Tile Manual 1 perm
TRAINING
IN LIEU OF
EXPERIENCE
THEORY COURSE
(MODULE 1)
UPGRADING OF A DRIVER’S LICENCE FROM
CLASS C
TO
CLASS HC
The contents of this manual remain the property of the Department for Transport, Energy and Infrastructure, (DTEI). No part of it can therefore be used or reproduced without the prior written permission of the Coordinator, Standards and Training, DTEI.
Training in Lieu of Experience Course
2 by 9 Hour Sessions
Session 1
STUDENT REGISTRATION
REASON FOR T.I.L.E.
MASS DEFINITIONS
LICENCE CLASSIFICATIONS
GIVE WAY RULES
SPEED LIMITS
ROAD RULES
CRASHES – LEGAL OBLIGATION
DRUGS AND DRIVING
EYE SIGHT
OBSERVATION
REACTION AND BRAKING
VEHICLE DIMENSIONS
TYPICAL VEHICLE CONFIGURATIONS
PERMIT VEHICLE CONFIGURATIONS
TRAILERS
AXLE WEIGHTS
ROAD FRIENDLY SUSPENSION
TYRES
WORK DIARIES and RECORD KEEPING
HEAVY VEHICLE DRIVER FATIGUE LEGISLATION
PAGES
Cover Page 1
Session Plan 2
Content 3
Reason for T.I.L.E. 4
Mass Definitions 5
Licence Classifications 6-8
Give-Way Hierarchy 9-10
Speed Limits 11
Road Rules 12-14
Crashes – Legal Obligation 15
Drugs / Alcohol and Driving Offences 16-18
The Eyes 19-21
Observation 22
Night Driving 23
Reaction / Braking 24-26
Heavy Vehicle Dimensions 27-31
Portable Reflectors / Rear Marker Plates 32-33
Typical Vehicle Configurations 34
Permit Vehicle Configurations 35
Trailers 36
Tyres 37-38
Axle weights 39
Road Friendly Suspension 40-45
Definitions 46-49
Driving Hours, Work Diary and Record keeping 49-54
Heavy Vehicle Driver Fatigue Legislation 55-62
Note Page 63
THE REASON FOR T.I.L.E
From November 2nd 1998, National Classes of driver’s licence applied in South Australia.
These licence classes were the final step in standardizing the issue of drivers’ licences, particularly in relation to heavy vehicle driving, throughout all States and Territories of the Commonwealth.
Under previous legislation (pre-dating 1987), an applicant for a driver’s licence would be eligible to obtain a heavy vehicle licence at the age of 18 with little or no previous experience.
The system of licensing adopted in 1987, and more recently upgraded in November 1998, provides for a system which requires the licence holder to graduate through various classes of licence before that person can operate a heavy vehicle.
Effectively this means that a person cannot attain a heavy vehicle licence unless they have had at least a minimum of three years practical driving experience. For at least one of those years the applicant must have held a licence for a light or medium rigid vehicle.
The TILE course has been specifically designed to shorten the process of having to progress along the path of the licence graduation system and allows the applicant to move from Class C to HC (Heavy Combination).
So that this outcome may be achieved, applicants are required to attend and pass a Theory Course of training which covers both the Road Law and Industry aspects of driving heavy vehicles.
Further, applicants are required to undertake practical driving instruction before being eligible to undergo a practical driving assessment to prove their competency. All TILE students are required to undertake the competency based training (CBT) format.
MASS DEFINITIONS:
UNLADEN MASS (UL)
The weight of the vehicle without any load, but does include your fuel, oil and any tools etc. In the case of an articulated vehicle it means the prime mover only.
GROSS VEHICLE MASS (GVM)
The maximum loaded weight (mass) of the vehicle, as set by the motor vehicle manufacturer or the registration authority.
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GROSS COMBINATION MASS (GCM)
The greatest possible sum of the maximum loaded mass of a motor vehicle and of any vehicles that may lawfully be towed by it at one time, as specified by the motor vehicle manufacturer or the registration authority.
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DRIVER’S LICENCE CLASSIFICATIONS
CLASS C
MAY DRIVE any motor vehicle with a gross vehicle mass (GVM) not exceeding 4500 kg (but not including buses designed to carry more than 12 seated persons, motor cycles and motor trikes). Examples of vehicles which may be driven: sedans, station wagons, panel vans, utilities, light delivery vans, small trucks, special purpose vehicles (e.g. farm machines, small tractors, forklifts, or other like machinery);
small articulated vehicles provided the GVM of the towing vehicle does not exceed 4500 kg. For example, small truck towing a horse float, trailer or caravan.
MAY TOW trailer, horse float, caravan or farm implement.
Minimum
Age 16 years and 6 months, learners permit for at least 6 months.
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Moped with engine capacity 50 ml or less
CLASS LR
MAY DRIVE any motor vehicle covered by class C;
any motor vehicle with a GVM exceeding 4500 kg but not exceeding 8000 kg
(E.g. trucks, vans, tippers, special purpose vehicles, and buses designed to carry 13 or more seated persons);
medium articulated vehicles, provided the GVM of the towing vehicle does not exceed 8000 kg.
MAY TOW any farm implement. Any trailer provided the overall mass is within the gross combination mass (GCM) of the towing vehicle.
Driving
Experience must have held a class C driver’s licence for at least one year.
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DRIVER’S LICENCE CLASSIFICATIONS (continued)
CLASS MR
MAY DRIVE any motor vehicle covered by class LR;
any motor vehicle with 2 axles and a GVM greater than 8000 kg (e.g. 2 axle trucks, tippers, and buses);
3 axle motor vehicles, but only where the GVM is 8000 kg or less;
any special purpose vehicle with 2 or more axles and an unladen mass not exceeding 15000 kg;
medium articulated vehicles, provided the GVM of the towing vehicle does not exceed 8000 kg.
MAY TOW any farm implement. Any trailer with a GVM not exceeding 9000 kg provided it is within the GCM of the towing vehicle.
Driving
Experience must have held a class C driver’s licence for at least one year.
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CLASS HR
MAY DRIVE any motor vehicle covered by class MR;
any motor vehicle with 3 or more axles (e.g. trucks and tippers);
any special purpose vehicle;
medium articulated vehicles, provided the GVM of the towing vehicle does not exceed 8000 kg;
any bus (including articulated buses).
MAY TOW any farm implement. Any trailer with a GVM not exceeding 9000 kg provided it is within the GCM of the towing vehicle.
Driving
Experience must have held a class C driver’s licence for at least two years, or a class LR or MR driver’s licence for at least one year.
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DRIVER’S LICENCE CLASSIFICATIONS (continued)
CLASS HC
MAY DRIVE any motor vehicle covered by class HR;
a prime mover to which is attached a single semi-trailer (whether or not any unladen converter dolly is also attached);
a rigid motor vehicle to which is attached a single trailer with a GVM greater than 9000 kg (whether or not any unladen converter dolly is also attached).
Driving
Experience must have held a class MR or HR driver’s licence for at least one year.
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CLASS MC
MAY DRIVE any motor vehicle covered in class HC;
B doubles;
road trains.
Driving
Experience must have held a class HC or HR driver’s licence for at least one year.
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DRIVER’S LICENCE (Motor Vehicles Act rule 98AAA)
A person must carry his or her driver’s licence at all times while driving a heavy vehicle on a road and must produce the licence forthwith if requested to do so by a police officer. A heavy vehicle means a motor vehicle that has a GVM greater than 4500 kg.
THE GIVE WAY HIERARCHY
When the driver of a vehicle approaches any intersection,
the rules for Giving Way should be considered in this order:
1. Traffic Lights - obey traffic light rules and rule 4.
2. Signs or Lines - ‘Give Way’ sign, ‘Stop’ sign, ‘Roundabout’ sign,
‘Give Way’ line, ‘Stop’ line.
3. ‘T’ intersection rule - there must be only one terminating road.
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4. Vehicles turning to the right must give way to vehicles approaching from the opposite direction.
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5. In all other cases - give way to the right (‘D’ rule).
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Note: If you are a turning vehicle at an intersection or “T” intersection (both left and right) you must give way to pedestrians at or near the road you are about to enter.
GIVE WAY SITUATIONS
(Other than at intersections)
1. Moving away from the kerb - to all other vehicles travelling along the same road.
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2. Approaching a level crossing - to all rolling stock (trams or trains).
3. At pedestrian crossings - to all pedestrians using the crossing, only while the lights are flashing or have been activated to allow pedestrians to cross.
4. Entering a road from private land - to all pedestrians and vehicles using the road.
5. Entering private land from a road - to all pedestrians and vehicles using the road.
6. When attempting a ‘U’ turn - to all other vehicles and pedestrians.
7. When merging into traffic (Zip Merge) - where the road narrows, to any vehicle that is partly or wholly in front of your vehicle.
8. Emergency vehicles - to allow a free passage by moving to the left or right or by slowing down.
SPEED LIMITS IN SOUTH AUSTRALIA
School zones. The speed limit for a driver for any length of road in a school zone is 25 km/h at anytime when children are in the zone.
Shared zones. The speed limit for a driver for any length of road in a shared zone is the number of kilometres per hour indicated by the number on the shared zone sign on the road, or the road into the zone.
25 km/h Maximum speed in any direction when passing a school bus which has stopped to allow children to board or alight.
25 Km/h Maximum speed limit when passing emergency services vehicles which are stationary and displaying red and/or blue flashing lights (whether or not they are also displaying other lights).
50 Km/h Speed limit within a built up area where there is no other posted limit.
100 Km/h Maximum speed for "L" plate holder or drivers who are under learners permit conditions.
100 Km/h State limit which includes "P" plate holders, buses with a GVM of more than 5 tonnes and heavy vehicles with a GVM of more than 12 tonnes.
Note:
1. Some roads in South Australia may be sign posted at a limit of 110 km/h which means that drivers of certain vehicles may travel up to 110 km/h.
2. If a vehicle is an oversize or over-mass vehicle, the vehicle may be restricted to a lower speed limit.
3. Where two speed limits apply at the same time, the lower limit must be obeyed.
ROAD RULES
A ROAD (RULE 12) IS:
An area that is open to or used by the public and is developed for, or has as one of its main uses, the driving or riding of motor vehicles.
A ROAD RELATED AREA (RULE 13) IS:
• An area that divides a road;
• A footpath or nature strip adjacent to a road;
• An area that is not a road, and that is open to the public and designated for use by cyclists or animals;
• An area that is not a road and that is opened to or used by the public for driving, riding or parking vehicles.
A BUILT-UP AREA IS:
A built-up area in relation to a length of road, means an area in which there are buildings on land next to the road, or there is street lighting, at intervals not over 100 metres for a distance of at least 500 metres or, if the road is shorter than 500 metres, for the whole road.
HEAVY VEHICLES TO BE EQUIPPED WITH PORTABLE WARNING TRIANGLES (RULE 226):
This rule applies to drivers of:
• Any motor vehicle (except a bus or tram) with a GVM over 12 tonnes; or
• Any motor vehicle (except a bus or tram) forming part of a combination if the total GVM of the combination is over 12 tonnes.
LONG VEHICLES TURNING LEFT OR RIGHT FROM THE NEXT LANE
(RULES 28 & 32):
When turning left or right, a driver may approach and enter an intersection from partly or wholly within the marked lane that is next to the respective left or right lane if:
• The driver’s vehicle, together with any load or projection, is 7.5 metres long, or longer; and
• The vehicle displays a “do not overtake turning vehicle” sign; and
• Any part of the vehicle is within 50 metres of the nearest point of the intersection; and
• It is not practicable for the driver to turn left or right from the appropriate lane; and
• The driver can safely occupy the next marked lane and can safely turn left or right at the intersection by occupying the next marked lane, or both lanes.
ROAD RULES (continued)
STOPPING ON A ROAD - HEAVY AND LONG VEHICLES (RULE 200):
1. The driver of a heavy vehicle or a long vehicle must not stop on a length of road that is not in a built-up area, except on the shoulder of the road.
2. The driver of a heavy vehicle, or a long vehicle, must not stop on a length of road in a built-up area for longer than 1 hour, unless the driver is permitted to stop on the length of road for longer than 1 hour by information on or with a traffic control device, or under another law of this jurisdiction.
In this rule; a heavy vehicle means a vehicle with a GVM of 4.5 tonnes or more.
BICYCLE LANES (RULE 153):
1. A driver (except the rider of a bicycle) must not drive in a bicycle lane, except as stated below.
2. If stopping or parking is permitted at a place in a bicycle lane under another law of this jurisdiction, a driver may drive up to 50 metres in the bicycle lane to stop or park at that place.
3. A driver may drive for up to 50 metres in a bicycle lane:
• If the driver is driving a public bus, public minibus or taxi, and is dropping off or picking up, passengers; or
• To enter or leave a road; or
• To enter a part of a road of one kind from a part of the road of another kind (for example, moving to or from a service road, the shoulder of the road or an emergency stopping lane; or
• To overtake a vehicle that is turning right, or making a U-turn from the centre of the road, and is giving a right change of direction signal; or
• To enter a marked lane, or a line of traffic, from the side of the road.
BUS LANES (RULE 154):
A driver must not drive in a ‘Bus’ lane except to:
• Turn left at or before the next road on the left;
• Enter or leaving land adjacent to a road;
• Move from one line of traffic to another or go around an obstruction; or
• Pass another vehicle on the left that is waiting to turn right.
In each case, the driver is not permitted to travel for more than 100 metres in the ‘Bus’ lane unless the driver is driving a public bus.
GIVE WAY:
To give way means that if there is a reasonable possibility of a collision with or endangering the other person or driver, the driver shall slow down to such an extent or stop, if necessary, for such time to allow the vehicle or person to continue on course without risk of such a collision or danger.
ROAD RULES (continued)
NIGHT DRIVING (RULE 215):
When driving at night "lighting up" time is from sunset to sunrise, or during periods of poor visibility. Headlights should be used together with rear lights, number plate light and, if appropriate, clearance lights. It is an offence to drive a vehicle displaying parking lights only during sunset to sunrise.
USING HEADLIGHTS ON HIGH-BEAM (RULE 218):
The driver of a vehicle must not use the vehicle’s headlights on high-beam, if the driver is driving:
• Less than 200 metres behind a vehicle travelling in the same direction as the driver; or
• Less than 200 metres from any oncoming vehicle.
However, if the driver is overtaking a vehicle, the driver may briefly switch the headlights from low-beam to high-beam immediately before the driver begins to overtake the vehicle.
TURN SIGNALS (RULES 46 & 48):
A driver who intends to change direction to the left or the right must give a clear signal for a reasonable distance or time to allow sufficient warning to be given to other road users.
If the driver is about to change direction by moving from a stationary position at the side of the road or in a median strip parking area, the driver must give the change of direction signal for at least 5 seconds before the driver changes directions. The driver must stop giving the change of direction signal as soon as the driver completes the change of direction.
KEEPING A MINIMUM DISTANCE BETWEEN LONG VEHICLES (RULE 127):
The driver of a long vehicle must drive at least the required minimum distance behind another long vehicle travelling in front of the driver, unless the driver is:
• Driving on a multi-lane road or any length of road in a built-up area; or
• Overtaking.
Required minimum distance means:
• For a long vehicle in a road train area - 200 metres; or
• For a long vehicle in another area - 60 metres.
CRASHES - LEGAL OBLIGATIONS
A DRIVER INVOLVED IN A CRASH MUST:
1. Stop immediately.
2. Render assistance to those injured.
3. Give names, and addresses of the driver and registered owner, and the registered number of the vehicle and any other information that could identify the vehicle to others involved in the crash or their representatives.
4. Report the crash to Police as soon as possible, including details of weather and road conditions, positions and speeds of vehicles before and at the time of collision; and
• In any case, where special circumstances exist, within 24 hours;
• If the required details are not given to the other driver for any reason;
• If the vehicle is towed or carried away by another vehicle;
• If a fair estimate of the cost of making good the damage to property is more than $3000.
5. Report the crash to Police within 90 minutes where a person is killed or injured.
6. As soon as possible, notify the 3rd party insurance company in writing if any person is injured or killed.
DRUGS AND DRIVING
It is an offence to drive under the influence of drugs in all States of Australia. The drug does not have to be illegal; it could be prescribed by a doctor. However, if it affects your driving ability, then it becomes an offence.
WHAT IS A DRUG?
A drug is any chemical compound, which when taken, affects the mood, performance or the state of being of the person.
Alcohol is a drug.
FACTS ON ALCOHOL:
Alcohol is a depressant drug. Its effects are varied and can depend on the amount that is consumed
• Your age
• Body size
• Gender
• Mood and emotional state
• How tired you feel
BLOOD ALCOHOL CONCENTRATION
The level of alcohol in your blood can be measured. This measure is called BAC or Blood Alcohol Concentration.
HOW IS BAC DETERMINED?
The BAC can be determined by analysing a sample of blood or by using a Breath Analysing Instrument (Breathalyser) to measure the level of alcohol in the breath.
The results are expressed as a ratio of alcohol (in grams) per volume 100 millilitres of blood.
In other words a BAC of 0.08 means that there is 0.08 of a gram of alcohol in each 100 millilitres of your blood.
DRUGS AND DRIVING (continued)
THE EFFECTS OF ALCOHOL ON TRUCK DRIVERS:
• Feeling light-headed.
• Feelings of fatigue are noticed much earlier.
• Being less alert, more relaxed and more likely to fall asleep.
• False sense of confidence, making drivers more likely to take risks on the road.
• Poor driving ability, e.g. slower to react and poor judgement.
• Remember – even very low levels of alcohol in the blood can cause feelings of fatigue. Drivers need to be aware of this when they plan to have a drink before starting a shift.
ALCOHOL ABUSE CAUSES SERIOUS HEALTH PROBLEMS:
• High blood pressure.
• High risk of stroke.
• Ulcers, cancer of the mouth, throat and stomach.
• Liver disease.
• Depression.
• Brain damage.
MEDICATION:
Certain medicines such as cough mixtures cold/flu and allergy medications can:
• Cause drowsiness.
• Impair senses.
• Slow your responses, particularly while driving.
If you have taken any kind of medication, watch for the following signs before you start to drive:
• Drowsiness.
• Blurred vision.
• Mood changes.
• Strange feelings you don’t normally get.
• Be sure to strictly follow any medical advice given to you.
• Read and understand information about drowsiness, potential effects while driving and correct dosage. If this kind of information is not on the label, then it is your responsibility to ask the doctor or chemist.
DRUGS AND DRIVING (continued)
STIMULANT DRUG GROUPS:
Amphetamines, such as Methedrine or pep pills, have immediate effects of:
• Excitement and feeling high.
• Reduced fatigue.
• Boosting of person’s confidence.
When stimulants wear off, depression and fatigue set in.
Cocaine is a mental and physical stimulant, commonly used as a drug to stay awake. It has the
immediate effect of appearing to reduce feelings of tiredness. As it wears off, the user becomes depressed and even more fatigued.
The effect of marijuana usually has two stages:
• High feeling, followed by:
• Being less alert and having a loss of judgement of time and space.
OFFENCES FOR PUBLIC PASSENGER AND HEAVY VEHICLE DRIVERS (section 47 Road Traffic Act)
IT IS AN OFFENCE IN SOUTH AUSTRALIA IF THE FOLLOWING DRIVERS DRIVE WITH ANY CONCENTRATION OF ALCOHOL IN THEIR BLOOD:
• Vehicles with a gross vehicle mass exceeding 15 tonnes.
• Prime movers with an unladen mass exceeding 4 tonnes.
• Buses designed to carry more than 12 persons including the driver.
• Mini-buses designed to carry 9 - 12 persons, including the driver, which are used for hire, business or community purposes.
• Taxis and hire cars while carrying passengers for hire.
• Vehicles used to transport dangerous substances within the meaning of the Dangerous Substances Act.
• Persons who are driving under learner’s permit or probationary licence conditions.
MAIN ALCOHOL OFFENCES WHEN DRIVING:
1. DUI. Driving Under the Influence
2. BAC. Driving with a Blood Alcohol Concentration
3. Refuse a Breath Test.
4. Refuse a Blood Test.
THE EYES
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ABILITIES AND LIMITATIONS
EYESIGHT
Of the five major senses the most important one when driving is sight. Vision is the main sense that we use. The four areas of the eye that we use are:
• Peripheral Vision
• Colour Recognition
• Actual Recognition
• Blind spot area
DEFINITION: A blind spot is an area in a driver’s visual field which is obstructed in such a way that the driver may be blind to a potential danger from those areas unless the driver takes specific precautionary action to manage such potential danger.
TWO TYPES OF BLIND SPOTS ARE:
1. Where a small oval shaped area of the retina aligns where the optic nerve enters, in which vision is not experienced (i.e. there are no light-sensitive Cone or Rod cells in that part of the Retina to detect light).
2. An area where vision is hidden or obscured such as behind the screen pillars of a car or behind another vehicle or object outside the vehicle.
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OBSERVATION
The ‘rods’ and ‘cones’ within the eye are nerve endings that receive the light images that translate those images and colours to the brain by way of the optic nerve.
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RULES OF OBSERVATION
Knowing that the ability to see is the most important sense that we use in driving, researchers have nominated five “Rules of Observation” to provide a system of training the eyes and mind to consistently select the important details:
AIM HIGH IN STEERING:
Look well ahead when driving your vehicle. The faster the speed, the further ahead it will be necessary to aim your vision. Steer the vehicle using your lower fringe vision. Look in the direction you want the vehicle to go especially in bends and corners.
GET THE BIG PICTURE:
By moving your eyes, you are able to check the far distance, the middle distance and the near distance directly in front. In addition, the mirrors should be checked on average at least once every 8-10 seconds. This constant checking ensures that the driver is fully aware of everything that is occurring around the vehicle and should avoid driving too close to the vehicle in front as this creates a blind spot ahead of you.
KEEP THE EYES MOVING:
Do not fix your eyes on any single object for more than about 2 seconds. Keep moving your eyes from object to object; otherwise danger could threaten your vehicle from another source without you being aware of it. When moving through an intersection be sure to turn the head as well as moving the eyes to check both to the left and right before moving.
LEAVE YOURSELF AN “OUT”:
When driving, always have a plan of escape should the traffic conditions change quickly. If a vehicle is tailgating, leave more space in front of your vehicle which reduces your braking requirements. Offset your vehicle where possible to the vehicle travelling alongside. This allows better vision for yourself and space for other vehicles to escape if they should swerve suddenly.
MAKE SURE OTHER ROAD USERS SEE YOU:
Look at the faces of other drivers to see if they are looking at you and try and establish eye contact where possible. Use your turn signals early and in plenty of time to ensure they are clearly understood and brake early so following traffic can clearly see your brake lights. Position your vehicle in such a way to clearly show your intention. Where possible do not travel in the blind spot areas of other vehicles.
NIGHT DRIVING
Night driving is something that does not come naturally to humans. Unlike creatures such as bats and owls which are nocturnal, our eyes are designed to work with light and if there is none then we have to compromise by using artificial lights such as the headlights of the vehicle. During the day we can see all around us by turning the head and moving the eyes as there is light everywhere but at night we can only see where the headlights are pointing which is in front of us so we cannot see to the sides or behind us. We also become reliant on other drivers using their lights correctly.
Some simple rules for night driving are:
• Do not out-drive your headlights. If, at the speed you are travelling, it takes 100 metres to stop and your lights are only showing you 80 metres ahead then you are going too fast.
• Do not look directly at on-coming headlights, look to the left side of the road and if necessary, follow the edge line, slow down or stop if you cannot see. You can easily be ‘blinded’ by the lights and it will take several seconds to recover so keep your speed down until your eyes recover from the glare.
• High beam must be dipped if an on-coming vehicle is within 200 metres. Consider dipping your headlights earlier if possible and safe.
• High beam must be dipped if driving behind a vehicle travelling in the same direction that is within 200 metres. Consider dipping your headlights earlier if possible and safe.
• Keep your windscreen clean, both on the inside and outside and don’t forget the headlights.
• Avoid using dark or tinted glasses at night as these cut down the available light to the eyes.
• Stop and rest if you feel tired or drowsy, even a short break can be beneficial.
• Avoid smoking – it depletes the brain of oxygen and reduces alertness.
• Allow for reduction of night vision as you get older.
• Avoid bright lights inside the cabin at night.
• Ensure headlights are adjusted for load.
RULES OF BRAKING
Brake in plenty of time (i.e.; early and gently never savagely).
Brake firmly, only when travelling in a straight line.
Vary the brake pedal pressure according to the condition of the road surface.
When descending a steep winding hill, brake firmly on the straight stretches and ease off in the bends. Remember the value of engaging a low gear early in the descent.
NOTE: Rarely do brakes fail on heavy vehicles going downhill. Usually it is the driver that is at fault for not selecting a sufficiently low enough gear to maintain a safe constant speed for the descent requiring minimum, if any, use of the service brake. This can cause the brakes to overheat, which may result in brake failure or a fire.
REASONS WHY BRAKING FIRMLY SHOULD BE PERFORMED WITHIN A STRAIGHT LINE:
When the brakes are applied to a moving vehicle, the weight is thrown forward and downward onto the front wheels and the rear tends to lift. The resulting unequal distribution of weight makes steering heavier and reduces the general stability of the vehicle, especially at the rear wheels.
This stability rapidly decreases in a corner as a result of the centrifugal forces generated by the cornering vehicle.
| |Weight | | | |
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SKIDDING
DEFINITION:
A skid is defined as the involuntary movement of a vehicle due to the grip of the tyres on the road becoming less than the force or forces acting on the vehicle,
Or
A vehicle skids when one or more of the wheels slide instead of having pure rolling action.
CAUSES OF SKIDDING:
• Excessive speed for the conditions.
• Sudden or excessive braking.
• Harsh or excessive acceleration.
• A rapid change of direction; or
• A combination of all or any of the above.
FACTORS WHICH INCREASE RISK OF SKIDDING:
• Ice, snow, leaves, oil or fuel on the road.
• Water on the road causing the vehicle to aquaplane.
• Loose surface, corrugations or potholes.
• Adverse camber, downhill slopes.
• Bald tyres, incorrect tyre pressures.
• Suspension faults, steering mechanism faults.
• Painted lines and arrows, metal inspection plates, steel plates covering road works.
• Panic.
• Poor load distribution.
• Brake adjustment/truck-trailer bias.
REACTION AND BRAKING
REACTION
REACTION TIME:
The time between the moment the driver observes the need for action and actually starts to take that action.
REACTION DISTANCE:
The distance travelled by a vehicle while the driver realises the need to brake and actually starts to physically apply the brake. This reaction distance increases at the same rate as the speed of the vehicle increases.
To calculate reaction distance, multiply the reaction time (in seconds) by speed (in metres per second). REACTION DISTANCE = REACTION TIME x SPEED
(METRES) (SECONDS) (METRES/SECOND)
BRAKING
BRAKING DISTANCE:
The distance taken to stop the vehicle once the brakes have been applied. This can be influenced by factors such as downhill gradients, which may increase the distance, or uphill gradients which may reduce the braking distance. Also wet or slippery roads, uneven or unsealed roads will affect the distances.
The braking distance, being the distance taken to stop once the brakes have been applied, increases at a proportionally greater rate as the speed rises. As the speed doubles (X2) the braking distance increases by four times (X4). The reason for this is that the distance taken to stop is proportionate to the square of the speed so if the distance taken to stop from 30km/h is 5 metres, the distance taken from 60km/h will be 20 metres (twice the speed, four times the distance).
The braking distances of commercial vehicles can vary depending on the weight that is being carried. A lightly loaded vehicle can sometimes take a greater distance to stop as there is less weight or down force on the tyres to create the friction needed between tyre and road surface, and a fully loaded vehicle may also take further to stop, as the brakes have to deal with the greater weight.
Excessive use of the brakes can cause a build up of heat at the brakes leading to a loss of effectiveness and increased stopping distances so supplementary braking systems such as engine or exhaust brakes should be considered when descending steep hills.
HEAVY VEHICLE DIMENSIONS
MAXIMUM LENGTH OF A RIGID VEHICLE:
A rigid vehicle, except an articulated vehicle or controlled access bus or articulated bus, must not exceed 12.5 metres in length (including any overhang).
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Illustration of:
• front projection limits: and
• rear overhang limit from vehicle standards; and
• maximum rear projection of load allowed without a warning signal.
COMBINATIONS
MAXIMUM LENGTH OF VEHICLES:
An articulated vehicle (semi-trailer) must not exceed 19 metres in length (including any overhang).
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HEAVY VEHICLE DIMENSIONS (continued)
A B-DOUBLE MUST NOT EXCEED 25 METRES IN LENGTH
However, the operation of B-doubles up to 26 metres in length is allowed subject to:
a) the combination must not be over 26 metres in length; and
b) the distance between the point of articulation at the front of the lead semi trailer and the rear of the combination is not over 20.6 metres in length; and
c) the prime mover of the combination is fitted with a complying Front Underrun Protective Device; and
d) if the prime mover is manufactured after 31 December 2005 it is fitted with a complying protective cab; and
e) the prime mover does not have a load carrying area.
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A TRIPLE ROAD TRAIN MUST NOT EXCEED 53.5 METRES IN LENGTH
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A LONG VEHICLE is any vehicle that, together with any load or projection, is 7.5 metres long or longer.
An ARTICULATED BUS is a bus consisting of more that one rigid section with passenger access between the sections and the sections connected to one another so as to allow rotary movement between the sections and must not exceed 18 metres in length.
A COMPLYING BUS is a bus with 2 or 3 axles and a single steer axle that is fitted with a compliance plate indicating that it was manufactured during or after July 1994 and meets the emergency exit specifications (ADR44); meets the rollover strength specifications (ADR59); meets the occupant protection specifications (ADR68) and is equipped with an approved air suspension system.
HEAVY VEHICLE DIMENSIONS (continued)
MAXIMUM WIDTH OF VEHICLES:
The maximum width of a vehicle is 2.5 metres (including any load).
[pic]
REAR VISION MIRRORS:
A rear vision mirror fitted to a motor vehicle with a GVM over 3.5 tonnes must not project over 150 millimetres beyond the widest part (excluding lights, signalling devices and reflectors) of the vehicle or combination;
However, the rear vision mirror may project not over 230 millimetres beyond the widest part of the vehicle or combination if it can fold to project not over 150 millimetres beyond the widest part.
| | |[pic] |
| | | |
| | | |
|Loads On Vehicles – Side Overhang | | |
| | | |
|The maximum side overhang of a load on a vehicle is 150 mm | | |
|providing the overall width does not exceed 2.5 metres. | | |
| | | |
HEAVY VEHICLE DIMENSIONS (continued)
MAXIMUM HEIGHT OF VEHICLES:
A vehicle must not exceed 4.3 metres in height.
However:
a) A vehicle built to carry cattle, sheep, pigs or horses must not exceed 4.6 metres in height.
b) A car carrier must not exceed 4.6 metres in height when loaded.
c) A double-deck bus must not exceed 4.4 metres in height.
CAR CARRIER
[pic]
REAR OVERHANG:
The distance measured at right angles between the rear overhang line of a trailer carrying vehicles on more than one deck and the rear of the rearmost vehicle on the trailer must not exceed 4.9 metres.
HEAVY VEHICLE DIMENSIONS (continued)
LOAD PROJECTION:
More than 1.2 metres
More than 1.2 metres
Flag or Light ( Night )
Flag or Light ( Night )
Flag (day) or light (Night)
flag (day) or light (night)
REAR PROJECTION:
1. The rear of a load on a vehicle must carry a warning signal if the load:
• Projects more than 1.2 metres behind the vehicle
• Projects to the rear of the vehicle so that the end of the load cannot be seen easily from behind
• Is on a pole-type trailer.
2. In daytime, the warning signal must be a brightly coloured flag or a piece of material, with each side at least 300 millimetres long.
3. In the night time, the warning signal must be a red light which can be seen for at least 200 metres
REAR MARKER REFLECTOR PLATES
All vehicles with a gross vehicle mass (GVM) exceeding 12 tonnes, and all trailers with a gross vehicle mass (GVM) exceeding 10 tonnes must be fitted with two retro-reflective rear marker plates.
|[pic] |[pic] |
VARIOUS REFLECTOR TYPES
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DO NOT OVERTAKE TURNING VEHICLE signs may be displayed on LONG VEHICLES (vehicles over 7.5 metres in length). If incorporated on the rear marker plate, must be displayed on the left side of the rear of the vehicle.
PORTABLE REFLECTORS (TRIANGLES)under80kmp.
A person must not drive a motor vehicle with a GVM over 12 tonnes unless the vehicle is equipped with at least 3 portable warning triangles.
If a driver stops on a road and the vehicle is not visible at any time for at least 200 metres in all directions from the vehicle, the driver must use at least 3 portable warning triangles positioned, as detailed below, to warn other road users of the vehicle.
If some or all of any load being carried by the vehicle falls onto a road and is not clearly visible at any time for at least 200 metres in all directions from the fallen load, the driver must use at least 3 portable warning triangles positioned, as detailed below, to warn other road users of the fallen load.
The requirement for positioning the triangles is:
• 1 triangle positioned at least 50 metres, but not over 150 metres, in front of the vehicle or fallen load; and
• 1 triangle positioned at least 50 metres, but not over 150 metres, behind the vehicle or fallen load; and
• 1 triangle positioned at the side of the vehicle, or fallen load that gives sufficient warning to other road users of the position of the vehicle or fallen load.
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4 AXLE ARTICULATED VEHICLE
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5 AXLE ARTICULATED VEHICLE
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6 AXLE ARTICULATED VEHICLE
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MULTI-COMBINATION VEHICLE
(9 AXLE DOUBLE ARTICULATED)
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TRAILERS
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TYRES
WHAT IS A TYRE?
The pneumatic tyre is a pressure vessel that contains air and it is this air, not the rubber, which carries the load.
The four basic functions are:
1. Support the load of the vehicle.
2. Transmit steering forces between the road and wheels to allow the vehicle to change course.
3. Transmit the traction forces for the vehicle to accelerate and stop.
4. Form part of the suspension system to absorb road shocks and provide a comfortable ride.
WHY DO TYRES HAVE TREAD?
The tread forms actual contact between the tyre and the road. It transmits the forces required to safely stop, start and steer the vehicle. In wet weather it channels the water under the tyre. It must perform these functions in all conditions, over smooth or rough surfaces. In addition, the tread protects the belts and casing against impact damage and should not be subject to excessive wear.
TYRE CARE AND MAINTENANCE
Tyres should be inspected daily for possible punctures and damage, e.g. objects embedded in the tyre or wedged between the sidewalls of a pair of rear tyres. It is not necessary to check all tyres for correct inflation pressure every time you intend to drive, the pressures should be checked at least once a week with a visual inspection on a daily basis. You can check if a tyre is under-inflated by hitting the tread with a bar or a piece of hard wood during your pre-start inspection (a dull ‘thud’ will be audible if the tyre is under-inflated).
As the tyre is a pressure vessel designed to contain the air, pressures are important as it is the air that supports the load, not the sidewalls or casing of the tyre. Over inflation will not increase the load carrying strength of the tyre, it will only lead to premature wear due to impact fractures, irregular tread wear, overheating and a deterioration in ride quality.
Under-inflation on the other hand increases sidewall distortion and generates excessive heat causing casing failure before the tread is worn down. In fact, tyres that are 10% under-inflated generate 30% more heat and result in 3% more fuel usage. Normal internal temperatures can increase by 30% due to under-inflation.
TYRES (continued)
When you take a hot reading of your tyres, you will have a reading that is up to 25% more than a cold tyre reading.
Some drivers have been known to let air out of a tyre because they were not aware of this fact and have caused premature damage to the tyres.
Speed is heat when talking about tyres. The difference between 80KPH and 100KPH is about 18 degrees.
Overloading is another way to shorten the life of a tyre, as one that is overloaded by 10% will lose approximately 15-20% of its life. You can add as much as 25% to the life of your tyres by running the correct air pressures and air is free!
There are a number of different types of tyres fitted to commercial vehicles and they include:
• Radial ply tyres which are tyres that have steel belts in their construction that run radially across the tyre moulded into the rubber. This allows greater flexibility of the sidewalls and generally promotes better grip and longer life. Any radial ply tyre fitted to a commercial vehicle must not exceed a cold inflation pressure of 825 kilopascals (Kpa).
• Any other type of tyre fitted to a commercial vehicle must not exceed a cold inflation pressure of 700 kilopascals (Kpa).
• Any tyre marked with the word regroovable may not be fitted to any vehicle having an unladen mass of less than 3 tonnes.
• A wide tyre (super single) is a tyre that has a section width equal to or greater than 375mm. A super single can replace a set of dual wheels.
Super single
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MAXIMUM AXLE WEIGHTS
AXLE WEIGHTS LIMITS FOR TRUCKS IN GENERAL USE:
On each steer axle there are two tyres, and on all others axles there are four
(excluding “super singles”).
Front steering axles:
Any single axle fitted with two tyres 6.0 tonnes
• A single axle fitted with two tyres on a Complying Bus 6.5 tonnes
• Any single axle fitted with two “wide” tyres 6.7 tonnes
• Any twin steer (two axle) group without “load sharing suspension” 10.0 tonnes
• Any twin steer (two axle) group with a “load sharing suspension” 11.0 tonnes
Other axles:
• Any single axle fitted with four tyres 9.0 tonnes
• Any single axle fitted with four tyres on a Complying Bus 10.0 tonnes
• Any Tandem axle group fitted with four tyres 11.0 tonnes
• Any Tandem axle group fitted with four “wide” tyres 13.3 tonnes
• Any Tandem axle group fitted with eight tyres 16.5 tonnes
• Any Tandem axle group fitted with single tyres on one axle
and dual tyres on the other axle 13.0 tonnes
• On a Complying Bus 14.0 tonnes
• Any Tri-axle group fitted with twelve tyres 20.0 tonnes
• Any Tri-axle group fitted with six “wide” tyres 20.0 tonnes
• Any variation to a Tri-axle 15.0 tonnes
PIG TRAILERS:
• Any Tandem axle fitted with eight tyres 15.0 tonnes
• Any Tri-axle fitted with twelve tyres 18.0 tonnes
• Any Tri-axle fitted with six “wide’ tyres 18.0 tonnes
HIGHER MASS LIMITS FOR VEHICLES
FITTED WITH ROAD FRIENDLY
SUSPENSION
SA Government Gazette, 19 October 2000
PURSUANT to Section 163AA of the Road Traffic Act, 1961, I, T N Argent, Executive Director, Transport SA, as an authorised delegate of the Minister for Transport and Urban Planning, hereby exempt vehicles fitted with ‘Road Friendly Suspensions’, as defined in Clause 3.1.1 for vehicle configurations as described in Table 1 of this Notice, from the axle and axle group mass limits in Schedule 1 Table 1 of the Road Traffic (Mass and Loading Requirements) Regulations 1999 as detailed in Table 2 of this Notice, for travel on only those routes specified in this Notice, in accordance with approvals granted under Section 161A of the said Act.
This exemption is subject to the following conditions:
1 Special Conditions:
1. This Notice or a legible copy shall be carried by the driver of the vehicle at all times when operating under this exemption and be produced when requested by an Inspector appointed under the Road Traffic Act, 1961 or a Police Officer.
2. Drivers of Road Trains when operating under this exemption must carry a copy of:
1.2.1 The current South Australian Government Gazette notice titled ‘Operation of Road Train Vehicles in South Australia’;
2. The information booklet titled ’Operation of Road Train Vehicles in South Australia’ Edition No.1 (Part 1 clauses 1-6, 8-10 and Part 2 clauses 11-17 only), issued by Transport SA.
1.3 Drivers of B-Doubles when operating under this exemption must also carry a copy of:
The current South Australian Government Gazette notice titled ‘Operation of B-Double Vehicles up to 25m in Length’, and
The Information booklet titled ‘Operation of Medium Combination Vehicles in South Australia’ Edition No 1 (clauses 1-6, 8-10 only) issued by Transport SA.
1.4 Drivers of Car Carrier Combinations, other than B-Doubles or Road Trains, which are more than 19m long when operating under this exemption, must also carry a copy of:
1.4.1 The current South Australian Government Gazette notice titled ‘Operation Car Carrier Combinations up to 25m in Length’, and
1.4.2 The information booklet titled ‘Operation of Medium Combination Vehicles in South Australia’ Edition No.1 (clauses 1-6, 8-10 only), issued by Transport SA.
1.5 The axle mass limits and other conditions specified in this Notice take precedence over any mass limits and conditions specified for B-Doubles, Car Carrier Combinations and Road Trains operating under existing South Australian Government Gazette Notices.
ROAD FRIENDLY SUSPENSION (continued)
2 Approved Vehicles:
1. Only the axle groups specified for vehicles and/or combinations nominated in Table 1 with the corresponding configuration codes and which are fitted with road friendly suspensions are approved to operate, at higher mass limits, under this Notice.
Table 1
|Vehicle Configuration |Configuration Code |
|a |Rigid Trucks fitted with a tandem drive axle group and operated without a trailer. |2R3,2R4,MR3,MR4, |
| | |LR3,LR4,SR3,SR4 |
| |Rigid Trucks fitted with a tandem drive axle group towing a Car Carrier Combination trailer that| |
|b |is fitted with a tandem or tri axle group. |SR3,SR4,MR3, |
| | |MR4,T2,T3 |
| |Articulated vehicles where the prime mover is fitted with a tandem drive axle group and the semi| |
| |trailer is fitted with either a tandem or tri axle group. | |
|c | |SP3, SP4, |
| |Buses fitted with a single drive axle or a six tyred tandem axle group (which includes the drive|T2, T3 |
| |axle) at the rear. | |
| | | |
|d |B-Doubles where the prime mover is fitted with a tandem drive axle group and the trailers are |2B2, 2B3 |
| |fitted with either tandem or tri axle groups. | |
| | | |
|e |Double and Triple Road Trains where the prime mover is fitted with a tandem drive axle group, |MP3, |
| |the semi trailers are fitted with either tandem or tri axle group and the converter dolly is |T2, T3 |
| |fitted with a tandem axle group. | |
| | | |
|f | |LP3, LP4, |
| | |T2, T3 |
3. Definitions:
1. For the purpose of this Notice the following definitions shall apply:
3.1.1 ‘Road Friendly Suspensions’; for vehicles manufactured prior to 1 July 2000, means a suspension system that uses air bags in combination with effective hydraulic dampers, with their air bags being the principal suspension medium.
2. ‘Mass Management Accreditation Scheme’ means a scheme specified in this Notice.
ROAD FRIENDLY SUSPENSION (continued)
3. A ‘Car Carrier Combination’ means a rigid motor vehicle (but not including a prime mover) designed to carry motor vehicles, fitted with a tandem axle group at the rear, towing a trailer designed to carry motor vehicles which has a single axle, tandem axle group or tri axle group at the rear and where the front of the trailer is connected to the rear of the motor vehicle by a coupling. The overall length of the vehicle combination, including any load shall not exceed 25m.
4. A ‘General Access Vehicle’ means a vehicle included under vehicle configuration a, c or d, specified in Table 1 or a Car Carrier Combination longer than 19m. For General Access Vehicles, this Notice shall stand alone.
5. A ‘Restricted Access Vehicle’ means a vehicle included under vehicle configuration e or f, specified in Table 1 or a Car Carrier Combination longer than 19m. For these Restricted Access Vehicles, this Notice shall be read in conjunction with the relevant South Australian Government Gazette notice approval.
4. Axle Mass Limits:
1. The total mass on the axle or axle group shall not exceed the limits listed in Table 2 for the specified axle or axle group.
2. The mass limits specified in Table 2 shall only apply to axles or axle groups fitted with a road friendly suspension (except for the steer axle on the Road Train prime mover).
Table 2
|Axle or Axle Group Configuration |Mass Limit (tonnes) |Mass Limit under this Notice (tonnes) |
| | | |
|Single drive axle on buses fitted with 4 tyres |9.0 |10.0 |
| | | |
|Tandem axle groups fitted with 6 tyres | | |
| |13.0 |14.0 |
|Tandem axle groups fitted with 8 tyres | | |
| | | |
|Triaxle group fitted with 12 tyres |16.5 |17.0 |
| | | |
|Single steer axle fitted with wide single tyres* on | | |
|road train prime mover registered LP3, LP4 |20.0 |22.5 |
| | | |
|* tyres with section width greater than 375mm |6.0 |6.7 |
ROAD FRIENDLY SUSPENSION (continued)
5. Mass Accreditation:
1. Vehicles or vehicle configurations fitted with tri axle groups where the tri axle group is loaded in accordance with Table 2 are required to be accredited under one of the following Mass Management Accreditation Schemes and display a label that identifies scheme membership.
5.1.1 Transport SA Heavy Vehicle Mass Management Accreditation Scheme.
2. Mass Management Module of the National Heavy Vehicle Accreditation Scheme.
5.1.3 National Heavy Vehicle Accreditation Scheme for Mass Management, known as the Mass Management Accreditation (Pilot) Program (Victorian).
5.2 Drivers of vehicles accredited under the scheme specified in 5.1.1 must carry documented evidence of route planning, confirming that a higher mass limit route is available by reference to the maps contained in this Notice, when operating at higher mass limits as per Standard 4 “Vehicle Route’ of the Transport SA Heavy Vehicle Mass Management Accreditation Scheme.
5.3 Vehicles accredited under the schemes specified in 5.1.2 and 5.1.3 may operate in South Australia under the terms and conditions and on the routes detailed in this Notice, provided the driver;
1. has determined that a higher mass limit route is available by reference to the maps contained in this Notice; and
2. records the route details on a Route Compliance Certificate and has signed the Certificate; and
3. carries the Route Compliance Certificate in the vehicle when operating at higher mass limits; and
4. produces the Certificate if requested by a Transport SA Inspector or Police Officer; and
5. retains the original copy of the Certificate for a period of not less than 12 months from the date it is signed for auditing purposes.
6. Routes:
1. Vehicle configurations a, c and d, specified in Table 1 and Car Carrier Combinations not longer than 19m shall operate only on the approved routes specified in the maps titled ‘Route Network for General Access Vehicles fitted with Road Friendly Suspension’ as included in this Notice.
2. B-Doubles operating accordance with the South Australian Government Gazette notice titled ‘Operation of B-Double Vehicles up to 25m in Length’, may operate at increased mass limits only where routes specified in the South Australian Government Gazette Notice ‘Operation of B-Double Vehicles up to 25m in Length’ are also routes specified in the maps ‘Route Network for General Access Vehicles fitted with Road Friendly Suspension’ as included in this Notice.
ROAD FRIENDLY SUSPENSION (continued)
3. Car Carrier Combinations operating in accordance with South Australian Government Gazette Notice titled ‘Operation of Car Carrier Combinations up to 25m in Length’, may operate at increased mass limits only where routes specified in the South Australian Government Gazette Notice ‘Operation of Car Carrier Combinations up to 25m in Length’ are also routes specified in the maps ‘Route Network for General Access Vehicles fitted with Road Friendly Suspension’, as included in this Notice.
4. Double and Triple Road Trains operating in accordance with the South Australian Government Gazette Notice titled ‘Operation of Road Train Vehicles in South Australia’, may operate at increased mass limits only where routes specified in the South Australian Government Gazette Notice titled ‘Operation of Road Train Vehicles in South Australia’ are also routes specified in the maps ‘Route Network for General Access Vehicle fitted with Road Friendly Suspension’, as included in this Notice.
5. B-Double vehicles registered under the Commonwealth of Australia Interstate Road Transport Act 1985, operating at higher mass may operate on the routes specified in the Commonwealth of Australia Gazette Notice titled ‘Determination of Routes for B-Double Vehicle Carrying Higher Mass Limits Under the Federal Interstate Registration Scheme (FIRS)’.
6. Vehicle combinations other than B-Doubles and Rigid Truck and Trailers registered under the Commonwealth of Australia Interstate Road Transport Act 1985, operating at higher mass may operate on the routes specified in the Commonwealth of Australian Gazette Notice titled ‘Determination of Routes for Vehicles, Other than B-Doubles and Rigid Truck and Trailer Combinations, Carrying Higher Mass Limits Under the Federal Interstate Registration Scheme (FIRS)’.
7. Vehicle Specifications:
1. General requirements:
7.1.1 The vehicle and/or combination shall not be driven or loaded in excess of the manufacturer’s rating for axle, suspension, tyre and coupling capacities or in excess of the manufacturer’s gross combination mass ratings.
2. South Australian registered vehicles shall not exceed the Gross Vehicle Mass Limit and/or Gross Combination Mass Limit as shown on the certificate of registration for that vehicle.
3. Vehicles registered in other States and Territories shall comply with the requirements of Clause 7.1.1 or the Gross Vehicle Mass and/or Gross Combination Mass as shown on the certificate of registration for that vehicle.
4. Vehicles manufactured prior to 1 July 2000 must be fitted with certified Road Friendly Suspensions before 1 July 2002.
5. Vehicles manufactured on or after 1 July 2000 must have a suspension system that is certified as complying with the performance criteria detailed in the Federal Office of Road Safety Vehicle Standards Bulletin 11 – Certification of Road – Friendly Suspension Systems, April 1999.
ROAD FRIENDLY SUSPENSION (continued)
7.2 B-Double Coupling Requirements:
7.2.1 The ‘D’ rating for the fifth wheel couplings and king pins shall be equal to or greater than 112kN.
7.3 Road Train Coupling Requirements:
31. For Double Road Trains the minimum ‘D’ rating for the fifth wheel couplings and king pins shall be equal to or greater than 135kN and the minimum ‘D’ rating for tow couplings and drawbar eyes shall be equal to or greater than 15 tonnes.
32. For Triple Road Trains the minimum ‘D’ rating for the fifth wheel couplings and king pins shall be equal to or greater than 173kN and the minimum ‘D’ rating for tow couplings and drawbar eyes shall be equal to or greater than 21 tonnes.
This Notice is valid from midnight 26 October 2000 and the Notice titled ‘Higher Mass Limits for Vehicles Fitted with Road Friendly Suspensions’ that appeared in the South Australian Government Gazette, dated 13 July 2000, is revoked at midnight on 26 October 2000.
T N Argent, Executive Director, Transport SA.
DEFINITIONS
A HEAVY VEHICLE IS:
A motor vehicle (except a bus or tram) with a GVM over 12 tonnes; or
A motor vehicle (except a bus or tram) forming part of a combination if the total GVM of the combination is over 12 tonnes.
A BUS IS:
A motor vehicle built mainly to carry people that will seat over 12 adults (including the driver).
A COMMERCIAL BUS IS:
A bus used to carry people for reward or in a business.
ARTICULATED BUS:
A bus with at least 2 rigid sections that allow passengers access between the sections and are connected to allow rotary movement between the sections.
CONTROLLED ACCESS BUS:
A bus, except an articulated bus, over 12.5 metres long.
COMPLYING BUS:
A bus with two or three axles and a single steer axle that is fitted with a compliance plate in accordance with the Motor Vehicle Standards Act 1989 of the Commonwealth, indicating that the bus was manufactured during or after July 1994, is fitted with an approved air suspension system and complies with:
ADR 44 – emergency exit specifications
ADR 59 – roll over strength specifications
ADR 68 – occupant protection specifications
CONVERTER DOLLY:
A “converter dolly” is a trailer with one tandem axle group or single axle and a fifth wheel coupling designed to convert a semi-trailer into a dog trailer:
[pic]
Typical converter dolly
DEFINITIONS (continued)
DOG TRAILER:
A “dog trailer” is a trailer (including a trailer consisting of a semi-trailer and a converter dolly) with:
• one axle group or single axle at the front that is steered by connection to the towing vehicle by a drawbar; and
• one axle group or single axle at the rear.
[pic]
Typical dog trailer
DRIVERS BASE:
The driver’s base is the reference point for the 100km radius and is the place from which the driver normally works and receives instruction. If no address is written on the Driver base and record storage page, the Driver’s Base will be taken as the garage address of the vehicle.
REST:
Rest is a continuous period of time of at least 15 minutes where a driver is not working. Rest is always rounded downwards – for example, a period less than 15 minutes does not count towards rest while a period of between 15 and 30 minutes is counted as 15 minutes rest.
• Rest periods of 5 hours or more must be taken away from the commercial bus or heavy vehicle unless the commercial bus or truck is fitted with an approved sleeper berth.
• Stationary rest periods must be taken away from the commercial bus or heavy vehicle or in an approved sleeper berth of a stationary regulated vehicle.
• Under standard hours solo driving, a 30 minute rest break can be taken as 2x15 minute rest breaks, but 7 hour and 24 hour rest breaks must be taken as a continuous rest break.
TIME ZONE:
Under standard hours, your driver base or registered address of the vehicle is the time zone in which you work under for the entire trip.
DEFINITIONS (continued)
“TWO-UP WORKING ARRANGEMENTS”:
An arrangement under which 2 drivers share the driving of:
• A heavy vehicle with a sleeper berth complying with ADR 42; or
• A commercial bus with an approved sleeper berth.
TWO-UP WORK:
Two-up work is the time spent by two drivers under a “two-up” working arrangement driving a commercial bus or a heavy vehicle. A driver is a two-up worker if:
• He or she shares with another person the driving of a commercial bus or a heavy vehicle; and
• He or she travels as a passenger on a commercial bus or the heavy vehicle while another person is driving the commercial bus or a heavy vehicle.
WORKING:
Working is the time spent driving a commercial bus or a heavy vehicle and is counted in 15 minute intervals from the time zone of the driver’s base. Work is always rounded upwards – for example, a period less than 15 minutes is counted as 15 minutes and a period of between 15 and 30 minutes is counted as 30 minutes. It includes:
• Loading, unloading or queuing in a commercial bus or a heavy vehicle; or
• Inspecting, servicing or repairing a commercial bus or a heavy vehicle, inspecting or attending to the load (other than passengers) on a commercial bus or heavy vehicle, or attending to passengers on a commercial bus; or
• Cleaning or refuelling a commercial bus or a heavy vehicle; or
• Performing marketing tasks in relation to the operation of a commercial bus or a heavy vehicle; or
• Helping with, or supervising, an activity mentioned above; or
• Recording information or completing a document in accordance with the regulations or in relation to the operation of a commercial bus or heavy vehicle.
NATIONAL DRIVER WORK DIARY
INTRODUCTION:
On the twenty ninth of September 2008, nationally consistent laws were introduced into South Australia to regulate the hours that a driver of heavy vehicles (vehicles with a GVM over 12 tonnes) and commercial buses (vehicles that can seat more that 12 adults) can spend working and resting, and the records that must be kept.
These new laws promote positive fatigue management systems to ensure the safety of drivers and other road users. They also place responsibility on all parties in the supply chain to play a part in safe work practices. It is an offence for any party to roster, or to require a driver to carry out duties that could cause the driver to commit a working hours or speeding offence.
A work diary is required to be carried and completed by heavy vehicle and commercial bus drivers if they are on a journey that will take them outside a radius of 100kms from the driver’s base. Refer to page 46 for the definitions of heavy vehicle and commercial bus.
OBTAINING A WORK DIARY:
A driver who wishes to be issued with a work diary (including a replacement work diary) must apply in person using the application form provided.
If the application is for the replacement of an existing work diary, the driver must return the existing work diary with the application, unless that existing work diary has been destroyed, lost or stolen. Any unused pages in the existing work diary must be cancelled on the issue of a new work diary.
If the existing work diary has been destroyed, lost or stolen the driver must outline the circumstances of the destruction, loss or theft in writing to the relevant road authority within 2 business days. The driver has a maximum of 7 business days before he/she must get a new work diary.
A driver is required to show his/her current driver’s licence and pay an appropriate fee for a work diary and must not have in his/her possession more than one work diary in which information can be recorded on a daily sheet.
Work diaries may be obtained from all Service SA Customer Service Centres and at some Police Stations.
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DRIVER’S DAILY SHEET
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CHANGES OF ACTIVITY AND TIMELINES
You must record a change of activity in the Daily Sheet as follows:
• when a change of activity has occurred write the number plate, the odometer reading and the name of location in the rows above the time change;
• draw a vertical line through the time scale at the time the change of activity took place;
• draw a horizontal line from the vertical line back along the section of activity just completed until it reaches the vertical line for the last change of activity. If there has been no change of activity since midnight, continue the line until it reaches the vertical line for midnight at the left side of the page;
• enter in the space provided any period you have driven in a two-up working arrangement, the other driver’s name, licence number, work diary number and the State or Territory of issue and any work or rest period where appropriate.
RECORD KEEPING
Work/rest history must be kept and maintained for both local and non-local area work.
Local area work is when drivers are working entirely within the 100 kilometre radius of their base. In this case, drivers are not required to carry a work diary unless they have undertaken non-local area work within the previous 28 days, but their employer (including self-employed drivers) must keep records such as the times and hours of the driver’s, working and resting for each day and for each week.
Driving outside of the 100-kilometre radius is called non-local area work, and drivers must carry a work diary that records information including;
• Driver’s details, time zone of the driver’s base and the work/rest option being used;
• Any change of activity (work time or rest time);
• The time, location, odometer reading and number plate at the change of activity;
• If the driver is or becomes a two-up driver, the other driver’s name, licence number, work diary number and the State or Territory of issue.
Drivers who spend part of the day doing local work and then drive outside of their 100 kilometre limit must complete a work diary commencing from their last 7 hours rest break and include the time spent in local area work.
WORK RECORDS TO BE KEPT:
RECORDS MADE BY EMPLOYED DRIVERS -
NON-LOCAL AREA WORK
An employed driver must give a copy of the driver’s work record for non-local work for each days activity to the driver’s employer (or, if the driver has two or more employers on the same day, a copy of the records must be given to each employer) as soon as possible or within 21 days of the date recorded on the daily sheet.
RECORDS FOR NON-LOCAL AREA WORK
1) An employer must keep the copy of a driver’s work records given to the employer for the driver’s non-local area work for each day’s activity for at least 3 years after that day at a place where the employer manages the employment of the driver.
2) A self-employed driver must keep their own work records for non-local area work for each day’s activity for at least 3 years after that day at the driver’s base.
RECORDS FOR LOCAL AREA WORK
1) An employer must keep local area management records made in relation to the driver for each day’s activity for at least 3 years after that day, at the place where the employer manages the employment of the driver.
2) Drivers must keep a work diary in their vehicle at all times and it should contain work/rest records that go back 28 days. Drivers engaged in local area work are not required to carry a work diary unless they have undertaken non-local area work within the previous 28 days.
3) A self-employed driver must keep the driver’s local area management records for each day’s activity for at least 3 years after that day, at the driver’s base.
RECORD KEEPING (continued)
TRAVELLING INTERSTATE
Drivers must abide by the law of the State or Territory in which they travel.
Drivers travelling in the following States must complete driving records as they would if travelling in South Australia;
• Victoria
• New South Wales
• Queensland
• Northern Territory
• Tasmania
WORK DIARY EXEMPTIONS
A driver may make application for an exemption from the logbook provisions on the grounds of literacy. The applicant must nominate a person to make written work/rest records for the driver, and the nominee must agree in writing.
Regulation 59 (5) of the Road Traffic (Heavy Vehicle Driver Fatigue) Regulations 2008 under the Road Traffic Act 1961 reads in part:
“The Authority must not grant an exemption unless the Authority is satisfied that –
a) the driver cannot make records in his or her work diary because of inadequate English literacy; and
b) the nominee will make records at least as complete and accurate as those required under Part 4, Division 1.”
“Part 4, Division 1” refers to the requirements of record keeping in work diaries.
HEAVY VEHICLE DRIVER FATIGUE
INTRODUCTION:
It is acknowledged that fatigue is a problem on our roads. Just over 25% of heavy vehicle drivers drive while fatigued at least once every 4 trips.
From 29 September 2008, new National Heavy Vehicle Driver Fatigue laws come into effect to replace the Transitional Fatigue Management Scheme. These laws apply to the drivers of heavy vehicles with a GVM over 12 tonnes or buses with more than 12 seats including the driver’s. They set new work and rest limits for heavy vehicle drivers and require better management of driver fatigue. The laws do not cover plant items (machines or implements) or motor homes.
KEY ELEMENTS OF THE NEW LAWS:
• Accreditation schemes to provide reward for effort.
• A general duty of care (consistent with OHS&W laws).
• Guidelines for managing Heavy Vehicle Driver Fatigue.
• Chain of Responsibility provisions.
• Fair penalties.
• Strengthened record-keeping (work diary).
• New enforcement powers.
CHAIN OF RESPONSIBILITY:
The new laws require all parties in the supply chain to take reasonable steps to manage driver fatigue. The parties include:
• Drivers,
• Employers of a driver,
• Prime contractors of a driver,
• Operators of a vehicle,
• Schedulers of drivers (and goods or passengers),
• Consignors and consignees,
• Loading managers,
• Loaders and unloaders.
If any actions, inactions or demands by an individual or corporation cause or contribute to road safety breaches, they can be held legally accountable.
THE DRIVING HOURS OPTIONS:
There are now three operating options: Standard Hours, Basic Fatigue Management and Advanced Fatigue Management. The Standard Hours option does have limits for work and rest, but drivers can still work up to a maximum of 12 hours a day. If there is the need for more flexible hours, application can be made for Basic Fatigue Management or Advanced Fatigue Management. To access these options, operators will need to be accredited in the National Heavy Vehicle Accreditation Scheme (NHVAS) and comply with the appropriate Fatigue Management Standards and Business Rules.
OPERATING OPTIONS
STANDARD HOURS
The Standard Hours option for solo drivers sets out minimum rest and maximum work hours and includes basic record keeping requirements (see table). It is also available for two-up drivers and the bus and coach sector.
The Standard Hours option gives drivers more opportunities to take short rest breaks when they feel tired especially later in a shift when fatigue starts to cut in. Drivers must take a minimum 15 minute rest break within the first 5 ½ hours of work.
Under the Standard Hours option, a driver must take 4 night rests including two consecutive night rests in any 14 day period. Night rest is 7 continuous hours rest taken between 2200 on a day and 0800 on the next day. (This can include a 24 hour continuous rest break).
STANDARD HOURS – SOLO DRIVERS
|In any period |Maximum |Minimum |
|of…… |Work Time |Rest Time |
|5 hours 30 minutes |5 hours 15 minutes |15 minutes |
|8 hours |7 hours 30 minutes |30 minutes in 15 minute blocks |
|11 hours |10 hours |60 minutes in 15 minute blocks |
|24 hours |12 hours |12 hours including 7 continuous hours stationary |
|7 days |72 hours |96 hours including 24 continuous hours stationary |
|(168 hours) | | |
|14 days |144 hours |192 hours including 2 night rest breaks and 2 consecutive night |
|(336 hours) | |rests |
Note:
1. For enforcement purposes the 24 hour period means any period of 24 hours but is usually taken as the 24 hours up to the time of interception. It does not necessarily mean midnight to midnight.
2. Stationary rest time is taken away from the vehicle or in an approved sleeper berth of a stationary regulated heavy vehicle.
3. Night rest breaks are 7 continuous hours stationary rest time taken between the hours of 2200 on a day and 0800 on the next day (using the time zone of the driver’s base) or a 24 continuous hours stationary rest break.
OPERATING OPTIONS (continued)
BASIC FATIGUE MANAGEMENT (BFM):
The Basic Fatigue Management option offers more flexible hours than Standard Hours, including the ability to work shifts of up to 14 hours. BFM gives operators a greater say in when they can work and rest providing the risks of working long hours and night shifts are properly managed.
To access BFM, operators will need to be accredited in the NHVAS, and comply with
6 BFM standards:
• Scheduling and rostering.
• Fitness for duty.
• Fatigue knowledge and awareness.
• Responsibilities.
• Internal review.
• Records and documentation.
As shown in the table, the work periods under BFM are potentially longer than Standard Hours, but are balanced by more stringent rest requirements, including the ’36-hour rule’ (see note) which applies to long shifts and night work.
BASIC FATIGUE MANAGEMENT (BFM) – SOLO DRIVERS:
|In any period |Maximum |Minimum |
|of…… |Work Time |Rest Time |
|6 hours 15 minutes |6 hours |15 continuous minutes |
|9 hours |8 hours 30 minutes |30 minutes in 15 minute blocks |
|12 hours |11 hours |60 minutes in 15 minute blocks |
|24 hours |14 hours |10 hours including 7 continuous hours stationary |
|7 days |36 hours long/night work time | |
|(168 hours) | | |
|14 days |144 hours |192 hours including 24 continuous hours stationary after no more than 84 hours work time |
|(336 hours) | |and 24 continuous hours stationary and 2 night rest breaks and 2 consecutive night rests |
Note:
1. Stationary rest time is taken away from the vehicle or in an approved sleeper berth of a stationary regulated heavy vehicle.
OPERATING OPTIONS (continued)
2. Long/night work time is any work time in excess of 12 hours in a 24 hour period or any work time between midnight and 0600 (or the equivalent hours in the time zone of the base of a driver).
3. Total long/night hours are accumulated over any 7-day period, so any added at the end of a time period have the corresponding day’s total deleted from the number of accumulated hours.
4. Night rest breaks are 7 continuous hours stationary rest time taken between the hours of 2200 on a day and 0800 on the next day (using the time zone of the driver’s base) or a 24 continuous hours stationary rest break.
ADVANCED FATIGUE MANAGEMENT:
Advanced Fatigue Management offers more flexibility than Basic Fatigue Management by allowing operators to roster drivers over longer periods or longer days. Under AFM, drivers may be allowed to split their continuous rest break. In return, they must demonstrate better accountability in managing fatigue risks. Naturally, the AFM accreditation process is more demanding.
To access this option, an operator must be NHVAS AFM accredited and comply with
10 AFM standards:
1. Scheduling and rostering.
2. Readiness for duty.
3. Fatigue knowledge and awareness.
4. Responsibilities.
5. Internal review.
6. Records and documentation.
7. Health.
8. Workplace conditions.
9. Management practices.
10. Operating limits.
AFM encourages an operator to develop a customised and auditable Fatigue Risk Management System (FRMS) based on operating limits. Limits are set on a case-by-case basis and are dependent upon the job at hand and the FRMS in place. Operators will also need to specify the normal operating limits and the frequency that these may be exceeded in the following table on page 58:
OPERATING OPTIONS (continued)
ADVANCED FATIGUE MANAGEMENT (AFM) – PARAMETERS:
|Parameter |Outer Limit |
|Minimum break in a 24 hour period |6 continuous hours or 8 hours in 2 parts |
|Minimum continuous 24 hour period |4 periods in 28 days |
|free of work | |
|Minimum opportunity for night |2 periods in 14 days |
|sleep (between 2200 and 0800) | |
|Maximum hours work in 24 hour period |16 hours |
|Maximum work in 14 days |154 hours |
|Maximum work in 28 days |288 hours |
An operator’s FRMS must describe how any additional fatigue risk will be managed and make sure the driver takes additional ‘recovery’ rest. The operator is required to document:
• The details of the incident causing the delay.
• The breach of the operating limits.
• The actions taken by the operator to address the risk.
If a driver exceeds the normal operating limit more frequently than agreed in the terms of the operator’s accreditation, the operator must raise a non-compliance report which must then be produced for external audit.
OPERATING OPTIONS (continued)
TWO-UP DRIVING HOURS
STANDARD HOURS:
The Standard Hours module for two-up driving has been developed for operators who only use two-up driving on the odd occasion. Work and rest (within a 24-hour period) are the same as solo drivers.
STANDARD HOURS – TWO-UP DRIVERS:
|In any period |Maximum |Minimum |
|of…… |Work Time |Rest Time |
|5 hours 30 minutes |5 hours 15 minutes |15 minutes |
|8 hours |7 hours 30 minutes |30 minutes in 15 minute blocks |
|11 hours |10 hours |60 minutes in 15 minute blocks |
|24 hours |12 hours |12 hours including 5 continuous hours stationary or in a sleeper |
| | |berth of a moving vehicle |
|52 hours | |10 continuous hours stationary |
|7 days |60 hours |108 hours including 24 continuous hours stationary and 24 hours |
|(168 hours) | |stationary in blocks of at least 7 continuous hours |
|14 days |120 hours |216 hours including 2 night rest breaks and 2 consecutive night |
|(336 hours) | |rests |
Note:
1. Stationary rest time is taken away from the vehicle or in an approved sleeper berth of a stationary regulated heavy vehicle.
2. Night rest breaks are 7 continuous hours stationary rest time taken between the hours of 2200 on a day and 0800 on the next day (using the time zone of the driver’s base) or a 24 continuous hours stationary rest break.
OPERATING OPTIONS (continued)
BASIC FATIGUE MANAGEMENT (BFM):
Basic Fatigue Management accreditation offers greater flexibility for two-up operators. Under BFM, two-up operators are required to address critical fatigue factors such as:
• Driver selection and training.
• Driver comfort.
• Sleeper berth design.
• Pre-trip preparation.
Under BFM, two-up short rest breaks are not mandated. This option also provides greater flexibility by allowing 14 hours work in a 24-hour period, similar to BFM requirements for solo drivers. Many interstate one-way trips can be run under the BFM module. However, longer trips (such as Perth-Darwin-Sydney) may need to be managed under the AFM option.
BASIC FATIGUE MANAGEMENT (BFM) – TWO-UP DRIVERS:
|In any period |Maximum |Minimum |
|of…… |Work Time |Rest Time |
|24 hours |14 hours |10 hours |
|82 hours | |10 continuous hours stationary |
|7 days |70 hours |98 hours including24 continuous hours stationary and 24 hours stationary in blocks of |
|(168 hours) | |at least 7 continuous hours |
|14 days |140 hours |196 hours including 4 x 7 hours night rest breaks |
|(336 hours) | | |
Note:
1. Stationary rest time is taken away from the vehicle or in an approved sleeper berth of a stationary regulated heavy vehicle.
2. Night rest breaks are 7 continuous hours stationary rest time taken between the hours of 2200 on a day and 0800 on the next day (using the time zone of the driver’s base) or a 24 continuous hours stationary rest break.
OPERATING OPTIONS (continued)
ADVANCED FATIGUE MANAGEMENT (AFM):
Regular long distance operation may require additional flexibility and more stringent fatigue risk management practices. If the requirement is for more flexible hours than those provided by standard hours or BFM, then AFM should be considered.
AFM provides greater flexibility by allowing drivers to ‘bank’ extended driving hours from one work period and counterbalance this with longer continuous rest breaks in another period. This is done on a case-by-case basis, with individual terms and conditions (including outer limits) set by authorities in each State or Territory.
This option also provides greater flexibility to better manage factors such as loading/unloading, hook-ups, drop-offs, vehicle re-configuration and in some cases, additional time needed to reach changeover locations.
SUMMARY OF BFM/AFM RISK MANAGEMENT – TWO-UP:
|Countermeasures |Requirements |
|Sleeper berth design |Auxiliary air conditioning units |
| |Separate suspension |
| |Noise and heat insulation |
| |Good quality mattress |
| |Dual escape hatches |
|Driver selection |Driver self-selection |
| |Pre-employment screening |
| |Ability to sleep in a moving vehicle |
| |Married teams assessed as individuals |
| |Probationary period with experienced driver |
| |Periodical review of terms |
|Driver training |Nationally recognised training covering fatigue management, ‘sleep hygiene’, napping techniques, managing unforeseen |
| |delays and stimulant use |
|Trip preparation |Notify trip details in advance |
| |Designated lead driver |
| |Avoid work prior to a long distance trip |
| |Prepare trip plans |
|Driver health |Education on driver health issues (including stimulant use) |
| |Regular driver medicals |
OPERATING OPTIONS (continued)
SWITCHING FROM SOLO TO TWO-UP DRIVING:
As a general rule, a driver switching from solo to two-up (and vice versa) must at all times operate within the legal limits of both solo and two-up limits. If a driver anticipates that they may operate under both solo and two-up options under these regulations, that driver must understand the compliance limits of both options.
NOTES:
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DEPARTMENT FOR TRANSPORT, ENERGY & INFRASTRUCTURE
TRAINING IN LIEU OF EXPERIENCE
SESSION PLAN
TABLE OF CONTENT
[pic]
[pic]
19 metres
PRIME MOVER AND TRAILER
CONFIGURATIONS
PERMIT VEHICLES CONFIGURATIONS
3 AXLE LOW LOADER
PRIME MOVER
PLATFORM
PRIME MOVER
PRIME MOVER
LOW LOADER DOLLY
STEERABLE JINKER
4 AXLE LOW LOADER
PRIME MOVER
LOW LOADER DOLLY
SKEL TRAILER
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