code of practice coupling or uncoupling and parking of

Code of PracticeCoupling or Uncoupling

and Parking of Large Goods Vehicle Trailers

Guidance for managers, supervisors and trainers

SOE (Society of Operations Engineers) is a professional membership organisation thatrepresents three professional sectors of the engineering industry – IRTE, IPlantE and BES. TheSociety promotes safe, efficient and environmentally sustainable operations engineering to thebenefit of the community at large, through the support of best practice and health and safetyinitiatives, a commitment to the professional development of its members and by influencinglegislation and design.

SOE’s three Professional Sectors are dedicated to developing the skills of its members in theirspecialist areas of activity.

A licensed member of ECUK, SOE is able to nominate members with the required qualificationsto all three levels of ECUK’s national register of engineers.

IRTE (Institute of Road Transport Engineers), one of the most respected names in UK transport,was founded in 1944 and is recognised as an impartial voice of the industry. It encourages highstandards of excellence with an emphasis on safety in operation, demonstrated by its researchand education programme for members and industry.

IRTE members come from a wide variety of transport-related roles including apprentices andtechnicians in the light and heavy and passenger service sectors, workshop managers, fleetengineers, transport managers and company directors.

www.soe.org.uk

For more information about IRTE technical activities please contact [email protected] guide was first published by the IRTE Professional Sector of the SOE in March 2006.

This edition updated and revised July 2007.

The IRTE is a professional body dedicated to promoting the best practice that should beadopted on a range of subjects by its own members, and by the road transport industry as a whole. Since 1944, IRTE has been the impartial voice of the industry on many mattersconnected with the safe design and use of vehicles.

Drivers of large goods vehicles face many risks in the course of their work. Some of these,such as the behaviour of other road users, are at least partially outside their control. However, there is one area where the risks are completely in the control of drivers; thecoupling, uncoupling and parking of trailers. Sadly these activities are not always carried outsafely and every year they cause a number of injuries, some fatal. The Code of Practice onCoupling and Uncoupling of Vehicles has been produced by IRTE to provide guidance onhow to prevent injuries from these activities.

The Code of Practice is aimed at managers, supervisors and trainers but has good advicefor everyone who has responsibility for the safety of large goods vehicles and drivers. I particularly commend the safe systems of work set out in the five annexes. If, followingsuitable risk assessments, drivers work to the systems described in this document their ownand their colleagues lives should be safer.

Dr Elizabeth M GibbyDirector of Injuries Reduction ProgrammeHealth and Safety Executive

Foreword

SECTION PAGE

Introduction ........................................................................................................................................................................................................................................................................ 5

The law ...................................................................................................................................................................................................................................................................................... 6

Design developments ....................................................................................................................................................................................................................................... 7

Procedures and safety considerations ................................................................................................................................................................................ 9

APPENDICES

Appendix One – STANDARD SEMI TRAILERS

Coupling ..................................................................................................................................................................................................................................................................... 11

Uncoupling ............................................................................................................................................................................................................................................................ 12

Supplementary safety rules ..................................................................................................................................................................................................... 12

Special applications ............................................................................................................................................................................................................................... 12

Appendix Two – CLOSE COUPLED SEMI TRAILERS

Coupling using the split coupling method ..................................................................................................................................................... 14

Uncoupling using the split coupling method ............................................................................................................................................ 15

Appendix Three – CLOSE COUPLED SEMI TRAILERS

Coupling using the cranked coupling method ...................................................................................................................................... 16

Uncoupling using the cranked coupling method .............................................................................................................................. 17


Special applications ............................................................................................................................................................................................................................... 18

Parking semi trailers – good and bad practice .................................................................................................................................... 19

Appendix Four – CENTRE AXLE DRAWBAR TRAILERS

Coupling ..................................................................................................................................................................................................................................................................... 20

Uncoupling ............................................................................................................................................................................................................................................................ 21


Appendix Five – TURNTABLE DRAWBAR TRAILERS

Coupling ..................................................................................................................................................................................................................................................................... 23

Uncoupling ............................................................................................................................................................................................................................................................ 24


Parking drawbar trailers – good and bad practice ........................................................................................................................ 25

Contents and appendices

Driver awareness, and understanding of the risks involved when coupling and parkingtrailers, is sometimes severely lacking and the subject is often neglected at all levels from thefleet operator down.

Accidents and dangerous situations occur all too often because drivers of large goodsvehicles fail to follow safe coupling and parking procedures. These inappropriate proceduresoften lead to vehicle run away or trailer roll away situations. These situations may occurduring the coupling of the airlines, when trailers are parked or when trailers becomedetached from the towing unit while moving or stationary. This poor practice can cause fatal or serious injury to the driver and/or others and costly damage to both vehicles andproperty.

This Code of Practice is intended to be used as a management tool by all operators andusers of large goods vehicles; from large or small fleet operators and their managers toindependent owners, self-employed drivers and driver training bodies.

This booklet also provides guidance on the law, explains why accidents occur, considersproduct development and illustrates the need for procedures to ensure the safe coupling and parking of trailers.

The five appendices at the end of the guide contain generic procedures for the safe couplingor uncoupling and parking of standard semi trailers, close coupled semi trailers, centre axleand turntable drawbar trailers. If adhered to, these procedures can prevent vehicle run awayand trailer roll away accidents. These procedures may be adapted to suit specificapplications and used when training drivers. They should also be used as the template forthe production of checklists for supervisors and drivers on the safe methods to be adoptedwhen coupling, uncoupling or parking trailers.

Different risks exist depending on the type of equipment being used. Therefore it is importantto identify and implement a training regime that will ensure drivers follow the correctprocedure at all times and are aware of the potential consequences of their actions if they do not adhere to that procedure.

In addition to these procedures, this guide contains supplementary safety rules that shouldbe observed and a section concerning good parking practice.

The IRTE would like to thank the HSE (Health and Safety Executive) for the support andadvice provided in the compilation of the Code of Practice.

Thanks are also extended to the many IRTE members who have contributed and to theDepartment for Transport for its advice.

5

Introduction

If you couple or uncouple a trailer withoutapplying the towing unit parking brake, orleave a trailer without the parking brakeapplied you may be responsible for seriouslyinjuring yourself or someone else, perhapseven fatally. You are also breaking healthand safety law.

Employers, owners and managers have aresponsibility to provide and maintain safesystems of work, and to take reasonableand practicable precautions to ensure the health and safety of all workers andmembers of the public who may be affectedby their activities. They should ensure thatsafe systems for coupling and uncouplingvehicle combinations are understood, andprocedures are in place to check that these are followed.

All drivers, including the self-employed, have a responsibility for their own health and safety and that of other people whocould be affected by their actions.

Accidents and damage to propertyMany accidents occur due to bad practiceemployed by drivers while coupling,uncoupling and parking of trucks and theirtrailers. A high proportion of these accidentsinvolve fatal or very serious injury. There isstrong evidence to suggest that manydangerous occurrences go unreported,therefore the problems caused by badpractice are likely to be far worse thanpublished figures would suggest.

Fatal accidents occur when trucks run awayas a result of incorrect coupling procedures.When a run away occurs, the driver can findthemselves in an isolated and vulnerableposition. For example, the driver could beon the catwalk of the tractor unit, whilecoupling a semi trailer, or adjacent to therear axle of the towing vehicle while coupling

a drawbar trailer. This can result in having totake risks to regain control of the movingvehicle. Typically, fatal and serious accidentsoccur when drivers or others are run over orcrushed between the moving vehicle andanother object as they attempt to get intothe vehicle cab to regain control.

The roll away of a trailer, when the towingunit is correctly parked, is likely to have thesame consequences as a complete vehicleor towing unit run away. In many cases thecause of this type of accident is due to badpractice of both the driver who left the trailerwithout applying the parking brake, and thedriver coupling to the trailer, who did notcheck that the parking brake was appliedand subsequently had the accident.

Accidents can also occur when trailersseparate from towing units, because theyhave not been coupled correctly. This canoccur when vehicles are moving or afterthey have been parked.

It is important to remember that a run awayor roll away may occur on inclines that areimperceptible to the eye.

Most accidents occur as a result ofcomplacency and lapses in concentrationrather than inexperience on the part of thedriver. Due to the wide age profile of driversinvolved in such accidents, there wouldappear to be no correlation between ageand accident rate.

6

The law

7

Braking systemsWork by braking system designers andvehicle users to introduce safety measuresthat can overcome inappropriate coupling or uncoupling and parking procedurescontinue. However, technical solutionsappear difficult to achieve. In the meantime,driver training and following the correctcoupling and uncoupling procedures givenin the appendices of this publication iscrucial to avoid serious accidents.

To assist in the reduction of accidentscaused by trailer parking brake systems,trailers should always be built to the mosteffective specification available.

Trailer manufactures and braking systemsuppliers have a responsibility to ensure thatcustomers are made aware of developmentsin braking system technology and are giventhe best advice available regardingspecification and application.

Close coupled semi trailersTrials have been carried out using varioustypes of moveable arms, which can swing orslide, on which the air and electrical servicesare mounted. The arm is moveable in anattempt to make the connections accessiblewhile coupling and uncoupling the trailer.These trials have shown that, under

operational conditions, it was not universallypossible to overcome the problems encoun-tered while connecting the air and electricalservices on close coupled semi trailers.However, moveable arms may be a solutionto the coupling and uncoupling problemsencountered on some types of vehiclecombination and may be used where a risk assessment indicates it to beappropriate.

Some operators are working withmanufacturers and experimenting with aspecially designed fifth wheel on the tractorunit which allows the tractor unit and trailerto be coupled in stages. This involves a new sliding split-coupling technique,whereby the coupling and uncouplingprocedure is undertaken in two stages byusing what is, in effect, a dual positionsliding fifth wheel.

The first stage of the procedure involves theconnection of the trailer to the fifth wheelwhile it is located rearward of the normal

Design developments

travelling position. This procedure allowssufficient access space between the tractorunit and trailer to enable the air andelectrical services to be connected. Thesecond stage involves reversing the tractorunit closer to the trailer and then engagingthe fifth wheel in its normal travellingposition. This system is currently under trial but would benefit from additional trialsto improve and develop the system foruniversal application.

Drawbar trailersUnlike articulation, there is no commonly-adopted design standard for drawbarcombinations, which makes designdevelopments difficult to achieve. However,some new concepts, in their infancy, arecurrently being evaluated.

Cab exit warning deviceOne of the most effective ways to ensurethat the driver always applies the parkingbrake is to install an “Is your parking brakeapplied?” electronic voice box, whichactivates each time the driver’s door isopened. The addition of an automatic mutefunction on the vehicles audio equipmentensures that the message is clearly heard by the driver.

Position of trailer parking brake controlThere is no standard position for parkingbrake controls on trailers. There is a need toidentify a standardised position(s) for thiscontrol to encourage drivers to set theparking brake on the trailer whenuncoupling. Due to the fundamentaldifferences between semi trailers anddrawbar trailers there is likely to be morethan one recognised position, the location ofwhich is also likely to be influenced by theuser’s operating conditions.

Tractor unit service connectionsTo gain access to the air and electricalservices on a tractor unit, in the majority ofcases, the driver is required to climb ontothe chassis behind the cab. To ensure thesafety of the driver, equipment normallyconsisting of strategically placed steps, grabhandles and a catwalk should always beinstalled to allow ease of access.

The termination height for coil ‘suzies’ on atractor unit is a much debated point withrecommendations of up to one metre highbeing common place to eliminate thepossibility of the ‘suzies’ becoming snaggedon the front corners of the trailer whileturning or manoeuvring. By providingdummy stowage points for the air andelectrical ‘suzies’, at the same height as thetermination points, there is an added benefitthat the ‘suzies’ do not rub or foul any otherequipment when not in use.

The futureWork continues on the development of both semi trailer and drawbar couplingsystems that are designed to eliminate the requirement for the driver to manuallyconnect and disconnect the air andelectrical services. When available, thesesystems will create a safer workingenvironment, however compatibility with existing fleets is likely to becompromised.

8

Design developments

9

Procedures and safety considerations

Appendices one to five provide detailedcoupling and uncoupling procedures forspecific trailer types. These appendices areparticularly useful for trainers to assist themin the compilation and execution of trainingcourses.

Standard articulated combinationsAppendix one provides a detailed procedurefor the coupling and uncoupling of standardtractor unit and semitrailer combinations.When used, theseprocedures provideadditional guidance for thetraining of drivers andsupplement thosecontained in the Drivervehicle training manual,published by the DriverStandards Agency (DSA).

Close coupled articulated combinationsThe continuing trend to design articulatedcombinations which reduce the distancebetween the rear of the drivers cab and the front of the trailer creates difficulties whencoupling and uncoupling the air and electricalservices. In many situations it is almostimpossible to make the physical connectionsdue to the restricted space available. Theproblem has become particularly acute ontrailers fitted with ‘slab-type’ refrigeration units.

Due to the limited space available, twosystems which enable the driver to couple oruncouple the trailer successfully have beendevised which are commonly referred to asthe split coupling and cranked couplingmethods. Unfortunately both of these haveinherent dangers for the driver if theprocedures provided in this guidance are not adhered to. It is critical that the driverunderstands the importance of applying the tractor unit and trailer parking brakes at

the appropriatetimes, otherwisetheir safety andthat of otherswill becompromised.The proceduresin appendices two and three provide a meansof coupling and uncoupling close coupledcombinations and should be followedwhenever a safer method cannot be used.These methods are not intended to be asubstitute for applications that allow the use ofthe standard procedure detailed in appendixone on a close coupled combination. Wherepossible cranked coupling should be used inpreference to split coupling.

Drawbar combinationsDue to the lack of any commonly adopteddrawbar standard, and the constraintsimposed by ancillary equipment, the couplingand uncoupling procedures to be adoptedhave generally been left to the individualoperator or equipment supplier. Appendix fourdetails the procedure for coupling anduncoupling of a prime mover and a centreaxle drawbar trailer combination, whileappendix five deals with a turntable drawbarcombination.

ProceduresEach piece of equipment and combination ofequipment types that a driver is expected touse must be the subject of a risk assessment.This assessment will dictate whether one ofthe generic procedures provided in thisguidance can be adopted, or whether it mustbe adapted to suit a specific application.

The generic procedures within this guidancemay be used as the basis for a proceduralcheck list by anyone involved in the manage-ment, supervision, training or driving ofarticulated and drawbar trailer combinations

10

Procedures and safety considerations

to demonstrate that safe procedures arebeing used. Any amendments to the genericprocedures should pay due reference to theoperating instructions provided by thesuppliers of the equipment installed onto thechassis and trailer.

There is a collective responsibility to ensurethat safe practice is adopted at all times,therefore the influence of peer pressure shouldnot be underestimated. A careless driver is asgreat a danger to others as to themselves.

Training is a vital part of any safety policy;therefore it is incumbent upon management toensure that a structured regime is in place andadhered to. Training should be considered asa continual process and, as such, refreshercourses must take place to ensure that driversdo not develop bad habits. When a driver hasreceived training this should be recorded in alog, dated and signed by the driver to confirmthat the training took place and that it wasfully understood.

Any breaches of the safety policy should bedocumented and each driver’s recordreviewed periodically.

No driver should be instructed to disregard adocumented safety procedure however,should this occur the driver must have accessto a supportive management structure. Anyalternative procedure should only be carriedout on the basis of a risk assessment thatdemonstrates why the documented safetyprocedure has to be breached, and that thealternative used is necessary, and can becarried out safely.

CompatibilityIt is incumbent upon the operator to ensurethat the safety of the driver and those likely tobe affected by their actions are uppermost intheir mind when instructing a driver to coupleor uncouple a truck and trailer combination.

The compatibility of any truck and trailercombination must not be taken for granted.Is the trailer fifth wheel position suitable for thekingpin position on the semitrailer to becoupled? Does the drawbar hitch position andpin size suit the towing eye and drawbar trailertowing beam geometry? When turning will thesemi trailer landing legs clear the rear of thetractor unit? Are the air and electrical servicescompatible?

Critically when considering using the splitcoupling method to couple or uncouple asemitrailer is the braking system fitted to thetrailer suitable to allow this procedure to takeplace safely? Different specifications of trailerbraking systems and their operation cannot berelied upon and may be incompatible with thecreation of a safe system of work.

The design of the braking system willdetermine the reaction times for the applicationof the trailer parking brake during the couplingand uncoupling procedure and as such thedriver could inadvertently be positioned in aplace of danger between the truck and trailerwhile making the air connections.

Two obvious situations could occur whenusing an unsuitable trailer. If the driver hasfailed to follow the designated procedure andthe trailer is not secured in the coupling, thetrailer could move when the supply air line (red)is connected. If the driver releases the airconnection the reaction time may be such thatthe trailer does not stop immediately and couldpotentially trap the driver or injure otherpersons.

The suitability of any trailer to be used whenperforming the split coupling method must beknown before a driver is instructed to carry outthat procedure. This procedure must not becarried out when using any trailer where itssuitability is unknown or suspect as doing socould place the driver in danger.

11

This procedure should be adoptedwhenever there is adequate room betweenthe rear of the tractor unit cab and the frontof the semi trailer, when coupled, for thedriver to work in safety. The driver must beadvised of, and understand, the potentialdangers to themselves and others whendeviating from an approved procedure.

CouplingSlowly reverse the tractor unit in a straightline towards the front of the trailer. Stopwhen the bottom of the fifth wheel ramps arelevel with the front of the trailer. Apply thetractor unit parking brake, stop the engineand remove the keys.

Check the parking brake on the trailer isapplied. Do not walk under the trailer.

Inspect the fifth wheel and locking deviceson the tractor unit, the kingpin and rubbingplate on the trailer for any signs of damage.Assuming everything is in order move to thenext stage. Should any damage be apparentdo not continue but seek assistance.

Check and, if necessary, adjust the trailercoupling height relative to the fifth wheel,which is normally designed to accept thekingpin just below its parallel height. Refer tothe manufacturer's instructions for thecorrect procedure. Height adjustment maybe achieved by extending or retracting thetrailer landing legs. Changing the tractor unitheight, if it is equipped with air suspension,is an alternative solution. If this process isnot carried out correctly and the trailer is toohigh, in some cases it is possible to miss thefifth wheel jaws completely, so that thekingpin passes over it into a dangerousposition behind the cab or rests on top ofthe fifth wheel.

Slowly reverse the tractor unit under thetrailer until the fifth wheel jaws engage.Apply the tractor unit parking brake, stopthe engine and remove the keys.

To check the fifth wheel jaws have correctlyengaged, carry out a visual inspection toverify that the kingpin is correctly located inthe jaws and that the fifth wheel releasehandle is in the correct locked position. Fit the security ‘dog clip’ and/or any othersafety device provided.

Note: If the ‘dog clip’ does not fully engage,pull release handle to disengage the jawsand slowly move tractor unit away fromtrailer then repeat the fifth wheel couplingprocedure.

The second test is to select a low forwardgear and, with the trailer parking brake stillapplied, slowly pull forward and perform a ‘snatch test’. Repeat the snatch test toconfirm the jaws have locked. Apply thetractor unit parking brake, stop the engineand remove the keys.

Connect the service air line (yellow) andelectrical connections.

Connect the supply air line (red) and watchfor any unexpected movement.

Note: If the trailer moves, immediatelydisconnect the supply air line (red) andcheck that the parking brake on the trailerhas been applied.

Wind up the landing legs and stow thehandle. Release the trailer parking brake,ensure that any air suspension control is setto the ride position and attach the rearnumber plate.

Appendix One

Standard semitrailers - coupling and uncoupling procedures

12

Appendix One (continued)

Test the operation of all of the lamps.

Before pulling away walk around thecombination to check that everything is inorder. Checks should include the routinerequirements of oil, water, fuel, windscreen,mirrors, truck and trailer wheels and tyres forsecurity and legality, bodywork and ancillaryequipment. It is also the responsibility of thedriver to check that the load is secure andthat the in-cab height indicator is correct.The driver should turn on the ignition tocheck that the ABS/EBS warning lamp(s)activate in the correct sequence andextinguish. If, for any reason, thecombination appears unroadworthy do notproceed but seek assistance.

On pulling away, test the brakes to ensurecorrect operation and that, if fitted, the ABSwarning lamp on the trailer functionscorrectly and extinguishes when a speed of15 kph is exceeded.

UncouplingPark the combination in a straight line. Applythe tractor unit parking brake, stop theengine and remove the keys.

Apply the parking brake on the trailer.

Remove the trailer number plate and place inthe stowage position provided or in the cab.

Lower the landing legs until they are incontact with the ground.

Disconnect all of the air and electricalservices. When disconnecting the air lines,grip the connections firmly as they may kickback when released due to air pressure inthe line.

Note: Do not leave the connections loose,but place them in the dummy stowage

positions provided or secure them on thecatwalk in such manner that water and dirtcannot enter the connections.

Remove the security ‘dog clip’ and anyother safety device then pull the releasehandle to disengage the fifth wheel jaws.

Slowly draw the tractor unit away from thetrailer. If the tractor unit has air suspensionstop after approximately 300mm and applythe tractor unit parking brake while the fifthwheel is still under the trailer rubbing plate,and lower the rear axle air suspension todrop the fifth wheel away from the trailer.Lowering the suspension will prevent therear of the tractor unit rising suddenly as thetrailer weight is removed from the fifth wheel. Now pull clear of the trailer and stop. Resetthe tractor unit air suspension to the rideposition. If the tractor unit has mechanicalsuspension, stop when the trailer is clear ofthe fifth wheel. Apply the tractor unit parkingbrake, stop the engine and remove the keys.

Before leaving the trailer, walk around it andcheck that it is in a safe condition.

Supplementary safety rules for standard semitrailersIt is important to follow these safety rules:

• Do not give others the opportunity totake control of your vehicle, always applythe tractor unit parking brake, stop theengine and remove the keys beforeleaving the cab.

• Never pass, or allow others to pass,under the trailer.

• Never place fingers into the fifth wheel jaw.

• Wherever possible avoid coupling to asemitrailer from any position other than

13

straight in line as this can give rise to asituation were excessive force is required,the kingpin may miss the fifth wheel, the trailer may be pushed sideways,damage could be caused or personalinjury could occur.

• Always ensure that all safety devices are engaged.

• Do not release the fifth wheel with theservices connected, unless using the split coupling method described inappendix two (pg 14).

• Do not connect the services unless thekingpin is fully engaged in the fifth wheeljaws unless using the split couplingmethod described in appendix two.

• Never attempt to couple to a trailer whenthe kingpin is above the height of the fifth wheel.

• If the trailer is against a loading dock, and the air suspension height is to beadjusted, pull the trailer forwards by50mm and adjust the height beforeuncoupling.

• Do not attempt to uncouple a trailerunless it is equipped with landing legs.

• Ensure that the tractor unit and trailer aredesigned to work as a combination.

• Do not attempt to pull away with the lowair pressure warning buzzer sounding.Always allow the system to become fullycharged.

• If your vehicle is equipped with a parkingbrake test position, use it as described inthe truck manufacturers instructions.

• The parking brake on the trailer has beenapplied when leaving the coupled vehiclefor extended periods, e.g. overnight.

Special applicationsTo accommodate some applications it may be necessary for an operator to useequipment that is not covered within theseprocedures for example dual or multiposition sliding fifth wheels and dual heightraising fifth wheels. Other users may beengaged in special types operations or usenon-standard trailers. In these instances itwill be necessary for bespoke operatinginstructions to be created following a risk assessment.

Appendix One (continued)

14

This procedure may be adopted when thereis inadequate room between the rear of thetractor unit cab and the front of thesemitrailer, when coupled, for the driver towork in safety. The driver must be advised of, and understand, the potential dangers tothemselves and others when deviating froman approved procedure.

Coupling using the split coupling methodSlowly reverse the tractor unit in a straightline towards the front of the trailer, stop whenthe bottom of the fifth wheel ramps are levelwith the front of the trailer. Apply the tractorunit parking brake, stop the engine andremove the keys.


Inspect the fifth wheel and locking devices onthe tractor unit, plus the kingpin and rubbingplate on the trailer for any signs of damage.Assuming everything is in order move to thenext stage. Should any damage be apparentdo not continue but seek assistance.

Check and, if necessary, adjust the trailercoupling height relative to the fifth wheel,which is normally designed to accept thekingpin just below its parallel height. See themanufacturer's instructions for the correctprocedure. Height adjustment may beachieved by extending or retracting thetrailer landing legs. Changing the tractor unitheight, if it is equipped with air suspension,is an alternative solution. If this process isnot carried out correctly and the trailer is toohigh, in some cases, it is possible to missthe fifth wheel jaws completely, so that thekingpin passes over it into a dangerousposition behind the cab or rests on top ofthe fifth wheel.

Slowly reverse the tractor unit under thetrailer until the front of the trailer isapproximately one metre away from the cab,as this should allow access onto the catwalkbehind the cab in safety. Apply the tractorunit parking brake, stop the engine andremove the keys.




Slowly reverse the tractor unit under thetrailer until the fifth wheel jaws engage.Apply the tractor unit parking brake, stopthe engine and remove the keys.

To check the fifth wheel jaws have correctlyengaged carry out a visual inspection to verifythat the kingpin is correctly located in the jaws and that the fifth wheel releasehandle is in the correct locked position. Fit the security ‘dog clip' and/or any othersafety device provided.

Note: If the ‘dog clip’ does not fully engagepull the release handle to disengage the jawsand slowly move tractor unit away from trailer,then repeat the fifth wheel coupling procedure.

The second test is to select a low forwardgear and, with the trailer parking brake stillapplied, slowly pull forward and perform a‘snatch test’. Repeat the snatch test toconfirm the jaws have locked. Apply thetractor unit parking brake, stop the engineand remove the keys.

Appendix Two

Close coupled semitrailers - coupling and uncoupling procedures

15

Wind up the landing legs and stow thehandle. Release the trailer parking brake,ensure that any air suspension control is setto the ride position and attach the rearnumber plate.


Before pulling away, walk around thecombination to check that everything is inorder. These checks should include routinerequirements of oil, water, fuel, windscreen,mirrors, truck and trailer wheels and tyres forsecurity and legality, bodywork and ancillaryequipment. It is also the responsibility of thedriver to check that the load is secure andthat the in-cab height indicator is correct.The driver should turn on the ignition tocheck that the ABS/EBS warning lamp(s)activate in the correct sequence and thenextinguish. If, for any reason, thecombination appears un-roadworthy, do not proceed, but seek assistance.

On pulling away, test the brakes to ensurecorrect operation and that, if fitted, the ABS warning lamp on the trailer functionscorrectly and extinguishes when a speed of15 kph is exceeded.

Uncoupling using the split coupling methodPark the combination in a straight line. Applythe tractor unit parking brake, stop theengine and remove the keys.


Remove the trailer number plate and place inthe stowage position provided or in the cab.


Remove the security dog clip and any othersafety device, then pull the release handle to

disengage the fifth wheel jaws.

Slowly draw the tractor unit away from thetrailer, if the tractor unit has air suspensionstop after approximately 300mm and applythe tractor unit parking brake while the fifthwheel is still under the trailer rubbing plateand lower the rear axle air suspension todrop the fifth wheel away from the trailer.Lowering the suspension will prevent therear of the tractor unit rising suddenly as thetrailer weight is removed from the fifth wheel.Then, whether the tractor unit has air ormechanical suspension, continue to drawthe tractor unit forward from under the traileruntil the front of the trailer is approximatelyone metre away from the cab. This shouldsafely allow access onto the catwalk behindthe cab. Do not pull too far forwards, asdoing so will exert excessive strain on the airand electrical service lines, which will resultin damage. Apply the tractor unit parkingbrake, stop the engine and remove the keys.

Disconnect all of the air and electricalservices. When disconnecting the air linesgrip the connections firmly as they may kickback when released due to air pressure inthe line.

Note: Do not leave the connections loose,but place them in the dummy stowagepositions provided or secure them on thecat walk in such manner that water and dirtcannot enter the connections.

Slowly pull the tractor unit clear of the trailer and stop. Reset the tractor unit airsuspension to the ride position. Apply thetractor unit parking brake, stop the engineand remove the keys.

Before leaving the trailer walk around it andcheck that it is in a safe condition.

Appendix Two (continued)

16

This procedure may be adopted wheneverthere is inadequate room between the rearof the tractor unit cab and the front of thesemitrailer, when coupled, for the driver towork in safety. The driver must be advised ofand understand the potential dangers tothemselves and others when deviating froman approved procedure.

Coupling using the cranked coupling methodSlowly reverse the tractor unit towards thetrailer, stop when the bottom of the fifth wheelramps are level with the front of the trailer.Apply the tractor unit parking brake, stop theengine and remove the keys.


Inspect the fifth wheel and locking devices onthe tractor unit plus the kingpin and rubbingplate on the trailer for any signs of damage.Assuming everything is in order move to thenext stage. Should any damage be apparentdo not continue but seek assistance.

Check and, if necessary, adjust the trailercoupling height relative to the fifth wheel,which is normally designed to accept thekingpin just below its parallel height. See themanufacturer's instructions for the correctprocedure. Height adjustment may beachieved by extending or retracting the trailerlanding legs. Changing the tractor unit height,if it is equipped with air suspension, is analternative solution. If this process is notcarried out correctly and the trailer is toohigh, in some cases it is possible to miss thefifth wheel jaws completely. This causes thekingpin to pass over it into a dangerousposition behind the cab or rest on top of thefifth wheel.

Slowly reverse the tractor unit under thetrailer until the fifth wheel jaws engage.Apply the tractor unit parking brake, stop the engine and remove the keys.

To check the fifth wheel jaws have correctlyengaged carry out a visual inspection toverify that the kingpin is correctly located inthe jaws and that the fifth wheel releasehandle is in the correct locked position. Fit the security ‘dog clip' and/or any othersafety device provided.

Note: If the ‘dog clip’ does not fully engage,pull release handle to disengage thejaws and slowly move tractor unit away from trailer, then repeat the fifth wheelcoupling procedure.

The second test is to select a low forwardgear and, with the trailer parking brake stillapplied, slowly pull forward and perform a‘snatch test’. Repeat the snatch test toconfirm the jaws have locked. Apply thetractor unit parking brake, stop the engineand remove the keys.

Wind up the landing legs and stow thehandle. Release the parking brake on thetrailer and operate the shunt valve to allowthe trailer to move. Ensure that any airsuspension control is set to the ride positionand attach the rear number plate.

Very slowly pull forward and turn the tractorunit right or left to a position that will give bestaccess to the air and electrical couplingsbehind the cab and on the front of the trailer.Apply the tractor unit parking brake, stop theengine and remove the keys.


Appendix Three

Close coupled semitrailers - coupling and uncoupling procedures


Ensure that the trailer shunt valve is nolonger in the brakes released position.


Before pulling away, walk around thecombination to check that everything is inorder. These checks should include routinerequirements of oil, water, fuel, windscreen,mirrors, truck and trailer wheels and tyres for security and legality, bodywork andancillary equipment. It is also theresponsibility of the driver to check that theload is secure and that the in-cab heightindicator is correct. The driver should turnon the ignition to check that the ABS/EBSwarning lamp(s) activate in the correctsequence and extinguish. If, for any reason,the combination appears un-roadworthydo not proceed but seek assistance.


Uncoupling using the cranked coupling methodPark the combination with the trailer near itsfinal required location but with the tractorunit turned to the right or left in a positionthat will give best access to the air andelectrical couplings behind the cab and onthe front of the trailer. Apply the tractor unitparking brake, stop the engine and removethe keys.


Note: Do not leave the connections loosebut place them in the dummy stowagepositions provided or secure them on thecatwalk in such manner that water and dirtcannot enter the connections.

Operate the trailer shunt valve to allow thetrailer to move.

Remove the trailer number plate and place it in the stowage position provided or in the cab.

Slowly manoeuvre the tractor unit and trailerinto a straight line and then reverse thetrailer into its final required location. Applythe tractor unit parking brake, stop theengine and remove the keys.


Ensure that the trailer shunt valve is nolonger in the release position.


Remove the security ‘dog clip’ and anyother safety device, then pull the releasehandle to disengage the fifth wheel jaws.

Slowly draw the tractor unit away from thetrailer, if the tractor unit has air suspensionstop after about 300mm, and apply thetractor unit parking brake. While the fifthwheel is still under the trailer rubbing plateand lower the rear axle air suspension to dropthe fifth wheel away from the trailer. Loweringthe suspension will prevent the rear of thetractor unit rising suddenly as the trailerweight is removed from the fifth wheel. Thenpull clear of the trailer and stop. Reset thetractor unit air suspension to the ride position.

If the tractor unit has mechanical suspension,stop when the trailer is clear of the fifth wheel.

17

Appendix Three (continued)

18

Apply the tractor unit parking brake, stop theengine and remove the keys.

Before leaving the trailer, walk around it andcheck that it is in a safe condition.

Supplementary safety rules for close coupled semitrailersIt is important to follow these safety rules:

• Do not give others the opportunity totake control of your vehicle, always applythe tractor unit parking brake, stop theengine and remove the keys beforeleaving the cab.

• If possible, when using the split couplingmethod described in Appendix two (pg14), ensure that the trailer landing legsare in contact with the ground whileconnecting or disconnecting the air andelectrical services.

• When using the cranked split couplingmethod described in Appendix three,never connect the services unless thekingpin is fully engaged in the fifth wheel jaw.

• Never pass, or allow others to pass,under the trailer.

• Never place fingers into the fifth wheel jaw.

• Wherever possible avoid coupling to asemitrailer from any position other thanstraight in line as this can give rise to asituation were excessive force is required,the kingpin may miss the fifth wheel, thetrailer may be pushed sideways, damagecould be caused or personal injury couldoccur.

• Always ensure that all safety devices areengaged.

• Never attempt to couple to a trailer whenthe kingpin is above the height of the fifthwheel.

• If the trailer is against a loading dock andthe air suspension height is to beadjusted, pull the trailer forwards by50mm and adjust the height beforeuncoupling.

• Do not attempt to uncouple a trailerunless it is equipped with landing legs.

• Ensure that the tractor unit and trailer aredesigned to work as a combination.


• If your vehicle is equipped with a parkingbreak test position, use it as described inthe truck manufacturer’s instructions.


Special applicationsTo accommodate some applications it may be necessary for an operator to useequipment that is not covered within theseprocedures, for example dual or multiposition sliding fifth wheels and dual heightraising fifth wheels, while other users may beengaged in special operations or useunusual design trailers. In these instances it will be necessary for bespoke operatinginstructions to be created following a riskassessment.


Parking semitrailers – good and bad practice

Good practice means always ensuring:

• The ground is firm and level and willsupport both landing legs.

• That, after uncoupling, you check that the landing legs are not sinking into thesurface.

• You uncouple while in a straight line asthis will make coupling easier.

• You understand that when in reverse atrailer that is jack knifed is goingnowhere, pull forward and try again.

• The trailer will not cause an obstructionor hazard to other traffic.

• The trailer will not pose a danger topedestrians.

• The trailer will not contravene any nationalor local traffic regulations.

• You lower the air suspension, if fitted,when the trailer is to be left for extendedperiods.

• The parking brake on the trailer is alwaysapplied before it is uncoupled from thetractor unit.

Avoiding bad practice means:-

• Do not under any circumstances use theautomatic application of the brakescaused by releasing the supply air line(red) as the parking brake. This is not afail safe condition.

• Do not park the trailer on soft ground.

• Do not leave the trailer on an adverseincline, front, rear or sideways.

• Do not create an obstruction or park thetrailer so it overhangs any vehicle routesor carriageways.

• Do not leave the trailer where couplingmay be difficult.

19


20

The driver must be advised of and understandthe potential dangers to themselves and otherswhen deviating from an approved procedure.

CouplingSlowly reverse the chassis towards thetrailer, stop when you estimate that the hitchand towing eye are about two metres apart.Apply the chassis parking brake, stop theengine and remove the keys.

Check the parking brake on the trailer isapplied.

Raise the retractable rear under runprotector if fitted.

On an air-actuated hitch, raise and set thepin as described in the manufacturer’sinstructions. With a spring loaded hitch raisethe pin manually, after releasing the safetydevice, if fitted. On a coupling with a simpledrop pin, release the locking device andremove the pin.

Before proceeding further, inspect the hitchand the air and electrical service connectionson the chassis for damage, then inspect thetrailer towing beam, including the eye andthe air and electrical services for damage.Assuming everything is in order, move to thenext stage. Should any damage be apparentdo not continue but seek assistance.

After checking the relationship between thehitch and eye, slowly reverse the chassistowards the trailer.

When coupling to a centre axle trailer, lineup the body sides as this will make couplingeasier.

Stop when you estimate that the hitch andeye are 300 to 500mm apart. Apply the

chassis parking brake, stop the engine andremove the keys. Do not be tempted tocouple to the trailer without checking yourposition as damage may result.

Check and adjust the height of the towingeye relative to the hitch, which is normallydesigned to accept the eye either on orslightly below the centre line of the jaw. Seethe hitch manufacturer’s instructions for thecorrect procedure. Adjustment may beachieved by extending or retracting thetrailer front prop leg. Changing the chassisheight, if it is equipped with air suspension,is an alternative solution.

If necessary, adjust the position of thechassis laterally and be prepared to leavethe cab a number of times to ensure acorrect and safe connection.

On an air actuated and spring loaded hitch,the pin will drop automatically when the eyetriggers the release catch.

Note: Occasionally the pin will drop but failto engage, if this happens reset the releasemechanism after pulling the chassis forwardand repeat the coupling procedure.Sometimes the eye will fail to trigger the pin,in this instance it may be necessary toadjust the height of the eye.

With a manual drop pin in position, replacethe locking device.

Before proceeding further, ensure that the pinis fully engaged. See the hitch manufacturer’sinstructions for the correct procedure. Ifnecessary start the engine, release thebrakes and very slowly rock the combinationforwards. Reapply the chassis parking brake,stop the engine and remove the keys.Recheck that the pin is fully engaged.

Appendix Four

Centre axle drawbar trailers - coupling and uncoupling procedures




Raise the front and rear prop legs and stowthe handle. Release the trailer parking brake,ensure that any air suspension control is setto the ‘ride’ position and attach the rearnumber plate.


Before pulling away, walk around thecombination to check that everything is inorder. These checks should include routinerequirements of oil, water, fuel, windscreen,mirrors, truck and trailer wheels and tyres forsecurity and legality, bodywork and ancillaryequipment. It is also the responsibility of thedriver to check that the load is secure andthat the in-cab height indicator is correct.The driver should turn on the ignition tocheck that the ABS/EBS warning lamp(s)activate in the correct sequence andextinguish. If for any reason the combinationappears un-roadworthy, do not proceed, butseek assistance.

On pulling away, test the brakes to ensurecorrect operation and that, if fitted, the ABSwarning lamp on the trailer functionscorrectly and extinguishes when a speed of 15 kph is exceeded.

UncouplingPark the combination in a straight line. Applythe chassis parking brake, stop the engineand remove the keys.


Remove the trailer number plate and placein the stowage position provided or in thecab.

Lower the front landing leg until it is about20mm from the ground.

Lower the rear prop legs to a height justabove the ground. If the prop legs areequipped with multi-position spring loadedlocking plungers select the position thatgives minimum ground clearance.

Disconnect all of the air and electricalservices. When disconnecting the air linesgrip the connections firmly as they may kickback when released due to air pressure inthe line.

Note: Do not leave the connections on theground, but place them in the dummystowage positions provided or drape themover the towing beam so that water and dirtcannot enter the connections.

Raise the towing pin to release the trailer. If the towing hitch has an air releasemechanism or manual lever action see themanufacturer’s instructions for the correctprocedure. If the hitch has a simple droppin, release the locking device and removethe pin by hand. Should the weight of thetrailer be hanging on the pin, it may benecessary to move the prime mover slightlyto remove pressure on the pin.

Slowly draw the chassis away from thetrailer and stop when the vehicle is clear ofthe towing eye. Apply the chassis parkingbrake, stop the engine and remove the keys.

Before leaving the trailer walk around it toensure that it is in a safe condition.If the chassis is equipped with a retractable

21

Appendix Four (continued)

22

under run protector set it to the loweredposition.

If the towing pin is removable, replace it andsecure in position.

Supplementary safety rules for draw bar trailersIt is important to follow these safety rules:

• Do not give others the opportunity totake control of your vehicle, always applythe chassis parking brake, stop theengine and remove the keys beforeleaving the cab.

• Never pass, or allow others to pass,between the chassis and trailer unlessthe towing pin is locked into the trailereye, the combination is stationary, thechassis parking brake applied, the enginestopped and the keys removed.

• Never place fingers into the towing jaw.


• Never release the towing pin with the airand electrical services connected.

• Never connect the air and electrical servicesunless the towing pin is fully engaged.

• Never attempt to couple a centre axletrailer when the eye is above the centreline of the hitch.

• Never attempt to connect a hitch pin to atrailer eye of a different diameter.


• Do not attempt to uncouple a centre axletrailer unless it is equipped with proplegs.

• Do not uncouple a centre axle trailer withonly a front prop leg unless you are surethat the weight of the load is in front ofthe axles.

• Ensure that the chassis and trailer aredesigned to work as a combination.


• When reversing the combination beaware that if the towing beam makescontact with the side of the hitch ormounting plates damage may result.

• Never try to straighten a bent eye ortowing beam by applying pressure in theopposite direction, as a catastrophicfailure may result.

• If your vehicle is equipped with a parkingbrake test position use it as described inthe truck manufacturer’s instructions.


Appendix Four (continued)

The driver must be advised of andunderstand the potential dangers tothemselves and others when deviating froman approved procedure.

CouplingSlowly reverse the chassis towards thetrailer, stop when you estimate that the hitchand towing eye are about two metres apart.Apply the chassis parking brake, stop the engine and remove the keys.

Check the parking brake on the trailer isapplied.

Raise the retractable rear under runprotector if fitted.

On an air actuated hitch, raise and set thepin as described in the manufacturer’sinstructions. With a spring-loaded hitch,raise the pin manually after releasing thesafety device if fitted. On a coupling with asimple drop pin, release the locking deviceand remove the pin.

Before proceeding further, inspect the hitchand the air and electrical serviceconnections on the chassis for damage,then inspect the trailer ‘A’ frame, includingthe eye, air and electrical services, fordamage. Assuming everything is in order,move to the next stage. Should any damagebe apparent do not continue but seekassistance.

After checking the relationship between thehitch and eye, slowly reverse the chassistowards the trailer.

On a turntable trailer, if the ‘A’ frame ispointing straight forwards, line up the bodysides as this will make coupling easier.However should the ‘A’ frame be at an angle

to the front of the trailer, line up the side ofthe chassis bodywork to the side of the frontaxle tyres while making an allowance for thereduced width over the tyres of the trailercompared to that of the bodywork.

Stop when you estimate that the hitch andeye are 300 to 500mm apart. Apply thechassis parking brake, stop the engine andremove the keys. Do not be tempted tocouple to the trailer without checking yourposition as damage may result.

Check and adjust the height of the towingeye relative to the hitch, which is normallydesigned to accept the eye either on orslightly below the centre line of the jaw. Seethe hitch manufacturer’s instructions for thecorrect procedure. Adjustment may beachieved by lifting or lowering the ‘A’ frameon the spring balance or height adjustablesupport leg. Changing the chassis height, if it is equipped with air suspension, is analternative solution.

If necessary, adjust the position of thechassis laterally and be prepared to leavethe cab a number of times to ensure acorrect and safe connection.

On an air actuated and spring loaded hitch,the pin will drop automatically when the eyetriggers the release catch.

Note: Occasionally the pin will drop but failto engage. If this happens reset the releasemechanism after pulling the chassis forwardand repeat the coupling procedure.Sometimes the eye will fail to trigger the pin, in this instance it may be necessary toadjust the height of the eye.

With a manual drop pin in position, replacethe locking device.

23

Appendix Five

Turntable drawbar trailers - coupling and uncoupling procedures

Before proceeding further, ensure that thepin is fully engaged. See the hitchmanufacturer’s instructions for the correctprocedure. If necessary start the engine,release the brakes and very slowly rock thecombination forwards. Reapply the chassisparking brake, stop the engine and removethe keys. Recheck that the pin is fullyengaged.




Stow any adjustable ‘A’ frame support legfitted. Release the trailer parking brake,ensure that any air suspension control is set to the ride position and attach the rearnumber plate.


Before pulling away walk around thecombination to check that everything is inorder. These checks should include theroutine requirements of oil, water, fuel,windscreen and mirrors, truck and trailerwheels and tyres for security and legality,bodywork and ancillary equipment. It is alsothe responsibility of the driver to check thatthe load is secure and that the in-cab heightindicator is correct. The driver should turnon the ignition to check that the ABS/EBSwarning lamp(s) activate in the correctsequence and extinguish. If for any reasonthe combination appears un-roadworthy donot proceed but seek assistance.


UncouplingPark the combination in a straight line. Applythe chassis parking brake, stop the engineand remove the keys.


Remove the trailer number plate and place in the stowage position provided or inthe cab.

On trailers with an ‘A’ frame spring balanceproceed to the next process or, if fitted,lower the adjustable support leg until it isabout 20mm from the ground.


Note: Do not leave the connections on theground, but place them in the dummystowage positions provided or drape themover the ‘A’ frame so that water and dirtcannot enter the connections.

Raise the towing pin to release the trailer. If the towing hitch has an air releasemechanism or manual lever action see themanufacturer’s instructions for the correctprocedure. If the hitch has a simple droppin, release the locking device and removethe pin by hand. Should the weight of thetrailer be hanging on the pin it may benecessary to move the prime mover slightlyto remove pressure on the pin.

24

Appendix Five (continued)

Slowly draw the chassis away from thetrailer and stop when the vehicle is clear ofthe towing eye. Apply the chassis parkingbrake, stop the engine and remove the keys.

Before leaving the trailer, walk around it toensure that it is in a safe condition.

If the chassis is equipped with a retractableunder run protector set it to the loweredposition.

If the towing pin is removable replace it andsecure in position.

Supplementary safety rules for drawbar trailersIt is important to follow these safety rules:-

• Do not give others the opportunity totake control of your vehicle, always applythe chassis parking brake, stop theengine and remove the keys beforeleaving the cab.

• Never pass, or allow others to pass,between the chassis and trailer unlessthe towing pin is locked into the trailereye, the combination is stationary, thechassis parking brake applied, the enginestopped and the keys removed.

• Never place fingers into the towing jaw.


• Never release the towing pin with the airand electrical services connected.

• Never connect the air and electricalservices unless the towing pin is fullyengaged.

• Never be tempted to move a turntabletrailer towing eye to the hitch by releasing

the brakes – always take the hitch to the eye.

• Never attempt to connect a hitch pin to atrailer eye of a different diameter.


• Turntable trailers have an ‘A’ frame with aspring balance or prop leg to provideheight adjustment. If no support methodis provided do not uncouple the trailer.

• Ensure that the chassis and trailer aredesigned to work as a combination.


• When reversing the combination beaware that if the ‘A’ frame makes contactwith the side of the hitch or mountingplates, damage may result.

• Never try to straighten a bent eye or ‘A’frame by applying pressure in theopposite direction, as a catastrophicfailure may result.

• If your vehicle is equipped with a parkingbrake test position use it as described inthe truck manufacturer’s instructions.


25


Parking trailers – good and bad practiceGood practice always means:

• The ground is firm and level and willsupport both landing legs.

• That, after uncoupling, you check that the landing legs are not sinking into thesurface.

• You uncouple while in a straight line asthis will make the coupling easier.

• You understand that when in reverse atrailer that is jack knifed is goingnowhere. Pull forward and try again.

• The trailer will not cause an obstructionor hazard to other traffic.

• The trailer will not pose a danger topedestrians.

• The trailer will not contravene any national or local traffic regulations.

• You lower the air suspension, if fitted, ifthe trailer is to be left for extendedperiods.

• The parking brake on the trailer is alwaysapplied before uncoupling from the primemover.

Avoiding bad practice means:• Do not under any circumstances use the

automatic application of the brakescaused by releasing the supply air line(red) as the parking brake. This is not afail safe condition.

• Do not park the trailer on soft ground.

• Do not leave the trailer on an adverseincline – front, rear or sideways.

• Do not create an obstruction or park thetrailer so it overhangs any vehicle routesor carriageways.

• Do not leave the trailer where couplingmay be difficult.

26


First published March 2006Reprinted August 2007

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