First of all, in Alberta, you can’t get a class 3 license until you have held your class 7 for one year, then driven with your class 5 GDL (graduated driver license) for 2 years. Then you take an “exit ” exam to clear the GDL off your class 5.   Once you finish doing that, then your Class 5 becomes your learner license in Alberta for all other classes of license, even motorbikes. You can’t upgrade to 4,3,2, or 1 until you clear off the GDL.

The funny diversion is you don’t even need to upgrade from class 5 to make some serious cash driving in the oilfield. There are a number of service jobs, and delivery services that work some crazy hours and miles on a class 5. Class 5 drivers are often driving vehicles capable of grossing out at 17,000 kg in a f450 and a gooseneck trailer. I hope they are careful drivers, because that kind of weight can be difficult to stop with electric brakes on the trailer, and could easily push beyond the braking capability of the truck. That’s why some provinces have the restriction that the trailer weight can’t be too heavy for the truck pulling it. As long as you only have a two axle vehicle pulling a trailer with no air brakes, you will only need a class 5 license in Alberta. If you were a Saskatchewan resident, you would need a class one for pulling the heavy trailers. BC residents need an extra endorsement for pulling heavy trailers or recreational fifth wheels.

A class 4 driver’s license is for commercial people carrying functions, like taxis, limos, small buses (max 24 passenger), driver instruction. It requires a medical examination to apply for a class 4.

A class 3 license is for driving a property carrying truck with 3 axles. Typically they have Air Brakes, so the driver will have to have a Q endorsement to drive these trucks. They may pull a trailer without Air Brakes. Once the trailer involves air brakes, then the driver needs a class one with air brake training and a medical examination. A mechanic might have a class 3 license so he can test drive a bobtail tractor. Every class of license involves a written exam that most of us would fail if we don’t prepare properly for the exam.

Class 2 is for driving the big buses. It requires a medical and air brakes, and is good for for driving the class 3 trucks and the ambulance (class 4), and the big buses and coaches. Fireman often acquire this license so they can operate both ambulances and straight body trucks.

Currently there is no distinction whether you take your class 1 on an automatic or standard shift truck to acquire your Class 1 license. you simply need a tractor or a truck pulling an air brake equipped trailer to qualify  for class 1. You must pass a written exam, a driver’s medical and air brake endorsement before you perform your road test for Class 1.

This is kind of different in North America than in Europe. The highest class of license that can operate just about everything except motorbikes is the class 1, the truck driving license. In Europe it is the Bus/coach driving license that is the higher class. I guess people are more important over there.

Finally!! we are open in Sylvan Lake, a 10 minute drive west of Red Deer for service to Central Alberta. Turn South at the Traffic Circle at Hwy 11A and Hwy 20, then turn left at Tim Hortons, and follow the road to the left along the northside of HSE in Sylvan Lake. At the end of the road we occupy the same building as Site Safety. Again, pick the left Gate, and come to the Left end of the building.

So, south at the circle, LEFT at Timmy’s, bear to the left, and at the end of the road, the LEFT gate and the LEFT end of the building. There we are!

Or phone us, 403-887-0050  or 1-855-366-9179 or email, info@capilanotrucktraining.com

We are located at Bay 1, 18 Sylvaire Close, Sylvan Lake T4S 2H6

We are open from 8-5 Monday to Friday and teach Air Brakes every second Friday

Please inquire about Class 1 or 3 Driver Training or

Log Book training,

Driver Evaluations,

defensive driver training,

vehicle inspection training,

Cargo securement,

GODI,

TDG and WHMIS

See you there.  www.capilanotrucktraining.com

I got a ticket the other day for not producing “Schedule 1.” The officer said something about a checklist for checking out the truck. I thought that’s what the Pre trip form is for! He asked if I had been trained for pre trip at work. I said I knew all that from when I got my class 1. I had to do that on my road test. The officer asked if my company had trained me. I said I did well on my evaluation drive and the trainer said “good enough.”  The officer said “Probably not.” The company should have trained you to do the full trip inspection including a lesson on form filling and use of Schedule One. They probably should have reviewed with you how to measure pushrod travel at your brake chambers. Some companies require their drivers to use schedule one to identify and “code” the defects they report. The code comes from Schedule One (NSC 13, Part 2). When you have a light burnt out and I pull you over I expect to see a comment on the Daily Vehicle Inspection Report about the burnt out bulb, and maybe a code 18.1. If you don’t consult Schedule one when you have a problem, how do you know if you can continue with the trip? If the front right signal isn’t flashing, is it okay to proceed? Even if you do carry on with the trip, the company is required to fix it before the next inspection. Did you know that?

I asked the officer to tell me where I was supposed to find this Schedule 1. He asked me for my Vehicle Inspection Report book, and opened it up to the back cover and showed me the list of 23 items on a chart.  So I checked out the broken signal light bulb scenario and found out that if the front bulb is out that is a minor defect. But if a rear signal light is burnt out, I can’t go anywhere until its fixed.

The officer added that if that happened, and I fixed the bulb, I should note the fact that I fixed it down in the remarks section of the pre trip report, and attach the receipt. The maintenance guy would appreciate that for his records the next time the Auditor blows through his office.

That was an expensive lesson. I think the ticket cost me 260 bucks. I could have taken the whole course for $100. So I asked him if he had any other tips for my expensive lesson. He said “Sure. If a tire has less than 50% pressure you can park the truck till you get it fixed. If more than 20% of your brakes have problems you can park it. If you have no taillights, you can park it. If you have a cracked mainspring, you can park it. If you have a dripping fuel tank you can park it. If your low air warning doesn’t work, you can park it. If you have a pushrod that exceeds the travel limit, you can park it.”

“Whoa, Whoa, Whoa, enough already, I can’t remember all that?!’’ I said.

“That’s why you have to have Schedule One IN THE TRUCK!” Responded the officer.

Ask a driver how tall his truck is. The answer it seems is “short enough to go under all the overpasses and through the tunnels.” So, “how do you know if the clearance is too low?” “The truck stops.”

The other half of this equation of weights and dimensions is that many of us truck drivers are not sure of the mass of freight we are allowed to carry down the road. Some of the reason why we may not be sure about weight, is that we need to find out some of the specifications of the truck we are driving, and then do a little math. I just want to drive, thank you!

We should all know how high, wide, and long our vehicles are so we know when we require a permit. Permits for Dimension are VERY cheap typically. Sometimes as little as $100 for the whole fleet of trucks for the year. Tickets for infractions can cost twice that for one event; plus the cost of a single trip permit.

Let’s take a stab at dimension. Height is fairly standard at 13′ 6 ‘ (4.15m) across North America. that is usually the height of a loaded van. Maximum width of a unit is also very standard across North America at 8’6″ (2.6 m). Length in Canada has three versions, Straight Truck 41 ‘ (12.5 m), truck (or tractor) and trailer is 23 m (75 1/2′) and A,B,or C trains maximum length is 25 m (82 ft)

Weight is not so simple, in Alberta, first check the capacity of your tires, then the GVWR of the vehicle and its axles. For smaller vehicles, this province may  let you register your lighter duty vehicle to the capacity of the rubber. When you go to BC and SK you will be restricted to the Manufactured Capacity (GVWR). So pay attention.

For the larger vehicles, regulation limits more or less go like this. Steer axle on a tractor just went up to 6000 kg. Steer axle on a truck 7300. Tandem axle group 17,000, Tridem on the trailer 24,000 kg if the spread is over 10 feet. Under ten feet is 21,000 kg.

Tridrive on a truck or tractor usually is allowed 23,000kg on a permit. just remember when you go offroad with the tri’s, you need a TAC permit and county permission to go full weight.

Two good ways to make sure you understand the capacity of your vehicle and what value to register:

A. visit a scale ahead of time and work it out with them to calculate Licensed Mass and Tare weight.  Phone ahead.

B. Access the Alberta gov website at http://www.transportation.alberta.ca/4777.htm

Add up your axle groups; this usually results in your licensed maximum. Unless you have short spacings between you axle group. so just call the experts and get it right before you get the overweight citation!!

Any heavier, or wider, or taller, or longer, you need a permit!!  Happy Haulin’

Some people make the mistake of buying a truck for commercial purposes that is so big they must perform the functions of a truck driver even if it is not their profession. Log books, pre trip inspection, cargo securement, too much weight. It doesn’t take much of a truck to qualify for this attention from the DOT.

If it is registered commercially, a one ton truck, F350 or 3500 series, can qualify in some circumstances. certainly if you hook it to a trailer with tandem or tridem axles, it is very likely you will gross out heavier than the 11,794 kg (26,000 lbs) limit, which places you firmly in the land of trucking in the province of Alberta.

The one ton Truck  usually grosses at 5,000 kg and the tandem axle trailer at 10,000 kg, so you can see the combination can quite easily surpasses 11,794 kg.

Any commercial vehicle over 4,500 kg must pull in to the weigh station when the lights are flashing in Alberta.

Expect to deal with commercial vehicle transport if you cross provincial borders with vehicles this size and larger, make sure you have the proper documentation, like registration , insurance, commercial vehicle inspection, and a Safety Fitness Certificate. The driver needs his license, log book, daily vehicle inspection report and Schedule One. Any missing paperwork  could result in a half day delay by commercial officers.

Be thankful you don’t have to have a Class One license for the truck and gooseneck like they do in Saskatchewan.

So what do you remember from your air brakes class? What information stayed in your mind? Do you remember how to perform the “6 pack?” How do you perform a service leak check? How do you measure push rod travel? These performances and draining the air tanks should take place every day. the number one out of service item is “Brakes out of adjustment.”

Did you know that if tire pressure is less than 50% of the pressure marked on the side of the tire means you will not be allowed to proceed until repaired.

Did you register your air brake course completion certificate on your license at the registry? For you to drive an air brake equipped vehicle you need a “Q” endorsement on your license unless you are accompanied by someone who has a “Q” endorsement.

The easiest way to perform the “6 pack” and leak check is to build your air to max (120 psi) and release the brakes. Step on the brakes to the floor and hold for 4 seconds. Release and repeat. Rebuild the air, step on the brakes for 4 seconds, release and repeat. Rebuild the air, step on the brakes for 4 seconds, release and build the air back up to maximum.

Then place an extendable cane on the brake pedal to jam it to the floor, and block the cane under the steering wheel to hold the brake pedal to the floor. Check your gauges and go for a tour around the truck and trailer. Listen for air leaks. Check the brake lights work, and check the stroke at each brake chamber. This is possible if markers are installed on each pushrod that indicate the length of travel when the service brakes are applied. If pushrods exceed allowable travel, usually 2″ on a drive axle or trailer axle, then a technician should check all the brake components for undue wear, and or adjust the travel.

This is the simplest way to make sure your brakes will stop your vehicle efficiently. Just before you leave the yard, perform the brake responses, roll, then stop with the trailer hand valve, release. Roll the truck again and stop with the park brake valve, release, then roll the truck and stop with the brake pedal. Release and drive on if they are all doing the job. Have a safe trip.

Three kinds of Students at Capilano Truck Driver Training….

1. Basic Driver
2. Worker
3. Professional Driver

1. The Basic Driver

The Basic driver has a class 5, and needs to upgrade his/her license to get a better job.

Ask about Tractor Trailer, Class 1

Ask about Bus training, Class 2

Ask about Truck training, Class 3

Class 5 Drivers can drive trucks with a single drive axle and/or with a trailer with electric brakes.  Ocassionally the allowable weights can approach 25000 kg, on a class 5.

2. The Worker

The Worker needs a Class One or Three to advance in his/her career, or just to haul equipment at work. Sometimes it is as simple as taking an air brake endorsement course to drive a bigger vehicle at work.

3. The Professional Driver

The Professional Driver needs to take a step up, whether it is a driver evaluation or a training session to drive Turnpike Doubles. Most professional drivers need to upgrade their knowledge in compliance issues like log books or cargo securement. Some need to learn how to teach others about truck driving.

We provide training in all these areas.

Office Staff too

We also help office staff in upgrading their knowledge in trucking  or transportation affairs. We will counsel students changing careers  on the merits of truck driving and the transportation industry.

Who is an “Unintentional” Trucker?

One of our favorite areas is “the unintentional trucker”. Many workers are unaware the vehicle they drive comes with the responsibilities usually associated with Truck Driver.

Plumbers, carpenters, welders, roofers, general contractors, oilfield service. They are busy making a dollar and advancing in their chosen profession little realizing they are participating in our profession.

As their business grows and expands, the worker needs a larger vehicle to carry the tools of his trade, or he is carrying his tools and goods to other areas of the country than his own province.

Then the Cops Pull You Over!

It isn’t until the Commercial Motor Vehicle enforcement officer pulls him/her over because of an over weight truck , or his/her vehicle looks like something has broken, that they find out they needs a log book and extra documentation to travel in other areas of the country.

Is It Worth the Trouble to Get Trained?

Generally the “Unintentional” Trucker thinks of proper truck training as totally non productive and irrelevant to working and making money.

That’s one perspective.

However, if there are rules to be abided, then non-compliance is going to be non productive.  You’re stuck on the side of the road being inspected, stuck with a big fine, maybe even demerits which can affect your insurance premiums.  And when you consider how much money is going down the drain every minute you sit on the side of the road, the cost of not getting trained is very expensive indeed…

Often more expensive than the cost of getting trained in the first place!

WE CAN HELP.

Let Capilano aid in bringing the driver or internal company official up to speed. then everybody can move forward and avoid the issues of enforcement.