Belgium CPC Code 95 cheat sheet

Rational driving rests on three pillars: anticipation (reading traffic far ahead), smoothness (no abrupt braking or acceleration) and use of engine braking rather than service brakes alone.

Fuel consumption rises steeply above roughly 90 km/h for heavy vehicles because aerodynamic drag increases with the square of speed; power needed rises with the cube.

The economical gear-change band for a loaded truck is normally the low end of the engine's torque plateau; shifting up early keeps rpm low without lugging.

Braking distance grows with the square of speed: doubling speed from 50 to 100 km/h multiplies braking distance by about four.

Reaction distance = speed (m/s) x reaction time; at 90 km/h (25 m/s) a 1-second reaction time alone covers 25 metres before any braking.

Safe following distance in metres can be estimated as speed in km/h divided by 2 (the two-second rule at typical speeds); rain or poor visibility doubles it.

Cruise control must not be used on slippery surfaces, in dense traffic or on winding roads where constant speed conflicts with anticipation.

Engine braking on long descents is limited by exhaust-brake or retarder capacity; continuous service-brake use risks fade and loss of braking.

EU daily driving limit is 9 hours, extendable to 10 hours twice in a week; weekly driving limit is 56 hours and the two-week total is 120 hours.

A daily rest is 11 hours, reducible to 9 hours at most three times between weekly rests; a split daily rest is 3 hours plus 9 hours.

A break is required after 4.5 hours of driving: 45 minutes, or 15 minutes followed by 30 minutes, taken in that order.

A weekly rest is 45 hours, reducible to 24 hours, and compensation must be added to a rest of at least 9 hours before the end of the third following week.

The tachograph must record all activity: driving, other work, availability and rest; manual entries are required after any interruption such as a ferry crossing.

A driver card is personal and non-transferable; driving without a card inserted or with another person's card is an infringement.

Vehicles over 3.5 tonnes in scope of EU social rules must carry records covering the current day and the previous 28 days.

Weekly rest may not be taken in the vehicle cabin; a regular weekly rest must be spent in suitable accommodation.

Fatigue impairs reaction time comparably to low-level alcohol; the only effective countermeasure is sleep, not caffeine, fresh air or loud music.

Circulation problems in drivers are reduced by correct seat adjustment, lumbar support and periodic movement during breaks.

Alcohol is metabolised at roughly 0.1 to 0.15 g/L per hour; black coffee, cold showers and exercise do not accelerate elimination.

Defensive driving uses the SIPDE cycle: scan, identify, predict, decide, execute.

Eco-driving reduces fuel use and CO2 by avoiding idling, using cruise control on motorways and checking tyre pressure monthly.

Load planning balances weight between axles and keeps the centre of gravity low; a poorly distributed load worsens handling and increases tyre wear.

Customer service and logistics scheduling must respect driving-time limits; unrealistic delivery windows create pressure that leads to speeding.

Noise and emissions near residential areas are reduced by engine-off during loading, low-rev gear use and route planning around sensitive zones.

Tractive force at the wheels is limited by tyre-road friction: F = mu x normal force, so a laden axle grips more than an unladen one.

Understeer means the front tyres lose grip first and the vehicle runs wide; oversteer means the rear loses grip first and the vehicle rotates.

Electronic stability control and ABS are aids only; they cannot exceed the friction limit set by tyres, speed and surface.

A retarder or exhaust brake converts kinetic energy into heat in the cooling or exhaust system, sparing the service brakes on descents.

Tyre pressure affects contact patch and rolling resistance; under-inflation raises fuel use and heat, risking blowouts.

Brake fade results from overheating friction material; recovery requires cooling and lower gear use, not harder pedal pressure.

The centre of gravity height determines load transfer in corners and braking; a high centre of gravity raises rollover risk.

Air-brake systems need sufficient reservoir pressure before moving; low pressure warning indicates a fault requiring immediate attention.

Cargo must be secured against sliding, tipping and rolling for the entire journey, including emergency braking and evasive manoeuvres.

Lashing capacity of each strap must be at least the load it restrains, and the sum of lashing forces must cover the mass times acceleration.

Coefficients of friction: about 0.6 for wood on wood, about 0.3 for steel on steel; low-friction loads need more lashings or anti-slip mats.

Load distribution must respect the manufacturer's axle load limits and the permissible gross vehicle mass shown on the plate.

The load must not obstruct lights, mirrors, plates or the driver's field of view, and must stay within the permitted overhang.

Tensioning devices must be checked after the first kilometres and at intervals, because settling can loosen straps.

Tarpaulins and covers must be fastened so they cannot flap loose and endanger other road users.

Hazardous goods require correct placards, documentation and segregation according to the applicable dangerous-goods rules.

Scene safety comes first: switch on hazard lights, place the warning triangle at the prescribed distance, and put on a high-visibility vest before leaving the cab.

The emergency call must state location, number of casualties, hazards and a callback number, and the caller stays on the line.

Severe bleeding is controlled by direct pressure and elevation; a tourniquet is a last resort for life-threatening limb bleeding.

An unconscious casualty who is breathing is placed in the recovery position; no breathing means start CPR at 100 to 120 compressions per minute.

Do not move a casualty with suspected spinal injury unless there is immediate danger such as fire.

The European emergency number 112 reaches police, fire and ambulance services across the EU.

An accident report should record date, time, place, weather, vehicles, injuries and witnesses, and be signed by those involved.

Fire in a vehicle: stop, switch off the engine, evacuate, and only attempt extinction if trained and safe to do so.

Following too closely is a leading cause of rear-end collisions; the two-second rule gives time to react and stop.

Blind-spot checks before lane changes must include mirrors, a shoulder glance and awareness of cyclists alongside the cab.

Speed must be adapted to visibility, surface and traffic, not merely to the posted limit; the limit is a maximum, not a target.

Distraction from phones or navigation devices multiplies crash risk; devices must be set before moving and not handled while driving.

In fog, use dipped headlights and fog lights only when visibility is seriously reduced, and increase following distance.

In case of a breakdown on a motorway, occupants leave the vehicle and stand behind the barrier, away from the carriageway.

Incident reporting to the operator must be immediate for accidents, near-misses and cargo shifts, so corrective action can follow.

Vehicle checks before departure (tyres, lights, brakes, load) prevent a large share of mechanical breakdowns and incidents.