45 topics · Updated 2026-09-17
A log is a felled and clean-boled tree trunk or section, whether or not stripped of bark, and includes utility poles and roundwood construction poles. Because tree-trunk logs are cylindrical and tapered, proper securement requires a combination of tiedowns and blocking systems such as posts and bunks.
Bundles of dressed lumber are usually stacked and secured by tiedowns spanning the top. Stacking raises the centre of gravity and reduces tiedown effectiveness because uniform tension is difficult. The Regulation prescribes special standards for bundles stacked more than one layer high.
Metal coils are heavy cylindrical objects requiring effective immobilization devices and a minimum number of tiedowns per coil, whether loaded vertically or horizontally. Paper rolls are heavy but fragile cylindrical objects usually transported in vans/containers, with special rules also for flatbed transport.
Concrete pipes are cylindrical with a high friction coefficient; large-diameter pipes may go one per vehicle while small-diameter pipes may be braced and stacked, and must be secured against shifting or rolling. Intermodal and roll-on/roll-off containers have special securement standards; intermodal containers use integrated locking devices.
Vehicles carry moving parts (tires, suspension) allowing free vertical movement, so special securement systems are required for vehicles both 4,500 kg or less and greater than 4,500 kg. Flattened/crushed vehicles have dislocated parts that can dislodge, and this category over 4,500 kg includes tracked machinery.
Boulder securement rules concern boulders over 5,000 kg or over 2 m³; boulders over 100 kg and under 5,000 kg may also be secured under the same provisions. Bulk cargo covers aggregates, liquids, gases and granular products, with special standards for covering bulk in open-top receptacles.
You must stop at an inspection station when its lights are flashing if driving: a vehicle with GVWR of 4,500 kg or more designed primarily for transporting goods or permanently attached equipment; a tow truck or tool vehicle; or a combination of road vehicles where at least one has GVWR of 4,500 kg or more.
Certain exceptions apply, particularly for trucks with a net weight of 4,000 kg or less registered as a passenger vehicle under vehicle registration regulations, or for road vehicles used for recreational purposes.
Speeding and reckless driving are major causes of fatal accidents involving heavy vehicle drivers. Drivers must obey both minimum and maximum speed limits or face penalties.
Speeding and reckless driving are major causes of fatal accidents involving heavy vehicle drivers. Drivers must obey minimum and maximum speed limits or face penalties. Speeding increases stress and produces several dangerous effects on driving ability.
Always bear in mind you are driving a heavy vehicle and drive responsibly at all times, especially in slow city traffic where other users may become aggressive.
All heavy vehicle brake systems, regardless of type (hydraulic or air), include three key brake functions.
The brake pedal operates the service brake system. An abnormally low brake pedal is a serious warning signal indicating a problem that requires immediate repair.
Vehicles have a dual circuit brake system so braking is still possible if one hydraulic circuit fails, but requires harder pedal pressure and results in longer braking distance since only some wheels are braked.
Power brakes require little pedal pressure, but if the engine stalls you must apply much greater pressure. Driving is prohibited if the power brake system is not working properly.
The service brake pressure light and parking brake light indicate the status of the hydraulic and parking brake systems.
The faster you drive, the less time to react and the greater the braking distance. Road conditions change quickly and the distance travelled in one second can make the difference between stopping safely and having an accident.
Load weight affects braking distance. Brake systems are designed for cargo up to the manufacturer's gross vehicle weight rating (GVWR). Doubling load weight with the same brake pressure means a greater stopping distance. Overloading past the GVWR requires braking power beyond normal capacity — brakes are not designed for the excess, and overheating drums/linings can further increase stopping distance.
Speed has a much greater impact on stopping distance than load weight. Doubling your speed quadruples the stopping distance at the same brake pressure. Slowing just a few km/h greatly reduces stopping distance.
The estimated time lag between seeing a danger and the brakes beginning to slow the vehicle is about two seconds. You must factor this delay in to brake safely.
Road/pavement conditions are beyond your control and can reduce traction needed for braking. The only sure way to stop within normal braking distance is to reduce speed. Braking distance is at least doubled on ice vs dry pavement: at 60 km/h about 45 m (140 ft) on dry vs 80 m (260 ft) on icy pavement. Slow to below the posted limit and avoid abrupt braking.
Use gears both to speed up and slow down so engine compression helps slow the vehicle and keeps you in the right gear to accelerate again. To slow or stop quickly, combine downshifting with regular brakes (or supplemental brakes where permitted) to reduce brake strain. Once stopped for a while, shift to neutral.
Ensure enough space to stop to protect passengers/cargo. Abrupt braking creates strong forward momentum that can cause loss of control, skidding and severe accidents. Adjust speed, maintain safe distance, look ahead/sides/mirrors, and anticipate stops.
First determine the skid cause. If caused by overbraking, let up on the brake pedal so wheels turn and grip again. If caused by rapid downshifting, press down on the clutch and use the brake as needed. If caused by overaccelerating, slowly release the accelerator. Change gears as needed considering engine compression and supplemental brakes.
When the rear end veers left or right, turn the steering wheel in the SAME direction the vehicle is skidding to pull it back into line. As the vehicle nears alignment, turn the wheel the opposite way until the front wheels are straight.
Loads or equipment overhanging the rear of the vehicle must be marked with a red flag or reflecting panel, and lit at night, with a permit required for large overhangs.
Loads or equipment overhanging the rear of the vehicle require warning markers and, if excessive, a special permit. These rules alert other road users to the extended load.
The most common accidents with road trains are skidding, overturning and jackknifing, usually occurring when the centre of gravity is too high or too low, or when the road is wet or snow-covered. On dry pavement, skidding usually occurs with a very high centre of gravity.
The danger of overturning is greatest in a curve or during high winds. Jackknifing usually results from braking abruptly on a wet or snow-covered surface with a fairly low centre of gravity. Be alert and reduce speed to prevent these accidents.
Skidding, overturning and jackknifing are usually due to driving too fast, momentary distractions, steering errors, or braking abruptly. Miscalculating exit ramp space can cause a skid or overturn. When one wheel skids onto the shoulder it can send the vehicle into the ditch.
Jackknifing usually occurs when reducing speed while negotiating a curve or turning. Consider articulation points and adjust speed to road conditions (wind, visibility, traction). When the jackknife angle exceeds 15°, it is the point of no return where regaining control is almost impossible.
Improper tire inflation causes accidents. An empty double road train with over-inflated tires can jackknife if braking abruptly, especially on a hot day after long driving. Under-inflated tires can cause loss of control. Improperly adjusted brakes can also cause jackknifing.
Skidding, overturning and jackknifing are the most common road train accidents, linked to centre of gravity height and road surface conditions.
These accidents typically arise from speed, distraction, steering errors and abrupt braking, and from tire and brake problems.
For safety, LCVs may only operate when visibility and road surface conditions meet minimum standards, with extra winter rules.
Key testable facts summarized in the self-evaluation exercises confirm the core LCV rules candidates must know.
LCV operation is prohibited on certain days and during peak commuter hours in major cities to reduce congestion and risk.
LCVs are restricted from carrying larger quantities of dangerous substances that require placarding.
With the engine running, check the power steering by turning the steering wheel side to side to move the wheels. Some vehicles may need to move forward slightly to check. A steering wheel difficult to turn (mostly when stopped) may indicate power steering is not working.
Check the solidity of the steering column by trying to move the steering wheel in all directions from the driver's compartment.
With the engine running, turn the steering wheel side to side to move the wheels and check power steering operation. Try to move the steering column and steering wheel in all directions to check solidity and adjustment locking.
Check the adjustment and solidity of the steering wheel by trying to move it in all directions. If the position is adjustable, ensure it remains locked in the selected position.
Check the power steering pump reservoir fluid level via the gauge/marks. If opening the reservoir, clean around the opening, replace the seal, and close tightly. Also inspect the power steering pump belt if accessible, though most heavy vehicles no longer have belt-driven pumps.
Check the power steering fluid level in the engine compartment by viewing the gauge or marks on the reservoir. If the reservoir must be opened, clean around the opening, reposition any seal, and close the cover tightly.
Check the condition of the power steering belt in the engine compartment if accessible. Most heavy vehicles no longer use belt-driven power steering pumps.
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