Free VIC Heavy Rigid KT4 Exam Flashcards

100 km/h. Victoria caps every heavy vehicle at 100 km/h regardless of the posted limit, so in a 110 km/h zone the effective maximum for a rigid truck is 100 km/h.

0.00% (zero). Since 1 April 2021, every driver of a vehicle over 4.5 tonnes GVM must have zero BAC — stricter than the 0.05% general car limit and applying to all rigid and articulated trucks, buses, and light vehicles towing a heavy trailer.

Three. All three must be deployed when the vehicle or its load stops on or near the road and is not visible for 300 metres in all directions.

One 200–250 metres behind the vehicle or fallen load, one 200–250 metres in front, and one beside the vehicle. On roads under 80 km/h the rear placement shortens to 50–150 metres.

No more than one hour. The limit does not apply while the driver is actively picking up or dropping off goods.

Between 3 and 12 metres from the nearest rail. The driver must stop, confirm no train is approaching, then proceed — uncontrolled means no gates, booms, barriers, or twin red lights.

Any serious, permanent or long-term condition that may affect fitness to drive — including sleep apnoea, epilepsy, heart disease, diabetes, stroke, and Parkinson's. A mild short-term illness like a cold does not need to be reported.

The maximum total mass of a vehicle plus its load, as specified by the manufacturer. It sets licence class boundaries, fatigue-regulation thresholds, and the legal ceiling for on-road operation. The combined mass of vehicle plus any trailers is the Gross Combination Mass (GCM).

4.3 metres, including any load. Taller vehicles are overdimensional and require a permit before they can use public roads.

2.5 metres wide and 12.5 metres long for a rigid vehicle not in combination. Wider or longer vehicles need a restricted-access or overdimensional permit.

Steer axle: 6.0 tonnes. Single drive axle with dual tyres: 10.0 tonnes. Tandem axle groups carry more under group limits. Exceeding an axle limit is an offence and accelerates road damage.

The total loaded mass of any vehicle using the bridge. A vehicle whose actual loaded weight exceeds the posted figure must use an alternative route — the limit applies to real weight, not GVM or tare.

Stop and find another route. The posted height is the actual measured clearance with no built-in safety margin, so a taller vehicle will strike the structure.

Yes. Under the HVNL you must enter a weighbridge when directed by police or VicRoads Transport Safety Services officers, regardless of load condition. Refusal is a separate offence from being overweight.

Before each trip or at the start of each shift. Weekly or post-service-only checks leave daily defects undetected and do not meet the legal roadworthiness standard.

Seat position, all mirror adjustments, dashboard warning lights, steering, handbrake, and instrument gauges. It ensures the driver is correctly positioned and every control works before departure.

Confirm the park brake holds the vehicle stationary on a gradient, check service-brake pedal feel and travel, verify air pressure on air-brake vehicles, and test brake light operation.

A visible cut or bulge in the sidewall — a likely blowout precursor. Slight uneven tread wear warrants monitoring, but a sidewall cut or bulge is an immediate withdrawal defect.

Switch the engine off, let it cool so oil drains back to the sump, park on level ground, then read the dipstick. Checking immediately after shutdown or on a slope gives a false low reading.

Reservoir pressure has dropped to a critical level and brake failure is imminent. Stop safely immediately and do not drive until the fault is diagnosed.

Far greater mass means far greater momentum at the same speed. The heavier vehicle must dissipate more kinetic energy through the brakes, so following distance and speed management are critical.

Select a low gear before starting the descent and rely on engine braking, using service brakes only to supplement. Over-using service brakes on a long grade causes brake fade and possible runaway.

Loss of braking effectiveness from heat build-up in the friction material, most often on long downhill runs with excessive service-brake use. Hot brakes need harder pedal pressure for less stopping force.

Double-clutch: press clutch, move to neutral, release clutch to let engine speed match road speed, press clutch again and engage the next gear. Skipping the double-clutch grinds gears and shortens gearbox life.

The clear gap maintained around the vehicle — especially ahead — that gives the driver time to react and stop. Long stopping distances and large blind spots make adequate CAS essential, and it is formally assessed in the practical test.

On corners the rear wheels follow a tighter inward arc than the front wheels. The driver must swing the front of the vehicle wider than a car would so the rear clears kerbs, signs, and pedestrians.

Large flat side panels catch lateral wind force that can cause swerving or, in extreme gusts, rollover. Reduce speed on exposed roads and bridges, especially with a high centre of gravity or an empty trailer.

To protect other road users and infrastructure from falling or shifting loads. Under the HVNL and Chain of Responsibility, loaders and operators — not just drivers — share the duty to restrain loads correctly.

At least 20% of the load's weight (0.2W) vertically. This keeps the load in contact with the deck over rough roads and prevents upward shift during transit.

They increase friction between the load and the deck (or between load layers). Higher friction reduces the number of tie-down lashings needed and helps the load resist forward, rearward, and sideways movement.

Schedule 7 of the Heavy Vehicle (Mass, Dimension and Loading) National Regulation specifies minimum forward, rearward, and sideways force limits the restrained load must withstand.

Front overhang up to 1.0 metre and rear overhang up to 3.0 metres. Beyond these limits the load is overdimensional and requires a permit.

Load must be distributed so no axle or axle group exceeds its General Mass Limit (e.g. 6.0t steer, 10.0t single drive dual-tyre). Poor distribution overloads axles, breaches the HVNL, and damages the road.

More than 12 tonnes GVM (buses with more than 12 adult seats are regulated from 4.5 tonnes). The 12-tonne threshold also triggers work-diary requirements for trucks.

When driving 100 km or more from their home base. Local work within a 100 km radius does not require a diary by law, but the driver must still comply with fatigue-management limits.

12 hours of work time with at least 7 continuous hours of stationary rest. Within that, no more than 5¼ hours of work in any 5½-hour period without 15 continuous minutes of rest.

Up to 14 hours, versus 12 under standard hours. BFM requires NHVAS accreditation, additional training, and management systems.

Work time is always rounded UP to the next 15-minute interval (rest is rounded down). Because work limits are maxima, upward rounding ensures a driver can never lawfully exceed the cap.

A serious HVNL offence with significant penalties. Work diaries are legal evidence of fatigue compliance, so falsifying them defeats their safety purpose — regardless of whether a crash later occurs.

After coupling a trailer, the driver chocks or holds the truck, releases the coupling pin lever to confirm it has re-engaged, then applies slight traction to verify the trailer is locked on. It prevents the trailer detaching on the road.

Position the trailer on level firm ground, apply the trailer park brake, chock the wheels if needed, disconnect airlines and electrical lines, then release the coupling lock. Releasing the park brake first risks a runaway trailer.

When the trailer's GVM exceeds 9 tonnes. A trailer at or below 9 tonnes GVM may be within a lighter licence category, but exceeding 9 tonnes pushes the combination into HC territory.

The emergency or supply line — the main air-pressure feed to the trailer. The yellow (or blue) line is the service/control line. Always match red-to-red and yellow-to-yellow.

The trailer receives air on the wrong circuit, causing immediate brake failure or unintended application. Pressurising the system with crossed lines is a critical safety fault.

42.5 tonnes. Exceeding this requires Concessional Mass Limits or Higher Mass Limits accreditation.