According to the National Highway Traffic Safety Administration, distracted driving was responsible for 2,841 deaths in 2018 alone. This number includes drivers, passengers, pedestrians, and bicyclists.

We commonly think of texting while driving as distracted driving, but “distracted driving” is anything that can take your eyes, mind, or body off of the task of driving. This includes eating while driving, changing the music selection in your car, talking to other passengers, or paying attention to things going on outside of your vehicle (such as accidents). Driving under the influence, stress, and fatigue can also contribute to distracted driving.

Here are some helpful tips to help you avoid driving while distracted:

1. Familiarize yourself with your car’s controls before you drive. This is especially important if you’re driving a new-to-you vehicle such as a borrowed or rented car.

2. Review your maps, set your navigation, and choose your music before you leave. You can also ask a passenger to be responsible for these tasks.

3. Secure items that might move while driving.

4. Don’t try to pick up fallen items while driving.

5. Do not text and drive. Texting while driving is one of the most dangerous distractions, as it involves taking your eyes off the road for about 5 seconds each time you send or receive a text—that’s long enough for a vehicle traveling at 55 mph to travel the full distance of a football field.

6. Avoid stressful conversations while driving, whether on the phone or with other passengers. Many states prohibit the use of handheld cell phones while driving. However, research shows that even hands-free devices do not improve driver performance, because drivers are still focusing their attention on the conversation instead of the task of driving. Set your cell phone to “do not disturb” to avoid the temptation to make or answer calls while driving.

7. Avoid eating while driving.

8. If you find your mind wandering while driving, or you feel drowsy, pull off the road and take a break.

Getting your certification is one of the first steps to becoming a successful Pilot/Escort Vehicle Operator (PEVO). Not only is certification required in many states, but good PEVO training also covers the key best practices for operating safely. Helping people get home safe at the end of each day is our top priority.

Your certification is more than a card—it’s data

When you stop at weigh stations or get inspected by safety monitors or other official personnel, your physical card is not the only way that your certification may be verified. Our certification data is now kept securely online so that it can be accessed by auditors from anywhere with an internet connection.

Evergreen Safety Council keeps a current list of everyone we certify for both Washington PEVO and WITPAC, and we share those lists with the State of Washington, Washington State Patrol, and wind manufacturer safety monitors. This means that even if your physical Evergreen Safety Council PEVO or WITPAC card appears valid, it won’t be accepted by enforcement personnel if it is not found online.

Curious whether your certification is included in our list? You can check using our certification verification system. You will need your last name, certification number, and a valid email address in order to verify it.

Fraudulents cards can result in fines and lost business

If you’re caught with a fraudulent card, you can be subject to tickets and fines, and you will be prohibited from operating until you receive a new, valid certification. You may also find it harder to get hired, as some companies are refusing to work with PEVOs who have had fake cards in the past. The best way to avoid these problems is to ensure that each certification you earn is legitimate.

If you’re new to the industry, you may not know how to spot a fraudulent provider or card. Here are some ways to avoid purchasing one.

Make sure your certification class meets the requirements

An easy way to make sure your certification is genuine is to check that you’re getting it from an authorized provider. There are a limited number of training providers who are allowed to teach the Washington State PEVO course, and they are listed here.

PEVO classes should be 8 hours long, accompanied by a student handbook, and taught in a facility that is appropriate for learning. There is cause for concern if:

• Class is significantly less than 8 hours
• Your class is at a restaurant or a private residence
• You aren’t provided with materials (either digital or paper) for use in an in-person class

How to spot a fake certification

The first thing to look for is how long it takes for you to receive your physical certification. If you earn your WA PEVO or WITPAC card through Evergreen or one of our Authorized Training Providers, your physical certification card will not be given out at the end of class or on the same day. Evergreen Safety Council processes all certifications, which usually takes 1-3 business days. Students who pass the course will receive a PDF of their card from Evergreen Safety Council via email, and physical cards will either be mailed to you or distributed by your instructor several days after the class.

In addition, you can look on your card to make sure it conforms to these specifications:

• The information on the certification should not be handwritten.
• Your certification number should start with the letters “ES” (for PEVO) or “CT” (for WITPAC). (Other Washington providers may use different letters.)

Here is an example of what a valid WA PEVO certification looks like.

Note that there is no official Texas pilot car certification. If your certification says “Texas” at the top, it is a fake.

Fraudulent cards waste your time and money and could jeopardize your job

Operating with a fraudulent card puts you, your team, road users, and your business at risk.  If you are caught with a fraudulent certification card while you are actively piloting a load, the move will be delayed and you won’t be able to return to work until you have earned a valid certification. Replacing your card means paying another course fee, waiting until a seat in a class is available, and spending a day earning your certification. And even then, certain employers may think twice before hiring you if they know you have used a fraudulent card in the past.

A WA PEVO or WITPAC certification is more than just a card: the training is there to help you understand how to keep yourself and others safe while on the job. Pilot car certifications exist because states and other agencies are invested in safety, and enforcement personnel make it a priority to recognize fakes. Regardless of how “real” your card may look, it’s not worth the risk. Earn your official PEVO or WITPAC certification and keep your PEVO career moving safely and smoothly.

According to the Manual on Uniform Traffic Control Devices, or MUTCD, a “work zone” is any part of the roadway where construction, maintenance, or utility work is being done (see MUTCD 6B.02). The MUTCD defines a high speed work zone as any roadway where the speed limit is over 45 mph.

If work will last for more than a short time, a Temporary Traffic Control, or TTC zone, will be set up to protect the work zone. A TTC zone is an area where the traffic flow is temporarily changed using traffic control devices like warning signs and cones or barrels. But even when these measures are in place, all work zones present hazards for workers, and high speed roads increase the risks. If you’re working on a high speed road, you should always take extra care to protect yourself and your team.

Wear the right high-visibility work apparel

Work apparel helps protect you from flying or falling debris, and makes you more visible to drivers and other workers.

Before you start work, make sure you’re wearing the proper MUTCD-approved apparel and hard hat for the time of day and conditions. There are different apparel requirements for day and night work. Nighttime is usually defined as ½ hour before sunset to ½ hour after sunrise, or any time when visibility may be limited due to weather or other conditions.

In addition, you should have on clothing with long pants and sleeves, hard-soled, closed-toe shoes, sturdy work gloves, as well as eye protection. It is also highly recommended that you wear hearing protection on high-speed roads where the noise levels can be very high.

Have a tailgate meeting

It is recommended that your team hold a tailgate meeting at the beginning of each day to define roles and responsibilities, inspect your equipment, plan for that day’s activities, discuss hazards, review safety measures and communications, and plan for emergencies.

Topics you may want to discuss include:

• Where will you park your vehicle in the work zone?
• What equipment will you be using (such as a ladder or aerial lift)? Are there any associated hazards or precautions you need to know about?
• What hazards are present at the job site, such as uneven terrain, ledges or other fall hazards, debris, or things overhead?
• What warning signal will your team use if a vehicle or other hazard encroaches on the work site?

Your tailgate meeting does not have to be long, but it should be thorough. Everyone on the team should feel prepared before they enter the work zone.

Keep yourself safe in the work zone

Once you arrive in the work zone, you should head directly to the work area and stay there. TTC zones incorporate a lot of extra space so that errant vehicles have time to stop without hitting workers or equipment. Workers should not go outside of the area defined by cones or barrels, and stay out of the buffer space and taper. If you don’t know where the boundaries are, ask your team lead or supervisor for guidance.

Once you are in the work area, always keep your head on a swivel, stay alert, and be aware of becoming desensitized to hazards. It’s easy to start ignoring traffic after a while, so workers may need to remind themselves of the dangers.

Stay aware of the direction that traffic is moving, and try not to turn your back to it unless you have a spotter. If you are working with a spotter, know who they are and what warning signal they will give if you need to move out of the way.

If you do need to escape an oncoming vehicle, the best route is 90 degrees away from the direction of traffic. This usually means that you would run onto the shoulder of the road. But depending on where you are working, your escape route may be different. Think about what you will need to do to get out of the way of a vehicle, whether that includes jumping or climbing over a barrier, or going into a different direction.

Keep your team informed. Staying safe in any work zone takes alertness, communication, and teamwork. Take your time to do things safely, and work together to protect each other from hazards!

In November of 2023, Evergreen Safety Council received a handwritten letter in the mail. Penned in neat, sloping handwriting on notebook paper, the letter was from Derek Wilson, who was serving time at Coyote Ridge Corrections Center in Connell, WA, which is in Eastern Washington between Moses Lake and the Tri-Cities.

“I hope this letter reaches you in the very best of heart, mind, body, and spirit,” he wrote. Wilson explained that he was working on earning an Automotive Maintenance degree from Walla Walla Community College, but he was also looking for further chances to learn and develop his skills. “We currently do not have any sort of flagger certification course being offered,” his letter continued, “but I am optimistic. With this in mind I’m trying to inspire many and create opportunities for people to change inside a place like this. If this is something the Evergreen Safety Council would like to offer us men at CRCC, we would love to have you.”

Evergreen’s Executive Director Michelle Kind was excited about the idea of providing education to incarcerated individuals. “Our mission is to empower people to achieve their potential," she said. "Getting training to people who otherwise don’t have access to it is a great match to that mission and we’re thrilled to be able to partner in this way.” With the help of ESC Sales Specialist Leigh Wright and Coyote Ridge's Correctional Program Manager Kristen Williams, we were able to schedule two free classes for men at the facility. So in March of 2024, Master Trainer Tina Bacon traveled across the mountains to help them earn their flagging certifications.

“The guys I trained were all so appreciative. I heard so many thank you's,” said Bacon. “It made me feel good to provide a service that could help them have a head start when they get out into the real world again, and it’s something that can be applied pretty quickly. It felt really nice knowing that I had a part in possibly helping someone take the next step in their life.” Wilson was also thankful that an outside agency listened to his request. “I made him feel like he had a voice and that he made a difference,” Bacon explained. “He thought of it, he pursued it, and people heard him.”

Wilson’s thoughtfulness and dedication in pursuing education for himself and his peers led Evergreen Safety Council to select him as the winner of the 2024 Governor John D. Spellman Safety Award. The award honors businesses or individuals who have made a positive contribution to safety culture in their workplace. The Board of Directors was excited to be able to recognize an individual who went out of their way to promote safety while also providing a path forward for people to pursue financial and personal stability.

For Bacon, who has been with the Council for 29 years, it was a highlight of her career as a safety educator:  “I’ve taught hundreds of people, and with these classes, I felt we were really meeting our objective of empowering people to achieve their potential.”

The following text is excerpted from the OSHA regulations for Powered Industrial Trucks. You can access the original text here. (Current as of February 2025.)

These rules can also be found in the Code of Federal Regulations, §1910.178.

1910.178(l) Operator training.

(1) Safe operation.

(i) The employer shall ensure that each powered industrial truck operator is competent to operate a powered industrial truck safely, as demonstrated by the successful completion of the training and evaluation specified in this paragraph (l).

(ii) Prior to permitting an employee to operate a powered industrial truck (except for training purposes), the employer shall ensure that each operator has successfully completed the training required by this paragraph (l), except as permitted by paragraph (l)(5).

(2) Training program implementation.

(i) Trainees may operate a powered industrial truck only:

1. Under the direct supervision of persons who have the knowledge, training, and experience to train operators and evaluate their competence; and
2. Where such operation does not endanger the trainee or other employees.

(ii) Training shall consist of a combination of formal instruction (e.g., lecture, discussion, interactive computer learning, video tape, written material), practical training (demonstrations performed by the trainer and practical exercises performed by the trainee), and evaluation of the operator's performance in the workplace.

(iii) All operator training and evaluation shall be conducted by persons who have the knowledge, training, and experience to train powered industrial truck operators and evaluate their competence.

(3) Training program content. Powered industrial truck operators shall receive initial training in the following topics, except in topics which the employer can demonstrate are not applicable to safe operation of the truck in the employer's workplace.

(i) Truck-related topics:

1. Operating instructions, warnings, and precautions for the types of truck the operator will be authorized to operate;
2. Differences between the truck and the automobile;
3. Truck controls and instrumentation: where they are located, what they do, and how they work;
4. Engine or motor operation;
5. Steering and maneuvering;
6. Visibility (including restrictions due to loading);
7. Fork and attachment adaptation, operation, and use limitations;
8. Vehicle capacity;
9. Vehicle stability;
10. Any vehicle inspection and maintenance that the operator will be required to perform;
11. Refueling and/or charging and recharging of batteries;
12. Operating limitations;
13. Any other operating instructions, warnings, or precautions listed in the operator's manual for the types of vehicle that the employee is being trained to operate.

(ii) Workplace-related topics:

1. Surface conditions where the vehicle will be operated;
2. Composition of loads to be carried and load stability;
3. Load manipulation, stacking, and unstacking;
4. Pedestrian traffic in areas where the vehicle will be operated;
5. Narrow aisles and other restricted places where the vehicle will be operated;
6. Hazardous (classified) locations where the vehicle will be operated;
7. Ramps and other sloped surfaces that could affect the vehicle's stability;
8. Closed environments and other areas where insufficient ventilation or poor vehicle maintenance could cause a buildup of carbon monoxide or diesel exhaust;
9. Other unique or potentially hazardous environmental conditions in the workplace that could affect safe operation.

(iii) The requirements of this section.

(4) Refresher training and evaluation.

(i) Refresher training, including an evaluation of the effectiveness of that training, shall be conducted as required by paragraph (l)(4)(ii) to ensure that the operator has the knowledge and skills needed to operate the powered industrial truck safely.

(ii) Refresher training in relevant topics shall be provided to the operator when:

1. The operator has been observed to operate the vehicle in an unsafe manner;
2. The operator has been involved in an accident or near-miss incident;
3. The operator has received an evaluation that reveals that the operator is not operating the truck safely;
4. The operator is assigned to drive a different type of truck; or
5. A condition in the workplace changes in a manner that could affect safe operation of the truck.

(iii) An evaluation of each powered industrial truck operator's performance shall be conducted at least once every three years.

(5) Avoidance of duplicative training. If an operator has previously received training in a topic specified in paragraph (l)(3) of this section, and such training is appropriate to the truck and working conditions encountered, additional training in that topic is not required if the operator has been evaluated and found competent to operate the truck safely.

(6) Certification. The employer shall certify that each operator has been trained and evaluated as required by this paragraph (l). The certification shall include the name of the operator, the date of the training, the date of the evaluation, and the identity of the person(s) performing the training or evaluation.

1. You’ll need to get up early and stay late.

Work zone jobs often start early in the morning, and flaggers need to be the first people to arrive since they set things up for the rest of the crew. So you’ll need to be okay with an early wakeup – plus a commute. You may also have to work late, because there is rarely a set “end time” for this type of work.

2. You have to be ready for all weather.

From heat to cold, you're exposed to it outside, and the weather may change while you're on the job. You’ll need to come prepared to handle rain and wind as well as sun and heat – potentially all on the same day.

3. Phone use is absolutely prohibited while you’re flagging.

Flagging involves long hours and requires concentration and alertness. You need to “have your head on a swivel,” always scanning the area for what’s going on so that you can respond quickly and appropriately. This means that you absolutely may not use your phone: it’s unsafe for you to look down or away from the road (and Washington's Flagger rules also prohibit it!). You also need to be able to hear what’s going on, so listening to earbuds is out. 

4. The workload can vary greatly.

Flagging is usually a part-time, on-call job, and it’s seasonal. In Washington State, high season is typically from April to September. But no matter the time of year, you’ll need to be flexible with your schedule.

5. Your reputation matters.

Communicating well with your supervisor and being willing, able, and dependable on the job are the best ways to move up in the industry. You’ll need to plan ahead and be organized about your schedule, answer your messages promptly, and let your boss know right away if you can’t work. The work zone can’t function without you, so it’s important to get to work on time. This means you will likely need your own car to get to and from remote job sites. Crews often request specific people, so if you’re reliable and motivated to do a good job, you’ll get called more often.

6. Make safety your priority.

Flagging is a dangerous job – that’s part of why it requires a certification. Drivers can be distracted, erratic, aggressive, or under the influence. Taking your job seriously means valuing the life of yourself and your crew, and being the kind of person who really cares about safety. You’ll need to stay alert, be assertive, and be able to move quickly to respond to hazards that arise.

7. Flagging is a fantastic job if you like variety and challenge.

When you’re working with another flagger who really knows what they’re doing, there’s an amazing flow that happens that’s kind of magical. If you like to stay busy and be challenged on the job, and you like variety and flexibility, this is a great career for you. It allows you to see new places, be in new communities, and meet new people, while working outdoors and doing work that is physical. Flagging lets you be your own boss but also a team member, so in many ways it can be the best of both worlds. It’s also a great self-esteem and confidence-builder. When you pay attention and do a good job, you’ll also earn the respect of your teammates and supervisors. 

This article was contributed by Vicki Hebert, owner of Smuggler’s Cove Flagging on San Juan Island, and a state-certified flagger instructor with experience spanning four decades. She is passionate about educating, empowering, and mentoring flaggers and others in the trades.

Getting your certification is only your first step to working as a flagger. Once you’ve been hired for a job, the next step is to mentally and physically prepare for your first day. Just like any new job, it’s normal to feel nervous, but there is plenty you can do to help yourself feel calm and confident.

"Your first day is just awkward!"

After years in the construction industry, Dawn McKole pivoted to flagging about three years ago. And while she has grown to love it, she emphasizes that there was a learning curve, even for someone with experience in the trades. “All of it was new,” she says. “All the lingo, what’s normal, what’s not normal…Someone hands you a radio and you’re standing on a street going, ‘What button do I press?’” 

“The first day is just awkward!” says Vicki Hebert, owner of Smuggler’s Cove Flagging. “But it’s okay. Flagging is a hands-on job that takes time to learn. Be patient with yourself.” Both Hebert and McKole tell flaggers that the best way to get started is by asking the right questions, so you know how to be as prepared as possible for your first day in the work zone.

Questions to ask before the job  

As a new flagger, you might feel shy about asking questions, but it’s important to speak up. Ask your hiring manager or supervisor in advance for details about the job. Here are some things you’ll want to know:

• Where is the job site or meeting point?
• What time do you need to be there, and when is the crew expected to show up? (It’s normal for flaggers to be the first ones on site, because they set up the work zone.)
• Will flaggers be setting up signs?
• Does the company provide PPE (such as a hard hat and vest), a STOP/SLOW paddle, or radios? (It’s common for flaggers to bring these items themselves.)
• Who will be supervising or leading the flaggers on site? Will there be someone to mentor you?
• What should you expect as far as breaks?

Once you know where you’ll be heading, look up the location of the job site and plan ahead for your commute. Figure out what time you need to leave in order to be on site at least 15-20 minutes early. Leave plenty of extra time in case there is traffic, and additional time to find parking. 

As a new flagger, it’s also a good idea to review the basic concepts from your certification class. “Know what a flagger taper is. Know what the hand signals are. You’ll get more comfortable with them,” says Hebert.

Prepping your gear

Flaggers have to be self-sufficient for long periods of time. “It can be hard to get a break!” says Hebert. It’s common for the crew to take a lunch break, but it isn’t always possible to change the work zone in a way that relieves the flagger – so you may have to go without one. Hebert recommends “pocket food” like granola bars and bite-sized protein (like nuts or cured meats), and getting a vest with pockets that seal so that your snacks don’t fall in the road.

You’ll also need to be prepared for varying weather conditions and long hours outside. Layering your clothing is recommended. “It’s harder to add clothes than subtract them while you’re out there,” says McKole.

Here is a short checklist of items you may need:

• Boots 
• MUTCD-compliant hard hat and vest (see our Flagger apparel guide)
• MUTCD-compliant STOP/SLOW paddle
• Layered clothing
• Snacks
• Water, coffee, or other drinks (but plan for limited bathroom breaks)
• Radios (make sure they’re charged)
• Sunscreen
• Your flagger card and ID 

McKole also reminds flaggers to make sure their phone is fully charged, even if they can’t use it on the job. It might become necessary in an emergency.

When you arrive

Park safely, get your gear on, gather your supplies, and walk over to the site. When you arrive in the work zone, find the foreman, Traffic Control Supervisor, or other designated lead, and check in with them about the day's work. Find out where you will meet your flagger partner, where you will be standing, and which traffic you’ll be stopping. McKole reminds flaggers that there is supposed to be an approved plan for every job. So if you’re in a place with a lot of traffic or a complex work zone, you can ask to see the Traffic Control Plan. Hebert also tells flaggers to ask the crew, “How can we be of service to you today?” Communicating with them can help you work together smoothly, and will make their jobs easier.

Professional and polite communication is important, but McKole also encourages flaggers to be assertive and willing to speak up with supervisors and other crew members. “You have to find your inner confidence and talk to them plainly, and make sure you get a straight answer. That takes some guts sometimes,” she says.

One of the most important things to find out is where the bathroom is, and how you will get a break. Ask if there is someone to relieve you, how often, and where you should go. Bathroom breaks will likely be limited, so you’ll want to pace your liquid intake accordingly.

“But no one is here!”

Hebert says that one of the top causes of anxiety for new flaggers is getting to a job site or meeting point, and not finding the crew there. “The question of, ‘Are we late? Are they late?’ causes so much anxiety and can get you flustered,” she says. However, it’s normal for crews to run late, so you shouldn’t panic. Flaggers get paid by the hour, so you’ll be paid whether the crew is on time or not. Just make sure that you are there and ready to go, and wait until they arrive.

Doing the job and building your confidence

On your first day, signaling to traffic and using your radio will feel like a challenge. If you have a good supervisor, they’ll expect you to be nervous and make mistakes. The most important thing to remember is how to keep yourself safe: “Keep your toes to the line and keep your heels to the curb (or ditch),” says Hebert. “Never turn your back on traffic, and have an escape route.”

Hebert tells flaggers that getting through the first day is a milestone. “On your second day, you can breathe! You know who you’re working with, where you’re supposed to be, and then you can start having more confidence in where you’re standing, how to use the hand signals, and being more assertive with traffic.”

Once she acclimated to the job, McKole grew to love it. She gets to wear jeans and boots, be outside and not behind a desk, and she values the variety and challenge. “There’s some comfort in knowing where you’re going once a job has lasted a week or two,” she says, “but there’s excitement in starting over at a new place too.”

When she’s nervous, McKole has a mental trick she uses to calm her anxiety: “I take a deep breath and say ‘It’s gonna be fun!’”

If your team members operate a forklift or other type of Powered Industrial Truck (PIT), you've probably thought about getting them officially trained. Maybe you do some basic orientation, but unless your organization or business already has a custom training program in place, figuring out how to train them according to OSHA standards might be intimidating.

Training your forklift operators per OSHA standards could be simpler than you think.

According to federal regulations, there are five key things that operators need in order to become officially "certified." (Even if your state has its own Health and Safety department, the OSHA standards for forklift operation are still the highest as far safety in this arena.)

Step 1: Provide your operators with good knowledge training.

OSHA standards require a "formal instruction" component, such as "lecture, discussion, interactive computer learning, video tape, [or] written material." A self-directed online course is one easy way to fulfill this requirement. You may alternatively choose to deliver the material in a more traditional classroom-based format, with a slide deck, textbooks, and exams.

Step 2: Conduct a safety audit of your facility to assess forklift hazards.

Check for any areas that would be dangerous for operators, pedestrians, objects, or equipment, and think about the types of activities that will be carried out using the forklift. OSHA standards list the following:

• Surface conditions where the vehicle will be operated
• Composition of loads to be carried
• Types of load manipulation, stacking, and unstacking
• Pedestrian traffic in areas where the vehicle will be operated
• Narrow aisles and other restricted places where the vehicle will be operated
• Hazardous locations where the vehicle will be operated (such as areas with flammable materials)
• Ramps and other sloped surfaces that could affect the vehicle's stability
• Closed environments and other areas where insufficient ventilation or poor vehicle maintenance could cause a buildup of carbon monoxide or diesel exhaust
• Any other potentially hazardous environmental conditions that could affect safe operation

Step 3: Make sure you are familiar with the forklift or other Powered Industrial Truck  that you will be training on.

Each operator will need to be trained and certified on the forklift (or other Powered Industrial Truck, such as a pallet jack or lift) that they will be using on the job. PITs may operate on similar principles, but each one has its own unique features. This means that prior to training, you should familiarize yourself with the specifics of the machines you'll be teaching your operators to use. This includes the operating instructions, warnings, and precautions that are included in the manual, the truck controls and instrumentation, and other features such as fueling and fork attachment.

If you have multiple types of PITs at your facility, you will need to know the ins and outs of each one, and make sure your operators receive training on them separately.

Step 4: Understand how to conduct effective practical training for your team.

Good learning happens under good trainers, and becoming a good trainer takes practice. Develop a training plan and follow it each time so that you stay consistent. OSHA requires that you evaluate your operators, so it is good to have a written evaluation sheet where you can track each operator's performance. When showing them how to operate each PIT, first demonstrate each skill, then allow each operator to practice carefully while you coach them. Depending on their experience level, they may not need any help at all, or they may need additional practice before they are cleared to operate on their own.

Step 5: Keep a record of certification for each operator, and retrain as needed.

OSHA standards require that you keep a log of training and certification for each operator. We recommend keeping this in a spreadsheet, but you can also use a written or typed log, as long as it is somewhere safe and accessible. Operators are required to be reevaluated every 3 years, but they should also receive refresher training if they are observed operating in an unsafe manner, have been involved in an accident or near-miss incident, need to drive a different type of PIT that they have not been previously trained on, or workplace conditions change in a manner that could affect safe operation of the truck.

But am I qualified?

If you have knowledge of and experience with operating a PIT, and you are willing to complete the 5 steps above, then yes, you are qualified to be a trainer at your workplace!

Good training means long-run savings.

Organizations and businesses need their teams operating safely and efficiently, and it all starts with the right training.

Not sure you're comfortable becoming a trainer on your own? If you're in the Pacific Northwest region, our master trainers are skilled coaches who can come help get you up to speed, usually in just one day. They'll come to your facility to conduct a hazard analysis, and guide you through the process of practical training for your employees so that you can confidently do it yourself.

If you are looking for a little bit more guidance, but you don't need one-on-one coaching, our PDF instructor kit contains everything we discussed in this article, including a workplace hazard evaluation sheet, practical operator evaluation sheet, and certification record spreadsheet, as well as detailed instructions on how to conduct your training — plus 5 free seats in our online knowledge course.

Traffic control is a critical part of ensuring safety at construction sites, in road work zones, at public events, and even during roadside emergencies. When working with one or more flaggers, coordination and communication are essential for maintaining smooth and safe traffic flow. Here's a guide to effectively working as a team while controlling traffic.

Set up the work zone correctly 

A properly prepared work zone reduces confusion for both drivers and flaggers. Place warning signs, cones, and barricades far enough ahead of the work zone to alert drivers. Each flagger should position themselves where they are visible to oncoming traffic but safe from vehicles' paths of travel.

Understand your roles and responsibilities 

Before traffic control begins, make sure you clearly assign roles to all flaggers. Each flagger should know their station, responsibilities, and the flow of traffic they are managing. In multi-flagger setups, one flagger typically manages each direction of traffic, while additional flaggers may be assigned to intersections or areas with limited visibility. Avoid overlapping roles, as this can lead to confusion.

Establish clear communication

Effective communication is crucial for coordinating traffic flow. Use at least one of the following methods to stay in sync with your team:

• Handheld radios: Radios are a reliable way to relay instructions or warnings quickly.
• Hand signals: Familiarize yourself with standard hand signals such as "Mother may I?" to communicate when verbal tools aren't effective.
• Eye contact: When close to each other, establish eye contact to confirm readiness before signaling traffic.

Stay in sync

You must stay in sync with your fellow flaggers to ensure smooth traffic flow and reduce the risk of collisions. When transitioning traffic flow from one direction to another:

• Wait for confirmation from the other flagger before allowing your traffic to proceed.
• Use a mix of hand signals and verbal confirmation (via radio) to ensure you’re both ready.

This synchronization is especially important in long or complex work zones where drivers can’t see both flaggers at once.

Adapt to changing conditions together

Traffic control is dynamic and conditions can change quickly. If a situation arises, such as a backup of vehicles or a sudden hazard, communicate immediately with your fellow flaggers. Adjust positions, traffic flow, or signaling as necessary to address the issue while maintaining safety. Always check with your supervisor and other flaggers before making any significant changes to the traffic pattern.

Prioritize safety as a team

When working with multiple flaggers, the entire team must prioritize safety at all times by:

• Maintaining a safe distance from the active roadway
• Ensuring that all flaggers wear the proper high-visibility gear and follow proper procedures
• Regularly check on one another to ensure everyone is alert and ready to continue

If a team member seems fatigued or distracted, work together to redistribute duties temporarily to keep safety as the top priority.

Regardless of what type of flagging you are doing, always follow the MUTCD standards (plus any additional local rules) for apparel, equipment, placement, and hand signals.

Conclusion

Working with other flaggers requires clear communication, well-defined roles, and synchronized movement. By staying coordinated and prioritizing safety, you can ensure smooth traffic control even in the most challenging conditions.

What is a bridge strike?

When a vehicle or its load is too large to pass under a bridge, a bridge strike occurs. These strikes, or hits, result in millions of dollars in infrastructure damage each year and can be hazardous—even fatal—for those responsible for the collision, other drivers on the road, or bystanders. 

Our country’s infrastructure is aging. Many bridges were built more than a half-century ago, to accommodate the shorter vehicles of the time. But even new construction is vulnerable to bridge hits caused by inattentive or unprepared drivers. 

When done without proper training, permitting, and safety measures, the transportation of oversize loads such as wind turbines, construction equipment, and manufactured homes puts everyone on the road at risk. “What we've seen over the course of the years is that more accidents are taking place involving oversize or overweight transportation,” says Danny Wells, retired Permits Unit Manager with the Colorado Department of Transportation. 

“Part of this we can chalk up to an increased quantity of loads. We can also add to the fact that these loads are getting bigger. The requirements of the customers using these freight shipments are getting larger. So, we have seen a number of cases where bridge strikes have occurred.” 

Although many states do not keep a tally of bridge strikes, an informal survey taken by an American Association of State Highway and Transportation Officials working group found at least 3,000 nationwide between 2008 and 2018. A single bridge strike can result in hundreds of thousands to millions of dollars worth of damage, not to mention traffic delays, road closures, and long-term rerouting of traffic due to cleanup and repair.

A single bridge strike can result in hundreds of thousands to millions of dollars worth of damage, not to mention traffic delays, road closures, and long-term rerouting of traffic due to cleanup and repair.

So what do we do to solve this problem?

The use of pilot cars (also known as pilot or escort vehicles) when transporting oversize loads can help prevent such damages, says Wells. 

Pilot/Escort Vehicle Operators (PEVOs) guide oversize load drivers, double-check measurements, watch for hazards, and relay important information to drivers about potential problems. The presence of PEVOs also alerts the motoring public to the presence of an oversize load. 

“As a pilot car operator, our first and most important duty is protecting the traveling public,” says Patricia Auvil, pilot car operator and president of the Washington-based Northwest Pilot Car Association. “That is what we're there for. And then it's protecting the infrastructure, the roadway and the load itself, and of course ourselves. But to start with, we are a pre-warning device for the traveling public.” 

As part of the “oversize load management team,” the PEVO may also be responsible for carrying out pre-trip procedures. The PEVO double-checks clearance height during the pre-trip survey to make sure the load can clear these structures.

Pilots are an essential part of making oversize load movement safer. As of today, only a handful of states require pilot car certification for vehicles assisting with the transport of an oversize load. “This is a trend that needs to change,” says Wells.

Is the use of pilot cars enough? 

“This is a very specialized operation which requires specialized skill,” says Wells. Escorting an oversize load requires an advanced set of skills not taught in basic driver’s education classes.  

“We’d recommend that states take a very close look at requiring certification for pilot escort vehicle operators,” he says. “It’s important that the operators of these vehicles have some training that involves traffic control, how to lead other vehicles away from imminent danger, how to lead a tractor-trailer through an area where the clearances may be minimal but enough, if operated correctly, to clear these structures and prevent possible injury to the motoring public.”

Certification ensures the pilot driver has the skills and knowledge necessary to comply with the law, guide an oversize load safely along its route, and deal effectively with emergencies. These skills can mean the difference between a successful trip and one that results in damages.

Setting a new standard for pilot car safety. 

Evergreen Safety Council has produced curriculum that meets Washington and Colorado state pilot car certification standards, with more on the way. Twelve states currently have reciprocity agreements that honor PEV/O certifications granted in Washington and Colorado. States that have not yet adopted pilot car standards can do so easily, says Auvil, with minimal overhead cost because certification programs already exist. Evergreen Safety Council’s highly versatile curriculum can, with minimal modifications, accommodate state-specific roadway requirements.

Is this a problem in my state? 

Find out if your state requires pilot car certification today by visiting our reciprocity page. We encourage you to support our mission of advocating for pilot car operator certification standards nationwide. Please contact your legislative representatives to request they establish these heightened safety requirements in your state.

Learn more about our industry-leading pilot car training.  

You can visit our Pilot Car Certification program page to learn more about our nationally-recognized training. Our curriculum covers the latest federal, state, and industry standards and goes in-depth on the advanced knowledge PEVOs need to prevent bridge hits and other catastrophes.

MUTCD 11th edition compliant signals

Although it is recommended that flaggers use STOP/SLOW paddles to signal to traffic in work zones, some states require the use of red flags in particular situations.

Start with the right type of flag

The MUTCD states that flags shall:

• red or fluorescent orange/red in color
• a minimum of 24 inches square
• fastened to a 36-inch staff
• weighted so that the flag will hang vertically even in heavy winds
• retroreflectorized if used at night

(MUTCD 6D.03)

Use the proper the signals

To STOP road users with a red flag:

Face road users and extend the flag staff horizontally, so that the full area of the flag is visible hanging below the staff. The free arm should be held with the palm of the hand above the shoulder-level, toward approaching traffic.

To tell road user to PROCEED with a red flag:

To direct stopped road users to proceed, lower the flag and motion with your free hand for road users to proceed. Do not wave or motion with the flag.

To tell road users to SLOW DOWN using the flag:

Face road users and slowly wave the flag in a sweeping motion from shoulder-level to straight down, without raising your arm above a horizontal position. Keep your free hand down.

These signals are covered in Figure 6D-1 in the MUTCD 11th edition.

Learn more about flagger signals and how to safely set up a work zone in our Online MUTCD Flagger training!

MUTCD-compliant flagger signals for use with a STOP/SLOW paddle

One of the most important skills you’ll use when working as a flagger is signaling with the STOP/SLOW paddle. Here are a few tips to get you up to speed, while slowing traffic down.

Put your sign’s best face forward

Before you begin flagging, make sure your STOP/SLOW paddle meets the requirements set by the MUTCD. The STOP/SLOW sign must be at least 18 inches in diameter, and it should be mounted on a staff that makes it tall enough to be seen by approaching traffic. We recommend a staff height of 6 to 7 feet. 

Always make sure your paddle is clean and legible. If you will be signaling during hours of darkness, it is recommended that you use a 24-inch paddle to increase visibility.

Note that some states and local jurisdictions may have additional requirements for STOP/SLOW paddles, especially if they are used during hours of darkness. For instance, in Washington State, the sign face must be retroreflective.

Setting up for success

Flaggers should never stand in the lane of traffic. Position yourself on the shoulder or in a closed lane. Make sure you have a clear route of escape, in case a vehicle threatens your safety.

Stand so that the STOP/SLOW paddle is between you and the lane of traffic you’re signaling to. Hold the paddle with your arm extended horizontally away from your body. Your feet should be positioned perpendicular to the paddle, so that you can easily look behind you.

Send a clear signal – STOP, PROCEED, or SLOW

Road users are easily confused in work zones, so it is vitally important that your motions are clear to drivers. When signaling, don’t hesitate — be firm, courteous, and confident.

There are three basic signals that you will use to communicate with road users: STOP, PROCEED, and SLOW. These specific signals are required by the MUTCD.

To signal for vehicles to STOP:

• Aim the STOP paddle face toward road users.
• Hold your free arm with the palm of the hand above shoulder-level, toward approaching traffic.

To signal for vehicles to PROCEED:

• Aim the SLOW paddle face toward road users.
• Motion for road users to proceed by moving your free hand horizontally from left to right.
• For added emphasis, as you motion, you may point in the direction they should move.

To ALERT or SLOW traffic:

• Aim the SLOW paddle face toward road users.
• Motion up and down with your free hand, palm down. 

Nighttime signaling

During hours of darkness or in low-visibility conditions, it is recommended that you signal using a flashlight with a red glow cone, in addition to the STOP/SLOW paddle. 

Note that unless you are flagging during an emergency, the MUTCD requires that the flagger station be illuminated by floodlights.

Here are the gestures you should use when signaling with a flashlight.

To signal for vehicles to STOP:

• Hold the flashlight with your left arm extended down toward the ground
• Then, slowly move the flashlight from left to right, stopping at a 45 degree angle. 
• For added emphasis, you can use the flashlight to point to an imaginary line where the vehicle should stop.

To signal for vehicles to PROCEED:

• Point the flashlight at the first vehicle’s bumper.
• Slowly aim the flashlight toward the open lane, and then hold the flashlight in that position. Do not wave the flashlight.

To ALERT or SLOW traffic:

• Point the flashlight toward the oncoming traffic. 
• Quickly wave it in a figure eight motion.

Signaling with a red flag is not always recommended, but some states require it. Learn all about signaling with a red flag in our article.

Reducing confusion for road users is one of your top priorities as a flagger. If you are new to flagging, it’s a good idea to practice these signals on your own until they become second nature. 

When the weather gets cold, it affects both your vehicle and the roads you drive on. If you live in a place with lots of ice and snow, the roads are likely salted, sanded, or plowed, and you likely put studded tires on your vehicle in the wintertime. If snow and ice are less frequent where you live, then driving in snow and ice can be much more dangerous, and you’ll need to be extra careful when those conditions occur. 

Warm up your car before driving

Make sure you have thoroughly defrosted and scraped all your windows, and removed any snow from the top and front of the car before driving. Not only will this ensure that you can see out of your car, but it will also prevent snow from blowing off your car onto vehicles behind you.

Maximize your traction on turns

Both turning and braking require traction, which is why in slick conditions it is recommended that you don’t brake and turn at the same time. If you are making a turn, it is safest to slow down before the turn itself. This will mean coming to a near stop before you make the turn.

Beware of black ice

Even at temperatures above freezing, if the conditions are wet, you may find ice that is hard to see in shady areas or on roadways exposed to the cold air from both above and below, like bridges. The same rule applies here: try not to brake and turn at the same time.

Deal calmly with skids

You may have heard the advice “steer into the turn,” but it’s not always easy to tell which direction that might be. A better way to approach skids is by following these simple steps:

• Avoid sudden moves.
• Ease off the gas and apply brake pressure slowly.
• Steer in the direction you want to go.

Increase your following distance

You never know what the person in front of you will encounter on the road, or if they are driving defensively. Give yourself plenty of space to stop if they suddenly do. Under normal road and weather conditions, we recommend a 3-4 second following distance, so in snow and ice you should increase that to at least 5 seconds.

Also, don’t try to pass snow plows or sanding trucks. You’re likely to find the road in front of them worse than the road behind. 

Don’t spin your wheels

If your vehicle gets stuck in the snow, don’t spin your wheels. This will only dig you in deeper. Instead, turn your wheels from side to side a few times to push snow out of the way. If you have one, you can use a shovel to clear snow away from the wheels and the underside of the car. Putting sand, cat litter, gravel, or salt in the path of the wheels, or deflating your tires slightly can help you get traction (remember to re-inflate your tires afterwards!). Shift from forward to reverse, and back again, until you’re able to get out.

Don’t get lost in the snow

If you become stranded in snowy conditions, do not leave your car unless you know exactly where you are, how far it is to a safe location, and you are certain that leaving your car will improve your situation.

Prepare your vehicle for winter

If you haven’t yet, it’s never too late to prepare your vehicle for winter weather! Check out our article on winter driving prep for some “cool” tips!

In the United States, fourteen states require Pilot/Escort Vehicle Operators (PEVOs) to be certified. Each of these states has slightly different rules, but the Washington PEVO certification is accepted in most of them.

Which states require PEVO certification?

The following states all require PEVOs to have some form of certification (exact requirements differ between states – see the section below for details): Arizona, Colorado, Florida, Georgia, Kansas, Minnesota, New York, North Carolina, Oklahoma, Pennsylvania, Texas, Utah, Virginia, and Washington.

The USDOT maintains a list of which states accept which certifications, plus links to individual state PEVO information.

What states accept Washington’s PEVO certification?

This table outlines which other states accept Washington’s PEVO certification, and vice versa.

However, note that if you are a resident of one of the states listed here, you will likely be required to carry that state’s certification while operating there. You should check your state’s rules for details.

Also note that certifications are not transferable between states: you may not exchange one state certification for a different state certification. But you may earn and carry more than one.

Depending on which state you live in, it may be smart to carry a PEVO certification that will be recognized more widely. Many operators have both a Washington certification and one from their own state of residence.

What else should you consider?

In addition to certification, it's important to make sure you have the right insurance, equipment, and training in order to pilot safely. Check out our PEVO info page for more details.

The number of states requiring PEVO certification changes every year, as do agreements between states. Make sure you always double-check the rules in the states where you operate.

The Washington Department of Transportation (WSDOT), the Manual on Uniform Traffic Control Devices (MUTCD), and the Washington State Department of Labor & Industries (L&I) all require that workers who are on foot in a work zone and may be exposed to vehicles or equipment wear high-visibility apparel.

Washington has a few requirements that go beyond what is stated in the MUTCD.

Here are the specific requirements for flagger apparel in Washington.

During daylight hours (with clear visibility):

• An ANSI/ISEA 107 Class 2 or 3 vest or jacket. Approved colors in Washington are fluorescent yellow-green, fluorescent orange-red, and fluorescent red.
• A high-visibility hard hat that is white, yellow, yellow-green, orange, or red.

During hours of darkness (or low-visibility):

• An ANSI/ISEA 107 Class 2 or 3 vest or jacket in approved color (see above).
• ANSI/ISEA 107 Class E lower garment.
• A high-visibility hard hat in an approved color (see above) with 12 square inches of retroreflective material placed to provide 360 degrees of visibility.

Hours of darkness are defined as ½ hour before sunset to ½ hour after sunrise, or during other low-visibility conditions such as snow, fog, heavy rain, etc. (See WAC 296-155-305(5)(b).)

This article was contributed by Jose Emond of Accelerate Pilot Car Service.

I see a lot of people asking about becoming pilot drivers, so I thought I’d share the journey I took to get here.

This path isn’t easy, and I’ve picked up some valuable lessons along the way. Here’s what worked for me—and what new pilots should be prepared for in this industry.

1. Start by Working for Someone Else

The first thing I did was work under someone with experience in the business. (Note that some states require you to be certified in order to ride along with another PEVO.) Working with an experienced pilot taught me the basics: radio etiquette, safety protocols, and what drivers expect from a pilot. The hours were long, and it required patience, but paying these dues was essential. I worked for a year, learning as much as I could before stepping out on my own.

2. Get Certified and Keep Learning

Once I had experience, I focused on training and certifications. I researched everything available and started with the Washington State PEVO certification, followed by the WITPAC course. I also got a Flaggers certification to handle traffic control if necessary. Knowledge and certification are non-negotiable in this industry—they lay the foundation for a safe and professional career.

3. Build Relationships and Network

In this field, 90% of work comes from other pilots, not clients, so building a network is key. Maintaining professionalism with pilots, drivers, and clients can make or break your reputation. From experience, there’s no problem two pilots can’t resolve if they talk like adults. I’ve even worked multiple times with a pilot I had a very public disagreement with because we handled it professionally afterward. Respect and good relationships open doors and keep work flowing.

4. Manage Your Finances Carefully

Financial management isn’t just smart—it’s essential. Many pilots fail because they skip this step. Beyond saving for downtime, keep track of expenses, save receipts, and separate personal and business finances. Setting aside funds for taxes and keeping everything organized can save a lot of stress. Taking finances seriously is the best way to avoid surprise expenses that can sink new pilots.

5. Prioritize Safety and Professionalism

Safety is everything—not only for you but for the entire transport team. I focus on regular vehicle inspections, daily safety checklists, and continuous learning to stay updated on safety standards. This job isn’t just about getting from Point A to Point B; it’s about getting everyone there safely.

6. Adapt to Changing Job Demands

Piloting is often a “hurry up and wait” game. Loads get delayed, routes and permits change, and sometimes adjustments are needed last minute. Staying adaptable and positive makes all the difference. Be ready for surprises and don’t let small setbacks throw you off balance.

7. Learn from Setbacks

I’ve had my share of setbacks, like losing out on a $5,000 profit due to equipment failure. Experiences like this taught me the importance of thorough vehicle inspections and planning for unexpected costs. Setbacks are part of the journey, but they’re valuable learning opportunities that make you a better pilot.

This career isn’t for everyone, but if you’re dedicated, adaptable, and eager to learn, piloting can be incredibly rewarding. It’s not just about hitting the road; it’s about preparation, professionalism, and persistence. If you’re serious about becoming a pilot driver, follow these steps and set realistic expectations—you’ll be better prepared for the challenges and rewards that come with it.

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Evergreen Safety Council is pleased to announce the appointment of Chason Coelho, Ph.D., CSP, CFI to its Board of Directors.

A cognitive neuroscientist by training and consultant by profession, Dr. Coelho has applied his background to address mental and physical behavior in safety-related areas such as human error prevention, decision making, human reliability, safety in design, human-machine interfacing, warnings and labels, and ergonomics. He works in a variety of industries, including construction, oil and gas, chemical and petrochemical, marine, mining, manufacturing, and utilities.

Dr. Coelho did his doctoral research at Pennsylvania State University after completing an internship at the University of Chicago and an undergraduate program in learning, memory, and cognition at UCLA. He holds a Certified Safety Professional designation from the Board of Certified Safety Professionals, a Certified Fire Investigator designation from the Texas Commission on Fire Protection, and a Safety Practice Certificate from Texas A&M University for advanced training in industrial hygiene, fire risk management, and other similar topics. He is also a volunteer firefighter, emergency medical technician, technical and confined space rescuer, vehicle extrication technician, and licensed motorcycle safety instructor.

Dr. Coelho’s appointment fills a vacancy left by the retirement of longtime Board members Rick Gleason and Todd Williams. Welcome, Dr. Coelho!

The key to keeping our roads safe

Pilot/Escort vehicles, also known as pilot cars, escort vehicles, flag cars, and chase cars, accompany Oversize Loads to help protect them and others on the road during transport. They play a critical role in protecting lives and preventing costly accidents.

Bridge hits and other accidents result in millions of dollars of damage each year, and states are largely picking up the bill.

63% of U.S. freight is hauled by truck, and specialized carriers that haul Oversized freight are one of the most profitable types of transport. However, they also present the highest risk to property and human life.Oversize Loads require longer stopping distances, height clearance, and specialized routing, and they carry a higher risk of crashes and fatalities. Accidents such as the 2018 Artillery Road Bridge strike, which caused $1.8 million in damages, have been rising steadily. Between 2007 and 2017, there were 3,705 documented instances costing an average of $300,000 per incident, accounting for billions of dollars in infrastructure damage, fatalities and route obstructions.* most of these accidents could have been avoided through proper training and adherence to permitted dimensions and approved routes.According to a 2019 report by the North American Pilot Vehicle Safety Alliance (NAPVSA), Bridge strikes due to vertical clearance issues continue to rise. The damage caused has resulted in serious injury and fatalities and billions of dollars of repair costs which far too often are left to an ever-decreasing transportation budget.

Pilot car certification increases safety on our roads.

Data shows that the majority of fatal crashes involving heavy trucks may actually be caused by drivers of other motor vehicles. This means that pilot car operators play a crucial role in preventing collisions and fatalities since it is their job to protect not just the Oversize Load, but other motorists on the road. However, piloting an Oversize Load requires an advanced set of skills. PEVO certification is the only way to ensure that pilots have been given the background necessary to comply with the law, guide Oversize Loads safely along their routes, and protect the motoring public.Currently, only twelve U.S. states require training for pilot car operators. Organizations like Evergreen Safety Council provide training and for pilot car operators, but states need to do their part by making it a legal requirement.

States can help by implementing pilot car training requirements and standardizing regulations on Oversize Loads.

It is a significant challenge for trucking companies to convey over-dimensional loads across multiple state lines due to the many different requirements in each jurisdiction. Leaders in the heavy trucking and pilot car industries are calling for a move toward “harmonization”—an effort to more closely align the requirements placed on the carriers of over-dimensional loads amongst all states.Following the 2013 Skagit River Bridge Collapse, the National Transportation Safety Board has recommended instituting a training and certification process that includes reciprocity of pilot car certification in all 50 states, as well as the District of Columbia and Puerto Rico.Reciprocity means the recognition and allowance of one state’s pilot car certification in another state by way of a formal agreement or acknowledgement. This means that states without a current certification process can choose to accept pilot car certification from one or more other states rather than implement their own.Evergreen Safety Council supports these efforts in industry and government to promote the efficient movement of Oversize Loads across state lines while still maintaining an appropriate level of safety.

Implementing pilot car certification is cost-effective if done with a partner like Evergreen Safety Council.

Evergreen Safety Council has partnered with the states of Washington and Colorado to develop a training program based on current federal best practices, industry standards, and state laws and regulations.Pilot car standards can vary slightly across states, but the basics of safe operation remain the same. A program like Evergreen’s is designed to be easily adapted for states’ specific requirements, with modular components that can be edited or switched out according to need.Evergreen Safety Council currently administers trainings for Washington and Colorado. Students pay for the training, and ESC oversees the registration and certification process, providing detailed reports to the state. ESC can track and distribute certification cards (as we do with Washington), or share certification information with the state, who can then provide the cards directly to the students (as Colorado does).ESC PEVO training students can attend classes in person or online. Our online exams are administered using secure software.

Evergreen Safety Council works with state and industry experts to increase roadway safety.

Our training is developed by a team of safety education professionals, working in conjunction with state and industry leaders. Our robust and adaptable curriculum allows states to meet the growing need for protection around Oversize Loads without having to create their own training programs.

Our goal is to keep roads safe — together.

* This data was compiled by Dan Wells, CDOT (ret.), in cooperation with other organizations, including Evergreen Safety Council. The numbers shown here represent only reported bridge strikes in a sampling of states. The actual number of bridge strikes nation-wide is in reality much higher, and the financial impact understated. There is a vital need for more comprehensive data on bridge strikes. We encourage state departments of transportation and law enforcement to consider enhanced data collection to better define the nature and magnitude of these incidents.

The phrase might be a cliché, but it’s good advice for workers in any field. What you wear as a flagger is just as important as the role you perform. For flaggers, proper high-visibility (or “hi-vis”) clothing makes you more visible to motorists and others working on your job site, and provides additional protection against the elements and injury-causing incidents.

Federal flagger clothing requirements are set by the Manual on Uniform Traffic Control Devices (MUTCD). States, companies, and other jurisdictions may have additional requirements.

Looking for a quick flagger apparel reference guide? Download ours here!

The ANSI class system

The MUTCD references the American National Standards Institute (ANSI) provides guidelines for high visibility safety apparel. The ANSI Class system provides an easy way to see if your clothing meets the MUTCD requirements for visibility. Simply check the tag on your apparel: if it meets the ANSI standard, it will have a number or letter such as “ANSI Class 2” or “ANSI Class E.”

While you’re looking at the tag, be sure to also check the expiration date. Some of your gear, like hard hats, may have expiration dates. It’s important to replace that clothing and equipment regularly, because it can become less effective and therefore less safe over time. Even if your clothing is not expired, you should still watch for fading or discoloration. Sunlight and the chemicals in laundry detergent both cause colors to fade.

MUTCD daytime clothing requirements for flaggers

Clothing requirements differ depending on the time of day when you’ll be working.

When you are working during daylight hours, your outermost layer must include, at a minimum:

• A Class 2 upper garment (such as a vest) in fluorescent yellow-green, fluorescent orange-red, or fluorescent red
• A high-visibility hard hat in white, yellow, yellow-green, orange, or red

It is recommended that you add at least 12 square inches of retroreflective banding to your hard hat.

Daytime MUTCD clothing requirements for flaggers

Most states define nighttime, also called “hours of darkness,” as ½ hour before sunset to ½ hour after sunrise, or during other low-visibility conditions such as snow, fog, or heavy rain.

These are times when you aren’t as visible to motorists and your fellow workers as you are during daylight hours. Wearing additional retroreflective garments help drivers recognize you as a person, and not a stationary object on the road.

During hours of darkness, your outermost layer must include, at a miminum:

• An ANSI Class 3 upper garment (which has sleeves) in fluorescent yellow-green, fluorescent orange-red, or fluorescent red in color

OR

• An ANSI Class 2 upper garment (such as a vest), PLUS an Class E lower garment, such as coveralls or pants

Note that some states, local jurisdictions, or companies may have additional requirements — always check with your supervisor for details on what you should wear. Washington State has additional requirements that go beyond those in the MUTCD.

Rain or shine, make sure you’re visible

If you work in wet or snowy conditions that necessitate rain- or cold-weather gear, that gear should meet these same hi-vis requirements. It is also recommended that you have clothing in more than one approved color so you can be seen in different environments. For instance, in the springtime, fluorescent orange may stand out more against a green background than fluorescent yellow-green.

Additional apparel recommendations

In addition to your hi-vis gear, you should always wear sturdy shoes and clothing that will help protect you from sun, wind, rain, flying rock, hot surfaces, and other elements you may be exposed to while working outside. Get sturdy work boots with good traction. Steel-toed boots are often required at work sites. Check with your employer for details.

Your shirt should have sleeves. Short sleeves are acceptable, but styles such as tank tops, muscle shirts, or shirts with cut-off sleeves provide too little protection.

No matter what the weather is like, you should wear long pants when in a work zone. Long pants protect your legs from flying debris, scrapes, sunburn, and other hazards.

Finally, flaggers need to be able to stay alert and have a wide range of vision and hearing while in the work zone. Avoid wearing anything that restricts your vision, such as a hood on a sweatshirt. Personal cell phones and other electronic devices that distract your attention should not be used on the job.

No matter what conditions you’re working in, having the right clothing is your first line of defense against hazards in the work zone.

Don’t bring me down

There’s a scene in the 2006 Pixar movie Cars in which Lightning McQueen and his towtruck friend Mater spend a reckless evening tractor tipping. It’s played for laughs, but we can laugh at it because it’s a cartoon about talking cars. You don’t actually want to find yourself in a tipover situation when you’re operating heavy machinery.

https://youtu.be/HF0s-pXOHck

Tipovers are dangerous and preventable. But thanks to gravity—the force that pulls objects toward each other—they’re all too common.

Gravity is kind of sneaky. It pretends to be your biggest supporter, but it really just wants to bring you down. It’s the reason we’re able to stand on the ground without floating off into space … but it’s also the reason we hit the ground instead of floating up into the air when we trip and fall.

The center of everything

Every object has a center of gravity, which is the point at which its combined mass is concentrated. For a large, complex object like a forklift, the center of gravity is the point at which all of its parts balance one another.

Forklift suspension systems are built around three points: the two front drive wheels, and the turning center (pivot pin) of the back wheels. The forklift’s own center of gravity sits within this triangle—also known as the stability triangle. The points of the stability triangle also extend upwards to one point at the top of the mast, creating a pyramid shape.

When a load is lifted onto the forks, their centers of gravity are combined, and the overall center of gravity changes. The higher the load is lifted, the less stable the forklift becomes. The combined center of gravity (load + forklift) must stay within the pyramid, or the forklift will tip over. This is why it’s important to be aware of your forklift’s weight limit.

Uneven ground surfaces and ramps can also affect your vehicle’s stability, and in turn its center of gravity.

Remembering these key points while operating your forklift can help mitigate the risk of a tipover:

• Remember that an unloaded forklift is less stable than a properly loaded one.
• Always read and understand the load chart.
• Wear your seatbelt and keep all limbs inside.
• Have a good idea of your load’s center of gravity.
• Always make sure the load is sitting all the way against the backrest.
• Do not raise, lower, or carry a load with the forks tilted forward.
• Do not tilt the mast too far back when raised.
• Never make turns with the load elevated.
• When traveling, always keep the load low to the ground.
• Never make a turn on an inclined surface.
• Do not start, stop, or change speeds too quickly.
• Never travel at a speed greater than normal walk­ing speed.
• Always use caution when turning.

CAUTION

If you find yourself needing to grip the steering wheel tightly on a turn, you are going too fast and are at risk of tipping.

If your truck does start to tip, DO NOT TRY TO JUMP OUT. Grip the steering wheel, brace your feet on the floor, and ride out the tipover inside the operator compartment.

Remember, tipovers are relatively uncommon compared to other workplace injuries. However, due to the size and weight of the equipment and loads, they can be catastrophic, responsible for damage to equipment and goods, worker injuries, and even death. Taking the steps to prevent tipovers can help prevent such accidents.

Taking the First Step:

If you are interested in taking our online forklift operator training course, or need a refresher course before recertifying, you can learn more about it below. It provides the same quality training as our classroom course, but is conveniently available online! It’s affordable, easy-to-use, mobile-friendly, and satisfies the OSHA “classroom” training requirement.

Learn More

After you register for your PEVO course​

Once you’ve registered for your PEVO course, you will receive an email with class details. Make sure you read this email thoroughly, as it includes the date and time of your class as well as how to set up your technology if you’ve registered for an online course.

Students enrolled in an online PEVO course will receive a packet of materials, including a student handbook, before their scheduled class. It is recommended that you read the handbook, as well as section 468-38-100 of the Washington Administrative Code (WAC) (if you are enrolled in a Washington PEVO class), prior to the class. This is a good time to make notes if any points are confusing or unclear; you will have an opportunity to ask questions in class if your instructor doesn’t address them.

If you have registered for an in-person PEVO course, you will receive your materials on the day of your class. You can still prepare by reading the WAC and making a note of any questions you may want to ask. The Federal Motor Carriers Best Practices Guide is also a valuable resource you may want to check out.

Pilot Car Certification Practice Test (Sample Questions)​

Although your PEVO course will cover all of the information you will be expected to know on the exam, we still have students ask if they can take a “pre-test,” or sample test, so they are familiar with the format and types of questions they’ll be asked. The following sample questions may give you an idea of what to expect from the exam.

Depending on the height of the load, the front PEVO may need to run with a high pole. A high pole is a measuring device, mounted on the front of the lead vehicle, that is used to measure the height of obstructions along the route. The use of a high pole may be mandated on the permit(s). But even in cases where it is not required by the permitting agency, the carrier or transport team may decide that it is a good idea to run with a high pole in order to ensure the safety of the load.

https://www.youtube.com/watch?v=K8o0DxAWooE

REMEMBER​
Piloting with a high pole is an advanced skill. A high pole PEVO should have substantial prior experience as both a rear and a front PEVO before running with a high pole.

Front and high pole PEVO requirements and equipment​

Requirements for PEVO equipment differ from state to state. It is the PEVOs responsibility to know the rules where they operate. In general, a person operating as a front or high pole PEVO must:

• Have a valid driver license
• Hold a current PEVO certification that is valid in the state(s) where they operate (For WITPAC, a PEVO certification is required even if the state(s) where you operate do not require one.)
• Carry all equipment required for PEVOs in the state(s) where they are operating 
• Equip themselves with appropriate PPE, including steel-toed boots, protective eyewear, safety vest, hard hat, and any additional required equipment or apparel (Many states, job sites, and companies may have specific requirements regarding apparel for PEVOs.)
• Have functioning primary and secondary communication devices
• Be free from fatigue, drugs, and alcohol

The high pole​

Your high pole must meet certain minimum requirements. Look for a high pole that is:

• professional-grade
• made of non-conductive material
• fully adjustable
• rigid enough to withstand winds at highway speeds
• capable of mounted to the front bumper of the P/E vehicle

The Rattler and Wonder Pole are two highly regarded high pole brands within the PEVO community. 

REMEMBER​

Never use a homemade high pole, or objects such as a broomstick, antenna, or painter’s pole. Homemade or other non-professional-grade high poles are not acceptable. 

There are electronic measuring devices available that can offer a high degree of accuracy, but these should never be used in place of a high pole. A high pole PEVO using an electronic measuring device should also have a physical high pole installed and properly set.

If you will be running a high pole at night, it must be illuminated. Many pilots use LED lights securely mounted to the front of the vehicle for this purpose. The light must be strong enough to make the striker tip visible.

https://www.youtube.com/watch?v=BUvdqC5sNVY&t=8s

The high pole mount​

The mount must be sturdy and securely attached to the frame of the vehicle. It is recommended to have mounts in various places across the front of the vehicle so you can measure heights from various positions.

Striker tips​

Striker tips should be professional-grade, and no more than 24 inches long. Do not put tennis balls or other objects on the ends of your striker tips. This can interfere with your measurements. For extra visibility, some high pole PEVOs use brightly colored electrical tape to mark the 6-inch point below the end of the striker tip.

Additional Equipment ​

It is recommended that high pole PEVOs use a convex mirror or dashcam that will help them easily see the tip of the high pole while driving. The driver should be able to see the tip of the high pole in the mirror without having to move from their normal driving position. A dashcam is also useful for liability and documentation purposes, in case a load strike occurs.

You should also carry backup equipment for equipment that is used constantly and may become damaged. It’s a good idea to keep the following on hand:

• At least one additional high pole for each mounted high pole
• Additional clamps, brackets, pins, and/or screws
• At least six additional striker tips
• Additional mounting equipment

Before you start using your high pole​

This video includes additional tips for running with a high pole.

https://www.youtube.com/watch?v=okr9E3qpCHc&t=12s

REMEMBER​
Running with a high pole is an advanced skill, and should only be done by PEVOs who have plenty of experience.

Winter is coming

There’s a chill in the air, it’s getting dark earlier, and stores are advertising holiday sales. This can only mean one thing: winter—and potentially bad weather—is coming.

Whether you’re planning a holiday road trip or just commuting to and from work, it’s never a bad idea to take stock of your vehicle and make sure it's ready for the winter ahead.

Here are five things you can do to make sure your vehicle is prepared for winter weather.

1. Make sure your headlights, fog lights, and taillights are in working order. The worse the weather, the harder it is for you to see what's around you, and for others to see you. Keeping your headlights and taillights on, even during daylight hours, is one easy way to increase your visibility. It's best to use a spotter to help you check your brake lights, but if needed you can also back up to a window or other reflective surface to check them.
2. Inspect your windshield wiper blades and windshield fluid. Wiper blades won't work properly if they are old or damaged. You can switch your wiper fluid to de-icer if you live in a colder area.
3. If necessary, switch to winter tires or keep a set of tire chains in your car. Especially if you drive over mountain passes, you may need studs or chains even if your vehicle is All Wheel- or 4-Wheel-Drive.
4. Make sure you have your winter supply kit ready. If you live in or will be traveling to an area that gets a lot of snow, keep the following items in your vehicle and easily accessible:
   • Windshield scraper
   • Snowbrush
   • Gloves
   • Traffic flares (in case you get stuck)
   • Small shovel (for digging your car out if it gets stuck)
   • Water and food
   • A blanket and/or warm clothes
5. Give yourself plenty of time to warm up and defrost your vehicle before driving. It is hazardous to drive a car that is covered in snow, or when your windows are not completely defrosted. Plan for extra time in the morning or whenever you drive.

Lastly, it's important to remember that wearing your seat belt is the number one way to stay safe in a crash, in any season. Have a safe winter!

Bridge hits cost millions of dollars each year

A bridge hit happens when a load is too large to fit under a structure, and part of the load strikes the bridge. A study of bridge hits in the last decade found that the average cost of a bridge strike is approximately $300,000 in infrastructure and property damage claims. When including the cost of route obstructions, injuries, fatalities and other losses, the cost of bridge strikes increases significantly.*The one thing that all bridge hits have in common is that they are preventable.States have regulations regarding permitting and pilot car requirements for Oversize Loads. These laws are there to ensure that carriers of Oversize Loads follow routes that can accommodate their size. Many states have online tools that help carriers and pilots plan routes before they even apply for a permit.

5 steps to preventing bridge hits:

Bridge hits can be prevented if Oversize Load carriers, drivers, and pilot car operators follow these steps:

1. Know the load measurements. Oversize Load drivers and their teams should always make sure you know the exact dimensions of their specific load. Many bridge hits occur because of inaccurate load measurements—the load was higher, wider, or longer than the driver thought.
2. Get the right permits. Carriers need to comply with the permitting process and other restrictions in the jurisdictions where they are operating. State, county, and local laws are there to keep loads, structures, and people safe.
3. Plan ahead. Carriers should conduct thorough route surveys (if required) and/or pre-run their route, especially if their load is of extreme dimensions. Conditions on the road change quickly. A simple change such as repaving can change the clearance under a structure.
4. Stay on route. Oversize Load drivers must never deviate from the permitted route. If you they need to go a different way, they should stop and request an alternate route from the permitting agency, and pre-run the alternate route before they go.
5. Drive safely. Every member of the Oversize Load team must be alert and aware at all times. Their skills, knowledge, and attention mean the difference between a safe move and a costly incident.

Certification and training are central to prevention

Guiding an Oversize Load requires an advanced set of skills. Pilot/Escort Vehicle Operators (PEVOs) need training to do this job safely. An increasing number of states are introducing certification requirements for PEVOs, helping to ensure that they know how to guide Oversize Loads correctly and comply with the laws that regulate load movement.Evergreen Safety Council’s PEVO training and certification program is nationally recognized. Our curriculum covers the latest federal, state, and industry standards and goes in-depth on the advanced knowledge PEVOs need to prevent bridge hits.Bridge hits are preventable. By working together and complying with the law, we can save time, money, and lives.

*This data was compiled by Dan Wells, CDOT (ret.), in cooperation with other organizations, including Evergreen Safety Council. The numbers shown here represent only reported bridge strikes in a sampling of states. The actual number of bridge strikes nation-wide is in reality much higher, and the financial impact understated. There is a vital need for more comprehensive data on bridge strikes. We encourage state departments of transportation and law enforcement to consider enhanced data collection to better define the nature and magnitude of these incidents.

Sure, it’s easy to bash online training.

After all, just look at the criticisms: The quality is lower. It’s not engaging. It’s too easy to cheat. There’s no interaction with other students. It’s too difficult to learn the technology.

You might be tempted to buy into these popular misconceptions about online learning. It’s true that, just as with in-person learning, online learning can have its drawbacks. But when done correctly, online learning provides many of the same benefits as–and can even be superior to–in-person instruction.

While providing many of the same benefits as in-person instruction, online learning is also:

Less expensive: Online courses eliminate travel time and long commutes for students and instructors, and can reduce materials costs and other expenses on the provider’s end.

More equitable: Students in outlying or underserved areas have access to the same quality of instruction.

More flexible: Students can access their course from wherever they have a working internet connection, including home, school, and places like their local public library. In addition, content can be broken up into more easily consumable pieces, allowing for shorter sessions and/or breaks when needed.

More effective: Live, instructor-led online classes can support varied learning styles by providing multiple ways of accessing information; encouraging active learning through videos, games, and group discussions; and promoting creative problem solving.

Easier to monitor: Online learning platforms allow data from exams and certifications to be easily stored and managed. With a few clicks, students, regulatory agencies, and service providers are able to access student data and easily share it with others.

Training that doesn’t put you to sleep

If your only experience with online training has been flipping through PowerPoint slides or reading a required text before taking a test, you may be surprised by the breadth and depth of current online learning.

Evergreen Safety Council is a leader in providing high quality, state- and regulatory agency-compliant online education programs. Our programs increase access to in-demand certifications and renewals for people who can’t attend classes in person. Like our in-person classes, all of our online offerings have been developed by our top-notch curriculum designers, with the input of industry professionals.

Cutting class or cutting edge?

The Covid-19 crisis left schools and training programs scrambling to deliver content online overnight, with mixed results. Many offerings served as a quick fix to comply with existing requirements, but lacked structure and ease of access. The result: frustrated instructors, frustrated students, and subpar learning experiences.

Unlike many schools and training programs that have had to quickly adapt their in-person curriculum to accommodate new distance learning needs, Evergreen Safety Council’s online classes have been designed as stand-alone courses, maintaining the best parts of our popular in-person curriculum while incorporating characteristics specific to the online delivery method.

Courses built with online delivery in mind

This is an essential part of making an online course engaging, insightful, and organized. At Evergreen Safety Council, we teach with three optimized delivery methods of online training: Live streaming, self-guided and blended learning.

Live Streaming Delivery:

Our instructor-led online courses utilize video platforms to deliver an authentic and customizable learning experience to students, wherever they may be.

Our expert instructors encourage active learning with slides, short videos, and group activities, and they can listen and respond to students’ questions at any time. Advanced exam platforms and video proctoring systems ensure test-takers’ identities, monitor behavior, and prevent cheating.

Self-Guided Delivery:

Our self-guided online courses are no less rigorous, with lessons designed to meet current industry standards that students can access on their own time and complete at their own pace.

Blended Learning Delivery:

We also offer “blended” classes, featuring a hybrid model of online and in-person coursework.
In these classes, students typically progress through the online training portion at their own pace and meet in a classroom for practical, hands-on instruction and testing.

The Covid-19 crisis may have put a temporary hold on in-person gatherings, but it hasn’t diminished interest in obtaining professional certification in areas such as forklift operation, pilot car operation, and defensive driving skills. In fact, demand for these offerings in an online delivery format has only increased.

Becoming job-ready is just a click away

You can learn more about all of our cutting-edge online training courses below. To stay up to date on our latest online program offerings, consider subscribing to our mailing list, and select “online training” as your interest. We are available via chat, email, or phone and are happy to answer any questions or concerns you may have.

Know when to glow!

You may have seen road and construction workers dressed in hard hats, vests, or other apparel in fluorescent colors, with strips of shiny reflective banding. This apparel is often referred to as “high-visibility” or “hi-vis.” You probably know that these bright colors help flaggers and other road workers stand out in situations where their safety is at risk. But do you know why hi-vis clothing seems to glow?

I spy with my little eye…

Our eyes respond best to bright colors, but fluorescent colors are particularly visible, because they contain special pigments that absorb and reflect invisible ultraviolet (UV) light. This makes them appear unusually bright, as though they were “glowing,” when an ultraviolet light source (like sunlight) is present.

Fluorescent pigments were first developed in the 1930s by a pair of California brothers, Bob and Joe Switzer, who went on to found DayGlo Color Corporation. Bob, a pre-med student at the University of California and Joe, an aspiring entertainer, were experimenting with effects for a magic act when they accidentally discovered certain chemical substances “glow” when viewed under a black light. Further experimentation led to the development of pigments that appeared to glow during daylight. Although the colors were originally used in marketing, their potential for use in safety applications was quickly recognized.

Reflecting on safety

Fluorescent safety gear literally makes workers more visible, especially in low-light hours such as dawn or dusk. These colors won’t appear any brighter in situations where UV light isn’t present, though, which is why gear worn at night must also include shiny strips made from what is called “retroreflective” material.

When light shines on most objects, it bounces and disperses in various directions. The amount of light reflected back to our eyes is what we see. Retroreflective banding contains tiny crystalline beads that reflect light directly back toward its source – so when a light is shined on a vi-vis vest that contains this material, it appears very bright, almost glowing.

ANSI standards

The American National Standards Institute (ANSI) created the ANSI class system to provide guidelines for high visibility safety apparel worn on the job. These garments must contain a minimum amount of fluorescent material. Fluorescent yellow-green, fluorescent orange-red, and fluorescent red are all ANSI-approved colors. Depending on what job you do, you may be required to wear a certain class of ANSI-approved clothing.

You may notice that fluorescent pink is not on this list—ANSI has determined that fluorescent pink, though bright, doesn’t provide enough of a contrast to be considered a hi-vis color.

Hi-vis is for everyone

Even if you’re not working on the roadway, it’s a really good idea to wear hi-vis apparel if you’re out walking or biking, especially in low light conditions. Each year, cyclists and pedestrians are killed by motor vehicles. In addition to biking and walking defensively, increasing your visibility means you’re less likely to be overlooked by a distracted driver.

So get that hi-vis gear… and GLOW ON!

Heat-related illnesses can occur at any time,

but workers are especially at risk during the warmer summer months. Whether you work outside or indoors, it’s important to learn to recognize signs and symptoms of heatstroke, heat exhaustion, and other heat-related illnesses—especially when temperatures rise.

Risk factors for heat illnesses include high temperature and/or humidity, direct sun exposure, heavy physical labor, low liquid intake, and wearing on-breathable clothing. Lack of exposure to hot workplaces also increases the risk of heat-related illness.Basic knowledge of these illnesses and their symptoms can help with their prevention and identification.

Keep Cool and Call 911

In severe cases, heat-related illnesses can lead to death. If the victim is unresponsive, or you aren’t sure what to do, the most important thing you can do is keep them cool and call 911.

Heat-Related Illness Symptoms Treatment

‍Heat stroke, the most severe type of heat illness, is severe overheating of the body’s core. It can develop from heat exhaustion, extreme high temperatures, the body’s inability to sweat, or clothing that does not “breathe.”

• high body temperature (103 degrees or higher)
• headache, nausea
• altered mental status
• loss of consciousness

The heat stroke victim will die if not cooled immediately. Pour water over the victim’s head, neck, and torso. Once the victim’s mental status has improved, cool slowly.

‍The heat stroke victim should always be seen at the emergency room.

‍Heat exhaustion is dehydration due to overheating. The problem is not overheating, but dehydration. It can occur at mild temperatures if the victim is overdressed and sweats excessively.

• heavy sweating
• clammy skin
• nausea
• weakness

In its early stages, heat exhaustion is treated by having the victim rest, retreat from the heat, and drink water. Electrolyte replacement drinks are beneficial if available, but do not use salt tablets. If the person is unconscious or unable to drink water, call 9-1-1.

Heat cramps may occur due to dehydration.

• painful muscle spasms in the arms, legs, core, and back.

Massage and electrolyte replacement drinks are commonly used to treat heat cramps. Avoid physical exertion in the hours after experiencing heat cramps, even if you feel better. Seek medical attention if heat cramps continue more than one hour post-treatment.

Heat rash is caused by blocked sweat ducts that trap perspiration beneath the skin.

• blisters or raised bumps on the skin’s surface 
• An itchy, “prickly” feeling on the skin

The best way to prevent heat rash is to avoid overheating. Choose well-ventilated, lightweight clothing if you know you will be working in the heat. Tight-fitting clothing can exacerbate the condition.

‍Dehydration is caused when the body loses too much fluid. Severe dehydration can result in delirium or loss of consciousness, but even mild dehydration can result in impaired judgement. Your body may be affected by lack of fluids before you feel thirsty. Therefore, it’s important to hydrate throughout the day.

• thirst
• dry mouth
• headache
• dizziness
• lethargy

Bring an equal amount of water and electrolyte replacement drinks with you to the worksite (electrolyte drinks can actually make you ill if you drink too much). Have enough water on hand to cover your entire shift. Caffeine has a dehydrating effect. Avoid drinking coffee, sodas, or energy drinks with caffeine unless you are balancing them with adequate amounts of water.

Sunburn: If you’re working outside, take care to avoid sunburns as well. Sunburns should be avoided not only to prevent discomfort, but also to prevent serious illnesses such skin cancer, including the least common but most serious type, malignant melanoma.

• Changes in skin tone, such as pinkness or redness
• Skin that feels warm or hot to the touch
• Headache, fever, nausea and fatigue
• Pain and tenderness

Sunscreen application is recommended on cloudy days as well as sunny days. Clouds do not stop the sun’s rays. A wide-brimmed hat and lightweight, breathable clothing with UV protection is a good choice if you know you will be working in direct sunlight for an extended period of time. For maximum protection and effectiveness, apply the sunscreen to all exposed parts of your body 15 minutes before your skin is exposed to the sun. You may need to reapply at various times throughout the day.

It can be very easy, especially when up against a deadline, to view the speed limit as a suggestion rather than the law. But although speeding may make you feel like you’ll get your destination a little quicker, it can have devastating consequences.

According to the National Highway Traffic Safety Administration (NHTSA), speeding contributed to 26 percent of traffic-related deaths in 2019. 

Your risk of death or severe injury in a crash increases with your vehicle’s speed. The faster you drive, the greater perception and reaction time you need to handle a sudden stop, and the greater the force of a potential crash. Given the size and weight of the items transported during Oversize moves, a crash often has devastating results for the individuals and cargo involved, even if there are no fatalities. Injuries, damage, and lawsuits are likely outcomes. Your professional reputation, and those of your move team and carrier, may be irrevocably harmed.

Right now, you may be wondering if speeding really gets you to your destination faster. Let’s consider a typical scenario:

https://youtu.be/RI2ycX4r4XM

SCENARIO:​
A vehicle  (Car A) driving 58 mph and a vehicle (Car B) driving at 68 mph, have left from the same location and are traveling to the same destination. One might assume Car B will arrive at the destination much earlier, but in fact, it will arrive only about one and a half minutes before Car A. This is illustrated in the video above.

In the grand scheme of things, a minute and a half is not that long—it’s the length of time you spend waiting at a typical traffic light, or the length of an ad break during your favorite podcast. The time you may save by speeding is never worth the potential consequences that may result from a speed-related collision.

April 11-15, 2022, is National Work Zone Awareness Week.

Did you know that more drivers and passengers are affected by work zone injuries and fatalities than workers?National Work Zone Awareness Week takes place each year during the beginning of “construction season” to remind road users to be mindful and use their best judgment when encountering work zones. The theme for this year’s event, hosted by the Michigan Department of Transportation, is “Drive Safe. Work Safe. Save Lives.”

Improved roads and new construction are often welcome additions to a community, but it’s not always possible to completely close a street or highway to vehicles or pedestrians when construction or repair work is being performed. When this is the case, roads you’re used to traveling on may temporarily become work zones.Unfortunately, work zones are among the most dangerous places to drive due to altered traffic patterns, poor visibility, and other hazards and distractions.

Roadside flaggers do their best to direct motorists and other road users around the work zone while keeping everybody safe. But even the best preparation doesn’t always prevent collisions or other work zone incidents. Reduced speeds and long wait times, altered traffic patterns, and confusing traffic flow mean other drivers are likely to be distracted, frustrated, or aggressive. In addition, visibility may be impaired due to construction equipment or features of the road such as hills or curves.In short, work zones can be confusing—and dangerous— places for the average motorist. And drivers and passengers are actually more likely to be killed or injured in a work zone than workers are.

According to the Federal Highway Administration, between 2018 and 2019, fatal crashes in work zones increased by 11 percent despite a 2 percent decrease in crashes outside of work zones. The majority of these work zone fatalities were due to rear-end collisions.Nationally, work zone crashes occur at an average of one per every 5.8 minutes. In Washington State alone, 1,128 work zone crashes were reported in 2020. The top three causes? Following too closely, inattentive and/or distracted driving, and excessive speed.In fact, despite an overall decrease in traffic due to the Covid-19 pandemic, a recent Pew report found work zone injuries and fatalities actually rose in many areas in 2020, often due to motorists traveling over the speed limit. Motorists should keep these points in mind when driving through a work zone:

• Flaggers are extremely vulnerable to traffic. Look for them when approaching a work zone.
• Flaggers are there to protect you. Many states have laws that require you to obey them. The presence of a flagger implies it is a dangerous situation for you as a driver. Always follow their directions.
• Work vehicles can suddenly enter or exit the lane of traffic.
• Workers may step into the lane of traffic.
• Heavy equipment may encroach into the lane of traffic.
• Lanes may be narrow.
• Speeds can suddenly be reduced, or there may be unexpected wait times.
• The road surface can be rough with bumps or abrupt drops.
• Other drivers may be confused as to traffic flow, or be distracted, frustrated, or aggressive.
• Drivers and passengers are the most likely to be killed or injured in a work zone—not the workers.

You may be frustrated by the slow pace of traffic in a work zone, but this is not the time to make risky choices. Remember: Drive Safe. Work Safe. Save Lives. The life you save may be your own.

https://youtu.be/XTJ_ArkH9H4

Did you know that it can take over a mile for a train to come to a complete stop? Train conductors take special care to watch out for hazards—such as stopped or stalled vehicles—on the tracks, but due to their size, it’s impossible for trains to come to a complete, immediate stop. Even if a conductor is able to quickly respond to an emergency, it may not be enough time to avoid a collision if an Oversize Load becomes stuck on the tracks. 

Collisions between trains and Oversize Loads are more common than you think. If your permitted route takes you over railroad tracks, including urban light rail crossings, your team will need to assess them and plan ahead in order to stay safe. You must take special care to ensure the load does not get stuck on the tracks, and you must know what to do if it does.

When transporting an Oversize Load over railroad tracks, it’s crucial that you:

• Follow a permitted route
• Have notified that railroad you will be going over the crossing, if this is required by the railroad
• Have the contact information for emergency authorities, should you become stuck on the tracks

The route survey​

Every Oversize Load move begins with a route survey. Before beginning any Oversize Load move, you should familiarize yourself with this document. It provides a detailed breakdown of the planned route, complete with images, maps, notes, and descriptions of all hazards and restrictions, including railroad crossings. Although somebody else is usually responsible for preparing the route survey, it is every member of your team’s responsibility to know what’s on it.

Pay attention to the following:

• number of tracks being crossed
• elevation changes on each side of the tracks
• space available to maneuver on each side of the tracks
• intersections, turns, or any other possible factors that might delay the progress of the load as it crosses the tracks
• condition of the crossing
• overhead hazards or warning signs
• visibility in each direction
• typical frequency of trains
• approximate speed of trains
• timing of warning lights and engagement of crossing arms

The route survey should also include numbers for emergency railroad notification, as well as any instructions provided by the railroad. Most railroad crossings also have signs posted that include pertinent contact information. In some cases, railroads must be notified in advance if a permitted load will be going over a crossing. 

Violations at railroad crossings are subject to fines and driver disqualifications.

Maneuvering the load across railroad tracks​

Pay attention to any potential obstructions when crossing the tracks. There may be instances (such as when there is uneven terrain) where the front of the load is able to pass under the obstruction, but the rear of the load is still at risk of striking it—or, it may be at risk of scraping the ground. Use extra caution in places with sharp dips or inclines. 

• The load should stop between 15 and 50 feet from the tracks. Use pull-out lanes if available.
• All vehicles should turn on their emergency flashers.
• Look and listen carefully: roll down windows and turn off radios and fans.
• Make sure the load can get completely across all tracks before proceeding. Pay special attention to clearances—both at ground level and overhead. If there is traffic ahead, wait for it to clear.
• Remember that it takes a typical semi truck about 14 seconds to clear a single track.

Urban light rail systems present special problems, especially if they are operated as street-level trolleys with overhead cables. You must ensure that you do not block tracks, enter an intersection when a train or trolley is approaching, or hit an overhead cable.

Railroad emergencies ​

Even with advance planning, a load may become stuck on the tracks during a railroad crossing. If this happens, the first thing you should do is get out of the vehicle and off the tracks immediately.

If the load is in imminent danger of being hit by a train, the team should immediately exit their vehicles and run away from the tracks at a 45-degree angle, opposite to the direction that the train is moving. This will reduce the chances that anyone will be hit by debris from the crash. 

Once you’re a safe distance away from the tracks, you should:

• Call for help using the railroad’s emergency number, 911, or the local police. It helps to have the DOT crossing number, which should be posted on site. 
• If you haven’t already, call 911 and describe the situation and exact location. If you have not contacted the railroad, ask them to do so.
• PEVOs should be willing to help control traffic until the issue is resolved.

When you begin work as a Pilot/Escort Vehicle Operator (PEVO), you’ll need to become familiar with industry-specific terminology. This glossary includes official terms, as well as more informal lingo, that you can expect to hear and use while on the job.

Official Terms​

ANSI: American National Standards Institute. This organization creates standards for a wide range of sectors in the United States. PEVOs, like roadside flaggers, need high visibility clothing that conforms to ANSI standards. 

Curfew:  Times of the day that an Oversize Load may not travel on particular roads.

Daylight hours: In Washington State, these are defined as one half hour before sunrise until one half hour after sunset. Make sure you verify daylight hours in each state in which you will be operating.

Deflection: The amount the tip of the high pole bends while traveling at high speed.

Divided/undivided highway: A divided highway is one where the lanes going in opposite directions are divided by a barrier (usually either a concrete barrier or a median strip). An undivided highway is one without such a barrier, where opposing lanes are divided only by a double yellow line.

Divisible load: A load that can be divided into smaller sections that can be transported separately from each other.

Extra-legal vehicle: Any vehicle that exceeds legal dimensions and/or weights (an Oversize Load is an extra-legal vehicle).

FMCSA:  Federal Motor Carrier Safety Administration. 

Fog line: A solid white line that divides the road from the shoulder.

Gore strip: The area dividing two merging lanes. 

Height: The total vertical dimension of a vehicle above the ground surface (including any load or accessories).

Leapfrogging: When, on hilly or curvy terrain, the load must be stopped and traffic control measures put in place before proceeding.

Length: Trailer length is measured from the front of the cargo-carrying unit to its rear, exclusive of all overhangs from safety or energy efficiency devices. The length of a loaded trailer must include any overhangs of load.

Longer combination vehicle: A combination of truck tractor, semi-trailer, and trailer that exceeds legal length dimensions and operates on highways by permit for transporting reducible loads.

Lowboy: A type of trailer with low clearance that can accommodate taller loads. The term “lowboy” may be used to refer to a drop deck and/or Removable Goose Neck (RGN) trailer.

Multilane highway: A highway with two or more lanes of traffic going in each direction.

MUTCD: The Manual on Uniform Traffic Control Devices, published by the Federal Highway Administration. This manual defines the national standards for traffic control devices.

Nighttime hours: In Washington State, these are defined as one half hour after sunset to one half hour before sunrise. Make sure you verify daylight hours in each state in which you will be operating.

Non-divisible load: Any load or vehicle exceeding applicable length or weight limits that, if separated into smaller loads or vehicles, would either compromise the intended use of the vehicle, destroy the value of the load or vehicle, or require more than eight work hours to dismantle using appropriate equipment.

Non-permitted: A vehicle that does not require a permit to operate.

OSHA: Occupational Safety and Health Administration. The division of the U.S. government that regulates safety and health in workplaces.

Pilot/Escort or P/E vehicle: A motor vehicle used for the express purpose of acting as a warning and guide vehicle for extra-legal vehicles.

Rear overhang: The distance from the center of the last axle to the end of the load or vehicle (whichever is longer).

Regional permit: A permit issued for interstate movement of certain Oversize Loads on highways designated by the jurisdictions participating in the Western Regional Agreement for the Issuance of Permits for Overweight and/or Oversize Vehicles and/or Loads Involved in Interstate Travel.

Retroreflective: A type of material designed to reflect light directly back toward its source. This material is much more readily visible and is required when you are performing flagging duties.

Safe haven: An area specifically approved by federal, state, or local authorities for the parking of unattended vehicles containing hazardous materials.

Single axle: An assembly of two or more wheels on one axle.

Single unit: A motor vehicle with no attached trailer (such as a truck, bus, or truck-tractor).

Steerperson: An individual who steers any axle (or group of axles) of an articulated trailer, while not on the trailer.

Superload:  Any load that would require special analysis and approval by one or more state permit offices because of its extreme dimensions or weight. 

Tandem axle: Two axles placed one directly behind the other.

Tillerman: An individual who is physically located on the trailer, steering the rear axles of a Commercial Motor Vehicle at highway speeds.

Traffic Control Plan (TCP): Depicts the route and specific procedures to be followed to provide safe movement along the route, including lane restrictions, use of flaggers, etc. A TCP is typically needed for Superloads. However, local jurisdictions might also require them for other loads.

Temporary Traffic Control (TTC): Planning, equipment, and actions that provide for the safe movement of road users during times when normal use of the roadway is suspended (for instance, while maneuvering an Oversize Load).

Truck tractor: A motor vehicle used primarily for pulling other vehicles (usually trailers).

TWIC card: Transportation Workers Identification Credential. This has been required since 2009 for anyone entering a secured area of a maritime port. See Maritime Transportation Security Regulations, 46 CFR .10.203.

Two-lane highway: A highway with only one lane in each direction5

Informal Lingo ​

Alligators/’Gators: Shredded pieces of blown tire lying in or near the lane where the load may hit them.  

Back: A vehicle coming toward the load. 

Back off: Slow down.

Bear: Law enforcement of any kind.  

Bumpin’ up: An increase in the current posted speed limit. 

Cat tails: Delineators or mile marker posts.

Center up: The lead /high pole escort will instruct the driver where they need to drive while crossing a bridge or covered structure to ensure the load gets across safely.  “Bridge coming up, suggest you CENTER UP.”

Chicken shack: Weigh station.

Clean on-ramp: An on-ramp free of vehicles. 

Dirty on-ramp: An on-ramp with vehicles. 

Dress down: Removing banners, lowering signs and flags, and turning off the warning lights on your vehicle.

Dress up: Raising the “oversize load” sign on top of your vehicle, securing “oversize load” banners to the front and back bumpers, and placing flags on your pilot car vehicle. 

Drop down: A decrease in the current posted speed limit. 

Eighteens or 18s: Semitrucks (18-wheelers).

Fours or 4s: Passenger cars or trucks.

Hard: Fast.

Left track: The left side of a lane where the tires would naturally travel.

Mustard: The yellow line.

Parking lot: A semitruck hauling cars.

Pocket: Side road along your route that enters the road you are traveling. These can be further defined by “right pocket” (a side road on the right side of your route) or “left pocket” (a side road on the left side of your route).   

Pork chop: Small island at an intersection, usually with a sign post in it.

Right track: The right side of a lane where the tires would naturally travel.

Shoe fly: Driving the wrong way on a turn lane to negotiate a corner that’s too tight for a long load to make. Traffic in both directions must be completely blocked to make this turn.

Skids: Flexible piping with ropes running through them.  Skids are placed over the top of a load and the ropes are tied to the trailer at the front and back.  If the Lead’s height pole tags something low, the driver will slow and the skids will help it glide underneath if need be.

Skinny bridge: A narrow bridge or overpass with less than a foot of shoulder off the fog line. 

Steppin’ out: A lead calls this out to their load when they are speeding up to increase their distance. 

Tag: Trailer being pulled by a vehicle. 

Tiger tails: Larger delineators with a yellow background and diagonal black lines.

Times Two: Multiples of one kind of vehicle.

Up: A vehicle passing the load from behind.  

Wiggle Wagon: Semitruck with a trailer. In some states, wiggle wagons have multiple trailers. 

Zipper: White or yellow dashed lines separating lanes on roadways, highways, or interstates. 

New Pilot/Escort Vehicle Operators (PEVOs) are usually responsible for acquiring their own equipment. Below are our recommendations for what to have, based on our Washington State Pilot/Escort Vehicle Operator Certification curriculum and the recommendations of the National Pilot Car Association.

Please keep in mind that your state or jurisdiction may have additional requirements.

Evergreen Safety Council does not maintain a list of pilot car equipment suppliers. Several online retailers can be found by searching for “pilot car equipment” online.

Outfitting your vehicle

• An Oversize Load sign mounted to the roof of the vehicle, and visible from both the front and back. It should be retractable or removable.
• At least one roof-mounted flashing or rotating amber (yellow) strobe light. Lights must be visible 360 degrees for a minimum of 500 feet. In Washington State, light bars, with appropriately colored lights that meet the visibility minimums, are also acceptable.
• A professional-grade, nonconductive, adjustable high pole with extra tips.
• At least one high pole mount on the front of the vehicle, preferably welded to the frame.
• A quality 40-channel, 4-watt radio installed in your vehicle. Voice activated or other “hands-free” equipment is recommended.
• At least one handheld two-way radio, with extra batteries.

PPE (Personal Protective Equipment)

• A high-visibility upper garment, such as a vest or jacket, with retroreflective banding. The garment should be fluorescent yellow-green, fluorescent orange-red, or fluorescent red. Make sure the tag says that the garment is ANSI Class 2 or 3 compliant.
• A hi-vis hard hat. Acceptable colors include white, yellow, yellow-green, orange, or red. It should be marked with retroreflective banding for added visibility at night.
• A pair of hi-vis (ANSI Class E) pants for use at night.
• Hi-vis gloves are recommended for situations where you will be flagging.

Signaling equipment

• At least 3 bi-directional emergency reflective triangles, plus 3 or more 28-inch orange traffic cones with retroreflective collars
• A flashlight with a red nose cone, additional batteries, and extra bulb
• An 18-inch retroreflective STOP/SLOW paddle. It is recommended that you also have a 6-7 foot staff that the paddle can be mounted on. A 24-inch paddle is recommended for use at night.
• A weighted, 24-inch red flag mounted on a 36-inch staff

Other equipment

• A first aid kit that complies with OSHA standard 1910.266 App A
• A combination type B, C extinguisher with a metal head, mounted to the vehicle
• A rigid height measuring device and an extra-long tape measure for measuring loads and high pole settings
• Recommended repair supplies:
  • Tool box with basic tools
  • Electrical or duct tape
  • Rope
  • Work gloves, tarp
  • Jumper cables
  • Flat tire inflator, spare tire
  • Antifreeze, motor oil, windshield washer fluid, automotive fuses, fan belt
  • Extra headlight and taillight bulbs 
• Recommended emergency supplies and equipment:
  • Whistle
  • Lighted warning devices or flares
  • Tire chains
  • Emergency supply of food and drinking water
  • Emergency blanket, cold weather clothing, and rain gear
  • Safety glasses and/or non-reflective sunglasses
  • Sunscreen
  • Accident report kit

Having the right equipment is only part of the puzzle. Inspect your equipment regularly and make sure you're prepared for any emergencies that may arise. It's important to make sure you have the right certifications and insurance for the state(s) where you are operating, as well.

If you haven't gotten certified yet, be sure to check out our Washington State PEVO course, where you'll learn all this and more.

https://youtu.be/HF_nGvBjgYI

There is always risk associated when operating a motor vehicle. Every time you get behind the wheel, you’re putting the safety of yourself and others in your vehicle—as well as other drivers and pedestrians—at risk.

Even if you’re confident in your own driving ability, you can’t control outside factors like the behavior of other drivers, adverse road and weather conditions, or other unexpected hazards.

To reduce the risk of collision, it’s safest to stay 3-4 seconds behind the car in front of you. To measure this, pick a stationary object on the side of the road. Note when the car in front of you passes it, then count the seconds until you do.

Add one second for each adverse condition:

“Your Certification in One Hour!”
“Get a forklift License Today!!”
“Get forklift certified for free … today!”

Maybe you’ve seen offers like this and thought, "Well, that sounds to good to be true." That's because in this case, it is. The most blatant red flag is that forklift operators do not need a license, but a certification, to be OSHA-Compliant.

Furthermore, while it’s true that many providers, including Evergreen Safety Council, offer online forklift training courses, completion of an OSHA-compliant training course is only the first step to becoming forklift-certified.

OSHA, which sets and enforces workplace safety standards, requires prospective forklift operators to complete a three-step process before they are allowed to use one in the workplace.

Step by step breakdown:​

• Step 1: Completion of an OSHA-certified forklift training course, such as Evergreen Safety Council’s online Forklift Training course
• Step 2: Practical, or “hands-on,” training at your place of employment. Some in-person forklift training classes include a hands-on session with a forklift to familiarize you with forklift operation, but this step must also be completed at your worksite on each piece of equipment you’ll be operating. Your workplace training will include a tour of your workplace or job site, where you’ll be made aware of safety protocol and potential hazards. You will also receive hands-on training on the specific vehicle you will be operating. This gives you the opportunity to practice necessary hands-on skills prior to your evaluation.
• Step 3: Practical evaluation on the forklift you’ll be operating. Your trainer will evaluate your performance and certify you have the ability to operate the PIT properly and safely in your workplace.

You must complete all three of these steps to be considered “forklift certified.” Companies that allow uncertified users to operate forklifts are in violation of OSHA regulations, and risk being fined.

So, when an advertisement for “free” or “easy” forklift certification seems too good to be true, be sure to read the fine print. Online training courses can be affordable and informative, but they are only the first step toward becoming forklift certified.

One step at a time

Our online forklift operator training course satisfies the first step to becoming forklift certified. Our course provides quality forklift safety training, conveniently online! It is affordable, easy-to-use, mobile-friendly, and satisfies the OSHA “classroom” training requirement.

For practical training, Evergreen Safety Council has designed an instructor training kit that includes everything an employer needs to effectively train, evaluate, and certify their Forklift operators on the forklift they'll be operating at work. Not confident you can teach your staff? If you're in the Pacific Northwest, we can come to you and provide train-the-trainer mentorship.

*Note: Your PIT operator certification is good for a three-year period, unless there is a change in workplace conditions (including a change in job sites) or the vehicle to be operated. In these cases, you must be retrained and re-evaluated to ensure you can safely operate under these new conditions.

While some states require that PEVOs carry insurance, there are other even more compelling reasons for PEVOs to be covered. Damage to bridges or harm caused to other motorists can easily result in claims in the hundreds of thousands, and even millions, of dollars. Without proper insurance, a PEVO-involved incident puts the operator and their company at the risk of financial ruin.

Picking the right policies

Many PEVOs who have realized the importance of insurance have had the unfortunate experience of being sold insurance that is not adequate to cover their activities. The problem is that many insurance carriers simply do not understand what a PEVO is, and the nature of the work performed.

Policies available from big national insurance companies may not cover you to the degree you expect. Some policies only cover damage to your vehicle. Imagine a bridge strike that causes $200,000 in damage: your policy might replace your high pole and any damage to your bumper, but leave you exposed to the six-figure damages to the bridge.

To ensure adequate coverage, PEOVs should carry three types of insurance:

• Commercial automotive insurance, to protect against damages to your vehicle
• General liability insurance
• Professional errors and omissions (E&O) insurance, a professional liability insurance which protects against injury or property damage above and beyond the coverage your general liability insurance policy provides

It is important that you contact an agent who specializes in these types of policies. There are only a few in the United States, but with a reputable agency that focuses on pilot cars, you are more likely to have coverage to protect you if the unthinkable occurs. Make sure the agent knows what you do as a PEVO, and that you understand the exact coverage and limitations of each policy.

Below are known PEVO insurance providers that you might want to consider when shopping for insurance. Evergreen Safety Council does not endorse any particular insurance agency or insurance product. This information is provided to assist you with your research. If you are aware of other providers of PEVO insurance that you believe should be represented here, please let us know.

Certification training discounts

Some insurance providers will even offer a discount for successful completion of PEVO certification training. Evergreen Safety Council’s Pilot/Escort Vehicle Operator training is widely regarded as one of the best training programs available in the United States.

Known PEVO insurance providers

Darrel Krajnik, Leavitt Select Insurance Services, Boise, ID

Charles James Cayias Insurance, Inc., Salt Lake City, UT

V.R. Williams & Company, Winchester, TN

https://youtu.be/5mklcs5HbmY?si=OrbrI5nFpIXig0vY

Many drivers know how to proceed through a straightforward intersection, but what about circular intersections? Chances are, you’ve come across them at some point, whether in cities, neighborhoods, or even shopping centers. Circular intersections come with their own set of rules, and can be a bit tricky to navigate if you’re not used to them.

The first thing you should know about circular intersections is that there are different types. People often refer to them collectively as “traffic circles” or “roundabouts,” but each of these is actually a specific type of intersection. Regardless of type, they all serve the same function: to slow the flow of traffic.

So, what are the different types of circular intersections?​

Modern Roundabouts

Modern roundabouts are designed to accommodate vehicles of all sizes, including emergency vehicles, buses, and truck and trailer combinations. They might be single-lane or double-lane. In a modern roundabout, drivers enter the intersection by navigating a gentle curve. Drivers yield to traffic already in the roundabout as they enter, then proceed into the intersection and exit at their desired street.

Calming Circles

Calming circles are much smaller than modern roundabouts and often replace stop signs at four-way intersections. They are typically used in residential neighborhoods to slow traffic speeds and reduce accidents, but are typically not designed to accommodate larger vehicles. Many drivers often turn left in front of the circles rather than turning around them.

Traffic circles, or rotaries​

Traffic circles, or rotaries, are much larger than modern roundabouts. Traffic circles often have stop signs or traffic signals within the circular intersection. The Arc de Triomphe in Paris and DuPont Circle in Washington, D.C. are two examples of older-style traffic circles.

Drivers enter a traffic circle in a straight line and do not have to yield to traffic already in the circle. Traffic circles typically become congested if many vehicles enter at the same time.

Ask any elite athlete about their training regimen, and the word diet is sure to come up. Perhaps more than anybody, athletes understand how the foods they choose to fuel their body affects their performance.

This is not a story about diets, but it is a story about fuel. Powered industrial trucks (like forklifts) are invaluable tools in the workplace, but like humans they need fuel to perform. And like elite athletes, they need the correct fuel to perform their best.

The care and feeding of your forklift​

Different forklift classes require different types of fuel, which includes liquid fuels, batteries, and liquefied petroleum gas (LPG). When it’s time to refuel your PIT, you should know which type of fuel it requires, and the risks associated with each. This information should be clearly stated in your vehicle’s operator’s manual.

Consult your operator’s manual for instructions on how to safely change and dispose of used fuel.

CAUTION

No smoking around fuel, regardless of the type of fuel you are using.

Fuel it up​

Liquid Fuels

When refueling with liquid fuel, such as gasoline or diesel:

• Always stop and turn off the engine before refueling.
• Do not overfill the tank.
• Make sure there is adequate ventilation.
• Wear the proper personal protective equipment (PPE) to protect yourself from ingesting it or inhaling the fumes.

Battery service

As an operator, it is unlikely that you will need to refill a battery. However, if you do, observe the following precautions:

• Wear acid-resistant PPE, gloves, long sleeves, and pant legs to protect yourself from battery acid.
• Use only the type of battery charger recommended by the manufacturer.
• If low on electrolyte, add only distilled water. Bring the level up to approximately ¼ inch above the battery plates. This will leave room for expansion, as the electrolyte is heated during the charging process.
• Make sure you have adequate ventilation when charging. Charging emits hydrogen gas which is extremely flammable.
• An emergency washing station is required if you regularly replace or refill and charge batteries.

Liquefied Petroleum Gas (LPG)

Many forklifts are powered by LPGs such as propane or butane.

To change the LPG tank:

• Purge the fuel supply hose:
  • start the engine, shut off the fuel supply valve on the tank, allow the engine to run until out of fuel
• Remove the empty tank
• Get help to lift a full bottle onto the cradle
• Make sure the bottle is properly oriented in the cradle, with the locating pin aligned

CAUTION

Because of their chemical properties, LPGs are extremely cold. If gas escaping from the tank touches your skin, it can freeze your skin immediately and cause frostbite. When handling or refilling propane tanks, wea goggles and thermal protection for your hands and skin.

The National Pilot Car Association (NPCA) welcomed Evergreen Safety Council President, Jeffrey Vaughan to address their membership in their July 2019 conference call. Mr. Vaughan was interviewed by NPCA Vice President, Michael Morgan on the work being done by ESC and national trends in autonomous transportation, innovating workforce training, empowering the millennial workforce, and the impact of recreational drug use and distracted driving on roadway safety.

The pre-trip meeting is an essential part of every Oversize Load move​

This meeting is an opportunity to get to know your move team and go over move details. It gives you time to discuss logistics such as team member responsibilities, the route survey, and emergency protocols before the move begins.

Pre-trip meetings are typically conducted just prior to the move itself, on the same day. If the move is very complex, however, a more general meeting might be scheduled on another day prior to the move. Regardless, your team should hold a pre-trip meeting every morning if the move will take place over multiple days.

Who should attend the pre-trip meeting?​

What should be covered in the pre-trip meeting?​

We recommend that you use a pre-trip meeting sheet to guide your discussion. You can download one here.

Four essential activities take place during the pre-trip meeting:

1. Identification of team members and roles: The pre-trip meeting should always start off with introductions. In order for communication to go smoothly throughout the move, you should know each person by name, voice, vehicle, and role. Exchange all emergency contact information before beginning transport.You should also identify any additional support personnel, and make sure everyone has their contact information.All team members must verify that they carry the correct licenses, certifications, and insurance that are required for the job.
2. Inspection, measurement, and documentation: Everyone’s vehicles and equipment, as well as the condition and dimensions of the load, must be checked. (We recommend that pilots and steerpersons use a detailed inspection checklist for their own vehicles and equipment.)
   • The load should be thoroughly inspected so your team is not held responsible for any pre-existing damage. Note any pre-existing damage on your inspection checklist.
   • The load’s dimensions should be verified by the front/high pole PEVO and the transport driver. (It’s a good idea for the other members of the team to observe and verify these as well.) This should be done with the trailer and cargo in traveling configuration. The exact dimensions of the load should be noted on the pre-trip meeting checklist, with copies kept in each vehicle.
   • Once the measurements have been agreed upon by the team, they need to be verified against the route survey. Once this is complete, the high pole PEVO should set the high pole.
   • On a multi-day move, the load should be inspected and re-measured daily.
3. Route discussion and communications: It’s important for the team to review the permit and route survey together. If it is a multi-day move, focus on the route for that day only, and discuss how you will communicate and maneuver through each stage of the day’s move. You’ll need to do this each day of the move.
   • Discuss the roles and responsibilities for each team member during each portion of the route, and make sure you agree where PEVOs should be positioned.
   • Ensure all team members know the route, turn by turn, and plan for any obstructions or other hazards you know you may encounter.
   • Discuss following distances between the load and the PEVOs for different portions of the route.
   • Address any specific aspects of the trailer that the rear PEVO and steerperson (if applicable) will need to monitor during the move.
   • Review safe practices for exiting the vehicle, especially if the move involves steerable turns where the steerperson will need to be walking behind the trailer. Make sure everyone understands their role in protecting the person who is outside of their vehicle. Review specific procedures for any time that a person will be in a crush zone during the move.
   • If there are any railroad crossings along the route, they deserve special attention in your pre-trip meeting.
   • The route discussion is a good time to also agree on communications protocols, such as channels and alternates to be used, emergency and back-up communications, and non-verbal communication signals (such as the driver blowing the horn, or using emergency flashers to communicate “STOP! STOP! STOP!”)Make sure you understand the permit conditions, including any special restrictions not noted in the route survey. Note any specific state or local rules that may affect the move. Plan for breaks, fueling, and other stops along the route. If the move will take multiple days, estimate daily travel distance as accurately as you can. Discuss safe places to stop if needed.
4. Emergency planning: The most important part of emergency planning is to make sure your team knows exactly how to communicate and stop the load immediately if anything goes wrong. Any member of the team can speak up about a concern and immediately stop all movement by calling “STOP! STOP! STOP!”Your team should also know exactly what to do in the event of a mechanical breakdown or failure of a piece of equipment, including tie-downs and load shifting. The basic protocol is to stop and park the load as soon as possible, implement emergency traffic control procedures, and contact the repair or support personnel who will be responsible for addressing the problem.The team should also plan for emergency situations that are likely to occur along the route. These might include inclement weather, railroad emergencies, construction zones not noted on the route survey or permit, or overhead obstructions that the load cannot pass under.

One last step​

Before the meeting ends, all team members must confirm they have observed and discussed the items above. If using a pre-trip sheet, they may initial or sign at the bottom.

In many states, pre-trip meetings are required by law. But even if they aren’t, they’re essential to your team’s safety and success. Taking just a few extra minutes to conduct a thorough and interactive pre-trip meeting will actually help save you time and money down the road.

https://youtu.be/thSg1CKPpLA

According to a 2020 Gallup poll, 60 percent of Americans experience stress on a daily basis. Stress is associated with a number of adverse outcomes, including road rage and aggressive driving. And if you find it gets in the way of your daily commute, you’re not alone. In a 2019 survey, fifty percent of respondents reported feeling stressed while traveling to and from work.

And why not? Dealing with gridlock, aggressive drivers, poorly-timed lights, and surprise work zones is a battle nobody wants to deal with before or after a long day at the office. And if you drive for a living, relief may be even harder to come by.

The traffic “battle” doesn't exactly rank up there with hazardous military operations, but in the moment it can feel just as stressful. And in these moments, we can look to the U.S. Navy SEALS for help: one stress management technique they use is an exercise called “box breathing.”

Box breathing helps your body and mind return to a neutral state, regulating your heart rate and nervous system and helping you to think more clearly.

There are three steps to box breathing:

1. Breathe all the way out. Hold the breath for four seconds with no air in your lungs.
2. Take a slow, full breath in over four seconds.
3. With your lungs comfortably full, hold your breath for four seconds.
4. Breathe out slowly and completely over four seconds.

Box breathing can be practiced at any time, including while behind the wheel, though you may want to practice in less stressful conditions first. Some phones and smartwatches support apps that feature guided box breathing exercises. You may find these useful when familiarizing yourself with the practice. (Just remember, many states have laws regarding the use of cell phones and other devices while driving.)

Evergreen Safety Council’s new online safety training for Powered Industrial Truck (forklift) operators makes compliance quick and easy. Our program lets you learn at your own pace on your computer or mobile device from the comfort of your home, office, or virtually anywhere with an internet connection.

What’s covered?

Based on OSHA and ANSI regulations and standards, our course provides operators with the basic knowledge needed to operate a Class 1, 2, 3, 4, or 5 Powered Industrial Truck. A supplemental training covers Class 7 PITs for operators who need to learn about rough terrain forklifts.

How does it work?

Over the course of 7 engaging lessons, you’ll learn about common PIT features and operation, capacity and stability, inspection and maintenance, workplace operation, and common hazards. We’ve created beautiful illustrations, and animations to make the learning experience seamless and fun, and if you prefer to learn by hearing rather than reading, we’ve provided detailed narration for every single lesson. Learners can start or pause the course anytime, so you can learn on a schedule that works for you. When you’re finished, you’ll take a short exam to earn your certificate of completed training.

Why choose Evergreen’s online program?

Our online training is easy to use, and it’s packed with valuable knowledge and skills that will help you be safe, effective, and OSHA compliant. With over 80 years of experience in safety, you can trust Evergreen Safety Council to provide the very best training in the industry.

https://www.youtube.com/embed/j2LBwotf5JI

Want to see more?

View our demo course and welcome video to get a hands-on look at our new online Powered Industrial Truck Operator Safety Training.

Allen Taylor wants everybody to know that he doesn’t normally take meetings while driving his car. "I’m a safety guy," he says, laughing. "This is just a background."

It seems relevant that he takes the time to make this clear: even when setting up a digital background for an online meeting, he’s a safety guy, through and through.

An Air Force and Army veteran, Taylor already had a background in safety from his time in the service when he began working at Seattle Public Utilities. Now a senior Safety and Health officer, he credits Evergreen Safety Council with giving him the knowledge and necessary certifications to advance in his career.

His first job with the utility was in one of the material controls divisions, he says, but his passion was for safety. Some in the Safety Office took notice of his knowledge and began consulting with him, frequently hiring him on a temporary basis to complete short-term projects. But every time he applied for a full-time opening in the division, he says, he was told he didn’t meet the position’s minimum qualifications—he didn’t have specialized job-related training that would qualify him to be hired by the department.

Enter Evergreen Safety Council. At the time, the organization offered a 9-month training program for safety and health specialists.

There were other options. Some universities and junior colleges have programs that would have given Taylor the credentials he needed to qualify for that promotion. "But," he says, "if you want to fast track and get a certificate designed specifically for the sort of work you do, Evergreen Safety Council is one of the best companies to prepare you for that job. When I read the description of the courses that they offered, I knew right away that the courses that I would attend were in direct relation to the type of work I would be doing when I completed the certification."

Two months after completing Evergreen Safety Council’s Safety and Health Specialist training program, Taylor says, he was hired for a full-time position in Seattle Public Utilities’ Safety Office.

He’s returned to Evergreen Safety Council several times over the course of his career, for a technical specialist certification, as well as to become a certified first aid and CPR instructor. "Each time I went back," he says, " it would enhance my position at my job to make me more valuable, and it helped my personal growth as well."

Beyond providing certification requirements that set him on the path of career advancement, the training has given Taylor the practical knowledge to perform his job as an expert in his field.

"When one of our crews was doing a big compliance based job," he recalls, "I knew how to review and inspect the job they were doing to make sure they were in compliance with state regulations. I was able to make sure they were using the proper equipment and PPE to do the job. I knew how to inspect their traffic control setup to ensure the public was safe, and that the work zone that they were working in was safe."

The benefits have carried over to his personal life as well.

"It changed my life … I can say morally, emotionally, financially. I have more confidence because of the skillset that Evergreen Safety Council provided.

My financial improvement has given me an opportunity to see parts of the world that I would never have been able to experience without the education ... all as a result of going to Evergreen Safety Council to enhance my career."

As he nears retirement, Taylor has begun to mentor others in his field. "Part of my mentoring is for them to understand the importance of getting certification," he says. "I have let them know that Evergreen Safety Council is one of the best places in Washington to get a certification. I believe in passing the torch forward."

It starts with specialized workplace training programs and with people like Allen Taylor—but the ripples are felt throughout our community.

"I’m one of the safety officers who absolutely loves what he does," Taylor says. "Because of Evergreen Safety Council I’m able to provide a service to make sure people go home to their parents and their children. To me that's what’s important, that I can make a difference."

Part of defensive driving is remembering you share the road with others. This includes pedestrians, who are vulnerable to vehicles and other hazards drivers may not think about. In 2024, drivers struck and killed 7,148 pedestrians, according to the Governor's Highway Safety Association. Many of these incidents could have been prevented.

Here are some guidelines to help the pedestrians you share the road with stay safe.

Use extra caution in difficult-to-see conditions. Especially in the fall and winter, there is less sunlight. Days are shorter and rain, snow, and fog are more common. These make it much harder to see pedestrians, especially if they are wearing dark clothing.

Slow down and prepare to stop when nearing a crosswalk. Drivers are required to yield to pedestrians in crosswalks, but it's not always easy to see someone approaching on foot. Make sure you slow down and look carefully when approaching one.

Always yield to pedestrians, even if there is no crosswalk. In most states, pedestrians have the right of way, even if they aren’t using a designated crosswalk.

Stop at the stop line. The stop lines at intersections are there to give pedestrians and other road users space to cross or turn. Stop fully at the line, then inch forward and look carefully for pedestrians and bikes as you prepare to enter the intersection.

Slow down! Pay attention to speed limits, especially in school zones and other areas with lots of foot traffic, and reduce your speed in parking lots. Reducing your speed temporarily by a few miles per hour costs you barely any time, and could save a life.

Follow directions given by crossing guards, flaggers, or others directing traffic in areas such as school zones or construction zones. Flaggers and others are there for your safety as much as theirs. More drivers and passengers die in work zones than workers do!

Back up carefully. Do thorough check and use your mirrors and backup cameras, as well as extreme caution, when backing up. Look in all directions, go slow, and don't be afraid to stop if you can't see what is around you.

Staying aware and slowing down in hazardous situations are low-cost ways that yield huge benefits. With just a few changes in our driving habits, we can create safer roads for drivers, bikes, and pedestrians.

Gleason, who joined the Board in 2006 after many years as an ESC occupational safety instructor, frequently advised the Council on issues pertaining to occupational safety and health risks within the industry.Williams joined the Board of Directors in 2015. His legal expertise became an invaluable asset to ESC and its board during his tenure.Evergreen Safety Council appreciates Gleason and Williams’ commitment to furthering safety education, and the contributions they have made to our industry and organization. We join our Board of Directors in wishing them the best of luck in their future endeavors.

The Monty C. Lish & Stanley O. McNaughton Scholarship for Safety and Health Careers was developed to encourage more college students to consider safety and health professions as viable and worthwhile careers.

Applicants must be employees of an ESC member, or their family, and meet the specific eligibility requirements.

The $1,000 scholarship awards are funded with a percentage of membership fees.

Danielle Ross (Westport, WA) plans to attend Northwest University in Kirkland, Washington, where she will pursue a Bachelor’s degree in Business.

During high school she has been earning her Associates in Business through the Running Start program.

Danielle would like to be in a managerial position where she can reinforce safety training and policies.

Dakota Ross (Westport, WA) is planning to attend the Embry-Riddle Aeronautical University in Prescott, Arizona.

She has received the Award of Excellence from Congress of Future Science and Technology Leaders and is a graduate of the Western Aerospace Scholars.

Dakota would like to work for NASA designing and constructing spacecraft.

Evergreen Safety Council is now approved to offer the Pilot/Escort Vehicle Operator (PEVO) training program online. Previously this course was only available via in-person training with an authorized instructor at a limited number of locations. Our new live online training program allows students the convenience of taking the certification training via computer at home, work, or virtually anywhere with an internet connection.

This new online program, approved by the Washington Department of Transportation, teaches students how to perform work as a pilot/escort vehicle operator and upon successful completion gives them the certification necessary to operate in the state. Training classes will be held regularly beginning in January 2020 via live online training sessions.

ESC’s team of industry experts and curriculum designers have created a program that gives students the knowledge and skills they need to operate safely and comply with state and federal standards. The instructor-led live online course utilizes expert instruction, video presentations, and interactive group activities that provide learners with a comprehensive and engaging learning experience.

As of now, 14 U.S. states require training for pilot car operators. In many states such as Colorado, you must be officially certified in order to work as a PEVO. Certification ensures that you have been given the skills and knowledge necessary to comply with the law, guide an oversize load safely along its route, and deal effectively with any emergency situations.

Evergreen Safety Council has been a leader in pilot car operator training for over 20 years. If you would like to learn more about Evergreen Safety Council’s Pilot Car Program, please visit our Pilot Car Program Page.

Evergreen Safety Council is proud to recognize DKB, Inc. as the 2018 recipient of the John D. Spellman Safety Award. The award will be presented to DKB, Inc. at their location this summer.

The annual John D. Spellman Safety Award was created in 2006 to recognize ESC member organizations and individuals that have demonstrated outstanding safety achievements or have shown they are actively pursuing and reinforcing a positive safety culture in their workplace.

The award also recognizes one of Washington’s great public servants, the late Governor John D. Spellman.

King County’s first elected County Executive and Washington’s 18th Governor, Spellman was a member of ESC’s Board of Directors for more than 36 years.

He last served as Chairman Emeritus, and prior to that he served as President/Executive Director during ESC’s critical restructuring in 1989 and as Chairman of the Board from 1998 to 2016.

DKB, Inc. offers mechanical insulation and construction services to the industrial and commercial industries throughout the United States with an emphasis on the western states.

Their services include Mechanical Insulation, Acoustical Services, Firestopping, Energy Auditing and Construction Support Services to all size and types of projects.

They utilize the latest Construction Management tools and practices including computerized estimation, scheduling, procurement and job tracking to provide a superior result to all of their clients.

DKB, Inc. was chosen to receive this competitive award due to significant improvements in their safety program. They have increased their safety training and policies and have implemented a year long curriculum on regular day-to-day safety concerns. They have added on-site instructors to bring their company-wide training to full compliance.With this award, Evergreen Safety Council is proud to recognize DKB, Inc’s. leadership in workplace safety.