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.

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.

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.

Check out Accelerate Pilot Car Service's other posts on Facebook.

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 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.

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.

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.

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.

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. 

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.

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

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.

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.