Pilot/Escort Vehicle Operators

TRAINING MANUAL
TRAINING MANUAL | Pilot/Escort Vehicle Operators

Notice

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assumes no liability for the use of the information contained in this document. 

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Cover image: iStock.com/olaser
Pilot/Escort Vehicle Operators | TRAINING MANUAL

Technical Report Documentation Page

1. Report No. 

FHWA-HOP-16-050

2. Government Accession 

No.

3. Recipient’s Catalog No.

4. Title and Subtitle 

Pilot/Escort Vehicle Operators Training Manual 

5. Report Date

February 2017

6. Performing Organizations Code

7. Authors

 Ann Hamilton PhD

8. Performing Organization 

Report No.

9. Performing Organization Name and Address

Leidos

11251 Roger Bacon Drive 

Reston, VA 20190

10. Work Unit No. (TRAIS)

11. Contract or Grant No.

 Contract No. 

12. Sponsoring Agency Name and Address

U.S. Department of Transportation

Federal Highway Administration

1200 New Jersey Avenue, SE

Washington, DC 20590

13. Type of Report and Period 

Covered

Training Handbook

September 2014 – December 

2016

14. Sponsoring Agency Code

HOFM

15. Supplementary Notes

John Berg, FHWA

16. Abstract

This student training manual is the companion document for the Pilot/Escort Vehicle Operator 

(P/EVO) Training Course. The manual is designed to prepare individuals to fulfill pilot/escort duties 

safely and effectively. It includes an overview of the pilot/escort industry, requirements for 

P/EVOs and their vehicles, procedures for escorting oversize loads, elements of route planning, 

issues of driver safety, and many important related topics. It further promotes and facilitates 

understanding of the regulations, duties, and responsibilities of P/EVOs and provides practical 

information on such issues as safe maneuvering and vehicle positioning, typically required 

equipment and its uses, and examples of the substantial variance in rules governing P/EVOs from 

State to State.

17. Key Words

Pilot/Escort Vehicle Operators, Pilot Escort Vehicle Equipment, 

Pilot Escort Vehicle Route Planning, Route Survey, Pilot Escort 

Vehicle Pre-Trip Planning, Pilot Escort Vehicle Trip Operations, 

Oversize Loads, Pilot Escort Vehicle Driver Safety, P/EVO 

Training, Pilot Cars

18. Distribution Statement 

 No restrictions. 

19. Security Classif. (of this report) 

Unclassified

20. Security Classif. (of this 

page) Unclassified

21. No of Pages

 140

22. Price 

 N/A

Form DOT F 1700.7 (8-72) Reproduction of completed page authorized.

Pilot/Escort Vehicle Operators | TRAINING MANUAL

iii

Table of Contents

MODULE 1: COURSE INTRODUCTION AND INDUSTRY BACKGROUND ................... 1

LESSON 1: INTRODUCTION............................................................................................................1

LESSON 2: PILOT ESCORT INDUSTRY BACKGROUND ...........................................................2

Pilot/Escort Vehicle Operator Industry Safety Efforts...................................................................2

Industry Evolution and the Lack of Uniformity..............................................................................4

Deaths in Large Truck Crashes ......................................................................................................5

Regulation of Trucks and Drivers...................................................................................................5

Role of Pilot/Escort Vehicle Operators...........................................................................................6

Reasons for Pilot/Escort Vehicle Operator Certification ...............................................................7

Professionalism in the Industry.......................................................................................................7

LESSON 3: COURSE AND TRAINING MANUAL STRUCTURE ..............................................8

The Certification Examination........................................................................................................9

MODULE 2: PILOT ESCORT OPERATOR AND VEHICLE EQUIPMENT 

REQUIREMENTS...........................................................................................................................11

LESSON 1: PILOT ESCORT OPERATOR REQUIREMENTS.....................................................12

Pilot/Escort Vehicle Operator Certification and Reciprocity among States................................12

LESSON 2: ESCORT VEHICLE EQUIPMENT REQUIREMENTS ............................................14

Looking Ahead ..............................................................................................................................15

Benefits of CBs over Cell Phones..................................................................................................20

MODULE 3: ROUTE PLANNING............................................................................................. 23

LESSON 1: ROUTE SELECTION AND REVIEW ........................................................................23

LESSON 2: ROUTE SURVEY .........................................................................................................24

Route Survey Tools........................................................................................................................24

Route Survey Procedures..............................................................................................................25

Route Survey Contents..................................................................................................................26

Railroad Crossings.........................................................................................................................28

Route Survey Evaluation ...............................................................................................................30

MODULE 4: PRE-TRIP ACTIVITIES ...................................................................................... 31

LESSON 1: PRE-TRIP PLANNING AND PROCEDURES...........................................................31

Assignment Confirmation .............................................................................................................31

LESSON 2: PRE-TRIP SAFETY MEETING ..................................................................................35

Communication Issues...................................................................................................................35

Establishing Team Dynamics........................................................................................................36

Load Issues.....................................................................................................................................37

Hazardous Materials .....................................................................................................................37

Permit and Route Review..............................................................................................................38

When Pre-Trip Activities Are Not Possible: The Modified Pre-Trip Meeting ............................40
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LESSON 3: VEHICLE INSPECTIONS............................................................................................42

Pre-Trip Inspections and Opportunity Inspections.......................................................................42

MODULE 5: TRIP OPERATIONS............................................................................................. 49

Characteristics of Oversize Loads ................................................................................................49

Parking and Backing Issues...........................................................................................................50

Stopping Distances........................................................................................................................51

LESSON 1: LOAD MOVEMENT—THE ROLE OF PILOT/ESCORT VEHICLE OPERATORS. 52

Permits ...........................................................................................................................................52

Load Movement Preparation .........................................................................................................53

Inspection and Monitoring During Load Movement ...................................................................53

Pilot/Escort Vehicle Operators Responsibilities...........................................................................54

Role of the Lead Pilot/Escort Vehicle Operator............................................................................55

Seeing Hazards..............................................................................................................................55

Role of Rear Pilot/Escort Vehicle Operator..................................................................................58

Load-related Hazards.....................................................................................................................59

LESSON 2: EQUIPMENT DEPLOYMENT AND OPERATION..................................................65

Flagging Equipment.......................................................................................................................65

Emergency Equipment...................................................................................................................66

Pilot/Escort Vehicle Operator Special Skills................................................................................67

LESSON 3: ROADWAY POSITIONS AND PROCEDURES.........................................................69

Pilot/Escort Vehicle Operator Positions........................................................................................70

LESSON 4: TRAFFIC CONTROL OPERATIONS.........................................................................72

Equipment for Controlling Traffic.................................................................................................75

Traffic Control Authority...............................................................................................................77

LESSON 5: RAILROAD CROSSINGS............................................................................................77

Oversize Load Issues.....................................................................................................................79

Route Survey Issues.......................................................................................................................80

Types of Crossings.........................................................................................................................80

Procedures for Negotiating Railroad Crossings............................................................................80

Railroad Crossing Safety Reminders............................................................................................82

LESSON 6: EMERGENCY PROCEDURES ...................................................................................84

Traffic Emergencies.......................................................................................................................85

Vehicle Emergencies......................................................................................................................87

Emergency Roadside Parking/Breakdowns..................................................................................89

MODULE 6: POST-TRIP RESPONSIBILITIES AND ACTIVITIES.................................... 93

LESSON 1: AFTER THE TRIP – VEHICLE AND EQUIPMENT TASKS..................................93

Warning Lights..............................................................................................................................94

Oversize Load Signs and Flags.....................................................................................................94

Height Pole .....................................................................................................................................94

Data for Trip Log ...........................................................................................................................94
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LESSON 2: POST-TRIP EVALUATION..........................................................................................95

Assignment Evaluation..................................................................................................................95

Route Survey Evaluation ...............................................................................................................96

Communication Equipment and Procedures Evaluation..............................................................97

Emergency Response Evaluation ..................................................................................................97

LESSON 3: WRITTEN REPORTS AND TRIP LOGS...................................................................98

MODULE 7: DRIVER SAFETY ISSUES .................................................................................. 99

LESSON 1: DISTRACTIONS ...........................................................................................................99

LESSON 2: DROWSY DRIVING (FATIGUE) .............................................................................102

Hours of Service Rules................................................................................................................103

Dangers of Drowsy Driving/Fatigue...........................................................................................103

Recognizing Danger Signs of Drowsiness and Fatigue..............................................................104

Fatigue and Vision .......................................................................................................................106

Preventing Drowsy Driving.........................................................................................................106

LESSON 3: AGGRESSION.............................................................................................................108

What Can a Pilot/Escort Vehicle Operator Do To Minimize Aggressive Behavior?................108

What Can a Pilot/Escort Vehicle Operator Do If Confronted by an Aggressive Driver? .........109

LESSON 4: GENERAL SAFE DRIVING PRACTICES ............................................................. 110

Driving in Adverse Conditions.................................................................................................... 110

Managing Speed and Space......................................................................................................... 114

Braking Tips................................................................................................................................. 116

Managing Space........................................................................................................................... 118

LESSON 5: SAFETY TECHNOLOGIES ......................................................................................120

Other Safety Technologies and Strategies...................................................................................122

MODULE 8: COURSE EXAM AND EVALUATION ............................................................ 125

GLOSSARY.................................................................................................................................. 127

ADDITIONAL RESOURCES.......................................................................................................127

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List of Tables

Table 1. Sample of State rules for traffic control/flagging..................................................................73

Table 2. Hierarchy of traffic control personnel...................................................................................73

Table 3. Total highway-rail incidents for all States, January to May, 2010 to 2015............................78

List of Figures

Figure 1. Photo. Manual on Uniform Traffic Control Devices (MUTCD) work zone warning 

road sign .............................................................................................................................................57

Figure 2. Photo. Maryland road sign...................................................................................................57

Figure 3. Photo. Inadequate under-ride guards contribute to deaths and injuries in rear-impact 

crashes, as shown here.......................................................................................................................122

Figure 4. Photo. Stronger under-ride guards, as shown in this photo, reduce deaths and injuries in 

rear-impact crashes............................................................................................................................122

MODULE 

Course Introduction and Industry Background

Pilot/Escort Vehicle Operators | TRAINING MANUAL

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LESSON 1: INTRODUCTION

Welcome to the pilot/escort vehicle operator (P/EVO) training course. This course 

is designed to prepare individuals to fulfill pilot/escort duties safely and effectively. 

It includes an overview of the pilot/escort industry, requirements for P/EVOs and 

their vehicles, procedures for escorting oversize loads, elements of route planning, 

issues of driver safety, and many important related topics.

The course promotes and facilitates understanding of the regulations, duties, and 

responsibilities of P/EVOs and provides practical information on such issues as 

safe maneuvering and vehicle positioning, typically required equipment and its 

uses, and examples of the substantial variance in rules governing P/EVOs from 

State to State. 

The course also includes a large number of sources of information about State rules 

and regulations, best practices, guideline documents, and other relevant source 

materials. These sources are important for three reasons:

1. Learning how to be a P/EVO is similar to most other professions: individuals 

learn how to do the job primarily by doing it, but they must start with a basic 

understanding of the job. This is a primary purpose for certification courses: 

to learn the laws and rules that apply to pilot/escort vehicle operation in the 

certifying State. Once certified, P/EVOs are responsible for knowing the 

relevant laws and rules in all the States in which the P/EVOs will escort oversize 

loads. 

2. While it is not possible to learn everything about being a P/EVO in a oneday course, it is possible to gain adequate knowledge about the sources of 

information needed to operate lawfully and safely from State to State. 

3. These sources—and how to locate and use the information—enable the P/EVO 

to keep up-to-date with changes in the rules over time, which is one of the most 

onerous tasks the P/EVO must accomplish.

There are very few Federal rules that govern escort operations, so as a matter of 

public safety, P/EVO regulations are established by each individual State, and 

States have substantially different approaches to the permitting and regulation 

of oversize load movement. Variations exist among States in defining situations 

MODULE 1

Course Introduction and Industry Background
TRAINING MANUAL | Pilot/Escort Vehicle Operators 

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in which escorts are required, determining how many escorts are required under 

certain conditions, and establishing the types of equipment and signs the P/EVO 

must have, among many others. It is the responsibility of the P/EVO to know the 

laws of each State through which the escorted load moves, just as it is for drivers 

with a commercial driver’s license (CDL) or a basic driver’s license.

LESSON 2: PILOT ESCORT INDUSTRY BACKGROUND

Across the United States, Canada, and Mexico, and in many other countries, 

P/EVOs are required for the movement of oversize loads, and for all the 

differences among the States in the regulation of these loads, the purposes for 

P/EVOs are substantially consistent from place to place. P/EVOs are in place 

to enhance the safety of roadway users, to protect transportation infrastructure, 

the load driver, the load, as well as the P/EVOs themselves and law enforcement 

escorts when required.

The number of permits issued for oversize loads increases every year. It is apparent 

that more P/EVOs, including those with specialized skills such as height pole 

operation, will be needed for the foreseeable future. 

Pilot/Escort Vehicle Operator Industry Safety Efforts

The P/EVO industry has difficulties similar to other transportation-related entities 

in terms of safety programs, such as a lack of funding to support education and 

enforcement efforts; a lack of coordination among groups, both public and private, 

that would benefit from working together; and a lack of standards in even the most 

basic operational processes and equipment requirements. Efforts at better State to 

State harmonization are being made by organizations including, among others: 

• Federal Highway Administration (FHWA).

• American Association of State Highway and Transportation Officials and 

regional subsidiary groups: Western Association of State Highway and 

Transportation Officials, Northeast Association of State Transportation 

Officials, Southeastern Association of State Transportation Officials, Mid 

America Association of State Transportation Officials.

• Specialized Carriers & Rigging Association (SC&RA).

• Commercial Vehicle Safety Alliance (CVSA).

• Owner Operator Independent Drivers Association (OOIDA). 

• Insurance industry representatives. 

Standardizing the safety equipment requirements for P/EVOs and/or insurance 

and certification requirements, for example, would benefit highway users, States, 

P/EVOs, and carriers. One example of a current standardization effort is the 

voluntary adoption by many States of the temporary traffic control requirements 

for flagging and equipment found in the Manual for Uniform Traffic Control 
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Devices.

1

 As a matter of safety, it is important that P/EVOs performing traffic 

control procedures have similar appearance and use the same equipment and 

methods regardless of where they may be controlling traffic. With the exception 

of driving in front of a very large heavy load (a load that cannot maneuver or 

stop quickly), flagging traffic is perhaps the most dangerous activity a P/EVO is 

required to perform. It is appropriate, therefore, that traffic control procedures and 

equipment be standardized in order for highway users to know and understand 

those procedures. 

An important example of an area related to oversize load movement that needs 

to be better standardized is railroad crossings. Similar to P/EVO operations and 

requirements, railroad-highway crossings and the rules and standards applying 

to them vary from State to State. Better coordination among railroad companies, 

highway designers, maintenance personnel, and others could bring about joint 

warning signal inspections, integrated track and highway maintenance processes, 

and—highly relevant for P/EVOs and oversize/overweight load drivers and 

carriers—designating problematic crossings for special permit vehicles. In 

addition, coordination in setting standards, designing crossings, and reporting 

emergencies would benefit not only highway users and taxpayers but also the 

railroads and the States, carriers, load drivers, and P/EVOs.2

A general lack of information about the escort industry is a further impediment 

to developing and managing standards and, therefore, to harmonizing P/EVO 

requirements among the States. P/EVO duties and responsibilities, required 

equipment, insurance requirements, and other rules differ widely from State to 

State. No formal national certification process exists in the pilot/escort vehicle 

operator industry, unlike commercial driver certification (i.e., CDL holders).3 CDLs 

(as well as basic operator’s licenses) are accepted in all States, in part because 

of the standardization of training and testing in these programs.4 The American 

Association of Motor Vehicle Administrators has developed a model CDL training 

manual that most States have adopted with a few adjustments to reflect specific 

State laws and rules.5 This training manual and related materials are designed to 

address this need to better standardize and enhance training for P/EVOs.

Escorting oversize loads requires skill and awareness similar to that of emergency 

vehicle operators, tow truck drivers, roadside mechanics, and others who perform 

dangerous roadside operations. P/EVOs are frequently required, for example, 

to control traffic during the movement of oversize loads—typically a planned 

procedure, but the need for controlling traffic is also required in unplanned 

1 Federal Highway Administration, Manual on Uniform Traffic Control Devices, Part 6. Available at: http://mutcd.fhwa.

dot.gov/htm/2009r1r2/part6/part6_toc.htm. The FHWA has incorporated by reference the Manual on Uniform Traffic 

Control Devices for Streets and Highways (MUTCD, pursuant to 23 CFR 655.601(d)(2).

2 U.S. Department of Transportation, “Accidents That Shouldn’t Happen: A Report of the Grade Crossing Safety 

Task Force to Secretary Federico Pena,” March 1, 1996, p. 9. Available at: http://safety.fhwa.dot.gov/xings/docs/

taskforcereport.pdf.

3 Though many P/EVOs have a CDL, a CDL is not typically required for P/EVOs.

4 A driver seeking a CDL must pass both knowledge and skill tests.

5 American Association of Motor Vehicle Administrators, Model Commercial Driver License Manual (AAMVA, July 

2014). Available at: http://www.aamva.org/CDL-Manual/.
TRAINING MANUAL | Pilot/Escort Vehicle Operators 

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situations. Planned situations involve closing a narrow bridge or stopping traffic 

when the load vehicle is blocking lanes of traffic. Unplanned situations occur 

when the load vehicle becomes disabled or weather or traffic conditions prohibit 

the load from moving. In this latter situation, P/EVOs may be required to control 

traffic regardless of weather conditions or curfew restrictions; the P/EVO must 

be prepared to flag traffic in the unplanned situation; e.g., after dark, in inclement 

weather, with or without a shoulder or lighting present, or for an extended period 

of time.

Industry Evolution and the Lack of Uniformity

During the past few decades, various State and Federal agencies, professional 

associations, task forces, P/EVO operators, carriers, and others have made many 

recommendations about P/EVO regulations. A common recommendation among 

these groups is that States should develop consistent certification programs for 

escort vehicle drivers that include training exercises in railroad crossing safety, 

height pole operation, route surveys, traffic control, and in highway procedures 

across multiple contexts; e.g., various types of roadways and with loads of 

differing sizes and configurations. 

Another common recommendation is that State permit offices should ensure that 

P/EVOs be certified and required to maintain adequate insurance coverage. To 

date, these recommendations have not been implemented.6

Rules related to railroad crossings remain an area of concern to those involved in 

the movement of oversize loads. In March 1994, an “On Guard” safety guidance 

document, published by the Federal Highway Administration, warned that trucktractor and trailer rigs can become stalled on railroad tracks. The group cautioned 

oversize load drivers to approach tracks slowly enough to stop if a train is detected 

and urged drivers whose trucks have low ground clearances to refrain from taking 

chances at high-profile grade crossings. However, drivers are not only continuing to 

stall and become lodged at highway-rail crossings, they continue to be hit by trains.7

Purpose and Role of Escorts in Warning the Motoring Public

Many times passenger vehicles under-ride large trucks.8 This is one example of 

how escorts can improve safety: P/EVOs warn motorists approaching from the 

rear that these large and frequently slow-moving vehicles are on the road and do 

everything possible ensure highway users do not collide with the load, drive under 

the trailer, or become involved in a small-overlap collision when drivers try to 

steer around a big load when left with inadequate stopping distance.

6 The Federal Highway Administration maintains a list of all State permit offices (as well as Canadian provinces) that 

includes websites and telephone numbers. Available at: http://www.ops.fhwa.dot.gov/Freight/sw/permit_report/index.

htm,

7 U.S. Department of Transportation, Office of Motor Carriers, Federal Highway Administration, On Guard, Vol. 25, No. 

1, December 1995.

8 See Module 7, Lesson 5.
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Deaths in Large Truck Crashes 

The need for better standards and more training is clear given that the decreasing 

number of deaths in large truck crashes appears to be more closely related to the 

growing safety of passenger vehicles rather than to any changes in truck safety or 

truck driver behavior.9

In 2013, according to the Insurance Institute for Highway Safety’s (IIHS) Highway 

Loss Data Institute, a disturbing trend emerged: the number of people who died in 

large truck crashes was 14 percent higher than in 2009, when it was lower than in 

any year since collection of fatal crash data began in 1975. The number of truck 

occupants who died in 2013 was 31 percent higher than in 2009. 

IIHS reports 3,602 people died in crashes involving large trucks in 2013. Of these, 

16 percent were truck occupants; 67 percent were passenger vehicle occupants; 

and 15 percent were pedestrians, bicyclists, or motorcyclists. Large trucks 

were involved in 11 percent of all motor vehicle crash deaths and 23 percent of 

passenger vehicle occupant deaths in multiple-vehicle crashes. In addition, 

60 percent of deaths in large truck crashes in 2013 occurred on major roads other 

than interstates and freeways; 30 percent occurred on interstates and freeways, and 

10 percent occurred on minor roads.

Data indicates that 51 percent of fatal collisions involving a truck occurred 

between 6 a.m. and 3 p.m., compared with 30 percent of crash deaths not involving 

large trucks. In collisions involving a passenger vehicle and a large truck, 

97 percent of the deaths were occupants of the passenger vehicle.10

These and similar statistics contribute to the primary reason for escorts to be in 

place: to warn approaching motorists of the presence of large loads.

The transportation of oversize loads is growing, and the specialized individuals 

who handle moving these loads are central to successful and safe operations. It is 

vital that the people working to move these loads are well trained and capable of 

performing the job safely. Highly skilled P/EVOs are needed to assist carriers with 

the safe movement of oversize loads of all kinds, on all kinds of roadways, and in 

all kinds of conditions.

Regulation of Trucks and Drivers

Prior to 1992, according to the IIHS Highway Loss Data Institute, many States had 

weak training, testing and licensing standards for drivers of large trucks. Since 1992, 

Federal laws have been put in place establishing requirements and standards for 

testing, licensing, and health requirements for issuing all commercial driver’s licenses. 

In addition, a national database of all CDL holders is in place in order to monitor 

traffic convictions, insurance status, health check status, and other information to 

ensure CDL holders are qualified and physically capable of driving large trucks safely. 

Many, including P/EVOs themselves, have recommended P/EVOs should have 

similar systems in place. 

9 Insurance Institute for Highway Safety (IIHS), Fatality Facts web page, “Large Trucks, 2013.” Available at: http://www.

iihs.org/iihs/topics/t/large-trucks/fatalityfacts/large-trucks/2013.

10 Ibid. 

“Large trucks 

are involved 

in about 1 in 

10 highway 

deaths”

‒‒Insurance Institute 

for Highway Safety, 

Large Trucks Fatality 

Facts 2013
TRAINING MANUAL | Pilot/Escort Vehicle Operators 

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Agencies in the Federal government that oversee regulation of large trucks, 

oversize loads, and escort operations include the US Department of Transportation 

(USDOT), especially the Federal Motor Carrier Safety Administration (FMCSA), 

the National Highway Traffic Safety Administration (NHTSA), and the FHWA. 

In addition to government agencies and the organizations already mentioned, 

several professional associations are involved in efforts to standardize P/EVO 

requirements and harmonize State rules. These organizations include the SC&RA, 

and the CVSA, and the OOIDA, among others. As mentioned, most aspects of 

pilot/escort operations are controlled by individual States, and the States vary 

widely in what they require of not only the P/EVO, but also the escort vehicle and 

required equipment.

Role of Pilot/Escort Vehicle Operators

The professional P/EVO provides protection for highway users, transportation 

infrastructure, and the load. P/EVOs perform a safety-sensitive function and are an 

integral component of many oversize vehicle movements. For these reasons, the 

P/EVO must be well trained and qualified. 

As mentioned, States vary substantially in their approaches to P/EVO operation. 

Arizona, for example, considers the following criteria when deciding whether 

escort vehicles are required:

• Roadway dynamics, including surface condition, grade, width, and height 

limitations.

• Overall dimensions of the vehicle and load.

• Need for frequent stops.

• Concern for public safety.

• Time of transport.11

Regardless of the State or the criteria used, when the job is done well, P/EVOs 

assist not only in reducing fatalities and injuries, but also in preventing 

damage to transportation infrastructure, including bridges, signs, and guardrails; 

and in preventing damage to the load, the load vehicle, the escort vehicle, and all 

other vehicles on the roadway. 

11 Arizona Administrative Code, “Title 17. Transportation, Chapter 6. Department of Transportation Overdimensional 

Permits Arizona, Article 3. Safety Requirements, section R17-6-305. Escort Vehicles.” Available at: https://www.

transportpermits.com/images/provision/ARIZONA.PDF. 
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Reasons for Pilot/Escort Vehicle Operator Certification 

In order for P/EVOs to do the job well, they must be properly trained for their 

responsibilities. The five primary reasons for P/EVO training and certification are to:

• Enhance the safety of:

◦ All roadway users.

◦ The load driver.

◦ The escort operator.

• Prevent damage to:

◦ Transportation infrastructure.

◦ The load being transported.

◦ The load vehicle.

◦ The escort vehicle.

• Prevent or minimize delays to normal flow of traffic.

• Reduce accident and loss rates.

◦ To reduce public costs of replacing transportation infrastructure.

◦ To reduce insurance costs.

◦ To enhance the profession.

• Standardize the escort industry.

P/EVOs provide extra measures of safety and assist in preventing damage in 

many ways, including warning oncoming motorists of the presence of an oversize 

load, notifying the load driver of conditions that warrant special attention, and 

minimizing delays to normal traffic flow. 

Warning oncoming motorists about the oversize load becomes increasingly important 

in the face of congested roadways, features of the terrain such as hills and curves, and 

distracted drivers, to name just a few potential hazards. In addition, notifying load 

drivers of hazards is an important P/EVO responsibility because minimizing deaths, 

injuries, and property damage are important goals for all road users.

Traffic tie-ups are rich environments for collisions with vehicles and infrastructure 

as well as contributing to aggressive—and unsafe—driver behaviors. As frustration 

grows, motorists increasingly engage in unsafe driving behaviors. Knowing 

how and when to react to the demands of traffic situations is critical to the safe 

movement of oversize loads.

Professionalism in the Industry

Perhaps more than rules and regulations, it is the values of carriers, professional 

organizations, or informal groups of P/EVOs that have more influence on the 

safety behaviors in a given profession. Professional P/EVOs are an internal culture 

operating within the broader commercial transportation culture. Enhancing a 
TRAINING MANUAL | Pilot/Escort Vehicle Operators 

8

culture of competence, service, safety, and pride within that culture provides 

substantial benefits not only to highway users generally but to the transportation 

industry in particular. The qualified P/EVO is an integral part of the oversize load 

movement team, and he or she is necessary to protect the traveling public.

P/EVOs must be prepared to execute their responsibilities with skill and 

competence. Internal organizational and individual influences can affect safety 

in a positive or negative direction. It is of vital importance that safe practices be 

displayed and adopted in the movement of oversize loads for the benefit of the 

general population and the transportation industry. 

P/EVOs are ambassadors for their own industry and, by extension, the heavy 

haul industry in general. For this reason, P/EVOs must be courteous in their 

interactions with the public and enforcement officers as well as with load drivers 

and other escorts. 

LESSON 3: COURSE AND TRAINING MANUAL 

STRUCTURE

This manual is useful both as a training text and as a reference guide during 

oversize load movements. It provides practical and realistic guidance on a broad 

range of issues likely to arise in the movement of oversize loads.

The manual is divided into eight modules. First is this course overview and 

information in the next lesson about the history, origins, and current state of the 

escort industry. Module 2 includes typical State requirements for P/EVOs and the 

pilot/escort vehicle. The focus of Module 3 is route planning and conducting a 

route survey, along with information about enforcement and inspection activities.

Module 4 deals with pre-trip activities. Before starting the trip, it is important for 

the safe movement of the oversize load that a pre-trip safety meeting be conducted. 

Issues that should be discussed in the safety meeting, as well as elements of an 

effective pre-trip walk-around inspection, are presented. Module 5, by far the 

largest module, includes information about actual P/EVO operations during 

the trip, including the role of the P/EVO in various situations, the proper use of 

required and/or suggested equipment, the positioning of the escort vehicle during 

typical operations, elements of safe traffic control operations, issues involving 

railroad crossings, and a section about emergency and accident procedures.

Module 6 includes post-trip activities including equipment issues, reviewing 

the trip, and the benefits of producing and maintaining trip logs. Driver safety 

issues are presented in Module 7, including information about driver distractions, 

driver fatigue, aggressive driving, and safety technologies. Finally, Module 8 

includes a comprehensive review of the material presented in the course, and brief 

instructions for submitting the course evaluation and other typical paperwork.
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The Certification Examination

At the end of the course, participants must take and pass a 40-question multiple 

choice exam in order to become certified. All major points covered in the course 

will be mentioned multiple times during the day, as well during the comprehensive 

review mentioned above, conducted immediately prior to the exam. Typically, 

students are required by the various States to score at least 75 percent to pass the 

examination, though some States require a minimum grade of 80 percent. Students 

are not allowed to use books or notes during the exam.

If a student does not pass the exam on the first attempt, States have differing 

provisions for re-taking the exam. Some States allow students to retake the exam 

within a specified time frame at no charge. If the student does not earn a passing 

score on the retake, the student must attend the class again, in many States, and pay 

all or a portion of the regular course fee. If the second retake is unsuccessful, one 

final opportunity is extended to the student by some States. In order to take the 

third retake, the student is often required to attend the course again (for the third 

time), and pay all or some portion of the regular course fee. This third retake is the 

last opportunity to become a certified P/EVO in most States.

TEST YOUR KNOWLEDGE

1. Is P/EVO certification valid in all 50 states?

2. What are the primary reasons for certifying P/EVOs?

3. What is the essential purpose for having P/EVOs in place?

4. Why do laws pertaining to escort drivers differ from State to State?

5. Who issues P/EVO certification cards? 

Pilot/Escort Vehicle Operators | TRAINING MANUAL

11

Pilot Escort Operator and 

Vehicle Equipment Requirements

MODULE 2

For the pilot/escort vehicle operator (P/EVO) industry, rules are made overwhelmingly 

at the State level. Each State has requirements about both the P/EVO and the escort 

vehicle. And for nearly every load movement, each State along the route issues a 

permit for load movement within its borders. Many aspects of the load movement will 

be specified on the permit; for example, the route to be followed, the specific dates of 

travel and times of day movement is allowed, local jurisdictions and utilities that must 

be contacted, the number of escorts required, and many other requirements.

It is also important to know that States also differ when it comes to the agency that 

oversees P/EVOs and oversize load movement. For example, in Minnesota, the 

department of public safety regulates P/EVO operations for the most part, but flagging 

information is produced by the department of transportation.12 In Oklahoma, on the 

other hand, routes for oversize loads are issued by the department of public safety, 

while overweight load routes are handled by the State department of transportation.13

These State to State differences are not only problematic for P/EVOs but also 

for carriers and even the States themselves. Efforts to better standardize P/EVO 

operators and permits have been in place for more than a decade and have met with 

some success. The American Association of State Highway and Transportation 

Officials (AASHTO) has established a truck oversize/overweight permit harmonization initiative, stating, “AASHTO member States are committed to harmonizing 

permit procedures and requirements between States, among States in regions, and 

on multi-state corridors.”14

AASHTO and others involved in the movement of oversize loads are focusing 

initially on P/EVO requirements, including certification requirements; flags, lights, 

and other equipment requirements; curfews; and other matters. (See also the 

AASHTO Guide for Vehicle Weights and Dimensions.

15) The areas of focus for the 

harmonization effort include the number of days allowed on singe-trip permits, 

12 Minnesota Administrative Rules, “Chapter 7455, Pilot Vehicle Escort for Overdimensional Load.” Available at: https://

www.revisor.mn.gov/rules/?id=7455.

13 Oklahoma Administrative Code, Title 730, “Chapter 30-9-7(l). Overweight permits - specific conditions and 

restrictions.” Available at: http://www.oar.state.ok.us/.

14 AASHTO, Board of Directors: Policy Resolution PR-3-12: Actions to Reduce Impediments to Interstate CommerceHarmonizing Requirements for Truck Permits (Phase I) and PR-13-13 (Phase II), Available at: http://www.aashtojournal.

org/Documents/November2012/PR-3-12.pdf.

15 AASHTO, Guide for Vehicle Weights and Dimensions, 4th edition (Washington, DC: AASHTO, 2004). Available for a 

fee at: https://bookstore.transportation.org/Item_details.aspx?id=1530.
TRAINING MANUAL | Pilot/Escort Vehicle Operators 

12

the processes for amending permits, and the type and size of escort vehicles.16

AASHTO is coordinating with private sector shippers and carriers in these efforts. 

This module is focused on the most common rules for P/EVOs and their vehicles 

among the States. It should be clear by now that P/EVOs must know the laws and 

rules in each State, including certification and equipment requirements. Lesson 1 

includes pilot/escort driver requirements, and Lesson 2 describes the equipment 

that is recommended and typically required by States.17

LESSON 1: PILOT ESCORT OPERATOR REQUIREMENTS

Pilot/Escort Vehicle Operator Certification and Reciprocity among States

Of the 50 States, about 12 currently require P/EVOs to be certified. Each of these 

States has different procedures for becoming a certified pilot/escort operator. 

However, many States have P/EVO certification reciprocity agreements; i.e., as with 

driver’s licenses, States will accept the P/EVO certification from reciprocating States. 

However, these agreements are in place for certification only; reciprocating States 

do not have the same rules regarding vehicles or equipment. One example is the 

required age for escorts: many States require the P/EVO be 21, while several allow 

P/EVOs to be certified at age 18. Some States may require P/EVOs to complete a 

driver improvement/defensive driving course in addition to the P/EVO certification. 

Other States may require a certain amount of insurance coverage. Still other States 

reciprocate in terms of escort certification, but also require P/EVOs be certified 

flaggers. So, even when a reciprocity agreement is in place between two States, the 

P/EVO must still know the laws and rules of each State in which he or she operates.

Driver improvement courses are beneficial to drivers. Insurance rates are frequently 

lower to those who have taken such courses because they have been linked to lower 

rates of crashes and injuries. P/EVOs over the age of 55 might consider taking a 

driver improvement course offered by the American Association of Retired Persons 

or participating in the American Automobile Association’s (AAA) Roadwise©

program, both of which are widely accepted by insurance companies and permitting/

certifying officials. These courses should be repeated every 3 years and are strongly 

recommended for all drivers.

Many States accept P/EVO certification from other States, similar to the way all States 

recognize driver’s licenses and commercial driver’s licenses from all other States. Many 

States enter into reciprocity agreements with States that have similar requirements for 

P/EVO certification. Most certifying States require students to attend a 1-day course, 

typically every 3 to 5 years, and require a passing grade on a written test. Each State 

designs its own class and tests, although many of the courses are similar. 

16 AASHTO, Board of Directors: Policy Resolution PR-3-12: Actions to Reduce Impediments to Interstate CommerceHarmonizing Requirements for Truck Permits (Phase I) and PR-13-13 (Phase II), Available at: http://www.aashtojournal.

org/Documents/November2012/PR-3-12.pdf.

17 Not all of the equipment discussed in this module is required by all States, nor is the equipment included here an 

exhaustive list of what is required. Each State has rules about what must be carried in and displayed on escort vehicles.
Pilot/Escort Vehicle Operators| TRAINING MANUAL

13

General Skills

A successful P/EVO has excellent communication skills and is engaged and 

curious about all aspects of load movement. P/EVOs should have a professional 

appearance and manner, although they are prohibited from displaying any badge, 

shield, emblem, or uniform of color or design that may be mistaken for a law 

enforcement badge, emblem, or uniform.18

P/EVOs should be physically fit, mentally alert, and well rested before beginning 

any trip. Adequate hearing, vision, and physical mobility are especially important 

for safe traffic control operations.

Other Useful Credentials for Pilot/Escort Vehicle Operators

Transportation Worker Identification Credential (TWIC) Cards. TWIC cards 

have been required since 2009 for anyone entering a secure area of a maritime port. 

Without a TWIC card, the person must be accompanied at all times by someone 

who does have the card. For work around ports, TWIC is important.19

Cardio-Pulmonary Resuscitation (CPR) and First Aid. As a matter of general 

safety, and regardless of profession, all adults should have recurrent first aid and 

CPR training. Given the remote locations encountered during load movement, 

along with the prevalence of heart attack, the more people who are competent in 

first aid and CPR procedures, the better. All vehicles should have CPR equipment, 

including barrier devices and/or a rescue mask, on board.

Defensive Driving. Many major insurance companies offer discounts to drivers 

who participate in a 6- to 8-hour in-person course (not online), and who repeat the 

course every 3 years. In addition, some States are now requiring P/EVOs have a 

current defensive driving certificate to operate. Whether required by law or not, 

the benefits of lower insurance premiums and the importance of learning about 

and hearing reminders of safe driving practices is a good investment of time and 

money—an efficient way to mitigate risk. 

18 U.S.C.§ 912.

19 American Trucking Associations, “TWIC Compliance Goes Into Effect Nationwide; Coast Guard Grants ATA’S 

Request For Alternate Compliance,” 4/14/2009, Available at: http://www.trucking.org/article/TWIC%20Compliance%20

Goes%20Into-Effect-Nationwide;-Coast-Guard-Grants-ATA’S-Request-For-Alternate-Compliance.

TEST YOUR KNOWLEDGE

1. What determines the route to be followed and the dates and times of travel?

2. How old must P/EVOs be?

3. Certification typically lasts how long? 

4. When is it appropriate for a P/EVO to wear or display uniforms, 

emblems, or vehicle decals that resemble those of a law enforcement 

officer?

5. What is a TWIC card?
TRAINING MANUAL | Pilot/Escort Vehicle Operators 

14

LESSON 2: ESCORT VEHICLE EQUIPMENT 

REQUIREMENTS

The P/EVO performs critical tasks during every phase of oversize load movement. 

In order to perform these duties, certain vehicle types are recommended and 

specialized equipment is required. States vary in the vehicle requirements and in 

equipment required for P/EVOs. This lesson provides information about the most 

common equipment required. As with all other aspects of the job, P/EVOs are 

responsible for knowing the equipment that is required by every State in which 

they operate.20

There are no consistent rules about the types of vehicles that are to be used as 

escort vehicles. In many States, passenger cars weighing at least 2,000 pounds or 

pickup trucks rated at least 1⁄4 ton capacity are minimum, but no maximum size is 

specified. Other States focus on visibility, requiring escort vehicles that enable the 

driver to see 360 degrees from the driver’s seat. In such cases, cargo vans or panel 

trucks are not allowed.

The Commercial Vehicle Safety Alliance (CVSA), the Specialized Carriers & 

Rigging Association (SC&RA), and the Federal Highway Administration (FHWA), 

among other groups suggest the following equipment be carried in or displayed on 

escort vehicles at a minimum:

• Signs. 

• Flags (vehicle flags as well as a flag for emergency traffic control, described 

below).

• Warning lights.

• Full-size spare tire and tools for changing.

• Fire extinguisher.

• Mirrors.

• Hardhats & safety vests.

• STOP/SLOW paddle.

• Cones and reflectors.

• Flashlight and cone.

• First aid kit.

• Spare parts/fluids.

• Measuring pole.

• Radio.

Signs.21 Several signs are typically required by the States. The first is the Oversize 

Load sign. All States require Oversize Load signs for not only the escort vehicle 

but also the load vehicle, and these signs are to be the same color: black letters on 

20 Federal Highway Administration, Pilot Car Escort Training Manual: Best Practices for Pilot Car Escorts (Washington, 

DC: FHWA, 2004), p. 10.

21 Ibid, p. 11.
Pilot/Escort Vehicle Operators| TRAINING MANUAL

15

yellow background. However, where the sign must be displayed and the size of the 

sign and letters vary. Most States allow for the sign to be mounted on top of the 

escort vehicle, and this is recommended placement because the sign is more visible 

when on top of the vehicle, and a longer term consideration is that a great deal of 

modern electronics technology is located in the bumpers of vehicles (both load 

vehicles and escort vehicles), including crash avoidance systems. P/EVOs must 

know the size the sign must be for each State; it is recommended the P/EVO obtain 

the largest sign required by the States in which the P/EVO operates. 

Looking Ahead

The trend is for the Oversize Load sign to be on top of the escort vehicle. Using 

this method, visibility is improved for highway users, and safety technologies, 

including crash-prevention devices, are installed in the vehicle bumpers of both 

load vehicles and passenger vehicles used by P/EVOs.

In addition to the Oversize Load sign, signs on both sides of the escort vehicle are 

also required by many States. These signs typically require, at a minimum, the name 

of the P/EVO and/or the company name, and the city and State in which the P/EVO 

is based. Other States also require a telephone number, and States typically allow 

a company logo if desired. Requirements about the size of these signs, colors, and 

other requirements vary from State to State. These signs do not typically have to be 

removed or covered when the P/EVO is not escorting a load; these signs both act as 

a means of identifying a P/EVO and promote the P/EVO’s business.

As with other equipment mentioned here, it is the responsibility of P/EVOs to 

meet the standards of each State. It is also the case that if the Oversize Load sign 

properly displayed on the escort vehicle is bigger than a given State requires, this is 

not a problem so long as the sign does not extend beyond the width of the vehicle. 

Therefore, P/EVOs should find the size requirement for each State in which they 

intend to work and make the Oversize Load sign conform to the State with the 

biggest size requirement. It is also important to have Oversize Load signs that are 

retroreflective for nighttime operations.

Flags.22 Many States require warning flags be displayed on the escort vehicle. That 

is where the similarity ends, however. Some States require two flags, while others 

require four. Some States require the flags to be 12 inches by 12 inches, but others 

require they be 18 inches by 18 inches. Further, where the flags are to be placed on 

the vehicle also varies. Some States require the flags be mounted from the top of 

the cab, while others require flags at the vehicle extremities. 

It is frequently the case that if P/EVOs meet a higher standard in one State, there 

are no problems in States that require a lower standard. For example, if a State 

requires 12-inch flags but the P/EVO uses 18-inch flags, this is typically acceptable 

among States requiring smaller ones.

22 Federal Highway Administration, Pilot Car Escort Training Manual: Best Practices for Pilot Car Escorts (Washington, 

DC: FHWA, 2004), p. 11, and see Title 49, Section 393.95 (k) for regulations about emergency flags for commercial 

vehicles.
TRAINING MANUAL | Pilot/Escort Vehicle Operators 

16

As mentioned, the P/EVO is responsible to know how many flags, the size of the 

flags required, and the placement of those flags in each State in which they operate. 

Finally, it is important to check flags for fading or fraying and to replace them 

when needed.23

Warning Lights.24 In addition to fully functioning headlights, taillights, brake 

lights, and emergency flashers, at least one amber warning light is required for 

the escort vehicle. Most States require the warning light be visible from 500 feet, 

and the light should rotate, oscillate, and/or flash through 360 degrees, consistent 

with the minimum requirements stated in Part 6 of the Manual on Uniform Traffic 

Control Devices. 

No warning lights or flags should be displayed unless the P/EVO is actively 

engaged in load movement or is conducting a route survey. Several States fine 

P/EVOs for having the warning light on and/or Oversize Load sign(s) displayed 

when not involved in escort activities. Extra bulbs for not only the warning light, 

but also headlights, taillights, etc. should be carried by the P/EVO at all times. 

Unlike the Oversize Load sign and the warning lights, the signs on the sides of 

the escort vehicle may be displayed at all times, whether the P/EVO is performing 

escort duties or not. (See Module 6 for more information about post-trip 

responsibilities.) 

Spare Tire. Being equipped with full-size spare tires is advisable and is even 

required by many States. In addition, a lug wrench, jack, or any other tools needed 

to change the tire are also required in States that require a full-size spare. This is 

another piece of equipment that should be carried by the P/EVO whether laws 

require it or not. It is not helpful for load movement to be delayed due to a lack of 

a road-worthy spare tire.

Fire Extinguisher(s).25 Fire extinguisher standards for commercial vehicles are 

found in 49 Code of Federal Regulations Part 393.95.26 Most States require 

P/EVOs carry fire extinguisher(s). If no hazardous materials are being transported, 

the FMCSA requires fire extinguishers have an Underwriters’ Laboratories 

rating of 5 B:C or more, or two fire extinguishers, each with a rating of 4 B:C 

or more. Each fire extinguisher must be labeled or marked by the manufacturer 

with its Underwriters’ Laboratories rating and must be designed, constructed, 

and maintained so that visual determination of whether the extinguisher is fully 

charged or not is possible.

The fire extinguisher(s) must be filled and located so they are readily accessible. 

Many States require the extinguisher(s) must be securely mounted to prevent 

sliding, rolling, or vertical movement relative to the motor vehicle. Finally, fire 

extinguishers must use an extinguishing agent that does not need protection from 

freezing, and extinguishing agents must comply with the toxicity provisions 

23 See Title 49 CFR, Section 393.95 (k) for regulations about emergency flags for commercial vehicles.

24 Federal Highway Administration, Pilot Car Escort Training Manual: Best Practices for Pilot Car Escorts (Washington, 

DC: FHWA, 2004), p. 10.

25 Ibid., p. 13.

26 Federal Motor Carrier Safety Regulations: https://www.fmcsa.dot.gov/regulations/title49/section/393.95.
Pilot/Escort Vehicle Operators| TRAINING MANUAL

17

of the Environmental Protection Agency’s Significant New Alternatives 

Policy regulations under 40 CFR Part 82, Subpart G. It is also recommended 

the extinguishers be shaken frequently to avoid settling and packing of the 

extinguishing agent, which occurs due to normal vehicle vibration while driving.

Mirrors.27 Outside rear-view mirrors on both sides of the escort vehicle are needed. 

Curved mirrors (convex, fisheye, for example) are often helpful. Experiment with 

what produces the best field of vision for your particular vehicle. Remember that 

convex mirrors produce a wider field of vision, but it also makes objects seem farther 

away than they actually are. AAA suggests adjusting the seat by extending arm to the 

front and adjust seat until palm of hand is in line with top of steering wheel.28

To get the most from side mirrors, AAA recommends that, when setting the left 

mirror, the driver should put his or her head against the driver’s side window and 

set the mirror where only a very small sliver of the vehicle can be seen in the mirror. 

Similarly, when setting the right hand mirror, the driver should lean over his or her 

head is in line with the rear view mirror; the right mirror should be set the same 

way as the left; that is, swing the mirror out until only a tiny amount of the vehicle 

is seen in the mirror. This creates much better visibility in traditional blind spots for 

all highway users, including the P/EVO and load driver.29 When driving, the driver 

should scan the mirrors without focusing on any particular mirror for too long.

Hardhats and Safety Vests.30 Hardhats must comply with the American National 

Standards Institute (ANSI) Z 89.1-2009 requirements. ANSI has divided impact 

protection into two categories, Type I and Type II. Type I hardhats are designed to 

mitigate blows to the top of the head; for example, a tool falling from above. Type 

II hardhats are more versatile and, therefore, are recommended for P/EVOs. Type 

II hardhats reduce the force of impact that may be off-center, from the side, or the 

top of the head. This form of impact, for example, may result from contact with 

any protruding part of a load. The hardhat for the P/EVO is also used to increase 

visibility when flagging traffic. 

Safety vests are required for flaggers and others involved in roadside operations, 

according to the Manual on Uniform Traffic Control Devices high-visibility safety 

apparel standard31 and must meet the ANSI Performance Class 2 or 3 requirements 

for daytime and nighttime activity. According to the standard, “the apparel 

background (outer) material color shall be fluorescent orange-red, fluorescent 

yellow-green, or a combination of the two. The retro-reflective material shall be 

orange, yellow, white, silver, yellow-green, or a fluorescent version of these colors, 

and shall be visible at a minimum distance of 1,000 feet. The retro-reflective safety 

apparel shall be designed to clearly identify the wearer as a person.” 

27 American Association of Motor Vehicle Administrators, Model Commercial Driver License Manual (AAMVA, 

July 2014), Section 2.4. Available at: http://www.aamva.org/CDL-Manual/.

28 American Automobile Association, How to Drive: the Beginning Student Manual, 2004, p. 33.

29 American Automobile Association, AAA Driver Improvement Program Student Guide, (n.d.), p. 8.

30 Federal Highway Administration, Pilot Car Escort Training Manual: Best Practices for Pilot Car Escorts

(Washington, DC: FHWA, 2004), p. 12.

31 Federal Highway Administration, Manual on Uniform Traffic Control Devices, Part 6, Section 6E-02. Also, see ANSI, 

Standard for High-Visibility Apparel and Headwear, Sec. 1A.11.
TRAINING MANUAL | Pilot/Escort Vehicle Operators 

18

STOP/SLOW Paddle.32 Most States require P/EVOs to carry at least one 18-inch 

STOP/SLOW paddle. The paddle should have a reflective surface and be standard 

in shape (i.e., octagonal) and color (i.e., the STOP side must be red with white 

letters, while the SLOW side must be orange with black letters). The minimum 

size is 18-inches with 6-inch letters; however, when controlling traffic at highway 

speeds, a 24-inch paddle is recommended. Some States require P/EVOs carry 

two paddles in a crash situation; for example, when the load driver may need to 

help with traffic control. (Load drivers are not currently required to carry a STOP/

SLOW paddle.) 

The P/EVO should have a pole about 7-feet tall for mounting the STOP/SLOW 

paddle when traffic control will be needed for more than a few minutes. Standard 

traffic signs are installed so that the bottom of the sign is 7 feet from the ground. 

By having a pole this length, the STOP/SLOW paddle will be in the area drivers 

commonly see stop signs. This also places the STOP/SLOW paddle well above the 

flagger’s head in nearly all situations.

The STOP/SLOW paddle may be modified to improve conspicuity by incorporating 

either white or red flashing lights on the STOP face and either white or yellow 

flashing lights on the SLOW face. The flashing lights may be arranged in any of 

the several patterns. (Refer to the Manual on Uniform Traffic Control Devices 

(MUTCD) Section 6E.03 for details on light placement and other specifications.)

In addition to the STOP/SLOW paddle(s), many States also require P/EVOs carry a 

24-inch by 24-inch red flag (or red-orange or fluorescent versions of those colors) 

for controlling traffic in an emergency when no STOP/SLOW paddle is available. 

At no time is the flag (or a STOP/SLOW paddle) to be held outside the window of a 

moving vehicle in an effort to stop traffic.

Reflective Cones and/or Triangles.

33 Most States require warning devices for 

stopped vehicles. Typically 3 bi-directional emergency reflective triangles34 are 

required; however, some States require traffic cones of various sizes, and others 

require the P/EVO to carry flares. The FMCSA allows other warning devices 

to be used in addition to the triangles, but not in lieu of them, and provided that 

any additional warning devices do not decrease the effectiveness of the required 

warning devices.

Flashlight/Traffic Wand.35 P/EVOs should carry at least one operating traffic wand 

flashlight equipped with a safety nose cone. The light should be LED and visible 

for 500 feet. The wand should be impact- and water-resistant and have a non-slip 

handle. The on-off switch should be visible night or day. 

32 Federal Highway Administration, Pilot Car Escort Training Manual: Best Practices for Pilot Car Escorts (Washington, 

DC: FHWA, 2004), p. 12; see also MUTCD Section 6E.

33 Ibid., p. 14; See also 49 CFR 393.95.

34 See Federal Motor Vehicle Safety Standard No. 125, § 571.125.

35 Federal Highway Administration, Pilot Car Escort Training Manual: Best Practices for Pilot Car Escorts (Washington, 

DC: FHWA, 2004), p. 16.
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19

First-Aid Kit.36 According to the American Red Cross, a first-aid kit should contain 

the following: personal items and medication, emergency numbers, compress 

dressings and adhesive bandages, gauze and tape, antibiotic and hydrocortisone 

ointment, and antiseptic wipes, aspirin, non-latex gloves, breathing barriers, cold 

compress, emergency blankets, thermometer, tweezers, and scissors. 

Be sure to check the contents of the first aid kit from time to time to make sure 

none of the contents have expired. Replace any used or expired contents and keep 

the first aid kit out of the reach of children. Be sure to have extra batteries for 

flashlights, hearing aids, or other medical equipment. P/EVOs may be exposed to 

blood or other infections materials when using first aid supplies in emergencies. 

P/EVOs should be familiar with the “Occupational Exposure to Blood Borne 

Pathogens” standard.37 Personal protective equipment including gloves, masks, and 

eye protection should be included in the first aid kit.

P/EVOs who work with hazardous materials loads may need to supplement the 

basic first-aid kit with items related to the particular substances involved.38 The 

American Red Cross publishes several booklets that are useful, especially the 

“Emergency First Aid Guide.”39

Spare/Replacement Equipment.40 As mentioned in Module 2, P/EVOs should carry 

spare bulbs, batteries for flashlights and radios, fuses, as well as hoses, belts, and 

fluids like oil, coolant, and windshield washer fluid. Tools needed to make minor 

roadside repairs must also be in the escort vehicle. 

Height Pole.41 A device to measure vertical clearance, known as a height pole, 

is needed when escorting loads greater than 14 feet 6 inches tall (though this too 

varies by State) and when conducting route surveys for tall loads. States vary, 

however, in terms of when a height pole is required, and this requirement is 

typically stated on the permit. 

The height pole must be made of non-conductive, non-destructive flexible material 

and must be retractable, telescopic, or removable when not in use. The height pole 

must be securely attached to the escort vehicle and must be designed and operated 

in a way that avoids causing any damage to overhead structures (e.g., signs, utility 

lines, and bridges). The height pole should be installed in a way that allows the 

P/EVO unobstructed visibility of the height pole, and it should be operated in a way 

that does not interfere with the P/EVO’s ability to safely operate the vehicle and the 

communication equipment. (See also Module 5, Lesson 2)

36 Federal Highway Administration, Pilot Car Escort Training Manual: Best Practices for Pilot Car Escorts (Washington, 

DC: FHWA, 2004), p. 16.

37 Occupational Safety and Health Administration, “Occupational Exposure to Blood Borne Pathogens.” Available at: 

https://www.osha.gov/Publications/osha3186.pdf.

38 Federal Highway Administration, Pilot Car Escort Training Manual: Best Practices for Pilot Car Escorts (Washington, 

DC: FHWA, 2004), p. 14.

39 American Red Cross, “Emergency First Aid Guide.” Available at: http://www.redcrossstore.org.

40 Ibid.

41 Federal Highway Administration, Pilot Car Escort Training Manual: Best Practices for Pilot Car Escorts (Washington, 

DC: FHWA, 2004), p. 15.
TRAINING MANUAL | Pilot/Escort Vehicle Operators 

20

Radio/Communication Equipment.42 The ability to easily and safety communicate 

with the load driver and other escorts is vital to successful oversize load 

movement. Nowhere is this more relevant than with height pole operation, 

discussed in Module 5. Communicating accurate information in time for the load 

driver to respond to hazards is central to safe operations. 

Two-way radios or other communication devices, compatible with the load driver 

and other P/EVOs on the team and capable of transmitting and receiving signals 

for at least 1⁄2 mile, are required by most States. In spite of leaps in sophistication 

and capabilities of personal communication devices, including smart phones, CB 

radios remain the best equipment for the load movement team.43 FMCSA has 

banned the use of cell phones for load drivers.44 Individuals talking on cell phones 

are 400 percent more likely to be involved in a crash,45 and interacting with the 

device by scanning contacts lists, dialing, looking at email messages, etc., increases 

the likelihood of a crash by 2300 percent.46

The CB Radio Service, regulated by the Federal Communications Commission, is 

a private, two-way voice communication service and is the most reliable device for 

facilitating quality communication. CB radio range is from 1 to 5 miles, and 

P/EVOs must have the best equipment possible. 

Although distracting, many load drivers (as those with oversize/overweight loads 

and escorts) must be in constant communication with P/EVOs. The best method of 

communicating remains the CB radio. 

Benefits of CBs over Cell Phones

• Using a CB does not require the driver to dial or scan contacts lists, 

therefore the driver experiences substantially less visual distraction than 

using a cell phone, for example.

• CBs reduce the temptation use text messaging or email available on cell 

phones. The cell phone need not be where the driver can see or hear it.

• The carrier and P/EVOs reduce risks and liabilities by requiring drivers 

communicate via CB radio rather than with cell phones, whether hands free 

or hand-held.

• Many jurisdictions have banned all mobile devices for commercial drivers.

• Special consideration must be given to communication in flagging situations.

42 Federal Highway Administration, Pilot Car Escort Training Manual: Best Practices for Pilot Car Escorts (Washington, 

DC: FHWA, 2004), p. 15.

43 49 CFR Parts 383, 384, 390, 391, and 392, Federal Register, Vol. 75, No. 244, December 21, 2010. Available at: http://

www.gpo.gov/fdsys/pkg/FR-2010-12-21/html/2010-31736.htm.

44 49 CFR Part 177, Federal Register, Vol. 76, No. 232 (December 2, 2011). Available at: http://www.gpo.gov/fdsys/pkg/FR2011-12-02/html/2011-30749.htm.

45 David Kidd, Ph.D. “Searching for answers to the problem of distracted driving,” presentation to the Joint meeting of 

Drive Smart Virginia and the ASSE Colonial Virginia Chapter, April 21, 2015, slide 5. Available at: http://www.iihs.org/

media/d5958a09-77ab-4417-99ff-781b78c36f77/1734298945/Presentations/Kidd_2015%20VA%20DriveSmart.pdf.

46 Virginia Tech Transportation Institute, “New data from Virginia Tech Transportation Institute provides insight into cell 

phone use and driving distraction,” July 29, 2009. Available at: http://www.vtnews.vt.edu/articles/2009/07/2009-571.

html.
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• CB users can reach anyone in the area tuned to the same channel, which has 

several benefits: 

◦ Drivers can learn about crashes, fires, weather conditions, and other 

traffic situations and can get updated information continually from other 

drivers in the area. Drivers familiar with a geographic area can provide 

information to drivers who are not. 

◦ Law enforcement personnel also monitor CB communications to learn 

about incidents, road conditions, etc.

◦ Many P/EVOs install and monitor two CBs: on one they monitor road 

conditions and on the second they communicate with the load team. This 

practice also creates redundancy in communication equipment.

Even though each State specifies the requirements for P/EVO certification as well 

as the equipment required for escort vehicles, the requirements and equipment 

described in this module provide commonly required certification programs 

and equipment. The training and safety equipment discussed in this module are 

important whether a particular type of training or equipment is required or not.

TEST YOUR KNOWLEDGE

1. Are cargo vans or panel truck recommended as escort vehicles? 

Why or why not?

2. What are the advantages of putting the Oversize Load sign on the top of 

the vehicle rather than on the bumpers?

3. What is the minimum size for the STOP/SLOW paddle? 

What is the recommended size for controlling traffic at highway speeds 

of 60 mph or more?

4. How tall should the pole be for the STOP/SLOW paddle? Why?

5. Why are CB radios recommended for P/EVOs?

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Route Planning

MODULE 3

LESSON 1: ROUTE SELECTION AND REVIEW

The route for moving the oversize load is frequently set out in the permits issued 

by each State, but when the route is not specified by the State, the final decision 

about the route falls to the permit holder (i.e., the carrier or the load driver). In 

certain situations, a route survey may be required in order for a permit to be 

issued, and in many cases, the entities that own the load or the carriers who are 

transporting it require the route survey. 

Although the responsibility for the permit and meeting any of its conditions, 

including a route survey requirement, lies with the carrier, many pilot/escort 

vehicle operators (P/EVO) conduct those route surveys. In fact, many individuals 

in the P/EVO industry agree that the route survey should be done by the lead 

P/EVO who will actually run the height pole during load movement. This provides 

an extra measure of safety because having seen the restrictions along the route 

while doing the route survey greatly enhances the lead P/EVO’s ability to notify 

the load driver of hazards in time to avoid problems.

The purpose of the route survey is to document, turn-by-turn, the roadways for the 

load movement and to identify the difficulties and restrictions along the route. The 

focus is on risk identification and contingency planning for successfully managing 

risks. Notifying the permit office of problems is important; that information can 

provide more accurate information about clearances for transportation databases, 

for example, thereby benefiting many oversize load moments and enhancing safety 

of the industry at large.

Specific routes are selected to provide extra measures of safety for highway users. 

Because safety, rather than the shortest route, is the priority, the selected route may 

involve increased distance and roads with lower speed limits. Carriers must follow 

the route specified on a permit. Load movement in areas not on the specified route 

constitutes a violation of the permit that in most States renders the permit invalid.47

Railroad crossings are extremely hazardous. Simply knowing about hazardous 

crossings does not reduce their potential negative impact on load movement.

47 Federal Highway Administration, Pilot Car Escort Best Practices (Washington, DC: FHWA, 2004), p. 36-37. Available 

at: http://ops.fhwa.dot.gov/freight/documents/ pilotcar_bpguideline/pilot_car.pdf.
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Many individuals are capable of documenting the roadways, turns, and directions 

of travel for a specified route. As discussed here, a route survey involves much 

more than turn-by-turn instructions. The route survey must identify all potential 

hazards and be highly detailed and accurate. A properly performed route survey 

that is shared among all the load movement team members is critical to the safe 

movement of the load. Potential hazards and contingency plans for addressing 

them combine to reduce the likelihood of collisions, making wrong turns, or failing 

to alert load drivers in time to respond to a hazard safely.48

The information provided by a comprehensive and accurate route survey can 

facilitate updates and error corrections in transportation databases. It is obvious 

that these kinds of updates should come from a thorough route survey rather than 

from an oversize load striking a bridge or becoming lodged on a railroad crossing. 

In fact, these are two reasons why route surveys are conducted in the first place: 

bridge strikes with tall loads and truck/train collisions with low-ground-clearance 

loads becoming lodged at a highway-rail crossing. Specific information about the 

destination should also be covered on the day the load is to be delivered.

LESSON 2: ROUTE SURVEY

Route Survey Tools

P/EVOs need several pieces of equipment to conduct route surveys. These include 

current, up-to-date maps, measuring devices, a height pole, dashboard camera, 

digital voice recorder, a camera that shoots both still frames and video, and safety 

equipment adequate for roadside operations. 

Maps, On-Board Navigation Systems, and GPS Devices.49 P/EVOs should 

have top-quality and up-to-date maps, especially State-issued maps that indicate 

weight-restricted bridges, bridge clearance data, and width-restriction maps for 

the permitted route. As part of the pre-trip planning, maps should be requested for 

every State on the route.

When the route is established, on-board and other navigation devices can be 

programmed to provide turn-by-turn instructions and alerts. Navigation devices, 

as well as GPS units, must be updated frequently and the P/EVO, in particular 

the lead P/EVO, must be familiar with the route and operation of any navigation 

48 Federal Highway Administration, Pilot Car Escort Training Manual: Best Practices for Pilot Car Escorts (Washington, 

DC: FHWA, 2004), p. 7.

49 Ibid.

TEST YOUR KNOWLEDGE

1. Why is it recommended that the route survey be conducted by the person 

who will be the lead P/EVO during the load movement?
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devices long before the load movement begins.50 It is vital to remember, however, 

that no device can replace a meticulously developed route survey when it comes 

to the movement of oversize loads. 

Height Pole.51 When doing a route survey for tall loads, the P/EVO should (or as 

required by the State) have the height pole installed. (See information about height 

pole installation and operation in Module 5, Lesson 2.)

Other Useful Equipment

Dashboard cameras, digital voice recorders, and still cameras are useful to record 

information and quickly and safely capture details about the route to add to the 

official route survey. Photographs can be added to the route survey to better inform 

the carrier and load driver of hazards and obstacles. It is important to acknowledge 

that manual measurements will still be required. Images, still or video, should 

never replace accurate measurements.

Route Survey banner, STOP/SLOW paddle, safety vest, hardhat, amber light 

on vehicle, flashlight with cone, triangles/cones for protecting surveyor when 

measuring overpasses, etc. are strongly recommended.

Route Survey Procedures

Route surveys should be conducted as close to the time of the load movement as 

possible. Even fog patterns can be predicted, as well as the resulting delays in load 

movement. It is also important to remember the time of year. A plan that may have 

previously worked for a summer trip may not work during the winter, for example. 

The P/EVO should get as much information as possible about the load: height, 

length, width, weight, and any overhangs, as well as the configuration of the 

vehicle. Find out about the origination point, the target departure and arrival dates, 

the route, and destination. This information can be used to identify risks and the 

need for any special equipment and personnel. This information must be gathered 

before starting the route survey.

No warning lights or flags should be displayed unless the escort vehicle is actively 

engaged in conducting a route survey (or in load movement, of course). Several 

States fine P/EVOs for having the warning light on and/or Oversize Load sign(s) 

displayed when not involved in escort activities, although conducting a route 

survey is certainly a P/EVO activity. As with all other aspects of pilot/escort 

vehicle operations, States vary in what they allow and require.

Height Pole Setting. The route survey must include the height pole setting used to 

perform the survey, as well as the actual lanes measured. The height pole should be 

checked at every opportunity: anytime the surveyor stops, including food and fuel 

stops, breaks, etc. (See Module 5, Lesson 2 regarding height pole calibration.)

50 Federal Highway Administration, Pilot Car Escort Training Manual: Best Practices for Pilot Car Escorts (Washington, 

DC: FHWA, 2004).

51 Ibid., p. 15.
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Route Survey Contents

What a route survey must include is based on who is requesting it—at least in part. 

Most route surveys address the following questions: 

• Basic information:

◦ Name of person conducting route survey.

◦ Date of route survey.

◦ The exact points of origin and destination. 

◦ Route survey start and stop times. 

◦ Ambient temperature and start time.

◦ Weather and traffic conditions during the route survey AND predicted 

weather and traffic conditions during permit dates. Include average 

temperature range, average precipitation, and forecasts for permitted dates.

• Permit number, if known, carrier trip/project identification number.

• Notations of time and duration between stops, especially on multi-day 

movements.

• Contact information/emergency numbers:

◦ P/EVO name, phone number, certification information (State, dates, 

CDL, endorsements, etc.).

◦ Carrier name/contact information.

◦ Law enforcement escort contact information: officer name (not dispatch).

◦ Local jurisdiction contact information, alternate numbers for each 

jurisdiction.

◦ List of county sheriffs and/or enforcement and/or permitting officials for 

each jurisdiction on the route.

◦ Contact information for law enforcement and weather warnings.

• Load information:

◦ Description of the load vehicle: license plate #/State, vehicle 

identification number, year, make, model.

◦ Description of the load: weight, height, width, overall length, front/rear 

overhang, air suspension (can trailer be raised or lowered, for example), 

vehicle configuration, number of pivot points, number of axles, steerable 

axles.

• Transportation infrastructure/roadway conditions/facilities:

◦ Route survey should indicate each of the following, description, and the 

exact location of each:

▪ Bridges, overhead wires, traffic lights, overhead signs, delineators, 

guardrails, road side signs, signs that need to be removed/replaced 

(and who will do that).
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▪ Adverse road surface conditions (indicate by use of mile markers).

▪ Features of the terrain; i.e., sharp curves, steep grades, heavy traffic 

zones in municipalities or industrial areas, school zones.

▪ Seasonal road closures or construction restrictions.

• Stopping/parking locations:

◦ Safe “turn-out” areas for emergency parking or allowing traffic to pass 

the load. 

◦ Safe overnight parking areas.

◦ Fuel stops with adequate turning radius and pull-through parking.

◦ Rest areas.

• Ports-of-entry and inspection stations.

The route survey should include city, county, and State streets and highways, as 

well as U.S. and Interstate highways on the route. Every intersection and roadway 

should be listed, along with any obstructions (e.g., overhead obstructions if the 

load is tall, wires, signs, traffic lights, tree limbs, bridges, or changes in roadway 

elevation and railroad crossings for loads with low ground clearance). In addition, 

weight-restricted bridges should be identified.

Every intersection should be surveyed for turn difficulties and the load must be 

able to make a safe turn. Of course, where the load is will determine where the 

P/EVOs will need to be, and the situation will dictate when traffic control 

operations are needed. 

The exact locations of all obstructions should be identified, including mile markers, 

distance from previous turn or last intersection, prominent landmarks or signs, 

etc. Escape ramp locations along the route should be noted as should information 

about shoulder width or a lack of shoulders.52 The route survey should also include 

estimated miles between major intersections and turns on the route. 

For narrow roads, the P/EVO or other route surveyor should measure guardrail to 

guardrail, across bridge abutments, the distance to masonry mailboxes, or other 

obstructions on the roadside. This is most important for wide loads. The height of 

the guardrails should also be noted.

If low overhead lines or other overhead obstacles do NOT clear the height pole, 

the P/EVO (or other individual conducting the route survey) should safely park 

and manually measure the overhead obstruction. Measure at the lowest and highest 

points, and indicate the specific lane measurement.

The distance to road signs and signs that will have to be removed should be noted 

on the route survey. Shoulder width is another important measurement that should 

be included.

52 Federal Highway Administration, Pilot Car Escort Training Manual: Best Practices for Pilot Car Escorts (Washington, 

DC: FHWA, 2004), p. 8.
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28

Railroad Crossings

When assessing railroad crossings, the individual conducting the route survey must 

know the ground clearance of the load. Information about each railroad crossing 

should be outlined in the route survey, including the rail company that maintains 

the crossing and the contact information for reporting emergencies at each crossing 

on the route. According to USDOT’s Grade Crossing Safety Task Force, 

Maps used to define special vehicle routes typically do not identify rail 

crossings, nor do they contain notations of crossings with high profiles 

or limited widths, storage space, or signal phasing times that could 

be problematic for vehicles that are extra wide, high, long, low or 

heavy. These crossing characteristics are usually not captured in State 

transportation agency inventories of physical infrastructure and even when 

they are, they are generally not provided to or used by the agencies that 

issue special permits. Updating and maintaining this database, when it 

exists, constitute additional problems.53

When performing a route survey, time the lights and watch the intersection and the 

traffic flow coming from nearby intersections. To avoid trapping long vehicles on 

the tracks, it is important to know that highway traffic signal timing isn’t “geared” 

for long loads. 

Of course, the goal is to plan a route that doesn’t put the oversize load on railroad 

tracks, especially loads with low clearance or very long loads. The best way to 

prevent a rail-highway crossing collision is to plan the route where there are 

underpasses or overpasses at each point the highway crosses a railroad track. 

Identify and include safe pull-out areas near each crossing, and measure the 

distance between rails and stop signs or traffic lights. It is vital the load be able to 

get across the tracks and through any controlled intersections near the rails to avoid 

the load being trapped on the rails by a stop sign or traffic light.54

Every P/EVO and load driver should know who maintains tracks at crossings 

along the route. And, the route survey should include information about who 

maintains tracks at places where the load must cross them. Railroad companies 

provide information at each intersection of rail and road about the company that 

maintains the crossing, emergency contact numbers, crossing numbers, and other 

information. This information should be included in the route survey. 

53 U.S. Department of Transportation, Accidents That Shouldn’t Happen: A Report of the Grade Crossing Safety Task 

Force, (Washington, DC: March 2001), p. 21.

54 Ibid., p. 7.
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Observe signals near tracks to make sure they are performing properly. Is there 

adequate green time and physical space between the tracks for long loads to cross 

them all? Is there enough space between the tracks to allow the load to stop there 

with plenty of space between the load and the tracks (at least 6 feet from tracks, for 

example)? In addition, it’s important to know how to contact entity responsible for 

each crossing in case of emergency, or to answer questions.55 Module 5, Lesson 5 

includes more detailed information about railroad crossings.

Special Operations Needed

• Traffic control/flagging in counterflow and other situations.

• Law enforcement escorts.

Paperwork 

• Letters from utilities and railroads.

• Copies of permits.

• Copies of previous route surveys for the area.

Terminology Issues

The lead P/EVO should announce to the team, “Cleared bridge in lane X.” And the 

load driver should respond “copy” or “clear.” 

Use the lane terminology agreed to by team: Lanes 1, 2, 3; or, outside, middle, 

inside; or left, center, right, etc. Regardless of the terminology used, be sure that all 

team members know and understand it.

Route Survey Report Formats

As with other P/EVO practices and procedures, no standard format exists for 

oversize load route surveys. Route surveys range from hand-written notes to more 

formal approaches. 

When possible, escorts should check any numbers provided on permits to make 

certain the numbers are correct. If mistakes are found, the permit offices should be 

notified of the error. 

Once the data is gathered, the route survey “package” should include an accurate 

oversize transport map, turn-by-turn descriptions, photos of potential problem 

areas, and other items discussed in this section. As mentioned, each load, the 

route, the conditions, and the load movement team is unique. It is reasonable to 

acknowledge, therefore, that each route survey will also be unique and the surveyor 

must adjust the survey to the load being moved.

55 U.S. Department of Transportation, Accidents That Shouldn’t Happen: A Report of the Grade Crossing Safety Task 

Force, (Washington, DC: March 2001), p. 12.
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Route Survey Evaluation

All aspects of the route survey should be discussed, including the scope of the 

information and the accuracy of it. The following questions should be addressed: 

Was the route survey complete? What additional information was needed? What 

other information would have been useful in this context? Was the route survey 

accurate? If not, what effects did the inaccuracies or lack of information have on 

the load movement? What suggestions do team members have that might improve 

future route surveys? See Module 6 for other post-trip activities.

TEST YOUR KNOWLEDGE

1. What equipment/materials are needed to conduct a route survey?

2. What safety equipment should be used when conducting a route survey?

3. Under what two conditions do railroad crossings become most hazardous?
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Pre-Trip Activities

MODULE 4

The goal of pre-trip planning, meetings, and inspections is to avoid unpleasant 

surprises after load movement starts. Vehicle repairs and towing, time lost to a 

disabled vehicle, a lack of appropriate paperwork, and/or costs of downtime and 

fines for noncompliance are all more difficult and expensive to fix from the side of 

the road than before a trip begins. But perhaps the biggest risks are those inherent 

in roadside operations generally. Repairing, towing, even parking an oversize 

load vehicle on the side of a roadway enhances risk to the load, to any person 

operating in the roadside activity area, and to highway users. These enhanced risks 

can frequently be avoided by a proactive mindset and properly targeted planning 

activities. 

Lesson 1 in this module provides information about pre-trip planning—those 

activities that should be performed in advance of the pre-trip meeting, which is the 

subject of Lesson 2. 

Lesson 3 provides detailed information about vehicle inspections.

LESSON 1: PRE-TRIP PLANNING AND PROCEDURES

Assignment Confirmation

To facilitate the movement of the oversize load, it is critical that the pilot/escort 

vehicle operator (P/EVO) get as much information about the load, the vehicle 

configuration, the route, the load driver, the carrier, and all aspects of the job as far 

in advance as possible. Trip details should be confirmed and the date and source of 

confirmed information should be documented and included as part of the trip log. 

It is important to point out that sharing information is a matter of safety—good 

decisions are not likely to come from inadequate or inaccurate information. The 

P/EVO can initiate and maintain critical communication exchanges among 

the load movement team. The key to safe oversize load movement is that each 

team member understands the needs of and plans for the move, is clear about his 

or her own specific responsibilities, and understands the specific situations that 

require vigilance for hazards related to the movement of a specific oversize load. It 

is critically important to cultivate a climate of cooperation in which any member 

of the team can safely raise any question, issue, or concern at any time, about any 
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32

aspect of the project. The importance of a well-informed movement team and an 

open climate of cooperation among team members must not be underestimated.

When confirming an assignment, the P/EVO should get as much information as 

possible about the load: height, length, width, weight, and any overhangs, as well 

as the configuration of the vehicle. Find out about the origination point, the target 

departure and arrival dates, the route, and destination. This information can be used 

to identify risks and the need for any special equipment and personnel. As soon as 

possible, contact other P/EVOs involved in the move. P/EVOs should introduce 

themselves to each other, at least by phone, and when possible, the load driver(s), 

too, in order to make it easier to identify voices later on the radio, for example. 

Direct communication among team members has many benefits, including more 

efficient and safer operations.

Getting information about these aspects of the move prior to departing also 

increases the time available for developing contingency plans, contacting local 

jurisdictions, or pre-running portions of a route, for example. Advance notifications 

can be made, and emergency numbers and other contact information can be 

verified in advance. Another advantage of confirming assignments in advance is 

that it establishes open and active information exchange networks among team 

members, including law enforcement escorts when required, and develops a pattern 

of information sharing and the free exchange of ideas and suggestions. Again, 

information sharing is a matter of safety. 

Contingency Planning

Preparing for the unexpected involves a critical assessment of the risks involved 

in a particular project and putting into place a method for deciding how to address 

a situation in which a risk becomes a reality. Contingency planning is also another 

opportunity to involve all members of the load movement team and support staff 

in assessing risk and developing appropriate and adequate responses, further 

strengthening the relationships among team members. Effective contingency 

plans address realistic possibilities and are known and understood by all personnel 

involved in the project.

Contingency plans are not useful unless everyone on the team knows and 

understands the plan. Producing contingency plans has at least four benefits: 

1. They assist in identifying risks and potential risks. 

2. They assist in identifying the measures that should be in place to protect lives 

and property. 

3. They help identify individual, group, and organizational roles and 

responsibilities.

4. They establish and promote interpersonal networks among team members 

and support staff.56

56 Federal Highway Administration, Pilot Car Escort Training Manual: Best Practices for Pilot Car Escorts (Washington, 

DC: FHWA, 2004), p. 19.

“When in 

doubt, shout 

it out!”
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33

Emergencies require fast response in order to reduce or eliminate a threat to health, 

safety, or property. An effective contingency plan is one that includes the “5 W’s 

and an H” model used in journalism schools for decades; in this context, we are 

talking about the who, what, when, where, why, and how of the response to a given 

emergency or heightened threat. 

As part of pre-trip planning, P/EVOs should ask about emergency policies and 

request any written documents outlining emergency procedures. Any documents 

related to emergencies should be kept with copies of the permit and route survey. 

It is important for P/EVOs themselves to have a clear policy for dealing with 

emergencies. At least three or four times a year, all P/EVOs should review their 

own emergency procedures, including finding incident report forms, ensuring 

copies are in each vehicle, and reminding drivers about the location of the forms 

and policy documents. Another activity includes conducting tailgate safety talks 

about emergencies and making sure all new drivers are fully informed about 

emergency procedures. 

Contingency planning involves discussions that address “what if” scenarios based on: 

a) Hypothetical incidents involving high damage potential but low likelihood. 

b) Potential incidents that are more likely to occur and involve lower negative 

impacts. 

c) Situations in between. 

Obviously, contingencies developed to address risks to highway users, team 

members, or other people involved in load movement must be prioritized over 

other risks such as damage to the load or other property.

Again, the most important part of contingency planning is ensuring everyone 

involved in the load movement knows what his or her responsibilities are if certain 

situations arise. Drivers and others do not have time to find and read a plan once an 

emergency develops. It is this kind of proactive thinking that also suggests wearing 

a safety vest at all times to avoid being on the side of the road looking for the vest 

with traffic zooming by. 

Working out contingency plans in the team context, as mentioned, strengthens 

relationships, produces high-quality ideas, engages team members in discussions 

about safe load movement, and provides “practice” at managing emergencies 

in a general sense. Even if the team doesn’t experience the specific emergency 

for which the contingency plan was made, it drills the team in dealing with 

emergencies generally. 

When discussing contingencies, start with such questions and scenarios as:

• What if an escort vehicle breaks down? Explore various breakdown 

scenarios. Conduct an inventory of spare parts, bulbs, belts, fluids, basic 

tools, owner’s manual or shop manual, etc.
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34

• What if the load strikes a bridge or other overhead obstruction? Check to 

make sure emergency numbers are available to all team members along with 

numbers for each permit office along the route, for local jurisdictions, 

railroads and utilities, carrier dispatcher, emergency contact information for 

each driver, etc.

• What if the load becomes lodged on a railroad crossing? Ensure that 

emergency contact numbers for railroads, local officials, emergency 

responders, etc., are available to all team members.

• What if the load movement requires a non-stationary transfer of P/EVO 

responsibilities? When will a meeting be possible? How much information 

can be gathered prior to the transfer of responsibility?

• What if there is a wildfire? A vehicle fire? 

• What substances or dangerous cargo are involved with the load? Hazardous 

materials? What are the specific rules about transporting the cargo?

• What if the load shifts, or spills? What if a container leaks or tie-downs fail?

• What if weather conditions make the road impassible? Where can the load 

be safely parked? Will flaggers be needed to remain with the load? What if 

emergency flashers do not work or are ineffective in the conditions? 

Emergency preparedness is part of the P/EVO’s responsibilities. A positive attitude 

toward identifying potential emergencies and planning for their occurrence is of 

primary importance. 

When emergencies occur, it is important for P/EVOs to document all actions taken 

in response to the emergency and maintain a record of calls made and any activity 

performed and by whom. These observations should be compiled as soon after the 

emergency as possible in a post-trip report. The primary focus of Module 6 is posttrip activities.

In summary, planning saves lives and protects property. Advance planning for 

load movement produces other benefits as described in this section. Effective 

contingency planning, permit and route review, and engaging with other load 

movement team members are all activities central to safely moving oversize loads. 

TEST YOUR KNOWLEDGE

1. Why is an open climate of cooperation among members of the load team 

so critical to safety?

2. What question does contingency planning address?

3. What are four benefits of contingency planning?
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LESSON 2: PRE-TRIP SAFETY MEETING

A pre-trip safety meeting is strongly recommended, and in many States, this 

meeting is required before load movement; Minnesota is one such State. According 

to Minnesota’s Administrative Rules, the pre-trip safety meeting should include the 

load drivers, P/EVOs, law enforcement escorts (when required), as well as permit 

officials, representatives from public utilities and local jurisdictions, and others who 

may be involved in the movement of an oversize load.57

It is perhaps obvious that permitting officials and utility representatives would 

not typically be physically present at these meetings. These officials would be 

involved in planning meetings involving only the largest superloads; however, these 

individuals should be contacted during the meeting whenever possible to address 

questions and concerns of any of the movement team members. The individual 

conducting the meeting should use the speakerphone feature, for example, to allow 

all members of the team to have their concerns and questions addressed. And, it is 

important to document these meetings as part of the trip log.

In Washington State, for example, required pre-trip procedures for the P/EVO 

include discussing aspects of the vehicle configuration, the route, and any additional 

responsibilities to be assigned by or shared with the load driver. In addition, 

reviewing the permit conditions—including any special requirements for entering 

local jurisdictions—reviewing the route survey, and establishing the need to pre-run 

any portions of the route should be discussed. Proper and preferred positioning of 

P/EVOs and the need for any additional flaggers and law enforcement escorts 

should be discussed, along with determining procedures to be followed based on 

the load dimensions, weather conditions, and other factors. In addition, all members 

of the movement team should conduct vehicle inspections, ensure all required 

equipment is on board and working, and check driver’s licenses, certifications, and 

insurance verifications for all drivers. Finally, the members of the team must check the 

communication system to ensure clarity and to determine the channel to be used.58

Communication Issues

All team members should (or as required by the State) be equipped with operable 

two-way communication capability. During the pre-trip meeting, confirm 

equipment compatibility and review communication procedures, including the 

channel and the alternate channel to be used. Review communication procedures 

for emergency response situations and test the system, including back-up 

equipment. During contingency planning, determine what forms of communication 

are to be used if two-way radio communication equipment fails. If all forms 

of electronic communication are unavailable, the load should be parked until 

communication capability is restored.59

57 Minnesota Administrative Code, Chapter 7455, Pilot Vehicle Escort for Overdimensional Load, “Sec. 7455.1300 Pretrip 

Coordination Meeting.” Available at: https://www.revisor.mn.gov/rules/?id=7455.

58 Washington Administrative Code, Title 468, Chapter 468-38, “Section 468-38-100 Pilot/escort vehicle and operator 

requirements.” Available at: http://apps.leg.wa.gov/WAC/default.aspx?cite=468-38-100.

59 Federal Highway Administration, Pilot Car Escort Training Manual: Best Practices for Pilot Car Escorts (Washington, 

DC: FHWA, 2004), p. 27.
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36

Although the pre-trip meeting is the responsibility of the permit holder (typically the 

load driver as representative of the carrier), the P/EVOs must be in attendance. The 

pre-trip meeting should be considered one of the most important responsibilities 

of the P/EVOs, and it is important to note that P/EVOs are required to abide by 

the permit. Therefore, each P/EVO should have a copy of the permit and be in 

attendance at pre-trip meeting(s); it is crucial each P/EVO be prepared to raise any 

issues, questions, and concerns about the load movement during this meeting.

The pre-trip meeting establishes team dynamics, informs team members about the 

permit and route risks, specific hazards related to the specific load, and contingency 

planning. In addition, communication equipment must be tested and the team must 

prepare for the movement of the load. 

Establishing Team Dynamics

As with any job requiring multiple individuals, the load movement team will have 

escorts and load drivers of varying levels of expertise and experience. In the pre-trip 

meeting, it is of primary importance to establish visual and voice recognition for each 

team member. The meeting should address individual roles and preferences. Keep in 

mind that exhibiting a spirit of cooperation, professionalism, and competence benefits 

the team. As mentioned, these issues are directly related to safe load movement. The 

better the communication among team members, the greater the flexibility and speed 

with which decisions can be made. This is most apparent in emergency situations.

The ability to negotiate and maintain a cooperative attitude are important in this 

team context. Compromise is necessary, as is accommodation, within the terms of 

the permit, to the preferences of other team members. Some behaviors are blatantly 

unsafe, such as the load vehicle following the lead P/EVO too closely or ignoring the 

permit in terms of route or curfew. These are not open to negotiation. The ability to 

negotiating and maintaining a cooperative attitude are important for solving problems 

that inevitably arise during load movement. Issues must be addressed and resolved as 

they arise. Failure to address a hazardous condition is irresponsible and unsafe.

Goals for the team should be realistic in terms of distance traveled per day, delivery 

times, fueling and safety breaks, and other aspects of the move. Adequate breaks 

enhance safety and are, therefore, necessary. It is important to avoid the tendency to 

“push on” when the team has been moving for more than 4 hours without a break. The 

American Automobile Association, better known as AAA, recommends a break after 

every 2 hours of driving, especially when in a vehicle alone.60

Finally, it may be necessary to stop the load and conduct a safety meeting when 

conditions change, such as if a member of the team is unable to complete his or her 

duties, or weather conditions change. It is necessary for all team members to work 

together and to establish a culture of collaboration and safety. Team members should 

not be reluctant to raise issues related to potential hazards or unsafe behavior. 

60 American Automobile Association Foundation for Traffic Safety, “How to Avoid Drowsy Driving.” Available at: http://

exchange.aaa.com/wp-content/uploads/2012/10/AAA-FTS-Drowsy-Driving-Brochure.pdf.
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Load Issues

Each load is unique. This is true even if the P/EVO has escorted the same load 

with the same load driver in the same configuration. Something will make the load 

movement different: different team members, different weather, different number 

of daylight hours, etc. Each load must be assessed for its unique risks.

P/EVOs must understand ground clearance, load height, and maneuvering and 

turning limitations. They are expected to use common sense, knowledge, and 

experience to assess the potential risks associated with the particular load they are 

escorting.

With respect to limited ground clearance, it is railroad grade crossings or other 

uneven ground surfaces that are of primary concern. A route survey, as described 

in the previous module, is very important for loads with limited ground clearance. 

P/EVOs should make certain they have all the contact information necessary for 

railroads and emergencies. Whenever possible, the lead P/EVO escorting the load 

should also complete the route survey. This enhances safety in that the P/EVO who 

completes the route survey has seen first-hand the risks and obstacles the load will 

encounter.

For tall loads, skid boards may be needed to mitigate problems with utility lines. 

It should be noted that many States prohibit anyone other than utility company 

employees from touching lines, and P/EVOs should never touch utility lines for 

safety reasons. The team should carefully check the route survey, ask questions, 

and make measurements before the load moves. A height pole may be required. 

As with so many of the P/EVO requirements, each State defines what “tall” means 

(typically 13 feet 6 inches or taller, though Western States frequently have higher 

thresholds), and when a height pole is required. (See height pole information in 

Module 5, Lesson 2.) 

Knowing the number of axles of the load vehicle, the space between them, and 

the ground clearance is important because this affects the maneuverability of 

the load vehicle and the ability to successfully traverse railroad crossings and 

other sloped or angled surfaces. States also vary in regulations dealing with axle 

spacing and weight distribution, with some requiring special bridge analyses. This 

is the carrier’s responsibility, of course, but knowing about the maneuverability 

and limitations of the load are necessary for the P/EVO to operate safely and to 

properly inform load drivers of all relevant potential hazards for that particular load 

on that particular route at that particular time.

Hazardous Materials 

While it is not a common situation, drivers, including P/EVOs, should have at 

least basic information about any hazardous materials that are being transported. 

It is important for the P/EVO to know about the cargo and the required paperwork 

(and the location of that paperwork) in case the load driver becomes incapacitated, 
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for example. Hazardous materials are substances that pose a risk to health, safety, 

and property during transportation. When escorting loads with hazardous material, 

containment rules are in place to:

Contain the product. Many hazardous products can injure or kill on contact. To 

protect drivers and the general public from contact, rules tell shippers how to package 

safely. Similar rules tell drivers how to load, transport, and unload bulk tanks. 

Communicate the risk. The shipper uses a shipping paper and diamond shaped 

hazard labels to warn dockworkers and other load handlers of the risk. In the event 

of an accident, the load driver may be injured and unable to communicate the 

hazards being transported. Firefighters and police can prevent or reduce the amount 

of damage or injury at the scene if they know what hazardous materials are in the 

vehicle. Lives may depend on quickly locating the hazardous materials shipping 

papers. The P/EVOs must know where these documents are kept in the event the 

load driver becomes unable to communicate. Load drivers are instructed to keep 

shipping papers in a pouch on the driver’s door and either in clear view within 

reach while driving or on the driver’s seat when out of the vehicle. It is vital that 

the P/EVO know the location of these documents.

It is important for the P/EVO to have a chart that shows the kinds of hazardous 

materials being transported, and knowledge of the basic codes used by first 

responders to identify hazardous materials. Knowing this puts the P/EVO in a 

position to help limit injuries by keeping people away from the incident scene and 

helping inform first responders. The P/EVO can find lists of chemicals and the 

identification numbers assigned to them in the U.S. Department of Transportation’s 

Emergency Response Guidebook (ERG).61 All of this should be covered during the 

pre-trip meeting. 

Given these and other considerations, it is perhaps easy to understand the 

statement: for the P/EVO, every job is a prototype.

This is a profession that requires continuous information exchange, vigilance, 

and plan modification. However, while this job is seriously important, it does not 

preclude the P/EVO from seeing the irony in adversity, and a sense of humor goes 

a long way. 

Permit and Route Review

P/EVOs must check all permits and route survey documents to make sure they are 

clear. The Federal Highway Administration (FHWA) maintains a list of all State 

permit offices (as well as Canadian provinces) that include websites and telephone 

numbers.62 It is necessary for P/EVOs to have adequate information about the load 

dimensions, the route, obstacles on the route, traffic control plans, curfews, local 

jurisdictional requirements, and every other aspect of the move in order to perform 

61 U.S. Department of Transportation, Pipeline and Hazardous Materials Safety Administration, 2012 Emergency 

Response Guidebook. Available at: http://www.phmsa.dot.gov/hazmat/library/erg.

62 For list of permit offices for each State and Canadian Province, go to: http://www.ops.fhwa.dot.gov/Freight/sw/permit_

report/index.htm.

“For the 

P/EVO, every 

job is 

a prototype.
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their duties. Permits dictate the route to be followed, times of travel, and are the 

final authority on these issues. Every member of the load movement team should 

have a copy of permits, route survey documents, relevant maps, and any cargo 

information related to hazardous materials.

Permits, as mentioned, and discussed on page 52, are required for oversize load 

movement [23 CFR §658.17(h)]. Permits have many functions beyond simply 

granting permission to transport a load, however. A permit also:

• Specifies the route, load, and period of time for which it is valid. 

• Outlines applicable curfews. 

• Identifies the local jurisdictions that must be notified when the load arrives 

in the city or county. 

• Indicates how many escorts are required. 

It is unlawful to move a load before or after the designated times and dates shown on 

the permit. The carrier must have a permit for each State the load will travel through. 

The permit may not be altered by anyone other than the agency that issued the permit. 

A permit is void if discrepancies exist between the load description and the actual load 

being moved, or if the load deviates from the route specified on the permit.

Permits often provide a 5-mile allowance for fueling, food, rest, or parking; 

however, this allowance is not to be used for changing the permitted route. A 

5-mile allowance is also granted sometimes when the load must travel on local 

roads (this flexibility is useful when delivering oilfield equipment, windmill blades 

and bases, and other loads delivered in near-roadless areas). If a problem occurs 

in which the load cannot travel on the route specified on the permit (due to an 

extreme weather event or an accident that makes a segment of the route impassable, 

for example), the best solution is for the load driver and escort(s) to pre-drive an 

alternate route, then contact the permit office to request a modified permit. 

When reviewing the permit, P/EVOs should confirm: 

• Dates of travel.

• Point-of-origin, permitted routes, and destination point.

• Load dimensions.

• Travel restrictions and curfews.

• Equipment requirements.

• Escorts required (P/EVOs and law enforcement escorts, when specified).

• Notifications required (utility companies, railroads, etc.).63

• Any other special provisions.64

63 While notifications are the responsibility of the carrier or permit holder, it is important that the P/EVO have back-up 

phone numbers for State and local permit offices, railroads, and utility companies. In case the information on the permit 

is inaccurate or incomplete, or if the copy is illegible or if the contact provided doesn’t answer the phone, it is important 

to have that contingency covered.

64 Federal Highway Administration, Pilot Car Escort Training Manual: Best Practices for Pilot Car Escorts (Washington, 

DC: FHWA, 2004), p. 9.
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40

Everyone on the load movement team should review the route survey and 

compare it to the permitted route and an actual map. Any information about road 

construction or work zone detours should be considered. Each member of the team 

should have a thorough understanding of the planned route, all related potential 

risks, and the planned response to the risks. To shortcut the planning phases of load 

movement compromises safety. 

Team members should exchange personal information. Everyone should provide 

contact information and at least two family contacts; vehicle description and any 

special equipment, capabilities, or limitations; any health conditions that may arise 

including symptoms and responses required. All team members should have the 

emergency contact information for the carrier. 

Team members can check each other’s paperwork, licenses, certification cards, 

and other documents to make sure nothing is expired or inappropriate for a certain 

State. It is important to share information in this way in order to take advantage 

of the wealth of information available from the experiences of others. Developing 

strong networks of reliable professionals in the industry is a worthwhile 

investment. Openly sharing information benefits not only the individual in 

particular, but also the industry in general.

Comply with State-specific age requirements for P/EVOs, and the certification 

requirements in each State. It is the P/EVO’s responsibility to know and comply 

with rules that govern P/EVO operations in each State. 

As noted, States vary in their definition of “tall” loads, and they vary in the number 

of escorts they require for loads of various sizes—width, length, as well as height. 

However, there are some areas of substantial convergence in terms of basic load 

size and the number of escorts required. 

In summary, it is vital to safe operations that all load movement team members 

share in the process of planning for contingencies, discussing load dimensions and 

configurations, and in reviewing permit requirements, the route, and route survey. 

When Pre-Trip Activities Are Not Possible: The Modified Pre-Trip 

Meeting 

In some situations, P/EVOs engage in non-stationary transfers of responsibilities, 

or what is referred to by some as a “pick up on the move.” This situation occurs 

when the load doesn’t stop, but the escorts do stop traveling with the load as 

new escorts “pick up” the departing escorts’ responsibilities. This arrangement is 

challenging because of the lack of information, lack of contingency planning, and 

lack of knowledge of team members and their preferences and skills. As described 

during the discussion of the benefits of planning in the previous section, a “pick up 

on the move” happens initially without any of those benefits. Sharing information, 

planning for contingencies, and developing team dynamics are delayed in a nonstationary transfer, but they should be delayed no longer than absolutely necessary. 
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These transfers of responsibility occur for a variety of reasons. Sometimes P/EVOs 

are not needed to accompany a load on interstate highways but are required on 

two-lane roads. Sometimes escorts are not certified to operate in a certain State, or 

the load driver needs the particular skills of a P/EVO in certain places. 

At the first opportunity to conduct the delayed safety meeting, the procedure for 

the pre-trip meeting should be followed, including permit review, route review, 

inspections of vehicles, correcting any issues with communication equipment, 

exchanging of information including contact information, and anything that is 

unique to this load and route. 

This modified pre-trip meeting should be conducted with as little pressure to “get 

back on the road” as possible. Understanding the tasks, hazards, and limitations 

saves substantial time when one considers how long getting back on the correct 

route after making a wrong turn can take, or prompting enforcement officials to 

conduct safety checks that can be very time consuming, and sometimes very costly.

At a minimum, the successor escort must know how the transfer is to take place. 

Will the P/EVOs overlap or will the transfer be an abrupt change? If P/EVOs 

overlap, it is possible for the successor P/EVOs to have a few miles to “read” what 

the departing escorts are doing and this overlap, when it lasts until the location for 

the safety meeting is reached, creates a safer environment for highway users and 

the load and driver. If an overlapping P/EVO transfer isn’t possible, the load and 

successor escorts should take the first safe opportunity to conduct the meeting, 

inspections, and reviews. This abrupt-change option should be the exception rather 

than the rule as it poses the greater risk of the two “pick up on the move” options. 

Until the meeting place is reached, safety procedures must be followed: 

• First, ensure effective radio communication is possible. 

• Identify team members and their positions. 

• Be clear when giving your own name and position in order to help others 

recognize your voice. 

• Ask for information about the load and current status of the move. 

◦ For example, have the P/EVOs who are departing been monitoring 

anything in particular such as low tires, loose tie downs, or load shifting. 

• Ask if there have been any recent problems or repairs that should be 

monitored. 

• Verify where the load will stop for the meeting, and if there are any turns 

between the load’s current location and the pullover area. 

Once safely parked, conduct the safety meeting just as described in the preceding 

section. This includes a detailed review of the P/EVO responsibilities as described 

by the load driver and law enforcement escorts (when present), identification of 

risks associated with the specific load (fire, explosive potential, hazardous material, 
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42

load configuration, time sensitive or perishable materials) and confirm the load 

dimensions, configuration, and maneuvering limitations, as mentioned. Make sure 

all required equipment and signs are displayed or onboard the escort vehicle, and 

review contact information and contingency plans.65

LESSON 3: VEHICLE INSPECTIONS

Pre-trip Inspections and Opportunity Inspections

According to a 2010 study by the Transportation Research Record,

66 almost 

55 percent of trucks that crashed had at least one mechanical violation and almost 

30 percent had at least one condition serious enough to have taken the vehicle 

immediately out of service. Violations in the brakes (36 percent) and lighting 

(19 percent) were most frequent. A truck with an out-of-adjustment brake condition 

was almost twice as likely to be the vehicle that precipitated the crash.

As these findings suggest, safety is the most important reason for inspecting 

vehicles, and all vehicles, load and escorts, should be inspected at every 

opportunity. Inspections improve safety for the public, the load driver, the 

P/EVO(s), as well as the load vehicle and the load, escort vehicles, transportation 

infrastructure, and other property. Vehicle defects found during pre-trip and other 

inspections not only improve safety, but also reduce on-the-road breakdowns, 

65 Federal Highway Administration, Pilot Car Escort Training Manual: Best Practices for Pilot Car Escorts (Washington, 

DC: FHWA, 2004), p. 31.

66 D. Blower, P.E. Green, and A. Matteson, “Condition of trucks and truck crash involvement: Evidence from the large 

truck crash causation study.” Transportation Research Record 2194 (2010): 21-28.

TEST YOUR KNOWLEDGE

1. What information should be obtained when confirming a P/EVO 

assignment? During pre-trip safety meeting?

2. What determines the number of escorts required for a specific load? 

What determines the route? Curfews? 

3. What is meant by the statement, “For the P/EVO, every job is a 

proto-type?”

4. If communication cannot be established between P/EVOs and the load 

driver, what is the recommended procedure?

5. What is meant by a “pick up on the move?” How does it change pre-trip 

responsibilities? 

6. In what situations might non-stationary transfers of responsibility used?

7. What are the two methods of completing a “pick up on the move?” 

Which of the two is recommended?
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violations, and fines. Of course, on-the-road breakdowns are expensive, but unsafe 

vehicles contribute to crashes and disabled vehicles contribute directly to crashes.67

As part of the vehicle inspection, review requirements for each jurisdiction issuing 

permits for the load movement. Ensure required equipment, certifications, vehicle 

stickers and/or signs, insurance coverage, and other rules are followed. Failure to 

comply with permit requirements and/or restrictions can result in a voided permit, 

delays, and financial consequences, regardless of which member of the team is out 

of compliance.68

Federal and State laws require that drivers with commercial driver’s licenses 

inspect their vehicles [49 CFR part 396]. As mentioned, many States also require 

pre-trip meetings, including inspections, for P/EVOs. Regardless of whether a 

State specifically requires a pre-trip meeting and inspection or not, it is a practice 

that should be adopted by P/EVOs in the interest of safety and professionalism. 

Beyond the safety and other issues discussed, there is at least one more thing to 

consider: when a P/EVO has mechanical problems, the load doesn’t move until 

that vehicle is repaired or another P/EVO can take over. It is important to do 

everything possible to avoid this situation by having well maintained vehicles and 

equipment, an adequate array of spare parts and tools, and contingency plans for 

who can take over in the event that a vehicle cannot be repaired in a reasonable 

time, or if the P/EVO becomes ill, for example.

This is important for P/EVOs, especially those in front of the load vehicle, to know 

and mitigate to the greatest extent possible potential hazards. This is similar to the 

idea that the rear P/EVO should check and monitor the load, tiedowns, securement 

devices, under-ride prevention devices, brake and tail lights, etc., in part because 

of the direct danger posed to the rear P/EVO. The front P/EVO has a great interest 

in the safe operation of the braking systems on the load vehicle, the vigilance and 

experience of the driver, the driver’s familiarity with the load and the route, and his 

or her willingness to follow the P/EVO at a safe distance. 

Finally, vehicle inspections should not be limited to those completed prior to 

the trip. Vehicle inspections are not only safety enhancing activities, they can be 

significant time and money savers, too. Inspections should be conducted at every 

opportunity, including during breaks, fuel stops, and at the end of each day. Posttrip inspections and activities are covered in Module 6. 

During the pre-trip walk-around inspection, the P/EVO should check all mandatory 

equipment for each State in which the team will be operating. Mounting signs, 

checking lights, adjusting mirrors, checking radios, and other activities must be 

completed during this time, and, on longer trips, this routine should be repeated 

every morning before the load moves. 

67 Adapted from American Association of Motor Vehicle Administrators, Model Commercial Driver License Manual

(AAMVA, July 2014), Section 2. Available at: http://www.aamva.org/CDL-Manual/.

68 Federal Highway Administration, Pilot Car Escort Training Manual: Best Practices for Pilot Car Escorts (Washington, 

DC: FHWA, 2004), p. 20.
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44

This is also a good time to make sure each driver has railroad emergency and other 

safety information, maps, routes, exit numbers for fuelling stops and breaks, copies 

of the carrier’s accident policy and incident report forms, extra copies of licenses, 

certification cards, medical cards, and other trip-related documents before the team 

rolls. A brief reminder about the dangers and inexcusability of distracted driving 

is important. One in four crashes now involve at least one distracted driver. See 

also Module 7, Lesson 1: Distracted Driving for a more in-depth discussion of this 

important safety topic. 

As mentioned, it is the P/EVO’s responsibility to be familiar with the rules and 

regulations governing pilot car operations in every jurisdiction in which they work. 

States vary substantially in the training and certifications required of P/EVOs, in 

the equipment P/EVOs are required to carry in the escort vehicle or display on the 

vehicle, and in the insurance they must have in place to operate lawfully. 

It is important to verify that all licenses are in force (not expired or suspended), 

that escort certifications are up-to-date, and that P/EVOs meet the age 

requirements. The P/EVO should be free of health conditions—physical, mental, 

and emotional—that may negatively affect driving. In addition, P/EVOs must 

not be under the influence of any substance (prescription drugs, over-the-counter 

medications, or illicit drugs) that potentially impairs their ability to fulfill their 

responsibilities safely.69

This process is critical for orienting new drivers to the open climate of cooperation 

and support among team members, and should be handled in a non-threatening 

manner. For example, load movement team members should not ask another team 

member for any documentation they would not be willing to provide themselves. 

The process of review is about safety and about team members helping each other 

stay in compliance and operate safely. 

In the interest of safety, as well as preventing expensive repairs and avoiding 

breakdowns and down time, P/EVOs must monitor gauges for signs of trouble. 

Be familiar with all warning messages and icons in the dashboard display of the 

vehicle being used. And, just as with the load driver, look, listen, smell, and feel. 

Check critical items on the escort vehicle when stopped for fuel, rest, or food, 

including tires, wheels, and rims; brakes, lights, reflectors, and flags; and on the 

load vehicle, help the load driver check tires and wheels, brake and electrical 

connections, load vehicle lights, and trailer coupling and cargo securement devices. 

Check the load for any shifting or loose tie-downs. Look for fluid leaks underneath 

the vehicles. Each major area that should be included in vehicle inspections is 

described below.

69 Federal Highway Administration, Pilot Car Escort Training Manual: Best Practices for Pilot Car Escorts (Washington, 

DC: FHWA, 2004), p. 16.
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Specific Parts of the Vehicle to Address 

Tire Problems. Too much or too little air pressure, or a bad pattern of wear should 

be addressed. At least 4/32-inch tread depth for front tires and at least 2/32-inch on 

other tires is recommended. P/EVOs should check for cuts or other damage to tires, 

tread separation, and cut or cracked valve stems. If the escort vehicle has dual tires, 

check to make sure they aren’t in contact with each other or with any parts of the 

vehicle. Tread requirements for commercial vehicles are found in 49 CFR 393.75.

Wheels and Rims. P/EVOs should look for damage to rims, rust around wheel nuts 

(this can indicate the nuts are loose), or missing clamps, spacers, or lug nuts. After 

a tire has been changed, re-check the tightness of the nuts at the next stop. 

Brakes and Steering System. Check for any leaking fluids. Test brakes and 

steering before entering roadway. 

Suspension System. Broken suspension parts can be extremely dangerous, 

especially to vehicles following the load. P/EVOs should look for cracked or 

broken spring hangers, leaking shocks, torque rod or arm, u-bolts, or other parts.

Exhaust System. Broken exhaust systems can let poison fumes into the vehicle 

(including a sleeper berth on the load vehicle). P/EVOs (and load drivers) should 

look for loose, broken or missing exhaust pipes, mufflers, tailpipes, mounting 

brackets, clamps, bolts, or nuts. 

Emergency Equipment. P/EVOs and load drivers must be certain all emergency 

equipment is in/on the escort vehicle, and that it is in working order. When stopped 

and parked at hotels and restaurants, check to make sure no equipment has been 

taken, moved, or damaged. Fire extinguishers, warning devices, and traffic control 

equipment must be on board and easily located. 

During the pre-trip inspection, check to make sure spare parts including bulbs, hoses, 

and belts, spare electrical fuses, and other parts are onboard. Make sure the full-size 

spare tire is inflated properly and that tools needed to change the tire are in place. 

The Seven-Step Inspection Method70

Pre-trip (and other) inspections should be done the same way, and in the same 

order each time in order to avoid leaving out steps or forgetting something that 

should be checked. 

1. In P/EVO fleet situations, drivers should review the reports of previous 

drivers and address any issues in the reports. 

2. Check the engine compartment; look for bulging hoses, loose belts, leaks, 

empty reservoirs, loose caps or cables, etc. 

3. Start the engine and inspect inside the vehicle; listen for unusual noises and 

look at the gauges including oil pressure, voltmeter, coolant temperature, 

and warning lights. Check the following: the windshield for cracks, wipers 

70 American Association of Motor Vehicle Administrators, Model Commercial Driver License Manual (AAMVA, July 

2014). Available at: http://www.aamva.org/CDL-Manual/.
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46

and wiper blades; the windshield washer fluid indicator; the lights, including 

headlights (high and low beam), turn signals, four-way flashers, parking 

lights, brake lights, and fog lights; mirrors for cracks, dirt, and obstructions; 

and the safety belt for wear, rips, or fraying. Adjust the seat position, ensuring 

seat mechanisms are operating properly. Also check the head restraints for 

proper positioning. 

4. Turn off the engine and check the lights. Make sure the parking brake is set, 

and turn on the headlights. Get out of the vehicle and look at the lights, etc. 

Have someone help with checking brake lights, high beams, etc. Clean the 

glass in the windows, inside and out, and all mirrors. 

5. Perform a walk-around inspection. Go to the front of vehicle and check that 

low beams are on and both of the four-way flashers are working. Push the 

dimmer switch and check the high beams. Turn off the headlights and fourway flashers. Turn on the parking lights and check the right and left turn 

signal lights. Walk around and inspect (and clean when necessary) the lights 

and lenses. 

a. On the left side, check the driver’s door glass, and ensure that the locks are 

working properly. Evaluate the left front wheel. Check the condition of 

wheel and rim, lug nuts, and tread depth and look for uneven wear. Check 

to see that tire is properly inflated, that the valve stem and cap are in place 

and have no serious cuts, bulges, or tread wear. Use a wrench to test 

rust-streaked lug nuts and the lugs on tires recently changed. Check for 

leaks from hubs. Look at the left front suspension and brake elements.

b. Move to the front of the vehicle. Look at the condition of the front axle 

steering system, checking for loose, worn, bent, damaged, or missing 

parts. Check the condition of the windshield and clean it inside and out. 

c. On the right side of the vehicle, check all items listed above for the left 

side list. 

d. At the rear of the vehicle, check the spare tire pressure and that tire 

changing tools are securely in place and operable. Check the tailgate, 

license plate and tag light, and ensure the license plate is securely 

mounted. 

e. Rear P/EVOs should assist the driver with checking the load to ensure all 

signs and flags are in place and mounted properly. Look at the load to see 

if it is secure, with cargo blocked, braced, tied, chained, etc. Ensure tarps 

are in place, if required, and placed and secured in a way that avoids 

tearing or billowing. Secure anything that may fly off and strike the 

P/EVO or other highway users. 
Pilot/Escort Vehicle Operators| TRAINING MANUAL

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6. Get inside the vehicle. Check for all paperwork, including P/EVO’s license, 

certification card, insurance verifications, permits, route surveys, emergency 

phone numbers, maps. Secure all loose articles in the vehicle that may interfere 

with operation of controls or hit occupants in a crash. Check that all required 

equipment for each State on the route is in/on the escort vehicle. Ensure all 

equipment is properly stowed, and in operable condition. Check for additional 

equipment or materials that should be in the truck in case of emergencies or 

unexpected events; for example, contact information for the carrier and load 

driver, accident reporting kit, company insurance policy information, etc. Put 

on a safety vest and ensure that a hardhat, STOP/SLOW paddle, and warning 

devices are easily located. Check the radio and channel.

7. Start the engine and check the brakes, parking brakes, and the safety belt. 

Check the dash lights for any warning indicators, and set the dimmer for 

interior lights. 

In summary, vehicle inspections are significant ways to solve problems before the 

trip begins and to make the load movement safer, less costly, and more efficient. 

Inspections should be considered an ongoing activity. Inspect vehicles continually: 

watch gauges and warning indicators while on the road, monitor the load vehicle, 

and inspect all vehicles at every fuel and safety/rest stop, as well as every evening 

and every morning.

TEST YOUR KNOWLEDGE

1. What is meant by the statement: “Inspection is a process, not an event?” 

When should vehicle inspections be conducted?

2. What should be done if a P/EVO has mechanical problems or an illness, 

for example, and cannot continue with the load movement team?

3. What should be checked, at a minimum, when inspecting the escort vehicle?

4. What should be checked inside the escort vehicle?

5. During the trip, what must P/EVOs monitor?

6. What is meant by the statement that drivers should “look, listen, smell, 

and feel?”

7. Why should P/EVOs be familiar with the Seven-Step Inspection Method?

Inspection is 

a process, not 

an event.

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Trip Operations

MODULE 5

This module contains many of the “nuts and bolts” of escort vehicle operations, 

including the role of the P/EVO, positioning of the front (or lead) escort and the 

rear escort (also called the chase car), safe operation of the escort vehicle, how 

and when to deploy equipment, controlling traffic, railroad crossing hazards, and 

emergency operations. 

This module includes six lessons: The Role of the P/EVO, Equipment Use, 

Roadway Positioning and Procedures, Traffic Control, Railroad Crossings, and 

Emergency Procedures.

Oversize load movement “may require multi-jurisdictional permits. These permits 

may have differing restrictions, conditions, and regulations, which may result in 

cumbersome and confusing procedures. This process is further complicated by 

the lack of State standards for P/EVOs. The resulting delays, inconsistencies, and 

unpredictable procedures have long created havoc for the transportation industry,” 

according to the 2004 edition of the P/EVO Best Practices Guidelines.71

Now, more than a decade later, these conditions persist. Permits are still issued by 

States that have differing requirements for equipment, curfews, P/EVO certification 

and training requirements, and other differences. Very few regional permits are 

available, and no national standards for P/EVOs exist. Inconsistencies in requirements 

and procedures continue to produce delays and less-than-optimal safety conditions 

in the movement of oversize loads, in addition to presenting a maze of rules and 

requirements that is difficult to negotiate and provides little if any benefit.

It must be clear to individuals operating pilot/escort vehicles that P/EVOs must 

stop at all stop signs and traffic lights, must yield to oncoming traffic, and must 

follow all laws and regulations in the jurisdictions in which they operate. It is never 

appropriate for P/EVOs to ignore stop signs and traffic signals, speed limits, moveover laws, to cross centerlines, run motorists off the road, or to violate any other 

traffic laws. 

Characteristics of Oversize Loads 

P/EVOs must remember that the oversize load is operationally more difficult to 

drive and has more blind spots. The oversize load is less maneuverable, takes 

71 Federal Highway Administration, Pilot Car Escort Training Manual: Best Practices for Pilot Car Escorts (Washington, 

DC: FHWA, 2004), p. 35.
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50

longer to stop and accelerate, and has a wider turning radius. Drivers of oversize 

load vehicles have difficulty maintaining speeds on roads with moderate to severe 

grades. The oversize load vehicle is less stable, some are more likely to roll over, 

and they are often subject to trailer sway and rearward amplification,72 tail swing, 

offtracking, and other phenomena.73

P/EVOs must be prepared to deal effectively and safely with oversize loads, 

including accommodating these characteristics:

• Oversize loads require extended distance to stop, change lanes, and pass 

other vehicles. P/EVOs assist by warning motorists when the load is going to 

change lanes, pass another vehicle, etc.

• Oversize loads have more blind spots, and the blind spots are larger than in 

other vehicles. It is important for the P/EVO to warn load drivers of hazards 

they cannot see. P/EVOs must warn load drivers in time for the driver to 

react and to also warn motorists to keep them from striking the load.

• Oversize loads also have difficulty gaining sufficient speed on acceleration 

ramps to merge with traffic on multi-lane highways, and may have difficulty 

braking on long and steep downgrades. 

• When making turns, the oversize load may swing wide before turning. In 

addition, an extremely long load may block at least two lanes of the roadway 

it is turning from as well as simultaneously blocking at least two lanes of the 

roadway it is turning onto. P/EVOs should know how to control traffic 

anytime the load is blocking a lane of traffic, especially when the load must 

move into oncoming traffic. When authorized, P/EVOs must continue to 

control traffic until the travel lane is clear. See also Lesson 4, below. 

• When starting movement on an inclined surface, the oversize load may roll 

backward. Rear P/EVOs must be aware of this and prohibit vehicles from 

getting too near the rear of a load when on an incline.

• Avoid situations that make it necessary for the load driver to back up. 

Spotters are needed, as described in the next section.

Parking and Backing Issues

While parking the load vehicle is clearly the load driver’s domain, the P/EVO may 

help the driver avoid all situations in which the load vehicle must back up. If the 

P/EVO is familiar with the route, this can be very helpful to a load driver who 

is not familiar; for example, the P/EVO may know about safe places to park the 

oversize load, or to sleep, get fuel, or food. Backing a truck is always dangerous; 

oversize loads, especially articulated loads, carry enhanced risks. When parking, 

the P/EVO should assist the driver in finding a location that allows the load vehicle 

to be moved forward when resuming travel. 

72 American Association of Motor Vehicle Administrators, Model Commercial Driver License Manual (AAMVA, July 

2014), Section 6.1.2. Available at: http://www.aamva.org/CDL-Manual/.

73 Federal Highway Administration, Pilot Car Escort Training Manual: Best Practices for Pilot Car Escorts (Washington, 

DC: FHWA, 2004), p. 43.
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If a longer combination vehicle or any load vehicle must be moved in reverse, the 

P/EVO must be prepared to assist the load driver. Having the P/EVO serve as a 

spotter is important. The P/EVO should check all around the vehicle (preferably 

with the load driver). Monitor clearances front and rear, above and below, and on 

both sides of the load vehicle as it moves. Spotters should always stand on the 

driver’s side of the vehicle once the backing begins, and move with the load in 

order to remain visible to the driver at all times. The spotter must be able to see 

the driver at all times. Spotters and drivers must agree upon a set of hand signals, 

especially a clear signal for “stop.”74

Stopping Distances

Safe driving practices can very frequently be linked to stopping distance. 

Therefore, it is crucial that P/EVOs understand the risks they are taking when they 

fail to operate in ways that allow for the limitations of the load and the presence of 

other motorists. 

Trucks often weigh 20 to 30 times as much as passenger vehicles, and trucks are 

taller, often with greater ground clearance, resulting in smaller vehicles underriding trucks in crashes. This is a special concern for rear pilot/escort vehicle 

operators (P/EVO).75

Compared with passenger vehicles, stopping distances for trucks are much longer, 

and trains are much longer than trucks. Loaded tractor-trailers take 20 to 40 percent 

more distance than cars to stop, and the discrepancy is greater on wet and slippery 

roads or with poorly maintained brakes.76 This is important for the lead P/EVO, in 

particular. For more information about stopping distances, see Module 7, Lesson 4.

74 American Association of Motor Vehicle Administrators, Model Commercial Driver License Manual (AAMVA, July 

2014), p. 6-4 and 6-5. Available at: http://www.aamva.org/CDL-Manual/.

75 Insurance Institute for Highway Safety (IIHS), Fatality Facts web page, “Large Trucks, 2013.” Available at: http://www.

iihs.org/iihs/topics/t/large-trucks/fatalityfacts/large-trucks/2013.

76 Ibid.

Stopping distances increase by the 

SQUARE of the amount the speed is increased.

So if speed doubles from 20 mph to 40 mph, 

the distance needed to stop increases by 4 times.

TEST YOUR KNOWLEDGE

1. When is it appropriate for P/EVOs to ignore traffic laws? 

2. What are common characteristics of oversize loads that P/EVOs must 

understand and accommodate?

3. How is stopping distance affected by speed?
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52

LESSON 1: LOAD MOVEMENT—THE ROLE OF PILOT/

ESCORT VEHICLE OPERATORS

As discussed in previous modules, the roles assigned to P/EVOs differ 

substantially from State to State, as do training and certification requirements, 

insurance requirements and other aspects of operating a pilot/escort vehicle. It 

is generally agreed among the States that the P/EVO is responsible for warning 

motorists about the presence of an oversize load. In addition, where permitted by 

State law, the P/EVO is also responsible for controlling traffic, often in conjunction 

with law enforcement escorts, to allow the oversize load driver to negotiate turns, 

avoid striking roadway structures and vehicles, and adapt to traffic conditions. 

Even though many States do converge to some degree on these purposes, variations 

within these categories also exist. For example with respect to warning motorists, 

the major consistency is that all States require an Oversize Load sign on all 

vehicles (load and escort vehicles); however, the size of the sign varies, as do rules 

about where on the escort vehicle the sign must be displayed. The color scheme is 

consistent for the signs across States (black letters on yellow background), yet the 

size of loads that require the signs varies. This situation is perhaps one of the most 

difficult tasks the P/EVO encounters: How to comply with diverse and differing 

rules and permit restrictions in each State and local jurisdictions.

Standardizing P/EVO rules, processes and procedures is an important safety issue. 

Uniform operating procedures, designed with safety as the primary goal, reduce 

confusion of highway users, load movement team, and even enforcement officers, 

as well as promoting effective operations and improving load movement safety.

Permits

Each State has rules about the allowable size for loads moving on highways within 

the State. When loads exceed these allowable limits, the State issues a permit that 

specifies when the load can be moved, the route the load must follow, the number 

of P/EVOs required, and other information. The commercial carrier must have the 

necessary permits, and it is important for P/EVOs to review all permits carefully. 

Routes are selected first and foremost to provide extra measures of safety for the 

general public. With safety as the primary focus, the route may involve increased 

distances, or restrictions on specific times of movement that make the load 

movement more time consuming or difficult. However, failure to follow the route 

as specified on a permit constitutes a violation of the permit that in most States 

renders the permit invalid.77

Even though the carrier is the permit holder, it is important that the escort also 

comply with permit requirements. Violations that occur include failing to comply 

with provisions in the permit in terms of route or curfew, for example, or providing 

false information in order to get a permit. 

77 Federal Highway Administration, Pilot Car Escort Training Manual: Best Practices for Pilot Car Escorts (Washington, 

DC: FHWA, 2004), p. 36-37.
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53

Load Movement Preparation

As discussed in Module 4, transporting oversize loads requires extensive planning. 

Moving large loads will often involve not only P/EVOs but also law enforcement 

escorts and utility crews to move electric or other lines or to facilitate traffic 

control. With State-issued permits and the variance in rules among the States, 

planning is critical to ensure the load movement is being performed safely and in 

compliance with the many applicable State and local rules. 

Just prior to load movements, P/EVOs should check communication equipment, 

make sure lights are on, and all paperwork is in the vehicle. And, in the last few 

minutes before the load moves, P/EVOs should do the following:

Paperwork check: Licenses, P/EVO cards, Transportation Worker Identification 

Credential (TWIC) cards,78 insurance, copies of permit, route survey, and maps.

Vehicle check: All required equipment for all States, warning light and headlights 

on, signs displayed, flags in place, height pole installed and calibrated, if required.

Route check: Ensure all load movement team members know the route, and 

specifically review the first few turns and/or the route and all known hazards up to 

the next stop. Discuss curfews and parking issues, identify the next planned stop 

and any emergency pullover areas along the route. 

Traffic Control Plan(s): Review flagging procedures for narrow bridges or turning 

long loads. Ensure all team members know what to do and when to stop traffic if 

required and allowed.

Communication equipment check: Select channel and test all equipment, identify 

team members, and establish voice recognition. 

Emergency procedures: Review with the entire team the immediately relevant 

emergency procedures, such as becoming lodged at a crossing or experiencing a 

vehicle breakdown. 

Before movement, each member of the load movement team should adjust mirrors 

and seat, set radio channel and volume, heat/air controls, and put on safety vest.

Inspection and Monitoring During Load Movement 

During the trip, P/EVOs should report everything they see, hear, smell, or anything 

that feels or looks different in the way the vehicles or load rides or handles.79

The load and escort vehicles should be inspected at every stop, as well as 

monitoring all dashboard instruments including temperature and oil pressure 

gauges, tire pressure and warning lights while on the road. 

78 TWIC cards are required to enter secure areas of maritime ports. TWIC cards are not required for P/EVOs, but are often 

useful to those who operate in maritime ports.

79 American Association of Motor Vehicle Administrators, Model Commercial Driver License Manual (AAMVA, July 

2014), Section 2. Available at: http://www.aamva.org/CDL-Manual/.
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54

Immediately after starting the day, rear P/EVOs, especially, should pay attention to 

the load and securement devices. P/EVOs must notify load drivers immediately

if the cargo shifts or any securement device slips or loosens, or any other situation 

arises with the load vehicle or cargo that may create an unsafe environment for 

motorists, including the P/EVO following the load. 

Pilot/Escort Vehicle Operator Responsibilities

It is vital that P/EVOs communicate with motorists near the oversize load by 

signaling intentions to turn or change lanes as far in advance as possible. When 

making lane changes, turn signal on earlier than under normal circumstances. 

The escort should change lanes first, in order to protect the load from oncoming 

traffic, and vice versa, during the lane change. The entire load movement team 

should change lanes slowly and smoothly so that other motorists have time to 

honk or move out of the way in the event the P/EVO doesn’t see a vehicle moving 

in a blind spot or blocked by vehicle pillars. It is important to remember that a 

motorcycle can be blocked from view by an object no bigger than a pencil.80

Similarly, it is crucial to warn drivers approaching from the rear of the oversize 

load when slowing down. Tap the brake pedal a few times to flash brake lights to 

warn drivers when slowing down. This is especially important in hilly terrain, on 

curvy roadways, and on wet surfaces. 

P/EVOs and load drivers must slow down gradually and signal their intentions 

early. They must do everything possible to avoid forcing the load driver to stop 

suddenly. Motorists do not realize how fast, at highway speeds, they close the 

gap between their vehicle and a slow moving vehicle. It is important to use every 

lawful means to warn approaching motorists of slow moving loads.

Likewise, oversize loads make it particularly difficult for motorists behind the load 

to see hazards ahead. The rear P/EVO and the load driver must do everything they 

can to alert drivers to hazards and when it is unsafe to pass, for example.

It is NOT recommended that P/EVOs or load drivers wave cars around or make 

any attempt to signal other motorists when it may be safe to pass. The load driver 

and the P/EVOs must focus on the specific job they are doing. It is not possible to 

drive safely and to direct traffic simultaneously.

When delaying traffic more than 5 minutes or when more than five vehicles are 

behind the load, if possible, move over and allow the vehicles to pass. In certain 

situations, it may be necessary for the load and P/EVOs to stop and flag traffic 

around the load (See Lesson 4, below). 

80 American Association of Motor Vehicle Administrators, Model Commercial Driver License Manual (AAMVA, 

July 2014), Section 2.5.1. Available at: http://www.aamva.org/CDL-Manual/.
Pilot/Escort Vehicle Operators| TRAINING MANUAL

55

Role of the Lead Pilot/Escort Vehicle Operator

Lead car responsibilities include navigation, communication, height pole operation, 

and providing adequate warning to motorists. It is the lead P/EVO who must also 

monitor and evaluate hazards in real time and communicate about hazards in 

enough time for the load driver to successfully negotiate the hazard. 

Maintaining an attentive and proactive visual lead is perhaps the most important 

skill front P/EVOs must cultivate. Monitoring obstructions such as signs, 

guardrails, and mailboxes is critical to the safe movement of oversize loads, but 

monitoring is only the beginning of this task. If the distance between the escort 

and the load is too small, or if the P/EVO does not notice the hazard in time to 

notify the driver, no amount of monitoring will ensure the safety of highway 

users, the load driver, the P/EVOs, and transportation infrastructure. Even if the 

P/EVO has time to notify the load driver about the hazard, there is frequently no 

time left for the driver to avoid it. This also highlights the vital nature of effective 

communication equipment and processes.

The visual lead every member of the team should maintain varies with the speed 

of the traffic, weather conditions, features of the terrain, and other factors. Similar 

to recommended following distances, an adequate visual lead is at least 20 seconds 

for oversize load movement, and more lead time should be added for each hazard 

that exists in a given situation, such as a wet roadway, darkness, hills and curves, 

driver fatigue, or traffic congestion.

Seeing Hazards

First, what is a hazard? Any road condition or other road user (driver, bicyclist, 

pedestrian) that is a possible danger.81 For example, a car in front of you 

braking suddenly, or heavy rain in a dark work zone. Seeing hazards increases 

preparedness. If prepared and vigilant, drivers can frequently avoid hazards that 

can become emergencies. Monitoring mirrors and scanning at least 20 seconds 

ahead, as well as managing space around the oversize load vehicle, reduce risk and 

increase the time available to react to hazards.82 To be safe, all drivers must know 

what is going on all around the vehicle. Inattention is a major cause of crashes. 

When escorting oversize loads, the P/EVO must look much farther ahead than 

when operating a vehicle under ordinary conditions. 

The P/EVO has reduced effectiveness if the scope of vision is limited to what the 

load driver can already see. The lead P/EVO should maintain a position that gives 

a range of vision that exceeds that of the load driver, and be alert for changes in the 

surroundings.83

81 American Association of Motor Vehicle Administrators, Model Commercial Driver License Manual (AAMVA, 

July 2014), Section 2.4. Available at: http://www.aamva.org/CDL-Manual/.

82 Ibid., Section 2.8. 

83 Federal Highway Administration, Pilot Car Escort Training Manual: Best Practices for Pilot Car Escorts (Washington, 

DC: FHWA, 2004), p. 42.

The lead P/EVO 

should maintain 

a position that 

gives a range 

of vision that 

exceeds that of 

the load driver, 

and be alert for 

changes in the 

surroundings.
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56

The load vehicle takes longer to stop and maneuver, and depending on its size 

and weight, load vehicles are not capable of making quick adjustments in speed 

and direction, as mentioned. For oversize loads, stopping and changing lanes, 

for example, take a lot more distance. Changing lanes and entering and exiting 

roadways must be planned well in advance. Adequate distance between the load 

and P/EVOs and between the load and all other vehicles on the roadway must 

be maintained in order to operate safely when unexpected events occur, such as 

experiencing mechanical problems, encountering stalled or abandoned vehicles or 

other obstructions, or weather conditions. 

In day-to-day driving, vigilant drivers look at least 12 to 15 seconds ahead, while 

continually monitoring mirrors, nearby vehicles, and traffic control devices. At 

lower speeds, that is about one block. At highway speeds in good conditions, 

recommended following distance is 3 seconds. For P/EVOs and the oversize load 

driver, those distances should be doubled. P/EVOs and load drivers should be 

monitoring at least 30 seconds ahead and following distances should be increased 

to 6 seconds in good conditions; that is, flat, level, dry, pavement in daylight.

Attentive drivers (i.e., non-distracted, well rested) direct their attention to mirrors, 

seeing ahead, and seeing near to far, as well as monitoring instruments and warning 

indicators, the load and load vehicle, and nearby vehicles. 

However, for the lead P/EVO, even these attentive behaviors are not adequate. 

Because of the size and weight of loads and load vehicles, maneuverability is much 

more difficult and represents a highly dangerous situation for even basic operations 

such as changing lanes or stopping for a roadway obstruction. Lead P/EVOs in 

particular must look for vehicles coming onto the roadway, changing lanes, or 

turning, as well as watching for brake lights from slowing vehicles. It is important 

to adjust to traffic lights sooner when escorting oversize loads. For example, if a 

traffic light has been green for a long time, the load will need to slow down and 

prepare to stop in situations in which a passenger car would likely be able to make 

it through the intersection.84

Other Hazards

Hazards to be aware of, especially for lead P/EVOs and load drivers, include 

those related to roadways and infrastructure and hazards related to other drivers.85

Roadway hazards include work zones, edge drop off, foreign objects, on/off ramps, 

overhead obstructions, changes in elevation, and other hazards. 

Work Zones. Speeding traffic is the number one cause of injuries and death in 

work zones, and speeding is the number one citation issued to drivers in work 

zones. To operate safely, P/EVO and load drivers must observe posted speed limits 

at all times, and especially when approaching and driving through work zones. 

Drivers must be mindful of their speed and avoid increasing speed while traveling 

through the work zone, especially long sections of construction.

84 American Association of Motor Vehicle Administrators, Model Commercial Driver License Manual (AAMVA, July 

2014), Section 2.4. Available at: http://www.aamva.org/CDL-Manual/.

85 Ibid., Section 2.8. 

Lean forward 

and elevate 

the body if 

needed to see 

around mirrors, 

A-pillars and 

other obstacles, 

especially when 

merging or 

changing lanes. 
Pilot/Escort Vehicle Operators| TRAINING MANUAL

57

Figure 2. Photo. Maryland 

road sign.

Maintain adequate following distance, and decrease speed in 

adverse weather or road conditions, and when workers are near 

the roadway. Work zones often involve narrower lanes, sharper 

turns, and uneven surfaces in addition to the more significant 

hazards that exist when workers are near highway traffic. Other 

drivers may be distracted or confused in an active work zone, and 

construction workers themselves are often focused on their jobs, 

so it is crucial that P/EVOs, oversize load drivers, and all drivers 

adopt a policy in order to remain alert and prepared for changes in 

driving conditions and all drivers refrain from using any devices 

in work zones, in order to remain alert and prepared for changes in 

driving conditions.

Edge Drop-off is dangerous because driving too near the edge 

can tilt vehicles toward the side of the road, causing the top of the 

vehicle to hit roadside objects (signs or tree limbs, for example), 

especially when over-steering occurs. Driving off the edge is 

dangerous and negatively affects steering. Top-heavy vehicles 

may roll over. Attempting to come back onto the road too quickly 

or at speeds that are too fast can produce a crash. If a vehicle 

drives off the edge of the road surface, let off the accelerator 

and gradually steer back onto the road once speed is adequately 

reduced. For load vehicles, this is particularly dangerous, and 

severe damage can be inflicted when load vehicles hit potholes, 

ruts, or other irregularities in the surface of the roadside or the 

edge of the pavement. 

Foreign Objects that have fallen onto the roadway are also 

potential hazards. Such objects can be a danger to tires and wheels 

on any vehicle, or may damage the load vehicle’s electrical or 

brake lines. Objects can also get caught between dual tires and 

cause severe damage. Some obstacles may appear to be harmless 

but are actually very dangerous. Cardboard boxes may be empty, 

or they may contain some solid or heavy object capable of causing 

damage or producing a loss of control. Bags, even empty ones, 

can become wrapped around vehicle parts and create breakdowns 

and damage. Monitoring space ahead far enough in front of the 

vehicle to avoid obstacles is critical. The lead P/EVO must be 

especially vigilant, and maintain adequate distance from the load 

to allow the load driver enough time to respond to road hazard 

information provided by the P/EVO.

Figure 1. Photo. Manual on Uniform 

Traffic Control Devices (MUTCD) 

work zone warning road sign.

Source: Maryland DOT

Source: FHWA
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58

On/Off Ramps can be particularly dangerous for large vehicles. Posted speeds 

on ramps are safe for well-maintained passenger vehicles operating in good 

conditions, but may not be safe for large, heavily loaded vehicles. Exits that slope 

downhill and turn at the same time can be especially dangerous. The downgrade 

makes it difficult to reduce speed. Braking and turning at the same time can be a 

dangerous practice. It is important to drive slowly enough before getting to the 

curved part of an on/off ramp.86

Role of Rear Pilot/Escort Vehicle Operator

When the P/EVO is behind the load, the tasks for safe load movement include 

watching motorists approaching from the rear, watching the amount of traffic 

behind the load, and reporting information to the team. Additionally, the rear escort 

(also known as the chase car) must watch the load vehicle itself to report shifting 

of load, flat tires, tie-down malfunctions, and anything about the load and load 

vehicle that might interfere with safe load movement. 

Seeing to the Sides and Rear. P/EVOs must monitor mirrors and warn traffic 

nearby of the presence of the oversize load—that is the P/EVO’s primary mission. 

And, it is important to notify the load driver of potential hazards.87 As with all 

drivers, the rear P/EVO must continually monitor mirrors and be aware of nearby 

motorists. It is important to monitor vehicles to the sides of the escort and load 

vehicles in case an evasive maneuver is required, such as an unexpected lane 

86 American Association of Motor Vehicle Administrators, Model Commercial Driver License Manual (AAMVA, July 

2014), Section 2.8. Available at: http://www.aamva.org/CDL-Manual/.

87 Federal Highway Administration, Pilot Car Escort Training Manual: Best Practices for Pilot Car Escorts (Washington, 

DC: FHWA, 2004), p. 39-40.

TEST YOUR KNOWLEDGE

1. What are the primary duties of P/EVOs? 

2. What are the benefits of standardizing P/EVO rules, requirements, 

processes and procedures?

3. What determines the route for oversize loads?

4. What must the load movement team do just prior to load movement?

5. What must all P/EVOs do during load movement?

6. When should load drivers and/or P/EVOs signal to motorists when it is 

safe to pass the oversize load?

7. When should the load and P/EVOs pull over and allow traffic to pass?

8. What is the primary skill that lead P/EVOs, in particular, must develop?

9. What is the number one cause of injuries and death in construction work 

zones? 
Pilot/Escort Vehicle Operators| TRAINING MANUAL

59

change. It is vital that the load driver and P/EVOs remain in contact to warn of 

hazards that arise from front, rear, and sides. Basic maneuvers are potentially 

dangerous situations when they involve oversize loads. This includes lane changes, 

turns, merges, and other tight maneuvers.

Lane changes require the rear P/EVO to notify the load driver when the lane is 

clear and then to move into that lane before the load does. Once the rear P/EVO 

is blocking the lane to other traffic, the load can move into the lane. This is the 

best practice, whether moving into a lane to the left or to the right. When turning, 

depending on the size of the load, make sure the rear of the vehicle will not hit 

anything (see the Offtracking section, below), particularly signs and signal devices. 

Many situations involving oversize loads produce tight maneuvers that under 

ordinary circumstances are easily accomplished. With long loads, making a turn 

may involve every lane at the intersection for example, which means the P/EVOs 

are required to warn traffic and, in many States, control traffic in order to complete 

a “simple” right turn.

As mentioned in previous modules, the primary job of the P/EVO is to warn traffic 

of the presence of the oversize load; however, the rear P/EVO must also monitor 

the load vehicle, the load/cargo, securement devices, tires, lights, as well as traffic 

coming from behind. It is especially important to notify the load driver when other 

large vehicles are approaching.

Load-Related Hazards

Although it is not typical that the P/EVO is involved in the loading and securing 

of the cargo, the rear escort in particular has an inherent and keen interest in this 

process. If cargo is loaded incorrectly or is not secured properly, it can be a danger 

to any motorist operating nearby, including the rear P/EVO.88

Loose cargo that falls off a vehicle at best can cause traffic problems. At worst, 

they can cause crashes that injure or kill motorists. Loose cargo can also kill load 

drivers during a quick stop or a crash. Further, vehicles can be easily damaged 

when they are overloaded, and steering, tire, and/or brake performance may be 

negatively affected. 

If hazardous materials are involved, it is important for the P/EVOs to know what 

the load vehicle displays and placards mean. As mentioned, the P/EVO can be of 

little assistance when emergencies with hazardous materials occur if the P/EVO 

is unaware of what the hazardous materials are and how they are to be handled 

in the event of a spill, for example. These issues must be adequately addressed 

during pre-trip planning. Having the proper fire extinguishers should be discussed, 

for example. Emergency procedures and contact information for reporting 

emergencies for each State and major local jurisdictions should be distributed to 

the load movement team.

88 American Association of Motor Vehicle Administrators, Model Commercial Driver License Manual (AAMVA, July 

2014), Section 3, p. 3-1. Available at: http://www.aamva.org/CDL-Manual/. Federal Highway Administration, Pilot Car 

Escort Training Manual: Best Practices for Pilot Car Escorts (Washington, DC: FHWA, 2004), p. 41-42.
TRAINING MANUAL | Pilot/Escort Vehicle Operators 

60

Securing cargo by blocking the front, back, and sides of a piece of cargo, as 

appropriate, is effective for keeping the cargo from sliding. Blocking is shaped to 

fit snugly against cargo and be secured to the cargo deck to prevent movement of 

the load. Bracing is also used; bracing goes from the upper part of the cargo to 

the floor or walls of the cargo compartment. Cargo tie downs are used on flatbed 

trailers or trailers without sides. Even in closed cargo compartments, tie downs 

help prevent the load from shifting. 

Tie downs must be of the proper type and proper strength. If possible, the P/EVO 

should carry extra tie downs. Tie down equipment includes ropes, straps, chains, 

and tensioning devices (winches, ratchets, clinching components). Tie downs must 

be attached to the vehicle correctly (i.e., hooks, bolts, rails, rings). It is important 

for the safety of the public, and especially the rear P/EVO, that the load be secure. 

Loads should be covered when people, especially those traveling behind or beside 

the load, must be protected from spilled or airborne cargo, loose chains, or other 

securement devices.89

The weight of the load should be balanced to prevent steering and handling issues. 

Too much weight can damage axles and tires. If weight is too far to the rear, 

steering is negatively affected and drive wheels may spin easily. It is important that 

all load movement team members be extra vigilant anytime equipment is being 

used in a way that stresses its capabilities (for example, vehicle weight limits). 

After starting the trip, especially the first few miles, the rear P/EVO should inspect 

the cargo and the securing devices in place. As mentioned, load drivers typically 

check the load after the first 50 miles of driving. At this point, it is advisable 

to stop, if safe to do so, to perform a more detailed inspection of all the securing 

devices and the cargo. After that, the load should be checked every 3 hours or 

150 miles of driving. Assist the load driver in checking the load carefully at every 

opportunity, including fuel stops, food and rest stops.90

Offtracking

Offtracking occurs when a vehicle’s front and rear wheels do not follow the same 

path. An oversize load typically has a large turning radius. This limitation may 

result in excessive offtracking when the vehicle turns through an intersection, 

negotiates an interchange, or rounds a curve. The danger is that offtracking may 

result in lane encroachment. The P/EVO must understand this maneuvering 

limitation to adequately protect motorists. The extent of offtracking generally 

increases with the spacing between the axles of the vehicle and decreases for larger 

radius turns.

The extent of offtracking is defined as the distance between the path of the front 

inside wheel and the path of the rear inside wheel as a vehicle traverses a curve 

or turn. Offtracking is a function of the wheelbases of the tractor and trailers and 

89 See 49 CFR 393.100 for Federal standards.

90 American Association of Motor Vehicle Administrators, Model Commercial Driver License Manual (AAMVA, July 

2014), Section 3.1, p. 3-1. Available at: http://www.aamva.org/CDL-Manual/.
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the number of articulation points. If the width of the vehicle plus the amount of 

offtracking exceeds the width of the travel lane, then the vehicle will encroach into 

adjacent lanes, onto the shoulder, or run off the road during the turning maneuver.91

The length and number of articulation points have the greatest effect on trailer 

stability. The vehicle will be less stable if the trailer is shorter and there are a 

greater number of articulation points. Although the P/EVO typically has no 

involvement in determining the configuration of the load vehicle, knowledge of 

these vehicle stability factors contributes substantially to safe load movement.

Top-Heavy Loads

A high center of gravity increases rollover chances. For top-heavy loads, P/EVOs 

must be vigilant about warning drivers of curves and slopes on entry/exit ramps, 

for example. Oversize loads are frequently susceptible to rollover incidents. 

They are subject to trailer sway, tail swing, and rearward amplification (defined 

as the tendency of the trailer to exaggerate the side-to-side motions of the 

preceding unit).92 The vehicle’s level of stability is affected by the height of the 

vehicle’s center of gravity; weight and load distribution; type and condition of 

connections; number of articulation points; trailer length, type, and condition; road 

demographics; speed; and driver skill. 

Ground Clearance

Trailers today sometimes have only a few inches of ground clearance. This is a 

critical concern for the oversize load driver encountering a change in grade, such 

as a railroad crossing. P/EVOs and route surveyors must assess each railroad 

crossing and other grade changes along the route when escorting low-clearance 

loads, even sections of rough roadway surface or rocks in the roadway. Some loads 

are not even carried on trailers, but are suspended between trailers, leaving the load 

skimming barely above the surface of the roadway. 

Being Prepared

Effective P/EVOs prevent incidents in spite of the unsafe actions of other 

team members or highway users in general. Anticipating hazards and knowing 

proper responses that protect the public, the team, and the load are the central 

responsibilities of every P/EVO. Being alert and free of visual, physical, and 

mental distractions is also necessary. Being alert means watching, recognizing, 

and communicating hazards. The ability to assess traffic situations as far ahead as 

possible is crucial to safe load movement. A constant assessment of the levels of 

risk is necessary.

91 Federal Highway Administration, Pilot Car Escort Training Manual: Best Practices for Pilot Car Escorts (Washington, 

DC: FHWA, 2004), p. 45.

92 American Association of Motor Vehicle Administrators, Model Commercial Driver License Manual (AAMVA, July 

2014), Section 6.1.2. Available at: http://www.aamva.org/CDL-Manual/.
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The P/EVO must anticipate traffic problems likely to develop and communicate 

clearly the problem to the load movement team. Competent P/EVOs operate 

in a manner that avoids enabling the team to be involved in or contribute to a 

collision. Awareness of the maneuvering limitations of the oversize load, including 

offtracking, high center-of-gravity, low ground clearance, and articulation points, is 

critical to safe load movement.

Driver-Related Hazards

Driver-related hazards include blocked vision, delivery trucks, double-parked and 

other parked vehicles, pedestrians and bicyclists, distractions, children, workers, 

disabled vehicles, accidents, shopping areas, schools, confused drivers, slow 

drivers, drivers signaling a turn, drivers in a hurry, and impaired drivers, among 

other risky conditions and behaviors.

Drivers who can’t see other vehicles are dangerous; for example, drivers of cargo 

vans and panel trucks. Be alert for such vehicles, including vans, motor homes, 

loaded station wagons, and cars with the rear window blocked. Watch other trucks 

carefully, especially rented ones! Vehicles with frosted, ice-covered, or snowcovered windows are hazards, as well.

Delivery trucks can present a hazard in part because packages may block the 

driver’s vision. In addition, these drivers are often in a hurry and make frequent 

and sudden stops. Parked vehicles also present hazards, especially to oversize 

loads. People fail to look before getting out of parked vehicles, or drivers may pull 

out in front of oncoming traffic. Whenever possible, create a lane between your 

vehicle and parked vehicles.

Pedestrians and bicyclists create hazards, too. Walkers, joggers, and bicyclists 

may be on the road with their backs to traffic. These individuals often wear 

portable headphones so they don’t hear oncoming vehicles. In rainy conditions, 

pedestrians and others may not see vehicles because of hats or umbrellas. 

Pedestrians are not as visible in rainy conditions, creating a greater danger, 

especially when combined with increased stopping distances. And with more and 

more frequency, these highway users are also distracted by devices they operate 

while walking or peddling, adding to the danger.

Children tend to act quickly and without checking traffic. This is especially true 

when a group of children is playing and may be unaware of traffic nearby. Be 

especially careful in school zones and near cross walks, school buses, parks, and 

ice cream trucks. 

Collisions create a rich environment for subsequent or secondary collisions. People 

involved in the crash may not look for traffic. Passing drivers are distracted by the 

accident, and emergency vehicles and police may be attempting to get to the site. 

Debris may be present on the roadway, as well as spilled fuel that can be extremely 

hazardous. 
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Confused drivers often change direction suddenly or stop without warning. 

Confusion is common near freeway or turnpike interchanges, major intersections, 

and work zones. Tourist areas are dangerous for this reason, and also for the 

number of pedestrians, including children, who may be present. Shoppers are 

focused on finding stores rather than traffic flow, and shopping areas frequently 

have a high traffic volume. Clues to identifying tourists include car-top luggage 

and out-of-State license plates. Drivers who are confused are often looking at 

street signs, maps, and house numbers rather than surrounding traffic. Also, drivers 

signaling a turn may be hazardous, regardless of location.

Slow drivers are also hazards. Seeing far enough ahead is critical to react 

adequately to slow-moving vehicles. Some vehicles, including many oversize 

loads, are, by their nature, slow. Drivers in a hurry create even greater hazards 

in this context. Drivers may pass without a safe gap, may cut too close in front 

of other vehicles, and may demonstrate aggressive behavior. Be aware of these 

drivers and make every attempt to get out of their way and let them pass. 

Impaired drivers include fatigued drivers; those who have consumed alcohol, 

prescription drugs, over-the-counter medications, or illicit drugs; and drivers 

experiencing medical problems, among other impairments. Weaving, dropping 

right wheels onto the shoulder or bumping across curbs or median dividers, drifting 

onto the rumble strip, stopping at a green light or waiting too long at a stop sign, 

speeding up or slowing down suddenly, and driving at night without headlights 

are typical behaviors of impaired drivers. For more information about distractions, 

fatigue, drowsy driving and other impairments, see Module 7. 

Drug Impairment

Laws prohibit possession or use of many drugs while driving (and rules for alcohol 

and drugs are more stringent for holders of commercial driver’s licenses (CDL) 

than for individuals with a regular operator’s license). Drivers are prohibited in 

every State from being under the influence of any controlled substance, narcotics, 

or any other substance that impairs driving ability. This includes a variety of 

prescription and over-the-counter medications. 

Certain types of medication are especially dangerous. These include cold and 

flu medications that often contain substantial amounts of alcohol and allergy 

medications that frequently produce pronounced drowsiness. Alcohol can make the 

effects of these and other drugs more intense, or in some cases, negate the effects 

of medications.93

Drivers must pay attention to warning labels and to doctor’s instructions. It is 

important to take a new medication on a day when no driving is required to 

determine its effects. With some medications, more time may be needed; i.e., to 

give a drug time to build up in the bloodstream. Drivers should monitor their own 

behavior as new medications begin to take full effect. 

93 American Association of Motor Vehicle Administrators, Model Commercial Driver License Manual (AAMVA, July 

2014), p. 2-40. Available at: http://www.aamva.org/CDL-Manual/.
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Avoid both drugs that mask fatigue as well as excessive use of caffeine to 

stay awake. Over-caffeinated drivers can behave erratically and often drive 

aggressively. The only cure for fatigue is rest. 

Drowsy drivers are more dangerous than individuals realize. P/EVOs are 

not currently subject to hours-of-service rules and are not required to maintain 

logbooks. However, incidents that occur while moving oversize loads are often 

found to have involved fatigued drivers. See Module 7, Lesson 2 for more 

information about the dangers of fatigue and drowsy driving. Federal hours of 

service (HOS) rules for load drivers are found at 49 CFR 395, and the Federal 

Motor Carrier Safety Administration (FMCSA) provides an “Hours-of-Service 

(HOS) Regulations – Comparison” visor card that addresses HOS regulations.94

It is important during the pre-trip planning process to include plans for adequate 

rest. Plans for load movement must accommodate the team members’ need for 

rest as a matter of safety. Fatigue can be deadly, and the only adequate remedy for 

fatigue is sleep.

Tests have shown that after being awake for 18 hours, drivers score no better on 

driving skill tests than drivers with a blood alcohol concentration of .05 percent. 

After being awake for 24 hours, the driver’s skill is reduced to that demonstrated 

by drivers at the .10 blood alcohol concentration. Planning for rest is as important 

as any other plans made for moving loads safely.

LESSON 2: EQUIPMENT DEPLOYMENT AND OPERATION

The focus of this lesson is on information about how and when to use the required 

equipment covered in Module 2, Lesson 2. Each State has its own requirements 

for P/EVO equipment, so it is important for the P/EVO to know what each State 

requires. It is also useful to review, from time to time, regulations at 49 CFR 

393.95 for information about emergency equipment requirements, and the Manual 

94 Federal Motor Carrier Safety Administration, “Hours-of-Service (HOS) Regulations – Comparison,” FMCSA-ADO13-006C (Washington, DC: 2013). Available at: https://www.fmcsa.dot.gov/sites/fmcsa.dot.gov/files/docs/HOS%20

Visor%20Card%20Oct%202013.pdf. 

TEST YOUR KNOWLEDGE

1. What are the primary functions of the rear P/EVO?

2. What is meant by the term “offtracking?”

3. How does being top-heavy (having a high center-of-gravity) affect the 

maneuverability of the load?

4. What is the primary hazard a load with low ground clearance encounters? 

5. How do the driving abilities of drowsy drivers and drinking drivers 

compare?
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on Uniform Traffic Control Devices (MUTCD) for flagging and flagger equipment 

standards and guidance.

The focus of this lesson is on devices and equipment related to traffic control 

operations—STOP/SLOW paddle, hardhat, safety vest, emergency flag, fire 

extinguisher(s), communication equipment, emergency warning devices (cones, 

reflective triangles, flares), lights, flags, and signs—that are typically required. It 

is important to remember that not all States require the same equipment, nor do 

State rules align in terms of when and how certain equipment is to be used. States 

vary in the authority given to P/EVOs to control traffic. For example, many States 

allow P/EVOs to control traffic, and others allow it only if the P/EVO is also a 

certified flagger. 

Flagging Equipment

Hardhats and Safety Vests.95 Type II hardhats, as described in Module 2, 

Lesson 2, are recommended for P/EVOs. Safety vests for flaggers, as specified 

in the Manual on Uniform Traffic Control Devices (MUTCD)96 and American 

National Standards Institute Standard 107-2015, must be fluorescent orange-red, 

fluorescent yellow-green, or a combination of the two with retro-reflective material 

visible at 1,000 feet.

STOP/SLOW Paddle.

97 Most States require P/EVOs carry at least one 18-inch 

STOP/SLOW paddle. The paddle should have a retroreflective surface and be 

standard in color and shape (i.e., octagonal shape). The “stop” side must be red 

with white letters, and the “slow” side must be orange with black letters. The 

minimum size is 18 inches with 6-inch letters; however, when controlling traffic 

at highway speeds, a 24-inch paddle is recommended. It is also recommended 

that P/EVOs have an extra STOP/SLOW paddle; because most collisions happen 

at intersections, traffic may need to be controlled in several directions. In these 

situations, the load driver may need to help with traffic control, and load drivers 

are not currently required to carry a STOP/SLOW paddle. The P/EVO should have 

a pole about 7-feet tall for mounting the STOP/SLOW paddle when traffic control 

will be needed for more than a few minutes. Standard traffic signs are installed so 

that the bottom of the sign is 7 feet above the ground (as specified in the MUTCD). 

By having a pole this length, the STOP/SLOW paddle will be at the height drivers 

are accustomed to seeing road signs. 

As mentioned in Module 2, Lesson 3, the STOP/SLOW paddle may be modified 

to improve conspicuity by incorporating either white or red flashing lights on the 

STOP face, and either white or yellow flashing lights on the SLOW face. The 

flashing lights may be arranged in any of the several patterns. See the MUTCD, 

Section 6E.03, for details on light placement and other specifications. 95 Federal Highway Administration, Pilot Car Escort Training Manual: Best Practices for Pilot Car Escorts (Washington, 

DC: FHWA, 2004), p. 12.

96 Federal Highway Administration, Manual on Uniform Traffic Control Devices, Section 6E-02. See also ANSI, 

High-Visibility Apparel and Headwear, Section 1A.11.

97 Federal Highway Administration, Pilot Car Escort Training Manual: Best Practices for Pilot Car Escorts (Washington, 

DC: FHWA, 2004), p. 12. See also, Manual on Uniform Traffic Control Devices, Section 6E.
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66

In addition to the STOP/SLOW paddle(s), many States also require P/EVOs carry a 

24-inch by 24-inch red flag (or red-orange or fluorescent versions of those colors) for 

controlling traffic in an emergency only when no STOP/SLOW paddle is available.

Flashlight. Some States require a flashlight with a cone (traffic wand) attached. 

For this reason, it is a good idea to have a large flashlight with a safety nose cone 

along with extra replacement batteries and bulbs. The flashlight should be durable, 

water resistant, have a non-slip handle, and be appropriate for roadside operations 

day or night. Even if the P/EVO is escorting a load that moves only daylight to 

dark, this doesn’t mean the P/EVO won’t be flagging traffic after dark, especially 

in the event that the load becomes disabled.

Emergency Equipment

Fire Extinguisher(s).

98 The P/EVO should read all instructions and warnings for the 

extinguisher (before the trip begins). All members of the load movement team must 

know how to use the extinguishers and where they are located in each vehicle.99

If no hazardous materials are being transported, P/EVOs should have extinguishers 

with an Underwriters’ Laboratories (UL) rating of 5 B:C or more or two fire 

extinguishers, each with a rating of 4 B:C or more. Each fire extinguisher must 

be labeled or marked by the manufacturer with its UL rating, and must be 

designed, constructed, and maintained so that visual determination of whether the 

extinguisher is fully charged or not is possible.

The fire extinguisher(s) must be filled and located so they are readily accessible. 

Many States require the extinguisher(s) to be securely mounted to prevent 

sliding, rolling, or vertical movement relative to the motor vehicle. Finally, fire 

extinguishers must use an extinguishing agent that does not need protection from 

freezing, and extinguishing agents must comply with the toxicity provisions 

of the Environmental Protection Agency’s Significant New Alternatives Policy 

regulations.100 It is also recommended the extinguishers be shaken frequently to 

avoid settling and packing of the extinguishing agent, which occurs due to normal 

vehicle vibration while driving.

Warning Devices: Flares, Cones, and Reflectors. States vary in what they 

require for warning devices. Some require flares, and chemical flares are strongly 

recommended, especially in areas where wildfires are a concern. Others require 

triangle reflectors (a minimum of three; some States require more) and still others 

require cones of various sizes. It is the responsibility of the P/EVO to know what 

is required by each State. When flagging, it is a good idea to put a cone or reflector 

in the lane being controlled by the flagger, and/or between the flagger and the first 

stopped vehicle. This lets motorists know exactly where the P/EVO want drivers to 

stop, and provides an extra measure of safety for the P/EVO controlling traffic.

98 Federal Highway Administration, Pilot Car Escort Training Manual: Best Practices for Pilot Car Escorts (Washington, 

DC: FHWA, 2004), p. 13.

99 See 49 CFR 393.95 (a).

100 40 CFR Part 82, Subpart G.
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Placement of Warning Devices. When a load vehicle is stopped on the traveled 

portion of the shoulder of a highway, as soon as possible (and certainly within 10 

minutes), the driver should place required warning devices in the following manner 

on multilane highways as specified in the American Association of Motor Vehicle 

Administrators Model Commercial Driver License Manual:

101

1. One warning device (triangle reflector, flare, or cone) on the traffic side and 

4 paces (approximately 3 meters or 10 feet) from the stopped commercial 

motor vehicle in the direction of approaching traffic.

2. A second warning device at 40 paces (approximately 30 meters or 100 feet) 

from the stopped commercial motor vehicle in the center of the traffic lane or 

shoulder occupied by the vehicle and in the direction of approaching traffic. 

3. A third warning device at 40 paces (approximately 30 meters or 100 feet) 

from the second device (approximately 210 feet from the vehicle) and in the 

direction of approaching traffic.

4. The STOP/SLOW paddle should never be left unattended (propped on 

equipment or stuck in a safety cone, for example).

If fusees (flares that burn brightly in wet or dry conditions) or liquid-burning flares 

are used, the P/EVOs or the load driver should place at least one fusee or flare at 

each of the locations as specified in the preceding paragraph. These must remain 

in place and visible as long as the load is stopped. Before the load is moved, the 

driver(s) must extinguish and remove all fusees or liquid-burning flares.

Pilot/Escort Vehicle Operator Special Skills

Height Pole Operation 

When loads are tall, the lead P/EVO should (or as required by the State) use a 

height pole. State requirements vary, but if a height pole is required it is typically 

specified on the permit. Height pole operation is designed to prevent the load from 

hitting bridges, power and utility lines, signs, traffic lights, and other primarily 

overhead obstructions. In many States, a load is considered over-height if it is taller 

than 13 feet 6 inches. States also differ about when a height pole must be used and 

the way it must be calibrated.

The height pole should (or as required by the State) be made of a non-conductive, 

non-destructive flexible material and should (or as required by the State) be 

securely mounted on the escort vehicle in order to avoid creating a hazard to 

surrounding motorists and vehicles, transportation infrastructure, the escort 

vehicles, or the load vehicle. The height pole is mounted on the front of the lead 

escort vehicle and must be calibrated as described below.

The P/EVO operating the height pole must have an unobstructed view of the pole and 

must be far enough ahead of the load to be able to communicate to the load driver in 

enough time to get the load stopped before striking any overhead obstruction. 

101 American Association of Motor Vehicle Administrators, Model Commercial Driver License Manual (AAMVA, July 

2014), Section 2.5.2, p. 2-13. Available at: http://www.aamva.org/CDL-Manual/.
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Calibration

States vary in what they require102 when installing the height pole; established best 

practice is that all height poles should be, at a minimum, set 3 to 6 inches above 

the tallest part of the load.103 Measure the load and set the height pole, with the 

assistance of the load driver. Confirm the height with the load driver. 

Tillerman/Steerman

A tillerman or steerman is an individual who steers any axle of an articulated 

trailer. In 2011, the Federal Motor Carrier Safety Administration (FMCSA) 

provided regulatory guidance104 on the applicability of the definition of a “driver” 

to “tillerman,” a person exercising control over the movement of a steerable rear 

axle on a commercial motor vehicle. The agency had previously determined that 

although a tillerman does not control the vehicle’s speed or braking, the rear-axle 

steering he or she performs is essential to prevent the trailer from offtracking into 

other lanes or vehicles or going off the highway entirely, and because this function 

is critical to the safe operation of vehicles with steerable rear axles, the tillerman 

had been defined as a “driver” and thus is subject to commercial motor vehicle 

(CMV) regulations.

However, FMCSA has more recently concluded the person operating the steerable 

rear axle should be classified as a “tillerman.” CDL knowledge and skills testing 

would have little relevance to the remote-control operation of a steerable rear axle 

on an oversized vehicle. FMCSA said it considers the tillerman’s physical location 

in, on, or around a CMV to be the most relevant factor in determining whether the 

person is a driver, and that anyone controlling a steerable rear axle from outside 

the CMV would be doing so under the direction of the person in the cab, and 

therefore should not be considered a driver.105 (See 49 CFR Parts 383 and 390 for 

clarification.)

As with most other P/EVO regulations, it is necessary to check with the State 

agency that oversees oversize load permits and P/EVO operations to find out 

what the rules are regarding steering articulated trailers. It is not recommended, 

and is unlawful in many States, for a single individual to perform two driving 

tasks simultaneously; that is, functioning as both the P/EVO and the tillerman at 

the same time. This is true in some States regardless of how the trailer is steered. 

Further, in many States, a tillerman/steerman must have a Class A CDL. (See 49 

CFR Parts 383 and 390 for clarification of Federal rules. Check with each State for 

additional rules.)

102 Federal Highway Administration, Pilot Car Escort Training Manual: Best Practices for Pilot Car Escorts (Washington, 

DC: FHWA, 2004), p. 7 and p. 28.

103 Minnesota highlights the FHWA’s Pilot Car Escort Training Manual: Best Practices for Pilot Car Escorts in its course 

materials, for example.

104 Federal Register, “Regulatory Guidance on the Designation of Steerable Rear Axle Operators (Tillermen) as Drivers of 

Commercial Motor Vehicles,” June 2011. Available at: https://www.federalregister.gov/articles/2011/06/06/2011-13902/

regulatory-guidance-on-the-designation-of-steerable-rear-axle-operators-tillermen-as-drivers-of.

105 CJ Staff, “Groups ask for clarification on ‘tillerman’ definition,” Commercial Carrier Journal, June 6, 2011. Available 

at: http://www.ccjdigital.com/groups-ask-for-clarification-on-%E2%80%98tillerman%E2%80%99-definition/.
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LESSON 3: ROADWAY POSITIONS AND PROCEDURES

State permits typically specify how many escorts are required for a given 

overdimensional load. However, no specific laws or rules exist about how far 

the P/EVO should be from the load, where the escort should be when passing 

other vehicles, operating in urban versus rural environments, or other particular 

situations. 

Because of the prototypical nature of the job, specific rules are not possible. Each 

situation requires the load movement team to adjust to current conditions and the 

limitations of the load. For example, there are few if any rules that establish in 

actual feet the distance P/EVOs should be from the oversize load vehicle. This 

decision should be made in light of the situation rather than a rule. For example, 

factors affecting safe distance from the load include weather conditions, night or 

day, volume of traffic, features of the terrain, and the size and configuration of the 

load. Rules are necessarily non-specific in order to provide latitude for the load 

movement team to appropriately and safely adjust procedures to conditions.

The P/EVO is responsible for warning motorists of the presence of an oversize 

load, flagging traffic when necessary and allowed, and helping the load driver 

negotiate obstructions and successfully complete challenging maneuvers. 

The number of P/EVOs required for a particular load varies from State to State; 

however, some similarities exist. It is the State permit, ultimately, that determines 

the minimum number of P/EVOs required and where they are to be positioned in 

relationship to the load during movement. It should be noted that, as is the case 

with State laws, requirements set forth on the permit (or in laws) are minimum 

standards. The carrier or the owner of the load itself may provide more P/EVOs 

than required by permitting officials.

The following provisions are consistent with laws in many States:106

• Loads in excess of 12-feet wide require one P/EVO in front of the load on 

two-lane roadways and one P/EVO behind the load on multi-lane roads.

• Loads in excess of 14-feet wide often require two P/EVOs—one in front and 

one behind on all roadways.

106 Federal Highway Administration, Pilot Car Escort Training Manual: Best Practices for Pilot Car Escorts (Washington, 

DC: FHWA, 2004), p. 37-38.

TEST YOUR KNOWLEDGE

1. Where should warning devices be placed in vehicle breakdown or other 

roadside emergency situations?

2. What is the function of a height pole? 

3. How are height poles calibrated? 

4. What is a tillerman and what does he/she do?
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• Loads in excess of 90-feet long commonly require one P/EVO behind 

the load.

• Loads in excess of 150-feet long require two P/EVOs, one in front and 

one behind the load.

• Loads in excess of 14-feet 6-inches tall require at a minimum one P/EVO 

in front of the load, and that P/EVO must have a height pole in place.

Of course, many loads may exceed more than one dimension, so these are basic 

similarities only. As mentioned, it is the permit that specifies the minimum 

standards in terms of the number of P/EVOs.

Pilot/Escort Vehicle Operator Positions

Not only do the rules about P/EVOs being in front of or behind the load vary from 

State to State, the exact placement of the P/EVO also varies depending on traffic 

speed, traffic volume, type of roadway, number of lanes, and, of course, the size 

of the load. It is very important for every member of the team to be familiar with 

the permitted route, permit restrictions, and the route survey. However, it is vital 

for the lead P/EVO to know the route in order to notify the team of hazards, both 

expected and unexpected, and to keep the team informed about upcoming turns, 

exits, or hazards. 

Distance From The Load 

Guidelines and rules also vary from State to State when it comes to the distance 

between the P/EVO and the load vehicle. In general, distances must be increased, 

especially between the load and the lead P/EVO, due to the size and weight of 

the load. Properly estimating stopping distance is crucial in determining the safe 

vehicle spacing between the P/EVOs and the load vehicle, as well as the space 

between the load movement team and all other highway users. 

The P/EVO must be located a safe distance from the load while also giving the 

traveling public maximum warning. In normal conditions, the front P/EVO should 

be 4 seconds ahead of the load, or 1 second for each 10 feet (or portion of 10 feet) 

of load length. Another second should be added when the load moves at 40 mph or 

more. The rear P/EVO should be 3 to 4 seconds behind the load. Distances should 

be adjusted for nighttime travel, rainy conditions, and other potential hazards that 

negatively affect visibility, traction, or braking. However, the distance should not 

exceed 1⁄2 mile in order to stay within radio range.

The lead P/EVO must be far enough ahead of the load to give the load driver 

ample time to take action when obstacles or hazards are encountered. All drivers 

face two sometimes life-altering choices when confronting an obstruction: to 

stop before hitting it or to steer around it. Both of these choices take much longer 

to execute in an oversize load vehicle. While it is impossible to consider every 

potential situation, some common scenarios are described below. 
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Passing a Slower Vehicle. First, if there is a front escort only, the P/EVO and load 

driver should communicate the intention to pass a slow-moving vehicle. The 

P/EVO and load driver should consider speed and clearance to ensure the passing 

maneuver can be made safely. If there is only a rear escort, once the intention to 

pass is communicated, the rear escort driver moves into the passing lane, then the 

load passes the slow-moving vehicle. The P/EVO should alert the load driver when 

it is safe to move the load back into the right lane once the load is a safe distance 

in front of the vehicle(s) just passed. The rear P/EVO then completes the pass and 

moves back into the right lane. 

Restricted Visibility. When traveling through terrain with blind curves, hills, and 

other conditions of restricted visibility, it is important to adjust vehicle spacing to 

ensure adequate advance warning can be given to motorists and for the load driver 

to react to problems. If distance between P/EVOs and load vehicle is extended, 

check radio communication. It is critical that the lead P/EVO be far enough ahead 

of the load vehicle (i.e., over the hill, around the curve) to allow enough time for 

motorists and the load driver to react to problems. Reducing the distance between 

the escort vehicle and the load if communication capability is lost in hilly terrain 

requires the team to reduce speed overall. This is important to remember about 

moving through mountainous terrain: the P/EVO must be close enough to the load 

to remain in communication contact, yet must be far enough ahead (or behind) the 

load to timely warn motorists of the presence of the oversize load they cannot see.

Merging onto a Multi-Lane Highway. In nearly all situations, if a P/EVO is 

required for multi-lane highways, he or she will be positioned behind the load. An 

exception is when the load is tall, and the P/EVO is operating a height pole. For 

either a rear or front P/EVO, when the load is merging onto a highway, the 

P/EVO moves onto the highway before the load does. In this way, the P/EVO 

warns motorists of the presence of the oversize load coming into the right lane.

Negotiating Turns with Long Loads. When turning long loads, it is crucial that the 

lead P/EVO control traffic, according to relevant jurisdictional rules, to allow the 

long load to successfully execute the turn by crossing into oncoming lanes. Once 

the load has cleared the intersection and has moved back into the normal travel 

lanes, the lead P/EVO can resume the normal travel position in front of the load. 

It is also crucial that the rear P/EVO control traffic approaching from the rear to 

avoid motorists encroaching into the path of the long load, especially motorists 

who attempt to pass the oversize load on the right.107 Under no circumstances 

should a flagger stop flagging until the blocked lanes(s) are clear. This is 

true regardless of whether the P/EVO is controlling traffic behind the load or 

controlling oncoming lane(s) of traffic. 

107 Federal Highway Administration, Pilot Car Escort Training Manual: Best Practices for Pilot Car Escorts (Washington, 

DC: FHWA, 2004), p. 37-40.
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LESSON 4: TRAFFIC CONTROL OPERATIONS

P/EVOs may be required to flag traffic not only in known, that is, planned 

situations such as closing a narrow bridge to allow the oversize load to cross, 

but P/EVOs may also be required to control traffic in emergencies, or unplanned 

situations such as a vehicle breakdown, or a weather or traffic event that makes 

load movement unsafe or impossible. Therefore P/EVOs must be prepared to 

control traffic at any time and in any conditions: night or day, hot or cold, wet or 

dry, even when the load moves only from daylight to dark.

States require flaggers be at least 18 years old, and some States require P/EVOs 

and flaggers be at least 21 years old. Each potential flagger should read, in addition 

to this lesson, at least one flagger handbook, and should review the material in the 

MUTCD, Part 6, especially the diagrams such as TA-10.108

108 Federal Highway Administration, “2009 Edition Part 6 Figure 6H-10. Lane Closure on a Two-Lane Road Using 

Flaggers(TA-10).” Available at: https://mutcd.fhwa.dot.gov/htm/2009/part6/fig6h_10_longdesc.htm.

TEST YOUR KNOWLEDGE

1. What determines the number of escorts and their placement relative to 

the load (that is, front or back)?

2. Why are many laws and rules governing P/EVOs ambiguous and 

non-specific?

3. What should be considered when establishing distance between the 

P/EVOs and the oversize load vehicle? 

4. What common traffic maneuvers require extra vigilance on the 

part of P/EVOs?
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Table 1. Sample of State rules for traffic control/flagging.

Manual on Uniform 

Traffic Control 

Devices (MUTCD) 

(Federal Standards)

None of the dozens of procedure descriptions and illustrations found 

in the MUTCD depict flaggers inside vehicles.1

Alaska Flag-persons must be at least 18 years old, must wear bright orange 

jacket or vest, and be equipped with a STOP/SLOW paddle and a red 

hand flag. These items are to be utilized by the P/EVO in the event 

that it becomes necessary to park the pilot car and stop or control 

highway traffic.

At no time will the SLOW/STOP paddle and/or red flags be displayed 

out of the window of a moving vehicle.2

Colorado “When directing traffic . . . [the] Pilot Escort driver shall: Stand 

outside the Pilot Escort Vehicle.3

Minnesota P/EVOs are “authorized to control and direct traffic as a flagger 

during the movement of an overdimensional load following the MUTCD 

standards as defined by the Federal Highway Administration and 

Minnesota Statutes, Section 169.06, Subdivision 4.4

Oklahoma “In the performance of duties as the operator of an escort vehicle, 

the operator is authorized to direct traffic to stop, slow down or 

proceed in situations where such direction is necessary to allow 

traffic or the escorted vehicle or load to continue moving safely.” The 

only place P/EVOs are not authorized to control traffic in Oklahoma 

is an intersection with a working traffic light.5

1 Federal Highway Administration, Manual on Uniform Traffic Control Devices, 2009 Edition. Available at: http://

mutcd.fhwa.dot.gov.

2 Alaska Department of Natural Resources, Administrative Permit Manual, Oversize and Overweight Permits, Section 

12, p. 22 http://dnr.alaska.gov/ag/Index/PermitsManual.pdf.

3 Code of Colorado Regulations 2 CCR 601-4 p. 26 https://www.codot.gov/business/permits/truckpermits/documents/

rulesregsread.pdf.

4 2015 Minnesota Statutes, Chapter 169. Traffic Regulations, “Section 169.06 Signs, Signals, Markings.” Available at: 

https://www.revisor.mn.gov/statutes/?id=169.06.

5 Oklahoma Administrative Code, 595:30-3-17(e)(1).

Information about equipment and procedures for controlling traffic is found in 

the MUTCD. Temporary traffic control (TTC) is the type of flagging typically 

performed by P/EVOs in States that allow it. If P/EVOs are not allowed to 

flag traffic in a specific jurisdiction, this task typically falls to law enforcement 

officials. It is important that P/EVOs understand and acknowledge the role of law 

enforcement officers in this context—when law enforcement officers are on the 

scene, they are in charge. 

Table 2. Hierarchy of traffic control personnel.

Carrier/Permittee Hires pilot/escort vehicle operators (P/EVO) and flaggers

P/EVO Control traffic in jurisdictions that allow it

Law Enforcement 

Escorts

When required, law enforcement escorts are in charge of 

traffic control operations when present
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TTC is particularly dangerous, in part because the flagger does not have advantages 

typically found in other traffic control situations such as construction work zones. 

For P/EVOs, there are no advance warning signs (Flagger Ahead, or One-LaneRoad signs, for example). TTC zones “present constantly changing conditions that 

are unexpected by the road user. This creates an even higher degree of vulnerability 

for the workers and incident management responders on or near the roadway.”109

The lack of advance warning devices combined with the unpredictability inherent 

in moving oversize loads produce a potentially dangerous situation. 

For these reasons, it is vital the flagger be positioned so that he or she will be seen 

by motorists. Several factors affect where the flagger should be located. First, 

how fast is traffic moving? The P/EVO must consider stopping distances based 

on how heavy a vehicle is, how fast it is moving, whether it is on a down slope or 

not, whether the roadway is gravel or asphalt, wet or dry. When considering the 

position for the flagger, consider how long it will take for the largest, heaviest, 

fastest moving vehicle that may approach the flagger to stop, and place the flagger 

in a position that allows adequate stopping distance for that vehicle.

The flagger must display the STOP/SLOW paddle in the place drivers typically see 

signs. This is an important example of standardization that enhances safety for the 

motoring public and the load movement team. Motorists do not look for stop signs 

in moving vehicles. Flagging traffic involves getting out of the vehicle.

It is never appropriate to attempt to control traffic by parking a vehicle across lanes 

of traffic, especially at highway speeds. This behavior is exceedingly dangerous 

and irresponsible. One of the first rules new drivers are taught is to never, ever stop 

in a roadway. 

Flaggers must be in the standard position (right shoulder of lane being controlled) 

with standard equipment (STOP/SLOW paddle), at the standard height (7-foot pole) 

and wearing standard safety gear (hardhat, safety vest) to control traffic safely.

How far should the flagger be ahead of the activity area or disabled load? Decision 

sight distance and other considerations are significant to safely positioning the 

flagger. Decision sight distance is the total distance traveled during the time 

required for a driver to: 

• Detect an unexpected or otherwise difficult-to-perceive information source 

or hazard in a roadway environment that may be visually cluttered. 

• Recognize the hazard or its potential threat.

• Select an appropriate speed and path.

• Initiate and complete the required maneuver safely and efficiently.110

109 Federal Highway Administration, Manual on Uniform Traffic Control Devices, 2009 Edition, “Chapter 6D. 

Pedestrian and Worker Safety: Section 6D.03 Worker Safety Considerations.” Available at: http://mutcd.fhwa.dot.gov/

htm/2009r1r2/part6/part6d.htm.

110 Ibid., “Chapter 6C. Temporary Traffic Control Elements: Table 6-C-2. Stopping Sight Distance as a Function of Speed.” 

Available at: http://mutcd.fhwa.dot.gov/htm/2009r1r2/part6/part6c.htm.
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Conditions to be considered when deciding where to place a flagger include how 

fast traffic is moving, features of the terrain, and the condition and type of roadway 

surface. Other considerations include weather, darkness, and traffic volume.

Equipment for Controlling Traffic

As with most aspects of pilot/escort operations, States vary in the traffic control 

equipment required. However, the STOP/SLOW paddle, a 24-inch by 24-inch red 

flag, a radio, and retroreflective safety vest are required in nearly all States.

For controlling traffic, as described in more detail in Module 2, Lesson 2, most 

States require an 18- inch STOP/SLOW paddle (minimum size) with reflective 

surface. Some States require two paddles, given that most incidents happen at 

intersections where traffic in more than one direction may need to be controlled. 

It is also advisable to have a 24-inch STOP/SLOW paddle for higher speed 

roadways, where traffic is moving at more than 60 mph as drivers are more likely 

to see a larger paddle at higher speeds.A 7-foot pole for mounting the STOP/SLOW

paddle should be available when traffic needs to be controlled for longer than 10 

to 15 minutes. Some States require the P/EVO carry an extra paddle because load 

drivers are not required to carry one, and most collisions happen at intersections 

where more than one lane of traffic may need to be controlled, as mentioned.

Most States require P/EVOs wear a safety vest with retroreflective material, 

yellow, orange, yellow green, or a fluorescent variation of these same colors for 

enhanced visibility during daytime and nighttime operations. It is important to 

remember that it may not be in the plans to control traffic after dark. If a load 

becomes disabled, it is likely the P/EVO will remain with the load vehicle until 

it is repaired or towed. Safety clothing should be provided for every adult in the 

escort vehicle, in those States that allow passengers, in the case of an emergency. 

A hardhat is required for P/EVOs in most States. A yellow green, orange, or 

fluorescent yellow green hardhat increases visibility to approaching traffic.111

A two-way radio compatible with those of other team members, including 

other flaggers and the load driver, is required. Some States (Alaska, for 

example) actually require the use of CB radios. Alaska rules state that radio 

communication is “required between towing vehicle and pilot car(s) ... [and] 

shall be open and monitored at all times . . . C.B. radios are the only approved 

radio communications.”112

111 Federal Highway Administration, Manual on Uniform Traffic Control Devices, 2009 Edition, “Chapter 6E. Flagger 

Control: Section 6E.02 High-Visibility Safety Apparel.” Available at: http://mutcd.fhwa.dot.gov/htm/2009r1r2/part6/

part6e.htm.

112 The only exception is properly marked zones where blasting operations are being conducted. See Pilot Car Information 

Attachment PC for more information: http://pilotcartraining.com/documents/Attachment_PC_Pilot_Car.pdf. 
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Cones, flares, and/or reflective triangles are important to mark the spot where the 

P/EVO wants cars to stop. Placing a cone or reflector between the flagger and 

oncoming traffic provides another measure of safety and visibility. 

Flagging Dos and Don’ts

• Be alert.

• Remain standing at all times, facing oncoming traffic.

• Park vehicles off the road and away from the flagger station.

• Never turn or look away from oncoming traffic.

• Never stand in the path of moving traffic.

• Never stand near or between parked vehicles on the roadside.

• Nothing should be near the flagger—no devices such as music players or 

smart phones.

• No person should be near the flagger.

• Never stop flagging until the blocked lanes(s) are clear. This is true 

regardless of whether the P/EVO is controlling traffic behind the load or 

controlling oncoming lane(s) of traffic.

• Never lean on vehicles; be polite but brief. Never argue with a motorist.

Additional Traffic Control Issues

If a driver ignores the flagger’s instructions, do not stop flagging. First, warn 

people in the control zone/activity area of the presence of the errant vehicle. Get a 

description of the vehicle, including the tag number if possible. Finally, report the 

motorist to authorities. 

Flaggers must have frequent breaks (no more than two hours of flagging). The 

hotter, colder, windier, or wetter the conditions, the more frequently flaggers must 

have breaks.

It is important for P/EVOs to be aware of traffic conditions at nearby intersections, 

especially in high-volume intersections or during peak traffic times. It is important 

that P/EVOs avoid causing potentially dangerous situations, including traffic 

backups in intersections or on exit and entry ramps, for example. Traffic tie-ups 

create a rich environment for collisions. Another situation to consider is that when 

an intersection exists within the activity area, an additional flagger may be needed 

to control traffic entering from that intersection. 

Remember, emergency vehicles have priority. When emergency vehicles approach, 

flaggers should stop all traffic under their control until the emergency vehicle has 

cleared the area.
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Traffic Control Authority

States also differ in the authority extended to P/EVOs to control traffic. Many 

States allow it, while others do not. As mentioned, if P/EVOs are not authorized 

to control traffic in a given jurisdiction, this responsibility is typically delegated to 

law enforcement officials—and these officials are in charge of the load movement 

while they are engaged in the process.

As discussed throughout this manual, P/EVOs frequently encounter situations 

during load movement for which there are no set rules or laws. Case studies, 

accident investigations, and experience are a source of best practices for typical 

traffic control situations. 

LESSON 5: RAILROAD CROSSINGS

Because railroad crossings and other grade fluctuations present high levels of risk 

for oversize loads with low ground clearance, P/EVOs must be familiar with the 

oversize load and its limitations in order to be able to warn highway users and 

load drivers of problematic crossings. The combination of high-profile crossings 

and low-clearance vehicles presents great challenges in moving oversize loads. 

Railroad tracks are built up to create effective draining. Frequently, abrupt changes 

in the level of the road surface as the road crosses the tracks increases the risk of 

low clearance vehicles becoming stuck at the crossing.

All railroad crossing (and other grade changes) should (or as required by the State) be 

included in the route survey, along with emergency contact numbers for each crossing. 

This information should be reviewed daily; that is, before starting travel for the day, 

the load movement team should be reminded of the hazardous crossings on that day’s 

route, and the emergency procedures and contingency plans to be followed if the load 

should become lodged at a crossing. However, it is important to remember, the decision 

about whether to traverse a crossing remains with the load driver.

TEST YOUR KNOWLEDGE

1. What equipment must flaggers have? 

2. What must flaggers NOT have?

3. In what situations might P/EVOs be required to control (flag) traffic? 

4. When is it appropriate to control traffic from inside a vehicle? 

5. What does TTC stand for? Why is it dangerous?

6. When is it appropriate to control traffic by parking a vehicle across lanes 

of traffic?

7. What should be considered when deciding where to place a flagger?

8. How big, according to the MUTCD, are typical stop signs on highways 

with speed limits of 60 mph or more?

9. Are P/EVOs authorized to control traffic in all States?
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Railroad crossing are extremely hazardous, and a good route survey doesn’t change 

that, of course. Knowing about the crossings does not reduce their potential impact 

on load movement. The hazards primarily include speed and stopping distance. It 

can take more than a mile for a train to stop once emergency brakes are applied. In 

addition, freight trains average a mile in length and travel at 50 to 60 mph and more.113

A 150-car freight train traveling at 50 mph needs 8,000 feet (1.5 miles) to stop; an 

8-car passenger train at 79 mph needs about 6,000 feet (1.125 miles) to stop. 

Stopping distances for trains is substantially longer primarily because of the weight 

of the train, but stopping a train includes processes similar to those involved in 

stopping other vehicles: stopping distance is the sum of perception time, reaction 

time, brake lag, and braking distance. The contact area between a train’s steel 

wheels and the steel rails is about the size of a dime, producing limited friction that 

is required to stop a train.114

When an engineer sees an obstruction at a crossing, effectively about a half-mile 

ahead of the crossing, it is already too late to avoid a collision. 

Because the risks, outcomes, and costs of truck/train collisions are so high, a 

commercial driver can lose his or her CDL for 60 days for a first violation of 

railroad crossing rules, for at least 120 days for a second violation within a 3-year 

period, and for at least 1 year for a third violation within a 3-year period. While 

the P/EVO is not subject to these same rules when driving the escort vehicle, it is 

important for the P/EVO to understand what the load driver is required to do. 

Railroad crossing violations for CDL holders include failing to stop before 

reaching the crossing if the tracks are not clear, failing to slow down and check 

that the tracks are clear of an approaching train, failing to come to a complete 

stop when required to do so, failing to have sufficient space to drive completely 

through the crossing without stopping, failing to obey a traffic control device or 

the directions of an enforcement official at a crossing, and failing to negotiate a 

crossing because of insufficient undercarriage clearance.115

Table 3. Total highway-rail incidents for all States, January to May, 2010 to 2015.

YEAR Number of Incidents

2010 848

2011 815

2012 800

2013 851

2014 974

2015 830

Source: Federal Railroad Administration, Office of Safety Analysis. 

113 Federal Highway Administration, Pilot Car Escort Training Manual: Best Practices for Pilot Car Escorts (Washington, 

DC: FHWA, 2004), p. 25-26.

114 Ibid.

115 American Association of Motor Vehicle Administrators, Model Commercial Driver License Manual (AAMVA, July 

2014). Available at: http://www.aamva.org/CDL-Manual/.
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In 1972, more than 1,500 fatalities and 12,000 accidents occurred. Ten years later, 

500 fatalities, and approximately 1,000 accidents occurred. The statistics have 

remained static since then, in spite of the significant increases in railroad and 

highway traffic between 1984 and 1994 (remembering this report was published in 

1996). In 1994, 615 people were killed and 1,961 were injured in 4,979 collisions 

with trains at highway-rail crossings.116

A report of a grade crossing safety task force, produced in 1996, identified five 

areas of safety problems related to railroad crossings: interconnected signals, 

vehicle storage space, high-profile crossings, light rail transit crossings, and special 

vehicle operations. Some of these affect oversize loads, as explained in the next 

section. The task force involved people from Federal Railroad Administration 

(FRA), FHWA, National Highway Transportation Safety Administration, 

Federal Transit Administration, American Association of State Highway and 

Transportation Officials, the Association of American Railroads, and the Institute 

of Transportation Engineers. The group looked at design, construction, operation, 

maintenance, and inspection of grade crossings.117

Operation Lifesaver (established at the national level in 1987), is a public 

education program designed to reduce the number of crashes, deaths, and injuries 

at highway-rail crossings and on railroad rights-of-way. Operation Lifesaver 

emphasizes education, engineering, and enforcement, and is funded by FHWA, 

FRA, and the rail industry. 

As with many of the rules affecting P/EVOs, rules and standards for railroads 

are set at the State level. The regulatory framework as well as the building, 

maintaining, and inspecting of rail crossings, and controlling the traffic that 

traverses them, are inconsistent from State to State.118

Oversize Load Issues119

Vehicles with a deep-well or low-boy chassis are used to gain vertical clearance 

when transporting large loads through tunnels and under bridges. These trailers, 

however, may not have sufficient ground clearance to traverse high-profile rail 

crossings or other grade changes. Other vehicles, particularly long loads, may 

exceed the space available between highway-rail crossings and nearby highwayhighway intersections or traffic control devices. This creates a situation where 

a load may be stuck on the tracks during a red light. These situations must be 

avoided. A load vehicle should never start across a track or series of tracks unless 

the load can traverse all the tracks without stopping and without shifting. 

116 U.S. Department of Transportation, “Accidents That Shouldn’t Happen: A Report of the Grade Crossing Safety Task 

Force to Secretary Federico Pena,” March 1, 1996, pp. 2-3. 

117 Ibid.

118 Ibid., p. 4. 

119 Ibid., pp. 20-21.
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Another issue involves signs and warning devices at the crossing that may impede 

turning movements of oversize loads, especially long ones. Finally, low ground 

clearance, defined by the Uniform Vehicle Code and Model Traffic Ordinance as 

equipment with a vertical body or load clearance of less than 9 inches above a level 

roadway surface, presents substantial challenges during oversize load movement. 

Route Survey Issues

When assessing a railroad crossing, it is important to know the ground clearance of 

the load vehicle. It is critical for the load driver to know when the railroad must be 

contacted before attempting to move the load over the tracks. 

Route surveys should include each railroad crossing along with any potential 

obstructions and nearby transportation infrastructure. Whether a route survey is 

conducted or not, the following should be considered:

• What is the rise (upward slope) of the crossing from the level road 

approaching the crossing on the ascending edge?

• What is the drop (downward slope) from the crossing to the level road on the 

descending edge?

• What is the length of the top of the crossing, or the number of tracks in the 

crossing?

• What is the approach to the crossing? Straight? Turn? Or curve?

• What is the descent from the crossing? Straight? Turn? Or curve?

• What are the requirements /instructions for advance notification to the 

railroad company?

Types of Crossings

Types of crossings include passive and active crossings. A passive crossing does 

not have any traffic control devices such as a gate. The decision to stop or proceed 

rests entirely with drivers. Passive crossings typically have yellow circular advance 

warning signs, pavement markings, and advance warning signs. Active crossings

have traffic control devices installed to regulate traffic, including flashing red lights 

(with or without bells) and gates.

Procedures for Negotiating Railroad Crossings

It is clear how important route surveys and front P/EVOs can be in assisting load 

drivers in successfully negotiating railroad-highway grade crossings when they 

cannot be avoided.

The FMCSA recommends the load stop at least 15 feet but not more than 50 feet 

from the railroad track(s). When stopping, the load driver and P/EVOs should turn 

on emergency flashers and use pull-out lanes if available. The load driver and the 

escorts should listen. Turn off fans and turn down the radio. Roll down windows. 

Look and listen carefully.120

120 Federal Motor Carrier Safety Administration, “7 Steps for Safety – Highway Rail Grade Crossings,” FMCSA–ESO–06–

0014 (Washington, DC: FMCSA, 2010). Available at: http://www.fmcsa.dot.gov/sites/fmcsa.dot.gov/files/docs/7_Steps_

for_Highway-Rail_Grade_Crossing_Safety.pdf.
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Never allow traffic conditions to trap the load vehicle on the tracks. And, as 

mentioned, make sure the load can get completely across all tracks before 

attempting to cross. It takes a typical tractor-trailer about 14 seconds to clear a 

single track, and more time must be allowed to cross multiple tracks. 

Other situations to be alert to are highway traffic signal timing that doesn’t 

accommodate long loads. Finally, load vehicles (and all others) must be at least 6 feet 

past the rail before stopping, because trains overhang the rail by at least that much. 

If the Load Becomes Lodged at a Railroad Crossing

Hanging up on a railroad crossing is a dangerous predicament, and is becoming too 

common as more very low trailers are manufactured. Lowboy trailers, car carriers, 

moving vans, and possum-belly livestock trailers are particularly susceptible, as are 

single-axle tractors pulling a long trailer with its landing gear set to accommodate a 

tandem-axle tractor.121

If hung at a railroad crossing: 

• Get out of the vehicle and off the tracks immediately. Do not go back onto 

the tracks for any reason.

• Move away from the tracks. Move TOWARD an oncoming train, and 

AWAY from the tracks. When a vehicle is struck by a train, debris moves in 

the same direction the train is moving.

• Locate the emergency phone number and the DOT crossing identification 

number located near the intersection. (See illustration below.)

• Call for help. Call the railroad’s emergency phone number, the local police, 

and/or 911. Note: call the local police or 911 if you cannot locate the railroad 

emergency phone number at the site. This information for each railroad 

crossing on the route should be included in the route survey.

• Call 911. Describe the situation and the exact location. Ask them to notify 

the railroad and assist on site as soon as possible.

• If a train approaches, move as far as possible from the track(s).122

Detailed plans about the response of each individual team member if the load 

becomes lodged at the crossing must be set out during the pre-trip meeting. Every 

member of the team must know how to find the emergency contact information 

for railroads and what his or her exact responsibility is if this hazard becomes an 

emergency. P/EVOs should assist local law enforcement in controlling traffic until 

the issues are resolved and the load is safely off the tracks. 

121 American Association of Motor Vehicle Administrators, Model Commercial Driver License Manual (AAMVA, July 

2014), p. 2-28 to 2-30. Available at: http://www.aamva.org/CDL-Manual/.

122 U.S. Department of Transportation, “Accidents That Shouldn’t Happen: A Report of the Grade Crossing Safety Task 

Force to Secretary Federico Pena,” March 1, 1996, p. 28.
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Railroad Crossing Safety Reminders

Based on safety information from Operation Lifesaver, FMCSA, American 

Association of Motor Vehicle Administrators, and others, P/EVOs must keep the 

following things in mind when the designated route includes railroad crossings.

• Never race a train to a crossing.123 Slow down when approaching a crossing 

in case a train is present. Be prepared to stop at the first railroad warning 

sign, at least 15 feet from the crossing.

• Look up and down the tracks. It is difficult to judge the distance and 

approach speed of a train. If in doubt, be safe, stop, and wait. 

• Keep your rear in the clear. Trains are wider than the tracks, typically 6 feet 

beyond the rail. Be sure to leave some “living” room.124

• If it won’t fit, don’t commit. FMCSA states, “Do not enter a crossing unless 

you can drive completely though without stopping.” Further, because trains 

are wider than the track, there must be enough room on the other side for the 

back of the truck and any overhanging cargo to avoid stopping until the load 

is 6 feet past the last rail at the crossing.125

• Don’t expect to hear a train. In part, this is due to the noise inside the vehicle, 

and/or the sounds of the engine. Don’t rely on the signals. Do not rely on the 

train whistle. Noise inside the vehicle may be too loud to hear the warning. 

• A full stop is required for certain vehicles and cargo, especially hazardous 

materials and tankers. When stopping be sure to watch traffic from behind, 

and turn on emergency flashers when stopping to reduce the likelihood of 

being struck from behind.

• Be especially alert at passive crossings—those that do not have gates or 

flashing red signal lights.

• Remember that multiple tracks require multiple checks; a train on one 

track may hide a train on another track. 

• Be cautious for obstructions that may block the view of an approaching 

train—vegetation, buildings, standing railcars, etc. 

• It is crucial that the load be able to cross all tracks without changing gears, 

braking, or stopping.126 FMCSA recommends the load driver keep moving, 

once starting over the tracks, even if lights start flashing and the gates come 

down. Make sure any traffic lights or stop signs are far enough past the 

tracks to allow the load to completely cross and be an adequate distance 

from the tracks before stopping. 

123 American Association of Motor Vehicle Administrators, Model Commercial Driver License Manual (AAMVA, July 

2014), p. 29. Available at: http://www.aamva.org/CDL-Manual/.

124 Ibid.

125 Federal Motor Carrier Safety Administration, “7 Steps for Safety – Highway Rail Grade Crossings,” FMCSA–ESO–06–

0014 (Washington, DC: FMCSA, 2010). Available at: http://www.fmcsa.dot.gov/sites/fmcsa.dot.gov/files/docs/7_Steps_

for_Highway-Rail_Grade_Crossing_Safety.pdf .

126 Ibid.
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• Expect a train on any track at any time. Each crossing must be approached 

with the expectation that a train is coming.127

• Be alert to weather and how it affects conditions at the crossings, such as 

impaired vision and substantially increased stopping distances for not only 

highway traffic, but also the train.

• Recognize that in certain areas and at certain times, trains may have several 

hundred passengers on them. 

• Print the FMCSA’s railroad safety visor card and put one in every escort 

vehicle and the load vehicle(s). Mention the rules and hazards of any 

crossings anticipated for that day at daily pre-trip meetings, and review the 

contingency plans. Verify contact information for notifying railroads of 

emergency situations. And it is important to realize that in some situations 

railroads must be notified immediately before the load crosses the tracks. In 

these cases, it is important for the P/EVO to assist the load driver in finding 

a safe area to stop while making any required notifications.

• Be sure to check emergency numbers and update as needed. Make sure to 

gather both local and nationwide emergency response numbers. In the case 

of railroads, it is important to know which company owns and/or maintains 

a particular crossing. Emergency numbers for eight major railroads are 

available at: https://www.fmcsa.dot.gov/safety/rail-crossing/railroadsemergency-phone-numbers.

127 American Association of Motor Vehicle Administrators, Model Commercial Driver License Manual (AAMVA, July 

2014), p. 2-28. Available at: http://www.aamva.org/CDL-Manual/.
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LESSON 6: EMERGENCY PROCEDURES

Emergencies have several common characteristics: 

• An emergency is unexpected.

• An emergency threatens a population.

• Threats may be real or possible.

• Emergencies demand a rapid, sometimes immediate, response.

• Responses may reduce or enhance an emergency.

It is also useful to consider what an emergency is not. An emergency is not the 

same as risk. Risk is exposure to the possibility of physical injury, damage, 

financial loss or gain, or delay as a result of uncertainty associated with taking 

a specific action.128 Risk is the probability of an event and is mitigated by 

maintaining insurance policies, carrying spare parts, and performing other acts of 

preparedness.

When it comes to oversize load movement, emergencies span a range of 

possibilities. Traffic emergencies involve vehicles that collide with other vehicles, 

transportation infrastructure, or obstacles in the roadway. Vehicle emergencies

occur when tires, brakes, or other parts of the vehicle, the load, or load securement 

devices fail during operation. Another form of emergency especially relevant to 

the movement of oversize loads is roadside breakdown. In many situations, it isn’t 

possible to get the oversize load completely off the roadway. This presents hazards 

to motorists, especially when traveling at night, during heavy traffic, or in bad 

128 Cooper, D. and C. Chapman, Risk Analysis for Large Projects: Models, Methods and Cases (Somerset, NJ: John Wiley 

& Sons: 1987).

TEST YOUR KNOWLEDGE

1. When escorting a load with low ground clearance, what must P/EVOs 

do daily?

2. How long does it take a train to stop?

3. What railroad crossing violations exist for CDL holders?

4. What information about railroad crossings should be included in a 

route survey?

5. What are two types of railroad crossings?

6. Where should the load stop in relation to the tracks? How does this affect 

where the P/EVOs should be?

7. What must be done if a load becomes lodged at a railroad crossing?
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weather or low visibility situations. Crashes create emergencies, and the choices 

made by P/EVOs and load drivers contribute substantially to the outcomes of 

emergency situations.129

Traffic Emergencies

Drivers have two choices when facing a collision: stop or steer. Chances of 

avoiding a crash depend on how well a driver responds in an emergency situation.

Vehicles cannot be steered or stopped unless there is traction. Traction is friction 

between the tires and the road. Some road conditions reduce traction and, 

therefore, require lower speeds to accommodate longer stopping distances. 

Stopping to Avoid a Crash

The lead P/EVO must help prevent the need for emergency stops/braking. And the 

rear P/EVO needs to be prepared to keep other vehicles away if the oversize load 

driver must use hard braking or attempt a sudden steering maneuver. The 

P/EVO must learn to anticipate skids and jackknife situations and protect motorists 

approaching a load that is out of control.130

Any time the brakes are applied hard, watch the trailer to make sure it is staying 

where it should be. If the trailer swings out of the lane, it is very difficult to prevent 

a jackknife. It is vital that the rear escort prevent other motorists from driving 

alongside a skidding vehicle. Braking can cause a loss of control, even with antilock brakes. Avoid turning while braking, as this also increases the chance of 

producing a skid situation in all types of vehicles.

A Note about Anti-lock Brakes. Anti-lock brakes (ABS) keep wheels from 

locking up during hard braking. ABS does not produce shorter braking distances, 

but does help the driver better control the vehicle during hard braking. ABS 

systems are required on most commercial vehicles with gross vehicle weight 

rating of 10,000 pounds or more. Trucks and trailers typically have yellow ABS 

malfunction lamps on the instrument panel and trailers will have a yellow lamp on 

the left side on either the front or rear corner, typically. 

ABS will not allow drivers to go faster, follow more closely, or drive less carefully. 

ABS will not prevent power or turning skids. While ABS should prevent brakeinduced skids, it will not compensate for bad brakes, poor maintenance, or a lack 

of driver vigilance.131

129 American Association of Motor Vehicle Administrators, Model Commercial Driver License Manual (AAMVA, July 

2014), Section 2.17, p. 2-31. Available at: http://www.aamva.org/CDL-Manual/.

130 Ibid., Section 5.4.3, p. 5-8.

131 Ibid., Section 2.18.3.
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Steering to Avoid a Crash

Stopping is not always the safest thing to do in an emergency. When a driver does 

not have enough room to stop, steering away from obstacles is frequently the best 

option. It is nearly always the case that drivers can steer to miss an obstacle more 

quickly than they can stop the vehicle. It is important to note, however, that topheavy vehicles and tractors with multiple trailers may flip over as a result of a 

sudden change in direction. The lead P/EVO must alert load drivers immediately 

about objects in the roadway.132 Taking into account the clearance the load requires, 

in addition to the primary function of warning motorists of the presence of the 

oversize load, the lead P/EVO must watch for tree limbs, mailboxes, stalled 

vehicles, etc. It is also critical for the P/EVO to know the size of the gap needed for 

the load to accelerate and merge with traffic and other limitations of the oversize 

load vehicle in terms of maneuverability. 

Keep both hands on the steering wheel. In order to steer quickly, a firm grip on 

the steering wheel is necessary. A quick turn can be made safely, even by the load 

vehicle, if done correctly. First, do not apply the brakes when turning. Wheels are 

easily locked when braking, and this may produce a skid when turning. Do not 

turn any more than needed to clear whatever is in the way. The sharper the turn, 

the greater the chance of skid or rollover. Finally, be prepared to countersteer; that 

is, to turn the wheel back in the other direction once the obstacle has been cleared. 

Think of steering and countersteering as two parts of the same action.

If a vehicle drifts into an occupied lane, drivers should move to the right. Vigilant 

drivers use mirrors to monitor which lanes are empty. If the shoulder is clear, 

drivers can move in that direction to avoid colliding with another vehicle. If 

blocked on both sides, moving to the right is advisable, so that other vehicles won’t 

be forced into opposing traffic. 

In some emergencies, drivers may have to drive off the road to avoid a collision. 

Most shoulders are strong enough to support the weight of a large vehicle. Lack 

of shoulders and inadequate shoulders should be included on the route survey. If a 

driver must leave the roadway, follow these guidelines:

1. Take foot off accelerator, but do not brake until speed has dropped. Then 

brake very gently to avoid skidding, especially if driving onto on a loose 

surface like gravel or dirt. 

2. Keep two wheels on the pavement to help maintain control of the vehicle.

3. Stay on the shoulder if it is clear.

4. When re-entering the road surface, ease onto the roadway gradually when 

the lane is clear.133

132 American Association of Motor Vehicle Administrators, Model Commercial Driver License Manual (AAMVA, July 

2014), p. 4-3. Available at: http://www.aamva.org/CDL-Manual/.

133 Ibid., Section 2.17.1. 
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Crashes

If a crash occurs, actions must be taken immediately to prevent further damage 

or injury. The priorities are to protect the area, notify authorities, and care for 

the injured. The first thing to do at the scene of a collision is to prevent another 

collision. Turn on emergency flashers. Put on a safety vest, hardhat, and take a 

radio and flashlight and/or STOP/SLOW paddle.

Try to get the vehicles involved to the side of the road. If stopping to help, park 

away from the accident. Put on emergency flashers and set out reflective triangles 

and/or flares to alert other drivers especially in hilly, curvy terrain, and at night.

Vehicle Emergencies

Brake Failure

Brake failure is rare, but steep grades can produce an emergency for the load driver 

and, therefore, the load movement team and nearby motorists. When a brake pedal 

goes to the floor without results, it is crucial for the driver (whether it is the load 

driver or a P/EVO) to notify the rest of the team. If it is the load vehicle whose 

brakes fail, P/EVOs must be alert and do whatever they can to keep motorists a 

safe distance from the load. Driving an appropriate speed and braking properly 

are methods for preventing brake failure on long downgrades. However, once the 

brakes fail, something outside the vehicle will be required to stop it. The best option 

is an escape ramp which should be part of the route survey and revisited at the daily 

briefing. If a ramp is not available, look for a place for the driver to turn uphill.

If the vehicle is near a curb when brakes fail, the driver can steer the vehicle so 

that the tires and wheels rub against the curb to help slow the vehicle. In this case 

the rear P/EVO must alert approaching drivers to the hazard as the affected vehicle 

reduces speed. Turn on emergency flashers. 

The load movement team must have contingency plans for brake failure long 

before the emergency happens134 because during the emergency, the P/EVO must 

focus on protecting the public. If an effective contingency plan is in place, positive 

outcomes are more likely. And remember, if a collision cannot be avoided, every 

degree off center that a vehicle impacts an obstacle reduces force on the body 

of the driver and passengers exponentially. 

Tire Failure

P/EVOs must learn to recognize tire failure and how it affects the oversize load 

vehicle. The bang of a tire blowout, the vibration of the vehicle, and, for the 

load driver, the feel of the steering wheel, indicate a tire problem. Failure of a 

rear tire on the load vehicle may produce fishtailing, so it is important during the 

emergency event for the rear P/EVO to protect highway users by making every 

attempt to keep other vehicles from pulling alongside the oversize load.

134 American Association of Motor Vehicle Administrators, Model Commercial Driver License Manual (AAMVA, July 

2014), p. 2-34. Available at: http://www.aamva.org/CDL-Manual/.
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With respect to the escort vehicle, when a tire fails, P/EVOs should hold the 

steering wheel firmly. Failure of a front tire can twist the steering wheel out of a 

driver’s hands, so holding the wheel firmly at the 8 o’clock and 4 o’clock positions 

(or lower) is critical. Next, avoid braking as it can cause a loss of control. Unless 

the vehicle is in danger of colliding with something, stay off the brake until the 

vehicle is moving more slowly. Then brake very gently and ease off the roadway.135

Skid Control and Recovery

A skid happens whenever tires lose their grip on the road. The earliest and best way 

for a load driver to recognize that the trailer has started to skid is by seeing it in the 

mirrors.136 However, the rear P/EVO can also monitor and alert the load drivers. 

Skids are caused by over-braking, over-steering, over-acceleration, and driving too 

fast. Over-braking locks up the wheels, producing a skid. Over-steering (turning 

the wheels more sharply than the vehicle can turn) will often produce a skid. Overacceleration (supplying too much power to drive wheels) causes tires to spin. And 

most serious skids result from driving too fast for road conditions. Excessive speed 

produces situations in which drivers attempt to correct a movement of the vehicle 

by over-steering and over-braking, further contributing to skids.

Drive-wheel skids are the most common type. The rear wheels lose traction 

through excessive braking or acceleration. Skids caused by acceleration typically 

happen on ice or snow. The driver should take his or her foot off the accelerator. 

Rear wheel braking skids occur when the rear drive wheels lock. Locked wheels 

have less traction than rolling wheels, so the rear wheels usually slide sideways. 

With vehicles towing trailers, a drive-wheel skid means the trailer may push the 

towing vehicle sideways, causing a sudden jackknife.

Front-wheel skids are typically caused by driving too fast for conditions. Other 

causes include lack of tread and cargo loaded so that not enough weight is on the 

front axle. In a front-wheel skid, the front end tends to go straight regardless of how 

much the steering wheel is turned. The remedy for a front-wheel skid is to let the 

vehicle slow down. Stop turning and braking and allow the vehicle to slow down.

All commercial drivers should have a precision driving course at least every 

5 years and a driver improvement or defensive driving course every 3 years. 

There are safety benefits to this training, of course, and frequently insurance rate 

reductions and liability mediation are also benefits.

Hazardous Materials Emergencies

In the event the load contains hazardous materials and is involved in an incident, 

if the load driver asks or is unable to report an incident, P/EVOs should be 

prepared to give: 

• Their name. 

135 American Association of Motor Vehicle Administrators, Model Commercial Driver License Manual (AAMVA, July 

2014), p. 2-34. Available at: http://www.aamva.org/CDL-Manual/.

136 Ibid., p. 6-2.
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• Name and address of the carrier and load driver. 

• Phone number.

• Date and time and location of incident. 

• A description of any injuries. 

In addition, the P/EVO should know the classification, name, and quantity of 

hazardous materials involved. Emergency personnel must know whether a danger 

to life exists or could develop.137

The National Response Center helps coordinate emergency response to chemical 

hazards. It is a resource used by police and firefighters and has a 24-hour, tollfree telephone hotline. It is vital the load driver and the P/EVOs, if the load driver 

is unable, are able to report any hazardous materials incident in which: a person 

is killed, an injured person requires hospitalization, estimated property damage 

exceeds $50,000, the general public is evacuated for more than 1 hour, or one or 

more major transportation arteries or facilities are closed for 1 hour or more. In 

addition, any incident involving fire, breakage, spillage, or suspected radioactive 

contamination, or contamination involving shipment of etiologic agents (bacteria 

or toxins, for example), or any situation that involves danger to life or that in the 

judgment of the carrier, must be reported. 

Emergency Roadside Parking/Breakdowns

When it is necessary to park on the side of the road, pull off the road as far as 

possible and immediately turn on the emergency flashers on all vehicles. This is 

especially important at night. Taillights are not adequate; motorists have crashed 

into parked vehicles because they perceived the parked vehicle was moving 

normally. Judging speed and distance at night is difficult. Mountainous terrain 

enhances these risks.

Before exiting the vehicle, all drivers must put on retro-reflective safety vests 

(as required by MUTCD 6D.03) and hardhats (as required by the States). Vests 

should be worn at all times, and the hardhat should be stored in the vehicle within 

easy reach of the driver. Quickly deploy emergency warning devices (triangles, 

cones, or flares). Triangles should be placed behind both load and escort vehicles, 

with one at 10 feet behind the vehicle, another at 100 feet behind, and a third at 

200 feet behind the vehicle on one-way or divided highways. If on a two-lane 

road or undivided highway, place warning devices within 10 feet of the front or 

rear corners to mark the location of the vehicle, and 100 feet behind and ahead of 

the vehicle on the shoulder or in the lane the vehicle is occupying. When placing 

triangles or other warning devices, hold them between you and oncoming traffic to 

enhance your visibility.

137 American Association of Motor Vehicle Administrators, Model Commercial Driver License Manual (AAMVA, July 

2014), p. 9-17. Available at: http://www.aamva.org/CDL-Manual/.
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Pay attention to features of the terrain when placing the warning devices to 

allow fast-moving or heavy vehicles enough time to stop before colliding with 

any vehicles that may be blocking a roadway or with any emergency vehicles or 

investigators who may be operating at the scene. If hills and curves are involved, 

find safe places at the top of hills and at the beginning of curved portions of the 

roadway to warn traffic in time to stop. Do everything to assure motorists can see 

the parked vehicle from at least 500 feet, and more in higher speed zones. 

Control traffic with the STOP/SLOW paddle when appropriate and lawful. When 

acting in the capacity of a flagger during an emergency event, the P/EVO must 

have a sense of responsibility for public safety and adequate training in safe 

TTC practices (See Lesson 4, above). As with other aspects of load movement, 

emergency traffic control should be addressed in pre-trip planning and reviewed in 

detail frequently.138

No roadside operations should be conducted without wearing a retroreflective 

safety vest.

Fighting Fires

It is important that P/EVOs know how to extinguish fires. Causes of vehicle fires 

are numerous. After accidents, spilled fuel or improper use of flares may cause a 

fire. Under-inflated tires and duals that touch may also produce fires. Electrical 

systems can malfunction, fuel systems may have loose connections, or smokers 

may be too close to vehicles that are being fueled. Cargo may be flammable, 

improperly sealed, or poorly ventilated. Any number of situations may produce a 

vehicle fire.

Avoiding fires starts with the pre-trip inspection. Make certain fire extinguishers 

are on board and working. En-route inspections should also be performed: 

check tires, wheels, and vehicle body for signs of heat. Drivers should monitor 

the instrument panel and gauges for engine overheating. Follow correct safety 

procedures for fueling the vehicle, using brakes, handling flares, and other 

activities that can cause a fire. Monitor mirrors for signs of smoke from tires or the 

vehicle.

All members of the load movement team must study the instructions printed on 

the extinguishers. Review those instructions regularly. When a fire is detected or 

suspected, pull off the road immediately, into an open area, away from buildings, 

trees, brush, other vehicles or anything that might catch fire. Do NOT pull into a 

service station. Notify emergency services of the problem and location. Do NOT 

assume someone else has called 911. Keep the fire from spreading before trying 

to extinguish a fire. 

138 Federal Highway Administration, Pilot Car Escort Training Manual: Best Practices for Pilot Car Escorts (Washington, 

DC: FHWA, 2004).
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For an engine fire, turn off the engine as soon as possible. Don’t open the hood if it 

can be avoided. Shoot foam through louvers, radiator, and underneath the vehicle. 

Do NOT crawl under a vehicle in this situation. For a cargo fire in a box trailer, 

keep the doors shut, especially if the cargo contains hazardous materials. Opening 

the door(s) will feed the fire with oxygen. 

To extinguish the fire, stay as far away from the fire as possible. Aim the fire 

extinguisher at the base of the fire, not up into the flames. It is important to use the 

right fire extinguisher for the type of fire encountered.

The B:C type fire extinguisher is for electrical fires and burning liquids. The 

A:B:C type extinguisher is for burning wood, paper, and cloth as well as electrical 

fires and burning liquids. Water can be used on wood, paper, or cloth but do NOT 

use water on an electrical fire (can cause shock) or a gasoline fire (water will 

spread the flames). 

A burning tire must be cooled. Lots of water may be required. If there is doubt 

about which extinguisher to use or whether or not to use water, wait for firefighters. 

Position all persons upwind of the fire; let the wind carry the extinguisher to the 

fire. Continue until whatever was burning has been cooled. Remember, the absence 

of smoke or flame does NOT mean the fire won’t restart. (See Module 5, Lesson 4 

regarding emergency traffic control strategies.)

Injury Issues

If a medically qualified person is at the accident scene and helping the injured, 

stay out of the way unless asked to assist. Otherwise, don’t move an injured people 

unless they are in danger where they are located (for example, near a vehicle 

that smells like gasoline) or if the injured person is walking around or lying in a 

roadway. Keep the injured person as still and calm as possible and contact medical 

assistance and family members. 

Above all, learn 

from experience 

and share what 

you have learned. 

Use and share all 

that you learn, 

especially when 

dealing with 

emergencies. 

This can do more 

to prevent future 

emergencies 

than any other 

strategy. Create 

an open climate, 

a safe place to 

discuss how 

load movement 

can be safer.

TEST YOUR KNOWLEDGE

1. What common characteristics do emergencies have?

2. What two options do drivers have when confronting an obstacle in the 

roadway?

3. For P/EVOs, what two types of emergencies are most common?

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Post-Trip Responsibilities and Activities

MODULE 6

Once the load is delivered, the pilot/escort vehicle operator (P/EVO) has important 

tasks remaining. These include duties related to the escort vehicle itself, such 

as turning off lights and removing flags, but several other post-trip activities are 

critical for improving safety and efficiency in oversize load movement.

As mentioned in Module 1, each trip is prototypical for P/EVOs: regardless of 

similarities among multiple trips (identical load, same vehicle configuration, same 

load driver, same route, etc.) aspects of each trip are unique (weather, hours of 

daylight, vehicle failure, work zones, unexpected road closures, etc.). This means 

that each trip is a valuable source of information, and the experiences of the entire 

team should be evaluated with a focus on how to make operations safer for all 

highway users, including load drivers and P/EVOs, as well as the load, load and 

escort vehicles, and transportation infrastructure. 

Post-trip evaluations should include discussion about all aspects of the load 

movement, including the adequacy of pre-trip planning, preparations for the move, 

operating procedures used during the trip, and, if an emergency occurred, the 

adequacy of the team’s response to it.

In Lesson 1, information is provided about the escort vehicle and equipment tasks 

that must be performed once the load movement is concluded. Lesson 2 is focused 

on the post-trip evaluation process including assignment evaluation, route survey 

and communication issues, and emergency responses. Finally, Lesson 3 offers 

suggestions about written reports and trip logs. 

LESSON 1: AFTER THE TRIP – VEHICLE AND EQUIPMENT 

TASKS

At the conclusion of the load movement (i.e., once the oversize load is parked 

and secure), the P/EVO must comply with State requirements regarding the pilot/

escort vehicle including the removal and storage of signs, flags, lights, and warning 

devices. As mentioned, P/EVOs are responsible for knowing and following the 

laws in any State in which they operate. 

While the rules in each State differ, some similarities exist related to exterior lights, 

Oversize Load signs, warning lights, flags, and other equipment. To be clear, the rules 

related to the equipment mentioned below are similar, but not identical across States.

Regardless of 

similarities 

among trips, 

aspects of each 

trip are unique.
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94

Warning Lights

Check all vehicle lights, including headlights (high and low beam), tail lights, front 

and rear turn signals, brake lights, emergency flashers, fog lights, tag light, and 

the amber warning light. Replace necessary bulbs (at least those needed for nonescort vehicle use), replace or repair damaged lenses, and clean the lights. Check 

the mounting device(s). Tighten screws or bolts, and replace any that are missing to 

ensure parts do not detach from the vehicle. 

Once this assessment is complete, turn off, cover, or remove amber warning 

light(s), according to the laws of the State in which the operations are taking place. 

Turn off, cover, or remove any other warning lights. 

Oversize Load Signs and Flags

Check the Oversize Load sign and the mounting apparatus. Once checked, make 

notes of any problems or correct the problem if the sign may fall off the vehicle. If 

no serious problems are detected, remove or cover the Oversize Load sign. 

Assess the condition of each flag and the mounting apparatus. Replace frayed or 

faded flags, or note the need for new flags and any problems with the mounting 

devices that need to be addressed before the next trip. Once the assessment is 

complete, remove and properly store the flags.

Height Pole

Check the height pole and mount for damage. Make notes of any problems that 

need to be addressed. Remove or retract the height pole. 

Data for Trip Log

It is important to take a few minutes to write down the “vital statistics” that may 

escape: vehicle mileage, the date and time of delivery, names of individuals related 

to the delivery, and exact location of delivery. Check with the load driver or other 

carrier representatives about any information or trip documentation needed and to 

whom it should be provided. All meetings, including pre-trip and daily meetings, 

should be documented and included as part of the trip log.

These post-trip tasks are important, and written reports about the vehicle and 

equipment condition are especially significant in situations involving escort 

vehicles driven by several different P/EVOs; i.e., in fleet operations. After-trip 

inspections and reports also help the P/EVO anticipate when an escort vehicle 

needs maintenance service. 

The carrier or escort company may require written report(s) daily or at the end of 

the trip. In either case, the P/EVO must record basic trip data every day, including 

miles driven, stops made, start and stop times, equipment or vehicle failures, 

downtime, route survey issues, communication issues, etc. Data gathering should 

be considered in the pre-trip planning to ensure the data recorded is sufficient to 

complete all required reports.
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LESSON 2: POST-TRIP EVALUATION

Once P/EVO duties are complete and the escort vehicle is prepared for regular travel 

(that is, not as an escort vehicle), a meeting to conduct a comprehensive review of the 

trip should be held as soon as possible. To gain the best information and ideas, this 

review should involve as many members of the team as possible, and all aspects of the 

load movement should be discussed. Problems encountered and the team’s responses 

to those problems should be evaluated. Post-trip reports are much like contingency 

plans: if they aren’t shared, they are substantially less effective. 

During this review, it is important to assess whether pre-trip planning was 

adequate, whether the team was effective, and what lessons can be learned from 

the experience. Another area for analysis involves comparing plans to actual 

events; i.e., the elements of the route survey to the actual route, or the proposed 

schedule to events as they actually occurred. 

The review is an opportunity for team members to voice concerns and suggest 

possible changes to operating procedures. Discussions about what went right, what 

went wrong, and what can be done better are critical. Team members must feel safe 

to raise issues and offer suggestions. 

Information gained during the evaluation should be captured and distributed in a 

written report. By doing this, team members who cannot be involved in the actual 

post-trip meeting can get the information about what was learned and aspects of 

the load movement that may be modified if or when similar situations arise. The 

after-trip report provides feedback about the performance of team members, the 

adequacy of pre-trip planning, as well as the operations during the load movement, 

the quality of emergency responses, and completion of the overall mission. 

Assignment Evaluation

Each member of the team should be encouraged to evaluate the overall load 

movement process. This should be done as soon as possible after the load 

movement is complete for several reasons. First, once the team disperses to 

different jobs or home States, a face-to-face meeting is not possible. Second, 

memories and issues related to the trip will be most accurate and inclusive at the 

immediate conclusion of the trip rather than at some later time. It is important to 

point out that whoever leads this meeting must ensure that team members feel safe 

TEST YOUR KNOWLEDGE

1. What are the recommended/required post-trip activities related to the 

escort vehicle?

2. What other tasks, besides those related to the escort vehicle, must be 

completed at the end of the trip?
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96

to discuss any aspect of the trip without reprisal or having their ideas and thoughts 

belittled or ignored. The goal is to get as much information as possible from each of 

the team members. 

The focus of the assignment evaluation should be on the procedures used to assess 

and address risks during pre-trip planning and related meetings. This evaluation 

addresses the following questions: 

• Were the risks addressed during planning adequate? 

• Did other risks become apparent during load movement? 

• Were procedures designed to reduce risk adequate? Were they specific enough? 

• Did all team members know and understand the roles they were assigned? 

• What should be done to correct any risk assessment deficiencies? 

• If an emergency did occur, what was the impact on the load? The team? To 

public safety? 

• Were the emergency contingency plans adequate? Were they specific enough? 

• How could the emergency have been avoided? 

It is frequently the case that some individuals are not comfortable making comments 

that question or criticize other team members when meeting face-to-face. Therefore, 

it is vital that the leader provide another channel for gaining team members’ 

feedback (telephone or email, for example). The person in charge of gathering data 

should be available in the days following the trip to discuss problems not addressed 

during the post-trip meeting (or in lieu of the meeting). The leader should reach out 

to reticent team members to gain feedback, and to welcome comments from team 

members who may wish to add to or clarify their comments.

Remember, it is rare that an individual has no ideas, comments, or suggestions; 

it is common, on the other hand, that individuals are unwilling to offer their 

ideas, comments, and suggestions in a group context. Sometimes this is because 

an individual has general communication anxiety and avoids voicing opinions in 

public situations, or, as mentioned, people are sometimes reluctant to offer ideas that 

involve even indirect criticism of other members of the group. Leaders must recognize 

this situation and seek other methods for getting feedback from all team members 

and related support personnel. Of course, it is also important to prevent overly 

harsh criticism of team members by others. The purpose of the meeting is to gain 

constructive feedback that will optimize the lessons learned from the experience.

Route Survey Evaluation

All aspects of the route survey should be discussed, including the scope of the 

information and the accuracy of it. The following questions should be addressed: 

• Was the route survey complete? 

• What additional information was needed? 

• What other information would have been useful in this context? 
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• Was the route survey accurate? If not, what effects did the inaccuracies or 

lack of information have on the load movement? 

• What suggestions do team members have that might improve future route surveys? 

Communication Equipment and Procedures Evaluation

Communication among team members is critical to the safe movement of the 

oversize load. Any problems with communication can have disastrous effects; a 

lack of ability to communicate is never a minor issue.

Communication equipment should be assessed for adequate range and functionality 

(portability for flagger use, for example). 

• Did the equipment function properly? Did it have the expected range? 

• Was the technical quality adequate so that all team members were able to 

identify the speaker? 

• Was communication equipment for flaggers adequate? 

• Were all team members familiar with the equipment and how to use it?

Communication procedures must also be considered. 

• Were all team members professional, brief, and clear in their communication? 

• Did each team member respond appropriately? 

• Did team members relay relevant information? 

• Did they provide information in enough time for the load driver and other 

P/EVOs to react appropriately? 

• Is standard terminology used by team members?

• If traffic control operations were required, were flaggers able to 

communicate effectively with other members of the team? 

• Were communications between flaggers clear and adequate?

It is important to discuss any communication difficulties the team members 

experienced during the load movement. An assessment of both equipment and 

procedures is necessary to ensure effective communication at all times and for all 

team members during load movement. Individuals should be encouraged to raise 

questions and to assess their own performance during the post-trip evaluations. 

Emergency Response Evaluation

Based on substantial evidence presented here and elsewhere, highway accidents 

involving oversize loads produce serious and fatal consequences every year across 

the United States. 

Once an emergency situation is stabilized, P/EVOs should document all actions taken 

in response to the emergency. Take a few minutes to jot down information about the 

time of the incident, exact location, vehicles involved, the sequence of events, calls 

made, and any other activity that may be significant. These observations should be 

compiled as soon after the emergency as possible. 
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Once the post-trip information has been gathered from the planning documents, 

route survey, permit, and the team members, use this information to reconstruct the 

load movement. This is useful to identify discrepancies between what was planned 

and what actually occurred. As mentioned, encourage team members to discuss 

what was especially good about the trip and what areas need improvement. 

Review the suggestions and identify possible solutions and modifications to 

procedures that should be made. Determine whether a situation needs to be 

monitored or if action should be taken. 

LESSON 3: WRITTEN REPORTS AND TRIP LOGS

When writing reports, be inclusive. Make every attempt to include the comments 

and recommendations that have been agreed to during meetings and other 

interactions, as well as suggestions for changes in procedures. Front- and rearfacing cameras, still cameras, and digital voice recorders are all useful to keep 

accurate records of events during load movement.

Trip logs should include a detailed summary of the assignment: the dates of the 

trip, origin and destination, load description and vehicle configuration, description 

of the route, and information about emergencies, inadequacies, and malfunctions. 

Record names of team members, the carrier and P/EVOs, as well as support 

personnel and notifications documentation. Emergencies should be documented in 

every detail possible, including onboard camera footage and still photographs.

The report should address any training needs that are apparent, the levels of 

experience that are needed, and any special expertise required such as height pole 

operation, route survey specialist, or P/EVOs with experience moving long loads. 

The focus of the report is inherently to provide an honest critique of the trip. The 

report need not be negative, rather its purpose is to provide a learning opportunity. 

The report should address the primary question: How can we do a better job, based 

on the experience gained on this trip? 

TEST YOUR KNOWLEDGE

1. What should, at a minimum, be included in a post-trip evaluation?

2. What aspects of pre-trip activities should be evaluated?

3. What aspects of communication should be evaluated?

4. Why is post-trip evaluation of emergency responses so important?

TEST YOUR KNOWLEDGE

1. What should be included in a trip log? 
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Driver Safety Issues

MODULE 7

LESSON 1: DISTRACTIONS

Distracted driving, a form of driver impairment as dangerous as drinking and 

driving and drowsy driving, is a deadly epidemic on America’s roadways. 

In 2013, there were 3,154 people killed in distracted driving crashes. This 

represents a 6.7 percent decrease in the number of fatalities recorded in 2012. 

About 424,000 people were injured—an increase from the 421,000 people who 

were injured in 2012.139 An estimated 80 percent of collisions involve some form 

of driver inattention, and each year, driver inattention is a factor in more than 1 

million crashes in North America, according to American Automobile Association 

(AAA).140 These figures most certainly underestimate the role of distraction in fatal 

crashes because data is self-reported and, “It is rare that cell phone billing records 

are subpoenaed and examined.”141 This is not the case, however, when crashes 

involving oversize load movement occur.

Since 2009, the U.S. Department of Transportation has held national distracted 

driving summits, has banned texting and cell phone use for commercial drivers 

[49 CFR §392.82], encouraged States to adopt tough laws, and launched several 

campaigns to raise public awareness about the dangers of distracted driving. 

Engaging in visual-manual activities (such as reaching for a phone, dialing, and 

texting) associated with the use of hand-held phones and other portable devices 

increased the risk of getting into a crash by three times for light vehicles and cars.142

However, for heavy vehicles or trucks, dialing a cell phone increased the risk of a 

crash or near-crash event to 5.9 times as high as non-distracted drivers.143 Studies 

also show that 5 seconds is the average time a driver’s eyes are off the road while 

texting. When traveling at 55 mph, that’s enough time to cover the length of a 

football field blindfolded.144 Looking away from the path of travel for 2 or more 

seconds doubles the likelihood of a crash, according to AAA.145

139 Distraction.gov, “Facts and Statistics,” available at: http://www.distraction.gov/stats-research-laws/facts-and-statistics.html.

140 American Automobile Association (AAA), The Effects of Distractions, Drowsiness, and Emotions on Driving, 2013, p. 286.

141 Insurance Institute for Highway Safety, David Kidd, PhD, Searching for the Answers to Distracted Driving, Insurance 

Institute for Highway Safety, Joint meeting of Drive Smart Virginia and the ASSE Colonial Virginia Chapter, 

April 21,2015, slide 3.

142 Virginia Tech Transportation Institute (VTTI), The Impact of Hand-Held and Hands-Free Cell Phone Use on Driving 

Performance and Safety Critical Event Risk, 2013. Available at: http://www.vtti.vt.edu/featured/?p=193.

143 Virginia Tech, “New data from Virginia Tech Transportation institute provides insight into cell phone use and driving 

distraction,” July 2009. Available at: http://www.vtnews.vt.edu/articles/2009/07/2009-571.html.

144 Ibid.; see also the Texting and Driving Safety Campaign web page, available at: http://www.textinganddrivingsafety.

com/texting-and-driving-stats.

145 American Automobile Association (AAA) The Effects of Distractions, Drowsiness, and Emotions on Driving, 2013, p. 286.

Driving 

IS

multi-tasking.
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Headset cell phone use is not substantially safer than hand-held use.146

The Insurance Institute for Highway Safety (IIHS) suggests that completely 

mitigating cognitive distraction is unlikely, in part because it is more difficult to 

identify and measure than activities that take a driver’s eyes off the road or hands 

off the wheel.147

Drivers are approximately 400 percent more likely to crash when talking on cell 

phone while driving.148 However, according to the AAA Foundation for Traffic 

Safety, “With 75 percent of drivers believing hands-free technology is safe,” 

drivers are often surprised to learn these new vehicle features may actually increase 

distraction. Voice-activated interactions were most distracting when they were less 

accurate. Studies found that drivers miss stop signs, pedestrians (who are often 

also looking at a screen), and other cars while using voice technologies.149

Whenever a driver’s attention is not on the road, that driver is putting himself/

herself and passengers, other vehicles and their occupants, and pedestrians in 

danger.150 The Centers for Disease Control and Prevention (CDC) describes three 

main types of distractions while driving: visual distractions, which cause you to 

take your eyes off the road; physical distractions, which cause you to take your 

hands off the wheel; and mental distractions, which cause drivers to take their 

mind off the task of driving.151 Distractions include (but are not limited to) talking to 

passengers; adjusting the radio or media player, climate controls, and mirrors; eating, 

drinking, or smoking; reading maps or other printed material; picking up something 

that fell; reading billboards; watching other motorists or their passengers; and of 

course, talking on cell phones and the ultra-dangerous behavior of texting or checking 

email while driving. 

According to a study performed by the Virginia Tech Transportation Institute, text 

messaging creates a crash risk 23 times (that’s 2300 percent) worse than driving 

while not distracted.152

Sending or receiving a text takes a driver’s eyes from the road for an average of 4.6 

seconds. That means when traveling at 55 mph and looking at a text, the driver is 

operating the vehicle blindly for the distance of an entire football field. Texting is 

146 Federal Motor Carrier Safety Administration, Driver Distraction In Commercial Vehicle Operations, FMCSARRR-09-042 (Washington, DC: FMCSA, 2009). Available at: https://www.fmcsa.dot.gov/sites/fmcsa.dot.gov/files/docs/

FMCSA-RRR-09-042.pdf.

147 Ian Reagan, Ph.D., “Mitigating cognitive distraction and its effects with interface design and collision avoidance 

systems,” presentation to the NHTSA Cognitive Distraction Forum in Washington, DC, held on May 12, 2015. Available 

at: http://www.iihs.org/media/5978ffb2-f3dd-48b6-82aa-1552dffee776/-1702734340/Presentations/Reagan_May2015_

distraction.pdf .

148 This is supported by studies conducted in Canada and Australia. See David Kidd, Ph.D. “Searching for answers 

to the problem of distracted driving,” presentation to the Joint meeting of Drive Smart Virginia and the ASSE 

Colonial Virginia Chapter, April 21, 2015, slide 5. Available at: http://www.iihs.org/media/d5958a09-77ab-4417-99ff781b78c36f77/1734298945/Presentations/Kidd_2015%20VA%20DriveSmart.pdf.

149 AAA “Imperfect Hands-Free Systems Causing Potentially-Unsafe Driver Distractions”, October 2014. http://newsroom.

aaa.com/2014/10/imperfect-hands-free-systems-causing-potentially-unsafe-driver-distractions/.

150 American Association of Motor Vehicle Administrators, Model Commercial Driver License Manual (AAMVA, July 

2014) Section 2.9, p. 2-22. Available at: http://www.aamva.org/CDL-Manual/.

151 The National Institute for Occupational Safety and Health (NIOSH), “Distracted Driving” web page. Available at: http://

www.cdc.gov/niosh/topics/distracteddriving/default.html.

152 Virginia Tech Transportation Institute, “New data from Virginia Tech Transportation Institute provides insight into cell 

phone use and driving distraction,” July 29, 2009. Available at: http://www.vtnews.vt.edu/articles/2009/07/2009-571.html.
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so much more dangerous than talking because texting, as well as dialing, scanning 

contacts, and checking email, involve all three types of distractions simultaneously: 

hands off the wheel, eyes off the road, and mind off the task. Driving tasks are on 

“pause” during the time a driver is interacting with a device (or engaged in other 

distractions), often for 4 or 5 seconds at a time, and often while the vehicle is 

moving more than 100 feet per second (approximately 70 mph). 

Distractions are deadly because of the lack of driver vigilance and slower reaction 

times, among other contributing factors. If drivers react a half-second slower 

because of a distraction, crashes double.153

Here are some ways to avoid becoming distracted while driving: 

• Review and be familiar with all safety features of the vehicle being driven; 

the driver should be totally familiar with all in-vehicle electronics before 

driving. 

• Clear the vehicle of any unnecessary objects. 

• Review maps and plan the route before driving. 

• Adjust all mirrors, seat, and steering wheel before driving. 

• Do not attempt to read or write while driving. 

• Avoid smoking, eating, and drinking while driving. 

• Do not use cell phones or any other electronic devices while driving. When 

drivers need to make phone calls, they should find a safe place to park to 

make telephone calls. 

• Never use the cell phone for social conversations while driving.

P/EVOs must not only refrain from distractions, they must watch out for distracted 

drivers. Safe drivers learn to recognize other drivers engaged in distracting 

behaviors. Vehicles that drive over the lane divider lines or weave within their own 

lane, or who drive over the fog line may be distracted. 

Given the risks associated with using cell phones and similar devices while driving, 

combined with the relative ease with which phone records can be obtained, the risks 

associated with cell phone use not only represent a physical danger to the distracted 

driver and all highway users, they represent a liability issue that P/EVOs (and all 

drivers) must consider. Distracted drivers not only risk their own lives and the lives 

of their passengers and nearby motorists, they also risk substantial financial losses. 

It is clear that distractions are dangerous, but the solution is not complex. When 

a professional driver is found to be at fault, the costs to the driver who chooses to 

take such risks are not limited to death, personal injury, and property damage. It is 

often the case that the driver’s license will be suspended, ending the driver’s ability 

to work as a P/EVO, at least for some period of time. Even when the driver’s 

license is re-instated, carriers are highly reluctant to hire a driver with an at-fault 

153 American Automobile Association, How to Drive, “Chapter 13. The Effects of Distractions, Drowsiness and Emotions 

on Driving.” Available for a fee at: https://drivertraining.aaa.biz/shop/how-to-drive/how-to-drive-student-manual/.
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crash on his or her driving record. In addition, insurance companies also refuse 

to cover risky drivers, or demand very high premiums that for many P/EVOs are 

simply out of reach.

Distractions are deadly. All drivers, especially professional ones, must recognize 

this danger and avoid becoming another casualty. The P/EVO’s job requires 

vigilance beyond that of other highway users. For this reason, in addition to the 

other reasons provided here, the escort vehicle should be a No-Phone Zone.

LESSON 2: DROWSY DRIVING (FATIGUE) 

According to the IIHS Highway Loss Data Institute (HLDI), driver fatigue is an 

increasing factor in crashes. Truck drivers working for more than 8 hours are 

twice as likely to crash.154 When a driver is sleepy, trying to “push on” is far more 

dangerous than drivers think. Drowsy driving is a major cause of fatal accidents.

According to the CDC, among nearly 150,000 adults studied, aged at least 18 years 

or older in 19 States and the District of Columbia, 4.2 percent reported they had 

fallen asleep while driving at least once in the previous 30 days! Individuals who 

snore or sleep 6 hours or less each day were more likely to report this behavior, and 

drivers who get 7 to 9 hours of sleep each day are involved in less than half as 

many crashes whether they snore or not.155

The National Highway Transportation Safety Administration (NHTSA) estimates 

that more than 100,000 crashes annually are the direct result of drowsy driving, 

resulting in an estimated 1,550 deaths, 71,000 injuries, and $125 billion in 

154 Insurance Institute for Highway Safety, Highway Loss Data Institute, “Large Trucks Q and A.” Available at: http://www.

iihs.org/iihs/topics/t/large-trucks/qanda

155 U.S. Centers for Disease Control and Prevention, Drowsy Driving—19 States and the District of Columbia, 2009-2010.

TEST YOUR KNOWLEDGE

1. What are the three types of distractions? 

2. Are hands free devices safe to use while driving? Are they substantially 

different than handheld devices?

3. What is meant by the statement, “Driving is multitasking?”

4. How can drivers avoid becoming distracted?

5. How much more likely are talking drivers to crash, when compared to 

non-talking drivers? How much more likely are texting drivers to crash?

6. Why is texting (or dialing a phone or scanning contacts or checking email, 

anything that involves interacting with a screen) so much more dangerous 

than talking on a cell phone?
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monetary losses.156 The CDC states these estimates are probably conservative, 

though, and up to 5,000 to 6,000 fatal crashes each year may be caused by drowsy 

drivers.157

Hours of Service Rules

As was the case when the 2004 Pilot Car Escort Training Manual: Best Practices 

for Pilot Car Escorts was published, P/EVOs are not required to follow hours 

of service (HOS) rules or maintain logbooks (unless the escort vehicle is 10,000 

pounds or is otherwise subject to commercial vehicle rules). Commercial carrier 

regulations do not apply to P/EVOs. This does not mean, however, that P/EVOs 

should schedule assignments that prevent adequate rest—7 to 9 hours of sleep per 

day, as the CDC suggests. 

Surveys indicate that many commercial drivers violate the regulations, working 

longer than permitted.158 While changes in HOS rules enacted in 2012 are an 

improvement over 2003 rules, these new rules “might still allow more driving than 

the regulation before 2003,” according to the IIHS.159 The Federal Motor Carrier 

Safety Administration (FMCSA) has produced an hours of service visor card that 

explains the rules for holders of commercial driver’s licenses (CDL).160

Dangers of Drowsy Driving/Fatigue

Crashes involving sleepy drivers have several characteristics: these crashes occur 

late night/early morning or mid-afternoon; crashes are likely to be serious and 

involve a single vehicle leaving the roadway; crashes occur frequently on highspeed roads when the driver is alone and does not attempt to avoid a crash.161

According to CDC,162 the specific driving skills that are negatively affected by 

fatigue include:

• Attention to detail.

• Reaction times.

156 National Highway Traffic Safety Administration, “Drowsy Driving and Automobile Crashes – NCSDR/NHTSA Expert 

Panel on Driver Fatigue and Sleepiness” (n.d.). Available at: http://www.nhtsa.gov/people/injury/drowsy_driving1/

drowsy.html#V.%20POPULATION%20 GROUPS .

157 S.V. Masten, J.C. Stutts, and C.A. Martell. “Predicting daytime and nighttime drowsy driving crashes based on crash 

characteristic models.” 50th Annual Proceedings, Association for the Advancement of Automotive Medicine, October 

2006, Chicago, IL. See also National Highway Traffic Safety Administration, The Impact of Driver Inattention on NearCrash/Crash Risk: An Analysis Using the 100-Car Naturalistic Study Data, DOT-HS-810-594 (Washington, DC: NHTSA, 

2006). See also, AAA Foundation for Traffic Safety, “Asleep at the wheel: the prevalence and impact of drowsy driving,” 

(Washington, DC: AAA, 2010). Available at: http://www.aaafoundation.org/pdf/2010DrowsyDrivingReport.pdf.

158 T. McCartt, L.A. Hellinga, and M.G. Solomon, “Work schedules of long-distance truck drivers before and after 2004 

hours-of-service rule change,” Traffic Injury Prevention 9 (2008):201-10.

159 Insurance Institute for Highway Safety, Highway Loss Data Institute, “Large Trucks Q and A.” Available at: http://www.

iihs.org/iihs/topics/t/large-trucks/qanda.

160 Visor Card available at: http://www.fmcsa.dot.gov/sites/fmcsa.dot.gov/files/docs/HOS%20Visor%20Card%20Oct%202013.pdf.

161 National Highway Traffic Safety Administration, “Drowsy Driving and Automobile Crashes – NCSDR/NHTSA Expert 

Panel on Driver Fatigue and Sleepiness” (n.d.). Available at: http://www.nhtsa.gov/people/injury/drowsy_driving1/

drowsy.html#V.%20population%20 groups. 

162 U.S. Centers for Disease Control and Prevention Features, “Drowsy Driving: Asleep at the Wheel” Web page. Available 

at: http://www.cdc.gov/Features/dsDrowsyDriving/.
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• Ability to think and act decisively.

Other major findings about the impact of fatigue on drivers include:

• Driver alertness and performance are more consistently related to time-ofday than to time-on-task.

• During their daily main sleep period, drivers slept for only about 5 hours, at 

least 2 hours less sleep than the ideal requirement of 7 to 9 hours.

• Drivers’ self-assessments of levels of alertness did not correlate well with 

objective measures of performance. In other words, drivers are not very 

good at assessing their own levels of alertness.163

Recognizing Danger Signs of Drowsiness and Fatigue

All drivers, regardless of rules and regulations related to HOS, must plan 

for adequate rest just as carefully as they plan other parts of load movement 

operations. Drivers must learn to recognize the early signs of fatigue. When 

drivers are unable to respond to events quickly, regardless of the reason, they are 

compromising safety.

Every driver must understand his or her body’s natural clock, and the natural 

patterns of alertness and rest. The studies cited above show the time of the trip is as 

important as the consecutive hours of driving. If a P/EVO typically sleeps between 

midnight to 6:00 a.m., for example, then performing escort duties during that 

normal rest period increases the risk of fatigue. 

As mentioned, another time period during which the risk of fatigue is elevated is 

after lunch. For many people, the two hours after lunch is the most difficult time to 

stay awake. Even when team members get enough rest overnight, it is important for 

P/EVOs to monitor themselves and each other during times when alertness 

is compromised. 

Sleep is not voluntary. After about 17 hours of being awake, people become 

drowsy and the body begins to experience “micro-sleeps,” brief lapses that can 

last for several seconds. At 50 miles an hour, during a 4-second lapse, the vehicle 

moves 300 feet. If any of the following happen, it is time for the driver to rest:

• The driver has difficulty focusing or his or her eyes close.

• The vehicle repeatedly hits the rumble strips delineating the shoulder.

• The driver has trouble keeping his or her head up.

• The driver can’t stop yawning.

• The driver has wandering, disconnected thoughts.

• The driver doesn’t remember driving the last few miles.

• The driver is tailgating or missing traffic signs.

163 From Federal Highway Administration, Pilot Car Escort Training Manual: Best Practices for Pilot Car Escorts

(Washington, DC: FHWA, 2004) p. 17, citing FMCSA’s Driver Fatigue and Alertness Study (n.d.).
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• The driver keeps jerking the vehicle back into the lane or drifting across lanes.

• The driver misses a turn or exit.

• The driver has difficulty remembering exit numbers, addresses, or street names.

Perhaps of most importance, though, is that P/EVOs must have the courage 

to speak up and stop driving when fatigue is present. Drivers too frequently 

continue driving when fatigued, and the consequences are very similar to those that 

involve drinking drivers.164

These more recent findings are consistent with previous studies. For example, 

the National Transportation Safety Board concluded that the critical factors in 

predicting crashes related to fatigue were: 

• Duration of the most recent sleep period.

• The amount of sleep in the previous 24 hours.

• Fragmented sleep patterns.165

According to the NHTSA,166 the critical aspects of driving impairment for fatigued 

drivers are: negative effects on reaction time, vigilance, attention, and information 

processing abilities.

As mentioned above, numerous studies have shown that drowsy drivers perform 

no better on driving tasks than drinking drivers.167 And in addition, low levels of 

alcohol (below the legal limit of .08% for drivers; .04% for CDL holders) amplify 

the effects of inadequate sleep.168

Drowsy drivers may feel morally superior to the drinking driver, or feel that fatigue 

is not as dangerous as drinking and driving, but tests show fatigued drivers are no 

better at driving than those who have been drinking alcohol.

164 Federal Highway Administration, Pilot Car Escort Training Manual: Best Practices for Pilot Car Escorts (Washington, 

DC: FHWA, 2004), p. 17.

165 National Highway Traffic Safety Administration and National Center on Sleep Disorders Research Expert Panel on 

Driver Fatigue and Sleepiness. Drowsy Driving and Automobile Crashes. Available at: http://www.nhtsa.gov/people/

injury/drowsy_driving1/drowsy.html#V.%20population%20groups.

166 Ibid.

167 D. Dawson and K. Reid, “Fatigue, alcohol and performance impairment,” Nature 388(6639):235. See also: A.M. 

Williamson and A.M. Feyer AM. “Moderate sleep deprivation produces impairments in cognitive and motor 

performance equivalent to legally prescribed levels of alcohol intoxication,” Occupational and Environmental Medicine

57(10):649-55. In addition: J.T. Arnedt, G.J. Wilde, P.W. Munt, and A.W. MacLean, “How do prolonged wakefulness and 

alcohol compare in the decrements they produce on a simulated driving task?” Accident Analysis and Prevention 33(3): 

337-44.

168 M.E. Howard et al., “The interactive effects of extended wakefulness and low-dose alcohol on simulated driving and 

vigilance,” Sleep 30(10):1334-40. See also: A. Vakulin, et al., “Effects of moderate sleep deprivation and low-dose 

alcohol on driving simulator performance and perception in young men,” Sleep 30(10):1327-33.
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Fatigue and Vision

Early signs of fatigue related to vision include being bothered by oncoming headlights 

(a sign that pupil constriction is slowed, increasing glare blindness), having difficulty 

keeping eyes open and focused, being troubled by burning and/or watering eyes, and 

failing to maintain a visual lead and manage space around the vehicle.169

Fatigue means the body is shutting down. For adults, there is no solid line between 

being asleep and being awake. Rather, falling asleep is a process. And one of the 

first things the body does as it transitions from wakeful alertness to sleep is it stops 

processing visual information—obviously a concern for every driver.

Drivers should have a comprehensive eye examination at least once a year, and 

an extra pair of glasses should be within reach of all drivers who require them.170

Drivers who use contact lenses often have adverse effects on vision after 10 to 12 

hours of wearing contact lenses. Drivers should have glasses, as well as sunglasses, 

available, even if the driver typically wears contact lenses.

Preventing Drowsy Driving

Get enough sleep. Driving for long periods of time is tiring. Even the best drivers 

become less alert. It is important for drivers to get enough sleep. Sleep cannot be 

“saved up” and many workers in all fields in the United States operate with a sleep 

deficit. The average adult needs 7 to 8 hours of sleep during every 24-hour period, 

according to the National Institutes of Health.171

Seek treatment for sleep disorders. Sleep disorders are significant for drivers and 

should be monitored and corrected.

Arrange work schedules to avoid starting a trip with a “sleep deficit,” and try 

to schedule trips for the hours drivers are typically awake. Many heavy vehicle 

crashes happen between midnight and 6 a.m. Tired drivers fall asleep during these 

times, especially if they don’t regularly drive during those hours. Trying to push on 

and finish a long trip at these times can be very dangerous.172

Avoid drinking alcohol before driving. Follow all State laws in terms of hours 

prior to driving that must be alcohol free. And, remember that rules for CDL 

holders are more strict than those for other drivers. 

Avoid medication that produces drowsiness. Pay attention to warnings on 

medication labels, especially those that warn against operating vehicles or 

machinery. One of the most common examples is over-the-counter cold 

medication. A driver is better off suffering from the cold symptoms than from the 

drowsy-inducing effects of medication that reduces those symptoms.

169 Federal Highway Administration, Pilot Car Escort Training Manual: Best Practices for Pilot Car Escorts (Washington, 

DC: FHWA, 2004), p. 17.

170 American Association of Motor Vehicle Administrators, Model Commercial Driver License Manual (AAMVA, July 

2014), p. 2-25. Available at: http://www.aamva.org/CDL-Manual/.

171 National Institutes of Health, “How Much Sleep Is Enough?” Web page. Available at: http://www.nhlbi.nih.gov/health/

health-topics/topics/sdd/howmuch.

172 American Association of Motor Vehicle Administrators, Model Commercial Driver License Manual (AAMVA, July 

2014), p. 2-41. Available at: http://www.aamva.org/CDL-Manual/.
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Exercise regularly. This builds resistance to fatigue and improves the quality of 

sleep. Eating healthy food is also beneficial. While it is frequently difficult for 

drivers to find healthy food, they should look for ways to incorporate balanced 

meals and snacks. As nearly every health organization stresses, consume more 

fruits and vegetables and less fat, salt, and sugar. Use caffeine sparingly. 

Keep the vehicle cool. Hot, poorly ventilated vehicles can produce sleepiness. 

Open a window or vent and use the air conditioner to keep the environment cool. 

Take breaks that involve physical activity. Inspect the vehicle and/or take a short, 

brisk walk. It is especially important to take a mid-afternoon break when all 

people, including drivers, typically experience drowsiness. 

In summary, when a driver becomes sleepy, stop to sleep. Take a nap. Do NOT 

rely on coffee or another source of caffeine. Do NOT rely on an open window, sour 

candy, singing to the radio, using a cell phone, or other “tricks” that often add to 

the danger. When a driver is sleepy, there is one solution: sleep.

In the future, electronic on-board recorders (EOBR) may become required 

equipment. The IIHS has petitioned Federal Highway Administration (FHWA) 

for a mandate many times (1986, 1987, 1995, 2005), arguing EOBRs “will make 

regulation more effective and reduce truck driver fatigue,” according to the IIHS. 

TEST YOUR KNOWLEDGE

1. How does getting 7 to 9 hours of sleep each day affect a driver’s chance 

of being involved in a crash?

2. How does fatigue (also called “drowsy driving”) affect driving skills?

3. How does time of day affect driver alertness?

4. What are “micro-sleeps?”

5. How do fatigued drivers and drinking drivers compare in terms of driving 

skill?

6. What should drivers do to avoid fatigue?
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LESSON 3: AGGRESSION

NHTSA defines aggressive driving as an event that occurs “when individuals 

commit a combination of moving traffic offenses so as to endanger other persons 

or property.” Some other communities define aggressive driving as “the operation 

of a motor vehicle involving three or more moving violations as part of a single 

continuous sequence of driving acts, which is likely to endanger any person or 

property.”

Road rage differs from aggressive driving. Road rage is a criminal offense, defined 

as “an assault with a motor vehicle or other dangerous weapon by the operator or 

passenger(s) of one motor vehicle on the operator or passenger(s) of another motor 

vehicle or is caused by an incident that occurred on a roadway.”

The American Association of Motor Vehicle Administrators (AMVA) defines 

aggressive driving as the act of operating a vehicle in a selfish, bold, or pushy 

manner, without regard for the rights or safety of others, and road rage as operating 

a vehicle with the intent of doing harm to others or physically assaulting a driver or 

his or her vehicle.

Behaviors typically associated with aggressive driving include: exceeding the 

posted speed limit, following too closely/tailgating, erratic or unsafe lane changes, 

improperly signaling or failing to signal lane changes, and failure to obey traffic 

control devices (stop signs, yield signs, traffic signals, railroad grade cross signals, 

etc.). NHTSA labels running a red light as one of the most dangerous forms of 

aggressive driving.173

A dangerous form of passive/aggressive behavior is obstructing traffic, in 

particular, driving at or under the speed limit in the left lane. Most States have rules 

indicating the left lane is for passing only; when drivers ignore that law, they create 

moving roadblocks that further frustrate drivers. 

High traffic volume, tight schedules, and unexpected delays such as encountering 

an oversize load, produce a rich environment for aggressive driving and road rage. 

Americans drive more miles every year, and many drivers take out their anger and 

frustration on other roadway users. 

Somewhat ironically, many aggressive drivers were in a negative frame of mind 

before they ever entered their vehicles, but aggressive individuals most often blame 

others for difficulties they encounter.

What Can a Pilot/Escort Vehicle Operator Do To Minimize 

Aggressive Behavior?

P/EVOs can reduce frustration in several ways. First, it is important that the team 

be realistic about travel times.

173 National Highway Traffic Safety Administration, Aggressive Driving Enforcement: Strategies for Implementing Best 

Practices, (Washington, DC: NHTSA, 2000).

A vehicle is 

not a time 

machine.
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When drivers leave too late to arrive at the destination on time, trying to make 

up the time while driving is a dangerous, albeit popular, strategy. P/EVOs must 

acknowledge this and resist any temptation to participate in such behaviors. If an 

individual is angered by other drivers and stressful traffic conditions, a career as a 

P/EVO is not recommended.

One way to minimize stress is to avoid being distracted by a clock. Recognize that 

ideal traffic conditions are not typical. Drivers must accept that if they depart late, 

they will arrive late. It is important from a safety standpoint to acknowledge the 

reason for a late arrival was a late departure rather than something other drivers 

may have done. 

Expect delays and be courteous to other drivers. Slow down and maintain adequate 

following distance. Do not drive in the left lane unless passing other vehicles; as 

mentioned, to do so creates moving roadblocks that frustrate drivers and create or 

elevate unsafe conditions.

Avoid gestures, even those not intended to provoke another driver. Keep your 

hands on the wheel and your eyes on the road and surrounding vehicles. 

Avoid cutting people off—this is much easier when drivers are not distracted. Be 

responsive to other drivers—accommodate their needs to change lanes or merge 

onto a roadway.

What Can a Pilot/Escort Vehicle Operator Do If Confronted by an 

Aggressive Driver?

If the team encounters an aggressive driver, make every attempt to get out of the 

way. Do not challenge an aggressive driver or attempt to restrict their movement. 

Avoid eye contact and ignore any gestures. 

Report aggressive drivers to the appropriate authorities by providing a vehicle 

description, license number if possible (do not tailgate in order to read the 

tag number, however), and the vehicle’s location and direction of travel. If an 

aggressive driver is involved in a crash, stop a safe distance from the crash scene, 

wait for the police to arrive, and report what you witnessed.174

174 American Association of Motor Vehicle Administrators, Model Commercial Driver License Manual (AAMVA, July 

2014), p. 2-23. Available at: http://www.aamva.org/CDL-Manual/.

TEST YOUR KNOWLEDGE

1. What are the differences between aggressive driving and road rage?

2. What are some of the behaviors exhibited by aggressive drivers?

3. What can P/EVOs do if confronted by an aggressive driver or witnesses 

an incident of road rage?
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LESSON 4: GENERAL SAFE DRIVING PRACTICES 175

As with other safety issues, knowing the oversize load maneuvering limitations is 

crucial to safe load movement. Safe drivers are always monitoring surroundings 

for hazards. By learning to see hazards and maintaining focus on the roadway and 

traffic, hazards are substantially less likely to become emergencies. By watching 

for hazards and maintaining a safe distance from other vehicles, drivers have time 

to plan a way to avoid an emergency and execute the plan successfully. When a 

P/EVO sees a hazard, that driver must continually consider emergencies that can 

develop with the particular load being escorted, and decide how to reduce the risks 

involved. Driving at night, in fog, in very hot weather, and in mountains present 

extra challenges when moving oversize loads, as discussed in the next sections.

Adverse or hazardous conditions include anything that negatively affects visibility, 

traction, or braking. Conversely, good conditions means flat, level, dry pavement 

in the daytime. When incidents happen, rarely is some previously unknown hazard 

found to have contributed to it. Rather, we as drivers make the same kinds of 

mistakes under similar conditions, as explained below.

Driving in Adverse Conditions

Nighttime Driving

Nighttime driving presents greater risks primarily because of drivers’ inability 

to see hazards as quickly as in daylight, and therefore, they have less time to 

respond. Problems related to driving at night involve the driver, the roadway, and 

the vehicle. Driver factors include vision, glare, and fatigue. People don’t see as 

sharply at night or in dim light. Also, drivers’ eyes need time to adjust to dim light 

and varying light as when driving through tunnels. Glare can blind drivers for 

short periods, and eyes take some time to recover from this temporary blindness. 

This is similar to the effect of a camera flash. It can take several seconds to recover 

from glare, and alcohol and medications can negatively affect how quickly pupils 

constrict, extending the problem. Even two seconds of “glare blindness” can be 

dangerous.176 As looking away from the road for two seconds doubles crash risk, 

glare blindness can produce similar risks. Remember, a passenger vehicle moving 

at 50 mph moves 75 feet per second; at 70 mph, that is 105 feet per second. And 

remember the increased distances required for large vehicles to stop. In the time 

it takes for a driver’s vision to recover, the vehicle will have moved about half the 

distance of a football field. If a vehicle approaching you has high beam headlights on, 

or the lights are particularly bright, look at the right side of the road, at the fog line. 

175 This section is adapted from the American Association of Motor Vehicle Administrators Model Commercial Driver 

License Manual.

176 It is important to remember that alcohol and some medications slow down response rates. When an individual consumes 

alcohol, for example, the muscles react more slowly, including the muscles in the eyes that control pupil constriction. 

Considering that most drinking and driving is done during nighttime hours, this means that the vision of drinking 

drivers is much more debilitated, especially “glare blindness” that can last much longer than drivers who have not 

consumed alcohol due to the slower rate of pupil constriction.
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Roadway factors affecting drivers at night include poor lighting and inadequate 

highway markings. Another hazard of nighttime driving is the increased prevalence 

of drinking drivers and fatigued drivers. Finally, the vehicle factor that negatively 

affects driving at night the most is the limitation of headlights. Drivers must be 

sure they can stop in the distance they can see ahead. With low beams, drivers 

can see ahead about 250 feet; high beams vary from 350 to 500 feet. Drivers must 

adjust speed to keep stopping distance within sight distance. If a driver is not able 

to stop within the range of the headlights, by the time the driver sees a hazard, he 

or she cannot stop before striking it. 

Dirty headlights not only cut down the driver’s ability to see, they also reduce the 

visibility of the vehicle. Headlights can be out of adjustment, i.e., not pointed in 

the right direction. In addition to reducing the ability of the driver to see, the lights 

may create problems for other drivers if pointed at them. It is particularly important 

at night for drivers to ensure all lights are working and clean, including brake 

lights, tail lights, turn signals, and warning lights. 

It is important for P/EVOs to check lights on the load vehicle as well as other 

escort vehicles, and notify drivers if lights are not working properly. It is also 

important for P/EVOs and load drivers to carry replacement bulbs for all lights on 

the vehicle. Clean windshields and mirrors are particularly important for nighttime 

driving. Bright lights at night can cause dirt on the windshield or mirrors to create 

glare. If using high beams, in the absence of nearby traffic, dim lights within 500 

feet of oncoming vehicles or vehicles in front. Headlights from behind, shining 

into cars moving in the same direction create glare from reflections in mirrors. So, 

dim headlights when moving within 500 feet of a vehicle ahead. As mentioned, 

look at the side of the road, at the fog line if present, when meeting vehicles. Do 

not turn on high beams within 500 feet of an oncoming driver. This is dangerous 

as the glare can blind the driver and he or she may drift across the centerline. This 

behavior is aggressive and frequently provokes other drivers, including P/EVOs. 

Avoid these behaviors and minimize reactions to them.

At dawn or dusk, in rain or snow, it is more difficult for motorists to see the load. 

In order to be seen, all drivers should use low beam headlights at all times, day 

and night. This is especially beneficial when the vehicle is white, silver, gray, or 

blue—colors that blend into the horizon. Drivers should use high beams only when 

it produces no negative effect for oncoming drivers or drivers traveling in front of 

the load or P/EVO. 

If the plan calls for a part of the trip to be made during nighttime hours, make sure 

you are rested and alert before the trip begins. If drowsy, sleep before driving. Even 

a nap can save lives. Make sure eyeglasses are clean and unscratched. Be sure to 

inspect the vehicle, especially lights, at every opportunity when traveling at night. 

Clean the inside and outside of the windshield and mirrors frequently. 
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Driving in Fog

Fog can occur at any time and on highways can be extremely dangerous. Fog is 

often unexpected and visibility can deteriorate rapidly. Watch for foggy conditions 

and be ready to reduce speed. Do not assume fog will thin out after entering it. 

Maintain stopping/sight distance. A best practice is to avoid driving in fog. Pull 

off the road into a rest area or truck stop until visibility improves. Parking on the 

shoulder in foggy conditions is not recommended. 

If a driver cannot stop safely when encountering fog, be sure to obey all fogrelated warning signs; slow down before entering fog; use low-beam headlights 

and fog lights, even in daytime; be alert for other drivers who may have forgotten 

to turn on their lights; turn on four-way flashers; watch for vehicles on the side 

of the roadway (seeing taillights or headlights in front of you in fog may not be a 

true indication of where the road is; the vehicle may not be on the road at all); use 

highway reflectors as guides to determine how the road may curve; listen for traffic 

you cannot see; avoid passing other vehicles. 

Driving in Extreme Heat

Hot weather requires checking tire pressure every 2 hours or 100 miles in very 

hot weather. Do not let air out as the pressure will be too low when the tires cool. 

If a tire is too hot to touch, remain stopped until the tire cools off; the tire may 

blow out or catch fire otherwise. It is also important to monitor engine oil levels 

and temperature gauge. Make sure the engine cooling system has enough water 

and antifreeze based on the engine manufacturer’s directions. (Antifreeze helps 

the engine under hot conditions, too.) Carefully monitor the water temperature 

gauge. Remember that if a coolant reservoir is available, and if it is not part of 

the pressurized system, coolant may be added even if the engine is at operating 

temperature. It is never safe to remove the radiator cap or any part of a pressurized 

system until it is cool. Steam and boiling water can spray, causing severe burns. 

If the radiator cap is cool enough to touch with bare hands, the engine is probably 

cool enough to open. If coolant needs to be added and there is no reservoir, follow 

these steps:

1. Shut engine off.

2. Wait until engine has cooled.

3. Protect hands (use gloves or thick cloth).

4. Turn radiator cap slowly to the first stop, which releases the pressure seal.

5. Step back while pressure is released from cooling system.

6. When all the pressure has been released, press down on the cap and turn it 

further to remove it.

7. Visually check level of coolant and add more, if necessary.

8. Replace the cap and turn it all the way to the closed position.
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Belts and hoses are also negatively affected by high temperatures. Learn how to 

check belt tightness by pressing on the belts. Loose belts will not turn the water 

pump and/or fan properly, resulting in overheating. Failure of coolant hoses can 

lead to engine failure and even fire.

While driving in extremely hot conditions, watch for bleeding tar that is very 

slippery. Also, remember that high speeds create more heat for tires and the engine. 

Driving in Mountainous Terrain

Gravity plays a major role in mountain driving. On upgrades, gravity slows the 

vehicle. The steeper the grade, the longer the grade, and the heavier the load, 

the more the load driver must use lower gears to climb mountains. In coming 

down long, steep downgrades, gravity causes the speed of the vehicle to increase. 

Selecting a safe speed and maintaining proper distance from the load vehicle is 

vital for the lead P/EVO. 

In selecting a safe following distance, it is important to consider the stopping 

distance of the load vehicle, specifically:

• Total weight of the vehicle and cargo.

• Length of the grade.

• Steepness of the grade.

• Road conditions.

• Weather conditions.

If a speed limit or a sign indicating maximum safe speed is posted, never exceed 

the speed shown. Shift to lower gears before starting down a grade. Avoid 

downshifting after speed is built up, for either manual or automatic transmissions. 

Brakes are designed so that brake shoes or pads rub against the brake drum or disc 

to slow the vehicle. Braking creates heat, and brakes are designed to sustain heat. 

However, brakes can fade or fail from excessive heat caused by using them too 

much and not relying on the engine braking effect (i.e., using lower gears)—an 

essential element of safe mountain driving. 

Brake fade is also affected by adjustment. In order to safely control a vehicle, 

every brake must do its share of the work. If one brake is not doing the work it is 

designed to do, this puts extra stress—and heat—on the remaining brakes. This can 

produce overheating and fading, leaving inadequate braking power to control the 

vehicle. And, brake linings wear faster when they are hot. 
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The use of brakes on a long or steep downgrade is only a supplement to the braking 

effect of the engine. Once the vehicle is in the proper low gear, do the following:

1. Apply brakes just hard enough to feel a definite slowdown.

2. When speed has been reduced to approximately 5 mph below the safe 

operating speed, release the brakes (this brake application should last for 

about 3 seconds).

3. When speed has increased to a safe speed, repeat steps 1 and 2. 

Escape ramps are available on many steep mountain downgrades and should be 

included on the route survey. These ramps are made to stop runaway vehicles 

safely without injuring drivers and passengers. P/EVOs should know the locations 

of escape ramps, and this is the kind of information that must be covered in the 

pre-trip meeting each day. This level of detail about the route is too much to 

remember for the entire trip, so remind team members—when the information 

becomes vital—in a daily briefing.

In mountainous terrain, the lead escort must be vigilant about the distance between 

the P/EVO and the load vehicle and be aware of brake issues. Adequate distance 

must be maintained in order to avoid the P/EVO being struck from behind by 

the load. For the rear P/EVO, when the load is moving uphill, it is recommended 

to allow enough distance to accommodate drivers approaching from the rear 

who may not detect how slowly the load is moving. By creating more distance 

between the rear P/EVO and the load, vigilant rear P/EVOS will have room to tap 

brakes to get attention of drivers approaching too quickly from the rear, as well as 

speeding up themselves to avoid being struck from behind. Needless to say, this 

system provides an extra measure of safety to the load vehicle, as well. (See also 

Managing Speed and Space and Braking Tips sections below.) 

Managing Speed and Space

Why Speed Matters 

According to IIHS, as vehicle speed increases, stopping distances as well as crash 

severity also increase. A large truck traveling at 75 mph takes about one-third 

longer to stop than one traveling at 65 mph. Large trucks often weigh 15 to 40 

times more than passenger cars; stopping distances substantially increase. This is 

particularly important for lead escorts to remember. 

Petitions by American Trucking Associations, Road Safe America and individual 

carriers have asked the Federal government to require speed governors on large 

trucks weighing 26,000 pounds or more that would set maximum speed at 68 mph, 

and would be tamper resistant with penalties for tampering. These issues continue 

to be debated. 
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Driving too fast is a major cause of fatal crashes. Drivers must adjust speed 

depending on weather and light conditions, traffic volume, size of load, features of 

the terrain, type and condition of roadway surface, and other factors.177

Speed matters because of stopping distances.

178 Stopping a vehicle involves 

first seeing an obstruction, then deciding what to do, actually moving foot from 

accelerator to the brake pedal, and judging the distance it takes the vehicle to stop 

based on its size and weight; speed; roadway surface (gravel or asphalt, wet or dry); 

and whether the vehicle is on a down slope, up slope, or is on level terrain; how well 

the brakes are functioning; the vigilance, experience, and skill of the driver, and 

other factors. When crashes occur, drivers may see the obstruction, and conditions 

may be favorable (i.e., dry, level pavement), but there is simply not enough distance 

to get the vehicle stopped before striking an obstruction, including other vehicles. 

Perception distance refers to the distance a vehicle travels, in ideal conditions, 

from the time a driver sees a hazard until the brain recognizes it. The average 

perception time for an alert, non-distracted driver is 1.75 seconds. At 55 mph, the 

vehicle has traveled more than 140 feet in that 1.75 seconds (1 mph = 1.5 feet/sec). 

Fatigue is a critical factor in perception time for both the load driver and the 

P/EVO. The decision making process is slowed and seconds are often doubled 

as are the corresponding distances. So at 60 mph, the vehicle travels 88 feet per 

second. (Three quarters of a second = 66 feet.)

Reaction distance refers to the distance the vehicle will continue to travel, in ideal 

conditions, before the driver applies the brakes in response to the hazard. The 

average driver has a reaction time of 0.75 to 1 second. So, at 55 mph, the vehicle 

moves an additional (average) of more than 60 feet—the amount of time it takes 

the driver to apply the brakes AFTER the driver perceives the brakes are needed. 

The average reaction time is another 0.75 second, or another 66 feet, for a total of 

132 feet before the vehicle begins to slow down.179

Braking distance refers to the distance the vehicle travels, in ideal conditions, while 

the driver is braking. At 55 mph on dry pavement with good brakes, a standard 

tractor-trailer rig (i.e., not oversize or overweight) takes about 216 feet to stop. 

Stopping distance, then, is the sum of these three distances: perception distance 

+ reaction distance + braking distance. Substantially more distance is needed for 

fatigued drivers, distracted driver, drivers on a down slope, or stopping on a wet 

roadway.

177 American Association of Motor Vehicle Administrators, Model Commercial Driver License Manual (AAMVA, July 

2014), Section 2.6. Available at: http://www.aamva.org/CDL-Manual/.

178 Ibid., Section 2.6.1. 

179 Federal Highway Administration, Pilot Car Escort Training Manual: Best Practices for Pilot Car Escorts (Washington, 

DC: FHWA, 2004), p. 43.
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Braking Tips180

Brake in a straight line. Do one thing at a time. For example, when turning, brake 

before making the turn. When negotiating a curve, brake before entering the curve. 

The Effect of Speed on Stopping Distance181

The faster a vehicle moves, the greater the impact or striking power of the vehicle. 

When speed doubles, from 20 to 40 mph, for example, the impact is 4 times 

greater. The braking distance is also four times longer. Triple the speed from 20 to 

60 mph, and the impact and braking distance is nine times greater. At 60 mph, the 

stopping distance for a tractor-trailer is longer than a football field. Increase the 

speed to 80 mph and the impact and braking distance are 16 times greater than they 

were at 20 mph. High speeds greatly increase the severity of crashes and injuries.

Matching Speed to Road Conditions182

Slippery surfaces require longer distances to stop, and also make it harder to turn 

without skidding. Slippery surfaces include, as mentioned above, bleeding tar in 

extremely hot conditions, but more typically, slippery conditions are associated 

with rain and ice. Roads are slippery when rain begins, for example, and ice may 

be hard to detect in shady areas and on bridges and other elevated surfaces. 

Speed should be adjusted to allow the vehicle to stop in the same distance as on 

a dry road. Reduce speed by about one-third (slow down from 60 to 40 mph, for 

example) on a wet road. On packed snow, reduce speed by half or more. If the 

surface is icy, reduce speed to a crawl and stop driving as soon as you can safely 

get off the roadway and out of the way of skidding vehicles.

Slippery surfaces are sometimes difficult to detect. Watch for shady areas; they 

will remain icy and slippery long after the open areas have melted. Bridges freeze 

before the road does. Be especially careful when the temperature is close to 32 

degrees. Watch for melting ice (wet ice); it is much more slippery than ice that 

is not wet. Black ice is a thin layer that is clear enough that you can see the road 

underneath it. The road appears wet. So when the temperature is below freezing 

and the road looks wet, it may be black ice. 

An easy way to check for ice is to open the window and feel the front of the mirror 

or the mirror support. If there is ice on these, the road surface is probably starting 

to ice too. With respect to rain, beware of slippery conditions just after rain begins. 

The rain mixes with oil left on the road by vehicles. As rain continues to fall, the 

oil is washed away. 

Hydroplaning is like water skiing—the tires lose their contact with the road and 

have little or no traction. It is difficult to control the vehicle—steering and braking 

are compromised. To regain control, drivers should release the accelerator but 

avoid applying the brakes. It does not take a lot of water to cause hydroplaning, 

180 American Automobile Association, How to Drive: the Beginning Student Manual, 2004, p. 78.

181 American Association of Motor Vehicle Administrators, Model Commercial Driver License Manual (AAMVA, July 

2014), p. 2-15. Available at: http://www.aamva.org/CDL-Manual/.

182 Ibid., Section 2.13.2.

Wet roads double 

stopping distance. 

Stopping distance 

can more than 

double on a 

down slope.
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and hydroplaning can occur at speeds as low as 30 mph when there is a lot of 

standing water on the roadway. Hydroplaning is more likely if tire pressure is low 

or when the tread is worn. The grooves in a tire carry away the water; if they are 

shallow, they don’t work well. Finally, road surfaces where water collects create 

conditions that increase hydroplaning possibility. 

Speed and Curves

Drivers must adjust speed for curves in the road. Taking a curve too fast, two bad 

things can happen. First, the tires can lose traction and continue straight ahead, so 

the vehicle skids off the road. Or, the tires may keep their traction and the vehicle 

rolls over. A load vehicle with a high center of gravity can roll over at the posted 

speed limit for a curve. Lead P/EVOs must communicate any obstructions or 

problematic road surface conditions to the load driver in time for the driver to slow 

to a safe speed. This meets the responsibility for protecting motorists by working to 

ensure the load vehicle maintains traction, i.e., the ability to stop and steer.

Speed and Traffic Flow

Many local jurisdictions have restrictions about oversize loads moving in and 

around big cities during peak traffic volume. When driving in heavy traffic, the 

safest speed is the speed of other vehicles; vehicles moving in the same direction 

at the same speed are not likely to run into one another. However, oversize loads 

are an exception to this rule. First, avoid peak traffic times whenever possible, if 

the permit allows it at all. In many States, speed limits are lower for trucks, and 

may be even lower for oversize loads. A national speed limit for trucks of 65 mph 

has been proposed by many, while much research suggests collisions occur more 

frequently when large trucks travel slower than other traffic. Allowing adequate 

following distance and avoiding driving alongside large trucks appear to be most 

effective at reducing crashes, along with uniform traffic flow, and traveling at 

speeds appropriate for conditions. 

Changing lanes becomes more difficult, as does maintaining a safe following 

distance, when transporting an oversize load. As traffic volume increases, vehicles 

travel much closer together. Beware of drivers who try to drive faster than the speed 

of traffic; these drivers take risks and increase the chances of a crash. Stay as far to 

the right as possible and maintain as much distance as possible around your vehicle.

Speed on Downgrades

Vehicle speed increases on downgrades because of gravity. The driver’s most 

important objective is to select and maintain a speed that is not too fast for the total 

weight of the vehicle and load, the length of the grade, the steepness of the grade, 

road conditions (wet or dry, smooth or pot holes, etc.) and type (gravel, asphalt, 

etc.), and weather (including visibility and traction/braking issues). 
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Managing Space

Safe drivers maintain space all around their vehicles.183 When things go wrong, 

space gives drivers time to see, think, and act. In order to have space available 

when something goes wrong, drivers must manage space. This is true for all 

drivers, and it is very important when operating (or escorting) large vehicles that 

require much more space for stopping and turning. 

Space ahead. Of all the space around a vehicle, it is the area ahead of the 

vehicle—the space it is moving into—that is most important. Space ahead is 

important in case the vehicle must be stopped suddenly. According to accident 

reports, the vehicle that trucks and buses most often run into is the one in front of 

them. The most frequent cause is following too closely. Crash possibilities increase 

substantially if inadequate space ahead is not maintained. Given the difference in 

weight, trucks hitting cars results in more fatalities. And, remember: if the vehicle 

ahead of you is smaller than yours, it can probably stop faster than you can.

How much space ahead? Experts suggest that in good conditions (i.e., flat, level, 

dry pavement in the daytime), following distance should be a minimum of three 

seconds, with drivers adding one second for each hazardous condition that may exist. 

For example, if it is raining, add one second. If it is raining (visibility hazard) and it 

has been raining all night (standing water hazard), add two seconds. If the driver only 

slept six hours the previous night, add another second for the delayed reaction and 

perception time produced when a driver is operating with a sleep deficit. 

Following distances for large trucks must be greater than the three-second rule. For 

a truck, recommended following distance is one second for each 10 feet of vehicle 

length at speeds below 40 mph. At greater speeds, add 1 second. For example if 

the vehicle is 60 feet long, and traveling at 50 mph, seven seconds of following 

distance is recommended in good conditions. If the roadway is wet, double the 

following distance. 

To measure following distance in this way, look for an overpass. When the shadow 

strikes the vehicle in front of you, begin counting (one thousand one, one thousand two, 

etc.). You should get to at least three seconds before the shadow reaches your vehicle.

Space behind. Drivers cannot control the behavior of others, including those 

drivers who follow too closely. Some strategies for making such a situation safer 

include staying to the right, increasing following distance (making it easier for 

tailgaters to pass), avoiding quick changes (by monitoring the road ahead at least 

12 to 15 seconds), maintaining speed (it is safer to be tailgated at lower speeds than 

at higher speeds) and communicating with drivers by using turn signals, signaling 

early, tapping brake pedal, and reducing speed very gradually.

Space to the sides. Oversize loads often take up all or most of a lane. Safe drivers 

will manage what little space is available by keeping the vehicle centered in the 

lane and by avoiding driving alongside other vehicles. At least three issues are 

183 American Association of Motor Vehicle Administrators, Model Commercial Driver License Manual (AAMVA, July 

2014) , Section 2.7. Available at: http://www.aamva.org/CDL-Manual/.
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involved when traveling next to others. First, another driver may change lanes 

suddenly or may experience a mechanical failure such as a blown tire. This could 

lead to a crash when vehicles are very close together. Second, the oversize load 

and/or P/EVOs may get trapped when needing to make a lane change or a turn. 

And, third, strong winds make controlling large vehicles more difficult especially 

in mountainous terrain and exiting tunnels. Avoid driving alongside other vehicles. 

Lead P/EVOs should alert the drivers of wide loads about guardrails, mailboxes, 

stalled vehicles, tree limbs, and numerous other potential obstructions. And, all 

drivers should avoid traveling in another vehicle’s blind spots, and should adjust 

their speed to avoid having vehicles in their own blind spots.

Space overhead. Striking overhead objects is dangerous and expensive. Several 

general practices are imperative. First, never assume the heights posted at bridges 

and overpasses are correct. Re-paving or packed snow, for example, may reduce 

the clearances. Further, individual lanes may vary in terms of clearance due to the 

slope of the roadway and/or the slope of the bridge or overpass. In some situations, 

it is more difficult to clear objects along the edge of a road, such as signs, trees, 

bridge supports, mailboxes, guardrails, etc. If this is the case, drive closer to the 

center of the road. The lead P/EVOs should advise load driver of such objects and 

when the road is slanted to the degree it affects clearance and/or even possible 

shifting of the load. See also Module 5, Lesson 2.

Space below. Drivers often forget about the space underneath vehicles. This space 

is reduced when vehicles are heavily loaded. This problem is more common on 

dirt roads, when potholes exist, when roads have no shoulders, and when the 

roadside is lower than the road itself, creating a dangerous “lip” at the road’s edge. 

With heavy vehicles, for example, hitting a pothole can break an axle. Drainage 

channels, road surfaces in work zones, and railroad crossings present significant 

challenges for oversize loads, especially those with low clearance. Escorts must 

know the dimensions of the load vehicle in order to inform the load driver of 

relevant hazards in enough time for the load driver to respond.

Space for turns. Wide turning and offtracking of large vehicles means the load 

vehicle can hit other vehicles or objects when turning. This is especially true of long 

vehicles that may require all lanes to complete a turn, especially on two-lane roads. 

When making right turns, the P/EVO must block lanes needed by the load to 

complete turns. Turn slowly to give the load and other motorists more time to 

avoid problems. When escorting a load that cannot make a right turn without 

swinging into other lanes, turn wide while completing the turn, keeping the rear 

of the load vehicle close to the curb. This will reduce the chance that other drivers 

will attempt to pass on the right. Avoid swinging out to the left, however, because 

other motorists may think the load will turn left. Motorists may attempt to pass on 

the right, and the load and motorist may collide as the load completes the turn. 
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If the load must cross into the oncoming lanes to make a turn, the lead P/EVO 

should warn traffic and be in position to control traffic when the load is turning into 

oncoming traffic lanes. See Module 5, Lesson 4.

For left turns, the lead P/EVO should get to the center of the intersection before 

starting the left turn. If this lead P/EVO turns too soon, or more significantly, if the 

load driver does, the left side of the load vehicle may hit another motorist because 

of offtracking. If there are multiple turning lanes, don’t start in the inside lane. The 

load may have to swing right to make the turn, and motorists on the left of the 

P/EVO and load vehicles are more easily seen. 

Space needed to cross or enter traffic. P/EVOs must be aware of the load size and 

weight and the characteristics of the load vehicle in order to warn motorists and 

assist the load driver. This is apparent, for example, in the slow acceleration rate 

of large, heavy vehicles—the space and distance required for large loads to merge 

onto roadways is substantially longer than for passenger vehicles. Make sure the 

load has ample time to cross an intersection without blocking traffic. 

LESSON 5: SAFETY TECHNOLOGIES

Analysis offered by the IIHS indicates that a combination of four crash avoidance 

features has the potential to prevent or mitigate more than one of every four 

large truck crashes, one of every three injury crashes, and about one of five 

fatal crashes if every rig had them.184

These four crash avoidance technologies are side view assist, forward collision 

warning/ mitigation, lane departure warning/prevention, and electronic stability 

control.185 These technologies are already available in many vehicles driven 

by P/EVOs.186

184 Insurance Institute for Highway Safety, Highway Loss Data Institute, “Large trucks to benefit from technology 

designed to help prevent crashes,” Status Report 45 (2010): 5. Available at: http://www.iihs.org/iihs/sr/statusreport/

article/45/5/3.

185 J. Jermakian, “Crash avoidance potential of four large truck technologies,” Accident Analysis and Prevention 49 (2012): 

338–346.

186 As mentioned in Module 1, it is important to mount the Oversize Load sign on top of the vehicle in order for the 

technology, installed in the bumpers of vehicles, to function. This will make roof-mounted Oversize Load signs the 

norm for the not-too-distant future.

TEST YOUR KNOWLEDGE

1. What is meant by the terms “hazardous conditions” or “good conditions?”

2. Drivers should dim lights (from high beam to low beam) within _____ 

feet of oncoming vehicles or when approaching a vehicle from behind.

3. When should headlights be used?

4. Stopping Distance equals what?
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Of the four technologies, side view assist has the greatest potential for preventing 

large truck crashes of any severity, according to the IIHS. The technology is 

potentially applicable to 39,000 crashes in the United States each year, including 

2,000 serious and moderate injury crashes and 79 fatal crashes.

Electronic stability control (ESC) is another promising technology with the 

potential to prevent or mitigate up to 31,000 crashes per year including more 

serious crashes — up to 7,000 moderate-to-serious injury crashes and 439 fatal 

crashes per year. ESC, which helps improve traction after losing the grip on the 

road surface, could prevent or mitigate up to 20 percent of moderate-to-serious 

injury crashes and 11 percent of fatal large truck crashes. 

Large trucks will soon be equipped with ESC, the same technology that has slashed 

rollover crashes in passenger vehicles, thanks to a NHTSA requirement for ESC on 

heavy vehicles. The rule (49 CFR Part 571), finalized in June 2015, affects almost 

all new truck tractors in 2017, with some other vehicle types having until 2019 to 

comply.187

NHTSA estimates the ESC requirements will prevent up to 1,759 crashes, 

649 injuries, and 49 deaths each year. An earlier IIHS analysis found that ESC 

on tractor-trailers could potentially prevent 295 fatal crashes a year, assuming the 

technology was 100 percent effective. Looking at all large trucks, not just tractortrailers, ESC would be relevant to 439 fatal crashes.188

Forward collision warning systems, the third technology under study currently, 

identify a potential collision and warns the driver. IIHS analysis indicates forward 

collision warning has the potential to prevent as many as 31,000 crashes per year, 

including 3000 serious and moderate injury crashes and 115 fatal crashes. 

Finally, lane departure warning/prevention systems, the fourth technology in this 

group, could prevent up to 10,000 large truck crashes annually, including 1,000 

serious and moderate injuries and 247 fatal injuries.189

Crash avoidance technologies may help mitigate driver distractions (physical, 

visual, and mental),190 and to some degree fatigue can be monitored with these 

new technologies. Crash avoidance technologies show a lot of promise in reducing 

crashes associated with distraction whether the distraction is physical, visual, 

or mental. 

187 Federal Register, “Federal Motor Vehicle Safety Standards; Electronic Stability Control Systems for Heavy Vehicles.” 

Available at: https://www.federalregister.gov/articles/2015/06/23/2015-14127/federal-motor-vehicle-safety-standardselectronic-stability-control-systems-for-heavy-vehicles.

188 Insurance Institute for Highway Safety, Highway Loss Data Institute, “Large trucks to benefit from technology designed 

to help prevent crashes,” Status Report 45 (2010): 5. Available at: http://www.iihs.org/iihs/sr/statusreport/article/45/5/3.

189 J. Jermakian, “Crash avoidance potential of four large truck technologies,” Accident Analysis and Prevention 49 (2012): 

338–346.

190 Ian Reagan, Ph.D., “Mitigating cognitive distraction and its effects with interface design and collision avoidance 

systems,” presentation to the NHTSA Cognitive Distraction Forum in Washington, DC, held on May 12, 2015. Available 

at: http://www.iihs.org/media/5978ffb2-f3dd-48b6-82aa-1552dffee776/-1702734340/Presentations/Reagan_May2015_

distraction.pdf
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Other Safety Technologies and Strategies

Adaptive Cruise Control uses forward-facing radar to detect a vehicle or other 

obstruction ahead. This helps mitigate rear-end collisions. 

Automated braking systems show great potential for reducing collisions. NHTSA has 

endorsed automatic braking systems as one of its technological vehicle improvements 

and may eventually require installation of Automated Emergency Braking systems on 

all U.S. vehicles.

“We are entering a new era of vehicle safety, focused on preventing crashes from 

ever occurring, rather than just protecting occupants when crashes happen,” 

Transportation Secretary Anthony Foxx said in 2015 when announcing 10 major 

U.S. car companies had committed to making automated emergency braking 

standard on all vehicles.191

Blind spot monitoring and detection uses sensors or cameras to alert drivers when 

a vehicle is in blind spots. 

Adaptive headlights turn about 15 degrees (creating a range of 30 degrees) as the 

vehicle is steered around curves and corners. 

Under-ride guards are particularly important for rear P/EVOs. IIHS advocates 

stronger under-ride guard requirements that could prevent more deaths and injuries 

in rear-impact crashes.

Figure 3. Photo. Inadequate under-ride guards contribute to deaths and injuries 

in rear-impact crashes, as shown here.

(Source: Insurance Institute for Highway Safety)

Figure 4. Photo. Stronger under-ride guards, as shown in this photo, 

reduce deaths and injuries in rear-impact crashes.

(Source: Insurance Institute for Highway Safety)

191 K. Laing, “Truck companies press for automatic brakes,” The Hill, October 20, 2015. Available at: http://thehill.com/

policy/transportation/257512-truck-companies-press-for-automatic-brakes.
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Making vehicles more visible to other drivers at night. IIHS research indicates 

that motorists can more accurately judge the speed and distance of objects moving 

at night when they recognize big vehicles. Crashes involving passenger vehicles 

crashing into trailers from the side or rear were much more common on unlighted 

roads. Enhanced reflective markings are now required on all trailers, and P/EVOs 

should consider using retro-reflective tape on their vehicles as well.

Finally, as mentioned in Lesson 2 of this module, electronic on-board recorders 

(EOBR) may become required equipment, reducing driver fatigue by monitoring 

hours of service for drivers and making regulation more effective.

Nothing will replace driver vigilance in collision prevention, but new technologies, 

as well as more established technologies being placed in broader use, can further 

reduce collisions. When the load movement team is committed to eliminating 

distractions, plans for adequate rest and breaks, and sets realistic daily travel goals 

to avoid frustration and unreasonable time pressures, these commitments promote 

safe load movement.

TEST YOUR KNOWLEDGE

1. What are benefits of crash avoidance technologies?

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Course Exam and Evaluation

MODULE 8

There is a Federal requirement that each State have minimum standards for the 

licensing of commercial drivers.192 However there is no such requirement for 

pilot/escort vehicle operators (P/EVO) at the national level. For commercial 

driver’s licenses (CDL) drivers, both written and driving tests are required. A 

passing grade on a closed-book knowledge test is required for basic drivers. 

No current Federal law requires that each State have minimum standards for 

P/EVOs. In most States that do require P/EVOs be certified, the P/EVO must 

pass a written, closed-book test, although States vary in what the test includes. 

The Pilot/Escort Vehicle Operators Best Practices Guidelines document suggest 

the examination should include at least 30 questions, that the questions be 

objective in nature (multiple choice questions are recommended), and that the 

test be administered without notes or reference materials. Further, the guidelines 

suggest the examination should include questions covering each of the modules in 

this training manual. Typically States have established a passing score of at least 

75 percent.193

After reading the material presented here, along with the variety of source 

documents, the P/EVO is ready to go forward, not only to become certified, but 

more significantly, to continue learning from experienced well-trained P/EVOS.

192 Adapted from American Association of Motor Vehicle Administrators, Model Commercial Driver License Manual 

(AAMVA, July 2014), Section 1. Available at: http://www.aamva.org/CDL-Manual/.

193 See also U.S. Department of Transportation, “Accidents That Shouldn’t Happen: A Report of the Grade Crossing Safety 

Task Force to Secretary Federico Pena,” March 1, 1996, p. 22. 

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GLOSSARY

Gross vehicle weight (GVW). The total weight of a single vehicle plus its load.

Gross combination weight (GCW). The total weight of a powered unit, plus trailer(s), plus 

the cargo.

Gross vehicle weight rating (GVWR). The maximum GVW specified by the manufacturer for 

a single vehicle plus its load.

Gross combination weight rating (GCWR). The maximum GCW specified by the manufacturer 

for a specific combination of vehicles plus its load.

Axle weight. The weight transmitted to the ground by one axle or one set of axles.

Tire load. The maximum safe weight a tire can carry at a specified pressure. This rating is stated 

on the side of each tire.

Suspension systems. Suspension systems have a manufacturer’s weight capacity rating.

Coupling device capacity. Coupling devices are rated for the maximum weight they can pull and/

or carry.

ADDITIONAL RESOURCES

Pilot Car Escort Best Practices Guidelines (FHWA): http://ops.fhwa.dot.gov//freight/documents/

pilotcar_bpguideline/.

Flagging information: http://mutcd.fhwa.dot.gov/.

Work Zone Safety: https://www.workzonesafety.org/files/documents/news_events/wz_

conference_2015/Large_trucks_symposium/artba_truck_safety_pamphlet.pdf.

The Federal Highway Administration maintains a list of all State permit offices (as well as 

Canadian provinces): http://www.ops.fhwa.dot.gov/Freight/sw/permit_report/index.htm.


U.S. Department of Transportation

Federal Highway Administration 

Office of Operations 

1200 New Jersey Avenue, SE 

Washington, DC 20590 

Toll-Free “Help Line” 866-367-7487

www.ops.fhwa.dot.gov

February 2017

FHWA-HOP-16-050