Day 1.
So. I arrived a little earlier than planned, but as it turned out the trainers were ready already which kinda knocked that plan on the head of having a nap before training. Oh well.
After introductions I trundled around with the trainer to the wagons out back and I was reintroduced to them. They looked similar the ones I had seen on my last visit, some months back for an ‘evaluation’ drive and of course to prove everyone’s advice, that the training company existed.
My father tells me I did this the wrong way as I had already paid them a deposit over the phone. Doh! Still, their reputation on the forum carried weight.
The instructor, Chris, drove the truck first. We left the yard and I was sure to watch where things went and bent and everything and how he lined it up, and it seemed not as hard as I had thought, but even so.
Leaving the site we hit the local Asda for diesel and then found a nearby industrial estate. Chris has already tried to point out a few junctions and how he would handle it, where to put the front end and how the trailer reacts without giving oncoming drives some sphincter-clenching moments. This was a good thing. He hung back on a few junctions and explained why and also that the examiners in this area were hot on lane discipline and the like. I am sure there were a few other things but my brain wasn’t running at full speed, well, not absorbing everything he said.
Industrial estate. First lesson, having mounted the drivers seat was an odd one, well, after adjusting the seat as much as I could for the day cab. Makes you think after you’ve had a sleeper and been able to relax the seat back even further… Yeah, sorry, off on a tangent again. But basically when you get in and out you have to use the side rails, you can’t jump in and out as the examiner wants you to do this in a controlled manner. Clearly in a regular artic where the floor of the cab is head height for you, you will be climbing in, but these are so low the ground anyway….
Second lesson. Clutch control. Yeah, not had that in a while! It was to better understand how and where the clutch caught so I could better handle the driving. That wasn’t a problem, but found that my toecap on the work boots kept catching the trim above the clutch pedal but later on that seemed to slip away, and not be an issue. I had bought my ‘work shoes’ rather than ‘work boots’ which I use when driving buses and coaches (with their dainty pedals) but found that wasn’t a problem later. Probably because I was concentrating on other things, but it was helpful to know about it for later.
After that I actually pulled off. I followed the directions of Chris as he took me around the streets of this estate, advising and encouraging, prompting at the early stages of how and where to shove it (the lorry, I mean the lorry), and how to dominate where I need to. However, later on I found a junction which I didn’t need to dominate as much on and didn’t need to have put it across the two lanes, and could have fitted in one. Oops. Chris did remind me of this, in a helpful way.
I got more to grips with block changes but still kept missing out, or getting it wrong and I almost managed one manoeuvre to go from low range 4th to high range something, low range then back to high range something which it really didn’t like that gear. I could tell that Chris’s mental thoughts were burying his head in his hands and moaning ‘No No No’ but he didn’t move his physical being. Oh, and I think I forgot to check the mirrors whilst this kerfuffle was going on. Great. I kept it on the right line though!
So yeah, pulling off on the flat in 3rd then up to 5th then if in a 40, up to 7th then 8th, otherwise once I’m in the upper block I can roam the gears better. Also, when approaching junctions if I planned the gears better and my approach speeds better, if it’s clear and I’m able to go, then I’d be in the right gear without having to drop a cog, or worse all, get the wrong one on the roundabout to have it all juddering. Chris/Mental/Hands/Head moment again no doubt.
He mentioned the P’s which I had heard before [zb] poor planning is [zb] poor performance and there were times I knew I’d screwed up. However, I was learning and getting there. I felt reminded of other training in the past for leaving a few feet (read 3-4ft of gap!) between me and nearside row of cars, slipping into the chevrons in the middle of the road, but likewise of the correct lane discipline required. Which is actually quite a difficult thing. The vehicle just fits within the lines, and then there are the corners where I tend to shy away from, but after a while I seemed to cope a bit better with forcing myself to move further into the kerbside on right hand bends whilst not actually bouncing off kerbs. Always a good idea that.
There were times when I didn’t indicate early enough for hazards, or not enough. Mirrors lacked with follow through, coupled with I need to be doing more mirror checks, especially whilst just driving along.
However, there were also times when I felt it went well, but clearly more works needs doing. I had to remember I had the trailer attached. I knew it was there, but my mind just ‘filtered’ it out for some reason at certain times.
Then, we returned to the yard. A quick exercise of my legs and I was back in the reversing area, although I didn’t do much reversing. Chris told me he wanted it close to the edge of the wall but clearly he meant 2ft away, as I was aiming it to get it closer. Drawbacks of remembering parking single decker buses 1ft apart or getting close to docking ramps in the warehouse. Silly me. Anyway, got it where he wanted and then we set about learning how to drop and undrop the trailer, professionally and correctly.
The thing that initially got me and I suspect will get me wrong later is that the brakes (red switch) has to be pressed in to be released and pulled out (possibly twisted too) to engage. Now, I’m used to emergency systems where you press a button (like an emergency stop) and it, well, stops. No, not in this case. I am sure Chris caught me a few times staring at it, working it out in my head before I actually did it. He did remind me that if the examiner sees me looking but then not touching it, it is deemed to be ‘not understood’. Sometimes my brain doesn’t work fast enough.
So, assuming the trailer is hitched, round the back and remember safety is the buzzword, there are other buzzwords but safety is a good one for me.
First thing you do, is pull the brake switch, it engages. Next, drop the legs, and when it touches the ground wind it a little more so the pintle leaves the jaw slightly. Pop the lock back in place to keep it nice and tidy then release the three electrical lines (so that’s Brake Legs Air). Next walk around the front of the truck to the other side of the draw-bar. I have tried to release the airlines from the nearside and [zb] near skewered myself. Clearly A Learning Experience. I don’t think Chris was impressed! Mostly because he did actually point out how that could have hospitalised me! It was a good thing it wasn’t at waist height then wasn’t it!!!
Because I needed to grip (!!!) the lines and exert that extra bit of power it is best to be standing in the right position and not over exerting oneself (!!!) such as leaning forwards from your centre of gravity to do something that could topple you over. Like picking up something heavy at arms length, that would just be silly!. So it means walking around to the drivers side of the draw-bar for the next stage. It isn’t worth stepping over, because there are airlines in the way, and if you get them tangled up in your feet it’ll hurt when you hit the ground. No, I didn’t try it, I merely envisaged the pain and annoyance so walked around. Exercise. Another thing with the electrical connections is to pull on the socket part of the coupling, it’s stronger there. But then I knew this from other electronics stuff too. Pull it out of the socket and you’re gonna have a bad day, probably with some fitter swearing at you!
Top line off first, then the next one down, and when you’re putting them on it’s the bottom one first. Easier that way. We used the two line method, yellow and red. Both behave differently but one is stronger than the other, I suspect the red being the emergency or brake line, it might be worth looking in the book… Once this is done have a brief check. Is there anything you’ve missed. I am sure Chris could see the cogs moving in my brain but it is best to make sure. This is when I pull the pin. Two thingies pop out at the side of the bracket (pictures? Drat, no pictures!) to show that the thingy is released. Now, at this stage the only thing holding the draw-bar in is the truck in front and the fact I’ve done everything else right. Chris gave a few suggestions if it didn’t disconnect when I pulled forwards, but none of those would be required here today.
If you’re not on flat ground it could be that when you tried to pull the draw-bar release pin, it won’t lift, and it’s stuck. You could pull harder and risk doing damage to yourself more than the truck so what Chris said was to reverse a little to take the strain off. If you have done all the safeties like popping the brake on, lines off and leg down then even if it does disconnect the trailer through some weird thing, it’s not a bad thing. Return to the back and now you’ll find that if the pin hasn’t lifted, it is possible to pull the bar up to lift the pin.
So I returned to the cab to pull forwards and disconnect fully, and found I’d let too much air out of the system. Muppet. So, having built the air up I pulled it free with a clunk and, yaay, I was free! Unattached and no swearing from the back. Clearly I’d done it right.
Engine off, and returned to Chris by the trailer. So. That’s the uncouple.
The coupling is similar yet… not.
The examiner will ask you to approach the trailer as if you haven’t seen it before, and do your normal checks. I’m sure you remember those. No, really. I’ll put it in table form, it’ll be easier to read. I think. Most of these need to be called out of what you are doing so the examiner knows that you’re not just staring uncomprehendingly at bits thinking WTF am I doing now?!
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Walk behind the tractor and lift the pin, and also apply the trailer brake.
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Check the trailer MOT, plating and relevant documents. In my case it was on the nearside above the brake switches.
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Check the marker lights, that they are free from damage and the reflectors work and are not covered in dirt.
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Wheels, free from cuts marks damage or bulges and there is tread on the wheel. Also give the wheel arches a waggle and OMG spray suppression! It’s been ages since I’ve seen it fitted properly! (Don’t tell him that, I am sure Chris/mental/image/banging head on trailer moment).
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Look up and around the side of the trailer. No marks, damage and that it is attached. Clearly on a curtainsider you need to pay more attention for damage lower down and straps but this is a box. Don’t forget the rear side markers. Also check that there are no loose wires hanging down and the door stays are properly stowed.
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At the rear make sure the locks are securely done up and locked in place, and that the hooks at the top of the door are also in place and hooked in. The marker lights at the top back of the trailer plus the main lights lower down, the rear corner markers and the bumper, in my case black and strong looking. A glance at Chris and I just didn’t even think I should say anything, but I did and he confirmed that the boss wanted the trailer back in one piece. Clearly I shall not be this flippant on my test (!!!).
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Do the same as you did for the first side for the second side and you are presented around the front of the trailer. [zb] what next!!!
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Ahh yes, the joining.
Chris told me the day before the test that I didn’t actually have to recite it all out and it was probably just slowing me down. He was probably right but it did show up anything I missed the few times. During the test I was glad I had covered it all though!
So, into the cab, fire up the engine and then manoeuvre it into position in front of the box and reverse it as shown and directed by Chris. I guess I could have stopped at the last minute and popped out to make sure it was lined up but Chris had given me a few guides to look for on the ground as I had parked it in a straight line and what to look out for when reversing. With a loud clunk it was in! I was so surprised I almost fell out of the cab and went back to make sure the bumper was in once piece. And it was. The first thing Chris asked me was if I had forgotten anything. Erm should I?
Oh. Tug test. Oops. Never mind, at least the pintle was into the socket and the pins on either side of the jaw was in place and it looked nice and snug. I returned to the cab, fired it up and gave it the tug test under Chris’s encouragement. Idle tugs would not do it, a few more revs in our normal starter gear (3) and the two tugs did it. So engine off and round to the back, with gloves.
It is now the reverse of the above procedure…. Blank/Black or Safety. Starting at the drivers side, airlines, red first, the top one, followed by yellow. Around to nearside, and electrical lines in. Pull the lock and wind the leg up, and then stowing it at its top position. Finally, press the red brake button in.
This is where, on test, you would ask the examiner to help you test your rear lights work and do the whole indicators, side and brake lights before returning to the cab and ready to roll. The only extra bit is to remember to get touchy-feely about the various safety bits on the vehicle, to show both to you and to your examiner or trainer that you know what you are doing and you have physically checked it. Sometimes just looking isn’t good enough.
So disconnect and reconnect the trailer a few more times, a few small mistakes here and there but on the whole I’m getting better, I think. I’ve not dropped the trailer on it’s jaw hitch yet and despite being totally shattered at the end of the day, I think I’ve made good progress.
Chris and I did the check sheet thing at the end that proved I was still alive but had a long way to go. We returned to the office, confirmed the times for tomorrow and after a bit of office natter slipped our separate ways.
I drove out to the hotel, checked in, abused the internet through my mobile and laptop (it’s old enough it has to be tethered as the laptop doesn’t even have wifi!) and went for a meal. I was tired an hour ago, I’m wide awake now.
Day 1 done.
