How to pass your C+E test

ESSENTIAL GUIDE C+E ARTIC PRACTICAL TEST Scania’s senior driver trainer Roy Juggins shows us the ropes during our pre-training demo drive

HOW TO PASS YOUR C+E TEST There will come a time, sooner or later, that most budding lorry drivers will want to gain their C+E licence to drive articulated vehicles. We took part in the Scania Driver Experience to find out exactly what you have to do to pass…

By Andy Stewart & Dougie Rankine PHOTOGRAPHY ANDY STEWART

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riving an articulated lorry professionally is a real skill – and not a job for the faint-hearted. In years gone by, you could jump straight to doing your artic lorry test – but this is no longer possible. First, you have to pass your test in a rigid Category C vehicle, plus undertake a medical, pass the theory test and hazard perception exam (we covered all

this in detail back in the April 2011 issue of Trucking).

Done all that? Good. Arguably, the hardest part is over once you’ve got your rigid licence, as when the time comes to get your artic entitlement, all you need to do is a practical driving test. There are many training providers offering C+E training, including some of the truck manufacturers. Scania’s course is one of the best, and offers

candidates a comprehensive grounding in the theory of artic truck driving, plus first-class practical tuition. Our training was provided by Scania’s South Western driving school in Avonmouth, near Bristol – and after a week in the driving seat of a 114l under the first-class tuition of Scania senior driver trainer Roy Juggins, we were the proud owners of a C+E qualification.

So, here’s how to gain your licence…

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ESSENTIAL GUIDE C+E ARTIC PRACTICAL TEST

FIRST STEPS Rigid truck drivers will likely be surprised at just how manoeuvrable artic units can be

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Booking your training

Choose your training provider carefully. Going by personal recommendation is a good idea. If other drivers who have passed their test with a trainer recommend them, that’s always a good sign. Do you want training on a

one-to-one basis, or would you be happy to share the cab with another trainee? What sort of vehicle does the trainer use – is it an artic or wagon-and-drag? Making sure you have the right trainer will ultimately save you money, as you don’t want to be shelling out for expensive retests. Some companies will

offer you a free driving assessment to see how much training you will need. Typically it’s about four days plus the test, so you’ll need to keep a week free.

Also, avoid middle-man agencies like the plague. All they do is stick money on top of the fee the trainer will charge. There’s no reason whatsoever for you not to book directly with the training company. Prices seem to vary depending on what part of the country you’re in and how much training you’ll need, but most places charge from £1000 upwards. If you fail the test, a re-test and training will cost around £300.

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Wagon & drag vs artic

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Kerb your enthusiasm

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Tight turns

Some training schools will use their rigid training vehicle with a trailer attached for the C+E test. Others will have a separate tractor unit and trailer in the traditional artic format. However, the driving, reversing and uncoupling of a wagon-and-drag is not the same as that of an artic. They are much less common out in the ‘real world’, and the chances are if you get thrown in at the deep end with an artic, having never experienced one before, you will struggle. Therefore, we advise you to consider the options carefully.

PRACTICAL SKILLS 3

Getting familiar

If you’ve never experienced an artic before, it’s likely your trainer will take you for a demonstration drive first. The truck will be similar to the one you passed your Cat C in (or identical, if you’re doing wagon-anddrag). The mechanics of driving are the same from truck to truck – until you look in the mirror. Staring down the sides of a 40 ft trailer is daunting to begin with, but thanks to the articulation between tractor unit and trailer, it can thread its was round tight corners and through urban streets that you really wouldn’t think it could.

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along the nearside line, and then neatly bringing the offside of the truck over to the other side on exit. At roundabouts with traffic lights, this technique helps too, as it’s all to easy to find that while you think the cab is positioned neatly, looking back will reveal you’ve blocked the next lane.

Coping with corners

One of the first things you’ll notice is how the trailer wants to cut in when cornering. If you think you spend a lot of time looking in the mirrors on a rigid, this is a whole new level. In many cases, an artic will need every bit of available road to make a turn. On roundabouts, you’ll often see artics taking the ‘racing line’ and going straight over a couple of lanes, but you’ll fail your test if you try that. It is possible to keep an artic within the white lines much of the time, by running out as wide as possible 62 TRUCKING March 2013

Lane discipline is extremely important during the test

Kerbs are something you’ll need to look out for all the time, too. Turning left can see the nearside cut in and clip a kerb, while going right on a tight roundabout can see the offside trailer wheels mount the roundabout – which results in an instant fail if it happens during your test!

The test will include a section on urban driving, and you will have ample opportunity to scatter traffic as you carefully manoeuvre your truck down side streets where you’d think it really wouldn’t fit. We can recall a few turns like this, including a particularly vicious left-hander that required a check that the side road was clear of other traffic, as the whole mouth of the junction would be needed, a drop down into third gear (first and second generally aren’t used, unless you get a steep hill start), hanging the truck out as far as possible to the right and then driving almost past the junction. No matter where you are in the country, your local examiners will have a variety of turns like this to incorporate into test routes.

NAILING THE TEST Candidates are allowed two forward shunts during the reversing test. Don’t be afraid to use them if you need to!

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Show me, tell me

At the test centre, you will be asked for both parts of your licence and if you still live at the address shown on them. Make sure you wear appropriate clothing for the day and have a hi-vis vest to hand, just in case. You will then be asked to go out to the truck and answer a couple of questions, such as: “Show me how you would check the wheelnuts on this vehicle.” They’re fairly straightforward, but bone up on likely Q&As before the test to make sure they don’t catch you out.

left, straighten the unit up and then bend the trailer into the ‘garage’ (an area marked out with cones), without going over the yellow line on the offside or hitting the cone.

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Backing it up

Our technique was this: Full lock the steering to the right and reverse back slowly (clutch control only, no throttle) until a marker light on the trailer just went out of view in the mirror, then take the steering back off until the unit is facing straight back towards the start point. The garage will be visible in the nearside mirror. Keep Reversing reversing until the garage Next, you’ll be doing begins to disappear from the reversing exercise. This Don’t worry if you can’t get is the part of the test that the reversing manoeuvre right the mirror, then put left-hand lock on until the causes the most concern first time. It usually takes a unit is straight with the trailer. for the majority of would-be lot of practice before The cone should now be artic drivers. Real-world artic trainees perfect it! visible in the offside mirror, and reversing it ain’t easy. Thankfully, clear of the trailer. Reverse back the reversing manoeuvre you have until the rear wheels of the trailer pass the to complete during your test is fairly simple cone, and then put some gradual left-hand if you keep calm and follow the instructions steering on to start sending the trailer into you’ve been given. What makes it tricky is the garage. You won’t be able to see the you need to steer left to send the trailer nearside of the garage at this point, so right, and vice-versa. During your test, the make sure you stay reasonably close to the examiner will ask you to drive the truck offside as you come round, ensuring the forward so the front of the cab is lined up unit doesn’t hit the offside marker cone. As with two cones. Try and bring the nearside the trailer comes round, straighten the unit of the unit over towards the cone at that up so you can see both sides of the trailer side to give you a little more room on the equally in the mirrors. offside. You need to push the trailer to the

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LoTS oF PRACTICE

the spot 10 Hitting All being well, you should be heading into the garage straight. You need to have the rear of the trailer parked over the black/ yellow striped area. If things aren’t looking quite right, take a shunt. You’re allowed two – and if you take one, go as far out as you need to get the garage clearly in view and the trailer straight; so only minor adjustments are needed from then on.

Once the truck is in the garage, you should be able to tell the back is in the right spot by using a marker, such as the rear mud guard. If there is any doubt, ask your examiner if you can get out the cab and check it’s alright – doing this isn’t a fail, but going too far (or not far enough) is a fail.

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Trailer couple/uncouple

The next part of your test will be to uncouple and recouple your trailer. This should be done safely, and in the correct order. The procedure is as follows:

12 Uncoupling Stop the truck in a suitable place and apply the parking brake. Grab your gloves and get out the cab (don’t jump out!). Now remember the acronym B.L.A.C.K: B is for Brakes: Apply the trailer brake button, located at the side of the trailer.

L is for Legs: Wind down the trailer landing legs until they are about an inch from the floor.

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NAILING THE TEST (CoNTINUED) Visibly check trailer height against height of the fifth wheel during coupling test

A is for Ancillaries: Climb up between trailer and cab and disconnect the brake and electrical ‘suzie’ lines, and store them.

C is for Clip: Unclip the safety clip that prevents the kingpin from disengaging.

K is for Kingpin: Pull the handle to disengage the fifth-wheel jaw from the kingpin.

You are now ready to draw the unit out from under the trailer. Start the truck and move forward slowly until you hear the fifth wheel draw clear of the kingpin. Once you are clear, park the tractor unit alongside the trailer, switch off the engine and get out.

13 Coupling The examiner will now ask you to

truck will not move, as it is now secured to the trailer. Switch off the engine and leave the cab.

in BLACK 14 Back It’s now time to complete the B.L.A.C.K. procedure in reverse. Kingpin: Check it is fully engaged (you will know it is, as it will be possible to engage the clip).

Clip: The clip MUST be attached. This is a failsafe and without it, your trailer could become detached on the road. If this happens, you could end up in jail.

Ancillaries: Reconnect all the suzies. Legs: Wind up the landing legs and safely stow the handle. Brake: Press the trailer brake button to disengage the brakes. Finally, climb into the cab, switch the hazards off and move forward a short distance. If all’s gone well, it’s time for your driving test.

couple the tractor unit to the trailer, assuming you’ve never seem the trailer before. So re-enter the cab, start the engine, put the hazards on and position the tractor so it is ready to move under the trailer. Switch the engine off and Driving exam get out the cab. First, check Your examiner will direct the trailer brake is on (make you for most of the route, but sure your examiner sees you there’s a part of the test do this). Check the height of where you will be asked to If you pass each stage, you the trailer in conjunction navigate yourself for a few will be awarded a certificate. with the fifth wheel. Now The examiner will retain your miles to show you can check the condition of the follow road signs. The licences, and new ones trailer (check all tyres, spray driving will take in a mix of will be posted out suppression equipment, MoT roads, including A-roads and to you. date, rear lights, and check the town centres, and will no doubt rear doors are secure. Some examiners include a couple of tricky roundabouts also like you to advise that you’ve changed and turns. Take your time, make sure you the trailer’s numberplate. use mirrors correctly and don’t get Now get back in the cab, start the truck impatient if you can’t get out of a junction and reverse slowly under the trailer until you too easily – you must never make other hear the clang as the kingpin engages with road-users slow down or change direction. the fifth wheel. Test it’s engaged properly by Keep calm and enjoy the drive – you’ll be taking two good tugs in second gear – your back at the test centre before you know it! n

EXAm RESULTS

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ToP 10 TIPS

n Book your training with a reputable firm and avoid middlemen. n Think carefully about learning in a wagon-and-drag or an artic. n Mirrors, mirrors, mirrors! Make a point of checking them constantly. n Steering: It’s back to school again.

Two hands on the wheel – and no crossing your arms! n Don’t forget to check the position of the trailer headboard on tight turns. n Take your time when driving, and be aware of all speed limits. n Check a side road is clear before you turn into it if you need to use the other side of the road. n You can take two shunts on the reverse manoeuvre – don’t be afraid to use them. n Remember the uncouple sequence: Brakes, Legs, Ancillaries, Clip, Kingpin (B.L.A.C.K.). n If the instructor asks you: “Are you finished?” during the uncouple/couple exam, he may be suggesting you have missed something. Go over the routine from the top in your head, and make sure you’ve not forgotten anything!

SCANIA DRIVER EXPERIENCE Scania’s Driver Experience Cat C+E course offers a complete package to enable drivers to successfully pass their DSA Driving Test. Courses can be taken at Scania venues in Avonmouth, Purfleet, Newbridge and Worksop, and the standard duration is five days (subject to assessment).

Training includes vehicle safety, use of controls, roadcraft and anticipation, awareness and planning, reversing, trailer coupling/uncoupling and daily debriefs. Pupils are also provided with a detailed Driver Portfolio, in which the instructor makes note of progress and can issue personal feedback on performance. The course costs £1300 inc VAT, and the price of the test is £115. For more information, visit www.scania.co.uk