For More Information +6British Columbia · CDL · English

When in control of dangerous goods during a spill or dangerous occurrence, immediately notify the Provincial Emergency Program (PEP) Coordination Centre (1-800-663-3456) or local police, then also notify your employer, the vehicle owner and the consignor/owner of the goods. For Class 6.2 Infectious Substances or catastrophic cylinder failure, call CANUTEC at 613-996-6666 collect.

• ✓Immediately notify PEP (1-800-663-3456) or local police for a dangerous goods spill
• ✓Also notify your employer, the vehicle owner and the consignor/owner of the goods
• ✓For Class 6.2 Infectious Substances, call CANUTEC at 613-996-6666

It is the driver's responsibility to immediately take all reasonable emergency measures to repair, remedy or reduce any danger to life, health, property or the environment whenever a dangerous goods incident occurs. The PEP Coordination Centre is staffed 24 hours a day, 365 days a year.

• ✓The driver must immediately take all reasonable emergency measures during a dangerous goods incident
• ✓PEP Coordination Centre is available 24 hours a day, 365 days a year

The Canadian Transport Emergency Centre (CANUTEC) provides technical advice on dangerous goods, answering questions on material properties, storage and cleanup, and referring clean-up companies. 24-hour emergency: 613-996-6666 (collect); cellphone *666; non-emergency 613-992-4624.

• ✓CANUTEC provides technical advice on dangerous goods properties and cleanup
• ✓CANUTEC 24-hour emergency line is 613-996-6666 (call collect)

Air brake pressures are expressed in both p.s.i. and kilopascals (kPa). Key conversions include 15 p.s.i. = 103 kPa, 30 p.s.i. = 207 kPa, 60 p.s.i. = 414 kPa and 100 p.s.i. = 689 kPa. Understanding these conversions helps interpret gauge readings and pressure requirements.

• ✓15 p.s.i. is approximately equal to 103 kPa
• ✓100 p.s.i. is approximately equal to 689 kPa
• ✓Air brake pressures may be expressed in either p.s.i. or kPa

Report commercial vehicle safety violations 24 hours a day at 1-888-775-8785. Book road tests at icbc.com/roadtest; there is no charge for booking. Commercial vehicle permits are available 24 hours through the Permit Line 1-800-559-9688. RoadSafetyBC assesses driver medical fitness (250-387-7747).

• ✓Report commercial vehicle safety violations at 1-888-775-8785 (24 hours)
• ✓Commercial Vehicle Permit Line 1-800-559-9688 provides oversize, overweight and crossing permits
• ✓There is no charge for booking an ICBC road test

Every visit to a driver licensing office requires one piece of primary ID and one piece of secondary ID. Driver licences and B.C. Identification cards are issued in legal name only. If your name differs from your primary ID you must provide all name change documents linking back to your primary ID. Photocopies are not accepted unless certified as a true copy by the issuing government agency.

• ✓Bring one primary and one secondary piece of ID to each licensing office visit
• ✓Licences are issued in legal name only; provide all name-change documents if names differ
• ✓Photocopies are not accepted unless certified as true copies by the issuing agency
• ✓A Combination BCDL/BCSC counts as only one piece of ID

If you fail the knowledge test you must wait seven days before another attempt. For road tests, the re-test waiting period is 14 days after a first attempt, 30 days after a second attempt, and 60 days for any subsequent attempts.

• ✓Knowledge test re-attempt requires a seven-day wait
• ✓Road test waits are 14 days after first fail, 30 days after second, 60 days for subsequent

Acceptable primary ID includes a BC Driver's Licence, BC Identification Card, or BC Services Card with photo (none expired more than 3 years), a valid Canadian Passport, Canadian Birth Certificate, Canadian Citizenship Card/Certificate, Permanent Resident Card, Record of Landing, immigration permits (IMM1442), or Certificate of Indian Status (white laser card).

• ✓BCDL, BCID and BC Services Card must not be expired more than 3 years
• ✓Baptismal and Live Birth Certificates are not acceptable as primary ID
• ✓Permanent Resident Card and immigration permits must not be expired

You must provide an appropriate vehicle representative of the licence class. Class 4 restricted: any car/pickup. Class 4 unrestricted: passenger van or small school bus seating at least 11 adults. Class 3: large tandem/tridem rear axle truck. Class 2: bus seating at least 36 adults (or 25-34 with restriction 51). Class 1: loaded tandem/tridem tractor trailer with air brakes, at least 28,000 kg loaded weight, semi-trailer at least 13 metres (7.5 metres if pintle hitch). Heavy trailer endorsement code 20: truck and trailer without air brakes, trailer with load at least 4,600 kg.

• ✓Class 1 road test requires a loaded tractor-trailer with air brakes weighing at least 28,000 kg with a semi-trailer at least 13 metres long (7.5 metres if pintle hitch)
• ✓Heavy trailer endorsement (code 20) requires a truck and trailer combination without air brakes with trailer and load weighing at least 4,600 kg
• ✓Class 2 requires a bus seating at least 36 adults, or 25-34 adults with restriction 51 added

A road test may be cancelled for unsafe conditions: non-working or obscured brake/signal/head lights, air brakes out of adjustment, cracked windshield or illegal tint, insecure load, improper licensing/insurance, faulty seatbelts, unsafe tires, non-operating doors/windows, faulty exhaust, or no wheel blocks. Conduct a pre-trip inspection beforehand to find and correct defects.

• ✓Air brakes must be in good working order and properly adjusted or the test may be cancelled
• ✓Temporary spare tires may not be used on a road test
• ✓Wheel blocks are required to safely secure large commercial vehicles for a pre-trip inspection
• ✓No aftermarket tinting is allowed on the windshield or front side windows

Commercial vehicles used for road tests may not contain dangerous goods or explosives, unbaffled liquids or dry bulk, livestock, or oversized loads. The load must not exceed the vehicle's GVWR or licensed GVW. Seasonal axle weight restrictions must be observed—the vehicle weight including load must not exceed the seasonal restriction.

• ✓Road test vehicles may not contain dangerous goods, explosives, unbaffled liquids/dry bulk, livestock, or oversized loads
• ✓The load must not exceed the vehicle's GVWR or licensed GVW
• ✓Vehicle weight must not exceed any seasonal weight restriction in effect where and when the test is taken

Bring tools and equipment to conduct the pre-trip inspection including wrenches, a pry bar, chalk or marker, and a watch/timer to check air brakes. Wear sturdy clothing, a hard hat, eye protection, boots, and a safety vest. Keep the vehicle clean and remove or store loose objects that could be dangerous during a sudden stop.

• ✓Bring wrenches, a pry bar, chalk or marker, and a watch/timer to check air brakes
• ✓Wear sturdy clothing, hard hat, eye protection, boots, and safety vest for the inspection

To keep a parked vehicle in place: set the tractor parking brake; place the transmission in lowest forward gear (uphill) or reverse (downhill), or park for automatics; apply parking brakes on tractor and trailer. Most air-brake trailers have spring brakes; if not, apply trailer brakes and block wheels as air pressure may bleed down and release the brakes.

• ✓Set the parking brake in the tractor
• ✓Uphill: lowest forward gear; downhill: reverse gear; automatic: park position
• ✓If dual transmissions, place both in gear; two-speed axle must be in low range
• ✓Apply parking brakes on both tractor and trailer
• ✓Block wheels if trailer has no spring brakes; never use a trailer hand valve to hold an unattended unit

Wheel positioning when parking depends on the grade and vehicle type. Block the wheels of any large vehicle parked on even a slight grade. Stop the engine, lock the ignition and remove the key.

• ✓Single-unit uphill with curb: turn wheels left toward centre of road
• ✓Single-unit uphill with no curb: turn wheels right toward edge of roadway
• ✓Tractor-trailer uphill (curb or not): always turn wheels left toward centre of road
• ✓Any vehicle on a downgrade: turn wheels right toward edge of roadway
• ✓Block wheels on any grade and remove the ignition key

Backing up a tractor-trailer is complex due to the articulation point where the units pivot, unlike backing a single-unit vehicle.

• ✓Turn your steering wheel in the direction opposite to where you want the trailer to go when you start backing up
• ✓Turn the steering wheel the other way as soon as the trailer begins to turn, matching the tractor's path to the trailer's to avoid jackknifing
• ✓A tractor-trailer backing into a normal right-angle turn follows an S-shaped curve

A sudden movement could cause a trailer to roll over, a major cause of death among truck drivers. Loaded vehicles roll over more easily than empty ones.

• ✓Drive slowly around curves and make turns gradually — rollovers happen when you turn too quickly
• ✓Keep cargo close to the centre of the rig so it doesn't cause the trailer to lean, and spread it out low on the deck to lower the centre of gravity
• ✓A vehicle with a higher centre of gravity is more likely to roll over

Towing two trailers increases the chance of jackknife or rollover; the last trailer is most likely to roll over.

• ✓Drive smoothly — accelerate, brake and steer smoothly, and allow extra following distance and time when accelerating, passing or overtaking
• ✓Couple the more heavily loaded trailer to the tractor with the lighter trailer behind
• ✓There is more offtrack with two trailers, so stay centred and remember extra length and articulation may encroach on adjacent lanes
• ✓Never unlock the pintle hook with the dolly still under the rear trailer as the tow bar may fly up causing injury

Coupling requires great care to protect your safety, your load and others. Follow the ordered steps for inspection, positioning, connection and testing.

• ✓Inspect the fifth wheel for damage/lubrication, ensure it's locked to the frame, tilted downward toward the rear, and coupler jaws are open
• ✓Block the trailer wheels and ensure spring brakes are applied (or connect air, charge, and apply brakes if no spring brakes) before backing under
• ✓Back up so the fifth wheel just touches the trailer apron directly above the pivot points; use lowest reverse gear and stop when the kingpin locks in
• ✓After connecting there must be no space or daylight between the fifth wheel and trailer apron, and the release handle must be locked

After connecting, secure air/electrical lines and verify the coupling with a visual check and tug test.

• ✓Use a flashlight to check the locking jaws are securely closed around the kingpin, and remove keys so nobody moves the tractor while underneath
• ✓Raise landing gear until legs are slightly off the ground, then gently tug against the trailer parking brakes to check the connection holds
• ✓Check turning clearance between rear of tractor and trailer landing gear, and between the tractor cab and front of the trailer
• ✓At slow speed apply the trailer hand valve to check trailer service brake operation before pulling away

Uncoupling requires proper positioning, easing jaw pressure, and safely lowering the landing gear before separating units.

• ✓Line up the tractor and trailer straight and ensure the ground is level and will support the trailer
• ✓Ease pressure on the fifth wheel locking jaws by backing up gently, then set the parking brakes while pushing against the trailer
• ✓Block trailer wheels and lower landing gear until both supports touch the ground and pressure is off the fifth wheel before pulling the release handle
• ✓Keep clear of the tractor wheels while uncoupling as they may roll slightly when the jaws open; drain air suspension if fitted

Backing up a tractor with a semi-trailer differs from a single unit due to the articulation point where it pivots. The steering must be turned opposite to where you want the trailer to go, then reversed as the trailer begins to turn. A tractor-trailer backing into a right-angle turn follows an S-shaped curve.

• ✓Turn the steering wheel opposite to where you want the trailer to go when starting to back up
• ✓Turn the steering wheel the other way as soon as the trailer begins to turn, so you're steering in the same direction the trailer is travelling
• ✓The tractor must follow a path matching the trailer's path or you risk jackknifing

Towing requires more skill than a single unit. Sudden movements can cause a trailer to roll over, a major cause of death among truck drivers. A loaded vehicle is more likely to roll over than an empty one. Correct loading and low centre of gravity help prevent rollovers.

• ✓Drive slowly around curves and make turns gradually as rollovers happen when turning too quickly
• ✓Keep cargo close to the centre of the rig, spread out, and as close to the trailer deck as possible to lower the centre of gravity
• ✓A vehicle with a higher centre of gravity is more likely to roll over

Towing two trailers increases chances of jackknife or rollover, with the last trailer most likely to roll. Drive smoothly, allow extra following distance, and remember that a safe speed for a single trailer may be too fast with multiple trailers. Extra offtrack occurs with two trailers.

• ✓Couple the more heavily loaded trailer to the tractor with the lighter trailer behind
• ✓When coupling multiple trailers, ensure spring brakes are applied, or block the trailer if it doesn't have spring brakes
• ✓Never unlock the pintle hook with the dolly still under the rear trailer as the tow bar may fly up causing injury
• ✓The last trailer in a combination is the most likely to roll over

Whipping or swerving occurs when the trailer moves quickly and independently of the tractor across the roadway. This is extremely dangerous and must be dealt with immediately by slowing down and stopping to check.

• ✓Whipping and swerving may be caused by driving too fast, sudden steering changes, improper connections, shifting loads, dragging brakes or a flat tire
• ✓If the trailer whips or swerves, slow down and stop as soon as it's safe, then stop and check the vehicle and load even if swerving stops

Block the wheels of a parked trailer so it can't roll. Air pressure in the trailer air tank bleeds down over time depending on system leaks. Trailer brake behaviour depends on whether spring brakes are equipped.

• ✓Block the wheels of a parked trailer so it can't roll
• ✓If a trailer without spring brakes has its air tank drain, the trailer brakes will release; if equipped with spring brakes, the brakes will remain applied
• ✓Brakes must be properly adjusted for the spring brakes to remain applied and effective

Coupling must be done with great care. Before coupling, inspect the fifth wheel for damage, lubrication and security, ensure it's tilted downward and coupler jaws are open, and inspect the trailer including kingpin, apron and cargo security.

• ✓Set tractor parking brakes and inspect the fifth wheel for damage, lubrication and security, ensuring it is tilted downward toward the rear and coupler jaws are open
• ✓Block the trailer wheels and if equipped with spring brakes make sure they have applied; check the kingpin isn't bent or broken and the apron is flat
• ✓Ensure air lines and electrical cable are supported and routed so they don't get in the way when backing under the trailer

Position the tractor directly in front of and in line with the trailer, using mirrors to verify alignment. Back up slowly stopping when the fifth wheel just touches the apron, then check height and alignment before connecting fully.

• ✓When aligned, you should see an equal portion of each side of the trailer in each mirror
• ✓Stop when the fifth wheel just touches the trailer apron and don't back up too far or at an angle
• ✓The trailer apron should touch directly above the fifth wheel pivot points; if touching behind or ahead, adjust trailer height with landing gear or air suspension
• ✓Use the lowest reverse gear to back up very slowly and stop when the kingpin locks into the fifth wheel jaws

After connecting, verify the fifth wheel jaws engaged the kingpin with no space or daylight between fifth wheel and apron, and the release handle is locked. Connect air lines and electrical cable, check trailer lights, and go under to visually confirm the locking jaws are securely closed.

• ✓Confirm no space or daylight between the fifth wheel and trailer apron and the release handle is in the locked position
• ✓Use a flashlight to check the locking jaws are securely closed around the kingpin, and remove keys from the ignition before going underneath
• ✓Check trailer electrical connection by verifying tail lights, brake lights, licence plate light and clearance lights
• ✓A trip inspection report is required for every new trailer you pick up each day

After securing, raise the landing gear slightly, release tractor brakes and gently tug against the trailer parking brakes to confirm the connection holds. Check turning clearance, then fully raise landing gear before pulling away. Test the trailer hand valve at slow speed.

• ✓Perform a tug test by gently pulling against the trailer parking brakes to confirm the kingpin is securely held by the fifth wheel jaws
• ✓Check clearance between rear of tractor and trailer landing gear, and between rear of cab and front of trailer
• ✓Raise landing gear completely and ensure the crank handle is locked in gear before pulling away, then check trailer service brakes with the hand valve at slow speed

To uncouple, line up the tractor and trailer, ease pressure on the fifth wheel locking jaws by backing gently, block trailer wheels, lower landing gear until supports touch ground, disconnect lines, pull the release handle, and move the tractor slowly clear.

• ✓Ensure the tractor and trailer are lined up (not at an angle) and the ground is level and firm to support the trailer
• ✓Both landing gear supports must touch the ground to support a trailer
• ✓Keep clear of the tractor wheels during uncoupling as they may roll slightly when the fifth wheel jaws open
• ✓For trailers with air suspension, drain the suspension air supply before leaving the trailer parked

A pintle hitch uses a hook on the front vehicle and an eye on the rear. When using any coupling device other than a fifth wheel, chains or cables are required. A converter dolly with an axle, fifth wheel and hitch is used when towing more than one trailer.

• ✓When using any coupling device other than a fifth wheel, you must use chains or metal cables equal to the strength of the coupling device
• ✓The drawbar or connection between the motor vehicle and trailer may not exceed five metres unless towing a pole trailer
• ✓Use the safety catch to secure the pintle hitch connection along with safety chains and/or cables
• ✓Coupling devices must be strong enough to hold loaded vehicles together and fastened to a structurally adequate part of each vehicle's frame

Whipping or swerving occurs when the trailer moves independently of the tractor back and forth across the roadway; it is extremely dangerous.

• ✓Whipping/swerving may be caused by driving too fast, sudden steering changes, improper connections, shifting loads, dragging brakes or a flat tire
• ✓If the trailer whips or swerves, slow down and stop as soon as it's safe, then stop and check your vehicle and load even if swerving stopped

Trailer air pressure bleeds down over time when parked, affecting brakes depending on whether spring brakes are fitted.

• ✓Block the wheels of a parked trailer so it can't roll
• ✓If a trailer without spring brakes drains its air tank, the trailer brakes will release; if equipped with spring brakes they remain applied
• ✓Brakes must be properly adjusted for spring brakes to remain applied and effective

A pintle hitch uses a hook on the front vehicle and an eye on the rear vehicle; converter dollies are used when towing multiple trailers.

• ✓With any coupling device other than a fifth wheel you must also use chains or metal cables equal to the strength of the coupling device
• ✓The drawbar or connection between motor vehicle and trailer may not exceed five metres unless towing a pole trailer
• ✓Use the safety catch to secure the pintle hitch connection along with safety chains/cables
• ✓Coupling devices must be strong enough to hold loaded vehicles and fastened to a structurally adequate part of each frame

Do not operate a vehicle unless cargo is properly secured. Division 35 of the Motor Vehicle Act Regulations covers logs/poles, covers for loose loads, front-end structures and bus luggage. B.C. has adopted the North American Standard on cargo securement, which applies to all cargo with general and specific requirements. Both Division 35 and the Standard apply to all vehicles carrying cargo on highways regardless of gross vehicle weight.

• ✓Do not operate a vehicle unless its cargo is properly secured
• ✓Both Division 35 and the North American Standard apply regardless of the vehicle's gross vehicle weight
• ✓Unless otherwise specified, both general and specific requirements apply

The securement system (vehicle structure, blocking/bracing, tiedowns) must be appropriate for the cargo and withstand 0.8g deceleration forward, 0.5g deceleration rearward, 0.5g acceleration in either sideways direction, and a downward force of at least 20% of cargo weight. Load on each component must not exceed its working load limit, and components must be in good working order.

• ✓System must withstand 0.8g forward, 0.5g rearward, and 0.5g sideways forces
• ✓System must withstand a downward force of at least 20% of the cargo weight
• ✓Load on each component must not exceed its working load limit and components must be undamaged

Tiedowns must be able to be tightened by the driver (except steel strapping), remain taut, and not slip, loosen, unfasten, open or release during operation. Use edge protectors where a tiedown could be cut or scraped, and locate tiedowns inboard of rub rails if possible. Rub rails must not be used as anchor points. One long chain can serve as two tiedowns if each has an independent tensioning device.

• ✓Tiedowns must be tightenable, taut, and must not slip, loosen or release while operating
• ✓Use edge protectors where tiedowns could be cut or scraped by cargo
• ✓Rub rails must not be used as anchor points

For cargo not prevented from moving forward: 1 tiedown for articles 1.52 m or shorter and 500 kg or lighter; 2 tiedowns if 1.52 m or shorter but over 500 kg; 2 tiedowns for articles over 1.52 m up to 3.04 m; and for articles longer than 3.04 m, 2 plus 1 tiedown for each additional 3.04 m or part thereof. A rough guide is two tiedowns for the first 3.04 m and one for every 3.04 m after. When cargo is prevented from moving forward, use one tiedown for every 3.04 m of length.

• ✓One tiedown for cargo 1.52 m or shorter and 500 kg or lighter
• ✓Two tiedowns for cargo over 500 kg (1.52 m or shorter) and for cargo over 1.52 m up to 3.04 m
• ✓Longer than 3.04 m: two tiedowns plus one for each additional 3.04 m or part thereof
• ✓If prevented from moving forward, use one tiedown for every 3.04 m of length

The aggregate working load limit of tiedowns must be at least 50% of the cargo weight. Example: a 600 kg article requires an aggregate WLL of at least 300 kg; if three tiedowns are used, each must be at least 100 kg. The Standard specifies both minimum number and minimum strength — meet both. The manufacturer marks the WLL on the component; unmarked tiedowns are prohibited (since January 1, 2010). Standard 10 provides default WLLs for chain, webbing, wire rope, manila rope, synthetic fibre rope and steel strapping.

• ✓Aggregate working load limit of tiedowns must be at least 50% of the cargo weight
• ✓Meet both the minimum number of tiedowns and the minimum strength requirement
• ✓Unmarked tiedowns are prohibited as of January 1, 2010

Tiedowns must not be used if a chain has cracked welds, links, or bent/twisted/stretched/collapsed links; links weakened by gouges, nicks or pits; incorrect repairs; obvious wear; knots in chain, wire rope or webbing; spread or disturbed grab hooks; nylon webbing with cuts/nicks/splits; wire cable with missing strands or wraps; or anchor points weakened by cracks, breaks or distortion.

• ✓Do not use chains with cracked welds, bent/twisted/stretched links, or knots
• ✓Do not use nylon webbing with cuts, nicks or splits, or wire cable with missing strands
• ✓Do not use tiedowns with anchor points weakened by cracks, breaks or distortion

Chain connector links must be compatible with the chain grade — the chain is only as strong as its weakest link. Quick connectors are unsuitable for heavy-duty operations. Assume tiedown assemblies (including hooks and load binders) are the lowest grade unless marked. Protect all assemblies from abrasion, do not use worn assemblies, and lock every load binder handle with rope, wire, chain or a locking mechanism. An unmarked friction mat is assumed to provide horizontal resistance equal to 50% of the weight of cargo resting on it.

• ✓Chain connector links must be compatible with the grade of chain used
• ✓Assume tiedown assemblies are the lowest grade unless clearly marked otherwise
• ✓Lock every load binder handle to prevent it from unlocking
• ✓An unmarked friction mat is assumed to resist horizontal movement equal to 50% of cargo weight on it

Timber used as dunnage, chocks or cradles must be strong enough not to split or crush under cargo or tiedowns. Aggregate loads (sand, gravel, wood chips) that can't be contained with sideboards or tiedowns and are likely to bounce, blow or drop must be covered with a tarp. Side-by-side articles secured by common tiedowns must contact each other or be prevented from moving toward each other. Rolling cargo must be restrained by chocks, wedges or a cradle; load on rollers requires at least one locked roller plus adequate tiedowns.

• ✓Use a cover or tarp for aggregate loads that may bounce, blow or drop from the vehicle
• ✓Restrain any cargo that may roll with chocks, wedges or a cradle
• ✓For loads on rollers, lock at least one roller and use adequate tiedowns
• ✓Dunnage timber must be strong enough not to split or be crushed by cargo or tiedowns

If your load can't be reduced and it's larger or heavier than regulations allow, you may purchase an oversize permit. You can obtain permits for overwidth, overweight, overlength, or overheight loads. Permits are issued under Commercial Transport Regulations. You must have a permit before taking an oversize vehicle on the road. To move oversize/overweight loads on city or municipal roads you may need a permit from local government.

• ✓You must have a permit before taking an oversize vehicle on the road
• ✓Permits are available for overwidth, overweight, overlength, or overheight loads
• ✓Permits for loaded vehicles are only given when the load can't be reduced
• ✓Municipal permits may be needed for city/municipal roads

A vehicle or combination is overloaded whenever it exceeds the GVW allowed under Commercial Transport Regulations, weighs more than its licensed GVW, or exceeds the maximum allowable weight on any single or group of axles. Overloading makes steering, braking and speed control more difficult; drive slowly on upgrades and control speed on downhills. Overload permits are issued only when loads can't be reduced or the vehicle isn't licensed up to its allowable weight.

• ✓Overloaded if vehicle/load exceeds GVW allowed under regulations
• ✓Overloaded if weight exceeds licensed GVW
• ✓Overloaded if it exceeds maximum allowable weight on any axle or axle group
• ✓Overloading makes steering, braking and speed control more difficult

If your vehicle is wider, longer or higher than regulations allow, you must have an oversize permit before operating on any highway, whether loaded or not. Permits are not normally given for loads or vehicles wider than 4.4 m. Extremities of all oversize vehicles/loads must be marked with red flags at least 30 cm by 30 cm. For night travel, lights are required on extremities — amber to the front and red to the rear.

• ✓Oversize permit required before operating on any highway, loaded or not
• ✓Permits not normally given for loads/vehicles wider than 4.4 m
• ✓Extremities must be marked with red flags at least 30 cm by 30 cm
• ✓Night travel requires amber lights to front and red lights to rear on extremities

When applying for a permit you must provide registration and insurance papers for both tow vehicle and trailer(s), specifics on the load, details about your planned route and destination, and a planned time to move the load. For overload permits, you must also identify the weight on each axle. Permit conditions may require pilot cars, flags, signs, lights, times/days of travel, and required route.

• ✓Provide registration and insurance for both tow vehicle and trailer(s)
• ✓Provide load specifics, route, destination and time of movement
• ✓For overload permits, identify the weight on each axle
• ✓Permit conditions may specify pilot cars, flags, signs, lights, times, days and route

A pilot car may be required as a condition of an oversize or overload permit to warn other drivers about the larger-than-normal vehicle. More than one pilot car may be required depending on route and load. A pilot car must travel between 100 and 500 m either behind or in front of the oversize vehicle. When required, a D (over dimension) sign must be carried by the pilot car. Pilot car sign regulations are in Division 8 of the Commercial Transport Regulations.

• ✓A pilot car must travel between 100 and 500 m in front of or behind the oversize vehicle
• ✓A D (over dimension) sign must be carried by a pilot car when required
• ✓More than one pilot car may be required depending on route and load

You must display the appropriate signs whenever you transport an oversize load — such as wide load, long load or oversize load signs. These signs warn other drivers of the load being carried.

• ✓Display appropriate oversize/wide/long load signs when transporting oversize loads
• ✓Do not display wide load signs when a wide load isn't actually being transported