or

broken spacers, studs, clamps, or lugs.

Condition of tires--properly inflated, valve stems

and caps OK, no serious cuts, bulges, tread wear,

tires not rubbing each other, and nothing stuck

between them.

Tires same type, e.g., not mixed radial and bias

types.

Tires evenly matched (same sizes).

Wheel bearing/seals not leaking.

Suspension.

Condition of spring(s), spring hangers, shackles,

and u-bolts.

Axle secure.

Powered axle(s) not leaking lube (gear oil).

Condition of torque rod arms, bushings.

Condition of shock absorber(s).

If retractable axle equipped, check condition of lift

mechanism. If air powered, check for leaks.

Condition of air ride components.

Brakes.

Brake adjustment.

Condition of brake drum(s) or discs.

Condition of hoses--look for any wear due to

rubbing.

Lights and reflectors.

Side-marker lights clean, operating, and proper

color (red at rear, others amber).

Side-marker reflectors clean and proper color (red

at rear, others amber).

Rear

Lights and reflectors.

Rear clearance and identification lights clean,

operating, and proper color (red at rear).

Reflectors clean and proper color (red at rear).

Taillights clean, operating, and proper color (red at

rear).

Right rear turn signal operating, and proper color

(red, yellow, or amber at rear).

License plate(s) present, clean, and secured.

Splash guards present, not damaged, properly

fastened, not dragging on ground, or rubbing tires.

Cargo secure (trucks).

Cargo properly blocked, braced, tied, chained, etc.

Tailboards up and properly secured.

End gates free of damage, properly secured in

stake sockets.

Canvas or tarp (if required) properly secured to

prevent tearing, billowing, or blocking of either the

rearview mirrors or rear lights.

If over-length, or over-width, make sure all signs

and/or additional lights/flags are safely and

properly mounted and all required permits are in

driver's possession.

Rear doors securely closed, latched/locked.

Left Side

Check all items as done on right side, plus:

Battery(ies) (if not mounted in engine

compartment).

Battery box(es) securely mounted to vehicle.

Box has secure cover.

Battery(ies) secured against movement.

Battery(ies) not broken or leaking.

Fluid in battery(ies) at proper level (except

maintenance-free type).

Cell caps present and securely tightened (except

maintenance-free type).

Vents in cell caps free of foreign material (except

maintenance-free type).

Step 6: Check Signal Lights

Get In and Turn Off Lights

Turn off all lights.

Turn on stop lights (apply trailer hand brake or

have a helper put on the brake pedal).

Turn on left turn signal lights.

Get Out and Check Lights

Left front turn signal light clean, operating and

proper color (amber or white on signals facing the

front).

Left rear turn signal light and both stop lights clean,

operating, and proper color (red, yellow, or amber).

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Get In Vehicle

Turn off lights not needed for driving.

Check for all required papers, trip manifests,

permits, etc.

Secure all loose articles in cab (they might interfere

with operation of the controls or hit you in a crash).

Start the engine.

Step 7: Start the Engine and Check

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

five 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 manual.

Brake System

Test Parking Brake(s)

Fasten safety belt

Set parking brake (power unit only).

Release trailer parking brake (if applicable).

Place vehicle into a low gear.

Gently pull forward against parking brake to make

sure the parking brake holds.

Repeat the same steps for the trailer with trailer

parking brake set and power unit parking brakes

released (if applicable).

If it doesn't hold vehicle, it is faulty; get it fixed.

Test Service Brake Stopping Action

Go about five miles per hour.

Push brake pedal firmly

"Pulling" to one side or the other can mean brake

trouble.

Any unusual brake pedal "feel" or delayed stopping

action can mean trouble.

If you find anything unsafe during the Vehicle

inspection, get it fixed. Federal and state laws forbid

operating an unsafe vehicle.

2.1.6

– Inspection during a Trip

Check Vehicle Operation Regularly

You should check:

Instruments.

Air pressure gauge (if you have air brakes).

Temperature gauges.

Pressure gauges.

Ammeter/voltmeter.

Mirrors.

Tires.

Cargo, cargo covers.

Lights, etc

If you see, hear, smell, or feel anything that might

mean trouble, check it out.

Safety Inspection. Drivers of trucks and truck

tractors when transporting cargo must inspect the

securement of the cargo within the first 50 miles of

a trip and every 150 miles or every three hours

(whichever comes first) after.

2.1.7

– After-trip Inspection and Report

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

mechanical breakdown.

Subsection 2.1

Test Your Knowledge

The vehicle inspection report tells the motor carrier

about problems that may need fixing. Keep a copy

of your report in the vehicle for one day. That way,

the next driver can learn about any problems you

have found.

What is the most important reason for doing a

vehicle inspection?

What things should you check during a trip?

Name some key steering system parts.

Name some suspension system defects.

What three kinds of emergency equipment must

you have?

What is the minimum tread depth for front tires?

For other tires?

Name some things you should check on the

front of your vehicle during the walk around

inspection.

What should wheel bearing seals be checked

for?

How many red reflective triangles should you

carry?

10.

How do you test hydraulic brakes for leaks?

11.

Why put the starter switch key in your pocket

during the Vehicle inspection?

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These questions may be on your test. If you can’t

answer them all, re-read subsection 2.1.

2.2 – Basic Control of Your Vehicle

To drive a vehicle safely, you must be able to control

its speed and direction. Safe operation of a

commercial vehicle requires skill in:

Accelerating.

Steering.

Stopping.

Backing safely.

Fasten your seatbelt when on the road. Apply the

parking brake when you leave your vehicle.

2.2.1

– Accelerating

Don't 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.

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.

2.2.2

– Steering

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.

2.2.3

– Stopping

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.

2.2.4

– Backing Safely

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.

Look at your path.

Use mirrors on both sides.

Back slowly.

Back and turn toward the driver's side whenever

possible.

Use a helper whenever possible.

These rules are discussed in turn below.

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 and

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 to

the driver's side so that you can see better. Backing

toward the right side is very dangerous because you

can't 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 can't 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."

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2.3 – Shifting Gears

Correct shifting of gears is important. If you can't get

your vehicle into the right gear while driving, you will

have less control.

2.3.1

– Manual Transmissions

Basic Method for Shifting Up. Most heavy

vehicles with unsynchronized manual transmissions

require double clutching to change gears. If

equipped with a synchronized manual transmission,

double clutching is NOT required This is the basic

method:

Release accelerator, push in clutch and shift to

neutral at the same time.

Release clutch.

Let engine and gears slow down to the rpm

required for the next gear (this takes practice).

Push in clutch and shift to the higher gear at the

same time.

Release clutch and press accelerator at the same

time.

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, don't try to force it. Return to neutral, release

clutch, increase engine speed to match road speed,

and try again.

Knowing When to Shift Up. There are two ways of

knowing when to shift:

Use Engine Speed (rpm). Study the driver's

manual for your vehicle and learn the operating rpm

range. Watch your tachometer, and shift up when

your engine reaches the top of the range. (Some

newer vehicles use "progressive" shifting: the rpm

at which you shift becomes higher as you move up

in the gears. Find out what's right for the vehicle you

will operate.)

Use Road Speed (mph). Learn what speeds each

gear is good for. Then, by using the speedometer,

you'll know when to shift up.

With either method, you may learn to use engine

sounds to know when to shift.

Basic Procedures for Shifting Down

Release accelerator, push in clutch, and shift to

neutral at the same time.

Release clutch.

Press accelerator, increase engine and gear speed

to the rpm required in the lower gear.

Push in clutch and shift to lower gear at the same

time.

Release clutch and press accelerator at the same

time.

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.

2.3.2

– Multi-speed Rear Axles and Auxiliary

Transmissions

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.

2.3.3

– Automatic Transmissions

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.

2.3.4

– Retarders

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 four 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.

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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.

Subsections 2.2 and 2.3

Test Your Knowledge

Why should you back toward the driver's

side?

If stopped on a hill, how can you start

moving without rolling back?

When backing, why is it important to use a

helper?

What's the most important hand signal that

you and the helper should agree on?

What are the two special conditions where

you should downshift?

When should you downshift automatic

transmissions?

Retarders keep you from skidding when the

road is slippery. True or False?

What are the two ways to know when to

shift?

These questions may be on the test. If you can't

answer them all, re-read subsections 2.2 and 2.3.

2.4 – Seeing

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.

2.4.1

– Seeing Ahead

All drivers look ahead; but many don't 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's about a quarter of a mile. If

you're not looking that far ahead, you may have to

stop too quickly or make quick lane changes.

Looking 12 to 15 seconds ahead doesn't 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.

Figure 2.6

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.

2.4.2

– Seeing to the Sides and Rear

It's important to know what's going on behind and to

the sides. Check your mirrors regularly. Check more

often in special situations.

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's one way to spot a tire fire. If

you're carrying open cargo, you can use the mirrors

to check it. Look for loose straps, ropes, or chains.

Watch for a flapping or ballooning tarp.

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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:

Before you change lanes to make sure there is

enough room.

After you have signaled, to check that no one has

moved into your blind spot.

Right after you start the lane change, to double-

check that your path is clear.

After you complete the lane change.

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 you use your mirrors while driving on the

road, check quickly. Look back and forth between

the mirrors and the road ahead. Don't focus on the

mirrors for too long. Otherwise, you will travel quite

a distance without knowing what's happening

ahead.

Many large vehicles have curved (convex,

"fisheye," "spot," "bug-eye") 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's important to realize this and to allow for it.

Figure 2.7 shows the field of vision using a convex

mirror.

2.5 – Communicating

2.5.1

– Signal Your Intentions

Other drivers can't 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.

Figure 2.7

Turns. There are three good rules for using turn

signals:

Signal early. Signal well before you turn. It is the

best way to keep others from trying to pass you.

Signal continuously. You need both hands on the

wheel to turn safely. Don't cancel the signal until

you have completed the turn.

Cancel your signal. Don't forget to turn off your turn

signal after you've turned (if you don't have self-

canceling signals).

Lane Changes. Put your turn signal on before

changing lanes. Change lanes slowly and smoothly.

That way a driver you didn't see may have a chance

to honk his/her horn, or avoid your vehicle.

Slowing Down. Warn drivers behind you when you

see you'll need to slow down. A few light taps on the

brake pedal -- enough to flash the brake lights --

should warn following drivers. Use the four-way

emergency flashers for times when you are driving

very slowly or are stopped. Warn other drivers in

any of the following situations:

Trouble Ahead. The size of your vehicle may

make it hard for drivers behind you to see hazards

ahead. If you see a hazard that will require slowing

down, warn the drivers behind by flashing your

brake lights.

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Tight Turns. Most car drivers don't know how

slowly you have to go to make a tight turn in a

large vehicle. Give drivers behind you warning by

braking early and slowing gradually.

Stopping on the Road. Truck and bus drivers

sometimes stop in the roadway to unload cargo or

passengers, or to stop at a railroad crossing. Warn

following drivers by flashing your brake lights.

Don't stop suddenly.

Driving Slowly. Drivers often do not realize how

fast they are catching up to a slow vehicle until

they are very close. If you must drive slowly, alert

following drivers by turning on your emergency

flashers if it is legal. (Laws regarding the use of

flashers differ from one state to another. Check the

laws of the states where you will drive.)

Don't Direct Traffic. Some drivers try to help out

others by signaling when it is safe to pass. You

should not do this. You could cause an accident.

You could be blamed and it could cost you many

thousands of dollars.

2.5.2

– Communicating Your Presence

Other drivers may not notice your vehicle even

when it's in plain sight. To help prevent accidents,

let them know you're there.

When Passing. Whenever you are about to pass a

vehicle, pedestrian, or bicyclist, assume they don't

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 a crash even if they

don't see or hear you.

When It's 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 four-

way emergency flashers. This is important at night.

Don't 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 ten minutes. Place your warning

devices at the following locations:

If you must stop on or by a one-way or divided

highway, place warning devices 10 feet, 100 feet,

and 200 feet toward the approaching traffic. See

Figure 2.8.

Figure 2.8

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If you stop on a two-lane road carrying traffic in both

directions or on an undivided highway, place

warning devices within 10 feet of the front or rear

corners to mark the location of the vehicle and 100

feet behind and ahead of the vehicle, on the

shoulder or in the lane you stopped in. See Figure

2.9.

Figure 2.9

Back beyond any hill, curve, or other obstruction

that prevents other drivers from seeing the vehicle

within 500 feet. If line of sight view is obstructed due

to hill or curve, move the rear-most triangle to

a point back down the road so warning is provided.

See Figure 2.10.

Figure 2.10

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're there. It can help to avoid a

crash. Use your horn when needed. However, it can

startle others and could be dangerous when used

unnecessarily.

2.6 – Controlling Speed

Driving too fast is a major cause of fatal crashes.

You must adjust your speed depending on driving

conditions. These include traction, curves, visibility,

traffic and hills.

2.6.1

– Stopping Distance

Perception Distance + Reaction Distance + Braking

Distance = Total Stopping Distance

Perception distance. The distance your vehicle

travels, in ideal conditions; from the time your eyes

see a hazard until your brain recognizes it. Keep in

mind certain mental and physical conditions can

affect your perception distance. It can be affected

greatly depending on visibility and the hazard itself.

The average perception time for an alert driver is 1¾

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seconds. At 55 mph this accounts for 142 feet

traveled.

Reaction distance. The distance you will continue

to travel, in ideal conditions; before you physically

hit the brakes, in response to a hazard seen ahead.

The average driver has a reaction time of ¾ second

to 1 second. At 55 mph this accounts for 61 feet

traveled.

Braking distance. The distance your vehicle will

travel, in ideal conditions; while you are braking. At

55 mph on dry pavement with good brakes, it can

take about 216 feet.

Total stopping distance. The total minimum

distance your vehicle has traveled, in ideal

conditions; with everything considered, including

perception distance, reaction distance and braking

distance, until you can bring your vehicle to a

complete stop. At 55 mph, your vehicle will travel a

minimum of 419 feet. See Figure 2.11.

Figure 2.11

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 crashes 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. But 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.

2.6.2

– Matching Speed to the Road Surface

You can't 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 one-third (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's

hard to know if the road is slippery. Here are some

signs of slippery roads:

Shaded Areas. Shady parts of the road will remain

icy and slippery long after open areas have melted.

Bridges. When the temperature drops, bridges will

freeze before the road will. Be especially careful

when the temperature is close to 32 degrees

Fahrenheit.

Melting Ice. Slight melting will make ice wet. Wet

ice is much more slippery than ice that is not wet.

Black Ice. Black ice is a thin layer that is clear

enough that you can see the road underneath it. It

makes the road look wet. Any time the temperature

is below freezing and the road looks wet, watch out

for black ice.

Vehicle Icing. An easy way to check for ice is to

open the window and feel the front of the mirror,

mirror support, or antenna. If there's ice on these,

the road surface is probably starting to ice up.

Just After Rain Begins. Right after it starts to

rain, the water mixes with oil left on the road by

vehicles. This makes the road very slippery. If the

rain continues, it will wash the oil away.

Hydroplaning. In some weather, water or slush

collects on the road. When this happens, your

vehicle can hydroplane. It's like water skiing--the

tires lose their contact with the road and have little

or no traction. You may not be able to steer or

brake. You can regain control by releasing the

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accelerator and pushing in the clutch. This will slow

your vehicle and let the wheels turn freely. If the

vehicle is hydroplaning, do not use the brakes to

slow down. If the drive wheels start to skid, push in

the clutch to let them turn freely.

It does not take a lot of water to cause hydroplaning.

Hydroplaning can occur at speeds as low as 30 mph

if there is a lot of water. Hydroplaning is more likely

if tire pressure is low, or the tread is worn. (The

grooves in a tire carry away the water; if they aren't

deep, they don't work well.)

Road surfaces where water can collect can create

conditions that cause a vehicle to hydroplane.

Watch for clear reflections, tire splashes, and

raindrops on the road. These are indications of

standing water.

2.6.3

– Speed and Curves

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. Don't 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.

2.6.4

– Speed and Distance Ahead

You should always be able to stop within the

distance you can see ahead. Fog, rain, or other

conditions may require that you slowdown to be

able to stop in the distance you can see. At night,

you can't see as far with low beams as you can with

high beams. When you must use low beams, slow

down.

2.6.5

– Speed and Traffic Flow

When you're 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 many 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. But, 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'll have to keep

passing other vehicles. This increases the chance

of a crash, and it is more tiring. Fatigue increases

the chance of a crash. Going with the flow of traffic

is safer and easier.

2.6.6

– Speed on Downgrades

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:

Total weight of the vehicle and cargo.

Length of the grade.

Steepness of the grade.

Road conditions.

Weather.

If a speed limit is posted, or there is a sign indicating

"Maximum Safe Speed," never exceed the speed

shown. Also, look for and heed warning signs

indicating the length and steepness of the grade.

You must use the braking effect of the engine as the

principal way of controlling your speed on

downgrades. The braking effect of the engine is

greatest when it is near the governed rpms and the

transmission is in the lower gears. Save your brakes

so you will be able to slow or stop as required by

road and traffic conditions. Shift your transmission

to a low gear before starting down the grade and

use the proper braking techniques. Please read

carefully the section on going down long, steep

downgrades safely in "Mountain Driving."

2.6.7

– Roadway Work Zones

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 don’t 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.

Subsections 2.4, 2.5, and 2.6

Test Your Knowledge

How far ahead does the manual say you

should look?

What are two main things to look for ahead?

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What's your most important way to see the

sides and rear of your vehicle?

What does "communicating" mean in safe

driving?

Where should you place reflectors when

stopped on a divided highway?

What three things add up to total stopping

distance?

If you go twice as fast, will your stopping

distance increase by two or four times?

Empty trucks have the best braking. True or

False?

What is hydroplaning?

10.

What is "black ice”?

These questions may be on the test. If you can't

answer them all, re-read subsections 2.4, 2.5, and

2.6.

2.7 – Managing Space

To be a safe driver, you need space all around your

vehicle. When things go wrong, space gives you

time to think and to take action.

To have space available when something goes

wrong, you need to manage space. While this is true

for all drivers, it is very important for large vehicles.

They take up more space and they require more

space for stopping and turning.

2.7.1

– Space Ahead

Of all the space around your vehicle, it is the area

ahead of the vehicle--the space you're 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 one 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'll need 6 seconds. Over 40 mph,

you'd 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 one second for every ten feet of length.

If you are driving a 40-foot truck and only counted

up to 2 seconds, you're too close. Drop back a little

and count again until you have 4 seconds of

following distance (or 5 seconds, if you're 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 much more space to

stop.

Figure 2.12

2.7.2

– Space Behind

You can't stop others from following you too closely.

But there are things you can do to make it safer.

Stay to the Right. Heavy vehicles are often

tailgated when they can't keep up with the speed of

traffic. This often happens when you're going uphill.

If a heavy load is slowing you down, stay in the right

lane if you can. Going uphill, you should not pass

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another slow vehicle unless you can get around

quickly and safely.

Dealing with Tailgaters Safely. In a large vehicle,

it's often hard to see whether a vehicle is close

behind you. You may be tailgated:

When you are traveling slowly. Drivers trapped

behind slow vehicles often follow closely.

In bad weather. Many car drivers follow large

vehicles closely during bad weather, especially

when it is hard to see the road ahead.

If you find yourself being tailgated, here are some

things you can do to reduce the chances of a crash:

Avoid quick changes. If you have to slow down or

turn, signal early, and reduce speed very gradually.

Increase your following distance. Opening up

room in front of you will help you to avoid having to

make sudden speed or direction changes. It also

makes it easier for the tailgater to get around you.

Don't speed up. It's safer to be tailgated at a low

speed than a high speed.

Avoid tricks. Don't turn on your taillights or flash

your brake lights. Follow the suggestions above.

2.7.3

– Space to the Sides

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 two dangers

in traveling alongside other vehicles:

Another driver may change lanes suddenly and

turn into you.

You may be trapped when you need to change

lanes.

Find an open spot where you aren't 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. Don't drive alongside others

if you can avoid it.

2.7.4

– Space Overhead

Hitting overhead objects is a danger. Make sure you

always have overhead clearance.

Don't assume that the heights posted at bridges

and overpasses are correct. Re-paving or packed

snow may have reduced the clearances since the

heights were posted.

The weight of a cargo van changes its height. An

empty van is higher than a loaded one. That you

got under a bridge when you were loaded does not

mean that you can do it when you are empty.

If you doubt you have safe space to pass under an

object, go slowly. If you aren't sure you can make

it, take another route. Warnings are often posted

on low bridges or underpasses, but sometimes

they are not.

Some roads can cause a vehicle to tilt. There can

be a problem clearing objects along the edge of

the road, such as signs, trees, or bridge supports.

Where this is a problem, drive a little closer to the

center of the road.

Before you back into an area, get out and check

for overhanging objects such as trees, branches,

or electric wires. It's easy to miss seeing them

while you are backing. (Also check for other

hazards at the same time.)

2.7.5

– Space Below

Many drivers forget about the space under their

vehicles. That space can be very small when a

vehicle is heavily loaded. This is often a problem on

dirt roads and in unpaved yards. Don't 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. Don’t take a chance on

getting hung up halfway across.

2.7.6

– Space for Turns

The space around a truck or bus is important in

turns. Because of wide turning and off-tracking,

large vehicles can hit other vehicles or objects

during turns.

Right Turns. Here are some rules to help prevent

right-turn crashes:

Turn slowly to give yourself and others more time

to avoid problems.

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If you are driving a truck or bus that cannot make

the right turn without swinging into another lane,

turn wide as you complete the turn. Keep the rear

of your vehicle close to the curb. This will stop

other drivers from passing you on the right.

Don't turn wide to the left as you start the turn. A

following driver may think you are turning left and

try to pass you on the right. You may crash into the

other vehicle as you complete your turn.

If you must cross into the oncoming lane to make a

turn, watch out for vehicles coming toward you.

Give them room to go by or to stop. However, don't

back up for them, because you might hit someone

behind you. See Figure 2.13.

Figure 2.13

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 two turning lanes, always take the right

turn lane. Don't 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.

Figure 2.14

2.7.7

– Space Needed to Cross or Enter Traffic

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.

Because of slow acceleration and the space large

vehicles require, you may need a much larger gap

to enter traffic than you would in a car.

Acceleration varies with the load. Allow more room

if your vehicle is heavily loaded.

Before you start across a road, make sure you can

get all the way across before traffic reaches you.

2.8 – Seeing Hazards

2.8.1

– Importance of Seeing Hazards

What Is a Hazard? A hazard is any road condition

or other road user (driver, bicyclist, pedestrian) that

is a possible danger. For example, a car in front of

you is headed toward the freeway exit, but his brake

lights come on and he begins braking hard. This

could mean that the driver is uncertain about taking

the off ramp. He 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

a crash 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 him would have to do something very

suddenly. Sudden braking or a quick lane change is

much more likely to lead to a crash.

Learning to See Hazards. There are often clues

that will 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.

2.8.2

– Hazardous Roads

[Move-Over Laws]

[The incidents of law enforcement officers,

emergency medical services, fire department

personnel and people working on the road are

being struck while performing duties at the

roadside are increasing at a frightening pace. To

lessen the problem, move-over laws have been

enacted, which require drivers to slow and change

lanes when approaching a roadside incident or

emergency vehicle. Signs are posted on roadways

in states that have such laws].

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[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 making a lane change

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].

Slow down and be very careful if you see any of the

following road hazards.

Work Zones. When people are working on the road,

it is a hazard. There may be narrower lanes, sharp

turns, or uneven surfaces. Other drivers are often

distracted and drive unsafely. Workers and

construction vehicles may get in the way. Drive

slowly and carefully near work zones. Use your four-

way flashers or brake lights to warn drivers behind

you.

Drop Off. Sometimes the pavement drops off

sharply near the edge of the road. Driving too near

the edge can tilt your vehicle toward the side of the

road. This can cause the top of your vehicle to hit

roadside objects (signs, tree limbs). Also, it can be

hard to steer as you cross the drop off, going off the

road, or coming back on.

Foreign Objects. Things that have fallen on the

road can be hazards. They can be a danger to your

tires and wheel rims. They can damage electrical

and brake lines. They can be caught between dual

tires and cause severe damage. Some obstacles

that appear to be harmless can be very dangerous.

For example, cardboard boxes may be empty, but

they may also contain some solid or heavy material

capable of causing damage. The same is true of

paper and cloth sacks. It is important to remain alert

for objects of all sorts, so you can see them early

enough to avoid them without making sudden,

unsafe moves.

Off Ramps/On Ramps. Freeway and turnpike exits

can be particularly dangerous for commercial

vehicles. Off ramps and on ramps often have speed

limit signs posted. Remember, these speeds may

be safe for automobiles, but may not be safe for

larger vehicles or heavily loaded vehicles. Exits that

go downhill and turn at the same time can be

especially dangerous. The downgrade makes it

difficult to reduce speed. Braking and turning at the

same time can be a dangerous practice. Make sure

you are going slowly enough before you get on the

curved part of an off ramp or on ramp.

2.8.3

– Drivers Who Are 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 can't 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, ice-covered, 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 can't 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 often are in a hurry and may

suddenly step out of their vehicle or drive their

vehicle into the traffic lane.

Parked Vehicles Can Be Hazards, especially

when people 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 can't 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 can't

see you. Sometimes they wear portable stereos

with headsets, so they can't hear you either. This

can be dangerous. On rainy days, pedestrians may

not see you because of hats or umbrellas. They may

be hurrying to get 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 can't see you. But be

alert even when they are looking at you. They may

believe that they have the right of way.

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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

that 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 a crash. 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" symbol to warn you. This is a red

triangle with an orange center. Watch for it.

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:

Weaving across the road or drifting from one side

to another.

Leaving the road (dropping right wheels onto the

shoulder, or bumping across a curb in a turn).

Stopping at the wrong time (stopping at a green

light, or waiting for too long at a stop).

Open window in cold weather.

Speeding up or slowing down suddenly, driving too

fast or too slow.

Be alert for drunk drivers and sleepy drivers late at

night.

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 aren't 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.

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2.8.4

– Always Have a Plan

You should always be looking for hazards. Continue

to learn to see hazards on the road. However, don't

forget why you are looking for the hazards--they

may turn into emergencies. You look for the hazards

in order 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.

Subsections 2.7 and 2.8

Test Your Knowledge

How do you find out how many seconds of

following distance space you have?

If you are driving a 30-foot vehicle at 55

mph, how many seconds of following

distance should you allow?

You should decrease your following

distance if somebody is following you too

closely. True or False?

If you swing wide to the left before turning

right, another driver may try to pass you on

the right. True or False?

What is a hazard?

Why make emergency plans when you see

a hazard?

These questions may be on the test. If you can’t

answer them all, re-read subsections 2.7 and 2.8

2.9 – Distracted Driving

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 collisions,

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: outside traffic, vehicles or

pedestrians; outside events such as police pulling

someone over or a crash scene; sunlight/sunset;

objects in roadway; road construction; reading

billboards or other road advertisements; and many

others.

2.9.1

– The Distracted Driving Crash Problem

The Large Truck Crash Causation Study (LTCCS)

reported that 8 percent of large-truck crashes

occurred when Commercial Motor Vehicle (CMV)

drivers were externally distracted and 2 percent of

large truck crashes 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 crashes involving distracted

driving (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% of the energy it would ordinarily devote to

safe driving. Drivers who use a hand-held device

are more likely to get into a crash serious enough to

cause injury. (NHTSA distracted driving website,

www.distraction.gov).

2.9.2

– Effects of Distracted Driving

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.

2.9.3

– Types of Distractions

There are many causes of distraction, all with the

potential to increase risk.

Physical distraction – one that causes you to take

your hands off the wheel or eyes off the road, such

as reaching for an object.

Mental distraction – activities that take your mind

away from the road, such as engaging in

conversation with a passenger or thinking about

something that happened during the day.

Both physical and mental distraction – even

greater chance a crash could happen, such as

talking on a cell phone; or sending or reading text

messages.

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2.9.4

– Cell/Mobile Phones

49 CFR Part 383, 384, 390, 391 and 392 of the

Federal Motor Carrier Safety Regulations

(FMCSRs) and the Hazardous Materials

Regulations (HMR) restricts the use of hand-held

mobile telephones by drivers of commercial motor

vehicles (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 two 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 three 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 that the odds of being involved in

a safety-critical event (e.g., crash, near-crash,

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.

2.9.5

–Texting

49 CFR Part 383, 384, 390, 391, 392, the Federal

Motor Carrier Safety Regulations (FMCSR)

prohibits texting by commercial motor vehicle

(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, e-mailing, 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 two 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

three 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 that 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., crash, near-crash,

unintentional lane deviation) is 23.2 times greater

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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.

2.9.6

– Don’t Drive Distracted

Your goal should be to eliminate all in-vehicle

distractions before driving begins. Accomplishing

this goal can be done by:

Assessing all potential in-vehicle distractions before

driving

Developing a preventative plan to reduce/eliminate

possible distractions

Expecting distractions to occur

Discussing possible scenarios before getting behind

the wheel

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, crashes double. Some tips to follow so

you won’t become distracted:

Turn off all communication devices.

If you must use a mobile phone, make sure it is

within close proximity, that it is operable while you

are restrained, use an earpiece or the speaker

phone function, use voice-activated dialing; or use

the hands-free feature. Drivers are not in

compliance if they unsafely reach for a mobile

phone, even if they intend to use the hands-free

function.

Do not type or read a text message on a mobile

device while driving.

Familiarize yourself with your vehicle’s features and

equipment, before you get behind the wheel.

Adjust all vehicle controls and mirrors to your

preferences prior to driving.

Pre-program radio stations and pre-load your

favorite CDs.

Clear the vehicle of any unnecessary objects and

secure cargo.

Review maps, program the GPS and plan your route

before you begin driving.

Don’t attempt to read or write while you drive.

Avoid smoking, eating and drinking while you drive.

Leave early to allow yourself time to stop to eat.

Don’t engage in complex or emotionally intense

conversations with other occupants.

Secure commitment from other occupants to

behave responsibly and to support the driver in

reducing distractions.

2.9.7

– Watch Out for Other Distracted Drivers

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 a crash. Watch for:

Vehicles that may drift over the lane divider lines or

within their own lane.

Vehicles traveling at inconsistent speeds.

Drivers who are preoccupied with maps, food,

cigarettes, cell phones, or other objects.

Drivers who appear to be involved in conversations

with their passengers.

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. The other driver may not be aware

of your presence, and they may drift in front of you.

2.10 – Aggressive Drivers/Road Rage

2.10.1

– What Is It?

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 (i.e. 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.

2.10.2

– Don’t Be an Aggressive Driver

How you feel before you even start your vehicle has

a lot to do with how stress will affect you while

driving.

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Reduce your stress before and while you drive.

Listen to “easy listening” music.

Give the drive your full attention. Don’t allow

yourself to become distracted by talking on your

cell phone, eating, etc.

Be realistic about your travel time. Expect delays

because of traffic, construction, or bad weather

and make allowances.

If you’re going to be later than you expected – deal

with it. Take a deep breath and accept the delay.

Give other drivers the benefit of the doubt. Try to

imagine why he or she is driving that way.

Whatever their reason, it has nothing to do with

you.

Slow down and keep your following distance

reasonable.

Don’t drive slowly in the left lane of traffic.

Avoid gestures. Keep your hands on the wheel.

Avoid making any gestures that might anger

another driver, even seemingly harmless

expressions of irritation like shaking your head.

Be a cautious and courteous driver. If another

driver seems eager to get in front of you, say, “Be

my guest.” This response will soon become a habit

and you won’t be as offended by other drivers’

actions.

2.10.3

– What You Should Do When Confronted

by an Aggressive Driver

First and foremost, make every attempt to get out

of their way.

Put your pride in the back seat. Do not challenge

them by speeding up or attempting to hold-your-

own in your travel lane.

Avoid eye contact.

Ignore gestures and refuse to react to them.

Report aggressive drivers to the appropriate

authorities by providing a vehicle description,

license number, location and, if possible, direction

of travel.

If you have a cell phone, and can do it safely, call

the police.

If an aggressive driver is involved in a crash farther

down the road, stop a safe distance from the crash

scene, wait for the police to arrive, and report the

driving behavior that you witnessed.

Subsections 2.9 and 2.10

Test Your Knowledge

What are some tips to follow so you won’t

become a distracted driver?

How do you use in-vehicle communications

equipment cautiously?

How do you recognize a distracted driver?

What is the difference between aggressive

driving and road rage?

What should you do when confronted with an

aggressive driver?

What are some things you can do to reduce

your stress before and while you drive?

These questions may be on the test. If you can’t

answer them all, re-read subsections 2.9 and 2.10.

2.11 – Driving at Night

2.11.1

– It's More Dangerous

You are at greater risk when you drive at night.

Drivers can't see hazards as quickly as in daylight,

so they have less time to respond. Drivers caught

by surprise are less able to avoid a crash.

The problems of night driving involve the driver, the

roadway, and the vehicle.

2.11.2

– Driver Factors

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:

Always wear them when driving, even if driving short

distances. If your driver license says corrective

lenses are required, it is illegal to move a vehicle

without using corrective lenses.

Keep an extra set of corrective lenses in your

vehicle. If your normal corrective lenses are broken

or lost, you can use the spare lenses to drive safely.

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Avoid using dark or tinted corrective lenses at night,

even if you think they help with glare. Tinted lenses

cut down the light that you need to see clearly under

night driving conditions.

Glare. Drivers can be blinded for a short time by

bright light. . It can take several seconds to recover

from glare. Even two 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 a crash,

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 collisions. NHTSA estimates that

100,000 police-reported crashes a year are the

result of drowsy driving. According to the National

Sleep Foundation’s Sleep in America poll, 60% of

Americans have driven while feeling sleepy and

more than one third (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 a collision

increases dramatically.

At-Risk Groups

The risk of having a crash due to drowsy driving is

not uniformly distributed across the population.

Crashes 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 much more likely

to have fall-asleep crashes.

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 crash. At least

15% of all heavy truck crashes involve fatigue.

A congressionally mandated study of 80 long-haul

truck drivers in the United States and Canada found

that drivers averaged less than 5 hours of sleep per

day. (Federal Motor Carrier Safety Administration,

1996) It is no surprise then that the National

Transportation Safety Board (NTSB) reported that

drowsy driving was probably the cause of more than

half of crashes leading to a truck driver’s death.

(NTSB, 1990) For each truck driver fatality, another

three to four people are killed. (NHTSA, 1994)

Warning Signs of Fatigue

According to the National Sleep Foundation’s Sleep

in America poll, 60% of Americans have driven while

feeling sleepy and 36% 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:

Difficulty focusing, frequent blinking or heavy

eyelids

Yawning repeatedly or rubbing eyes

Day-dreaming; or wandering/disconnected

thoughts

Trouble remembering the last few miles driven;

missing exits or traffic signs

Trouble keeping head up

Drifting from your lane, following too closely or

hitting a shoulder rumble strip

Feeling restless and irritable

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.

Are You At Risk?

Before you drive, consider whether you are:

Sleep-deprived or fatigued (6 hours of sleep or less

triples your risk)

Suffering from sleep loss (insomnia), poor quality

sleep, or a sleep debt

Driving long distances without proper rest breaks

Driving through the night, mid-afternoon or when

you would normally be asleep. Many heavy motor

vehicle accidents occur between midnight and 6

a.m.

Taking sedating medications (antidepressants, cold

tablets, antihistamines)

Working more than 60 hours a week (increases your

risk by 40%)

Working more than one job, and your main job

involves shift work

Driving alone or on a long, rural, dark or boring road

Flying, changing time zone

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Preventing drowsiness before a trip:

Get adequate sleep – adults need 8 to 9 hours to

maintain alertness

Prepare route carefully to identify total distance,

stopping points and other logistic considerations

Schedule trips for the hours you are normally

awake, not the middle of the night

Drive with a passenger

Avoid medications that cause drowsiness

Consult your physician if you suffer from daytime

sleepiness, have difficulty sleeping at night or take

frequent naps

Incorporate exercise into your daily life to give you

more energy.

Maintaining alertness while driving:

Protect yourself from glare and eyestrain with

sunglasses

Keep cool by opening the window or using the air

conditioner

Avoid heavy foods

Be aware of down time during the day

Have another person ride with you, and take turns

driving

Take periodic breaks – about every 100 miles or 2

hours during long trips

Stop driving and get some rest or take a nap

Caffeine consumption can increase awareness for

a few hours, but do not drink too much. It will

eventually wear off. Do not rely on caffeine to

prevent fatigue

Avoid drugs. While they may keep you awake for a

while, they won’t make you alert.

If you are drowsy, the only safe cure is to get off the

road and get some sleep. If you don't, you risk your

life and the lives of others.

2.11.3

– Roadway Factors

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, joggers, 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.

2.11.4

– Vehicle Factors

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 can't 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

don't point in the right direction, they won't give you

a good view and they can blind other drivers. Have

a qualified person make sure they are adjusted

properly.

Other Lights. In order for you to be seen easily, the

following must be clean and working properly:

Reflectors.

Marker lights.

Clearance lights.

Taillights.

Identification lights.

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 stop

lights.

Windshield and Mirrors. It is more important at

night than in the daytime to have a clean windshield

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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

OK in the middle of the day. Clean your windshield

on the inside and outside for safe driving at night.

2.11.5

– Night Driving Procedures

Vehicle 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. Don't 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 don't put their low beams

on, don't try to "get back at them" by putting your

own high beams on. This increases glare for

oncoming drivers and increases the chance of a

crash.

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, don't 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 don't 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.

2.12 – Driving in Fog

Fog can occur at any time. Fog on highways can be

extremely dangerous. Fog is often unexpected, and

visibility can deteriorate rapidly. You should watch

for foggy conditions and be ready to reduce your

speed. Do not assume that the fog will thin out after

you enter it.

The best advice for driving in fog is don’t. 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:

Obey all fog-related warning signs.

Slow down before you enter fog.

Use low-beam headlights and fog lights for best

visibility even in daytime, and be alert for other

drivers who may have forgotten to turn on their

lights.

Turn on your 4-way flashers. This will give vehicles

approaching you from behind a quicker opportunity

to notice your vehicle.

Watch for vehicles on the side of the roadway.

Seeing taillights or headlights in front of you may

not be a true indication of where the road is ahead

of you. The vehicle may not be on the road at all.

Use roadside highway reflectors as guides to

determine how the road may curve ahead of you.

Listen for traffic you cannot see.

Avoid passing other vehicles.

Don’t stop along the side of the road, unless

absolutely necessary.

2.13 – Driving in Winter

2.13.1

– Vehicle Checks

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.

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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 can't 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 would be better.

Use a gauge to determine if you have enough tread

for safe driving.

Tire Chains. You may find yourself in conditions

where you can't 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.

2.13.2

– Driving

Slippery Surfaces. Drive slowly and smoothly on

slippery roads. If it is very slippery, you shouldn't

drive at all. Stop at the first safe place.

Start Gently and Slowly. When first starting, get

the feel of the road. Don't hurry.

Check for Ice. Check for ice on the road, especially

bridges and overpasses. A lack of spray from other

vehicles indicates ice has formed on the road. Also,

check your mirrors and wiper blades for ice. If they

have ice, the road most likely will be icy as well.

Adjust Turning and Braking to Conditions. Make

turns as gently as possible. Don't brake any harder

than necessary, and don't use the engine brake or

speed retarder. (They can cause the driving wheels

to skid on slippery surfaces.)

Adjust Speed to Conditions. Don't pass slower

vehicles unless necessary. Go slowly and watch far

enough ahead to keep a steady speed. Avoid

having to slow down and speed up. Take curves at

slower speeds and don't brake while in curves. Be

aware that as the temperature rises to the point

where ice begins to melt, the road becomes even

more slippery. Slow down more.

Adjust Space to Conditions. Don't drive alongside

other vehicles. Keep a longer following distance.

When you see a traffic jam ahead, slow down or

stop to wait for it to clear. Try hard to anticipate

stops early and slow down gradually. Watch for

snowplows, as well as salt and sand trucks, and

give them plenty of room.

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:

Slow down and place transmission in a low gear.

Gently put on the brakes. This presses linings

against brake drums or discs and keeps mud, silt,

sand, and water from getting in.

Increase engine rpm and cross the water while

keeping light pressure on the brakes.

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When out of the water, maintain light pressure on

the brakes for a short distance to heat them up and

dry them out.

Make a test stop when safe to do so. Check

behind to make sure no one is following, then

apply the brakes to be sure they work well. If not,

dry them out further as described above.

(CAUTION: Do not apply too much brake pressure

and accelerator at the same time, or you can

overheat brake drums and linings.

2.14 – Driving in Very Hot Weather

2.14.1

– Vehicle Checks

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 two 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 that 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 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:

Shut engine off.

Wait until engine has cooled.

Protect hands (use gloves or a thick cloth).

Turn radiator cap slowly to the first stop, which

releases the pressure seal.

Step back while pressure is released from cooling

system.

When all pressure has been released, press down

on the cap and turn it further to remove it.

Visually check level of coolant and add more

coolant if necessary.

Replace cap and turn all the way to the closed

position.

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.

2.14.2

– Driving

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.

Subsections 2.11, 2.12, 2.13, and 2.14

Test Your Knowledge

You should use low beams whenever you can.

True or False?

What should you do before you drive if you are

drowsy?

What effects can wet brakes cause? How can

you avoid these problems?

You should let air out of hot tires so the

pressure goes back to normal. True or False?

You can safely remove the radiator cap as long

as the engine isn't overheated. True or False?

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These questions may be on the test. If you can’t

answer all of them, re-read subsections 2.11, 2.12,

2.13, and 2.14.

2.15 – Railroad-highway Crossings

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.

2.15.1

– Types of Crossings

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.

2.15.2

– Warning Signs and Devices

Advance Warning Signs. The 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. All passenger and hazmat carrying

vehicles are required to stop. See Figure 2.15.

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 no-passing

marking on two-lane roads. See Figure 2.16.

Figure 2.16

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.

Cross-buck 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 one track, a sign below the

cross-buck indicates the number of tracks. See

Figure 2.17.

Figure2.17

Flashing Red Light Signals. At many highway-rail

grade crossings, the cross-buck 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

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than one 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.

Figure 2.18

2.15.3

– Driving Procedures

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.

Don't Expect to Hear a Train. Trains may not or

are 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.

Don't 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 one track may hide a train

on the other track. Look both ways before crossing.

After one 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.

2.15.4

– Stopping Safely at Railroad- highway

Crossings

A full stop is required at grade crossings whenever:

The nature of the cargo makes a stop mandatory

under state or federal regulations.

Such a stop is otherwise required by law.

When stopping be sure to:

Check for traffic behind you while stopping

gradually. Use a pullout lane, if available.

Turn on your four-way emergency flashers.

2.15.5

– Crossing the Tracks

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.

2.15.6

– Special Situations

Be Aware! These trailers can get stuck on raised

crossings:

Low slung units (lowboy, car carrier, moving van,

possum-belly livestock trailer).

Single-axle tractor pulling a long trailer with its

landing gear set to accommodate a tandem-axle

tractor.

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.

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2.16 – Mountain Driving

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, 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.

2.16.1

– Select a "Safe" Speed

Your most important consideration is to select a

speed that is not too fast for the:

Total weight of the vehicle and cargo.

Length of the grade.

Steepness of the grade.

Road conditions.

Weather.

If a speed limit is posted, or there is a sign indicating

"Maximum Safe Speed," never exceed the speed

shown. Also, look for and heed warning signs

indicating the length and steepness of the grade.

You must use the braking effect of the engine as the

principal way of controlling your speed. The braking

effect of the engine is greatest when it is near the

governed rpms and the transmission is in the lower

gears. Save your brakes so you will be able to slow

or stop as required by road and traffic conditions.

2.16.2

– Select the Right Gear before Starting

Down the Grade

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.

2.16.3

– Brake Fading or Failure

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.

2.16.4

– Proper Braking Technique

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:

Apply the brakes just hard enough to feel a definite

slowdown.

When your speed has been reduced to

approximately five mph below your "safe" speed,

release the brakes. (This brake application should

last for about three seconds.)

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

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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.

Subsections 2.15 and 2.16

Test Your Knowledge

What factors determine your selection of a

"safe" speed when going down a long, steep

downgrade?

Why should you be in the proper gear before

starting down a hill?

Describe the proper braking technique when

going down a long, steep downgrade.

What type of vehicles can get stuck on a

railroad-highway crossing?

How long does it take for a typical tractor-trailer

unit to clear a double track?

These questions may be on the test. If you can’t

answer them all, re-read subsections 2.15 and 2.16.

2.17 – Driving Emergencies

Traffic emergencies occur when two vehicles are

about to collide. Vehicle emergencies occur when

tires, brakes, or other critical parts fail. Following the

safety practices in this manual can help prevent

emergencies. But if an emergency does happen,

your chances of avoiding a crash depend upon how

well you take action. Actions you can take are

discussed below.

2.17.1

– Steering to Avoid a Crash

Stopping is not always the safest thing to do in an

emergency. When you don't have enough room to

stop, you may have to steer away from what's

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's done the right way. Here are

some points that safe drivers use:

Do not apply the brake while you are turning. It's

very easy to lock your wheels while turning. If that

happens, you may skid out of control.

Do not turn any more than needed to clear

whatever is in your way. The more sharply you

turn, the greater the chances of a skid or rollover.

Be prepared to "counter-steer," that is, to turn the

wheel back in the other direction, once you've

passed whatever was in your path. Unless you are

prepared to counter-steer, you won't be able to do

it quickly enough. You should think of emergency

steering and counter-steering as two parts of one

driving action.

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.

If something is blocking your path, the best direction

to steer will depend on the situation.

If you have been using your mirrors, you'll know

which lane is empty and can be safely used.

If the shoulder is clear, going right may be best. No

one is likely to be driving on the shoulder but

someone may be passing you on the left. You will

know if you have been using your mirrors.

If you are blocked on both sides, a move to the

right may be best. At least you won't force anyone

into an opposing traffic lane and a possible head-

on collision.

Leaving the Road. In some emergencies, you may

have to drive off the road. It may be less risky than

facing a collision 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.

Avoid Braking. If possible, avoid using the brakes

until your speed has dropped to about 20 mph. Then

brake very gently to avoid skidding on a loose

surface.

Keep One Set of Wheels on the Pavement, if

Possible. This helps to maintain control.

Stay on the Shoulder. If the shoulder is clear, stay

on it until your vehicle has come to a stop. Signal

and check your mirrors before pulling back onto the

road.

Returning to the Road. If you are forced to return

to the road before you can stop, use the following

procedure:

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Hold the wheel tightly and turn sharply enough to

get right back on the road safely. Don't try to edge

gradually back on the road. If you do, your tires

might grab unexpectedly and you could lose

control.

When both front tires are on the paved surface,

counter-steer immediately. The two turns should

be made as a single "steer-counter-steer" move.

2.17.2

– How to Stop Quickly and Safely

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. Re-apply the brakes as soon as you

can.

Stab Braking. With this method, you apply your

brakes all the way and release brakes when wheels

lock up. As soon as the wheels start rolling, apply

the brakes fully again. (It can take up to one second

for the wheels to start rolling after you release the

brakes. If you re-apply the brakes before the wheels

start rolling, the vehicle won't straighten out.)

Don't 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.

2.17.3

– Brake Failure

Brakes kept in good condition rarely fail. Most

hydraulic brake failures occur for one of two

reasons: (Air brakes are discussed in Section 5.)

Loss of hydraulic pressure.

Brake fade on long hills.

Loss of Hydraulic Pressure. When the system

won't build up pressure, the brake pedal will feel

spongy or go to the floor. Here are some things you

can do.

Downshift. Putting the vehicle into a lower gear will

help to slow the vehicle.

Pump the Brakes. Sometimes pumping the brake

pedal will generate enough hydraulic pressure to

stop the vehicle.

Use the Parking Brake. The parking or emergency

brake is separate from the hydraulic brake system.

Therefore, it can be used to slow the vehicle.

However, be sure to press the release button or pull

the release lever at the same time you use the

emergency brake so you can adjust the brake

pressure and keep the wheels from locking up.

Find an Escape Route. While slowing the vehicle,

look for an escape route--an open field, side-street,

or escape ramp. Turning uphill is a good way to slow

and stop the vehicle. Make sure the vehicle does

not start rolling backward after you stop. Put it in low

gear, apply the parking brake, and, if necessary, roll

back into some obstacle that will stop the vehicle.

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'll be signs telling you about it. Use 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 don't use

it, your chances of having a serious crash 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

don't work. The longer you wait, the faster the

vehicle will go, and the harder it will be to stop.

2.17.4

– Tire Failure

Recognize Tire Failure. Quickly knowing you have

a tire failure will let you have more time to react.

Having just a few extra seconds to remember what

it is you're supposed to do can help you. The major

signs of tire failure are:

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Sound. The loud "bang" of a blowout is an easily

recognized sign. Because it can take a few seconds

for your vehicle to react, you might think it was some

other vehicle. But any time you hear a tire blow,

you'd be safest to assume it is yours.

Vibration. If the vehicle thumps or vibrates heavily,

it may be a sign that one of the tires has gone flat.

With a rear tire, that may be the only sign you get.

Feel. If the steering feels "heavy," it is probably a

sign that one of the front tires has failed.

Sometimes, failure of a rear tire will cause the

vehicle to slide back and forth or "fishtail."

However, dual rear tires usually prevent this.

Respond to Tire Failure. When a tire fails, your

vehicle is in danger. You must immediately:

Hold the Steering Wheel Firmly. If a front tire

fails, it can twist the steering wheel out of your

hand. The only way to prevent this is to keep a firm

grip on the steering wheel with both hands at all

times.

Stay off the Brake. It's natural to want to brake in

an emergency. However, braking when a tire has

failed could cause loss of control. Unless you're

about to run into something, stay off the brake until

the vehicle has slowed down. Then brake very

gently, pull off the road, and stop.

Check the Tires. After you've come to a stop, get

out and check all the tires. Do this even if the

vehicle seems to be handling all right. If one of

your dual tires goes, the only way you may know it

is by getting out and looking at it.

2.18 – Antilock Braking Systems (ABS)

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 does help you keep the vehicle under

control during hard braking.

2.18.1

– How Antilock Braking Systems Work

Sensors detect potential wheel lock up. An

electronic control unit (ECU) will then decrease

brake pressure to avoid wheel lockup.

Brake pressure is adjusted to provide the maximum

braking without danger of lockup.

ABS works far faster than the driver can respond to

potential wheel lockup. At all other times the brake

system will operate normally.

2.18.2

– Vehicles Required to Have Antilock

Braking Systems

The Department of Transportation requires that

ABS be on:

Truck tractors with air brakes built on or after

March 1, 1997.

Other air brake vehicles, (trucks, buses, trailers,

and converter dollies) built on or after March 1,

1998.

Hydraulically braked trucks and buses with a gross

vehicle weight rating of 10,000 lbs or more built on

or after March 1, 1999.

Many commercial vehicles built before these dates

have been voluntarily equipped with ABS.

2.18.3

– How to Know If Your Vehicle Is

Equipped with ABS

Tractors, trucks, and buses will have yellow ABS

malfunction lamps on the instrument panel.

Trailers will have yellow ABS malfunction lamps on

the left side, either on the front or rear corner.

Dollies manufactured on or after March 1, 1998, are

required to have a lamp on the left side.

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 five

mph.

If the lamp stays on after the bulb check, or goes on

once you are under way, you may have lost ABS

control.

In the case of towed units manufactured before it

was required by the Department of Transportation,

it may be difficult to tell if the unit is equipped with

ABS. Look under the vehicle for the ECU and wheel

speed sensor wires coming from the back of the

brakes.

2.18.4

– How ABS Helps You

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, jackknife, or even spin the vehicle.

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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.

2.18.5

– ABS on the Tractor Only or Only on the

Trailer

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.

2.18.6

– Braking with ABS

When you drive a vehicle with ABS, you should

brake as you always have. In other words:

Use only the braking force necessary to stop safely

and stay in control.

Brake the same way, regardless of whether you

have ABS on the bus, tractor, the trailer, or both.

As you slow down, monitor your tractor and trailer

and back off the brakes (if it is safe to do so) to

stay in control.

There is only one exception to this procedure. If you

drive a straight truck or combination with working

ABS on all axles, in an emergency stop, you can

fully apply the brakes.

2.18.7

– Braking If ABS Is Not Working

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 isn’t 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 five

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 one or more wheels.

Remember, if your ABS malfunctions, you still have

regular brakes. Drive normally, but get the system

serviced soon.

2.18.8

– Safety Reminders

ABS won’t allow you to drive faster, follow more

closely, or drive less carefully.

ABS won’t prevent power or turning skids–ABS

should prevent brake-induced skids or jackknifes,

but not those caused by spinning the drive wheels

or going too fast in a turn.

ABS won’t necessarily shorten stopping

distance. ABS will help maintain vehicle control,

but not always shorten stopping distance.

ABS won’t increase or decrease ultimate

stopping power–ABS is an “add-on” to your

normal brakes, not a replacement for them.

ABS won’t change the way you normally brake.

Under normal brake conditions, your vehicle will

stop as it always stopped. ABS only comes into

play when a wheel would normally have locked up

because of over braking.

ABS won’t compensate for bad brakes or poor

brake maintenance.

Remember: The best vehicle safety feature is still

a safe driver.

Remember: Drive so you never need to use your

ABS.

Remember: If you need it, ABS could help to

prevent a serious crash.

2.19 – Skid Control and Recovery

A skid happens whenever the tires lose their grip on

the road. This is caused in one of four ways:

Over-braking. Braking too hard and locking up the

wheels. Skids also can occur when using the speed

retarder when the road is slippery.

Over-steering. Turning the wheels more sharply

than the vehicle can turn.

Over-acceleration. Supplying too much power to

the drive wheels, causing them to spin.

Driving Too Fast. Most serious skids result from

driving too fast for road conditions. Drivers who

adjust their driving to conditions don't over-

accelerate and don't have to over-brake or over-

steer from too much speed.

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2.19.1

– Drive-wheel Skids

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. Because 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.

2.19.2

– Correcting a Drive-wheel Braking Skid

Do the following to correct a drive-wheel braking

skid.

Stop Braking. This will let the rear wheels roll

again, and keep the rear wheels from sliding.

Counter-steer. As a vehicle turns back on course,

it has a tendency to keep on turning. Unless you turn

the steering wheel quickly the other way, you may

find yourself skidding in the opposite direction.

Learning to stay off the brake, turn the steering

wheel quickly, push in the clutch, and counter-steer

in a skid takes a lot of practice. The best place to

get this practice is on a large driving range or "skid

pad."

2.19.3

– Front-wheel Skids

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.

Figure 2.19

Subsections 2.17, 2.18, and 2.19

Test Your Knowledge

Stopping is not always the safest thing to do

in an emergency. True or False?

What are some advantages of going right

instead of left around an obstacle?

What is an "escape ramp?"

If a tire blows out, you should put the brakes

on hard to stop quickly. True or False?

How do you know if your vehicle has antilock

brakes?

What is the proper braking technique when

driving a vehicle with antilock brakes?

How do antilock brakes help you?

These questions may be on the test. If you can’t

answer them all, re-read subsections 2.17, 2.18,

and 2.19.

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2.20 – Accident Procedures

When you're 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:

Protect the area.

Notify authorities.

Care for the injured.

2.20.1

– Protect the Area

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 your vehicle is involved in the accident, try to get

it to the side of the road. This will help prevent

another accident and allow traffic to move.

If you're stopping to help, park away from the

accident. The area immediately around the

accident will be needed for emergency vehicles.

Put on your flashers.

Set out reflective triangles to warn other traffic.

Make sure other drivers can see them in time to

avoid the accident.

2.20.2

– Notify Authorities

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.

2.20.3

– Care for the Injured

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:

Don't move a severely injured person unless the

danger of fire or passing traffic makes it necessary.

Stop heavy bleeding by applying direct pressure to

the wound.

Keep the injured person warm.

2.21 – Fires

Truck fires can cause damage and injury. Learn the

causes of fires and how to prevent them. Know what

to do to extinguish fires.

2.21.1

– Causes of Fire

The following are some causes of vehicle fires:

After Accidents. Spilled fuel, improper use of

flares.

Tires. Under-inflated tires and duals that touch.

Electrical System. Short circuits due to damaged

insulation, loose connections.

Fuel. Driver smoking, improper fueling, loose fuel

connections.

Cargo. Flammable cargo, improperly sealed or

loaded cargo, poor ventilation.

2.21.2

– Fire Prevention

Pay attention to the following:

Vehicle Inspection. Make a complete inspection

of the electrical, fuel, and exhaust systems, tires,

and cargo. Be sure to check that the fire

extinguisher is charged.

En Route Inspection. Check the tires, wheels,

and truck body for signs of heat whenever you stop

during a trip.

Follow Safe Procedures. Follow correct safety

procedures for fueling the vehicle, using brakes,

handling flares, and other activities that can cause

a fire.

Monitoring. Check the instruments and gauges

often for signs of overheating and use the mirrors

to look for signs of smoke from tires or the vehicle.

Caution. Use normal caution in handling anything

flammable.

2.21.3

– Fire Fighting

Knowing how to fight fires is important. Drivers who

didn’t 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:

Park in an open area, away from buildings, trees,

brush, other vehicles, or anything that might catch

fire.

Don't pull into a service station!

Notify emergency services of your problem and

your location.

Keep the Fire from Spreading. Before trying to put

out the fire, make sure that it doesn't spread any

further.

With an engine fire, turn off the engine as soon as

you can. Don't open the hood if you can avoid it.

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Shoot foam through louvers, radiator, or from the

vehicle’s underside.

For a cargo fire in a van or box trailer, keep the

doors shut, especially if your cargo contains

hazardous materials. Opening the van doors will

supply the fire with oxygen and can cause it to

burn very fast.

Extinguish the Fire. Here are some rules to follow

in putting out a fire:

When using the extinguisher, stay as far away from

the fire as possible.

Aim at the source or base of the fire, not up in the

flames.

Use the Right Fire Extinguisher

Figures 2.20 and 2.21 detail the type of fire

extinguisher to use by class of fire.

The B:C type fire extinguisher is designed to work

on electrical fires and burning liquids.

The A:B:C type is designed to work on burning

wood, paper, and cloth as well.

Water can be used on wood, paper, or cloth, but

don't use water on an electrical fire (can cause

shock) or a gasoline fire (it will spread the flames).

A burning tire must be cooled. Lots of water may

be required.

If you're not sure what to use, especially on a

hazardous materials fire, wait for firefighters.

Position yourself upwind. Let the wind carry the

extinguisher to the fire.

Continue until whatever was burning has been

cooled. Absence of smoke or flame does not mean

the fire cannot restart.

Class/Type of Fires

Class

Type

A Wood, Paper, Ordinary Combustibles

Extinguish by Cooling and

Quenching Using Water or Dry

Chemicals

B Gasoline, Oil, Grease, Other Greasy

Liquids

Extinguish by Smothering, Cooling

or Heat Shielding using carbon

Dioxide or Dry Chemicals

C Electrical Equipment Fires

Extinguish with Non-conducting

Agents such as Carbon Dioxide or

Dry Chemicals. DO NOT USE

WATER.

D Fires in Combustible Metals

Extinguish by Using Specialized

Extinguishing Powders

Figure 2.20

Class of Fire/Type of Extinguisher

Class of Fire Fire Extinguisher Type

B or C Regular Dry Chemical

A, B, C, or D Multi-Purpose Dry Chemical

D Purple K Dry Chemical

B or C KCL Dry Chemical

Dry Powder Special

Compound

B or C Carbon Dioxide (Dry)

B or C Halogenated Agent (Gas)

A Water

A Water With Anti-Freeze

A or B Water, Loaded Steam Style

B, On Some A Foam

Figure 2.21

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Subsections 2.20 and 2.21

Test Your Knowledge

What are some things to do at an accident

scene to prevent another accident?

Name two causes of tire fires.

What kinds of fires is a B:C extinguisher not

good for?

When using your extinguisher, should you get

as close as possible to the fire?

Name some causes of vehicle fires.

These questions may be on the test. If you can't

answer them all, re-read subsections 2.20 and 2.21.

2.22 – Alcohol, Other Drugs, and

Driving

2.22.1

– Alcohol and Driving

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,

one drink is all it takes to show signs of impairment.

How Alcohol Works. Alcohol goes directly into the

blood stream 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 one-third 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 Blood

Alcohol Concentration (BAC) commonly measures

the amount of alcohol in your body. See Figure 2.22.

Figure 2.22

What Is a Drink?

It is the alcohol in drinks that affects human

performance. It doesn't make any difference

whether that alcohol comes from "a couple of

beers,” or from two glasses of wine, or two shots

of hard liquor. Approximate Blood Alcohol

Content

Drinks

Body Weight in Pounds

Effects

100

120

140

160

180

200

220

240

.00

Only Safe

Driving Limit

.04

.03

.02

Impairment

Begins

2 .08 .06 .05 .05 .04 .04 .03 .03

Driving Skills Significantly

Affected

3 .11 .09 .08 .07 .06 .06 .05 .05

4 .15 .12 .11 .09 .08 .08 .07 .06

5 .19 .16 .13 .12 .11 .09 .09 .08

6 .23 .19 .16 .14 .13 .11 .10 .09

7 .26 .22 .19 .16 .15 .13 .12 .11

Legally Intoxicated

Criminal Penalties

8 .30 .25 .21 .19 .17 .15 .14 .13

9 .34 .28 .24 .21 .19 .17 .15 .14

.38 .31 .27 .23 .21 .19 .17 .16

Subtract .01% for each 40 minutes of drinking. One

drink is 1.5 oz. of 80 proof liquor, 12 oz. of beer, or 5

oz. of table wine.

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Page 2-41

All of the following drinks contain the same amount

of alcohol:

A 12-ounce glass of 5% beer.

A 5-ounce glass of 12% wine.

A 1 1/2-ounce shot of 80 proof liquor.

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 doesn't 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 self-control 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:

Straddling lanes.

Quick, jerky starts.

Not signaling, failure to use lights.

Running stop signs and red lights.

Improper passing (See Figure 2.23).

These effects mean increased chances of a crash

and chances of losing your driver's license. Accident

statistics show that the chance of a crash 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.

Driving too fast or too slow.

Driving in the wrong lane.

Running over the curb.

Weaving.

Effects Of Increasing

Blood Alcohol Content

Blood Alcohol Content is the amount of alcohol in

your blood recorded in milligrams of alcohol per

100 milliliters of blood. Your BAC depends on the

amount of blood (which increases with weight) and

the amount of alcohol you consume over time (how

fast you drink). The faster you drink, the higher your

BAC, as the liver can only handle about one drink

per hour—the rest builds up in your blood.

BAC Effects on Body

Effects on

Driving Condition

.02

Mellow feeling,

slight body warmth.

Less inhibited.

.05

Noticeable

relaxation.

Less alert, less

self-focused,

coordination

impairment begins.

.08

Definite impairment

in coordination &

judgment

Drunk driving limit,

impaired

coordination &

judgment.

.10*

Noisy, possible

embarrassing

behavior, mood

swings.

Reduction in

reaction time.

.15

Impaired balance &

movement, clearly

drunk.

Unable to drive.

.30

Many lose

consciousness.

.40

Most lose

consciousness,

some die.

.50

Breathing stops,

many die.

BAC of .10 means that 1/10 of 1 % (or 1/1000) of

your total blood content is alcohol.

Figure 2.23

2.22.2

– Other Drugs

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.

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Section 2 – Driving Safely

Version: July 2017

Page 2-42

Pay attention to warning labels for legitimate drugs

and medicines, and to doctor's orders regarding

possible effects. Stay away from illegal drugs.

Don't 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 don't 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.

2.22.3

– Illness

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.

2.23 – Hazardous Materials Rules For

All Commercial Drivers

All drivers should know something about hazardous

materials. You must be able to recognize hazardous

cargo, and you must know whether or not you can

haul it without having a hazardous materials

endorsement on your CDL license.

2.23.1

– What Are Hazardous Materials?

Hazardous materials are products that pose a risk

to health, safety, and property during transportation.

See Figure 2.24.

2.23.2

– Why Are There Rules?

You must follow the many rules about transporting

hazardous materials. The intent of the rules is to:

Contain the product.

Communicate the risk.

Ensure safe drivers and equipment.

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 safely. Similar rules tell

drivers how to load, transport, and unload bulk

tanks. These are containment rules.

To Communicate the Risk. The shipper uses a

shipping paper and diamond shaped hazard labels

to warn dockworkers and drivers of the risk.

Hazard Class Definitions

Class

Class Name

Example

1 Explosives

Ammunition,

Dynamite,

Fireworks

2 Gases

Propane, Oxygen,

Helium

Flammable

Gasoline, Acetone

Flammable

Solids

Matches, Fuses

5 Oxidizers

Ammonium

Nitrate, Hydrogen

Peroxide

6 Poisons

Pesticides,

Arsenic

7 Radioactive

Uranium,

Plutonium

8 Corrosives

Hydrochloric Acid,

Battery Fluid

Miscellaneous

Hazardous

Materials

Formaldehyde,

Asbestos

None

ORM-D (Other

Regulated

Material-

Domestic)

Hair Spray or

Charcoal

None

Combustible

Liquids

Fuel Oils, Lighter

Fluid

Figure 2.24

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 a pouch on the driver's door, or

In clear view within reach while driving, or

On the driver's seat when out of the vehicle.

2.23.3

– Lists of Regulated Products

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 four identical

placards. They are put on the front, rear, and both

sides.

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Section 2 – Driving Safely

Version: July 2017

Page 2-43

Placards must be readable from all four directions.

They must be at least 9.84” (250mm) inches square,

turned upright on a point, in a diamond shape.

Cargo tanks and other bulk packaging display the

identification number of their contents on placards

or orange panels.

Identification Numbers are a four digit code used

by first responders to identify hazardous materials.

An identification number may be used to identify

more than one chemical on shipping papers. The

identification number will be preceded by the letters

“NA” or “UN”. The US DOT Emergency Response

Guidebook (ERG) lists the chemicals and the

identification 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 manual. 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 driver license has the

hazardous materials endorsement. See Figure

2.25.

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 commercial driver

license with the hazardous materials endorsement.

To get the required endorsement, you must pass a

written test on material found in Section 9 of this

manual. A tank endorsement is required for any

commercial vehicle that is designed to transport any

liquid or gaseous materials in a tank or tanks having

an individual rated capacity of more than 119

gallons and an aggregate capacity of 1,000 gallons

or more that is either permanently or temporarily

attached to the vehicle or chassis. The liquid or gas

does not have to be a hazardous material.

Drivers who need the hazardous materials

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 hazardous materials

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.

Subsections 2.22 and 2.23

Test Your Knowledge

Common medicines for colds can make you

sleepy. True or False?

Coffee and a little fresh air will help a drinker

sober up. True or False?

What is a hazardous materials placard?

Why are placards used?

These questions may be on the test. If you can't

answer them all, re-read subsections 2.22 and

2.23.

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Section 2 – Driving Safely

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Commercial Driver’s License Manual – Modernized Testing System

Section 3 - Transporting Cargo Safely

Version: July 2017

Page 3-1

Section 3

TRANSPORTING CARGO

SAFELY

This Section Covers

• Inspecting Cargo

• Cargo Weight and Balance

• Securing Cargo

• Cargo Needing Special Attention

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, 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 crash. 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:

Inspecting your cargo.

Recognizing overloads and poorly balanced

weight.

Knowing your cargo is properly secured and does

not obscure your view ahead or to the sides.

Knowing your cargo does not restrict your access

to emergency equipment.

If you intend to carry hazardous material that

requires placards on your vehicle, you will also need

to have a hazardous materials endorsement.

Section 9 of this manual has the information you

need to pass the hazardous materials test.

3.1 – Inspecting Cargo

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:

After you have driven for 3 hours or 150 miles.

After every break you take during driving.

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.

3.2 – Weight and Balance

You are responsible for not being overloaded. The

following are some definitions of weight you should

know.

3.2.1

– Definitions You Should Know

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 of the power

unit, if the value is displayed on the Federal Motor

Vehicle Safety Standard (FMVSS) certification

label; or the sum of the gross vehicle weight ratings

(GVWRs) or the gross vehicle weights (GVWs) of

the power unit and the towed unit(s), or any

combination thereof, that produces the highest

value.

(The underlined and italicized text above is for

use by roadside enforcement only to determine

whether the driver/vehicle is subject to CDL

regulations. It is not used to determine whether

a vehicle is representative for the purposes of

Skills testing).

Axle Weight. The weight transmitted to the ground

by one 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.

3.2.2

– Legal Weight Limits

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

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Section 3 - Transporting Cargo Safely

Version: July 2017

Page 3-2

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.

3.2.3

– Don't Be Top-heavy

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.

3.2.4

– Balance the Weight

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 greater chance of rollover. On flat

bed vehicles, there is also a greater chance that the

load will shift to the side or fall off. See Figure 3.1.

3.3 – Securing Cargo

3.3.1

– Blocking and Bracing

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.

Figure 3.1

3.3.2

– Cargo Tie-down

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 proper 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 one-half 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.

Figure 3.2

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Version: July 2017

Page 3-3

Cargo should have at least one tie-down for each

ten feet of cargo. Make sure you have enough tie-

downs to meet this need. No matter how small the

cargo, it should have at least two 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.

3.3.3

– Header Boards

Front-end header boards ("headache racks")

protect you from your cargo in case of a crash 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.

3.3.4

– Covering Cargo

There are two basic reasons for covering cargo:

To protect people from spilled cargo.

To protect the cargo from weather.

Spill protection is a safety requirement in many

states. Be familiar with the laws in the states you

drive in.

You should look at your cargo covers in the mirrors

from time to time while driving. A flapping cover can

tear loose, uncovering the cargo, and possibly block

your view or someone else's.

3.3.5

– Sealed and Containerized Loads

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 tiedown 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 don't exceed gross weight and axle

weight limits.

3.4 – Cargo Needing Special Attention

3.4.1

– Dry Bulk

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.

3.4.2

– Hanging Meat

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.

3.4.3

– Livestock

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.

3.4.4

– Oversized Loads

Over-length, over-width, and/or overweight loads

require special transit permits. 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.

Section 3

Test Your Knowledge

What four things related to cargo are drivers

responsible for?

How often must you stop while on the road to

check your cargo?

How is Gross Combination Weight Rating

different from Gross Combination Weight?

Name two situations where legal maximum

weights may not be safe.

What can happen if you don't have enough

weight on the front axle?

What is the minimum number of tie-downs for

any flatbed load?

What is the minimum number of tie-downs for a

20-foot load?

Name the two basic reasons for covering cargo

on an open bed.

What must you check before transporting a

sealed load?

These questions may be on your test. If you can't

answer them all, re-read Section 3.

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Commercial Driver’s License Manual – Modernized Testing System

Section 4 - Transporting Passengers Safely

Version: July 2017

Page 4-1

Section 4

TRANSPORTING

PASSENGERS SAFELY

This Section Covers

• Vehicle Inspection

• Loading

• On the Road

• After-trip Vehicle Inspection

• Prohibited Practices

• Use of Brake-door Interlocks

Bus drivers must have a commercial driver license

if they drive a vehicle designed to seat more than 16

or more persons, including the driver.

Bus drivers must have a passenger endorsement

on their commercial driver license. To get the

endorsement you must pass a knowledge test on

Sections 2 and 4 of this manual. (If your bus has air

brakes, you must also pass a knowledge test on

Section 5.) You must also pass the skills tests

required for the class of vehicle you drive.

4.1 – Vehicle Inspection

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 not needed to be

repaired, should you sign the previous driver's

report. This is your certification that the defects

reported earlier have been fixed.

4.1.1

– Vehicle Systems

Make sure these things are in good working order

before driving:

Service brakes, including air hose couplings (if

your bus has a trailer or semitrailer).

Parking brake.

Steering mechanism.

Lights and reflectors.

Tires (front wheels must not have recapped or re-

grooved tires).

Horn.

Windshield wiper or wipers.

Rear-vision mirror or mirrors.

Coupling devices (if present).

Wheels and rims.

Emergency equipment.

Make sure your bus has the fire extinguisher and

emergency reflectors (3 reflective triangles or at

least 6 fuses or 3 liquid burning flares) required by

law. The bus must also have spare electrical fuses,

unless equipped with circuit breakers.

4.1.2

– Access Doors and Panels

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.

4.1.3

– Bus Interior

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:

Each handhold and railing.

Floor covering.

Signaling devices, including the restroom

emergency buzzer, if the bus has a restroom.

Emergency exit handles.

The seats must be safe for riders. All seats must be

securely fastened to the bus.

Never drive with an open emergency exit door or

window. The "Emergency Exit" sign on an

emergency door must be clearly visible. If there is a

red emergency door light, it must work. Turn it on at

night or any other time you use your outside lights.

4.1.4

– Roof Hatches

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.

4.1.5

– Use Your Seatbelt!

The driver's seat should have a seat belt. Always

use it for safety.

4.2 – Loading and Trip Start

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:

Allow the driver to move freely and easily.

Allow riders to exit by any window or door in an

emergency.

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Page 4-2

Protect riders from injury if carry-ons fall or shift.

4.2.1

– Hazardous Materials

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,

identification number, and hazard label. There are

nine different four-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.

Hazard Class Definitions

Class

Class Name

Example

1 Explosives

Ammunition,

Dynamite,

Fireworks

2 Gases

Propane, Oxygen,

Helium

3 Flammable

Gasoline,

Acetone

Flammable

Solids

Matches, Fuses

5 Oxidizers

Ammonium

Nitrate, Hydrogen

Peroxide

6 Poisons

Pesticides,

Arsenic

7 Radioactive

Uranium,

Plutonium

8 Corrosives

Hydrochloric Acid,

Battery Acid

Miscellaneous

Hazardous

Materials

Formaldehyde,

Asbestos

None

ORM-D (Other

Regulated

Material-

Domestic)

Hair Spray or

Charcoal

None

Combustible

Liquids

Fuel Oils, Lighter

Fluid

Figure 4.1

4.2.2

– Forbidden Hazardous Materials

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:

Division 2.3 poison gas, liquid Class 6 poison, tear

gas, irritating material.

More than 100 pounds of solid Class 6 poisons.

Explosives in the space occupied by people,

except small arms ammunition.

Labeled radioactive materials in the space

occupied by people.

More than 500 pounds total of allowed hazardous

materials, and no more than 100 pounds of any

one class.

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.

4.2.3

– Standee Line

No rider may stand forward of the rear of the driver's

seat. Buses designed to allow standing must have

a two-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.

4.2.4

– At Your Destination

When arriving at the destination or intermediate

stops announce:

The location.

Reason for stopping.

Next departure time.

Bus number.

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.

4.3 – On the Road

4.3.1

– Passenger Supervision

Many charter and intercity carriers have passenger

comfort and safety rules. Mention rules about

smoking, drinking, or use of radio and tape players

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.

4.3.2

– At Stops

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Version: July 2017

Page 4-3

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. Don't discharge such riders where it

would be unsafe for them. It may be safer at the next

scheduled stop or a well-lighted area where there

are other people. Many carriers have guidelines for

handling disruptive riders.

4.3.3

– Common Accidents

The 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.

4.3.4

– Speed on Curves

Crashes 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

high for many buses. With good traction, the bus

may roll over; with poor traction, it might slide off the

curve. Reduce speed for curves! If your bus leans

toward the outside on a banked curve, you are

driving too fast.

4.3.5

– Railroad-highway Crossing/ Stops

Stop at RR Crossings:

Stop your bus between 15 and 50 feet before

railroad crossings.

Listen and look in both directions for trains. You

should open your forward door if it improves your

ability to see or hear an approaching train.

Before crossing after a train has passed, make sure

there isn't another train coming in the other direction

on other tracks.

If your bus has a manual transmission, never

change gears while crossing the tracks.

You do not have to stop, but must slow down and

carefully check for other vehicles:

At streetcar crossings.

Where a policeman or flagman is directing traffic.

If a traffic signal is green.

At crossings marked as "exempt" or "abandoned."

4.3.6

– Drawbridges

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's safe, when:

There is a traffic light showing green.

The bridge has an attendant or traffic officer who

controls traffic whenever the bridge opens.

4.4 – After-trip Vehicle Inspection

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.

4.5 – Prohibited Practices

Avoid fueling your bus with riders on board unless

absolutely necessary. Never refuel in a closed

building with riders on board.

Don't 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.

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Section 4 - Transporting Passengers Safely

Version: July 2017

Page 4-4

4.6 – Use of Brake-door Interlocks

Urban mass transit coaches may have a brake and

accelerator interlock system. The interlock applies

the brakes and holds the throttle in 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.

Section 4

Test Your Knowledge

Name some things to check in the interior of a

bus during a Vehicle inspection.

What are some hazardous materials you can

transport by bus?

What are some hazardous materials you can’t

transport by bus?

What is a standee line?

Does it matter where you make a disruptive

passenger get off the bus?

How far from a railroad crossing should you

stop?

When must you stop before crossing a

drawbridge?

Describe from memory the “prohibited

practices” listed in the manual.

The rear door of a transit bus has to be open to

put on the parking brake. True or False?

These questions may be on your test. If you can’t

answer them all, re-read Section 4.

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Section 5 – Air Brakes

Version: July 2017

Page 5-1

Section 5

AIR BRAKES

This Section Covers

• Air Brake System Parts

• Dual Air Brake Systems

• Inspecting Air Brakes

• Using Air Brakes

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 three different braking systems:

service brake, parking brake, and emergency brake.

The service brake system applies and releases the

brakes when you use the brake pedal during

normal driving.

The parking brake system applies and releases the

parking brakes when you use the parking brake

control.

The emergency brake system uses parts of the

service and parking brake systems to stop the

vehicle in a brake system failure.

The parts of these systems are discussed in greater

detail below.

5.1 – The Parts of an Air Brake System

There are many parts to an air brake system. You

should know about the parts discussed here.

5.1.1

– Air Compressor

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 may be 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.

5.1.2

– Air Compressor Governor

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.

5.1.3

– Air Storage Tanks

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.

5.1.4

– Air Tank Drains

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 two types:

Manually operated by turning a quarter turn or by

pulling a cable. You must drain the tanks yourself

at the end of each day of driving. See Figure 5.1.

Automatic--the water and oil are automatically

expelled. These tanks may be equipped for

manual draining as well.

Automatic air tanks are available with electric

heating devices. These help prevent freezing of the

automatic drain in cold weather.

Figure 5.1

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Section 5 – Air Brakes

Version: July 2017

Page 5-2

5.1.5

– Alcohol Evaporator

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.)

5.1.6

– Safety Valve

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.

5.1.7

– The Brake Pedal

You put on the brakes by pushing down the brake

pedal. (It is also called the 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 won't work.

5.1.8

– Foundation Brakes

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 (so called

because 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.

Figure 5.2

Wedge Brakes. In this type of brake, the brake

chamber push rod pushes a wedge directly between

the ends of two brake shoes. This shoves them

apart and against the inside of the brake drum.

Wedge brakes may have a single brake chamber,

or two 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.

5.1.9

– Supply Pressure Gauges

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 two needles.)

Dual systems will be discussed later. These gauges

tell you how much pressure is in the air tanks.

5.1.10

– Application Pressure Gauge

This gauge shows how much air pressure you are

applying to the brakes. (This gauge is not on all

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Page 5-3

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 out of adjustment, air leaks, or mechanical

problems.

5.1.11

– Low Air Pressure Warning

A low air pressure warning signal is required on

vehicles with air brakes. A warning signal you can

see must come on before the air pressure in the

tanks falls below 55 psi. (Or one half 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 below 55 psi. An

automatic wig wag will rise out of your view when

the pressure in the system goes above 55 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.

5.1.12

– Stop Light Switch

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.

5.1.13

– Front Brake Limiting Valve

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 (55 psi

or more application pressure). These valves cannot

be controlled by the driver.

5.1.14

– Spring Brakes

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. When driving, powerful springs are held

back by air pressure. 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.

5.1.15

– Parking Brake Controls

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. But 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

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Page 5-4

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.

Figure 5.3

5.1.16

– Antilock Braking Systems (ABS)

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.

Vehicles with ABS have yellow malfunction lamps to

tell you if something isn’t working.

Tractors, trucks, and buses will have yellow ABS

malfunction lamps on the instrument panel.

Trailers will have yellow ABS malfunction lamps on

the left side, either on the front or rear corner.

Dollies manufactured on or after March 1, 1998 are

required to have a lamp on the left side.

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 five 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 one or more wheels.

In the case of towed units manufactured before it

was required by the Department of Transportation,

it may be difficult to tell if the unit is equipped with

ABS. Look under the vehicle for the electronic

control unit (ECU) and wheel speed sensor wires

coming from the back of the brakes.

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 does help you keep the vehicle under

control during hard braking

Commercial Driver’s License Manual – Modernized Testing System

Section 5 – Air Brakes

Version: July 2017

Page 5-5

Figure 5.4

.Subsection 5.1

Test Your Knowledge

Why must air tanks be drained?

What is a supply pressure gauge used for?

All vehicles with air brakes must have a low

air pressure warning signal. True or False?

What are spring brakes?

Front wheel brakes are good under all

conditions. True or False?

How do you know if your vehicle is

equipped with antilock brakes?

These questions may be on your test. If you can’t

answer them all, re-read subsection 5.1.

5.2 – Dual Air Brake

Most heavy-duty vehicles use dual air brake

systems for safety. A dual air brake system has two

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 two

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.

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Section 5 – Air Brakes

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Page 5-6

5.3 – Inspecting Air Brake Systems

You should use the basic seven-step inspection

procedure described in Section 2 to inspect your

vehicle. There are more things to inspect on a

vehicle with air brakes than one without them.

These things are discussed below, in the order they

fit into the seven-step method.

5.3.1

– During Step 2 Engine Compartment

Checks

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.

5.3.2

– During Step 5 Walk-around Inspection

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 do not all operate the

same. Therefore, the specific manufacturer’s

Service Manual should be consulted prior to

troubleshooting a brake adjustment problem.)

Check Brake Drums (or Discs), Linings, and

Hoses.

Brake drums (or discs) must not have

cracks longer than one half the width of the friction

area. Linings (friction material) must not be loose or

soaked with oil or grease. They must not be

dangerously thin. Mechanical parts must be in

place, not broken or missing. Check the air hoses

connected to the brake chambers to make sure they

aren't cut or worn due to rubbing.

5.3.3

– Step 7 Final Air Brake Check

Do the following checks instead of the hydraulic

brake check shown in Section 2, Step 7: Check

Brake System.

Check Air Compressor Governor Cut-in and

Cut-out Pressures. Pumping by the air

compressor should start at about 100 psi and stop

at about 125 psi. (Check manufacturer's

specifications.) Run the engine at a fast idle. The

air governor should cut-out the air compressor at

about the manufacturer's specified pressure. The air

pressure shown by your gauge(s) will stop rising.

With the engine idling, step on and off the brake to

reduce the air tank pressure. The compressor

should cut-in at about the manufacturer's specified

cut-in pressure. The pressure should begin to rise.

If the air governor does not work as described

above, it may need to be fixed. A governor that does

not work properly may not keep enough air pressure

for safe driving.

Test Air Leakage Rate. With a fully-charged air

system (typically 125 psi), turn off the engine,

release the parking brake (push in); and time the air

pressure drop. The loss rate should be less than

two psi in one minute for single vehicles and less

than three psi in one minute for combination

vehicles.

With the air pressure built up to governor cutoff (120

– 140 psi), shut off the engine, chock your wheels (if

necessary), release the parking brake (all vehicles),

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and the tractor protection valve (combination

vehicle); and fully apply the foot brake. Hold the foot

brake for one minute. Check the air gauge to see if

the air pressure drops more than three pounds in

one minute (single vehicle) or four pounds in one

minute (combination vehicle). If the air pressure

falls more than three psi in one minute for single

vehicles (more than four psi for combination

vehicles), the air loss rate is too much. Check for air

leaks and fix before driving the vehicle. Otherwise,

you could lose your brakes while driving.

Test Low Pressure Warning Signal. Shut the

engine off when you have enough air pressure so

that the low pressure warning signal is not on. Turn

the electrical power on and step on and off the brake

pedal to reduce air tank pressure. The low air

pressure warning signal must come on before the

pressure drops to less than 55 psi in the air tank (or

tank with the lowest air pressure, in dual air

systems). See Figure 5.5.

If the warning signal doesn't work, you could lose air

pressure and you would 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.

Figure 5.5

Check That Spring Brakes Come On

Automatically. Continue to fan off the air pressure

by stepping on and off the brake pedal to reduce

tank pressure. The tractor protection valve and

parking brake valve should close (pop out) on a

tractor-trailer combination vehicle and the parking

brake valve should close (pop out) on other

combination and single vehicle types when the air

pressure falls to the manufacturer’s specification

(20 – 45 psi). This will cause the spring brakes to

come on.

Check Rate of Air Pressure Buildup. When the

engine is at operating rpms, the pressure should

build from 85 to 100 psi within 45 seconds in dual

air systems. (If the vehicle has larger than minimum

air tanks, the buildup time can be longer and still be

safe. Check the manufacturer's specifications.) In

single air systems (pre-1975), typical requirements

are pressure build-up from 50 to 90 psi within 3

minutes with the engine at an idle speed of 600-900

rpms.

If air pressure does not build up fast enough, your

pressure may drop too low during driving, requiring

an emergency stop. Don't drive until you get the

problem fixed.

Test Parking Brake. Stop the vehicle, put the

parking brake on, and gently pull against it in a low

gear to test that the parking brake will hold.

Test Service Brakes. Wait for normal air pressure,

release the parking brake, move the vehicle forward

slowly (about five 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 wouldn't know about until you needed the

brakes on the road.

Subsections 5.2 and 5.3

Test Your Knowledge

What is a dual air brake system?

What are the slack adjusters?

How can you check slack adjusters?

How can you test the low pressure warning

signal?

How can you check that the spring brakes come

on automatically?

What are the maximum leakage rates?

These questions may be on your test. If you can’t

answer them all, re-read subsections 5.2 and 5.3.

5.4 – Using Air Brakes

5.4.1

– Normal Stops

Push the brake pedal down. Control the pressure so

the vehicle comes to a smooth, safe stop. If you

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have a manual transmission, don't push the clutch

in until the engine rpm is down close to idle. When

stopped, select a starting gear.

5.4.2

– Braking with Antilock Brakes

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, jackknife, or even spin the vehicle.

ABS helps you avoid wheel lock up. The computer

senses impending lockup, reduces the braking

pressure to a safe level, and you 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 gain control.

When you drive a tractor-trailer combination with

ABS, you should brake as you always have. In other

words:

Use only the braking force necessary to stop safely

and stay in control.

Brake the same way, regardless of whether you

have ABS on the tractor, the trailer, or both.

As you slow down, monitor your tractor and trailer

and back off the brakes (if it is safe to do so) to

stay in control.

There is only one exception to this procedure, if you

always drive a straight truck or combination with

working ABS on all axles, in an emergency stop, you

can fully apply the brakes.

Without ABS, you still have normal brake functions.

Drive and brake as you always have.

Remember, if your ABS malfunctions, you still have

regular brakes. Drive normally, but get the system

serviced soon.

5.4.3

– Emergency Stops

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. Re-apply the brakes as soon as you

can.

Stab Braking. Apply your brakes all the way.

Release brakes when wheels lock up. As soon as

the wheels start rolling, apply the brakes fully again.

(It can take up to one second for the wheels to start

rolling after you release the brakes. If you re-apply

the brakes before the wheels start rolling, the

vehicle won't straighten out.)

5.4.4

– Stopping Distance

Stopping distance was described in Section 2 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 (one half 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 four 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.

Commercial Driver’s License Manual – Modernized Testing System

Section 5 – Air Brakes

Version: July 2017

Page 5-9

Figure 5.6

5.4.5

– Brake Fading or Failure

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.

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.

5.4.6

– Proper Braking Technique

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 is the proper

braking technique:

Apply the brakes just hard enough to feel a definite

slowdown.

When your speed has been reduced to

approximately five mph below your "safe" speed,

release the brakes. (This application should last for

about three seconds.)

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.

5.4.7

– Low Air Pressure

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.

5.4.8

– Parking 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, 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).

Don't use the parking brakes if the brakes are very

hot (from just having come down a steep grade), or

if the brakes are very wet in freezing temperatures.

If they are used while they are very hot, they can be

damaged by the heat. If they are used in freezing

temperatures when the brakes are very wet, they

can freeze so the vehicle cannot move. Use wheel

chocks on a level surface to hold the vehicle. Let hot

brakes cool before using the parking brakes. If the

brakes are wet, use the brakes lightly while driving

in a low gear to heat and dry them.

If your vehicle does not have automatic air tank

drains, drain your air tanks at the end of each

working day to remove moisture and oil. Otherwise,

the brakes could fail.

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Section 5 – Air Brakes

Version: July 2017

Page 5-10

Never leave your vehicle unattended without

applying the parking brakes or chocking the

wheels. Your vehicle might roll away and cause

injury and damage.

Subsection 5.4

Test Your Knowledge

Why should you be in the proper gear before

starting down a hill?

What factors can cause brakes to fade or fail?

The use of brakes on a long, steep downgrade

is only a supplement to the braking effect of

the engine. True or False?

If you are away from your vehicle only a short

time, you do not need to use the parking

brake. True or False?

How often should you drain air tanks?

How should you brake when you drive a

tractor-trailer combination with ABS?

You still have normal brake functions if your

ABS is not working. True or False?

These questions may be on your test. If you can’t

answer them all, re-read subsection 5.4.

Commercial Driver’s License Manual – Modernized Testing System

Section 6 - Combination Vehicles

Version: July 2017

Page 6-1

Section 6

COMBINATION VEHICLES

This Section Covers

• Driving Combinations

• Combination Vehicle Air Brakes

• Antilock Brake Systems

• Coupling and Uncoupling

• Inspecting Combinations

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.

6.1 – Driving Combination Vehicles

Safely

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. In this section,

we talk about some important safety factors that

apply specifically to combination vehicles.

6.1.1

– Rollover Risks

More than half of truck driver deaths in crashes 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. The truck becomes easier

to turn over. Fully loaded rigs are ten times more

likely to roll over in a crash than empty rigs.

The following two 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 manual.)

Rollovers happen when you turn too fast. Drive

slowly around corners, on ramps, and off ramps.

Avoid quick lane changes, especially when fully

loaded.

6.1.2

– Steer Gently

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 eight 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 five-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.

6.1.3

– Brake Early

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.

Don't be caught by surprise and have to make a

"panic" stop.

Commercial Driver’s License Manual – Modernized Testing System

Section 6 - Combination Vehicles

Version: July 2017

Page 6-2

Figure 6.1

6.1.4

– Railroad-highway Crossings

Railroad-highway crossings can also cause

problems, particularly when pulling trailers with low

underneath clearance.

These trailers can get stuck on raised crossings:

Low slung units (lowboy, car carrier, moving van,

possum-belly livestock trailer).

Single-axle tractor pulling a long trailer with its

landing gear set to accommodate a tandem-axle

tractor.

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.

6.1.5

– Prevent Trailer Skids

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:

Recognize the Skid. The earliest and best way to

recognize that the trailer has started to skid is by

seeing it in your mirrors. Any time you apply the

brakes hard, check the mirrors to make sure the

trailer is staying where it should be. Once the trailer

swings out of your lane, it's very difficult to prevent

a jackknife.

* (From R.D. Ervin, R.L. Nisconger, C.C. MacAdam,

and P.S. Fancher, “Influence of size and weight

variables on the stability and control properties of

heavy trucks, “University of Michigan Transportation

Research Institute, 1983).

Commercial Driver’s License Manual – Modernized Testing System

Section 6 - Combination Vehicles

Version: July 2017

Page 6-3

Figure 6.2

Stop Using the Brake. Release the brakes to get

traction back. Do not use the trailer hand brake (if

you have one) to "straighten out the rig." This is the

wrong thing to do since the brakes on the trailer

wheels caused the skid in the first place. Once the

trailer wheels grip the road again, the trailer will start

to follow the tractor and straighten out.

6.1.6

– Turn Wide

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.

Figure 6.3

Figure 6.4

6.1.7

– Backing with a Trailer.

Backing with a Trailer. When backing a car,

straight truck, or bus, you turn the top of the steering

wheel in the direction you want to go. When backing

a trailer, you 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 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 to the driver's side

so you can see. See Figure 6.5.

Commercial Driver’s License Manual – Modernized Testing System

Section 6 - Combination Vehicles

Version: July 2017

Page 6-4

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 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.

Subsection 6.1

Test Your Knowledge

What two things are important to prevent

rollover?

When you turn suddenly while pulling

doubles, which trailer is most likely to turn

over?

Why should you not use the trailer hand

brake to straighten out a jackknifing trailer?

What is off-tracking?

When you back a trailer, you should

position your vehicle so you can back in a

curved path to the driver’s side. True or

False?

What type of trailers can get stuck on

railroad-highway crossings?

These questions may be on your test. If you can’t

answer them all, re-read subsection 6.1.

6.2 – Combination Vehicle Air Brakes

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.

6.2.1

– Trailer Hand Valve

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 don't 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.

Commercial Driver’s License Manual – Modernized Testing System

Section 6 - Combination Vehicles

Version: July 2017

Page 6-5

6.2.2

– Tractor Protection Valve

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.)

6.2.3

– Trailer Air Supply Control

The trailer air supply control on newer vehicles is a

red eight-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 (thus closing 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.

6.2.4

– Trailer Air-lines

Every combination vehicle has two air-lines, the

service line and the 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 the 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 two 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, thus tearing

apart the emergency air hose. Or it could be caused

by a hose, metal tubing, or other part breaking,

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 parts) to keep from

getting them mixed up with the blue service line.

6.2.5

– Hose Couplers (Glad Hands)

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. To help avoid mistakes, colors are

sometimes used. 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

Figure 6.6

Commercial Driver’s License Manual – Modernized Testing System

Section 6 - Combination Vehicles

Version: July 2017

Page 6-6

If you do 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 don't 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 crossed the air-lines, you could

drive away but you wouldn't 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

to which the hoses may be attached 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.

6.2.6

– Trailer Air Tanks

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 don't 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. But you should still open the drains to make

sure.

6.2.7

– Shut-off Valves

Shut-off valves (also called cut-out cocks) 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.

6.2.8

– Trailer Service, Parking and Emergency

Brakes

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 then 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.

Subsection 6.2

Test Your Knowledge

Why should you not use the trailer hand

valve while driving?

Describe what the trailer air supply control

does.

Describe what the service line is for.

What is the emergency air-line for?

Why should you use chocks when parking

a trailer without spring brakes?

Where are shut-off valves?

These questions may be on your test. If you can’t

answer them all, re-read subsection 6.2.

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Section 6 - Combination Vehicles

Version: July 2017

Page 6-7

6.3 – Antilock Brake Systems

6.3.1

– Trailers Required to Have ABS

All trailers and converter dollies built on or after

March 1, 1998, are required to have ABS. However,

many trailers and converter dollies built before this

date have been voluntarily equipped with ABS.

Trailers will have yellow ABS malfunction lamps on

the left side, either on the front or rear corner. See

Figure 6.7. Dollies manufactured on or after March

1, 1998, are required to have a lamp on the left side.

In the case of vehicles manufactured before the

required date, it may be difficult to tell if the unit is

equipped with ABS. Look under the vehicle for the

ECU and wheel speed sensor wires coming from

the back of the brakes.

Figure 6.7

6.3.2

– Braking with ABS

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 does help you keep the vehicle under

control during hard braking.

ABS helps you avoid wheel lock up. The computer

senses impending lockup, reduces the braking

pressure to a safe level, and you maintain control.

Having ABS on only the trailer, or even on only one

axle, still gives you more control over the vehicle

during braking.

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 gain control.

When you drive a tractor-trailer combination with

ABS, you should brake as you always have. In other

words:

Use only the braking force necessary to stop safely

and stay in control.

Brake the same way, regardless of whether you

have ABS on the tractor, the trailer, or both.

As you slow down, monitor your tractor and trailer

and back off the brakes (if it is safe to do so) to

stay in control.

Remember, if your ABS malfunctions, you still have

regular brakes. Drive normally, but get the system

serviced soon.

ABS won’t allow you to drive faster, follow more

closely, or drive less carefully.

6.4 – Coupling and Uncoupling

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.

6.4.1

– Coupling Tractor-Semitrailers

Step 1. Inspect Fifth Wheel

Check for damaged/missing parts.

Check to see that mounting to tractor is secure, no

cracks in frame, etc.

Be sure that the fifth wheel plate is greased as

required. Failure to keep the fifth wheel plate

lubricated could cause steering problems because

of friction between the tractor and trailer.

Check if fifth wheel is in proper position for

coupling:

Wheel tilted down toward rear of tractor.

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Section 6 - Combination Vehicles

Version: July 2017

Page 6-8

Jaws open.

Safety unlocking handle in the automatic lock

position.

If you have a sliding fifth wheel, make sure it is

locked.

Make sure the trailer kingpin is not bent or broken.

Step 2. Inspect Area and Chock Wheels

Make sure area around the vehicle is clear.

Be sure trailer wheels are chocked or spring

brakes are on.

Check that cargo (if any) is secured against

movement due to tractor being coupled to the

trailer.

Step 3. Position Tractor

Put the tractor directly in front of the trailer. (Never

back under the trailer at an angle because you

might push the trailer sideways and break the

landing gear.)

Check position, using outside mirrors, by looking

down both sides of the trailer.

Step 4. Back Slowly

Back until fifth wheel just touches the trailer.

Don't hit the trailer.

Step 5. Secure Tractor

Put on the parking brake.

Put transmission in neutral.

Step 6. Check Trailer Height

The trailer should be low enough that it is raised

slightly by the tractor when the tractor is backed

under it. Raise or lower the trailer as needed. (If

the trailer is too low, the tractor may strike and

damage the trailer nose; if the trailer is too high, it

may not couple correctly.)

Check that the kingpin and fifth wheel are aligned.

Step 7. Connect Air-lines to Trailer

Check glad hand seals and connect tractor

emergency air-line to trailer emergency glad hand.

Check glad hand seals and connect tractor service

air-line to trailer service glad hand.

Make sure air-lines are safely supported where

they won't be crushed or caught while tractor is

backing under the trailer.

Step 8. Supply Air to Trailer

From cab, push in "air supply" knob or move

tractor protection valve control from the

"emergency" to the "normal" position to supply air

to the trailer brake system.

Wait until the air pressure is normal.

Check brake system for crossed air-lines.

Shut engine off so you can hear the brakes.

Apply and release trailer brakes and listen for sound

of trailer brakes being applied and released. You

should hear the brakes move when applied and air

escape when the brakes are released.

Check air brake system pressure gauge for signs of

major air loss.

When you are sure trailer brakes are working, start

engine.

Make sure air pressure is up to normal.

Step 9. Lock Trailer Brakes

Pull out the "air supply" knob or move the tractor

protection valve control from "normal" to

"emergency."

Step 10. Back Under Trailer

Use lowest reverse gear.

Back tractor slowly under trailer to avoid hitting the

kingpin too hard.

Stop when the kingpin is locked into the fifth wheel.

Step 11. Check Connection for Security

Raise trailer landing gear slightly off ground.

Pull tractor gently forward while the trailer brakes

are still locked to check that the trailer is locked

onto the tractor.

Step 12. Secure Vehicle

Put transmission in neutral.

Put parking brakes on.

Shut off engine and take key with you so someone

else won't move truck while you are under it.

Step 13. Inspect Coupling

Use a flashlight, if necessary.

Make sure there is no space between upper and

lower fifth wheel. If there is space, something is

wrong (kingpin may be on top of the closed fifth

wheel jaws, and trailer would come loose very

easily).

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Section 6 - Combination Vehicles

Version: July 2017

Page 6-9

Go under trailer and look into the back of the fifth

wheel. Make sure the fifth wheel jaws have closed

around the shank of the kingpin.

Check that the locking lever is in the "lock"

position.

Check that the safety latch is in position over

locking lever. (On some fifth wheels the catch must

be put in place by hand.)

If the coupling isn't right, don't drive the coupled

unit; get it fixed.

Step 14. Connect the Electrical Cord and Check

Air-lines

Plug the electrical cord into the trailer and fasten

the safety catch.

Check both air-lines and electrical line for signs of

damage.

Make sure air and electrical lines will not hit any

moving parts of vehicle.

Step 15. Raise Front Trailer Supports (Landing

Gear)

Use low gear range (if so equipped) to begin

raising the landing gear. Once free of weight,

switch to the high gear range.

Raise the landing gear all the way up. (Never drive

with landing gear only part way up as it may catch

on railroad tracks or other things.)

After raising landing gear, secure the crank handle

safely.

When full weight of trailer is resting on tractor:

Check for enough clearance between rear of tractor

frame and landing gear. (When tractor turns

sharply, it must not hit landing gear.)

Check that there is enough clearance between the

top of the tractor tires and the nose of the trailer.

Step 16. Remove Trailer Wheel Chocks

Remove and store wheel chocks in a safe place.

6.4.2

– Uncoupling Tractor-Semitrailers

The following steps will help you to uncouple safely.

Step 1. Position Rig

Make sure surface of parking area can support

weight of trailer.

Have tractor lined up with the trailer. (Pulling out at

an angle can damage landing gear.)

Step 2. Ease Pressure on Locking Jaws

Shut off trailer air supply to lock trailer brakes.

Ease pressure on fifth wheel locking jaws by

backing up gently. (This will help you release the

fifth wheel locking lever.)

Put parking brakes on while tractor is pushing

against the kingpin. (This will hold rig with pressure

off the locking jaws.)

Step 3. Chock Trailer Wheels

Chock the trailer wheels if the trailer doesn't have

spring brakes or if you're not sure. (The air could

leak out of the trailer air tank, releasing its

emergency brakes. Without chocks, the trailer could

move.)

Step 4. Lower the Landing Gear

If trailer is empty, lower the landing gear until it

makes firm contact with the ground.

If trailer is loaded, after the landing gear makes firm

contact with the ground, turn crank in low gear a few

extra turns. This will lift some weight off the tractor.

(Do not lift trailer off the fifth wheel.) This will:

Make it easier to unlatch fifth wheel.

Make it easier to couple next time.

Step 5. Disconnect Air-lines and Electrical Cable

Disconnect air-lines from trailer. Connect air-line

glad hands to dummy couplers at back of cab or

couple them together.

Hang electrical cable with plug down to prevent

moisture from entering it.

Make sure lines are supported so they won't be

damaged while driving the tractor.

Step 6. Unlock Fifth Wheel

Raise the release handle lock.

Pull the release handle to "open" position.

Keep legs and feet clear of the rear tractor wheels

to avoid serious injury in case the vehicle moves.

Step 7. Pull Tractor Partially Clear of Trailer

Pull tractor forward until fifth wheel comes out from

under the trailer.

Stop with tractor frame under trailer (prevents trailer

from falling to ground if landing gear should collapse

or sink).

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Section 6 - Combination Vehicles

Version: July 2017

Page 6-10

Step 8. Secure Tractor

Apply parking brake.

Place transmission in neutral.

Step 9. Inspect Trailer Supports

Make sure ground is supporting trailer.

Make sure landing gear is not damaged.

Step 10. Pull Tractor Clear of Trailer

Release parking brakes.

Check the area and drive tractor forward until it

clears.

Subsections 6.3 and 6.4

Test Your Knowledge

What might happen if the trailer is too high when

you try to couple?

After coupling, how much space should be

between the upper and lower fifth wheel?

You should look into the back of the fifth wheel

to see if it is locked onto the kingpin. True or

False?

To drive you need to raise the landing gear only

until it just lifts off the pavement. True or False?

How do you know if your trailer is equipped with

antilock brakes?

These questions may be on your test. If you can’t

answer them all, re-read subsections 6.3 and 6.4.

6.4.3

Coupling a Pintle Hook

Step 1. Inspect Pintle Hook

Before operating, check for worn, damaged, or

missing parts, and make sure mount is secure.

If the pintle hook is not secured to the mounting

surface, the pintle hook could separate from the

vehicle which, if not avoided, could result in death

or serious injury.

Step 2. Unlock Lock Pin and Open Latch

Unlock and remove the tethered lock pin, if

applicable (Figure 16).

Lift the lock handle away from the vehicle until the

lock clears the lock seat on the hook body.

Open the latch by rotating the latch assembly up

toward the vehicle until the latch is in its most

upright position, then release the lock handle.

(Figure 17 and 18)

Step 3. Lower Drawbar into Place

Position the drawbar eye over the horn of the pintle

hook and lower it into place.

Step 4. Lock Pintle Hook

Push the latch closed. When correctly locked, the

lock handle will rotate and move up until it is flush

with the top of the latch (Figure 19).

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Section 6 - Combination Vehicles

Version: July 2017

Page 6-11

Insert the tethered lock pin through the latch and

lock holes, and close the tethered wire lock pin, if

applicable (Figure 16).

Failure to correctly lock the latch can result in

separation of the trailer and vehicle which, if not

avoided, could result in death or serious injury.

6.4.4

- Uncoupling a Pintle Hook

Step 1. Park on Level Surface

Park the trailer on a firm level surface and block

trailer tires.

Step 2. Disconnect Electrical Connector,

Breakaway Brake Switch and Safety Chains

Disconnect electrical connector.

Disconnect breakaway brake switch lanyard.

Disconnect safety chains from tow vehicle.

Step 3. Unlock the Coupler

Unlock the coupler and open it.

Step 4. Check Ground Surface for Correct

Support

Before extending jack, make certain the ground

surface below the jack pad will support the tongue

load.

Step 5. Rotate Jack Handle

Rotate jack handle to extend the jack and transfer

the weight of the trailer tongue to the jack.

Step 6. Raise Trailer Coupler

Raise the trailer coupler above the tow vehicle

hitch.

Step 7. Drive Forward

Drive tow vehicle forward.

6.4.5

- Coupling a Drawbar

Step 1. Remove Safety Lock screw and Rotate

Safety Cover Bar

Remove safety lock screw (2), recover and keep

the relative self-locking nut (12) aside then also

loosen safety lock screw (2a) and turn out the

adjustment screw (3) by at least five turns.

Rotate the safety cover bar (4) outwards so that it

is completely open.

Step 2. Reverse Truck

Reverse truck very slowly until the ball cup

drawbar eye (6) is in position exactly above the

drawbar coupling ball (5).

Step 3. Lower the Drawbeam

Lower the drawbeam until the ball cup drawbar eye

(6) lies completely covering the drawbar coupling

ball (5).

Step 4. Rotate the Safety Cover Bar

Rotate the safety cover bar back inwards (4) and fit

in safety lock screw (2) together with its self-

locking nut.

Tighten in both the lock screws (2, 2a) together

with their relative self-locking nuts (12, 12a) at a

350 to 400 Nm torque wrench setting.

Step 5. Adjust the Adjustment Screw

Adjust the adjustment screw (3) until a 0.3 - 0.5

mm vertical clearance between the guard disk (13)

and the ball cup (6) is reached. Lock setting with

counter nut (11).

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Section 6 - Combination Vehicles

Version: July 2017

Page 6-12

In the event that the safety cover bar (4) will not

perfectly lodge into its seating appropriately, travel

is strictly forbidden.

Step 6. Protect Coupling Ball and Anchor Edge

onto Ball

Protect the part that is still visible of the coupling

ball (5) with the rubber dust proof bellows

protection cover (7). Accurately anchor the edge

directly onto the ball itself.

Step 7. Lubricate the Drawbar Eye

Lubricate the inside of the drawbar eye ball cup (6)

directly through the grease nipple (18).

6.4.6

- Uncoupling a Drawbar

Step 1. Turn Trailer Brake On

Make sure that the trailer brake is on.

Step 2. Remove Cover and Loosen Screws

Remove the rubber dust proof bellows protection

cover (7).

Loosen the adjustment screw (3) and the counter

nut (11).

Loosen safety lock screw (2a) and remove safety

lock screw (2) together with its self-locking nut

(12).

Step 3. Rotate Safety Cover Bar and Lift Trailer

Drawbeam

Rotate the safety cover bar (4) outwards so that it

is completely open.

Lift the trailer drawbeam until the drawbar coupling

ball (5) is fully visible, then travel forward with the

trailer very slowly.

Rotate the safety cover bar inwards (4) until it

lodges back in its housing.

Step 4. Lock Safety Screw and Tighten Self-

Locking Nut

Fit in safety lock screw (2) and tighten in self-

locking nut (12).

6.4.7

- Coupling a Gooseneck Hitch

If you are hooking up a Gooseneck or a fifth wheel

hitch, the procedure is a little different from a

receiver and ball, but it is not more difficult.

Step 1. Open the Latch and Lubricate the

Gooseneck Ball

Open the clamp latch on the Gooseneck coupler.

Make sure that the Gooseneck ball is properly

lubricated.

Step 2. Position Coupler and Latch the Clamp

Position the trailer's coupler directly over the ball

and lower the Gooseneck trailer into position and

latch the clamp.

Step 3. Attach Safety Chains

Attach your safety chains. Remember that all

trailers are required by law to have safety chains.

Step 4. Connect Trailer Light Wiring

Connect your trailer light wiring to your vehicle's

connector.

Check all of your lights, including your brake lights.

Step 5. Lower and Stow the Trailer Jacks

Completely lower and stow the trailer jacks,

allowing the weight to settle onto the tow vehicle.

6.4.8

Uncoupling a Gooseneck Hitch

Step 1. Remove Safety Pin and Clip

Simply remove safety pin and clip.

Step 2. Rotate Handle and Raise Trailer Off Ball

Rotate handle to this position (Fig. B) and raise

trailer off ball. Coupler will return to load position

automatically.

Step 3. Install Safety Pin and Clip

Install safety pin and clip. (Fig. B)

Commercial Driver’s License Manual – Modernized Testing System

Section 6 - Combination Vehicles

Version: July 2017

Page 6-13

6.5 – Inspecting a Combination Vehicle

Use the seven-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.) However, there are

also some new things to check. These are

discussed below.

6.5.1

– Additional Things to Check during a

Walk-around Inspection

Do these checks in addition to those already listed

in Section 2.

Coupling System Areas

Check fifth wheel (lower).

Securely mounted to frame.

No missing or damaged parts.

Enough grease.

No visible space between upper and lower fifth

wheel.

Locking jaws around the shank, not the head of

kingpin. See Figure 6.8.

Release arm properly seated and safety

latch/lock engaged.

Figure 6.8

Check fifth wheel (upper).

Glide plate securely mounted to trailer frame.

Kingpin not damaged.

Air and electric lines to trailer.

Electrical cord firmly plugged in and secured.

Air-lines properly connected to glad hands, no air

leaks, properly secured with enough slack for turns.

All lines free from damage.

Sliding fifth wheel.

Slide not damaged or parts missing.

Properly greased.

All locking pins present and locked in place.

If air powered--no air leaks.

Check that fifth wheel is not so far forward that

tractor frame will hit landing gear, or the cab hit the

trailer, during turns.

Landing Gear

Fully raised, no missing parts, not bent or

otherwise damaged.

Crank handle in place and secured.

If power operated, no air or hydraulic leaks.

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Section 6 - Combination Vehicles

Version: July 2017

Page 6-14

6.5.2

– Combination Vehicle Brake Check

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.

Check That Air Flows to All Trailers. Use the

tractor parking brake and/or chock the wheels to

hold the vehicle. Wait for air pressure to reach

normal, then push in the red "trailer air supply" knob.

This will supply air to the emergency (supply) lines.

Use the trailer handbrake to provide air to the

service line. Go to the rear of the rig. Open the

emergency line shut-off valve at the rear of the last

trailer. You should hear air escaping, showing the

entire system is charged. Close the emergency line

valve. Open the service line valve to check that

service pressure goes through all the trailers (this

test assumes that the trailer handbrake or the

service brake pedal is on), and then close the valve.

If you do NOT hear air escaping from both lines,

check that the shut-off valves on the trailer(s) and

dolly(ies) are in the OPEN position. You MUST have

air all the way to the back for all the brakes to work.

Test Tractor Protection Valve. Charge the trailer

Air-brake system. (That is, build up normal air-

pressure and push the "air supply" knob in.) Shut

the engine off. Step on and off the brake pedal

several times to reduce the air pressure in the tanks.

The trailer air supply control (also called the tractor

protection valve control) should pop out (or go from

"normal" to "emergency" position) when the air

pressure falls into the pressure range specified by

the manufacturer. (Usually within the range of 20 to

45 psi.)

If the tractor protection valve doesn't work right, an

air hose or trailer brake leak could drain all the air

from the tractor. This would cause the emergency

brakes to come on, with possible loss of control.

Test Trailer Emergency Brakes. Charge the trailer

air brake system and check that the trailer rolls

freely. Then stop and pull out the trailer air supply

control (also called tractor protection valve control

or trailer emergency valve), or place it in the

"emergency" position. Pull gently on the trailer with

the tractor to check that the trailer emergency

brakes are on.

Test Trailer Service Brakes. Check for normal air

pressure, release the parking brakes, move the

vehicle forward slowly, and apply trailer brakes with

the hand control (trolley valve), if so equipped. You

should feel the brakes come on. This tells you the

trailer brakes are connected and working. (The

trailer brakes should be tested with the hand valve

but controlled in normal operation with the foot

pedal, which applies air to the service brakes at all

wheels.)

Subsection 6.5

Test Your Knowledge

Which shut-off valves should be open and

which closed?

How can you test that air flows to all trailers?

How can you test the tractor protection valve?

How can you test the trailer emergency brakes?

How can you test the trailer service brakes?

These questions may be on your test. If you can’t

answer all of them, re-read subsection 6.5.

Commercial Driver’s License Manual – Modernized Testing System

Section 7 - Doubles and Triples

Version: July 2017

Page 7-1

Section 7

DOUBLES AND TRIPLES

This Section Covers

• Pulling Double/Triple Trailers

• Coupling and Uncoupling

• Inspecting Doubles and Triples

• Checking Air Brakes

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 one

trailer, how to couple and uncouple correctly, and

about inspecting doubles and triples carefully. (You

should also study Sections 2, 5, and 6.)

7.1 – Pulling Double/Triple Trailers

Take special care when pulling two and three

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.

7.1.1

– Prevent Trailer from Rolling Over

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.

7.1.2

– Beware of the Crack-the-whip Effect

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 don't understand the crack-

the-whip effect, study subsection 6.1.2 of this

manual.

7.1.3

– Inspect Completely

There are more critical parts to check when you

have two or three trailers. Check them all. Follow

the procedures described later in this section.

7.1.4

– Look Far Ahead

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.

7.1.5

– Manage Space

Doubles and triples take up more space than other

commercial vehicles. They are not only longer, but

also need more space because they can't 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.

7.1.6

– Adverse Conditions

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.

7.1.7

– Parking the Vehicle

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.

7.1.8

– Antilock Braking Systems on Converter

Dollies

Converter dollies built on or after March 1, 1998, are

required to have antilock brakes. These dollies will

have a yellow lamp on the left side of the dolly.

7.2 – Coupling and Uncoupling

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.

7.2.1

– Coupling Twin Trailers

Secure Second (Rear) Trailer

If the second trailer doesn't 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.

Commercial Driver’s License Manual – Modernized Testing System

Section 7 - Doubles and Triples

Version: July 2017

Page 7-2

A converter gear on a dolly is a coupling device of

one or two 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.

Figure 7.1

Position Converter Dolly in Front of Second

(Rear) Trailer

Release dolly brakes by opening the air tank

petcock. (Or, if the dolly has spring brakes, use the

dolly parking brake control.)

If the distance is not too great, wheel the dolly into

position by hand so it is in line with the kingpin.

Or, use the tractor and first semitrailer to pick up the

converter dolly:

Position combination as close as possible to

converter dolly.

Move dolly to rear of first semitrailer and couple it

to the trailer.

Lock pintle hook.

Secure dolly support in raised position.

Pull dolly into position as close as possible to nose

of the second semitrailer.

Lower dolly support.

Unhook dolly from first trailer.

Wheel dolly into position in front of second trailer in

line with the kingpin.

Connect Converter Dolly to Front Trailer

Back first semitrailer into position in front of dolly

tongue.

Hook dolly to front trailer.

Lock pintle hook.

Secure converter gear support in raised position.

Connect Converter Dolly to Rear Trailer

Make sure trailer brakes are locked and/or wheels

chocked.

Make sure trailer height is correct. (It must be

slightly lower than the center of the fifth wheel, so

trailer is raised slightly when dolly is pushed

under.)

Back converter dolly under rear trailer.

Raise landing gear slightly off ground to prevent

damage if trailer moves.

Test coupling by pulling against pin of the second

semitrailer.

Make visual check of coupling. (No space between

upper and lower fifth wheel. Locking jaws closed

on kingpin.)

Connect safety chains, air hoses, and light cords.

Close converter dolly air tank petcock and shut-off

valves at rear of second trailer (service and

emergency shut-offs).

Open shut-off valves at rear of first trailer (and on

dolly if so equipped).

Raise landing gear completely.

Charge trailer brakes (push "air supply" knob in),

and check for air at rear of second trailer by

opening the emergency line shut-off. If air pressure

isn't there, something is wrong and the brakes

won't work.

7.2.2

– Uncoupling Twin Trailers

Uncouple Rear Trailer

Park rig in a straight line on firm level ground.

Apply parking brakes so rig won't move.

Chock wheels of second trailer if it doesn't have

spring brakes.

Lower landing gear of second semitrailer enough

to remove some weight from dolly.

Close air shut-offs at rear of first semitrailer (and

on dolly if so equipped).

Disconnect all dolly air and electric lines and

secure them.

Release dolly brakes.

Release converter dolly fifth wheel latch.

Slowly pull tractor, first semitrailer, and dolly

forward to pull dolly out from under rear semitrailer.

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Section 7 - Doubles and Triples

Version: July 2017

Page 7-3

Uncouple Converter Dolly

Lower dolly landing gear.

Disconnect safety chains.

Apply converter gear spring brakes or chock

wheels.

Release pintle hook on first semi-trailer.

Slowly pull clear of dolly.

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.

7.2.3

– Coupling and Uncoupling Triple Trailers

Couple Tractor/First Semitrailer to

Second/Third Trailers

Couple tractor to first trailer. Use the method

already described for coupling tractor-semitrailers.

Move converter dolly into position and couple first

trailer to second trailer using the method for

coupling doubles. Triples rig is now complete.

Uncouple Triple-trailer Rig

Uncouple third trailer by pulling the dolly out, then

unhitching the dolly using the method for

uncoupling doubles.

Uncouple remainder of rig as you would any

double-bottom rig using the method already

described.

7.2.4

– Coupling and Uncoupling Other

Combinations

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 manual. You will need to learn the

correct way to couple and uncouple the vehicle(s)

you will drive according to the manufacturer and/or

owner specifications.

7.3 – Inspecting Doubles and Triples

Use the seven-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.) However, there are also some new

things to check. These are discussed below.

7.3.1

– Additional Checks

Do these checks in addition to those already listed

in Section 2, Step 5: Do a Walk-around Inspection.

Coupling System Areas

Check fifth wheel (lower).

Securely mounted to frame.

No missing or damaged parts.

Enough grease.

No visible space between upper and lower fifth

wheel.

Locking jaws around the shank, not the head of

kingpin.

Release arm properly seated and safety latch/lock

engaged.

Check fifth wheel (upper).

Glide plate securely mounted to trailer frame.

Kingpin not damaged.

Air and electric lines to trailer.

Electrical cord firmly plugged in and secured.

Air-lines properly connected to glad hands, no air

leaks, properly secured with enough slack for turns.

All lines free from damage.

Sliding fifth wheel.

Slide not damaged or parts missing.

Properly greased.

All locking pins present and locked in place.

If air powered, no air leaks.

Check that fifth wheel is not so far forward that the

tractor frame will hit landing gear, or cab will hit the

trailer, during turns.

Landing Gear

Fully raised, no missing parts, not bent or

otherwise damaged.

Crank handle in place and secured.

If power operated, no air or hydraulic leaks.

Double and Triple Trailers

Shut-off valves (at rear of trailers, in service and

emergency lines).

Rear of front trailers: OPEN.

Rear of last trailer: CLOSED.

Commercial Driver’s License Manual – Modernized Testing System

Section 7 - Doubles and Triples

Version: July 2017

Page 7-4

Converter dolly air tank drain valve: CLOSED.

Be sure air-lines are supported and glad hands are

properly connected.

If spare tire is carried on converter gear (dolly),

make sure it's secured.

Be sure pintle-eye of dolly is in place in pintle hook

of trailer(s).

Make sure pintle hook is latched.

Safety chains should be secured to trailer(s).

Be sure light cords are firmly in sockets on trailers.

7.3.2

– Additional Things to Check during a

Walk-around Inspection

Do these checks in addition to subsection 5.3,

Inspecting Air Brake Systems.

7.4 – Doubles/Triples Air Brake Check

Check the brakes on a double or triple trailer as you

would any combination vehicle. Subsection 6.5.2

explains how to check air brakes on combination

vehicles. You must also make the following checks

on your double or triple trailers

7.4.1

– Additional Air Brake Checks

Check That Air Flows to All Trailers (Double and

Triple Trailers). Use the tractor parking brake

and/or chock the wheels to hold the vehicle. Wait for

air pressure to reach normal, then push in the red

"trailer air supply" knob. This will supply air to the

emergency (supply) lines. Use the trailer handbrake

to provide air to the service line. Go to the rear of

the rig. Open the emergency line shut-off valve at

the rear of the last trailer. You should hear air

escaping, showing the entire system is charged.

Close the emergency line valve. Open the service

line valve to check that service pressure goes

through all the trailers (this test assumes that the

trailer handbrake or the service brake pedal is on),

and then close the valve. If you do NOT hear air

escaping from both lines, check that the shut-off

valves on the trailer(s) and dolly(ies) are in the

OPEN position. You MUST have air all the way to

the back for all the brakes to work.

Test Tractor Protection Valve. Charge the trailer

air brake system. (That is, build up normal air

pressure and push the "air supply" knob in.) Shut

the engine off. Step on and off the brake pedal

several times to reduce the air pressure in the tanks.

The trailer air supply control (also called the tractor

protection valve control) should pop out (or go from

"normal" to "emergency" position) when the air

pressure falls into the pressure range specified by

the manufacturer. (Usually within the range of 20 to

45 psi.)

If the tractor protection valve doesn't work properly,

an air hose or trailer brake leak could drain all the

air from the tractor. This would cause the

emergency brakes to come on, with possible loss of

control.

Test Trailer Emergency Brakes. Charge the trailer

air brake system and check that the trailer rolls

freely. Then stop and pull out the trailer air supply

control (also called tractor protection valve control

or trailer emergency valve) or place it in the

"emergency" position. Pull gently on the trailer with

the tractor to check that the trailer emergency

brakes are on.

Test Trailer Service Brakes. Check for normal air

pressure, release the parking brakes, move the

vehicle forward slowly, and apply trailer brakes with

the hand control (trolley valve), if so equipped. You

should feel the brakes come on. This tells you the

trailer brakes are connected and working. (The

trailer brakes should be tested with the hand valve,

but controlled in normal operation with the foot

pedal, which applies air to the service brakes at all

wheels.)

Section 7

Test Your Knowledge

What is a converter dolly?

Do converter dollies have spring brakes?

What three methods can you use to secure a

second trailer before coupling?

How do you check to make sure trailer height

is correct before coupling?

What do you check when making a visual

check of coupling?

Why should you pull a dolly out from under a

trailer before you disconnect it from the trailer

in front?

What should you check for when inspecting

the converter dolly? The pintle hook?

Should the shut-off valves on the rear of the

last trailer be open or closed? On the first

trailer in a set of doubles? On the middle

trailer of a set of triples?

How can you test that air flows to all trailers?

10.

How do you know if your converter dolly is

equipped with antilock brakes?

These questions may be on your test. If you can’t

answer them all, re-read Section 7.

Commercial Driver’s License Manual – Modernized Testing System

Section 8 - Tank Vehicles

Version: July 2017

Page 8-8-1

Section 8

TANK VEHICLES

This Section Covers

• Inspecting Tank Vehicles

• Driving Tank Vehicles

• Safe Driving Rules

This section has information needed to pass the

CDL knowledge test for driving a tank vehicle. (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 or B 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 the chassis. A tank endorsement is

also required for Class C vehicles when the vehicle

is used to transport hazardous materials in liquid or

gas form in the above described rated tanks.

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.

8.1 – Inspecting Tank Vehicles

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.

8.1.1

– Leaks

On all tank vehicles, the most important item to

check for is leaks. Check under and around the

vehicle for signs of any leaking. Don't 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 clean-up of any spill. In

general, check the following:

Check the tank's body or shell for dents or leaks.

Check the intake, discharge, and cut-off valves.

Make sure the valves are in the correct position

before loading, unloading, or moving the vehicle.

Check pipes, connections, and hoses for leaks,

especially around joints.

Check manhole covers and vents. Make sure the

covers have gaskets and they close correctly.

Keep the vents clear so they work correctly.

8.1.2

– Check Special Purpose Equipment

If your vehicle has any of the following equipment,

make sure it works:

Vapor recovery kits.

Grounding and bonding cables.

Emergency shut-off systems.

Built in fire extinguisher.

Never drive a tank vehicle with open valves or

manhole covers.

8.1.3

– Special Equipment

Check the emergency equipment required for your

vehicle. Find out what equipment you're required to

carry and make sure you have it (and it works).

8.2 – Driving Tank Vehicles

Hauling liquids in tanks requires special skills

because of the high center of gravity and liquid

movement. See Figure 8.1.

Figure 8.1

8.2.1

– High Center of Gravity

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.

8.2.2

– Danger of Surge

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

Commercial Driver’s License Manual – Modernized Testing System

Section 8 - Tank Vehicles

Version: July 2017

Page 8-8-2

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

the handling of the vehicle.

8.2.3

– Bulkheads

Some liquid tanks are divided into several smaller

tanks by bulkheads. When loading and unloading

the smaller tanks, the driver must pay attention to

weight distribution. Don't put too much weight on the

front or rear of the vehicle.

8.2.4

– Baffled Tanks

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. This can

cause a roll over.

8.2.5

– Un-baffled Tanks

Un-baffled liquid tankers (sometimes called

"smooth bore" tanks) have nothing inside to slow

down the flow of the liquid. Therefore, forward-and-

back surge is very strong. Un-baffled 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.

8.2.6

– Outage

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.

8.2.7

– How Much to Load?

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:

The amount the liquid will expand in transit.

The weight of the liquid.

Legal weight limits.

8.3 – Safe Driving Rules

In order to drive tank vehicles safely, you must

remember to follow all the safe driving rules. A few

of these rules are:

8.3.1

– Drive Smoothly

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.

8.3.2

– Controlling Surge

Keep a steady pressure on the brakes. Do not

release too soon when coming to a stop.

Brake far in advance of a stop and increase your

following distance.

If you must make a quick stop to avoid a crash, use

controlled or stab braking. If you do not remember

how to stop using these methods, review subsection

2.17.2. Also, remember that if you steer quickly

while braking, your vehicle may roll over.

8.3.3

– Curves

Slow down before curves, then accelerate slightly

through the curve. The posted speed for a curve

may be too fast for a tank vehicle.

8.3.4

– Stopping Distance

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.

8.3.5

– Skids

Don't over steer, over accelerate, or over brake. If

you do, your vehicle may skid. On tank trailers, if

your drive wheels 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.

Section 8

Test Your Knowledge

How are bulkheads different than baffles?

Should a tank vehicle take curves, on

ramps, or off ramps at the posted speed

limits?

How are smooth bore tankers different to

drive than those with baffles?

What three things determine how much

liquid you can load?

What is outage?

How can you help control surge?

What two reasons make special care

necessary when driving tank vehicles?

These questions may be on the test. If you can't

answer them all, re-read Section 8.

Commercial Driver’s License Manual – Modernized Testing System

Section 9 - Hazardous Material

Version: July 2017

Page 9-1

Section 9

HAZARDOUS MATERIALS

This Section Covers

• The Intent of the Regulations

• Bulk Tank Loading, Unloading, and

Marking

• Driver Responsibilities

• Driving and Parking Rules

• Communications Rules

• Emergencies

• Loading and Unloading

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) is

found in parts 171 - 180 of title 49 of the Code of

Federal Regulations. The common reference for

these regulations is 49 CFR 171 - 180

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. An up-to-date copy of the

complete regulations is essential for you to have.

Included in these regulations is a complete glossary

of terms.

You must have a commercial driver license (CDL)

with a hazardous materials endorsement before you

drive any size vehicle that is used to transport

hazardous material as defined in 49 CFR 383.5.

You must pass a written test about the regulations

and requirements to get this endorsement.

Everything you need to know to pass the written test

is in this section. However, this is only a 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 and

universities, and various associations usually offer

these courses. You can get copies of the Federal

Regulations (49 CFR) 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

three 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.

Commercial Driver’s License Manual – Modernized Testing System

Section 9 - Hazardous Material

Version: July 2017

Page 9-2

9.1 – The Intent of the Regulations

9.1.1

– Contain the Material

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."

9.1.2

– Communicate the Risk

To communicate the risk, shippers must warn

drivers and others about the material's hazards. 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, the carrier, and the driver.

9.1.3

– Assure Safe Drivers and Equipment

In order to get a hazardous materials endorsement

on a CDL, you must pass a written test about

transporting hazardous materials. To pass the test,

you must know how to:

Identify what are hazardous materials.

Safely load shipments.

Properly placard your vehicle in accordance with

the rules.

Safely transport shipments.

Learn the rules and follow them. Following the rules

reduces the risk of injury from hazardous materials.

Taking shortcuts by breaking rules is unsafe. Non-

compliance 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, and the

hazardous materials endorsement on your driver

license, and your knowledge of hazardous

materials.

9.2 – Hazardous Materials

Transportation—Who Does What

9.2.1

– The Shipper

Sends products from one place to another by truck,

rail, vessel, or airplane.

Uses the hazardous materials regulations to

determine the product’s:

Identification number

Proper shipping name.

Hazard class.

Packing group.

Correct packaging.

Correct label and markings.

Correct placards.

Must package, mark, and label the materials;

prepare shipping papers; provide emergency

response information; and supply placards.

Certify on the shipping paper that the shipment has

been prepared according to the rules (unless you

are pulling cargo tanks supplied by you or your

employer).

9.2.2

– The Carrier

Takes the shipment from the shipper to its

destination.

Prior to transportation, checks that the shipper

correctly described, marked, labeled, and

otherwise prepared the shipment for transportation.

Refuses improper shipments.

9.2.3

– The Driver

Makes sure the shipper has identified, marked, and

labeled the hazardous materials properly.

Refuses leaking packages and shipments.

Placards vehicle when loading, if required.

Safely transports the shipment without delay.

Follows all special rules about transporting

hazardous materials.

Keeps hazardous materials shipping papers and

emergency response information in the proper

place.

Reports accidents and incidents involving

hazardous materials to the proper government

agency, when the accident/incident occurs while

driver is in physical control of the shipment.

9.3 – Communication Rules

9.3.1

– Definitions

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 nine different hazard

Commercial Driver’s License Manual – Modernized Testing System

Section 9 - Hazardous Material

Version: July 2017

Page 9-3

classes. The types of materials included in these

nine classes are in Figure 9.1.

Hazardous Materials Class

Class

Division

Name of Class or

Division

Examples

1.1

Mass Explosion

Dynamite

Flares

Display Fireworks

Ammunition

Blasting Agents

Explosive Devices

1.2

Projection Hazard

1.3

Fire Hazard

1.4

Minor Explosion

1.5

Very Insensitive

1.6

Extremely

Insensitive

2.1

Flammable Gases

Propane

2.2

Non-Flammable

Gases

Helium

2.3

Poisonous/Toxic

Fluorine, Compressed

Gases

Flammable Liquids

Gasoline

4.1

4.2

4.3

Flammable Solids

Spontaneously

Combustible

Dangerous When

Wet

Ammonium Picrate,

Wetted

White Phosphorus

Sodium

5.1

5.2

Oxidizers

Organic Peroxides

Ammonium Nitrate

Methyl Ethyl Ketone

Peroxide

6.1

Poison (Toxic

Potassium Cyanide

Material)

6.2

Infectious

Anthrax Virus

Substances

Radioactive

Uranium

Corrosives

Battery Fluid

9 -

Miscellaneous

Hazardous Materials

Polychlorinated

Biphenyls (PCB)

ORM-D (Other

Regulated Material-

Domestic)

Food Flavorings,

Medicines

Combustible Liquids

Fuel Oil

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 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 to describe hazardous materials correctly

and include an emergency response telephone

number on shipping papers.

Carriers and drivers to quickly identify hazardous

materials shipping papers, or keep them on top of

other shipping papers and keep the required

emergency response information with the shipping

papers.

Drivers to keep hazardous materials shipping

papers:

In a pouch on the driver's door, or

In clear view within immediate reach while the seat

belt is fastened while driving, or

On the driver's seat when out of the vehicle.

9.3.2

– Package Labels

Shippers put diamond-shaped hazard warning

labels on most hazardous materials packages.

These labels inform others of the hazard. If the

diamond label won't 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.

Labels look like the examples in Figure 9.2.

Examples of HAZMAT Labels. Figure 9.2

Commercial Driver’s License Manual – Modernized Testing System

Section 9 - Hazardous Material

Version: July 2017

Page 9-4

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 four 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 four directions. They are at least 250mm

9.84 inches square, square-on-point, in a diamond

shape. Cargo tanks and other bulk packaging

display the identification number of their contents on

placards or orange panels or white square-on-point

displays that are the same size as placards.

Examples of HAZMAT Placards

Figure 9.3

Identification numbers are a four-digit code used by

first responders to identify hazardous materials. An

identification number may be used to identify more

than one chemical. The letters “NA or “UN” will

precede the identification number. The United

States Department of Transportation’s Emergency

Response Guidebook (ERG) lists the chemicals and

the identification numbers assigned to them.

There are three main lists used by shippers,

carriers, and drivers when trying to identify

hazardous materials. Before transporting a material,

look for its name on three lists. Some materials are

on all lists, others on only one. Always check the

following lists:

Section 172.101, the Hazardous Materials Table.

Appendix A to Section 172.101, the List of

Hazardous Substances and Reportable Quantities.

Appendix B to Section 172.101, the List of Marine

Pollutants.

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 five columns show

each material's shipping name, hazard class or

division, identification number, packaging group,

and required labels.

Six 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 doesn't 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

hazardous 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,

hazardous 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 more 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.

Commercial Driver’s License Manual – Modernized Testing System

Section 9 - Hazardous Material

Version: July 2017

Page 9-5

49 CFR 172.101 Hazardous Materials Table

Symbols

Hazardous Materials

Description & Proper

Shipping Names

Hazard

Class or

Division

Identification

Numbers

Label

Codes

Special

Provisions

(172.102)

Packaging (173. ***)

Exceptions

Non

Bulk

(1)

(2)

(3)

(4)

(5)

(6)

(7)

(8A)

(8B)

(8C)

Acetaldehyde ammonia

UN1841

III

IB8, IP3,

155

204

240

IP7, T1,

TP33

Figure 9.4

Appendix A to 49 CFR 172.101

List of Hazardous Substances and Reportable Quantities

Hazardous Substances

Reportable Quantity (RQ) Pounds

(Kilograms)

Phenyl mercaptan

100 (45.4)

Phenylmercury acetate

100 (45.4)

Phenylthiourea

100 (45.4)

Phorate

10 (4.54)

Phosgene

10 (4.54)

Phosphine

100 (45.4)

Phosphoric acid

5,000 (2270)

Phosphoric acid, diethyl

4-nitrophenyl ester

100 (45.4)

Phosphoric acid, lead (2+)

Salt (2:3)salt

10 (.454)

Figure 9.5

Column 3 shows a material's hazard class or

division, or the entry "Forbidden." Never transport a

"Forbidden" material. Placard hazardous materials

shipments based on the quantity and hazard class.

You can decide which placards to use if you know

these three things:

Material's hazard class.

Amount being shipped.

Amount of all hazardous materials of all classes on

your vehicle.

Column 4 lists the identification number for each

proper shipping name. Identification numbers are

preceded by the letters “UN”, "NA." or “ID”. The

letters "NA" are associated with proper shipping

names that are only used within the United States

and to and from Canada. The letters “ID” are

associated with proper shipping names recognized

by the International Civil Aviation Organization

(IACO) Technical instructions for transportation by

air. The identification 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

one label due to a multiple hazards being present.

Commercial Driver’s License Manual – Modernized Testing System

Section 9 - Hazardous Material

Version: July 2017

Page 9-6

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 three-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 49 CFR 172.101 - The List of

Hazardous Substances and Reportable

Quantities. The DOT and the 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 2 of

the list shows each product's reportable quantity

(RQ). When these materials are being transported

in a reportable quantity or greater in one 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 a reportable quantity.

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 placard and the POISON

INHALATION HAZARD placard, even for small

amounts.

Appendix B to 49 CFR 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 the 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”.

9.3.4

– The Shipping Paper

The shipping paper shown in Figure 9.6 describes a

shipment. A shipping paper for hazardous materials

must include:

Page numbers if the shipping paper has more than

one page. The first page must tell the total number

of pages. For example, "Page 1 of 4".

A proper shipping description for each hazardous

material.

A shipper's certification, signed by the shipper,

saying they prepared the shipment according to

the regulations.

Shipping Paper

ABC

Corporation

88 Valley

Street

Anywhere,

DEF

Corporatio

Mountain

Street

Nowhere,

Page

1 of 1

TO:

FROM

Quantity

Description

Weight

cylinder

(“RQ”

means that

this is a

reportable

quantity.)

UN1076,Phosgene

, 2.3,

Poison, Inhalation

Hazard,

Zone A

(UN1076 is the

Identification

Number from

Column 4 of the

Hazardous

materials Table.

25 lbs

Phosgene is the

proper shipping

name from Column

2 of the Hazardous

Materials Table.

2.3 is the Hazard

Class from Column

3 of the Hazardous

Materials Table.)

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.

DEF

Carrier:

Safet

Shipper

Corporatio

Per:

y First

Date:

Per:

Smith

Date:

October 15,

2003

Special Instructions:

24 hour Emergency Contact,

John Smith 1-800-555-5555

Figure 9.6

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Section 9 - Hazardous Material

Version: July 2017

Page 9-7

9.3.5

– The Item Description

If a shipping paper describes both hazardous and

non-hazardous products, the hazardous materials

must be:

Entered first.

Highlighted in a contrasting color, OR.

Identified by an "X" placed before the shipping

description (ID#, Shipping Name, Hazard Class,

Packing Group) in a column captioned "HM". The

letters "RQ" may be used instead of "X" if a

reportable quantity needs to be identified.

The basic description of hazardous materials

includes the identification number, proper shipping

name, hazard class or division, and the packing

group, if any, in that order. The packing group is

displayed in Roman numerals and may be preceded

by "PG".

Identification number, shipping name, and hazard

class must not be abbreviated unless specifically

authorized in the hazardous materials regulations.

The description must also show:

The total quantity and unit of measure.

The number and type of packages (example: “6

Drums”).

The letters RQ, if a reportable quantity.

If the letters RQ appear, the name of the

hazardous substance (if not included in the

shipping name).

For all materials with the letter “G” (Generic) in

Column 1, the technical name of the hazardous

material.

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:

The number of the person offering the hazardous

material for transportation (if the shipper/offerer is

the emergency response information (ERI)

provider); or

The number of an agency or organization capable

of, and accepting responsibility for, providing the

detailed information required by paragraph (a)(2) of

this section. The person who is registered with the

ERI provider must be identified by name, or contract

number or other unique identifier assigned by the

ERI provider, on the shipping paper

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 must provide information on how

to safely handle incidents involving the material. At

a minimum, it must include the following

information:

The basic description and technical name;

Immediate hazards to health;

Risks of fire or explosion;

Immediate precautions to be taken in the event of

an accident or incident;

Immediate methods for handling fires;

Initial methods for handling spills or leaks in the

absence of fires; and

Preliminary first aid measures

Such information can be on the shipping paper or

some other document that includes the basic

description and technical name of the hazardous

material. Or, it 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 a hazardous materials incident or

investigating one.

Total quantity and number & 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 lbs.

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 non-hazardous material may not be described by

using a hazard class or an identification 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 one 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.

Commercial Driver’s License Manual – Modernized Testing System

Section 9 - Hazardous Material

Version: July 2017

Page 9-8

IMPORTANT NOTE: To view complete regulatory

requirements for the transportation of hazardous

materials one should refer to the Code of Federal

Regulations, Title 49, Parts 171-185.

9.3.6

– Shipper's Certification

When the shipper packages hazardous materials,

he/she certifies that the package has been prepared

according to the 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 the 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.

9.3.7

– Package Markings and Labels

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:

The name and address of shipper or consignee.

The hazardous material's shipping name and

identification number.

The labels required.

It is a good idea to compare the shipping paper to

the markings and labels. Always make sure that the

shipper shows the correct basic description on the

shipping paper, and verifies that the proper labels

are shown on the packages. If you are not familiar

with the material, ask the shipper to contact your

office.

If rules require it, the shipper will put RQ, MARINE

POLLUTANT,

BIOHAZARD,

HOT,

INHALATION-HAZARD on the package. Packages

with liquid containers inside will also have package

orientation markings with the arrows pointing in the

correct upright direction. The labels used always

reflect the hazard class of the product. If a package

needs more than one label, the labels must be close

together, near the proper shipping name.

9.3.8

– Recognizing Hazardous Materials

Learn to recognize shipments of hazardous

materials. To find out if the shipment includes

hazardous materials, look at the shipping paper.

Does it have:

An entry with a proper shipping name, hazard

class, and identification number?

A highlighted entry, or one with an X or RQ in the

hazardous materials column?

Other clues suggesting hazardous materials:

What business is the shipper in? Paint dealer?

Chemical supply? Scientific supply house? Pest

control or agricultural supplier? Explosives,

munitions, or fireworks dealer?

Are there tanks with diamond labels or placards on

the premises?

What type of package is being shipped? Cylinders

and drums are often used for hazardous materials

shipments.

Is a hazard class label, proper shipping name, or

identification number on the package?

Are there any handling precautions?

9.3.9

– Hazardous Waste Manifest

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.

9.3.10

– Placarding

Attach the appropriate placards to the vehicle

before you drive it. You are only allowed to move an

improperly placarded vehicle during an emergency,

in order to protect life or property.

Placards must appear on both sides and both ends

of the vehicle. Each placard must be:

Easily seen from the direction it faces.

Placed so the words or numbers are level and read

from left to right.

Commercial Driver’s License Manual – Modernized Testing System

Section 9 - Hazardous Material

Version: July 2017

Page 9-9

At least three inches away from any other

markings.

Kept clear of attachments or devices such as

ladders, doors, and tarpaulins.

Kept clean and undamaged so that the color,

format, and message are easily seen.

Be affixed to a background of contrasting color.

The use of “Drive Safely” and other slogans is

prohibited.

The front placard may be on the front of the tractor

or the front of the trailer.

To decide which placards to use, you need to know:

The hazard class of the materials.

The amount of hazardous materials shipped.

The total weight of all classes of hazardous

materials in your vehicle.

9.3.11

– Placard Tables

There are two placard tables, Table 1 and Table 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 all the Table 2 products you have on board. See

Figure 9.8.

Placard Table 1

Any Amount

IF YOUR VEHICLE

CONTAINS ANY AMOUNT

OF……

PLACARD AS…

1.1 Mass Explosives

Explosives 1.1

1.2 Project Hazards

Explosives 1.2

1.3 Mass Fire Hazards

Explosives 1.3

2.3 Poisonous/Toxic Gases

Poison Gas

4.3 Dangerous When Wet

Dangerous When

Wet

5.2 (Organic Peroxide, Type

B, liquid or solid,

Temperature controlled)

Organic Peroxide

6.1 (Inhalation hazard zone

A & B only)

Poison/toxic

inhalation

7 (Radioactive Yellow III

label only)

Radioactive

Figure 9.7

You may use DANGEROUS placards instead of

separate placards for each Table 2 hazard class

when:

You have 1,001 pounds or more of two or more

Table 2 hazard classes, requiring different

placards, and

You have not loaded 2,205 pounds or more of any

Table 2 hazard class material at any one place.

(You must use the specific placard for this

material.)

The dangerous placard is an option, not a

requirement. You can always placard for the

materials.

If the words INHALATION HAZARD are on the

shipping paper or package, you must display

POISON GAS or POISON INHALATION placards in

addition to any other placards needed by the

product's hazard class. The 1,000 pound exception

does not apply to these materials.

Materials with a secondary hazard of dangerous

when wet must display the DANGEROUS WHEN

WET placard in addition to any other placards

needed by the product’s hazard class. The 1,000-

pound exception to placarding does not apply to

these materials.

Placard Table 2

1,001 Pounds Or More

Category of Material (Hazard

class or division number and

additional description, as

appropriate)

Placard Name

1.4 Minor Explosion

Explosives 1.4

1.5 Very Insensitive

Explosives 1.5

1.6 Extremely Insensitive

Explosives 1.6

2.1 Flammable Gases

Flammable Gas

2.2 Non- Flammable Gases

Non-Flammable Gas.

3 Flammable Liquids

Flammable

Combustible Liquid

Combustible*

4.1 Flammable Solids

Flammable Solid

4.2 Spontaneously

Combustible

Spontaneously

Combustible

5.1 Oxidizers

Oxidizer

5.2 (other than organic

peroxide, Type B, liquid or

solid, Temperature

Controlled)

Organic Peroxide

6.1 (other than inhalation

hazard zone A or B)

Poison

6.2 Infectious Substances

(None)

8 Corrosives

Corrosive

9 Miscellaneous Hazardous

Materials

Class 9**

ORM-D

(None)

* FLAMMABLE may be used in place of a

COMBUSTIBLE on a cargo tank or portable tank.

** Class 9 Placard is not required for domestic

transportation.

Figure 9.8

Commercial Driver’s License Manual – Modernized Testing System

Section 9 - Hazardous Material

Version: July 2017

Page 9-10

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

greater than 119 gallons. 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 two opposite sides or

may display labels. All other bulk packages must be

placarded on all four sides.

Subsections 9.1, 9.2, and 9.3

Test Your Knowledge

Shippers package in order to (fill in the

blank) the material.

Driver placard their vehicle to (fill in the

blank) the risk.

What three things do you need to know to

decide which placards (if any) you need?

A hazardous materials identification

number must appear on the (fill in the blank)

and on the (fill in the blank). The

identification number must also appear on

cargo tanks and other bulk packaging.

Where must you keep shipping papers

describing hazardous materials?

These questions may be on your test. If you can’t

answer them all, re-read subsections 9.1, 9.2 and

9.3.

9.4 – Loading and Unloading

Do all you can to protect containers of hazardous

materials. Don't use any tools, which might damage

containers or other packaging during loading. Don't

use hooks.

9.4.1

– General Loading Requirements

Before loading or unloading, set the parking brake.

Make sure the vehicle will not move.

Many products become more hazardous when

exposed to heat. Load hazardous materials away

from heat sources.

Watch for signs of leaking or damaged containers:

LEAKS SPELL TROUBLE! Do not transport leaking

packages. Depending on the material, you, your

truck, and others could be in danger. It is illegal to

move a vehicle with leaking hazardous materials.

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. Don't let

people smoke nearby. Never smoke around:

Class 1 (Explosives)

Class 2.1 (Flammable Gas )

Class 3 (Flammable Liquids)

Class 4 (Flammable Solids)

Class 5 (Oxidizers)

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 one

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:

Class 1 (Explosives)

Class 2.1 (Flammable Gas )

Class 3 (Flammable Liquids)

The rules usually forbid use of cargo heaters,

including automatic cargo heater/air conditioner

units. Unless you have read all the related rules,

don't load the above products in a cargo space that

has a heater.

Use Closed Cargo Space. You cannot have

overhang or tailgate loads of:

Class 1 (Explosives)

Class 4 (Flammable Solids)

Class 5 (Oxidizers)

Commercial Driver’s License Manual – Modernized Testing System

Section 9 - Hazardous Material

Version: July 2017

Page 9-11

You must load these hazardous materials into a

closed cargo space unless all packages are:

Fire and water resistant.

Covered with a fire and water resistant tarp.

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:

Disable cargo heaters. Disconnect heater power

sources and drain heater fuel tanks.

Make sure there are no sharp points that might

damage cargo. Look for bolts, screws, nails,

broken side panels, and broken floorboards.

Use a floor lining with Division 1.1, 1.2, or 1.3.

The floors must be tight and the liner must be

either non-metallic material or non-ferrous metal.

(Non-ferrous metals are any metal that does not

contain iron or iron alloys).

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 from one

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 take a package that shows any dampness or

oily stain.

Do not transport Division 1.1 or 1.2 in vehicle

combinations if:

There is a marked or placarded cargo tank in the

combination.

The other vehicle in the combination contains:

Division 1.1 A (Initiating Explosives).

Packages of Class 7 (Radioactive) materials

labeled "Yellow III."

Division 2.3 (Poisonous Gas) Hazard zone A or B or

Division 6.1 (Poisonous) materials Hazard zone A.

Hazardous materials in a portable tank, on a DOT

Spec 106A or 110A tank.

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 won't

spill. Keep them right side up. Make sure other

cargo won't fall against or short circuit them.

Never load corrosive liquids next to or above:

Division 1.4 (Explosives C).

Division 4.1 (Flammable Solids).

Division 4.3 (Dangerous When Wet).

Class 5 (Oxidizers).

Division 2.3, Zone B (Poisonous Gases).

Never load corrosive liquids with:

Division 1.1 or 1.2

Division 1.3

Division 1.5 (Blasting Agents).

Division 2.3, Zone A (Poisonous Gases).

Division 4.2 (Spontaneously Combustible

Materials).

Division 6.1, PGI, Zone A (Poison Liquids).

Class 2 (Compressed Gases) Including

Cryogenic Liquids. If your vehicle doesn't have

racks to hold cylinders, the cargo space floor must

be flat. The cylinders must be:

Held upright.

In racks attached to the vehicle or in boxes that will

keep them from turning over.

Cylinders may be loaded in a horizontal position

(lying down) if it is designed so the relief valve is in

the vapor space.

Division 2.3 (Poisonous Gas) or Division 6.1

(Poisonous) Materials. Never transport these

materials in containers with interconnections. Never

Commercial Driver’s License Manual – Modernized Testing System

Section 9 - Hazardous Material

Version: July 2017

Page 9-12

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 to this section (49 CFR 177-842) 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 can't

leave a package with a transport index of 1.1 within

two feet of people or cargo space walls.

Do Not Load Table

Do Not Load

In The Same Vehicle With

Division 6.1 or 2.3

(POISON or poison

inhalation hazard

labeled material).

Animal or human food unless the

poison package is over packed in

an approved way. Foodstuffs are

anything you swallow. However,

mouthwash, toothpaste, and skin

creams are not foodstuff.

Division 2.3

(Poisonous) gas Zone

A or Division 6.1

(Poison) liquids, PGI,

Zone A.

Division 1.1, 1.2, 1.3 Explosives,

Division 5.1 (Oxidizers), Class 3

(Flammable Liquids), Class 8

(Corrosive Liquids), Division 5.2

(Organic Peroxides),

Division 1.1, 1.2, 1.3 Explosives,

Division 1.5 (Blasting Agents),

Division 2.1 (Flammable Gases),

Class 4 (Flammable Solids).

Charged storage

batteries.

Division 1.1.

Class 1 (Detonating

primers).

Any other explosives unless in

authorized containers or

packages.

Division 6.1

(Cyanides or cyanide

mixtures).

Acids, corrosive materials, or other

acidic materials which could

release hydrocyanic acid.

For Example:

Cyanides, Inorganic, n.o.s.

Silver Cyanide

Sodium Cyanide.

Nitric acid (Class 8).

Other materials unless the nitric

acid is not loaded above any other

material.

Figure 9.9

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.

Subsection 9.4

Test Your Knowledge

Around which hazard classes must you

never smoke?

Which three hazard classes should not be

loaded into a trailer that has a heater/air

conditioner unit?

Should the floor liner required for Division

1.1 or 1.2 materials be stainless steel?

At the shipper’s dock you’re given a paper

for 100 cartons of battery acid. You already

have 100 pounds of dry Silver Cyanide on

board. What precautions do you have to

take?

Name a hazard class that uses transport

indexes to determine the amount that can

be loaded in a single vehicle.

These questions may be on your test. If you can’t

answer them all, re-read subsection 9.4.

9.5 – Bulk Packaging Marking, Loading

and Unloading

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.

9.5.1

– Markings

You must display the identification number of the

hazardous materials in portable tanks and cargo

tanks and other bulk packaging (such as dump

trucks). Identification 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 re-test date markings.

Commercial Driver’s License Manual – Modernized Testing System

Section 9 - Hazardous Material

Version: July 2017

Page 9-13

Portable tanks must also 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 two

inches tall on portable tanks with capacities of more

than 1,000 gallons and one-inch tall on portable

tanks with capacities of less than 1,000 gallons. The

identification number must appear on each side and

each end of a portable tank or other bulk packaging

that hold 1,000 gallons or more and on two opposing

sides, if the portable tank holds less than 1,000

gallons. The identification numbers must still be

visible when the portable tank is on the motor

vehicle. If they are not visible, you must display the

identification number on both sides and ends of the

motor vehicle.

Intermediate bulk containers (IBCs) are bulk

packages, but are not required to have the owner’s

name or shipping name.

9.5.2

– Tank Loading

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:

Be alert.

Have a clear view of the cargo tank.

Be within 25 feet of the tank.

Know of the hazards of the materials involved.

Know the procedures to follow in an emergency.

Be authorized to move the cargo tank and able to

do so.

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 49

CFR 173.29.

9.5.3

– Flammable Liquids

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.

9.5.4

– Compressed Gas

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,

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.

Subsection 9.5

Test Your Knowledge

What are cargo tanks?

How is a portable tank different from a cargo

tank?

Your engine runs a pump used during delivery

of compressed gas. Should you turn off the

engine before or after unhooking hoses after

delivery?

These questions may be on your test. If you can’t

answer them all, re-read subsection 9.5.

9.6 – Hazardous Materials -- Driving

and Parking Rules

9.6.1

– Parking with Division 1.1, 1.2, or 1.3

Explosives

Never park with Division 1.1, 1.2, or 1.3 explosives

within five 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:

A bridge, tunnel, or building.

A place where people gather.

An open fire.

If you must park to do your job, do so only briefly.

Don't 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:

On the shipper's property.

On the carrier's property.

On the consignee's property.

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Page 9-14

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.

9.6.2

– Parking a Placarded Vehicle Not

Transporting Division 1.1, 1.2, or 1.3)

Explosives

You may park a placarded vehicle (not laden with

explosives) within five 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.

9.6.3

– Attending Parked Vehicles

The person attending a placarded vehicle must:

Be in the vehicle, awake, and not in the sleeper

berth, or within 100 feet of the vehicle and have it

within clear view.

Be aware of the hazards of the materials being

transported.

Know what to do in emergencies.

Be able to move the vehicle, if needed.

9.6.4

– No Flares!

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:

Tank used for Class 3 (Flammable Liquids) or

Division 2.1 (Flammable Gas) whether loaded or

empty.

Vehicle loaded with Division 1.1, 1.2, or 1.3

Explosives.

9.6.5

– Route Restrictions

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.

9.6.6

– No Smoking

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:

Class 1 (Explosives)

Class 3 (Flammable Liquids)

Class 4.1 (Flammable Solids)

Class 4.2 (Spontaneously Combustible)

Class 5 (Oxidizers)

9.6.7

– Refuel with Engine Off

Turn off your engine before fueling a motor vehicle

containing hazardous materials. Someone must

always be at the nozzle, controlling fuel flow.

9.6.8

– 10 B C Fire Extinguisher

The power unit of placarded vehicles must have a

fire extinguisher with a UL rating of 10 B:C or more.

9.6.9

– Check Tires

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.

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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. Don't 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.

9.6.10

– Where to Keep Shipping Papers and

Emergency Response Information

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 a crash.

Clearly distinguish hazardous materials shipping

papers from others by tabbing them or keeping

them on top of the stack of papers.

When you are behind the wheel, keep shipping

papers within your reach (with your seat belt on),

or in a pouch on the driver's door. They must be

easily seen by someone entering the cab.

When not behind the wheel, leave shipping papers

in the driver's door pouch or on the driver's seat.

Emergency response information must be kept in

the same location as the shipping paper.

Papers for Division 1.1, 1.2 or, 1.3 Explosives.

A carrier must give each driver transporting Division

1.1, 1.2, or 1.3 explosives a copy of Federal Motor

Carrier Safety Regulations (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:

The names and telephone numbers of people to

contact (including carrier agents or shippers).

The nature of the explosives transported.

The precautions to take in emergencies such as

fires, accidents, or leaks.

Drivers must sign a receipt for these documents.

You must be familiar with, and have in your

possession while driving, the:

Shipping papers.

Written emergency instructions.

Written route plan.

A copy of FMCSR, Part 397.

9.6.11

– Equipment for Chlorine

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.

9.6.12

– Stop before Railroad Crossings

Stop before a railroad crossing if your vehicle:

Is placarded.

Carries any amount of chlorine.

Has cargo tanks, whether loaded or empty used for

hazardous materials.

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. Don't

shift gears while crossing the tracks.

9.7 – Hazardous Materials -

Emergencies

9.7.1

– Emergency Response Guidebook (ERG)

The Department of Transportation 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

proper shipping name and hazardous materials

identification number. Emergency personnel look

for these things on the shipping paper. That is why

it is vital that the proper shipping name, identification

number, label, and placards are correct.

9.7.2

– Crashes/Incidents

As a professional driver, your job at the scene of a

crash or an incident is to:

Keep people away from the scene.

Limit the spread of material, only if you can safely

do so.

Communicate the danger of the hazardous

materials to emergency response personnel.

Provide emergency responders with the shipping

papers and emergency response information.

Follow this checklist:

Check to see that your driving partner is OK.

Keep shipping papers with you.

Keep people far away and upwind.

Warn others of the danger.

Call for help.

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Follow your employer's instructions.

9.7.3

– Fires

You might have to control minor truck fires on the

road. However, unless you have the training and

equipment to do so safely, don't 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 don't 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 ,

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 don't leave a lengthy trail of

contamination. If hazardous materials are spilling

from your vehicle:

Park it.

Secure the area.

Stay there.

Call for help or send someone else for help.

When sending someone for help, give that person:

A description of the emergency.

Your exact location and direction of travel.

Your name, the carrier's name, and the name of

the community or city where your terminal is

located.

The proper shipping name, hazard class, and

identification number of the hazardous materials, if

you know them.

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 rests, truck stops, cafes,

and businesses. Never try to repack leaking

containers. Unless you have the training and

equipment to repair leaks safely, don't try it. Call

your dispatcher or supervisor for instructions and, if

needed, emergency personnel.

9.7.4

– Responses to Specific Hazards

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 every one of the danger of

explosion.

Remove all explosives before separating vehicles

involved in a collision. Place the explosives at least

200 feet from the 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. Don't transfer flammable

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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 yourself and to others.

9.7.5

– Required Notification

The National Response Center helps coordinate

emergency response to chemical hazards. It is a

resource to the police and firefighters. It maintains a

24-hour toll-free line listed below. You or your

employer must phone when any of the following

occur as a direct result of a hazardous materials

incident:

A person is killed.

An injured person requires hospitalization.

Estimated property damage exceeds $50,000.

The general public is evacuated for more than one

hour.

One or more major transportation arteries or

facilities are closed for one hour or more.

Fire, breakage, spillage, or suspected radioactive

contamination occurs.

Fire, breakage, spillage or suspected

contamination occur involving shipment of

infectious substance(s) (bacteria or toxins).

The release of a marine pollutant in a quantity

greater than 119 gallons for a liquid or 882 pounds

for a solid; or a situation exists of such a nature

(e.g., continuing danger to life exists at the scene

of an incident) that, in the judgment of the carrier,

should be reported.

National Response Center

(800) 424-8802

Persons telephoning the National Response Center

should be ready to give:

Their name.

Name and address of the carrier they work for.

Phone number where they can be reached.

Date, time, and location of incident.

The extent of injuries, if any.

Classification, name, and quantity of hazardous

materials involved, if such information is available.

Type of incident and nature of hazardous materials

involvement and whether a continuing danger to

life exists at the scene.

If a reportable quantity of hazardous substance was

involved, the caller should give 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.

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Page 9-18

CHEMTREC

(800) 424-9300

The Chemical Transportation Emergency Center

(CHEMTREC) in Washington also has a 24-hour

toll-free 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

Figure 9.10

Classes of Hazardous Materials

Hazardous materials are categorized into nine

major hazard classes and additional categories for

consumer commodities and combustible liquids.

The classes of hazardous materials are listed in

Figure 9.11.

Hazard Class Definitions

Table B

Class

Class Name

Example

1 Explosives

Ammunition,

Dynamite,

Fireworks

2 Gases

Propane,

Oxygen, Helium

3 Flammable

Gasoline,

Acetone

Flammable

Solids

Matches, Fuses

5 Oxidizers

Ammonium

Nitrate, Hydrogen

Peroxide

6 Poisons

Pesticides,

Arsenic

7 Radioactive

Uranium,

Plutonium

8 Corrosives

Hydrochloric

Acid, Battery

Fluid

Miscellaneous

Hazardous

Materials

Formaldehyde,

Asbestos

None

ORM-D (Other

Regulated

Material-

Domestic)

Hair Spray or

Charcoal

None

Combustible

Liquids

Fuel Oils, Lighter

Fluid

Figure 9.11

Subsections 9.6 and 9.7

Test Your Knowledge

If your placarded trailer has dual tires, how

often should you check the tires?

What is a safe haven?

How close to the traveled part of the roadway

can you park with Division 1.2 or 1.3

materials?

How close can you park to a bridge, tunnel, or

building with the same load?

What type of fire extinguisher must placarded

vehicles carry?

You’re hauling 100 pounds of Division 4.3

(dangerous when wet) materials. Do you

need to stop before a railroad-highway

crossing?

At a rest area you discover your hazardous

materials shipments slowly leaking from the

vehicle. There is no phone around. What

should you do?

Radioactive Separation

Table A

TOTAL

TRANSPORT

INDEX

MINIMUM DISTANCE IN FEET TO

NEAREST UNDEVELOPED FILM

PEOPLE

OR CARGO

COMPARTMENT

PARTITIONS

0-2

Hrs.

2-4

Hrs.

4-8

Hrs.

8-12

Hrs.

Over 12

Hrs.

None 0 0 0 0 0 0

0.1

1.0

1 2 3 4 5 1

1.1

5.0

3 4 6 8 11 2

5.1

10.0

4 6 9 11 15 3

10.1 to

20.0

5 8 12 16 22 4

20.1 to

30.0

7 10 15 20 29 5

30.1 to

40.0

8 11 17 22 33 6

40.1 to

50.0

9 12 19 24 36

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What is the Emergency Response Guide

(ERG)?

These questions may be on your test. If you can’t

answer them all, re-read subsections 9.6 and 9.7.

9.8 – Hazardous Materials Glossary

This glossary presents definitions of certain terms

used in this section. A complete glossary of terms

can be found in the federal Hazardous Materials

Rules (49 CFR 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.)

Sec. 171.8 Definitions and abbreviations.

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:

A maximum capacity greater than 450 L (119

gallons) as a receptacle for a liquid;

A maximum net mass greater than 400 kg (882

pounds) or a maximum capacity greater than 450 L

(119 gallons) as a receptacle for a solid; or

A water capacity greater than 454 kg (1000 pounds)

as a receptacle for a gas as defined in Sec. 173.115.

Cargo tank - A bulk packaging which:

Is a tank intended primarily for the carriage of liquids

or gases and includes appurtenances,

reinforcements, fittings, and closures (for "tank",

see 49 CFR 178.345-1(c), 178.337-1, or 178.338-1,

as applicable);

Is permanently attached to or forms a part of a motor

vehicle, or is not permanently attached to a motor

vehicle but which, by reason of its size, construction,

or attachment to a motor vehicle is loaded or

unloaded without being removed from the motor

vehicle; and

Is not fabricated under a specification for cylinders,

portable tanks, tank cars, or multi-unit tank car

tanks.

Carrier – A person who transports passengers or

property in commerce by rail car, aircraft, motor

vehicle or vessel.

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 gross 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 definitional criteria

of Part 173 and the provisions of the Sec. 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 §172.101, and materials that meet

the defining criteria for hazard classes and divisions

in §173, subchapter c of this chapter.

Hazardous substance - A material, including its

mixtures and solutions, that:

Is listed in Appendix A to Sec. 172.101;

Is in a quantity, in one package, which equals or

exceeds the reportable quantity (RQ) listed in

Appendix A to Sec. 172.101; and

When in a mixture or solution -

For radionuclides, conforms to paragraph 7 of

Appendix A to Sec. 172.101.

For other than radionuclides, is in a concentration

by weight which equals or exceeds the

concentration corresponding to the RQ of the

material, as shown in Figure 9.12.

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Hazardous Substance Concentrations

RQ Pounds

(Kilograms

Concentration by Weight

Percent

PPM

5,000

(2,270)

100,000

1,000 (454)

20,000

100 (45.4)

2,000

10 (4.54)

.02

200

1 (0.454)

.002

Figure 9.12

This definition does not apply to petroleum products

that are lubricants or fuels (see 40 CFR 300.6).

Hazardous waste – Any material that is subject to

the Hazardous Waste Manifest Requirements of the

U.S. Environmental Protection Agency specified in

40 CFR 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 subparts N and O Part

178.

Limited quantity – The maximum amount of a

hazardous material for which there may be specific

labeling or packaging exception.

Marking – The descriptive name, identification

number, instructions, cautions, weight,

specification, or UN marks or combinations thereof,

required by this subchapter on outer packaging of

hazardous materials.

Mixture – A material composed of more than one

chemical compound or element.

Name of contents – The proper shipping name as

specified in Sec. 172.101.

Non-bulk packaging - A packaging, which has:

A maximum capacity of 450 L (119 gallons) as a

receptacle for a liquid;

A maximum net mass less than 400 kg (882

pounds) and a maximum capacity of 450 L (119

gallons) or less as a receptacle for a solid;

A water capacity greater than 454 kg (1,000

pounds) or less as a receptacle for a gas as defined

in Sec. 173.115;

Regardless of the definition of bulk packaging, a

mazimum net mass of 400 kg (882 pounds) or less

for a bag or box conforming to the applicable

requirements for specification packagings, including

the maximum net mass limitations, provided in

subpart L of Part 178.

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.

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,

multi-unit 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 Sec. 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 the Appendix to Sec. 172.101 for any

material identified in Column 1 of the Appendix.

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 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 prepared in accordance with

subpart C of Part 172.

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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.

UN standard packaging – A specification

packaging conforming to the standards in the UN

recommendations.

UN – United Nations.

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Commercial Driver’s License Manual – Modernized Testing System

Section 10 – School Buses

Version: July 2017

Page 10-1

Section 10

SCHOOL BUSES

This Section Covers

• Danger Zones and Use of Mirrors

• Loading and Unloading

• Emergency Exit and Evacuation

• Railroad-highway Grade Crossings

• Student Management

• Antilock Braking Systems

• Special Safety Considerations

Because state and local laws and regulations

regulate so much of school transportation and

school bus operations, many of the procedures in

this section may differ from state to state. You

should be thoroughly familiar with the laws and

regulations in your state and local school district.

10.1 – Danger Zones and Use of Mirrors

10.1.1

– Danger Zones

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.

10.1.2

– Correct Mirror Adjustment

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.

Figure 10.1

10.1.3

– Outside Left and Right Side Flat

Mirrors

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 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

5o 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:

200 feet or 4 bus lengths behind the bus.

Along the sides of the bus.

The rear tires touching the ground.

Figure 10.2 shows how both the outside left and

right side flat mirrors should be adjusted.

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Section 10 – School Buses

Version: July 2017

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Figure 10.3

Figure 10.2

10.1.4

– Outside Left and Right Side Convex

Mirrors

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:

The entire side of the bus up to the mirror mounts.

Front of the rear tires touching the ground.

At least one traffic lane on either side of the bus.

Figure 10.3 shows how both the outside left and

right side convex mirrors should be adjusted.

10.1.5

– Outside Left and Right Side Crossover

Mirrors

These mirrors are mounted on both 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 side and the

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:

The entire area in front of the bus from the front

bumper at ground level to a point where direct

vision is possible. Direct vision and mirror view

vision should overlap.

The right and left front tires touching the ground.

The area from the front of the bus to the service

door.

These mirrors, along with the convex and flat

mirrors, should be viewed in a logical sequence to

ensure that a child or object is not in any of the

danger zones.

Figure 10.4 illustrates how the left and right side

crossover mirrors should be adjusted.

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Section 10 – School Buses

Version: July 2017

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Figure 10.4

10.1.6

– Overhead Inside Rearview Mirror

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-bottomed

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:

The top of the rear window in the top of the mirror.

All of the students, including the heads of the

students right behind you.

10.2 – Loading and Unloading

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 the

state laws and regulations governing

loading/unloading operations in your state.

10.2.1

– Approaching the Stop

Each school district establishes official routes and

official 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:

Approach cautiously at a slow rate of speed.

Look for pedestrians, traffic, or other objects

before, during, and after coming to a stop.

Continuously check all mirrors.

If the school bus is so equipped, activate

alternating flashing amber warning lights at least

200 feet or approximately 5-10 seconds before the

school bus stop or in accordance with state law.

Turn on right turn signal indicator about 100-300

feet or approximately 3-5 seconds before pulling

over.

Continuously check mirrors to monitor the danger

zones for students, traffic, and other objects.

Move as far as possible to the right on the traveled

portion of the roadway.

When stopping you should:

Bring school bus to a full stop with the front

bumper at least 10 feet away from students at the

designated stop. This forces the students to walk

to the bus so you have a better view of their

movements.

Place transmission in Park, or if there is no Park

shift point, in Neutral and set the parking brake at

each stop.

Activate alternating red lights when traffic is a safe

distance from the school bus and ensure stop arm

is extended.

Make a final check to see that all traffic has

stopped before completely opening the door and

signaling students to approach.

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Section 10 – School Buses

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10.2.2

– Loading Procedures

Perform a safe stop as described in subsection

10.2.1.

Students should wait in a designated location for

the school bus, facing the bus as it approaches.

Students should board the bus only when signaled

by the driver.

Monitor all mirrors continuously.

Count the number of students at the bus stop and

be sure all board the bus. If possible, know names

of students at each stop. If there is a student

missing, ask the other students where the student

is.

Have the students board the school bus slowly, in

single file, and use the handrail. The dome light

should be on while loading in the dark.

Wait until students are seated and facing forward

before moving the bus.

Check all mirrors. Make certain no one is running

to catch the bus.

If you cannot account for a student outside, secure

the bus, take the key, and check around and

underneath the bus.

When all students are accounted for, prepare to

leave by:

Closing the door.

Engaging the transmission.

Releasing the parking brake.

Turning off alternating flashing red lights.

Turning on left turn signal.

Checking all mirrors again.

Allowing congested traffic to disperse.

When it is safe, move the bus to enter traffic flow

and continue the route.

The loading procedure is essentially the same

wherever you load students, but there are slight

differences. When students are loading at the

school campus, you should:

Turn off the ignition switch.

Remove key if leaving driver’s compartment.

Position yourself to supervise loading as required

or recommended by your state or local regulations.

10.2.3

– Unloading Procedures on the Route

Perform a safe stop at designated unloading areas

as described in subsection 10.2.1.

Have the students remain seated until told to exit.

Check all mirrors.

Count the number of students while unloading to

confirm the location of all students before pulling

away from the stop.

Tell students to exit the bus and walk at least 10

feet away from the side of the bus to a position

where the driver can plainly see all students.

Check all mirrors again. Make sure no students are

around or returning to the bus.

If you cannot account for a student outside the

bus, secure the bus, and check around and

underneath the bus.

When all students are accounted for, prepare to

leave by:

Closing the door.

Engaging transmission.

Releasing parking brake.

Turning off alternating flashing red lights.

Turning on left turn signal.

Checking all mirrors again.

Allowing congested traffic to disperse.

When it is safe, move the bus, enter the traffic flow

and continue the route.

Note. If you have missed a student’s unloading stop,

do not back up. Be sure to follow local procedures.

Additional Procedures for Students That Must

Cross the Roadway. You should understand what

students should do when exiting a school bus and

crossing the street in front of the bus. In addition,

the school bus driver should understand that

students might not always do what they are

supposed to do. If a student or students must cross

the roadway, they should follow these procedures:

Walk approximately 10 feet away from the side of

the school bus to a position where you can see

them.

Walk to a location at least 10 feet in front of the

right corner of the bumper, but still remaining away

from the front of the school bus.

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Stop at the right edge of the roadway. You should

be able to see the student’s feet.

When students reach the edge of the roadway, they

should:

Stop and look in all directions, making sure the

roadway is clear and is safe.

Check to see if the red flashing lights on the bus

are still flashing.

Wait for your signal before crossing the roadway.

Upon your signal, the students should:

Cross far enough in front of the school bus to be in

your view.

Stop at the left edge of the school bus, stop, and

look again for your signal to continue to cross the

roadway.

Look for traffic in both directions, making sure

roadway is clear.

Proceed across the roadway, continuing to look in

all directions.

Note: The school bus driver should enforce any

state or local regulations or recommendations

concerning student actions outside the school bus.

10.2.4

– Unloading Procedures at School

State and local laws and regulations regarding

unloading students at schools, particularly in

situations where such activities take place in the

school parking lot or other location that is 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:

Perform a safe stop at designated unloading areas

as described in subsection 10.2.1.

Secure the bus by:

Turning off the ignition switch.

Removing key if leaving driver’s compartment.

Have the students remain seated until told to exit.

Position yourself to supervise unloading as

required or recommended by your state or local

regulations.

Have students exit in orderly fashion.

Observe students as they step from bus to see that

all move promptly away from the unloading area.

Walk through the bus and check for

hiding/sleeping students and items left by students.

Check all mirrors. Make certain no students are

returning to the bus.

If you cannot account for a student outside the bus

and the bus is secure, check around and

underneath the bus.

When all students are accounted for, prepare to

leave by:

Closing the door.

Fastening safety belt.

Starting engine.

Engaging the transmission.

Releasing the parking brake.

Turning off alternating flashing red lights.

Turning on left turn signal.

Checking all mirrors again.

Allowing congested traffic to disperse.

When it is safe, pull away from the unloading area.

10.2.5

– Special Dangers of Loading and

Unloading

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.

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Section 10 – School Buses

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10.2.6

– Post-trip Inspection

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 looking for the following:

Articles left on the bus.

Sleeping students.

Open windows and doors.

Mechanical/operational problems with the bus, with

special attention to items that are unique to school

buses – mirror systems, flashing warning lamps

and stop signal arms.

Damage or vandalism.

Any problems or special situations should be

reported immediately to your supervisor or school

authorities.

10.3 – Emergency Exit and Evacuation

An emergency situation can happen to anyone,

anytime, anywhere. It could be a crash, 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.

10.3.1

– Planning for Emergencies

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

so doing 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:

Is there a fire or danger of fire?

Is there a smell of raw or leaking fuel?

Is there a chance the bus could be hit by other

vehicles?

Is the bus in the path of a sighted tornado or rising

waters?

Are there downed power lines?

Would removing students expose them to

speeding traffic, severe weather, or a dangerous

environment such as downed power lines?

Would moving students complicate injuries such as

neck and back injuries and fractures?

Is there a hazardous spill involved? Sometimes, it

may be safer to remain on the bus and not come in

contact with the material.

Mandatory Evacuations. The driver must

evacuate the bus when:

The bus is on fire or there is a threat of a fire.

The bus is stalled on or adjacent to a railroad-

highway crossing.

The position of the bus may change and increase

the danger.

There is an imminent danger of collision.

There is a need to quickly evacuate because of a

hazardous materials spill.

10.3.2

– Evacuation Procedures

Be Prepared and Plan Ahead. When possible,

assign two 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 that 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:

A safe place will be at least 100 feet off the road in

the direction of oncoming traffic. This will keep the

students from being hit by debris if another vehicle

collides with the bus.

Lead students upwind of the bus if fire is present.

Lead students as far away from railroad tracks as

possible and in the direction of any oncoming train.

Lead students upwind of the bus at least 300 feet if

there is a risk from spilled hazardous materials.

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If the bus is in the direct path of a sighted tornado

and evacuation is ordered, escort students to a

nearby ditch or culvert if shelter in a building is not

readily available, and direct them to lie face down,

hands covering their head. They should be far

enough away so the bus cannot topple on them.

Avoid areas that are subject to flash floods.

General Procedures. Determine if evacuation is in

the best interest of safety.

Determine the best type of evacuation:

Front, rear or side door evacuation, or some

combination of doors.

Roof or window evacuation.

Secure the bus by:

Placing transmission in Park, or if there is no shift

point, in Neutral.

Setting parking brakes.

Shutting off the engine.

Removing ignition key.

Activating hazard-warning lights.

If time allows, notify dispatch office of evacuation

location, conditions, and type of assistance

needed.

Dangle radio microphone or telephone out of

driver’s window for later use, if operable.

If no radio, or radio is inoperable, dispatch a

passing motorist or area resident to call for help.

As a last resort, dispatch two older, responsible

students to go for help.

Order the evacuation.

Evacuate students from the bus.

Do not move a student you believe may have

suffered a neck or spinal injury unless his or her life

is in immediate danger.

Special procedures must be used to move neck

spinal injury victims to prevent further injury.

Direct a student assistant to lead students to the

nearest safe place.

Walk through the bus to ensure no students remain

on the bus. Retrieve emergency equipment.

Join waiting students. Account for all students and

check for their safety.

Protect the scene. Set out emergency warning

devices as necessary and appropriate.

Prepare information for emergency responders.

10.4 – Railroad-highway Crossings

10.4.1

– Types of Crossings

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 cross-bucks 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.

10.4.2

– Warning Signs and Devices

Advance Warning Signs. The 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.

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 two-lane roads.

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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.

Figure 10.6

Cross-buck 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 cross-buck sign. When

the road crosses over more than one set of tracks,

a sign below the cross-buck indicates the number of

tracks. See Figure 10.7.

Figure 10.7

Flashing Red Light Signals. At many highway-rail

grade crossings, the cross-buck 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 one 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.

10.4.3

– Recommended Procedures

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.

Figure 10.8

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 a crash 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 crashes

by following these recommended procedures.

Approaching the Crossing:

Slow down, including shifting to a lower gear in a

manual transmission bus, and test your brakes.

Activate hazard lights approximately 200 feet before

the crossing. Make sure your intentions are known.

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Scan your surroundings and check for traffic behind

you.

Stay to the right of the roadway if possible.

Choose an escape route in the event of a brake

failure or problems behind you.

At the Crossing:

Stop no closer than 15 feet and no farther than 50

feet from the nearest rail, where you have the best

view of the tracks.

Place the transmission in Park, or if there is no Park

shift point, in Neutral and press down on the service

brake or set the parking brakes.

Turn off all radios and noisy equipment, and silence

the passengers.

Open the service door and driver’s window. Look

and listen for an approaching train.

Crossing the Track:

Check the crossing signals again before

proceeding.

At a multiple-track crossing, stop only before the first

set of tracks. When you are sure no train is

approaching on any track, proceed across all of the

tracks until you have completely cleared them.

Cross the tracks in a low gear. Do not change gears

while crossing.

If the gate comes down after you have started

across, drive through it even if it means you will

break the gate.

10.4.4

– Special Situations

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 won’t fit, don’t

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.

10.5 – Student Management

10.5.1

– Don’t Deal with On-bus Problems

When Loading and Unloading

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. Don’t 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.

10.5.2

– Handling Serious Problems

Tips on handling serious problems:

Follow your school’s procedures for discipline or

refusal of rights to ride the bus.

Stop the bus. Park in a safe location off the road,

perhaps a parking lot or a driveway.

Secure the bus. Take the ignition key with you if

you leave your seat.

Stand up and speak respectfully to the offender or

offenders. Speak in a courteous manner with a firm

voice. Remind the offender of the expected

behavior. Do not show anger, but do show that you

mean business.

If a change of seating is needed, request that the

student move to a seat near you.

Never put a student off the bus except at school or

at his or her designated school bus stop. If you feel

that the offense is serious enough that you cannot

safely drive the bus, call for a school administrator

or the police to come and remove the student.

Always follow your state or local procedures for

requesting assistance.

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10.6 – Antilock Braking Systems

10.6.1

– Vehicles Required to Have Antilock

Braking Systems

The Department of Transportation requires that

antilock braking systems be on:

Air brakes vehicles, (trucks, buses, trailers and

converter dollies) built on or after March 1, 1998.

Hydraulically braked trucks and buses with a gross

vehicle weight rating of 10,000 lbs or more built on

or after March 1, 1999.

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.

10.6.2

– How ABS Helps You

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.

10.6.3

– Braking with ABS

When you drive a vehicle with ABS, you should

brake as you always have. In other words:

Use only the braking force necessary to stop safely

and stay in control.

Brake the same way, regardless of whether you

have ABS on the bus. However, in emergency

braking, do not pump the brakes on a bus with

ABS.

As you slow down, monitor your bus and back off

the brakes (if it is safe to do so) to stay in control.

10.6.4

– Braking if ABS is Not Working

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’s 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 five

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 one or more wheels.

Remember, if your ABS malfunctions, you still have

regular brakes. Drive normally, but get the system

serviced soon.

10.6.5

– Safety Reminders

ABS won’t allow you to drive faster, follow more

closely, or drive less carefully.

ABS won’t prevent power or turning skids –

ABS should prevent brake-induced skids but not

those caused by spinning the drive wheels or

going too fast in a turn.

ABS won’t necessarily shorten stopping

distance. ABS will help maintain vehicle control,

but not always shorten stopping distance.

ABS won’t increase or decrease ultimate

stopping power – ABS is an “add-on” to your

normal brakes, not a replacement for them.

ABS won’t change the way you normally brake.

Under normal brake conditions, your vehicle will

stop as it always stopped. ABS only comes into

play when a wheel would normally have locked up

because of over braking.

ABS won’t compensate for bad brakes or poor

brake maintenance.

Remember: The best vehicle safety feature is still

a safe driver.

Remember: Drive so you never need to use your

ABS.

Remember: If you need it, ABS could help to

prevent a serious crash.

10.7 – Special Safety Considerations

10.7.1

– Strobe Lights

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. In all instances, understand and obey

your state or local regulations concerning the use of

these lights.

Commercial Driver’s License Manual – Modernized Testing System

Section 10 – School Buses

Version: July 2017

Page 10-11

10.7.2

– Driving in High Winds

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:

Keep a strong grip on the steering wheel. Try to

anticipate gusts.

You should slow down to lessen the effect of the

wind, or pull off the roadway and wait.

Contact your dispatcher to get more information on

how to proceed.

10.7.3

– Backing

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 a collision. If you have no choice and you must

back your bus, follow these procedures:

Post a lookout. The purpose of the lookout is to

warn you about obstacles, approaching persons,

and other vehicles. The lookout should not give

directions on how to back the bus.

Signal for quiet on the bus.

Constantly check all mirrors and rear windows.

Back slowly and smoothly.

If no lookout is available:

Set the parking brake.

Turn off the motor and take the keys with you.

Walk to the rear of the bus to determine whether the

way is clear.

If you must back-up at a student pick-up point, be

sure to pick up students before backing and watch

for late comers at all times.

Be sure that all students are in the bus before

backing.

If you must back-up at a student drop-off point, be

sure to unload students after backing.

10.7.4

– Tail Swing

A school bus can have up to a three-foot tail swing.

You need to check your mirrors before and during

any turning movements to monitor the tail swing.

Section 10

Test Your Knowledge

Define the danger zone. How far does the

danger zone extend around the bus?

What should you be able to see if the

outside flat mirrors are adjusted properly?

The outside convex mirrors? The crossover

mirrors?

You are loading students along the route.

When should you activate your alternating

flashing amber warning lights?

You are unloading students along your

route. Where should students walk to after

exiting the bus?

After unloading at school, why should you

walk through the bus?

What position should students be in front of

the bus before they cross the roadway?

Under what conditions must you evacuate

the bus?

How far from the nearest rail should you

stop at a highway-rail crossing?

What is a passive highway-rail crossing?

Why should you be extra cautious at this

type of crossing?

10.

How should you use your brakes if your

vehicle is equipped with antilock brakes

(ABS)?

These questions may be on your test. If you can’t

answer them all, re-read Section 10.

Commercial Driver’s License Manual – Modernized Testing System

Section 10 – School Buses

Version: July 2017

Page 10-12

THIS PAGE INTENTIONALLY LEFT BLANK.

Commercial Driver’s License Manual – Modernized Testing System

Section 11 - Vehicle Inspection

Version: September 9, 2022

Page 11-1

Section 11

Vehicle Inspection Test

This Section Covers:

•

Internal Inspections (All Vehicles)

•

Passenger Vehicle Inspections

•

School Bus Vehicle Inspections

•

Lights Operations Check (All Vehicles)

•

External Inspections (All Vehicles)

•

Combination Vehicle Inspections

Federal and jurisdictional laws require that CDL

drivers inspect their vehicle to determine if it is safe to

drive. A vehicle inspection will help you find problems

or defects that can cause a breakdown or, even

worse, a crash. It is important to inspect all vehicle

components for proper working order.

During your CDL Vehicle Inspection test, your

inspection will focus on the safety critical items for the

operation of your vehicle. During this inspection, you

must show you have the knowledge to determine the

vehicle is safe to drive. During the test, you will only

be required to inspect one vehicle axle, however, you

should be prepared to perform the same inspection,

described in section (11.5.2) on all of the vehicle

axles. The vehicle inspection used to evaluate your

basic knowledge does not cover all the federal

inspection guidelines. It is your responsibility to be

knowledgeable of the Federal Motor Carrier Safety

Regulations.

[For safety purposes, you should use wheel chocks

during the Vehicle Inspection test.] You will have to

walk around and enter/exit the vehicle to conduct the

inspection. When exiting the vehicle, you must set

the parking brake(s) and place the vehicle in neutral.

When entering/exiting the vehicle, you must safely

exit/enter by facing the vehicle and maintaining three

(3) points of contact at all times (when entering/

exiting a bus, safely enter/exit by facing forward and

maintaining a firm grasp on the handrail).

You are only required to inspect the items on the

CDL Vehicle Inspection checklist. You may use the

checklist provided in this section for your test and

check off items as you have completed them, but NO

additional markings or writing may be placed on this

list prior to the test.

You MUST name, point to and/or touch and fully

explain to the examiner WHAT you are inspecting

each safety critical item for. If you do not, you will not

get credit for the item(s). [You will NOT have to crawl

under the vehicle.] Any vehicle that has components

marked or labeled, other than by the manufacturer,

CANNOT be used for the Vehicle Inspection test.

Failure to Follow Instructions or Unsafe Act –

Failure to follow examiner instructions for completing

the test as directed may result in an automatic failure,

and the test may be terminated by the examiner.

Always follow the examiner’s instructions and

directions. If you do not understand the instructions,

ask the examiner for clarification.

Committing an “unsafe act” (e.g., forgetting to set the

parking brake), may result in an automatic failure for

an unsafe act, and the test may be terminated by the

examiner. Safety of the driver, the examiner and the

testing area is of the highest priority. Always think

SAFETY.

11.1 Internal Inspection (All Vehicles)

Study the following vehicle parts for the vehicle you

will be using during the CDL Vehicle Inspection test.

You should be able to identify each part and tell the

examiner what you are looking for or inspecting.

11.1.1 – In-Vehicle/Engine Start

Lighting Indicators

Description: Dashboard indicator lights for signals,

flashers, headlight high beam; Anti-lock Braking

System (ABS); and Diesel Exhaust Fuel (DEF)/Diesel

Particulate Filter (DPF).

Why Inspect: Indicates which functions are active or

warns of problem vehicle components.

Inspection: Each of the following items must be

inspected. Inspect to make sure the dash indicators

work when the vehicle starts and when

corresponding lights are turned on including:

•

Left turn signal indicator.

•

Right turn signal indicator.

•

Four-way emergency indicator.

•

High beam headlight indicator.

•

ABS indicator on dashboard; (and for

combination vehicles only, the rear driver’s side

trailer ABS light should turn on then off), if

equipped.

•

DEF indicator, if equipped.

Note: Operational inspection of actual turn signals,

four-way indicators and high beam functions must be

done separately during the lights operation inspection

described in Section 11.4.

Emergency Equipment

Description: Required emergency equipment.

Why Inspect: Emergency equipment must be

available and in usable condition.

Inspection:

•

Inspect for three (3) red reflective triangles, six

(6) fuses or three (3) liquid burning flares.

•

Inspect for a properly charged and secured fire

extinguisher.

Commercial Driver’s License Manual – Modernized Testing System

Section 11 - Vehicle Inspection

Version: September 9, 2022

Page 11-2

•

Inspect for spare electrical fuses (if used) or

identify circuit breakers.

Note: If the vehicle is not equipped with electrical

fuses, you must mention this to the examiner and

identify that the vehicle operates on circuit breakers.

Windshield and Traffic Monitoring Devices

Description: Windshield, mirrors and other monitoring

devices, such as cameras.

Why Inspect: Cracks, obstructions, stickers, or dirt in

the driver’s viewing area can cause the driver to lose

sight of changes in road conditions or other traffic

around the vehicle.

Inspection:

•

Inspect that the windshield is clean with no

obstructions except for an inspection sticker.

There can be no damage, such as cracks or

flaws to the glass.

•

Inspect that mirrors are clean and adjusted

properly from the inside, when present.

•

If equipped, inspect that rear and side view

monitoring devices or cameras are clean and in

working condition. Devices should be viewable

from the inside and the video display must be

operable and adjusted for viewing.

Wipers/Washers

Description: Windshield wipers and washers.

Why Inspect: Wipers improve visibility during rain and

snow. Worn blades reduce visibility. Washers assist in

keeping the windshield clean.

Inspection:

•

Inspect that wiper arms and blades are secure,

not damaged, and demonstrate wipers operate

smoothly by turning them on and off.

•

Inspect for windshield washer fluid and

demonstrate windshield washers operate

correctly by activating the washers.

Heater/Defroster

Description: Heats cab or passenger compartment

and prevents frost or condensation from forming on

windshield.

Why Inspect: The defroster improves visibility,

especially during cold weather.

Inspection:

•

Identify, describe and demonstrate the heater(s)

and defroster(s) work correctly by operating the

controls.

Horn(s)

Description: Air and/or electrical horns used for

warning other roadway users (e.g., cars, motorcyclists,

bicyclists and pedestrians).

Why Inspect: The horn is a device that must function

properly in order to warn other roadway users of your

presence.

Inspection:

•

Inspect that air horn and/or electric horn work.

Parking and Trailer Brake Check

Description: Keeps vehicle from moving or rolling

when parked.

Why Inspect: The parking brake(s) must function

when a vehicle is parked, especially when on a

grade/hill. A vehicle allowed to roll could cause

damage or injury to other roadway users or property.

Inspection: You will be required to demonstrate the

parking brake check (and trailer parking brake check,

if equipped). This procedure is designed to determine

that the parking brake(s) are working correctly, and

they keep the vehicle from moving.

•

Parking Brake: With the parking brake engaged

(trailer brakes released on combination vehicles, if

applicable), remove foot from service brake and

inspect that the parking brake will hold the vehicle

by gently pulling forward with the parking brake

on.

•

Trailer Brake: With the parking brake released

and the trailer parking brake engaged

(combination vehicles only), remove foot from

service brake and inspect that the trailer parking

brake will hold the vehicle by gently pulling

forward with the trailer parking brake on. Also

assists in checking the coupling connection with

the trailer.

Service Brake Check

Description: Procedure to be followed to inspect the

application of air, hydraulic or electric service brakes.

Why Inspect: This procedure is designed to make

certain that air, hydraulic or electric service brakes are

operating correctly for normal operation.

Inspection: You will be required to demonstrate the

application of air, hydraulic or electric 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 at a low speed.

•

Pull forward at 5 mph, apply the service (foot)

brake and come to a complete stop. Inspect to

see that the vehicle does not pull to either side

and stops when the service brake is applied. If

the vehicle pulls to either side or does not stop

well, the brakes may not be working correctly.

Commercial Driver’s License Manual – Modernized Testing System

Section 11 - Vehicle Inspection

Version: September 9, 2022

Page 11-3

Air Brake Check (Air Brake Equipped Vehicles

Only)

Description: Procedures to be followed in inspecting

air brake systems.

Why Inspect: Air brake safety devices vary. This

procedure is designed to make certain that safety

devices are operating correctly as air pressure drops

from “normal” to “low air” conditions. Loss of air

pressure will cause the emergency brakes to activate

causing an abrupt and uncontrolled stop.

Inspection: Failure to explain and demonstrate

(perform) all four (4) parts of the air brake check

correctly will result in an automatic failure of the

CDL Vehicle Inspection test.

The proper procedures for inspecting the air brake

system are as follows:

Air Gauge and Governor Cutoff Check –

Chock the wheels, start the vehicle and inspect

that the air gauge is working and builds the air

pressure to governor cutoff (approximately 120 –

140 psi) and identify the cutoff pressure for your

vehicle.

Air Leakage Rate Test – Shut off the engine,

return the key to the “on” or “battery charge”

position, release the parking brake (all vehicles),

and the tractor protection valve (combination

vehicle). Fully apply the foot brake. Once the air

gauge is stabilized, hold the foot brake for one (1)

minute. Inspect the air gauge to see if the air

pressure drops more than three (3) pounds in

one (1) minute (single vehicle or trailer without

airbrakes) or four (4) pounds in one (1) minute

(combination vehicle).

Air Warning Device(s) Test – Without re-

starting the engine, make sure the key or

electrical power is in the “on” or “battery charge”

position. Begin fanning off the air pressure by

applying and releasing the foot brake. The low air

warning devices (buzzer, light, and flag) should

activate before air pressure drops below 55 psi or

level specified by the manufacturer. It is the

applicant’s responsibility to know the vehicle

manufacturer’s specifications.

Emergency Brake(s) Test – Continue to fan off

the air pressure. The parking brake (or

emergency brake) valve should close (pop out)

between 20 psi and 45 psi (no less than 20 psi

and no more than 45 psi).

•

On air operated trailers, the tractor protection

valve and trailer parking brake (or emergency

brake) valve should close (pop out) at the

same time or prior to the valve for the

truck/tractor/bus.

•

You will need to identify the level specified by

the manufacturer for the vehicle you are

testing in. If the vehicle’s valves are not

designed to pop out, you will need to listen

for the sound of air discharging from the air

system, which indicates the parking (or

emergency) brakes have been applied. If the

vehicle is equipped with a backup air system,

you will need to explain that there is a

backup system and that the valve(s) will not

pop out.

Note: You will need to explain the specific procedures

specified by the manufacturer for the vehicle you are

testing in. It is your responsibility to know and

describe to the examiner the vehicle manufacturer’s

specifications for air systems.

Hydraulic Brake Check (Hydraulic Brake

Equipped Vehicles Only)

Description: Procedure to be followed to inspect

hydraulic brakes. Types of hydraulic brake systems

and inspection procedures will vary.

Why Inspect: Damaged hydraulic hoses, leaks in the

braking system or low hydraulic fluid will result in a

partial or total loss of the braking system that may

result in increased stopping distances or a crash.

Inspection: Failure to explain and demonstrate

the hydraulic brake check correctly will result in

an automatic failure of the CDL Vehicle

Inspection test. This check is designed to see that

the hydraulic brakes operate correctly. Use the

following hydraulic brake check steps based on your

vehicle’s system specifications:

•

Inspect that indicators and warning systems are

functioning, as specified by the manufacturer, if

equipped.

•

With the transmission placed in “park”, identify

the normal height of the brake pedal and inspect

brake pedal pressure [i.e., pump the brake pedal

three (3) times, and then hold it down for five (5)

seconds], or as specified by the manufacturer.

The brake pedal should not move (depress) after

initial application and should be firm and have a

sufficient amount of reserve for brake pedal

application.

•

Inspect that the hydraulic power assist system(s),

if equipped, are functioning, as specified by the

manufacturer.

Note: Hydraulic brake systems vary. Your system

may require the ignition to be in the “on” position

and/or the engine running. You will need to explain

and demonstrate to the examiner the procedures for

your vehicle as specified by the manufacturer.

11.1.2 – Air Brake or Hydraulic Brake

Check (based on type of brake system)

Commercial Driver’s License Manual – Modernized Testing System

Section 11 - Vehicle Inspection

Version: September 9, 2022

Page 11-4

11.2 – Passenger and School Bus Only

Passenger Entry and Lift

Description: Bus door(s) used for normal entry or exit.

Passenger lift used for wheelchair accessibility.

Why Inspect: All passengers must be able to enter

and exit safely.

Inspection:

•

Inspect that entry door(s) are not damaged,

operate smoothly and close securely from the

inside.

•

Inspect that handrails are secure and, if

equipped, that the step light(s) are working.

•

Inspect that the entry steps are clear, and the

tread is not loose, or worn.

•

If equipped with a passenger lift, inspect for

leaking, damaged or missing parts, and explain

how the lift should be inspected for correct

operation.

•

If equipped, lift must be fully retracted and

latched securely.

Emergency Exits

Description: Bus doors, roof hatches, or push-out

windows used for emergency evacuation.

Why Inspect: Emergency exits must be operable in

order to provide an escape for passengers during a

crash or emergency.

Inspection:

•

Inspect that all emergency exits are labeled, not

damaged, operate smoothly, and close securely

from the inside. Demonstrate that at least one (1)

emergency exit operates smoothly, closes

securely, and is not damaged. Confirm that the

exit and warnings work properly. Point out and

describe how all other emergency exits operate.

•

Inspect that release handles can be operated

properly both from inside and outside the vehicle.

•

With the key in the “on” or “charged” position,

inspect that emergency exit warning devices are

working.

Passenger Seating

Description: Passenger vehicle seats and frames.

Why Inspect: Seats must be safe for passengers to

sit in.

Inspection:

•

Inspect that there are no broken seat frames and

inspect that seat frames are firmly attached to the

floor.

•

Inspect that seat cushions are attached securely

to the seat frames.

Passenger Monitoring Devices

Description: Mirrors and monitoring devices, such as

cameras, for observing and monitoring passengers or

students.

Why Inspect: Internal (passenger) and external

(fender, cross-over and other) mirrors or monitoring

devices for seeing and observing passengers or

students help the driver to safely observe and

monitor passengers/students during driving, loading

and unloading. Passenger/school bus vehicle drivers

must be able to see boarding and discharging

passengers/students.

Inspection:

•

Inspect that all internal and external passenger

mirrors and mirror brackets are not bent and are

mounted securely with no missing parts.

•

Inspect all internal and external passenger

mirrors for proper adjustment and that they are

clean.

•

If equipped, inspect that passenger monitoring

devices or cameras are clean and viewable from

the inside and the video display is operable and

adjusted for viewing.

•

Inspect student crossover mirrors (school bus

only).

11.3 – School Bus Only

Student Lights (Front and Back)

Description: Strobe light (if equipped), alternately

flashing amber lights and alternately flashing red lights

on school buses.

Why Inspect: Student lights allow the driver of a

school bus to communicate presence and intentions to

stop/resume student loading and unloading with other

traffic.

Inspection: The following student lights must be

inspected, and the operation demonstrated, on both

the front and back of the vehicle.

•

Inspect that strobe light (if equipped) is operational

and is not broken. Inspect that the strobe light

indicator on the dash is operational.

•

Inspect that alternately flashing amber lights (if

equipped), on both front and rear of vehicle, are

operational and is not broken. Inspect that the

flashing amber light indicator on the dash is

operational.

•

Inspect that alternately flashing red lights, on both

front and rear of vehicle, are operational and is not

broken. Inspect that the flashing red light indicator

on the dash is operational.

Commercial Driver’s License Manual – Modernized Testing System

Section 11 - Vehicle Inspection

Version: September 9, 2022

Page 11-5

11.5.1 – Front of Vehicle / Engine Area

(Engine Off)

Stop Arm(s) and Safety Arm

Description: The stop arm and safety arm on school

buses that operate when student loading and

unloading lights are activated.

Why Inspect: Stop Arm - Warns other drivers a

school bus is stopping or is stopped. Safety Arm -

Forces school students to cross well (e.g., 10 feet)

away from the front of the school bus in the drivers

view.

Inspection: The following school bus safety items

must be inspected and the operation of, must be

described and demonstrated.

•

Inspect the stop arm(s) - if equipped, are

securely mounted to the vehicle frame and there

are no loose, broken, or damaged parts. Inspect

the stop arm extends fully when operated, stop

arm lights are operational and that the stop arm

indicator on the dash is operational.

•

Inspect that safety arm, if equipped, is securely

mounted to the vehicle frame and there are no

loose, broken, or damaged parts. Inspect that the

safety arm functions properly in conjunction with

the stop arm, it extends fully.

First Aid Emergency and Body Fluid Kits

Description: Required emergency equipment

(including emergency first aid kit and body fluid

cleanup kit) for a school bus.

Why Inspect: Emergency equipment must be

available and in usable condition.

Inspection:

•

Inspect that emergency first aid kit is present and

the seal has not been broken which may indicate

missing items.

•

Inspect that body fluid cleanup kit is present and

the seal has not been broken which may indicate

missing items.

Lights Operations Check

Description: Headlights, high-beam lights, turn

signals, 4-way flashers, clearance lights, taillights, and

brake lights on the front, sides and rear of a

commercial motor vehicle and trailer (combination

only).

Why Inspect: Lights allow the driver of a commercial

vehicle to see and be seen and to communicate with

other traffic.

Inspection:

•

Inspect that all lights on the front, sides and rear of

the vehicle operate and illuminate when

corresponding lights are turned on, including the

left and right turn signals, 4-way flashers, low

beam headlights, high beam headlights, clearance

or marker lights, taillights and brake lights. Inspect

that brake lights come “on” when brakes are

applied and turn “off” when brakes are released.

Note: on a combination vehicle, you need only

inspect the rear of the trailer.

Note: The operation of all external lights must be

inspected from outside the vehicle. You may ask the

examiner to assist you in inspecting the external

operation of the lights. You will need to direct the

examiner to the front, sides and rear of the vehicle or

trailer (combination only), as you conduct the

inspection. You are responsible for telling the

examiner exactly which lights you would like them to

inspect as you activate the lights from inside the

vehicle. You will need to roll the window down and

speak loud enough for the examiner to hear. If you

forget or leave out a specific light, you will not get

credit.

11.5 – External Inspection (All Vehicles)

Lenses

Description: Light lenses or covers on the front of the

vehicle/tractor.

Why Inspect: Light lenses or covers must be clean

and free of damage for lights to work properly.

Inspection:

•

Inspect that light lenses or covers are the proper

color, clean, not broken and not missing.

Critical Fluid Levels

Description: Engine oil for engine lubrication;

coolant for cooling the engine; steering fluid for

assisting wheel action to the front wheels; and brake

fluid for vehicle braking (hydraulic brakes only).

Why Inspect: Proper fluid levels ensure that engine,

cooling, steering and brake systems (hydraulic

brakes only) operate correctly and extends the life of

the engine and these systems.

Inspection: With the engine off, indicate that fluids

would be inspected for proper levels including the:

•

engine oil;

•

cooling system/coolant;

•

power steering fluid; and

•

brake fluid (hydraulic brakes only).

If applicable, indicate where to inspect the fluid level

and where the dipstick(s) or sight glass(es) are

located. Identify that you would inspect that the level

is between the add and the full marks for each item.

11.4 – Lights Operations Check (All

Vehicles)

Commercial Driver’s License Manual – Modernized Testing System

Section 11 - Vehicle Inspection

Version: September 9, 2022

Page 11-6

Caution: Never remove the coolant radiator cap if the

engine is hot.

Fluid and Air Leaks

Description: Fluid leaks from engine and other vehicle

systems; and air leaks, if applicable.

Why Inspect: Fluid loss could indicate component

failure in areas where levels might not be readily

inspected (e.g., transmission or fuel systems). Air

leaks could indicate component failure in areas that

may not be readily inspected (e.g., air compressor and

other air components).

Inspection:

•

Look for puddles on the ground.

•

Look for dripping fluids around and on underside

of engine and transmission.

•

Inspect hoses and air lines, if applicable, for

condition and leaks.

Steering System

Description: Mechanisms that transform steering

column action into wheel turning action.

Why Inspect: Worn, cracked, loose or broken steering

parts could result in loss of steering. Movement in the

linkage can cause the vehicle to wander or experience