I’m starting my practical training for Class 2 this week, and reading the training diaries of others on this forum has been a big help to me in knowing what to expect, so I thought I’d repay the favour. This forum has also been a big help in informing me to steer clear of evil brokers and also finding out which local training companies have been recommended by others.
I’ll be training with Phil Brown Transport in Droitwich. The other company I had an assessment with used an automatic rather than a manual vehicle, and despite the fact that it’ll be harder I decided I wanted to learn in a manual. I’d rather have my arguments with the gear box now than when I’m out on the road on my own.
My five-day training course starts tomorrow, so I’ll try to remember to keep this updated!
The first day got off to an easy enough start, watching a DVD about daily walk-around checks and reading some paperwork which explained the theory behind the reversing exercise and a list of “show me/tell me” questions and answers similar to what you get on your car test. I was then asked to do a walk-around check of the vehicle based on what I’d seen in the DVD.
It was then straight into the reversing exercise. Since my assessment had been done in a Category C1 Vehicle, I was glad of the chance to get used to the gears and the dimensions of the Category C vehicle before taking it out on the road. The instructor guided me through the exercise a couple of times before letting me try it on my own. My first attempt went horribly wrong, but I nailed it on the second and third attempts which was a good confidence boost.
Finally we went out onto the roads, mainly practising on dual carriageways and roundabouts. The 8-speed slap over gearbox wasn’t as scary as I thought it might be, partly because I’d prepared by reading this excellent post. I struggled to find reverse initially, and I also have a habit of accidentally putting it into 7th rather than 5th after the slap over. The only other issue was road positioning, but I’m sure both will become easier with practice.
NRC:
Since my assessment had been done in a Class 1 Vehicle, I was glad of the chance to get used to the gears and the dimensions of the Class 2 vehicle before taking it out on the road.
EH !! confused - how did you manage to do an on-road assessment in a C+E with no provisional entitlement to do so
NRC:
Since my assessment had been done in a Class 1 Vehicle, I was glad of the chance to get used to the gears and the dimensions of the Class 2 vehicle before taking it out on the road.
EH !! confused - how did you manage to do an on-road assessment in a C+E with no provisional entitlement to do so
Looks like you are doing well, can’t help but think that as you mention the gearbox isn’t that difficult to figure out, you could have taken the test in an auto and then when in a work situation after the test getting used to the gearbox wouldn’t be a problem either. Just my thoughts.
I think the advantage with the auto is that as your training moves onto more challenging situations in traffic the gear selection becomes more of a problem as you get distracted by hazards, feel the pressure to act/perform correctly, remember procedures and blast what gear do it need! Changing gear takes concentration, and there is enough to keep you busy already.
I’m glad to be keeping our old Globetrotter (below) with a manual gearbox to convert it to a HIAB training truck, if only to remind me how hard work manuals can be, but also how rewarding they are to drive, just like old motorbikes.
I also have a habit of accidentally putting it into 7th rather than 5th after the slap over.
This is very common and easily rectified. All you have to do when leaving low range and aiming for high range is to knock it over towards you and then let the stick relax. Take your hand off it is best. Then simply give it a gentle shove straight forward and that is 5th.
To find reverse, make sure it’s in low range first. Now 3 movements - each of them leisurely. 1. Move stick to the 1 and 2 position.
2. Straighten your arm and push the stick through the gate. 3. Engage reverse (often towards the front of the truck). If it doesn’t want to go in straight away, keep the stick held over through the gate, release the clutch, back on the clutch and ease the stick into reverse position.
BTW, writing this brings home the reasons that, personally, I prefer auto. The first problem wouldn’t exist. The second one is simply a matter of pushing button R. Everything else can be learned once you’ve passed.
Think about it. If you were presented with the truck you’re learning on, don’t you think you’d be able to sort it out?
But the subject has been done to death and, for us, we continue to offer the choice of manual or auto.
Have a go at following the methods above and your trainer will be amazed that it’s all sorted!!
Thanks all for the great tips! If I do find that I struggle with the gears on the test then perhaps I will consider my options for taking the retest in an auto. It has gotten easier though, and I’ll put the above advice into practice.
Day 2
An early start today to get more experience in different kinds of traffic. After the walk-around check I had a couple of goes at the reversing exercise without any problems.
Out on the road I had my first experience of motorway driving in a lorry, along with a mixture of A roads and urban environments.
Things to work on:
The approach to roundabouts - finding the right balance between slowing down enough to give myself time to change gear, but not too early.
Road positioning - mainly just keeping an eye on the curb. I only ‘kissed’ it once today and I’ll try to make sure it doesn’t happen again.
tips to improve your thing to work, sounds like your progressing well however.
approach speeds, use tapered braking technique, once the roundabout is within good sight, brake gently to show your brake lights, then as you get closer firm up the brakes so that the truck slows down to the correct speed to enter the roundabout with 3 truck lengths still left to spare, at this point you can then come off the brakes and drive it up a constant speed, say 15-20mph and make your decision to then go or stop. if you can’t take your foot off the brake 3 lengths before the roundabout you are not braking enough or going downhill! this will also help you with point 2, road positioning, you need time to assess what position you need and you can’t do that if you get to the roundabout too early.
avoiding kerbs is not done on the way round the kerb but on the way up, think of how to position as you drive up to it, ask the instructor what line should i take? but remember its all in the approach, less steering on a corner is better, think about what you do with the steering, don’t just apply it without some thought, and don’t let other road users distract you, if other drivers get in your way, wait for them before you position or progress, give them time to get out of your way, don’t be pushy but do take the room you need safely and make your intentions clear with good early positioning. anyone can position a car, but in a truck its an art form!
have you got one of those instructors that tells you to check your mirrors every 10 seconds? yikes, you need a reason, it sticks better, makes more sense when you know when and why to check them and forces you to look properly which may save mistakes in the future, but it takes longer to explain all that, the 10 sec check is a way to fool the examiner you check them, although i don’t think they are fooled by it they just can’t fail you for checking them at unnecessary moments. i once took a driver before test that had been taught by another instructor to check every 10 secs, we were going through a busy crossroads with traffic lights, following a car, not signalling, suddenly it stopped to turn right, my driver didn’t slow down soon enough for my liking and braked hard at the last moment, afterwards i asked why and he said it had been 10 seconds since he checked his mirrors and he was looking at them rather than the road ahead! i told him it was best to look at the place of most danger/greatest hazard and check the mirrors at more appropriate times that relate to assessed hazards developing, not every 10 secs!
Anyway, just give yourself more time, if you slow down too much up to roundabouts its not a bad thing, aim to be too slow then adjust what you do as and when you develop more feel for the truck. see if you can start to enjoy braking, it sounds weird but it feels good to use tapered braking, its progressive and firm use of the brakes, it gives you control and should feel like you have killed the momentum of the truck, remember your truck will weigh about 12 tons, that equal to 5-7 cars!
Tockwith Training:
I think the advantage with the auto is that as your training moves onto more challenging situations in traffic the gear selection becomes more of a problem as you get distracted by hazards, feel the pressure to act/perform correctly, remember procedures and blast what gear do it need! Changing gear takes concentration, and there is enough to keep you busy already.
I’m glad to be keeping our old Globetrotter (below) with a manual gearbox to convert it to a HIAB training truck, if only to remind me how hard work manuals can be, but also how rewarding they are to drive, just like old motorbikes.
Came to look at your trucks today and def impressed with set up and like the new auto truck looks easy to drive - which I will find out on my assessment! Looking forward to it
I’ve made mind up to do test in an auto, I can deal with gears after. Having had both manual/auto cars, gears I’m not worried about in the slightest, even with the multitude of high/low/split out there, I’ll figure it out by asking and experience so why add an extra pressure point when doing my test in a manual if an auto available
No problem Donald, I was pleased to meet you, i wish that more customers would go and visit companies before choosing a trainer, might save a lot of people wasting money with brokers.
We all used to train drivers in 6 speed gearboxes before the rules changed to needing range change gearboxes around 2005, back then customers had to learn to use bigger gearboxes after doing the test in a truck with a car like gearbox, we all managed fine - its not very complicated, but you’re unlikely to be driving a manual truck as most are now auto.
If anyone else wants to pop in, just send me a message, happy to help.
Oh no, i’m so sad i just managed to get my avatar picture of me in my profile! but while I’m here any suggestions of what other graphics to put on the side of our new trucks, i do it myself - used to be a signwriter when at college. maybe i should put globetrotter 500 on the space above the drivers window?
Tockwith Training:
but while I’m here any suggestions of what other graphics to put on the side of our new trucks, i do it myself - used to be a signwriter when at college. maybe i should put globetrotter 500 on the space above the drivers window?
Rather than just put type of truck use it as advertising space, it’s free!
CPC training, Hiab, ADR( get this sorted !! ) use it to promote training not truck name!
Or mount a few cameras to show real life reversing
Sorry OP detracted from your thread a bit!!
Though in your training have you been shown daily checks? On mine never got shown and had to ask where fluids etc access points were for the show me/tell me part of test. On the morning of test I might add which is why not going back there!
Though in your training have you been shown daily checks? On mine never got shown and had to ask where fluids etc access points were for the show me/tell me part of test. On the morning of test I might add which is why not going back there!
Another example of unprofessional training which is not surprising in a totally unregulated industry. Don’t get me started!!
Peter Smythe:
Another example of unprofessional training which is not surprising in a totally unregulated industry. Don’t get me started!!
Pete
Unfortunately this was a company I saw on here, and recommended, but I couldn’t recommend them to anyone after what I saw. I passed my Cat C yes, but I might as well have hired a truck and just done test for all I got out of them. It was my own ability that got me through. I could have had a shop dummy in for all feedback I got so don’t get me started
And as ROG said in a previous post I can name and shame but can’t at moment.
And your right Pete, seems anyone can set up a training school but the standards are so diverse it’s untrue, so anyone reading this, go see the school, talk to trainers, see the trucks, talk to other trainees if possible and ask for an assessment if available.
I’m convinced if homework done then your pass chance shoots well well up.
Tis a hard lesson. Perfectly reasonably, folks expect to get a qualified instructor. And I mean more qualified than holding a licence to drive. It seems crazy to me that to teach a 17 year old in a Polo I have to be ADI qualified. But a few months later, anyone with a class 1 (held for 3 years) can teach an 18 year old in an artic with no teaching qualifications whatsoever.
In part, this is what drives standards down in the industry and it’s high time it was sorted. There’s some huff and puff about being qualified doesn’t make you better. I agree. But it proves you are actually capable of doing the job. My question to unqualified trainers is “why?”
Then, all that apart, if you get a raw deal you have nowhere to turn except Trading Standards. The few of us that operate DSA LGV Accredited Training Centres are regulated by DSA - so there is somewhere to go if it goes wrong. But the chances of this are virtually nil because of the systems that are in place.
dcgpx:
Though in your training have you been shown daily checks? On mine never got shown and had to ask where fluids etc access points were for the show me/tell me part of test. On the morning of test I might add which is why not going back there!
I haven’t been shown how to check the fluid levels yet, but I think it will be covered on the day before the test. We’ll be going through the stuff for my Module 4 test then, and I’ve already gone through the pages of questions I’ve been given for that and the Show me/Tell Me and highlighted anything I wasn’t sure about.
Sounds like a pretty shocking state of affairs as far as standards of training is concerned! Thankfully I don’t have any reason to be unhappy with the training I’ve received so far.
Day 3
After the daily walk-around check and a couple of repeats of the reversing exercise, we took two trips out today covering two of the possible test routes.
Everything went fairly smoothly apart from a bit of initial uncertainly at the first roundabout (probably due to having had the weekend off) and going up onto the kerb once on the approach to another roundabout (oops), which I hadn’t done before. I think I’m still making too many little errors aside from those big mistakes as well.
My instructor said the main thing I need to focus on at the moment is remembering to check my nearside mirror at junctions and roundabouts, as everything else is coming along okay. I wasn’t quite as optimistic, but at least I have a couple more days to iron out the remaining issues.
