Truck pre-start inspection: what to check before every shift

By AJ Sakai, Director, Transport & Logistics Hub (TLH) · Published

A pre-start inspection (the NHVR calls it a daily check) is a quick, visual walk-around of a heavy vehicle before it leaves the yard, depot or rest area. It takes a few minutes. It catches the loose wheel nut, the leaking airline or the dead brake light before it turns into a roadside defect notice, a breakdown or a crash.

We run 18 trucks across Melbourne, Sydney and Brisbane at TLH, and the pre-start is the single cheapest safety control we have. Here's what a good one covers and how to make it stick.

The law puts the responsibility on the operator: the operator of a heavy vehicle must make sure each vehicle is roadworthy, and everyone in the chain of responsibility has a duty to ensure safety so far as is reasonably practicable. A documented daily check is the most practical way to show you're doing that.

If you're in the NHVAS Maintenance Management module, it's explicit: your maintenance system "must include a daily check for each vehicle when it's in use", with a documented instruction covering when it's done, who does it and how it's recorded. (Under the amended HVNL that commenced on 1 August 2026, NHVAS is transitioning to the new Heavy Vehicle Accreditation scheme, so check the NHVR for your current requirements.)

What a pre-start check should cover

The NHVR's guide to creating daily checks groups the inspection into these areas. Build your checklist around them and add anything specific to your vehicles and loads.

1. Brakes

  • Brake failure or warning indicators work
  • Pressure or vacuum gauges read normally
  • Air tanks drained (if your tanks have manual drain valves)

2. Couplings

  • Fifth wheel or turntable: secure, jaws locked, kingpin fully engaged
  • Towbar, drawbar and safety chains secure
  • Air and electrical connections secure and undamaged

3. Wheels, tyres and hubs

  • Tyres properly inflated, with no cuts, bulges or exposed cords
  • Tread depth acceptable
  • Wheel nuts secure (look for rust streaks or shiny marks around nuts)
  • No oil or grease leaking from hub seals

4. Structure and body

  • Body panels, tray, headboard and gates secure
  • Horn works

5. Lights and reflectors

  • All lights work: headlights, indicators, brake, tail, clearance and number plate lights
  • Lenses and reflectors clean and unbroken

6. Mirrors

  • All mirrors present, undamaged and adjusted

7. Windscreen and windows

  • No damage that blocks the driver's view
  • Wipers and washers work

8. Engine, driveline and exhaust

  • No fuel, oil, coolant or air leaks under the vehicle

9. High-voltage and gas systems (if fitted)

  • Wiring, labelling and containers in good condition, with no leaks

For tray and steel work, add your load gear: chains, dogs, straps, gates and dunnage. Load restraint equipment that's worn or damaged is a defect, the same as a bald tyre.

Who should do it

Usually the driver, at the start of the shift and before taking over a vehicle from someone else. Whoever signs it off is confirming the vehicle is safe to the limits of the inspection. That's why it needs to be done properly, not ticked from the cab.

Record it, or it didn't happen

Records can be kept in any format, from paper books to an app. What matters is that they're complete, dated, linked to the vehicle and driver, and that defects are followed up. A good record shows:

  • Vehicle (rego or fleet number) and driver
  • Date and time
  • Each item checked: pass or fail
  • Any defect, with a description and ideally a photo
  • What happened next: fixed, reported to the workshop, or vehicle stood down

What to do when a check finds a defect

Decide in advance, in writing, which defects mean the truck doesn't leave (brakes, steering, tyres to the cords, coupling problems, lights at night) and which can be reported and booked in. Then:

  1. Record it with a photo.
  2. Tell the workshop or fleet manager straight away, not at the end of the shift.
  3. Don't dispatch the vehicle if it's a stand-down defect.
  4. Close the loop: record when and how it was fixed.

A pre-start that finds problems nobody acts on is worse than useless. It's evidence you knew.

How TrakkHQ handles pre-starts

In TrakkHQ, drivers complete the pre-shift inspection in the driver app. Every item is recorded against the truck and the driver with a timestamp, and the office gets a full per-item audit view that exports to PDF for audits or customers. It's the same system we use at TLH every day.

Book a demo

FAQ

How long should a pre-start take?
A few minutes for a rigid truck, longer with trailers and more equipment to check. The NHVR describes it as a quick visual inspection, but rushing it defeats the point.

Do I need a pre-start if the truck was checked yesterday?
Yes. The check is per day of use, and per driver handover. Things change overnight: tyres go down, lights fail, and someone may have hit something in the yard.

Is a post-start check different?
Yes. The pre-start is a walk-around with the engine off. Post-start checks happen once the engine's running: gauges, warning lights, air pressure build-up and a brake test. See our post-start checks guide.

Sources

This guide is general information, not legal advice. Check the NHVR for the current requirements that apply to your operation.