Pilot Car Escort - Center for Local Government Technology

Pilot Car Escort
Training Manual
Best Practices For Pilot Car Escorts
This Manual is based on the current pmctices ofpilot car escorts in an eJfort to standardize the safe
movement ofpermitted oversize/overweight loads
all
North American roads. It is NOT intended to
supercede any departmental orjurisdictiol1-specijic regulations.
Foreword
The Specialized Carriers and Rigging Association (SC&RA) with funds provided by a grant from the U.S. D epartment of
Transportation, Federal Highway Administration (FHWA), and in cooperation with the Commercial Vehicle Safety Alliance,
prepared this Manual. The contents of the Manual are the result of extensive research and analysis conducted by the association, a
review of federal and state regulations and "Best Practice" analysis of existing Pilot Car Escort training materials. Input was solicited
from subject matter experts representing specialized carriers, pilot car escorts, permitting officials, federal highway officials and
training specialists. Comments were solicited from the Western Association of State Highway and Transportation Officials, the
Southern Association of State Highway and Transportation Officials, Keen Transport, Inc., DAWES Specialized Transportation,
COMDATA and the Pilot Car Escort Training Project Working Group and their input is gratefully acknowledged. The Working
Group included representatives from the pilot car escort industry, SC&RA, FHWA, and a training specialist.
The Pilot Car Escort Training Manual is a component of a five-part comprehensive training program. The comprehensive
program includes the Pilot Car Escort: Best Practices Guidelines, the Pilot Car Escort Training Manual, the Pilot Cat Escort Study
Guide, the Pilot Car Escort Training Test and the Pilot Car Escort Training Program Microsoft~ PowerPoint Presentation. Each
of the program components can be used individually or partnered with one or more of the other components. The built-in
flexibility provides a fonnat that can meet the needs of the one to tvv'o person pilot car escort operation and those of the more
complex multi-state operation . The program can be executed as individual competency based instruction or offered in a multi-
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student classroom setting.
ACKNOWLEDGEMENTS
Pilot Car Escort Training Program
Working Group Members
Subject Matter Experts
Richard A. Clasby, II, State of Utah, Department of
Thomas W. Alexander, Sunshine Flag Car Service, Inc.
Transportation (WASHTO)
Teresa L. Baird, Redneck Enterprises dba Baird's Escort
Cheryl Jackson Reeves, COMDATA
Douglas A. Ball, Specialized Carriers & Rigging Association
W ayne Kokta, DAWES Specialized Transportation
Herold Berthy, Jr., Interstate Flag Car, Inc.
J im Riley, Oklal'0ma State University
Phillip]. Forjan, Federal Highway Administration, Office of
Denny ]. Silvio, Louisiana D epartment of Transportation
Freight Management and Operations
Jo Anne Garza-Cunningham, J. Garza Consulting and
and Development (SASHTO)
Peter J.Trimble, Keen Transport, Inc.
Associates, LLC
Robbi Grinton, Alternate Solutions
Graphic Design
Cindy Mauney, Nord1 American Pilot Car Association
William Donald Cunningham, Adapt II Design
Barbara Payne, Uneeda Pilot Car
Kay Phipps, Cheyennes Pilot Cars, Inc.
Pilot Car Escort
Training Manual
Table of Contents
Chapter 1 - Introduction and Overview ................................................................................................ 1
Chapter 2 - Pre-Trip Planning ....................................................................................................... ....... 5
Chapter 3 - Pre-Trip Meeting ............................................ ..... ...... ....... ...... ................... .... .. .... ........... 23
Chapter 4 - Modified Pre-Trip Meeting ...................................................................................... ... ... 31
Chapter 5 - Oversize/Overweight Load Movement ... ........ ...... ......................................................... 35
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Chapter 6 - Assignment Conclusion .............................................................. ....... .................... .. ..... .. 53
Chapter 7 - o.;.ality Assurance Review/Mter Action Report ........... ............ ..................................... 55
Appendices
Illustrations
References
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CHAPTER ON E
Introduction and Overview
Chapter Overview
Introduction
Structure of the Manual
The Professional Pilot Car Escort
Introduction
The transportation of oversize/overweight loads and mobile cranes is vital to the U. S. economy. These vehicles, and the
industries they serve, are the engines behind many of our Nation's growth sectors - construction, manufacturing, and
mining. The specialized businesses that handle and transport oversize/overweight loads are important threads in the
Nation's economic fabric and are critical to continued growth.
The truck transportation of non-divisible oversize/ overweight commodities is a statistically small, yet vital segment of the U.
S. trucking industry. Carrying loads that cannot be further reduced in size or weight has long been slow and tedious. The
very nature of transporting such challenging loads requires intricate planning. Often, special accommodations, including
civilian pilot car escorts, police escorts, and maintenance crews to move items from electric and telephone lines to stop signs
and utility poles, must be scheduled for specific periods of time. I n 2003, over 2.5 million permits were issued for
oversize/overweight vehicles. This figure represents a significant increase from 2002. The upward trend in the number of
permits issued is mirrored by an increase in the required number of pilot car escorts who are knowledgeable about the highway
system, its hazards, and its restrictions. This parallel industry growth is expected to continue as the country's demand for goods
increases, new and rebuilt infrastructure projects are initiated, and transportation needs expand . A highly skilled professional
pilot car escort will be in demand to support the expanding transportation industry and to partner with the commercial driver
and law enforcement to ensure the safety of the highway system, commodities, and the public.
According to Webster's New Collegiate Dicti01lOry, a profession is "a calling requiring specialized knowledge and often long and
intensive academic preparation" and a professional is "characterized by or conforming to the technical or ethical standards of
a profession." Providing pilot car escort services is a profession even in the broadest sense and the "Best Practices" presented
in this Manual set forth the technical and ethical standards established by this profession. Pilot car escorts must commit to
the concept of professionalism and take pride in knowing that they effectively and efficiently execute their responsibilities to
promote the safe movement of permitted oversize! overweight loads.
The professional pilot car escort helps protect the traveling public, the transportation infrastructure, and the oversize/
overweight load. They perform a safety-sensitive function and are an integral component of many oversize/overweight vehicle
movements; consequently, it is important that the pilot car escort be trained and qualified. An untrained, inexperienced, or
fatigued pilot car escort can create hazardous situations, and as such, training in the industry's "Best Practices" is critical to
ensuring that oversize! overweight loads are transported safely.
This Manual is intended to provide a foundation of knowledge for th e professional pilot car escort by detailing the "Best
Practices" for this industry. It is formatted to serve the training needs of pilot car escort companies of all sizes, from multistate operations to owner/operator single state businesses.
This Manual is not intended to be an all-inclusive summary of all of the applicable laws and regulations. Users of the Manual
should validate the statutory and regulatory references contained herein before dispatching vehicles and loads. Users are
cautioned that state laws and regulations are subject to change without notice and that some time may elapse between the
effective date of such changes and amendments to this Manual to incorporate those changes. The SC&RA assumes no
responsibility for accident, injury, loss or claim, penalties or any other damage resulting from reliance on the contents of this
Manual.
Structure of the Manual
The Manual is comprised of seven chapters.
1. Introduction and Overview
2. Pre-Trip Planning
3. Pre-Trip Meeting
4. Modified Pre-Trip Meeting
5. Oversize/Overweight Load Movement
6. A ssignment Conclusion
7. Qyality Assurance Review/Mter-Action Report
Each chapter describes the issues and "Best Practice" solutions that provide practical and realistic guidance. Some chapters are
supplemented with graphics and make reference to other resources.
The Manual can be used as a training text or as a ready-reference during oversize/overweight load movements. Each chapter
can be used as an individual training module, as each chapter presents stand-alone issues; however, each chapter refers to other
sections of the Manual and collectively the chapters are building blocks for a comprehensive Pilot Car Escort Training
Program.
The Professional Pilot Car Escort
The culrural values of a company, organization, or informal group may have a greater influence on the members of the group
than formal rules, procedures and policies. Cultural values may refer to ethical stand ards, established practices and standards
of conduct. These benchmark standards and practices can define a particular organization, and its members can informally
enforce the organization's cultural values or have a more structured enforcement process. By raising the benchmark standards
and practices, the organization can influence its membership and customer expectations. Over time the organization's cultural
values can change and its standards of operation can be elevated by internal influences.
Professional pilot car escorts are an internal culrure operating within the broader commercial transportation culture.
En hanci ng the pilot car escort culture's productivity, member pride and customer service can be attained by changing the
organization's standards and practices. Simply by establishing unified standards and practices the organization can more clearly
define itself. The effort to bring uniformity to the organization can be rei nforced by implementing standardi zed training. The
benefit of standardized training extends beyond the professional pilot car escort culnlre and is reaped by the commercial
transportation culture and (he public transportation sector. The commercial transportation industry can expect quality service
from the trained professional pilot car escort and the public transportation sector can expect increased highway safety.
The trained pilot car escort is an integral part of the team charged with safely moving many oversize/overweight loads across
the nation's highway (ransportation system. Pilot car escorts are necessary to protect the traveling public and trained
professionals can be relied upon to execute their responsibilities with skill and co mpetence.
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CHAPTER TWO
Pre-Trip Planning
Chapter Overview
Assignment Confirmation
Route Review
Permit Review
Vehicle and Equipment Checks
Pilot Car Escort Checks
Contingency Plan Preparation
State-Specific Regulations and Statutes Review
Teamwork starts with acceptance of the load movement assignment. The team's commitment to receive and distribute
accurate and timely information is the first step to ensuring the safe movement of the oversize/overweight load. The pilot
car escort can be the driving force for initiating and maintaining this critical exchange of information. The pilot cac escort
must assume responsibility for ensuring the timely exchange of accurate information amongst the oversize/overweight load
movement team. O!,Iality decision- making is at risk when it is based on insufficient or erroneous information. Fortunately,
this is a controllable ri sk, and one that the pilot car escort can significantly affect. The decision to make this a positive or
negative affect rests with the pilot car escort. Key to a safe oversize/overweight load movement is an understanding that
open communication of pertinent information is essential. "When in doubt, shout it out!" In other words, share all
potentially pertinent information.
Planning for the overdimensional load movement is equally as important as the exchange of timely and accurate
information. The risks are much too high to shortcut the planning phase. Every effort must be made to assess and plan for
all potential risks. D etailed contingency plans should be prepared and reviewed by the team for every anticipated hazard,
obstruction and emergency situation. As with the exchange ofinfonnation, key to the safe movement of an overdimensional
load is an understanding that "over planning" is not at issue and whenever the preparation of a contingency plan is at
question, the pilot car escort should err on preparing and distributing a comprehensive plan.
Assignment Confirmation
Details of the oversize/overweight load movement should be confirmed with the carrier and the permit official whenever
possible. Identifying potential risks starts in this early phase and enhances the ability to resolve issues and prepare
contingency plans. The goal during the planning phase is to ensure there are no surpri ses after the load movement
commences.
Details regarding the load, commercial vehicle and commercial vehicle driver should be confirmed with the carrier or any
other reliable source having access to this information. The date and source of the confi rmed information should be
documented (Load Assignment Confirmation, Suggested Format Appendix A). Confirm the make-up of the load and its
dimensions, including the load width, h eight, length, front and rear overhangs and gross weight. The early confirmation of
this critical information provides indicators of potential risks and assists in id entifying the need for special equipment and
transport team dynamics. Determining this information early can extend much needed preparation time for writing
contingency plans, completing equipment checks, and establishing positive team communication and dynamics.
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Confirm the point-of-origin for the oversize/overweight load movement andlor the point of assignment where the escort
responsibilities will be assumed. W hen the services of multiple pilot car escort companies will be contracted to cover the
entire load movement, determine if the participating transfer of pilot car escort responsibilities will be a stationary transfer
or an enroute non-stationary transfer. Preparation for an enroute non-stationary transfer of responsibilities is addressed in
Chapter 4: Modified Pre-Trip Planning.
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For "overheight loads, confirm the presence of top-mounted skid boards as deemed necessary. Determine if a "high route"
survey has been scheduled and who will perform the survey. The recommended "Best Practices" is that the pilot car escort
assigned to complete the oversize/overweight load movement should also be assigned to perform the "high route" survey.
The pilot car escort assigned to the load movement team should ensure distribution of the survey, as available, to all team
members.
Identity the number of axles of the vehicle transporting the load and their spacing. The number of axles and their spacing
directly affect the vehicle's maneuverability. Axle configuration and number also directly influence a vehicle's ability to
traverse railroad grade crossings and other sloped or angled hazards. In some cases, axle configuration and number may
indicate the need for special bridge analysis. Compliance with state-specific regulations regarding axle spacing and weight
distribution should be confirmed with the carrier.
Obtain critical contact information for the commercial carrier, including the driver's name, the truck number, the driver's
cell phone number, the driver's preferred Citizens Band (CB) channel and any other emergency contact information fo r the
carner. Exchange information regarding any unique health conditions with the commercial driver and other team
members. Take appropriate precautionary measures to prepare for health related emergencies.
Obtain copies of related permits and route surveys, as available. Confirm the carrier and/or pilot car escort company's
planned number and placement of pilot escort vehicles is compliant with permit and state-specific regulations. Ensure
distribmion of any available load movement documentation.
The number, type, and placement of pilot car escorts are dictated by state-specific regulations and are often related to a
state's demographics, highway access and configuration. Multiple pilot escort vehicles may be required for narrow
roadways, narrow bridges, and high traffic areas. Aside from unique demographic and highway conditions, the following
table represents the recommended "Best Practices" for the minimum number and placement of pilot car escorts for
oversize/overweight load movements. For purposes of these "Best Practices":
load "width" is defined as the distance between the outermost points
load {{length" is inclusive of any projecting appurtenance from the front and/or rear and load-holding devices
load "height" is inclusive of the load, load-holding devices, and skid boards
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LOAD DIMENSION
NUMBER OF ESCORTS
PLACEMENT OF ESCORT(S)
Width> 12 feet
One
Width> 14 feet
Length> 90 feet
Length> 150 feet
Height> 14 feet 6 inches
"Super Loads"
Two
One
Two
One
Minimum of Two + LEO
Front - two-lane road
Rear - multi-lane road
Fran t and Rear
Rear
Front and Rear
Front with vertical measuring device
Front and Rear
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Take advantage of the assignment confirmation phase to identify any unique characteristics about the oversize/ overweight
load. Specialized loads may require different team dynamics, sensitive handling and most importantly, advance notification
of regulators and railroads. The pilot car escort is responsible to ensure each of the applicable requirements is addressed.
Route Review
The permitting official may require the performan ce of a route survey prior to issuing a permit to the overdimensionalload
carrier. The route survey may be a prerequisite for a special permit or for overheight loads. Although responsibility for the
performance of the route survey rests with the carrier, a pilot car escort frequently performs it. The "Best Practice" is that
the pilot car escort assisting the load movement be the escort assigned the task of performing the route survey. This
practice ensures a higher level of familiarity with the permitted route and the pilot car escort can initiate preparation of
contingency plans earlier to more effectively address inherent risks.
Anyone can document the turns and highways for a planned route; however, a route survey that identifies all potential
problems prior to the movement is exceedingly more valuable to the safe movement of the overdimensional load.
Consistently performing route surveys that focus on risk identification and planning for these risks can virtually eliminate
the occurrence of the unexpected hazard and obstacle. The value of the risk focused route survey extends beyond the
obvious ut.ility to the carrier and overdimensionalload driver and benefits the permitting office by providing up-to-date
information on clearances and potential horizon tal and vertical problems. The information provided by a comprehensive
route survey can facilitate updates being made to transportation databases and demographic information . It is more
desirable th at these updates result from a thorough route survey than fro m an overdimensionalload movement accident or
emergency.
A review of a random sampling of route surveys reflects the same inconsistencies in format and performance frequently
observed in other pilot car practices and procedures. The reviewed formats range from notes scratched on a scrap of paper,
not much different than the typical route sheet, to detailed recordings on a route survey template with a transmittal cover
letter to the requester. Standardizing the pilot car escorts' perfor mance and format of route surveys co ntributes to meeting
client expectations, raises the professionalism of the pilot car escort industry, and raises the level of safety for the
overdimensionalload, the load movement team, and th e traveling public.
Identifying potential risks and documenting these risks on a standardized form is not suffIcient to promote the highest level
of safety. The identified risks must be incorporated into the Assignme11t Risk A ssessment (Suggested Format, Appendix B)
and ultimately be supported by a co ntingency plan if not mitigated or eliminated (Sample Plan, Appendix E) .
The route survey must include, at minimum, the following information:
Requ ester of the route survey
Descriptor information for the overdimensional load movement assignment for which the route survey is being
performed
I de ntification of th e individual performing the route survey
Date and time the route survey is performed
W eather and traffic conditions during route survey performance
Route surveyed, ini tiation and termination points
Designation if a high route survey was performed, the setting of the heigh t pole during the survey, and the applicable
maximum height for the intended load, i.e., the height pole set at 17 feet for loads of a maximum height of 16 feet
6 inches
Travel conditions affecting the high route survey findings, i.e., traveling in the right lane on all two and four lane
roads
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All encountered obstacles and a notation if they were cleared and any conditions associated with clearing the obstacle
Identify the narure of the obstacle, i.e., power line, phone line, tree branches, signal lights, guide rail, low overhead
clearances, etc.
Truck stops and pull off areas for emergency stops
Bridges (include bridge width and width of shoulders), railroads (include number of tracks, potential grade deviation
issues, crossing identification number, requirement for advance notification, and railroad emergency contact
number), construction areas (include location of barrels, jersey walls and any need to move cones, etc.), culvert
markers, scale house (include phone number), and weigh stations
D etailed description of the route (include roads traveled, exits, ramps, turns, etc.)
A suggested format for the Route Survey can be found as Appendix 0 of this Manual.
The Pre-trip Planning phase is the ideal time to complete a detailed examination of the planned route whether a route
survey is performed or not. Every opportunity should be taken and every effort made to identify and plan for potential
enroute risks. Complete an initial risk assessment documenting all identified and known potential risks for the planned
rou te and any action taken during the planning phase to resolve or minimize the risk to an acceptable level (Assignment Risk
Assessment, Suggested Format, Appendix B).
Examine the carrier's preferred route or the route designated by the permitting official, if available, for discrepancies or
omissions of potential hazards and known obstacles. Examine the feasibility of the proposed route against the load
characteristics. Make an initial assessment of the overall safety of the intended route. Initiate resolution of any reservations
with the planned route with the carrier and/or permitting official.
Address any load dimension restrictions, dimensional load movement curfews, weight-restricted bridges and tunnels,
height restricted overhead limitations and seasonal load movement restrictions. Discuss alternate routes, if deemed
necessary by the team, with the carrier and the permitting official.
Identify anyon-going thorough-way construction with the construction contractor or respective municipality and confirm
its status and intended level of completion at the estimated date of traverse. Contact the respective law enforcement agency
to provide advance notification and coordination. Take remedial action to minimize traffic delays and potentially unsafe
conditions.
Examine the intended route for the presence of railroad crossings. Review each crossing's profile or any other crossing
information noting crossing grade/slope and rail crossing traffic volume, schedule and type. Make an advance contact with
the respective railroad as required and if in doubt that the load can safely negotiate the crossing then coordinate the need
for an alternate route with the carrier and permitting official.
Examine the intended route to plan for safe temporary stops and overnight layovers. The potential for driver fatigue, as well
as, load characteristics should be considered when planning for the temporary stops. Identify safe and secure parking for
all temporary layove rs recognizing that it may be necessary to secure the load at an interim authorized site and for the
commercial driver to ride wi th the pilot car driver to the layover destination.
Prepare or secure previously prepared Route Sheets. Review the Route Sheets ensuring an accurate and comprehensive
representation of the authorized route prior to distribution. Distribute copies to the team as soon as the load movement
route can be confirmed.
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Permit Review
Permits authorize the movement of oversize/overweight loads upon highways under the jurisdiction of the authorizing
office. They are required for oversize/overweight load movements and specify a route, with a designated load, for a
designated period. Generally, a permit is issued for a single trip; however, annual multi-trip permits may be issued for the
recurring transportation of specific commodities. Permits may specify conditions, such as:
Transpo rtati on equipment compliance with state-specific provisions and laws regarding the use, operation, and
licensing of motor vehicles
Temporary suspension or restriction of the permit when hazardous traffic, weather, or other conditions are present
Compliance with the permit specified speed limit for specified highways or sections of specified highways or if a
speed limit is not specified on the permit then compliance with all posted speed limi ts an d "advisory speed" signs
Indemnification language andlor "hold harmless" clause for the issuing jurisdiction
Prohibition against convoy participation unless specifically authorized in individual permits for each participating
vehicle
Permits can be designated null and void and thus declared non-existent under varied conditions, such as:
If the permitted load is transported either before or after the designated times and dates
If the permit has been altered or any attempt to alter the permit is apparent
If there are discrepancies between the permit load description and the acrualload being moved und er authority of
said permit
If there are load movement deviations from the permit specified load movement route
Use the Pre-Planning Phase, or as soon as the permit is available for review, to examine conditions and provisions of the
authorizing document. Crosscheck load logistics to the permit for compliance with:
Dates of travel
Point-of-origin, permitted routes, and point-of-destination
Load dimensions
Travel restrictions
Equipment requirements
Escort requirements (law enforcement and pilot car escorts) including utility co mpany assistance/bucket vehicle
support etc.
Railroad grade restrictions
Other special provisions
E xamine the permit for any requirement for additional mun icipality permits, verify compliance with any such requirements,
and review the resulting permits for additional conditions and provisions.
Vehicle and Equipment Checks
The pilot car escort's responsibilities extend beyo nd physically transporting the "OVERSI ZE LOAD" warning sign. As a
member of the load transporting team, the pilot car escort performs critical tasks during every phase of the oversize/overweight
load movement. The safe movement of the load is, in part, dependent on the team dynamics, team member skill level and
judgment, and the extent and operational quality of supporting equipment. T he pilot car escort is responsible to ensure that
they and their vehicle are properly equipped to handle any anticipated and unforeseen situation.
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State-specific standards may exist for the pilot car escort vehicle and for mandatory and supplemental on-board equipment.
These standards may extend to a vehicle certification andlor sticker requirement. Additionally, the Code of Federal
Regulations (CFR) Title 49, Volume 4, Chapter III, Part 393, Section 393 .95 (See Appendix I) provides regulations on
emergency equipment requirements for commercial vehicles. Review and ensure compliance with the ap propriate state
standards and familiarize yourself with CFR Title 49 equipment regulations. Although the pilot car escort vehicle does not
fit the definition of a commercial vehicle, as documented in CFR Title 49, there may be in stances during the load
movement, such as emergency response situations, that may require a team response. This team response includes the
commercial load driver and as such requires compliance with the provisions of CFR Title 49. Review and ensure
compliance with the appropriate state D epartment of Motor Vehicle provisions of the law regarding the use) operation and
licensing of pilot car escort vehicles. The Commercial Vehicle Safety Alliance (CVSA), Law Enforceme1lt Escort Best
Practices Guidelines, dictate that the oversize/overweight load escorting officer should ensure that the pilot car escort vehicle
is equipped with the following :
Flags
Warning lights
Mirrors
Measuring device
Rad io
Fire exti nguisher
Flares or reflectors
Traffic control sign
Safety clothing
Flashlight
Signs
Spare tire
Compliance with the Pilot Car Escort Best Practices Guidelines ensures compliance with the afore-listed pilot car escort
vehicle equipment law enforcement escort assessment.
Use the Pre- Trip Vehicle Checklist (Suggested Format, Appendix C) to document equipment inventory and the assessment
of its operational quality. Promptly resolve equipment vo ids and operational deficiencies. Under no circu mstances should
the oversize/overweight load movement proceed when pilot car escort vehicle equipment deficiencies exist.
The following represents the "Best Practices" for pilot car escorts on-board vehicle equipment.
Lights
Top-mount two or more high intensity amber flashing or rotating lights, visible for a full 360 degrees for at leas t 500 feet
in daylight conditions. Carry replacement bulbs.
IUustration 1.
Light Placement
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Si g ns
Securely attach a top-mounted "Oversize Load" sign that is visible from the front and the rear of the vehicle from a distance
of 100 feet. The sign should be at least 12 inches by 60 inches (1 foot by 5 feet). Black letters that are not less than 10 inches
high with a 1-inch brush stroke should clearly note "OVERSIZE LOAD" on a yellow background. Maintain the sign in good
condition and if night movements are authorized for the traversed state then ensure the sign is of a reflective material.
60"
t
Illustration 2 . "Oversize
Load" Sign Dimensions
12"
~
B l ack I c H e rin g
IOVERSIZE LOADI
10" high u s ing"
a ' " brush
s trok e
Pilot car escort company signs should minimally include the name of the pilot car escort business and the state of business
operation. Attach company signs to both sides of the escort vehicle. Use lettering that sharply contrasts with the sign
background color and ensure sign visibility at a distance of 50 feet.
Illustration 3.
Oversize Load Sign Mounting
Illustration 4.
Company Sign Placement
Fl ags
See CFR Title 49, Secti on 393.95, Section 304, 1655; 1.48(b) an d 301.60 (See Appendix I) for regulations on emerge ncy
£lags for commercial vehicles. Comply with state- specific standards for the number and placement of escort vehicle flags.
Top-mount tvvo or more red or orange 18 inch square flags to the escort vehicle at an upright or an approximately 45degree angle to promote visibility. The U.S. Department of Transportation (US DOT), Federal Motor Carrier Safety
Administration (FMCSA) requires a minimum of red 12-inch squares. Routinely replace flags to maintain material quality
and color.
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Illustration 5. Light/Sign/Flag Placement, Top View
Two-way El ectro nic Comm unicatio ns
Timely communicatio n of accurate information is vital to the safe movement of oversize/overweight load s. Nothing less
than effective communication equipment and procedures are acceptab le. Although technological advances in
communication equipment exist, the eB radio is the best equipment for this application.
The eB Radio Service, a private two-way voice communication service, is the most reliable mechanism to facilitate quality
communications among the oversize/overweight load movement team. The eB communications range is from one to five
miles and it operates at a band plan of26.965-27.405 M H z. Users may not raise the power output of their CB units and
the attac hment of a "linear u , "linear amplifier" or any other type of power amplifier is proh ibited. Any internal modification
to the CB units is prohibited. The CB Radio Service comes under the regulatory jurisdiction of the Federal
Communications Commission (FCC) . Ensure compliance with CFR T itle 47, Section 95, Subpart D (See Appendix ] ),
which prescribes all operating requirements for CB radios.
There are 40-shared CB channels available for usagej however, there are no channels authorized in the CB Radio Service
above 27.405 MHz or below 26.965 MHz. No CB channel is assigned to any specific individual or organization. Channel
9 is used for emergency communications or for traveler's assistance .
Arrive at the staging area with a permanently mounted operable CB radio and a back up uni t. Confirm that effective
communications equ ipment and procedures are in- place prior to initiating the load movement.
Prot ective/Safety Clot hing; Ref lecti ve Vest, Shirt or Jacket
Equip the escort vehicle with a reflective vest or jacket, orange gloves and a hard hat for use in the event of an emergency,
restricted staging area, or a situation requiring participation in a traffi c control capacity.
Sto p/S low Paddl e
Traffic control and emergency situations may require the use of
a stop/slow paddle. Equip the pilot car escort vehicle with a
stop/slow paddle that is at least 18 inches in diameter. T he
"stop" face must be red with white letters and the "slow" face
must be yellow with black letters. Maintain the paddle in good
working condition. A hand-held red or orange flag is highly
reco mmended as supplemental equipment for similar emergency
situations.
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Ji~,~-:i:~~~".~
!§~p~~
18"
SLOW
~~:
Illustration 6. Stop/Slow Paddle
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Fire Extinguisher
See CFR Title 49, Section 393.95 (See Appendix J) for regulations on emergency equipment on commercial vehicles.
Different types of fires require different types of fire extingui shers. Fires are classified as follows:
Illustration 7.
ABC's of Fire Extinguishers
Class A
Ordinary combu stibles or fibrous material, i.e., wood, paper, cloth, rubber and some plasti cs
Class B
Flammable or combustible liquids or gases, i.e., gasoline, kero sene, paint, paint thinners and propane
Class C
Energized electrical equipment, i. e., appliances, switches , panel boxes and power tools
Class D
Combustible metals, i. e., magnesium, titanium, potassium and sodium, which burn at high temperatures
and give off enough oxygen to support burning. These combusti ble metals may also react to other
chemicals and water and as such they are very hazardous
Fire extinguishers are classified to coincide with the type of fire to be extinguished, as follows:
Class A
Ordinary combustibles - extinguishing material is made of foam or dry chemicals
Class B
Flammable liquids or gases - extinguishing material is made of foam or carbon dioxide or halo
Class C
Electrical equipment - extinguishing material is made of dry chemicals or halon
Class D
Combustible metals - extinguishing material is made from dry powder agents designed
for these types of metals
Equip the escort vehicle with an accessible and properly filled lO-pound multi-purpose ABC-rated fire extinguisher that is
securely mounted , freeze proof, and designed to permit visual inspection by designated state officials. Comply with statespecific regulations. The fire extinguisher must not use a vaporizing liquid that emits vapors more toxic than the
Und erwriter's Laboratories (UL) rating of 5 or 6. Be aware that the multi-use ABC-rated extinguishers can harm computers
and other electronic equipment and may not be affective for special types of loads. Ensure the on-board extinguisher is
appropriate for the load commodity.
Illustration 8.
ABC Fire Extinguisher
FIRE EXTINGUISHER USE - REMEMBER PAS S
1. Pull the pi n
2. Aim the nozzle
3. Squeeze the trigger
4. Sweep the extinguisher
P ull
Aim
Squeeze
Sweep
13
First A id Kit
First aid supplies are required to be readily available under CFR Title 29, Section 1910.151(b) (See Appendix K), and an
example of the minimal contents of a generic first aid kit are described in American National Standard Institute (ANSI)
Z308.1-2003 "Minimum Requirements for Workplace First Aid Kits" (See Appendix L). The American Red Cross also
provides guidance on the anatomy of a first aid kit at their web site \vww.redcross.org.
Have a well-stocked first aid kit readily available to address emergencies. First aid kits come in many different sizes and
configurations. They can be purchased from drug stores, local American Red Cross chapters or they can be made by the
pilot car escort. Whether the kit is purchased or made, ensure that it has all items that may be needed in the anticipated
emergency situations. Srock the first aid kit with emergency phone numbers and personal medication. Examine the kit
regularly, check expiration dates and replace any used or out-of-date conten ts. Regularly check flashlight batteries for
operational quality. The contents of a first aid kit can be dangerous in the hands of young children. Store the kit in an
accessible and yet secure place out of the reach of young children.
The American Red Cross recommends the following contents for a first aid kit:
Activated charcoal (use only if instructed by
Poison Control Center)
Adhesive tape
Gauze pads and roller gauze (assorted sizes)
Hand cleaner
Plastic bags
Antiseptic ointment
Scissors and tweezers
Band- aids (assorted sizes)
Blanket
Cold pack
Disposable gloves
Small flashlight and extra batteries
Syrup oflpecac (use only if instructed by Poison
Control Center)
Triangular bandage
Pilot car escorts who assist in the movement of unique or hazardou s loads may need to enhance their first aid kits.
Consultation wi th the local fire/ rescue department, appropriate medical profess ional, or local emergency room may be
helpful to pilot car escorts encountering these circumstances. By assessing the specific needs of these more volatile loads,
pilot car escorts can ensure th at reasonably anticipated supplies are available. A ssess the specific needs of routine loads
periodically and augment rhe first aid kit appropriately.
It is reasonably anti cipated that pilot car escorts will be exposed to blood and other potentially infectious materials while
using first aid supplies in emergency situations. CFR Title 29, Section 1910.1030(d)(3)(56 FR 64175) (See Appendix K)
provides the Occupational Exposure to Blood Borne Pathogens standard. It is highly recommended that the pilot car
escort's first aid kit includ e personal protective equipment such as gloves, masks and eye protection.
Reflective Triang les or Cones
See CFR Title 49, Section 393.95 (See Appendix I ) for the regulations on emergency equipment for commercial vehicles.
Section 393.95 sets forth various combinations of acceptable warning devices for stopped ·vehicles dictated , in part, by the date
the vehicle was equipped with warning devices, including:
Three liquid-burning emergency flares and three fusees (six fusees for vehicles equipped after 1/ 1174)
and two red flags or
Three
Three
Three
Three
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electric emerge ncy lantern s and two red flags or
red emergency reflectors and two red flags or
red emergency reflective triangles or
bi-direction al emerge ncy reflective triangles
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The pilot car escort "Best Practices" dictate that the escort vehicle must be equipped with three red emergency reflective
triangles and three or more 18 inch high reflective emergency cones. Liquid-burning flares, fusees, oil lanterns or any signal
produced by a flame are not recommended as supplemental warning devices by the pilot car escort "Best Practices" . Review
CFR Title 49, Section 393.95 (See Appendix I) for restrictions 011 the lise ofjlnme-prodllcing devices on commercial vehicles
equipped to carry or carrying explosives, flammable gas, flammable liquids or any commercial motor vehicle using
compressed gas as a motor fuel.
Vertica l Clearance Measuring Device/Height Pole
A vertical clearance measuring device may be required by the pilot car escort when escorting overheight loads and/or when
performing a route survey for an overheight load. Some states, through their transportation departments, collect and make
available roadway images and statistical data including vertical cross slope and horizontal geometry information that may
be beneficial when preparing an overheight route surveyor escorting an overheight load. This information can assist the
pilot car escort when completing the Assignment Risk Assessment (Suggested Format, Appendix B).
State-specific regulations dictate when a vertical measuring device is required for the movement of a permitted overheight
load; however, the pilot car escort "Best Practices" recommends that an accurate vertical clearance measuring device be used
in all cases where the commercial load has a height, inclusive of the load,
load-holding devices, and skid boards, that exceeds 14 feet 6 inches. The
measuring device must be front mounted on the lead escort vehicle and be
stabilized at a height 6 inches above the determined critical clearance unless
otherwise dictated by state-specific regulations. It is unlawful to operate a
vehicle over or on any bridge or through any underpass or similar struchlre
unless the height of the vehicle, including its load, is less than the vertical
clearance of the structure as recorded on the state's records for vertical
clearance measurements of grade separation structures. The vertical height
indicator should be constructed of a non-conductive, non-destructive,
flexible or frangible material and should be retractable, telescopic or
dismountable for storage during non-usage. Any vertical measuring device
used by a pilot car escort shall be designed and operated so as to avoid any
damage to overhead structures . The measuring device shall be securely
affixed to the pilot car vehicle, and shall be operated in a manner that does
not create a hazard to surrounding traffic. Ensure that the lead escort has
unobstructed visibility of the vertical measuring device and that taking a
real-time device reading does not interfere with the escort's ability to safely
navigate the escort vehicle, operate the communications equipment, and
complete the full range of pilot car escort responsibilities.
Illustration 9. Height Pole Placement
Maps
Equip the escort vehicle with quality up-to-date maps that cover the full scope of the load movement route or a global
positioning system, curfew maps, permit route maps, weight restricted bridge maps and width restriction maps for the
planned route. Regularly examine maps for quality an d replace any obsolete, worn or out dated maps. Store maps in a
manner that provides accessibility and readability. Lam inated spiral bound storage is recommended.
Spare/Replacement Equipm ent
Carry appropriate spare and replacement equipment, including but not limited to, flashlight batteries, two-way
communications, tires, red or orange flags, fuses and light bulbs. Regularly scheduled examination and maintenance of the
escort vehicle an d onboard equipment will minimize the necessity to engage spare and replacement equipment.
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Fl ash light (Traffic Wand)
Carry at least one operating traffic wand flashlight that is equipped with a safety nose cone. The wand must be configured
with a display that uses light emitting diode (LED) and can be seen for 500 feet. It is recommended that the wand be
impact and water-resistant, have a non-slip handle, an easy on-off switch and be visible in the day or night. Change the
batteries as par t of a regularly sc heduled equipment examination and maintenance an d carry spare batteries as part of the
spare and replacement equipment items.
Schedule the escort vehicle for routine maintenance that includes, but is not limited to, an examination of tire condition and
air pressure, hose quality, fluid levels, operational status of the vehicle horn, window performance, odometer and speedometer
accuracy, battery life and light performance. The escort vehicle must reflect the same professional appearance as the pilot
car escort. Document individual vehicle preventive maintenance for administrative purposes and record the date of the last
regularly scheduled vehicle preventive maintenance on the Pre-Trip Vehicle Checklist (Suggested Format, Appendix C).
Escort vehicle insurance requirements are governed by state-specific regulations. Review and ensure compliance with the
appropriate jurisdictional regulations. Some states set minimum liability insurance levels th at must be current while
performing services as a pilot car escort. Although neither FHWA nor FMCSA requires pilot car escorts to have
commercial driver insurance, the states that you operate in may have stringent insurance requirements. Take particular note
of any states requiring a million dollars in liability insurance and a provision that the state be named as an additional insured
on the policy. States that requ ire a certification or sticker for the escort vehicle may include a requirement for the
production of proof of insurance at the state required level in order to meet certification or secure the vehicle sticker.
Pilot Car Escort Checks
It is the pilot car escort's responsibility to be familiar with all the rules and regulations governin g the pilot car escort
industry and to operate legally in all aspects of business operations. Some states have escort certification requirements or
more stringent standards for individuals to operate as a pilot car escort. Operating across state lines may result in a change
in escort requirements. Plan for these changes in adva nce and make escort assignments accordingly to ensure compliance
with all state provisions.
Comply with state-specific age requirements for pilot car escorts and recognize that a certain level of experience and
maturity is needed to make time sensitive and potentially life threatening decisions, which are frequently faced by the
professional pilot car escort. VerifY that the assigned escort meets age requirements and possesses the appropriate level of
maturity and years of experience to contribute to a high level of safety.
The pilot car escort's health and physical condition are important as a foundation for the safe movement of overdimensional
loads. The pilot car escort must be in top physical, mental and emotional condition during all phases of the
oversize/overweight load movement assignment. Pilot car escorts must not be under the influence of any medication,
narcot.ic or alcohol that could potentially impair their abili ty to safely execute their responsibilities.
Comply with state-specific requirements for the licensing of pilot car escorts. The assigned pilot car escort must possess the
appropriate type of license. An escort with a suspended license cannot legally operate a pilot car esco rt vehicle in any state.
Some states, in particular those with pilot car escort certification programs, may require general pilot car escort traini ng
and/or traffic control or flagging training. Ensure compliance with appropriate escort training requirements and maintain
administrative files to document dates and types of training afforded pilot car escorts.
Although pilot car escorts are not currently required to maintain service logs and do not corne under commercial carrier
hours-of-service regulations it is important that assignments be scheduled to ensure that the escort is free of the affects of
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fatigue. Regardless of government mandates, pilot car escorts must understand their body's natural clock and recogn ize
early signs of fatigue. If the pilot car escorts are not able to respond to events occurring around them as quickly as they
should, then they are com promising safety. The assigned escorts must be in a job-ready state prior to executing their
responsibilities. For multiple day ass ignments, review the planned layover schedule to ensure adequate periods of rest.
The body has natural patterns of alertness and rest. The time of escort service is as important as the hours of service. If
the pilot car escort's customary time of rest is midnight to 6 a.m., then performing escort services during that normal rest
period increases the risk of fatigue. Research confirms that this time period and a couple hours after lunch are the toughest
times to stay awake. Even with adequate periods of rest built in to the load movement assignment, particular attention
should be given to the team's level of alertness during these more vulnerable time periods. The individual team members
should serve as a safety net for the entire team by alerting members to obvious signs of the onset of fatigue. Of course,
fa tigue can strike at any time. When it begins, have the courage to speak up and to say "no" to that urge to gut it out and
keep driving. Fatigue means your body is shutting down, and the only way to shut down safely is to get some sleep.
There is no shortage of research, studies, and publications on the affects of fatigue on cognitive and motor skills. For
example, FMCSA (previously the FHWA Office of Motor Carriers) completed ten driver alertness and fatigue related
projects during 1995-98. The D river Fatigue and Alertness Study, involved real revenue runs, 4 different driving schedules,
80 drivers and more th an 200,000 miles of highway driving. Major findings included:
Driver alertness and performance were more consistently related to time-of-day than to time-on-task. D rowsiness
episodes were 8 times more likely between midnight and 6am than during other times.
During their daily main sleep period, drivers slept for only about 5 hours, which was 2 hours less sleep than their
"ideal" requirement of slightly over 7 hours.
Drivers' stated self-assessments of their levels of alertness did not correlate well with objective measures of
performance. Drivers were not very good at assessing their own levels of alertness.
There were significant individual differences among drivers in levels of alertness and performance.
These major findings support the pilot car escort "Best Practices" recommendation that the time of service is equally as
important in assessing the potential risk of driver fatigue as are the hours of service. E ach team member has a responsibility
to assess individual member fatigue and to promptly voice any resulting concern s.
Fatigue affects physical and mental alertness, decreasing the individual's ability to operate a vehicle safely and increasing
the risk of human error that could lead to fatalities and injuries. Sleepiness slows perception and reaction time, decreases
awareness, and impairs judgment, driving performance, vigilance, attention, and information processing. The Arizona
Department of Public Safety developed a self-evaluation to assess the onset of fatigue that can serve as a guide to the
overdimensional load movement team in objectively evaluating fatigue. The self-evaluation involves responses to the
following questions:
H ave you been tailgating?
Are you changing lanes for no apparent reason?
Pue you having a difficult time maintaining a constant speed?
Are you braking for no apparent reason?
Are you driving on the white lines?
D o you keep jerking the wheel to stay in your lane?
H ave you drifted onto the shoulder?
Are you constantly shifting in your seat?
Did you lower your window for fresh air?
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Are oncoming headlights bothering you?
Are your eyes closing or going out of focus?
Are your eyes starting to burn?
Are you having wandering or disconnected thoughts?
In the last hour, did you calculate the exact time you would arrive at your destination?
Have you adjusted your radio more than once in the last hour?
Do you need stimulants, such as coffee or soda, to stay alert?
Did you forget to turn off your turn signal from the last lane change?
Pue other vehicles getting on your nerves?
Are you unaware that you are being passed by other vehicles?
Are you unable to remember the last warning sign you passed?
Affirmative answers to four or more of the self-evaluation questions, may be indicators of fatigue. The pilot cac escort must
understand the risks of fatigue and be able to make the right choices about performance and readiness level. Falling asleep
on the job is NOT an option!
The pilot car escorts' appearance should echo their professional performance. Pilot car escorts are prohibited from
displaying any badge, shield, emblem or uniform of color or design that may be mistaken for law enforcement badge,
emblem or uniform . Uni ted States Code Title 18 Section 912 (See Appendix M) makes it a federal crime to impersonate
an officer. It is not uncommon for states to have similar statutes on record.
Contingency Plan Preparation
EXPECT THE BEST - BE PREPARED FOR THE WORST! Contingency plans are the survival tools of emergencies.
A contingency plan simply outlines what the overdimensional load team will do if something negative impacts the original
load movement plan. The outline calls into effect a plan of attack that can be immediately implemented to compensate for
the negative change, maintain a high level of safety, and cause the least amount of physical and fi nancial damage.
An "Emergency" means an event requiring prompt action to mitigate a threat to the health and safety of the public or a
threat of damage to property.
A documented contingency plan that details the who, what, where, when, and, how the load movement team will respond
to the emergency is the best way to assure compliance with governing regulations, maintain a safe environment and avoid
liability. Communicat.ing the plan with every member of the overdimensionalload movement team is just as important as
having a plan. Keeping it up-to-date, with names and phone numbers of emergency responders, is also key to its
effectiveness. The diverse nature of the load movement stakeholders dictates an integrated and communicated plan. The
individual team members may effectively handle emergency situations in their dispatch locations, yet be less prepared to
handle similar emergencies over the road with less familiar partners. Highly trained personnel and specialized equipment
can work safely and effectively within familiar confines of the dispatch facility. But what happens when people from
different ve nues are asked to travel hours from their stationary environment and respond as a team to a time sensitive and/or
potentially fatal emergency situation? Adverse weather, unfamiliar site conditions, and different regulatory authori ties are
some variables that can impact the team's effectiveness.
I t is impossible to plan for every contingency but thinki ng about ali the possibilities is a simple way to prepare for the
unexpected. When deciding what contingency plans to document, consider all activities with which the load movement
team is involved that have the potential to generate an emergency situation. A review of the Assig1lment Risk AHeSJmel1t
(Suggested Format, Appendix B) can be a good starting point to identifY potential emergency situations. A contingency
plan can be thought of as answers to a series of !lwhat if' questions.
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For example:
What
W hat
What
What
What
What
if there is a team vehicle breakdown?
if the load makes contact with an overhead obstruction?
if the load becomes lodged on a railroad crossing?
if an enroute non-stationary transfer of pilot car escort responsibilities is necessitated?
if there is a fire in the area of the flammable load?
if there is a load spill or container leaks of hazardous waste?
In its most simplistic fo rm, the contingency plan lists the appropriate "what if" questions and the specific steps that the
team must take if such an emergency occurs. I n its executed stage, the conti ngency planCs) action steps are reviewed with
the team so they are informed about individual responsibilities in the event of an emergency. Contingency plans need not
be elaborate but should be specific and make as few assumptions as possible. REMEMBE R no one has time to read a
plan when the incident occurs. Each team m ember must be thoroughly familiar with the plan and with his or her
individual responsibilities prior to initiating the load movement.
Producing a contingency plan has three benefits:
1. Assists in
2. Assists in
the team;
3. I dentifies
identifying risks and potential risks;
iden tifying what measures need to be put in place for asset protection and the well being of the public and
and
individual, group/organization roles and responsibilities.
Keep the contingency planes) simple and to the point. This is not a writing exercise but rather an exercise in planning for
a safe load movement. A sample contingency plan is attached as Appendix E; however, the template is only provided as a
guide to create a user-friendly format.
H ighway accidents involving overdimensional vehicles can produce serious and fatal consequences. As a result, more
carriers are taking steps to prepare for emergencies before they occur, Measures include training drivers in emergency
handling and equipping trucks with specialized emergency kits. Many carriers have prepared highly detailed contingency
plans to be followed in the event of an emergency. In the interest of efficiency, prior to preparing load specific contingency
plans, inquire wi th the carrier regarding the existence of previously prepared contingency plans that may have applicability
to the current load movement assignment,
The best contingency plan includes telephone numbers of regulatory authorities and firs t responders for each jurisdiction
in which the overdimensionalload will traverse, Confirm emergency numbers with the team including utility companies,
railroads, law enforcement, escort company and carrier contacts, construction project contractors and permitting officials,
T he plan should also include team member assignments and other key information needed to respond quickly to the
emergency. A pp ropriate response options should be listed for every situation that has the potential to generate an
emergency.
Emergency preparedness is part of the pilot car escort's responsibilities, an d this aspect should not be taken lightly. It is in
the best interest of the pilot car escort industry to take a positive attitude to identifYing potential emergency situations and
to planning for their occurrence,
At first glance, contingency planning may seem time-consuming and without value. It can also seem pessimistic: planning
worst-case scenarios can be depressing work when most pilot car escorts would rather be entering the load movement
19
assignment with a spirit of optimism. H owever, the very process of reviewing the contingency plan(s) with the load
movement team can ge t the entire group positively thinking about the importance of various aspects of the overdimensional
transport. In the competitive and safety sensitive environment of oversize/overweight load movement, the contingency
planning process can lead to implementing better standards of operation. When people take a closer look at their everyday
assumptions about work to ask a variety of "What if. .. " type questions, the results can often lead to more efficient processes
and procedures.
D ocument all actual emergency situations, actions taken in response to the emergency, calls made to report the emergency
and work performed by emergency responders on the After Actioll Report (Suggested Format, Appendix H).
BOTTOM LINE: EMERGENCY CONTINGENCY PLANS CAN REDUCE
FATAL, DISASTEROUS, AND COSTLY RISKS.
State-Specific Regulations and Statutes Review
As a final step to the Pre-Trip Planning Phase, review jurisdictional regulations and statutes for applicability. Ensure
compliance with pilot car escort certifications, vehicle stickers, insurance requirements and equipment standards. Noncompliance can result in a voided permit, delays, and financial consequences.
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CHAPTER TH REE
Pre-Trip Meeting
Chapter Overview
Team Identification
Job Hazard and Safety Analysis
Permit Review
Communications Review
load Movement Preparation
Chapter 3 covers the team coordination meeting for a stationary initiation or transfer of pilot car escort responsibilities at
the point of origin or at a transfer site. Chapter 4 addresses modified procedures for a pre-trip meeting associated with an
enroute non-stationary transfer of pilot car escort responsibilities, i.e. a "pick-up on the move".
The procedures outlined for the pre-trip meeting phase of the oversize/overweight load movement accomplishes the
following goals:
Establishes team dynamics
Compares the permit information to actual
Reviews route risks, load specific safety hazards and contingency plans
Tests communication equipment and techniques
Prepares vehicles for the load movement
Objectives established during the pre-trip planning phase and the preliminary findings and procedures set in motion during
the planning phase are confirmed and validated during the pre-trip meeting phase. The pre-trip meeting is a double check
and safety net to catch issues and problems that may have been overlooked, under researched, or misunderstood during the
planning phase. It also serves to develop effective team dynamics that ultimately playa significant role in contributing to a
successful and safe load movement.
Team Identif ication (Team Dynamics)
J¥hat is a team?
A team is a group of individuals brought together in order to accom plish a task that cannot effectively or efficiently be
completed by an individual. This group may be temporary or long term in nature. The length of time that the team will
be together impacts the ability of the individuals to work together. The team may contain individuals of varying expertise
to create cross-functionality in order to accomplish the assigned task{s) in the most efficient and effective manner.
In the case of the permitted overdimensionalload movement, the configuration of the transportation team and the duration
of its term are usually di ctated in the permit. In its simplistic form the load movemen t team may consist of the load driver
and a pilot car escort or it may be more complex by extending the team to include additional pilot car escorts and law
enforcement escort{s). Occasionally supplemental team members may temporarily augment the original team to provide
specialized skills for specific tasks or scenarios such as utility company support.
23
The first step to developing effective team dynamics for a successful load movement is to establish visual and voice
recognition for each team member. Initiate introductions and assess the needs and expectations of all of the team members.
Discuss individual roles and responsibilities and promptly resolve any discrepancies surfaced during this discussion. Get to
know the team members and develop positive working relationships through exhibiting a spirit of cooperation,
professionalism and skill.
Establish interactive communication practices during this early stage. Com mun ication is measured by its effectiveness.
Ensuring a success:fulload movement involves establishing and main tai ning methods of effective communi cation . This
often requires speaking and listening in the language of anorher team member. Recognize that team members may exhibit
verbal and non-verbal behaviors that should be considered while working with them. Observing these behaviors can assist
in understanding their points of view, their desi res, and their abilities. Developing effective communication offers the team
greater flexibility and speed during the decision-making process, a team characteristic that is vitally important during an
emergency situation.
Negotiation is the grease that keeps the team moving forward and ultimately contributes to a success:ful assignment. The ability
to settle discrepancies and to successfully modifY procedures is critical to the success of the load movement. T hroughout the
load movement the team has to tweak plans within the scope of the permit to keep the assignment on course.
Problem resolution involves accurately identifying what a problem is and knowing what to do about it. For some team
members, problem solving may come naturally. Other team members may dislike co nfrontation and will avoid it at any
cost. Regardless of the comfort level of individual team members, problem resolution provides an opportunity to improve
established practices and standards of operation. All issues and problems must be addressed and resolved before the load
movement can proceed. A successful load movement can only be anticipated if individual team members are working
towards the same goal with agreed upon objectives to get there.
The team may wish to establish decision-making procedures aside from those documented in continge ncy plans although
each team member is designated as a Safety Officer and, as such, has the responsibility to immediately stop the load
movement if an unsafe condition exists. To work in the team effectively, it is necessary to take into account the expertise
of individual members. The delegation of tasks may depend on the specialized skills of the individuals.
Effective teams share some important traits. Two of those traits are clarity about what they are going to do and a realistic
awareness of what it will take to do it. Establishing a strong working relationship with the members of the team during
the pre-trip meeting phase allows the team to efficiently provide a service that is effective, safe, and of high quality. This
results in the best possi ble completion of the load movement through proper team collaboration.
Job Haza rd and Safety Analysis
Complete the Assignment R isk Assessment (Suggested Format, Appendix B), initiated during the pre- trip planning phase.
Ensure recommended actions are documented in response to all load specific risks, potential road, traffic, and weather
related risks/hazard s, and for questionable railroad crossings. Review commu nication procedures to relay impending
emergency si tuations throughout the team and procedures to discontinue the load movement.
When transporting hazardous materials, ensure that the required U.S. Environmental Protection Agency (EPA) and state
agency advance notifications were com pleted. Iden tify any railroad crossing an d tunnel restrictions and any corresponding
requirements for advance notifications. Review specialized emergency equipment requirements for hazardous material
loads, as necessary, and make each team member aware of the location of emergency equipment. Complete a contingency
plan (Sample P lan, Appendix E) for response to a hazardous waste spill, as appropriate.
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Assess and record recommended actions on the Auigl1ment Risk Assessment for load limitations resulting from minimal
ground clearance, load height, and maneuvering and turning limitations. The successful movement of a load with these
conditions is based on mathematical and scientific properties. Fortunately the load movement team is not expected to know
or execute any of these properties; however, they are expected to use common sense, knowledge and experience to assess the
potential risks associated with each scenario and condition.
Limited ground clearance is of particular concern if the permitted route includes traversing railroad grade crossings or any
uneven ground surface. The completion of a route survey is highly recommended if the assignment includes a load with
limited ground clearance and the permitted route includes railroad grade crossings. It is also highly recommended that the
pilot car escort assigned the load movement complete the route survey and that advance notification be made to the railroad
superintendent (See Appendix N, Railroad Contact Numbers).
Railroad crossings are extremely hazardous - even when a route survey is completed. The final responsibility of making a
safe crossing rests with the load movement team. Whether the load is flammable, hazardous materials, valuable
commodities or machinery, trains never come out "second best" ---the load does.
Trains cannot stop quickly. It can take in excess of a mile for a train to stop once the emergency brakes are applied.
When an engineer can see an obstruction at a crossing, effectively about a half-mile ahead of the crossing, it is already
too late to be able to avoid a collision . Most freight trains average one mile in length and travel at 50 miles per hour
(mph) to 60 mph. At this speed, the freight train can clear the railroad grade crossing in about one minute. At a
reduced speed of 30 mph, the same freight train needs tvvo minutes to clear the crossing. A freight train traveling at
55 mph takes app roximately 1 to 1112 miles to come to a complete stop. Traveling at the same speed, a passenger car
can stop in only 200 feet.
Train stopping distance, as with commercial vehicle and passenger car stopping distance, is the sum of several factors, including
but not limited to, perception time, reaction time, brake lag, and braking distance. Braking distance is affected by wheeVtire
friction/traction. The contact area between a train's steel wheels and the steel rails is about the size of a dime, resulting in limited
friction . By comparison, the contact area between a motor vehicle's rubber tires and asphalt or concrete is greater, creating more
traction.
A lSO-car freight train has app roximate stopping distance as follows :
At 30 mph - 3,500 feet or 2/3 of a mile
At 50 mph - 8,000 feet or 1 1/2 miles
A 8-car passenger train has approximate stopping distance as follows:
At 60 mph - 3,500 feet or 2/3 of a mile
At 79 mph - 6,000 feet or 1 1/8 miles
The only way to avoid a crash at a railroad grade crossing is to not be on the tracks at the same time that a train is there.
The presence of a low clearance load increases the probability of the load becoming lodged on the tracks. When
performing the route survey evaluate the need to use the designated crossing versus suggesting a different crossing, which
holds a lesser risk. Better routing may remove all of the risk. Whenever approaching a railroad grade crossing, always
evaluate it to determine if the load can cross the tracks completery without having to stop partially across the rails. Be aware
that a train is three feet wider than the rails on each side . D etermine if a traffic control device (signal light or stop sign)
is far enough past the tracks to provide ample stopping room for the overdimensional load. Look for a sign indicating that
there are multiple tracks, which can create additional hazards.
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Whether a route survey is performed or nor, assess the following characteristics for each railroad crossing. Any deviation
from the norm for any individual characteristic is cause for concern and should be further assessed for its potential impact
on the safe movement of the load.
Rise (upward slope) of the crossing fro m the level road approaching the crossing on the ascending edge
Drop (downward slope) from the crossing to the level road on the descending edge
Length of the top of the crossing, or the number of tracks in the crossing
Approach to the crossing, straight, turn, or curve
D escent from the crossing, straight, turn, or curve
Requirement and instruction for advance notification
Some states maintain railroad grade crossing profiles that include much of the aforementioned crossing characteristics.
Take advantage of available data in assessing the crossing risk. In 1994, SC&RA published a handbook, Railroad Grade
CroJSing By Permit, which summarized individual state regulations regarding the movement of heavy equipment at railroad
grade crossings. It discussed state-specific requirements regarding advan ce notification, stopping at railroad grade
crossings, and restric tions on load clearance. T hereafter, SC&RA consolidated the railroad crossing info rmation into the
Permit Manual. The Permit Manual is distributed three times each year; however, state laws and regulations are subject to
change withou t notice. C onfirm the info rm ation contained in the Manual prior to the load movement.
Operation Lifesaver, a national, non-profi t education and awareness program is dedicated to ending tragic collisions,
fatalities, and injuries at highway-rail grade crossings and on railroad rights of way. The program offers relevant educational
materi als, including safety brochures and special inserts for professional truck drivers, emergency responders, and law
enforcement. Operation Lifesaver also publishes training fo r professional drivers. The module includes a safety video, a
student handbook, instructor guide, and qui z. (S ee Reference Section for further information. )
The signing and dating of the A ssignment Risk A ssessment by each team member denotes team concurrence with
recommended actions for potential risks and hazards. Do not proceed wi th the load moveme nt until concurrence is reached
on all recommended actions for potential ri sks and hazards.
Many facto rs and variables impact overdimensional load involvement in fatal crashes; speed , maneuverability, stopping
distance, and inte raction with other ve hicles playa significant role. Understanding the challe nges and limi tations involved
in maneuvering the overdimensional load helps the pilot car escort assess potential risks and alert the load driver with
enough time that appropriate adjustments can be made in order to maintain a safe transport. Some of the challenges and
limitations are su mmarized as follows and a more detailed discussion of the overdimensiona1 load maneuvering limitations
can be found in Chapter 5: Oversize/Overweight Load Movement, Maneuvering Techniques.
Blind Spots
Overdim ensional loads have more blind spots than other vehicles, and the blind spots are larger
To the extent possible, ensure all surrounding vehicles maintain sufficient distance to avoid traveling
in the load driver's blind spots
Passing
Overdimensionalloads require extended distance to negotiate passing maneuvers
To the extent possible, avoid situations where vehicles re-enter in front of the load too soon after passing
26
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Wide Turns
To safely negotiate a turn, the overdimensionalload may swing wide before turning
Ensure sufficient advance notice is provided to the surrounding traffic to afford the load driver an adequate turning
radius
Back in g Up
To safely move the overdimensionalload in reverse, the load driver must rely on the pilot car escort to alert him of
obstacles in the load's blind spots
Avoid situations requiring the overdimensionalload to be maneuvered in reverse
Ro lli ng Back
On an incline, the overdimensionalload has the risk of rolling back as the driver accelerates
When the load must be stopped on an incline ensure sufficient distance is maintained between the rear of the load
and any other obstacle or barrier
Review all contingency plans for emergencies prepared during the Pre-Trip Planning phase with the load movement team
and obtain the noted signatures. If a contingency plan is required for an enroute non-stationary transfer of pilot car escort
responsibilities then confirm the agreed upon point of transfer and the first authorized safe stopping site following the
transfer.
Permit Review
Use the Pre-Trip OverdimensiolZal Load Checklist (Suggested Format, Appendix D ) to record the findings from the
crosscheck between permit notations and actual data. Confirm accuracy of travel dates, travel times, point of origin,
destination, truck identification and license number, trailer number, route, and load dimensions. Load "width" is defined
as the distance between the outer most points, load "lengthll is inclusive of any projecting appurtenance from the front
andlor rear, and load holding devices, and load "height" is inclusive of the load, load holding devices, and skid boards. Any
discrepancies between actual data and permit notations require resolution prior to commencing the load movement.
If not previously noted, determine whether a route survey was performed and crosscheck the survey to the permitted route
noting any previously unidentified restrictions and potential risks. Obtain a copy of the route survey if possible. Complete
any contingency plans called for by newly identified potential risks and hazards. Discuss load specific safety issues and
related actio n plans. Confirm the related emergency response equipment is available and accessible to the team . Confirm
all permit conditions for advance notifications have been completed.
Complete a route sheet for the permitted route if not previously completed and distribute copies to the team. AT
MINIMUM, review the planned route with the entire load movement team and confirm team concurrence and
understanding of the plan. Cross-reference the planned route to maps and/or an electronic medium. It is imperative to
a successful load movement that each member of the team have a thorough understanding of the planned route, all related
potential risks and the planned response to the potential risks in the event that they become a reality. Compromising the
safety of the load movement by shortcutting the planning and preparation phases of the load movement assignment is
NOT an option.
Communications Review
Confirm that all team members are equipped with operable two-way communication capability. Confirm equipment crossfunctionality and review communication procedures including the channel and the alternate channel that will be used for
the duration of the assignment. Review communication procedures for emergency response situations and execute a test
run on the system, including the backup equipment.
27
Identify alternative forms of communication an d related procedures to be adopted in the event of two-way radio
communication equipment failure. In the event that all forms of electronic communication equipment become inoperable,
the load should be parked at the first available safe site until adequate communication capability can be resumed.
Load Movement Preparation
The vertical-clearance measuri ng device (height pole) is a necessary tool when escorting an overheight load. The mounted
and set height pole assesses the load's clearance capability when passing under overhead obstacles such as wires, traffic
ma nageme nt lights, overpasses, and low clearance bridges.
H eight poles must be constru cted of a non-conductive material, have adjustable setting capability, and must be non
destructive. Although durable in construction, the height pole must be designed with storage in mind . The pole must be
capable of being removed or retracted during periods of non-use.
Measure the load and set the height pole with the assistance of the load driver, consistent with state regulations, and/or
permit specifications. Do not take someone
else's word for either of these critical safety
IlRlOOEQRSTIWC1\IflE
measures. If th e heigh t setti ng is not
dictated, set the pole at a stabilized setting of
6 inches above the height of the load. Obtain
the load driver's concurrence with the height
setting. Verify the pole and the setting are
stationary and can be clearly seen without
impairing the operational visibility of the pilot
car escort. Reset the height setting as
necessary
upon
encountering
new
jurisdictional regulations. Routinely examine
the vertical measuring device for its accuracy
and stability.
Illustration to. Measuring A n Overhead Structure
Remember that the pilot car escort, whose
vehicle is mounted with the vertical clearance
measuring device, must be driving far enough
ahead of th e load driver to take criti cal
measurements of overhead obstructions, to
radio the load driver of potential problems or
give special instructions, and provide sufficien t
time fo r the load driver to adj ust the movement
plan and/or bring the load movement to a halt.
The load driver cannot see the height pole and
the driver must have sufficient time to stop,
change lanes, or maneuver through the
hazardous clearance situation.
::::-:~:---~--=-- --=:.---=-~~--=---=--~=--==-
-
---
------ -- -
---,--
-
. - -:. :- :.-
-- -
Illustration 11. Measuring Overhead Lines
The preferred method of measuring overhead obstacles is at the lowest point of the travel lane.
In final preparation for the load move ment, check and mount the "Oversize Load " sign, vehicle flags, and amber lights.
Confirm placement of the load movement team vehicles.
28
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CHAPTE R FOUR
Modified Pre-Trip Meeting
Chapter Overview
Contingency Plan Review
Minimal Safet y Procedures
Safety Stop
A stationary transfer of pilot car escort responsibilities is the preferred practice for commencing an escort assignment. The
stationary transfer affords the greatest opportunity to develop team dynamics and assess operational and safety risks;
however, this preferred situation is not always practical or feasible. Crossing jurisdictional boundaries often times makes it
necessary to transfer escort responsibilities in a non-stationary manner or as a "pick-up on the move", This type of transfer
creates new challenges; however, it should not be viewed as an opportunity to circumvent established safety checks and
standard operating procedures. Ironically, attention to safety must be enhanced during this more volatile situation. A nonstationary transfer of escort responsibilities does not minimize the pre-trip meeting reviews and checks; it merely delays
completion of some of the steps until an acceptable pullover can be executed. Proper risk analysis, permit review, and
communication equipment testing are essential elements of the safe transportation of overdimensionalloads, and regardless
of the exact circumstances encountered during the transfer of escort responsibilities each step must be completed.
An oversize/overweight load may not require a pilot car escort while moving on an interstate highway, yet require an escort
when exiting onto a two-lane road. Notice of the need for this escort support may evolve with little preparation time and
require a "pick-up on the move". The assignment commences wi thout the benefit of pre-trip planning, meeting, or PreTtip Overdimemional Load Checklist completion.
An enroute non-stationary transfer of pilot car escort responsibilities should only be executed when a stationary transfer is
impossible to make and should not be considered standard operating practice. Whenever possible, a safe and authorized
pull-over site must be identified during the planning phase for the load movement assignment to ensure that the successor
escort can complete all of the pre-trip meeting procedures. Well established contingency plans and operational and safety
analysis procedures can minimize risks and enhance the decision-making process during the less desirable enroute nonstationary transfer si tuation.
Cont ingency Plan Review
The necessity to make an enroute transfer of escort responsibilities should have been identified during the pre-trip planning
phase and an appropriate contingency plan prepared at that time. If possible, the successor escort should obtain a copy of
the appropriate contingency plan prior to making the exchange of escort responsibilities. Two options are available in
response to the need to make an enroute non-stationary transfer of escort responsibilities: 1) escort services can be
overlapped or 2) an enroute non-stationary transfer can be executed with an abrupt and complete change in escort services.
The contingency plan delineates the option selected to address the transfer and the corresponding operational and safety
procedures to be followed. Both options necessitate a subsequent pullover to address uncompleted pre-trip meeting reviews
and analysis. Option one is the preferred response and the "Best Practices" procedure for handling an enroute transfer of
escort responsibilities.
Option one involves both the predecessor and the successor escorts supporting the load movement from the point that the
predecessor escort is actually released of responsibilities until a safe stop can be made that permits the successor escort to
31
complete all pre-trip meeting risk and safety reviews. With this option, the predecessor escort has the benefit of having
completed a thorough risk, job hazard, and safety analysis that can be leveraged by the successor escort.
Option two involves the predecessor escort ceasing to support the load movement at the transfer point and the successor
escort assuming full responsibility for the load movement without the benefit of a pre-trip meeting or the experience gained
by the predecessor escort. This option should be the exception rather than the rule; it is the less desirable of the two options
and poses the greatest risk to a safe load movement.
Carefully review the contingency plan, prepared by the initiating escort service, to address the enroute non-stationary
transfer of escort responsibilities, making particular note of the option selected to execute the transfer.
Execute Minimum Safety Procedures
Regardless of the option selected to address the enroute non-stationary transfer of escort responsibilities or the procedures
set forth in the corresponding contingency plan, the following minimum safety procedures must be completed by two-way
radio communication within the team at the point of transfer.
Identify team co nfiguration and associate team members with voice recognition. Determine individual member roles
and responsibilities.
Verbally test communication equipment and determine compatibility with successor escort's communication
equipment.
Identify load specific risks and risk control measures. If available, review the Assignment Risk AsseSJmellt prepared by
the initiating escort service.
IdentifY any emergency situations encountered to date and any potential risks that were previously unidentified
andlor undocumented on the Assignment Risk Assessment. Determine the tea m agreed upon risk control measures for
the undocumented potential risks and what measures the team executed in response. to encountered emergency
situations to date . Determine if all required notifications have been made in response to the newly identified
potential risks.
Verify the existence of a valid permit and identifY any permit restrictions for the load movement.
Verify that the route sheet matches the designated permit route and inquire if any deviations to the designated permit
route have been executed to date.
Review vehicle positioning and any corresponding state-specific or permit designated vehicle positioning restrictions.
Ide ntify the next available safe pullover area.
Stop at the Next Safe Pull-Off
Complete the following remaining operational and safety reviews and analysis as detailed for the pre-trip meeting for a
point of origin or stationary transfer:
Review the load driver and law enforcement escort's expectations of the pilot car escort.
Identify load specific risks: fire, explosive potential, hazardous material, unique load configuration, collapsible or
fragile load, and time sensitive or perishable materials. Review predetermined response measures to these risks
andlor document team agreed upon responses on the Assignment Risk Assessment.
Ensure appropriate emergency equipment is on-hand and available to all team members.
Review communication procedures to transmit the presence of an emergency situation and to discontinue the load
movement.
Review load maneuvering limitations.
Review all contingency plans.
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0.8 MILE
AHEAD
CHAPTER FIVE
Oversize/Overweight Load Movement
Chapter Overview
Jurisdictional Vehicle Movement Law Compliance
Permit Requirements/Restrictions/Conditions Compliance
Vehicle Positioning
Light/Sign/Flag Display
Maintain Communication
Malfunctioning Load Securement DeviceslVehicie Equipment
Speedometer Reading Validation
Maneuvering Techniques
Emergency Procedures
Procedural Enhancements
The movement of overdimensional loads is a statistically small, yet vital segment of the transportation industry. The
movement of overdimensional loads may require multi-jurisdictional permits. T hese permi ts may have differing
restrictions, conditions, and regulations, which may result in cumbersome and confusing procedures. This process is further
complicated by the lack of state standards for pilot car escort operations. The resulting delays, inconsistencies and
unpredictable procedures, have long created havoc for the transportation industry.
The very nature of transporting such challenging loads requires intricate planning. O fte n, special accommodations are
required, including pilot car escorts, law enforcement escorts and maintenance crews to move items, such as, electric and
telepho ne li nes or to maintain and facilitate traffIc control. T he support of skilled pilot car escorts with uniform and
consistent practices can assist in minimizing scheduling delays.
One of the biggest challenges for the pilot car escort supporting the movement of permitted overdimensionalloads is the
lack of uniformity in state regulations. H istori cally, North America has had a patchwork of regulations, making the task
of escorting an overdimensionalload even more daun ting. Nonetheless, escorts must be aware of state/provincial regulation
inconsistencies and what is required to operate legally in all traversed states/provinces.
The safe oversize/overweight load movement dictates uniform escort standard operating procedures. C onsistent practices
ass ist the pilot car escort to cope with the myriad of time sensitive decision making situations. I nconsistencies lead to
confusion and potential safety lapses. T he consis tent execution of success proven procedures promotes effective and
efficient operations and establishes a foundation for safety.
Compliance with jurisdi ctional specific regulatio ns and permit requirements is not an area that is open for negotiation. For
example, in the United States, all states have regulations and rules govern ing the trucking industry. These regulations cover
such transportation aspects as safety equipment, hours of service, equipment standards, insurance requirements, maximum
axle and tire weights, load securement standards, time of travel and acceptable load routes, to name a few. Some states have
reciprocal agreements as it pertains to the transportation industry, a trend that helps promote uniformity. Unfortunately,
few states have regulations or standards governing pilot car escorts . These limited pilot car escort regulations address such
operating standards as equipment requirements, vehicle positioning and traffic control procedures. To be legal in the
35
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traversed state, the pilot car escort must comply with state-specific regulations before providi ng services within the state's
borders. These regulations can be changed without notice and as such jurisdictional related regulations must be reviewed
on a regular basis and operational procedures upd ated appropriately. Each state/ province has its own regulations and rules,
and it is the pilot car escort's responsibility to comply with the applicable regulations. It is the escort's responsibility to be
legal in every aspect of the oversize/ovenveight load movement. Non-compliance with the overdimcnsionalload permit
regulations, restrictions and conditions invalidates the permit and may result in fines and delays.
The pilot car escort must operate in the defensive mode while supporti ng the overdimensionalload movement. The pilot
car esco rt must be familiar with the load's maneuvering limitations and must remain alert and se nsitive to potential risks,
hazards, and obstructions. Pilot car escorts must be con tinually aware of their su rrou ndings, avoid accidents, and promptly
communicate any impending challenging or emergency situations.
Properly trained pilot car escorts can execute their responsibilities with confidence and make informed decisions in time
sensitive situations. They serve as a second pai r of eyes for the load driver and must promptly alert the driver of any
malfunctioning vehicle, safety, or operational equipment. The escort's experience and skill co ntributes to procedural
enhancements that ultimately improve the profession's effectiveness, efficiency, and overall highway safety.
Jurisdictional Vehicle Movement Law Compliance
Although the lack of uniform state/provincial regulations governing the movement of oversize/overweight loads continues to
challenge even the highly skilled and trained pilot car escort, growth in the practice of states banding together to issue regional
permits has contributed to decreased confusion and increased efficiencies. Statistically, as evidenced by the relative declining
number of issued citations, regional permitting has contributed greatly to increased compliance with oversize/overweight
hauling laws and regulations (Oversize/Overweight Transportation Study and E co nomic Benefi ts of Uniformity 111
O versize/Overweight Permitting, SC&RA Foundation Reports). (See Referen ce Section for .further Information)
(
Compliance with jurisdictional vehicle movement regulations and standards begins with a thorough and accu rate
understandi ng of all applicable regulations. Unfortunately, extensive research has not revealed the existence of a
comprehensive publication of state transportati on regulations; however, the same research did uncover available publications
detailing individual state permitting practices. The reference section of this Manual identifies some of these resources.
Regulations governi ng pilot car escort practices for the movement of overdimensionalloads vary from state to state. Review
the applicable regulations for pilot car escort standards of operation , vehicle positioning, number of esco rts, advance
notifications, restrictions on traffi c control activities, equipment etc. Noncompliance with pilot car escort requirements can
result in penalties, delayed loads, and impoundment of vehicle.
Permit Requirements/Restrictions/ Conditions Compliance
Indivi dual states adopt rules and regulations with respect to the movement of vehicles that exceed the statutory size and
weight limits. The states' highway and transportation depar tments include a permit section responsible for gran ting
permission to move an oversize vehicle during a specific time frame under certain restrictions. The permit section gives
the bearer permission to move an oversize vehicle laden or unladen along specific routes during a specified period of time
with certain restrictions.
The commercial carrier is responsible for obtaining the necessary permits th at authorize the load movement. Revi ew the
applicable permits prior to initiating the load movement and preferably during the pre- trip planning or meeting phase of
the assignmen t. Parti cular note should be made of permit requirements, restrictions and co nditions. The permit will
specify a route determined by considering the traffic volu me, highway infrastructure and structu ral in tegrity of the bridges
between the point of origin and destina tion. The routes specified will also be based on promoting safety of the traveling
36
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public, regardless of increased distance, route or times of movement, Any variance from the permitted route without prior
authorization is a violation of the permit that may result in the permit being voided,
The permit must be carried in the oversize load vehicle and must be available for inspection by any law enforcement officer
or authorized agent of the issuing authority granting the permit. State permit restrictions address authorized dates and
hours for the load movement. Permits are normally issued for movement during daylight hours only as established by the
U.S. Weather Bureau and usually restrict load movement during periods of significantly reduced vision and/or inclement
weather. The permit may also restrict load movement during strong winds or during wind gusts exceeding tv.renty (20)
knots (23mph) . States generally restrict load movement on specified holidays including the adjacent weekend when the
holiday falls on a Monday or Friday.
Although the pilot car escort is not responsible for obtaining the respective permits, as a member of the load movement
team, the escort has equal responsibility for compliance with permit requirements, restrictions and conditions. A violation
of the permit includes, but is not limited to:
Failing to comply with any of the provisions of a permit, and/or respective state permit manuals, and/or state codes,
andlor state regulation(s) may void the permit
Providing false information to obtain a permit may void the permit
Violating permit provisions and/or regulations may result in fines and/or arrest
The permit specifies the route, time of travel, type of "Oversize Load" sign, placement of escort vehicles, and number of
escort vehicles. The permit and/or the corresponding permit manual may specify the escort service liability insurance
requirement. Proof of such insurance must be carried in the escort vehicle for inspection upon demand by a law
enforcement officer. Review state manuals for escort vehicle and company identification requirements, signage, safety
equipment, lighting, flags, vertical clearance measuring devices, communication equipment, and traffic control provisions.
Comply with all applicable provisions.
Vehicle Positioning
State permits and the related manuals and/or pilot car escort training materials often address pilot car escort positioning
relative to the permitted load. These references usually refer to positioning the pilot car escort in the front and/or rear of
the overdimensionalload; however, may not note the required distan<;e between the escort vehicle and the overdimensional
load. The "Best Practices" for maintaining the necessary safe braking distance betv.reen the escort vehicle and the
overdimensionalload are discussed under Maneuvering Techniques later in this chapter.
The pilot car escort positioning conditions specified in the permit often result from considering state demographics, highway
access, load configuration, and dimensions. Multiple escorts may be required for narrow roadways, narrow bridges, tunnels,
and high traffic areas. The "Best Practices" for the minimum number and placement of pilot car escorts for overdimensional
loads are delineated in a table in Chapter 2: Pre-Trip Planning, Route Review and are summarized below:
For loads in excess of 12 feet wide, position one pilot car escort in front of the permitted load on a two-lane road
and following the load on multi-lane roads
For loads in excess of 14 feet wide, position one pilot car escort in fro nt and one pilot car escort following the
permitted load
For loads in excess of 90 feet long, position one pilot car escort following the permitted load
For loads in excess of 150 feet long, position one pilot car escort in front and one pilot car escort following the
permi tted load
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For loads in excess of14 feet and 6 inches high, position one pilot car esco rt in front of the permitted load equipped
with a vertical clearance measuring devi ce
For "Super Loads", position a minimum of two pilot car escorts and one law enforcement escort in the front and
followi ng th e permitted load
When more than one pilot car escort is required for the safe movement of the overdimensionalload, assigned escorts must
discuss th e load movement and continge ncy plans to ensure that the team understands load movement risks, permit
restrictions, requirements, and conditions. This communication promotes efficiency and enhances load movement safety.
Comply with the applicable state-specific provisions fo r th e number and positioning of pilot car escorts. This compliance
may require a change in the load movement team dynamics and an enroute non-stationary team member enhancement.
When it is necessary to change the number of load movement team members "on-the-move" execute the minimum safety
procedures detailed in Chapter 4: Modified Pre-Trip Meeting and summari zed below:
IdentifY team members and establish voice recognition
Test communication equipment
IdentifY risks and control measures
Iden tifY any emergencies to date
Validate the permit and identifY permit requirements, restrictions and co nditions
Cross-reference route sheets to the permit authorized route
Review vehicle positioning
IdentifY next pullover area
(
An understanding of vehicle positioning includes pilot car
escort positioning fo r different roadway demographics and for
operational procedures. Escort vehicle positioning may
require changes throughout the load movement to
appropriately address changes in roadway demographics and
to ensure a high level of public safety. The pilot car escort is
responsible to provide advance warning of the
oversize/overweight load to the traveling public and to assist
the load driver through challenging maneuvers. Vehicle
positioning is a primary fac tor in executing these
responsibilities. Continually evaluate the escort vehicle
position with regard to the overdimensionalload as conditions
change. It is impossible to discuss every possible situation that
may require sensitive vehicle positioning; however, a
discussion of the more common scenarios with summarized
"Best Practices" procedures and vehicle positioning follows.
Passing a Slower Vehicle
Front escort only - permitted load driver and escort
communicate intention to pass slow moving vehicle.
Escort must assess speed and clearance to ensure that the
slower moving vehicle does not become trapped between
the permitted load and the escort vehicle. Communicate
plan before initiating me passing maneuver.
38
UIERSllilOAil
o.
t:',.
COl
, .-J
I I
"
t-:--•
''':;.;'(
Illustration 12. Passing - Rear Escort Only
" 1~
] l
Rear escort only - permitted load driver communicates intention to pass slow moving vehicle and assesses
availability of sufficient clearance. Communicate plan before initiating the passing maneuver. Escort moves to the
left to prevent advancing traffic from passing while the permitted load executes the passing maneuver and
communicates to the permitted load driver that he can pass in a specified clear lane. Escort communicates to the
permitted load driver when it is safe for the load driver to move back into the right lane. Escort communicates
resumption of positioning behind the oversize load upon completion of the pass.
Bli nd Curves, Hills and
Conditions of Restricted Visibility
Front Escort only - Consider extending vehicle spacing to ensure sufficient advance warning to motoring public and
sufficient time for the load driver to perceive and react to potential problem situations. Test communication
equipment if vehicle spacing is extended to adapt to high-risk situations. It is the responsibility of the pilot car escort
to be down the hill and/or aroun d the curve to identify potential hazards and obstructions before the permitted
vehicle encounters the high-risk situation. Maintai n communications with the load driver and advise of potential
risks and obstructions in load driver blind spots. If communications are compromised then the pilot car escort must
temporarily stop/slow down until the load advances to within communication range.
Rear Escort only - On multi-lane roads, the rear escort assumes a defensive position to protect the traveling public
and ensure the permitted load can maneuver safely. It is not recommended that a permitted load negotiate blind
curves and hills on a Mo-Iane road with only a rear escort. The load movement team should be augmented with an
additional escort. If the load movement team is comprised of a lead and rear escort, then the rear escort assumes a
defensive position to protect the traveling public, as well as, the permitted load . The rear escort is responsible to clear
any held traffic once the load has safely negotiated the blind curve or hill.
Blind Curves
Traffic stopped to
allow load to transit
-
-
I
j
~.r
e-
' r;
/
.~
1'\
I
, Ii
Narrow
Two Lane
Position
......
,I!
Illustration 13. Blind Curve - Multiple Escorts
Illustration 14. Blind Curve - Front & Rear Escort
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Merging Onto th e Mu lti-Lane Highway
Front Escort only - The purpose of only having a
front escort on a multi-lane highway is for the
operation of a vertical clearance measuring device.
Maintain communication throughout the merging
process . Advance onto the highway, to warn
oncoming traffic of the advancing load, identity
potential hazards and obstructions and communicate
findings to permitted load driver.
Resume
appropriate position after the permitted load has
successfully merged onto the multi-lane highway.
Rear E scort only - Maintain communi cation
throughout the merging process. Proceed onto the
highway behind but before the permitted load to
wa rn
oncoming
traffic
of the
merging
overdimensional load and to identify potential
hazards
and
obstructions .
Immediately
communicate any potential risks to the load driver.
Mai ntain vehicle spacing that discourages oncoming
traffic from positioning between the escort vehicle
and the permitted load. Resume appropriate position
after the permitted load has successfully merged on to
the multi-lane highway.
MEDIAN
(
i -"!'}I .......
ocu
Illustration 15. Merging - Front Escort Only
light/Sign/Flag Display
The pilot car escort vehicle is respon si ble for giving advance
warning to the traveling public, to protect lives and
property and to safely control the flow of traffic, when
authorized, in the event of an emergency situation . The
escort must be appropriately equipped to safely execute
these responsibilities.
C(
MEDIAN
The escort vehicle serves as an advance-warning device when
appropriately equipped. Review applicable state regulations
for mandated safety equipment. The extent of required
safety equipment varies by individual state and the pilot car
escort is responsible to comply with these provisions.
T he correct safety equipment facilitates an appropria te and
effective response to various conditions faced on a daily
basis, such as, emergencies, narrow roads, bridges, tunnels,
etc. The appropriate and operable equipment must be
readily available to promote a quick response in time
sensitive siruations.
CC{)
•
MEQJ/l.N
i:;r:
OI'!IlIZUW
cell ...- - MEDIAN
Review CFR Title 49, Volume 4, C hapter III, Part 393,
Section 393 .95 (See Appendix I ) for regulations on
40
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Illustration 16. Merging - Rear Escort Only
emergency equipment for commercial vehicles. Pilot car escort vehicle safety equip ment is discussed in detail in Chapter
2: Pre-Trip Planning, Vehicle and Equipment Checks of this Manual. The CVSA Law Enforcement Escort Best Practices
Guidelines dictates specific equipment requirements for pilot car escorts. Compliance with the Pilot Car Escort Best Practices
Guidelines andlor Chapter 2 of this Manual ensures compliance with the pilot car escort equipment standards set forth in
the Best Pmctices Guidelines fol" Law Enforcement Escort Vehicles.
The "Best Practices" fo r equipping the pilot car escort vehicle with warning lights, flags, and signs are summarized below:
Top-mount two or more flashing or rotating amber incandescent or halogen bulb lamps capable of emitting a
minimum of35,OOO total candlepower factory certified, steady beam oflight, minimum le ns heigh t of six inches and
horizontally visible at 360 degrees for at least 500 feet under day light conditions
Top-moun t an "Oversize Load" sign visible from the front and the rear of the vehicle for at least 100 feet. T he sign
must be 12 by 60 inches with lO-inch high black letters of I -inch brush stroke on a yellow background
Top-mount two or more red or orange 18 inch square flags at an upright or an approximately 45-degree angle and
not extending more than six inches on either side of the vehicle
Maintain Communication
Communication "Best Practices" are covered in C hapter 2: Pre-T rip P lanning, Vehicle and Equipment Checks of this
Manual.
The pilot car escort functions as a second pair of eyes for the overdimensionalload driver and what the escort observes must
be promptly communicated to the team over the two-way communication equipment to prevent accidents or damage to the
load. The escort must communicate vehicle passing activities that may put the load movement at risk, the status of load
securement devices, impending obstacles, challenging turns, an d multi-lane highway merging conditions. Effective team
communication can en hance the team's overall confidence, safety, and reduce stress. Keep the load driver apprised of your
location particularly when maneuvering through curves, turns, bridges, railroad crossings, tunnels, congested traffic areas,
and lane changes.
Arrive for the load movement assignment with an operable 40 channel, 4-watt two-way radio. Equipment selection criteria
must include a requirement that the radio can be operated without distracting the operator from attention to the highway.
Voice activated or "hands-free" equipment is highly recommended. Limit radio conversation to load movement operations
and minimize unnecessary conversation .
Test all communication equipment and establish voice recognition prior to commencing the load movement assignment.
Be cognizant that extending vehicle spacing in high-risk situations impacts radio reception, and as such, make frequent
tests of the equipment at the onset and during the course of extended vehicle spacing scenarios. Maintain reliable and
audible radio communication at all times throughout the load movement.
Load Securement DevicesIVehicie Equipment Operations
T he pilot car escort must promptly and accurately communicate to the driver impe nding hazardous situations. The rear
escort is in a particularly advantageous position to observe load shifting and deteriorating operational vehicle equipment.
The rear escort's responsibili ty for identifYing load securement device and operational vehicle equipment malfunctions
begins before the load movement advances and continues throughout the move. The pre-trip meeting is the appropriate
time to initiate this tasking. Assess risk associated with the load securement devices while completing the Assignment Risk
AJJessment (Suggested Format, Appendix B).
41
FMCSA issued regulation 49 CFR Parts 392 and 393, D evelopment of a Nor th American Standard for Protection Against
Shifting and Falling Cargo; Final Rule effective D ecember 26, 2002 (See Appendix I ). Motor Carriers must ensure
compliance with the final rule. The rule covers all cargo-carrying commercial vehicles operated in interstate commerce and
is an excellent reference for pilot car escorts assessing load shifting risk and reviewing load securement compliance. FMCSA
issued corresponding regulatory guidelines that augment a review of the final rule (See Appendix F). CVSA released
guidance to the rule, North American Cargo Securement Standard & Tie-Dow n Guidelines that is a beneficial resource to
interpreting the rule (See Appendix G). The Specialized Carriers & Rigging A ssociation is expected to release an updated
versio n of their popular resource Steel Cm-go Securement & Protection Oll Motor Vehicles reflecting changes in the new ruling.
Each of the aforementioned references is a starting point to understanding load securement risks and the related regulations.
A thorough understanding of 49 CFR Parts 392 and 393 (See Appendix I) contributes to adequate contingency planning
for potential load securement issues, identifying real time risks and complying with corresponding regulations.
As the rear escort, identify and immediately communicate to the load driver any signs of loose bi ndi ngs, load or boom
shifting, components falling from the load or trailer, flat tires or faulty brake operation observed during t ransit.
Immediately communicate to the load driver signs of anyth.ing detachi ng or dropping from the load.
Speedometer Reading Validation
It is prudent and necessary to routinely verify the accuracy of the pilot car vehicle speedometer during the course of the
load movement. Compliance with permit specified speed restrictions and posted speed limits is facili tated with an accurate
speedometer. The validatio n process must include cross-reference with the speedometers of corresponding team vehicles.
Speed limits are posted and listed as permit conditions for a reaso n - safety! However, driving at the posted or noted speed
limit is not always safe and sensible, and the limits are maximum safe speeds, not minimums. Existing conditions may
make it unsafe to drive the posted or noted limit. I t is neither safe nor legal to exceed the posted or permit designated
speeds. It is also not safe to drive faster than visibility, reaction time, and road conditions permit. Comply with posted
speed limits and permit designated speeds and advise the load driver of any perceived violations.
Maneuvering Techn iques
The oversize/overweight load movement can create a hazard for the traveling public. Compliance with safe driving
practices becomes exceedingly more important when transporting an overdimensional load that is subject to maneuvering
limitations and to rollover and jackknife activities. Sudden braking or directional changes increase the risk for these
scenarios. The general safe driving practices that follow can help minimize these risks.
Comply with all load movement regulations and restrictions
Maintain effective communications throughout the load movement
Expect the unexpected. Anticipate erratic behavior from the surrounding pu blic, particularly bicyclists and
pedestrians. Observe potential risks far enough ahead to afford sufficient time to notify the load driver, have him
react and take preventive action
Adjust the distance between the overdimensionalload and the escort vehicle for changes in speed, demographics, and
weather and traffic conditions. Check the effectiveness of communication equipm ent when ve hicle spacing is
changed
Recognize that the pilot car escort has reduced effectiveness if the scope of vision is limited to what the load driver
can already see. IvIain tain a position that gives a range of vision that extends beyond the load driver's span of vision
The traveling public sees the largest object first. Maintain vehicle positioning that promotes the traveling public
identifying the pilot car escort as a warning of the advancing oversize/overweight load
Pilot car escort co mpany sign age, warning lights, flags and signs must clearly identify the vehicle as an escort for an
oversize load
42
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Ensure pilot car escort vehicle positioning does not impair distance visibility
Be alert for changes in the surroundings. There are no "normal" operating conditions
Understanding the operational and maneuvering differences between passenger cars and the overdimensionalload vehicle
can enhance load movement safety through expanded knowledge. The overdimensional load vehicle has these
characteristics:
Is operationally more difficult to drive
Has more blind spots
Is less maneuverable; it has longer stopping and accelerating distances, and wider turning radii
H as difficulty maintaining speeds when traveling on roads with moderate to severe grades
Has difficulty gaining sufficient speed on acceleration ramps to merge with traffic on multi-lane highways
May have difficulty braking on long and steep downgrades due to the increased vehicle weight
Is generally less stable, more likely to roll over and is subject to trailer sway and rearward amplification
It is impossible to address all load movement scenarios, risks and conditions; however, a trained, experienced and attentive
pilot car escort can anticipate hazards and obstructions and assess the associated risks. Informed and timely decisions can
be the by-product of the committed and professional pilot car escort. A discussion of the more frequendy encountered
maneuvering challenges for the oversize/overweight load movement team follows.
Understanding vehicle stopping distances can involve the study of complicated theories of physics and statistical analysis.
Fortunately, the degree of understanding required by the pilot car escort does not elevate to that level. However, knowing
a little something about stopping distance and the related factor braking distance can result in a safer and less stressful load
movement.
Generally speaking, a passenger car traveling at 60 mph covers 88 fee t per second. To bring the vehicle to a stop takes 4.6
seconds, and the vehicle covers 270 feet. This calculation assumes that the vehicle is equipped with brakes and tires that
are in average condition.
Total stopping distance is the sum of perception time, reaction time, brake lag time, and braking distance. To complicate
the formula, braking distance is influenced by vehicle weight, load securement, road conditions, vehicle condition, weather
conditions, vehicle type, and tires. Brake lag time is influenced by brake temperature, type, and condition. These factors
can add considerable distance to stopping the vehicle. Stopping distance is represented by the following equation:
Perception Time + Reaction Time + Brake Lag Time + Braking Distance = Total Stopping Distance
Perception time is the amount of time it takes the vehicle operator to perceive that the approaching situation is a braking
event. Research estimates that the average perception time is three-quarters of a second. The aforementioned vehicle that
is traveling at 60 mph covers 66 feet before the driver becomes aware that he must apply the brakes. Fatigue is a critical
factor in perception time both for the load driver and the pilot car escor t. When tired, the decision making process is
slowed and seconds are often doubled as are the corresponding distances covered by the oversize/overweight load that
continues to move forward. If the pilot car escort "day dreams" precious seconds may elapse, and in a braking siruation,
the delays can be costly and tragic.
Reaction time is the amount of time it takes the vehicle operator to physically apply the brakes once he has perceived that
the situation requires braking. Research estimates that the average reaction time, once the brain recognizes the need to
brake, is another three-quarters of a second to initiate the braking action (to move the foot from the gas pedal to the brake
43
pedal). In the case of the previous scenario, the 60 mph vehicle travels an additional 66 feet before the brake pedal is
applied . In total, the car travels 132 feet before the vehicle begins to slow.
Brake lag time is the amount of time it takes the brakes to reach maximum stopping capacity from the time the brake pedal
is applied. This is the time it takes to apply full brake capacity to all wheels. Average brake lag takes about one-half second;
however, this varies with the type of braking system , the operational quality of the brakes and the heat of the brakes.
The braking distance for the example vehicle is an additional 138 feet and 3.1 seconds. The stopping distance equation
reflects how the total is calculated for an average size passenger vehicle traveling 60 mph.
Perception Time (3/4 seconds or 66 feet) + Reaction Time (3/4 seconds or 66 feet) +Brake Lag Time (not available for
this example) + Braking Distance (3.1 seconds or 138 feet) = Stopping Distance--4.6 seconds or 270 feet (almost the
length of a football field).
The basic Law of M otion says that an object in motion tends to remain in motion; consequently, traveling vehicles tend
to resist stopping. The fas ter they travel, the more they resist. The more mass they carry, the harder they resist.
Commercial vehicles have more mass than passenger cars and have greater resistance to stoppi ng than the average car.
The Law of Motion also applies to the commercial load itself and the continued forward motion of the transported
commodity when "panic braking" occurs is an additional risk not only for the traveling public but also for the commercial
load driver.
It goes without saying that the faster the vehicle is moving, the more time and distance it takes to stop. In th e example, if
the vehicle speed is increased from 60 mph to 70 mph, the total stopping distance increases from 270 feet at 4.6 seconds
to 342 fee t at 5.2 seconds. If the speed is increased to 80 mph, it takes over 422 feet to bring the car to a complete stop
after 5 .7 seconds elapse and at 90 mph it takes more than 509 feet and 6.2 seconds to come to a complete stop in the average
size passenger car. This is almost one-tenth of a mile.
Road conditions add an additional £'lctar to calculating stopping distance. Different road surfaces present varied degrees
of tire traction. The aforementioned example computed stopping distance with an average braking rate for dry pave ment.
The average braking rate decreases for wet pavement and for the above example braking time increases from 4 .6 seconds
to 6.1 seconds and the braking distan ce increases from 270 feet to 333 feet. If the road is wet, the friction of the road
surface is greatly reduced and stopping distance is greatly increased for all vehicles.
The braking system is one of the most important safety system s on the overdimensional load vehicle. Without a properly
fi..Illctioning brake system, the lives of the driver and the traveling public are in danger. The overdimensionalload driver is
responsible for checking the tractor-trailer brake sys tem; however, the pilot car escort must be aware of the operatio nal
quality of the overdimensionalload vehicle's brake system to determine safe vehicle spacing.
Neither the overdimensional load driver nor the pilot car escort can do much to reduce the time that elapses for brake lag
and braking distance that ultimately contribute to total stopping distance, however, th e pilot car escort's action s can greatly
affect the commercial load driver's perception and reaction time. When the pilot car escort es tablishes safe vehicle spacing,
stays alert to all impending obstacles, hazards and other potential risks, promptly and accurately communicates any
identified obstacles, hazards or risks, the load driver can perce ive the braking situation more quickly and promptly reac t to
the perceived risk. When ever the load driver fails to properly perceive and evaluate the situation and does not immediately
react, the consequences can be severe. The pilot car escort's performance directly affects the load driver's ability to act on
timely and accurate information and ultimately directly impacts stopping distance.
44
The following data was published in the Indiana D rivers Manual, Bureau of Motor Vehicles (no publication date found).
I t reflec ts the in creased stopping distance for tractor- trailers as compared to passenger vehicles.
VEHICLE
AVERAGE STOPPING DISTANCE AT 55 MPH
(Includes reaction time)
Passenger car
Tractor-trailer (loaded) with cool brakes
Tractor-trailer (loaded) with hot brakes
Tractor-trailer (empty)
I,""ct~ onl), (~iJtail) ~ ___ _ __
=-
190 feet
256 feet
430 feet
249 feet
243 feet
An informed estimate of commercial vehicle stopping di stance can assist in determining the safe vehicle spacing between
the pilot car escort and the permitted load. Spacing must be sufficient for the escort to advise the load driver of a co ndition
of concern and to give the load driver sufficient time to take action to avoid the impending obstacle or hazard. The load
driver, in most cases , must analyze the communicated information, make an informed decision, and take actio n in a matter
of seconds. The only alternatives an overdimensionalload driver has in avoiding an accident are to stop or change direction
of the forward load movement.
Positioning the pilot car escort to the oversize/ overweight load mu st be relative to give the traveli ng public maximum
w arning and to give the load drive r timely and sufficient information to safely man euver the load . "Best Practices" spacing
betvteen the pilot car escort and the overdimensional load, absent extenuating circumstance s, is as follows:
Rear Escort - 3 to 4 seconds distance betvteen the pilot car escort and the overdim ensionalload
Front Escort - The greater of 4 seconds or 1 second di stance betvteen the pilot car escort and the overdimensional
load for each 10 feet or portion of 10 feet of the load length . Add another second when the load speed exceeds 40
mph. Adju st spacing for hazardous o r congested scenario s; however, do not extend the spacing between the pilot car
escort and the overdimensionalload beyond one-half mile. Test communication equipment when adj usting vehicle
spacIng
The greater lengths and weights of the overdimensionalloads cause them to perform and handle differently than smaller
and less heavy tractor semi trailers or twin trailers, and these factors may affect motoring safety. Some overdimen sional
load vehicle configurations are le ss maneuverable than others and require wider turning radius. This turning limitation
may result in excessive offtracking (when the vehicle's front and rear wheels do not follow the same path) when the vehicle
turns through an intersection, negotiate s an interchange, or rounds a horizontal curve. When a vehicle makes a turn, its
rear wheels do not follow the same path as its front wheels. The extent of the difference in path generally increases with
the spacing between the axles of the vehicle and decreases for larger radius turns.
The pilot car escort must understand tillS man euvering limitation to adequ ately su pport the overdimensionalload driver
and to protect the traveling public. Offtracking may result in lane encroachment or an inability for the vehicle to traverse
the turn, interchange ramp o r horizo ntal curve .
The extent of offtracking is defined as the distance between the path of the front inside wheel and the path of the rear
inside w heel as a vehicle traverses a curve or turn. Offtracking is a fun ction of the wheelbases of the tractor an d trailers
and the number of articulation points. If the width of the vehicle plus the amoun t of offtracking exceeds the width of the
travel lane then the vehicle will encroac h into adjacent lanes, onto the shoulder, or run off the road during the turning
maneuver. Off tracking is discussed un der two scenarios: low-speed offtracking and high-speed offtracking. Both types of
45
offtracking are fun ctions of speed.
In high-speed
offtracki ng the rear wheels track outside the front wheels,
and in low-speed offtracking the rear wheels track inside
the path of the fro nt wheels. Low-speed offtracking is
encountered more frequently than high-speed offtracking.
Illustration 17 shows the vehicle swept path under the
more freque nt situation of low-speed offtracking.
~~
,#
~
\
Maximum width of swept path
Calculating the potential for offtracking and the extent that
the overdimensionalload will extend beyond the travel lane
~
involves mathematical calculations and analysis of the
Path fo llowed by innermost tire
traversed road. Fortunately, the pilot car escort is not
expected to make such calculations and analysis. As wi th
calculating total stopping distance, assessing the potential of
Path followed by ou tside tractor tire
the oversize/overweight load vehicle leaving the travel lane
while negotiating a turn, also involves the indefi nitive facto r
Illustration 17. Low-Speed Offtracking Swept Path
of driver skill. Low-speed offtracking is more frequently
encountered then high-speed offtracking. The pilot car escort must have a conceptual understanding of offtracking to assist
the load driver in assessing route interchanges and intersections. D eveloping positive team dynamics during the pre-trip
meeting will promote team communications and collective decision making in the event that unknown challenging
interchanges and intersections are encountered after the load movement is initiated. Provided the load vehicle width plus
the amount of offtracking does not exceed the width of the travel lane and the vehicle is properly positioned when entering
the cu rve, the overdimensionalload vehicle will be able to make the turn safely.
Low-speed offtracking occurs when a combin ati on vehicle negotiates a low-speed turn, such as a 90-degree corner turn at
an intersection. Intersections pose a serious problem for offtracking. M ost truck combinations will encroach on either the
shoulder/curb or adjacent lanes when negotiating right turns at intersections. The encroachmen t may extend into the traffic
on the cross street of the intersection and require traffic control measures. Although left hand turns are not constrained by
roadway curbs, they may be constrained by median cu rbs
and other traffic lanes. Each situation poses a risk for
property damage and motor trafficking interference. The
ideal situation is a successfully negotiated turn without
encroaching into the path of vehicles traveling in opposing
directions. A higher standard exists in some states and
municipalities that restrict encroac hment into any adjacent
lane. Risk associated with low-speed offtracking is
particularly critical at signalized intersections where heavy
traffic is a prevailing condition.
Illustration 18 shows low-speed offtracking at a high
traffic intersection . The overdimensional load driver's
chosen path to maneuver the right turn creates added risk.
The overdimensional vehicle not only encroaches on the
path of oncoming traffic but also increases the potential
that the traffic following the permitted load will move in to
the open right-hand lane by misjudging the load driver's
intention to make a right-h and turn. Illustrati on 19 shows
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Illustration 18. Low-Speed Offtracking, High Risk
(
an alternative path for the same maneuver. This option
also includes the risk of cross-traffic encroachment;
however, it lowers the potential fo r the traffic following
the permitted load to misjudge the load driver's intention
to make a right-hand turn.
Excessive low- speed off tracking may force the
overdimensionalload driver to swing wide into the adjacent
lanes when negotiating the turn to avoid encroaching on
inside curbs or hitting curbside property or vehicles. The
informed and knowledgeable pilot car escort can assist the
drive r in assessing risks at questionable intersections.
When excessive low-speed offtracking is anticipated at an
intersection, it may be necessary to contact local law
enforcement to assist with traffic control and/or local
utility companies to assist with lifting lines and traffi c
co ntrol lights.
I
Illustration 19. Low-Speed Offtracking, Lower Risk
High-speed offtracki ng results when the overdimensional load driver, traveling at higher speeds, attempts to negotiate a
curve. In this situation there is a tendency for the rear of the vehicle to move outward due to the lateral acceleration of the
vehicle as it follows the cu rve. I f the vehicle increases speed fro m very slow, the inside curve offtracking deceases until the
rear axles align with the steering axle. A t higher speeds, the rear axles track outside the steering axle. Axle spacing, truck
speed, and turn radius are the principle factors in assessing the potential for high-speed offtracking. Load weight
distribution, load securement, and vehicle suspension also affect the likelihood of high-speed offtracking.
The potential fo r excessive high-speed offtracking may make it prohibitive to use some access an d exit ramps for controlled
access highways. The pilot car escort can assist the load driver in assessing any high-risk ramps included in the permit
specified route. Negotiating high-risk ramps may result in encroaching on ramp shoulders, co ntribute to the premature
deterioration of the ramp shoulder, and create safety
problems.
Overdimensionalload vehicles may be less stable and more
susceptible to roll over acciden ts. They are subject to trailer
sway and rearward amplification . The vehicle's level of
stability is affected by the height of the vehicle's center of
gravity, load distribution, type and condition of
con nections, number of articulation points, trailer length,
type, and condition, road demographics, speed, and driver
skill. The trailer's length an d number of articulation points
have the greatest affect on its stabili ty. The vehicle will be
less stable if the trailer is shorter and there are a greater
number of arti culation points . Although the pilot car
escort has no involvement in determining overdimensional
vehicle and load configuration , knowledge of the affect
these factors have on ve hicle stability can contribute to
ensuring a safe load movement.
L
SIll
"'
..
•
_dh
Illustration 20. Low-Speed Offtracking, Left-Hand Turn
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Low ground clearance is a concern fo r the overdimensionalload driver when negotiating a roadway that has a change in
grade from the ascending and/or descending grade. This may be encountered when traversing railroad crossings. T his
maneuvering limitation is discussed in Chapter 2: Pre-Trip Meeting,]ob H azard and Safety Analysis of this Manual.
Defensive escorting is escorting to prevent accidents, in spite of the incorrect actions of other team members or the
motoring public. Anticipate hazards and know how to protect the public, the team and the load . Be alert while driving by
keeping your mind free of distractions and your atten tion focused on executing your responsibilities. Alertness involves
watching, recognizing and communicating accident-causing factors instantly. The professional pilot car escort has the
abili ty to assess traffic situations as fa r ahead as possible. The pilot car escort must anticipate traffic problems that are likely
to develop, assess the level of risk, and communicate the problem to the load movement team as necessary.
As a defensive pilot car escort, operate in a manner to avoid the team's contributing to an accident or being involved in a
preventable accident. Awareness of the oversize/overweight load's maneuvering limitations is essential to decreasing safety
concerns.
Emergency Procedures
The Code of Federal Regulations Title 49, Volume 4, Chapter III, Part 392, Section 392.22 (See Appendix I) regulates the
use of emergency signals for stopped commercial motor vehicles. Review and comply with this regulation fo r the timing
and placement of warning signals when the permitted load is stopped upon the traveled portion of a highway or the
shoulder of a highway for any cause other than necessary traffic stops.
Emergency equipment is discussed in Chapter 2: Pre-Trip Planning, Vehicle and Equipment Checks. Contingency plans
for emergency situations are discussed in C hapter 2 Pre-Trip Planning, Contingency Plan Preparation. Refer to these
sections for supporting information .
Immediately activate the vehicle hazard warning signal flashers and continue the flashers until warning devices are placed
on the highway whenever it is necessary for the permitted load to stop on the traveled portion of the highway or highway
shoulder for any cause other than necessary traffic stops. Activate the vehicle warning signals during the time the warning
devices are removed from the highway. The vehicle warning signal flashers may not be used in lieu of the warning devices
required under CFR Title 49 Section 393.95 (See Appendix I).
Place warning devices, as soon as possible, but within 10 minutes of stopping as follows:
One on the traffic side of and 4 paces (approximately 10 feet) from the stopped commercial vehicle in the direction
of approaching traffic
One at 40 paces (approxi mately 100 feet) from the stopped commercial vehicle in the center of the traffic lane or
shoulder occupied by the commercial vehicle and in the direction of approaching traffic; and
One at 40 paces (approximately 100 feet) from the stopped commercial vehicle in the center of the traffic lane or
shoulder occupied by the commercial vehicle and in the direction away from approachi ng traffic
If the commercial vehicle is stopped within 500 feet of a curve, crest of a hill, or other obstruction to view, then place the
warning device in the direction of the obstruction to view a distance of 100 feet to 500 feet from the stopped commercial
vehicle to provide sufficient warning to the motoring public.
If the commercial vehicle is stopped on the traveled portion or the shoulder of a divided or one-way highway, then place
the warning devices at 100 and 200 feet in a direction toward approaching traffic in the center of the lane or shoulder
occupied by the commercial vehicle. Place one warning device at the traffic side of the commercial vehicle within 10 fee t
of the rear of the commercial vehicle.
48
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Refer to CFR Title 49, Sections 392.22 and 393.95 (See Appendix I ), the Pi/at Car Escort Best Pmcti", Guideliues and
Chapter 2: Pre-Trip Planning of this Manual for additional guidance on emergency response.
Regulations regarding the permissibility of pilot car escorts directing traffic and performing flagging duties vary by state.
Some states require pilot car escorts to receive focused training in flagging techniques prior to being authorized to perform
such duties. Pilot car escorts authorized flagging responsibiliti es may be limited to situations when the overdimensional
load vehicle becomes disabled, when the load movement presents a safety ri sk or unreasonably interferes with the efficient
movement of other traffic, or when driving condi tions become hazardous for any reason. Review all applicable state
provisions related to pilot car escorts engaging in traffic control activities.
Pilot car escorts must comply with all state-specific regulatio ns and permit conditions regarding the movement of
overdimensional loads . Pilot car escorts must not stop opposing traffic except in extreme emergencies; however, escorts
must possess a comprehensive understanding of any applicable state traffic control procedures when flagging is auth orized
and needed ..
Although the American National Standards Institute (ANSI) D 6.1-1971 , Mantlal on Uniform Traffic Coutrol Devicesfor
Street and Highways, addresses traffic control signs and devices used for the protection of construction workers, it also
provides valuable guidance for pilot car escorts authorized to perform traffic control measures. The ANSI manual describes
safe and proper procedures for slowing, stopping, and releasing traffic while flagging and protective garments needed by
flaggers.
Similarly, FHWA's Manual on Uniform Traffic Control Devices, Part 6, Tempormy Traffic Conf7'ol, focuses on warni ng devices
and flagging procedures to support safe traffic flow through construction areas; however, there are specific sections that
address pilot car escorts participation in traffic control activities. Section 6C.13 describes how pilot car escorts might assist
in directing the flow of the traveling public through temporary traffic control situations. Sections 6E.01 through 6E.05
cover applicable information on flagging qualifi cations, clothing, devices , procedures, and stations. Section 6G.19 covers
traffic control procedures resulting from road use emergencies, natural disaster, or special events. This section is
particularly relevant for pilot car escorts supporting overdimensionalload movements.
When acting in the capacity of a flagger, the pi lot car escort is responsible for road use safety and makes frequent co ntact
with the public. In this highly sensitive position, the pilot car escort must possess the following minimum qualifications:
A sense of responsibility for public safety
Adequate training in safe temporary traffic control practices
Broad-based knowledge of the transportation industry
Excellent physical health including sight and hearing capacity
A level of maturity to appropriately react to emergencies
Pilot car escort safety clothing is discussed in Chapter 2: Pre-Trip Planning, Vehicle and Eqnipment Checks of this
Manual. The pilot car escort must wear the "Best Practices" reflective vest or jacket when engaged in flagging activi ties.
The stop/slow paddle is the preferred hand-signaling device for usage during flagging practices. The stop/slow paddle
provides unequivocal guidance to the traveling public during emergency situations. The "Best Practices" construction and
dimensions for the stop/slow paddle are substantially consistent with standards set forth in the FHWA Manual on Uniform
Traffic Coutrol D evices, Part 6, Temporary Traffic Control, Section 6E.03, H and-Signaling D evices. The stop/slow paddle
must be at least 18 inches in diameter with a red background with white letters on the "stop" face and a yellow background
with black letters on the "slow" face. Maintain the paddle in good working condition.
49
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The FHWA Manllalon Uniform Traffic Control Devices, Part 6, Temporary Traffic Control, Figure 6E-l, Use of HandSignaling Devices by Flaggers graphically depicts preferred flagging techniques for stopping traffic, signaling for traffic to
proceed and to slow traffic. Refer to these graphics as a quick reference for emergency flagging techniques.
The primary function of flagging during an emergency situation is to move the traffic safely and expeditiously through or
around the emergency area, and to reduce the likelihood of secondary emergencies. Flagging responsibilities can be
addressed in contingency plans prepared during the assignment planning phase in order to expedite response and
implementation time. The ability to immediately implement safe traffic con trol practices ca n significantly reduce the
effects of an emergency.
Employ the following flagging techniques, as authorized, during emergency situations:
To stop oncoming traffic - face traffic with the "stop" paddle face aimed toward the oncoming traffic. Horizontally
extend the paddle away from the body. H old the other arm at shoulder height with the palm open and facing the
approaching traffic.
To direct oncoming traffic to proceed slowly - face traffic with the "slow" paddle face aimed toward the oncoming
traffic. Horizontally extend the paddle away from the body. Motion with the other arm for traffi c to proceed.
Procedural Enhancements
The positive team dynamics initiated during the pre-trip meeting and fu rther developed during the load movement will
help to promote an open exchange of experience and skill. Each team member should be encouraged to share historically
successful practices, observations from the current load movement, and recommendations for procedural cha nges that may
enhance public, team, and load safety.
Any less than optimum operations experienced during the curren t load movement should be viewed as an opportunity for
assessment and change. Objectively examine current procedures and collectively develop operational improvements that
enhance effectiveness, efficiency and safety. This topic is covered in Chapter 7: Quality Assurance Review/Mter Action
Report of this Manual.
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CHAPTER SIX
Assignment Conclusion
Chapter Overview
Exterior Lights
"Oversize Load" Sign and Flags
Amber Lights
Vertical Clearance Measuring Device
Teamwork and responsibility for public, highway, and load safety does not cease with the conclusion of the load movement
assignment. Regardless of the level of success experienced during the load movement, the pilot car escort must continue
to exercise professionalism and be sensitive to safety during the final phases.
o
The pilot car escort is responsible to secure and store the vehicle's public warning devices at the conclusion of the load
movement phase. Comply with applicable state-specific regulations regarding the removal and storage of sign age, lights,
flags, and other warning devices during non-operation. Some states may require the removal and storage of pilot car escort
company signage during non-operation. Ensure the overdimensional load is parked and secure before the following actions
commence.
Exterior Lights
Turn off all exterior lights. Make an initial assessment of the necessary maintenance or replacement of exterior lights. Red,
white, blue or wig-wag lights may not be authorized for use or visual exposure in some states. Comply with all state-specific
regu lations.
"Oversize Load" Sign and Flags
Remove, cover or retract the "Oversize Load" sign. Assess the quality of the sign and the securing devices. Remove and
store warning flags. Assess the quality of the flags and mounting devices. Comply with all state- specific regulations
regarding sign and flag storage.
Amber Lights
Turn off, cover or remove amber warning lights. Identify any necessary bulb or le ns cover replacement. Assess the quality
of securing and mou nting devices. If a cover is used during non-operation, ensure it is adequately secured to prevent it
from detaching during vehicle movement. Comply with all state- specific regulations regarding amber light storage.
Vertical Clearance Measuring Device
Remove or retract the vertical clearance measuring device. Identify any damage to the pole or the securing device. Comply
with all state-specific regu lations regarding the storage of height poles.
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53
CHAPTER SEVEN
Quality Assurance Review/
After Action Report
Chapter Overview
Assignment Evaluation
Route Survey Evaluation
Communication Equipment and Procedures Evaluation
Team Dynamics Evaluation
After Action Report Preparation and Distribution
The quality assurance review is a critical phase of the overdimeosionalload movement and an excellent opportunity for the
team to discuss the load movement, problems that were encountered and lessons learned. The After Action Report
(Suggested Format, Appendix H) is issued to document the quality assurance review. The review is most beneficial if the
entire team participates. The pilot car escort, as the responsible party for completing this task, must encourage full team
participation. Each of the load movement stakeholders has an opportunity to benefit from this critical process.
The After Action Report:
Provides feedback on performance during the load movement
Summarizes realized issues
Analyzes performance
Analyzes accomplishment of the overall mission
Recommends improvements based on analysis
The quality assurance review gives the team an opportunity to assess whether the eXlstmg assignment planning,
preparation, and standard operating procedures adequately built a foundation for the team to prevent emergency situations,
to respond to emergency situations and to recover from actual emergencies. After a load movement assignment, the
performance needs to be assessed by identifying what aspects of the assignment went well and what areas need
improvement. This analysis compares what was planned to what happened and assesses the team's actions. The evaluation
can be used to analyze performance at several levels.
Task Level Performance: H ow did each of the individual team members perform their responsibilities?
Functional L evel Performance: How did the supporting equipment function and mee t the needs of the team? H ow
did the support services meet the needs of the team?
M ission Level Performance: H ow well did the team achieve its mission to safely transport the overdimensionalload?
How well did the team prevent, respond and recover from emergency situations? How well did the team manage
emergency response, mitigate hazards, and protect the public?
The quality assurance analysis phase involves several activities, each of which builds on the previous one.
I nformation Collection: Sufficient information must be available to conduct quality analysis. Collection of
information starts with the pre-trip planning phase of the load assignment and continues through the time period
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immediately following load movement completion. Completing the L oad Assignment Confirmation (Suggested
Format, Appendix A), the AJSignl1lell! R isk AJSeJSmen! (Suggested Format, Appendix B), and the Pre- Trip Vehicle
Checklis! (Suggested Format, Appendix C) during the assignment planning phase collects valuable information for
the functional level performance analysis. Team discussion/critique, directly following the assignment completion,
regarding observations from the load movement assignment develops valuable information for analysis at all levels of
performance. This team feedback should be limited to constructive comments and must include an identification of
things that went well and areas that need improvement. The feedback must include individual team member selfassessment, as well as, a general assessment of the team's performance. This immediate feedback gives an opportunity
to clarify information and fill in any information voids.
Reconstruct the L oad Movement Assignment: Use observations, informal notes, formal documentation, and
supplemental information to assist in identifying discrepancies between what was planned and what actually
occurred. Determine what phases of the load movement ass ignment went well and what phases need improvement.
Prioritize phase improvements in order of importance. For areas of improvement, determine why the planned
procedures or responses were ineffective. Recommend procedural change or a corrective action that defi nes who
should take action and what the action should be.
Conduct Cross-Functional Analysis: The purpose of this analysis is to iden tify any issues and areas for improvement
for supporting equipment and supplemental team members. Consider the following questions:
1. Did the supporting equipment and supplemental team members meet team expectations?
2. Did they meet expectations in the anticipated timeframe?
3. If not, what effect did the delay have on other activities or the overall team mission?
4. What effect did the inferior perfor mance have on other phases of the load movement?
Continue to ask the question why an event occurred or why something did not occur until the cause can be identified . This
level of understanding is necessary to make recommendations to enhance load movement standard operating procedures.
Answer the following questions to help develop recommendations:
What changes need to be made to improve team performance?
What training is needed to improve performance?
What changes to equipment, supplemental team members or supporting entities (age ncies, offices etc.) are needed
to improve perfor mance?
Write specific attainable recommendations using the following tips:
Improvement is the primary goal of the quality assurance review
Recommend a specific action that can be implemented and measured
Use action verbs
IdentifY a responsible party for follow through
The recommendations must be reasonable and logically flow from the team's observations and analysis
Indicate if performance was good and recommendations are not necessary
Usi ng the information gathered during the collection, reconstruction and analysis phases, draft the After Action Report
(Suggested Format, Appendix H ).
Ass ignment Evaluation
A team evaluation of the load movement assignment is a mission level performance assessment. M ost of th e informatio n
used for this evaluation is obtained during the team discussion immediately following the load movement.
56
The assignment evaluation should focus on an assessment of the procedures used to assess and mitigate risks surfaced
during the pre-trip planning and meeting phases. Evaluate whether the existing risk assessment procedures were adequate
to identify all potential situations and whether the measures taken to reduce risks were adequate.
If unforeseen risks surfaced during the load movement, identify the inadequacies of the current risk assessment procedures.
Develop modifications for the assessment procedures to be used in drafting recommendations.
Examine actual emergencies, the impact on load, team and public safety, and the effectiveness of emergency procedures.
Develop necessary modifications and recommendations to the emergency response procedures and contingency plans.
Assess whether the actual emergencies might have been avoided through changes in the assignment planning procedures.
Develop necessary mod ifications and recommendations to the assignment planning procedures.
Route Survey Evaluation
An evaluation of the route survey is a functional level performance assessment. Although the route survey is completed
during the assignment planning phase, its level of effectiveness does not become apparent until the load movement phase.
A team discussion immediately following the load movement will help to identifY route survey inaccuracies and
shortcomings. Iden tify any survey omissions of encountered hazards and obstructions. Evaluate the impact of the route
survey omissions.
Develop necessary modifications and recommendations to the route survey format and procedures.
Communication Equipment and Procedures Evaluation
An evaluation of the communication equipment and procedures is a functional level performance assessment. The
communication equip ment and procedures play a vital role in ensuring a safe and successful overdimensional load
movement, and as such , the evaluation of these assignment elements should be given great care and attention.
Determine if the communication equipment was functional and had the expected range of coverage. Were communications
audible? Identify any issues of inadequate compatibility. Note if any team member failed to arrive with the required
communication equipment.
Evaluate communication procedures, were they effective to ensure timely transmittals. Were communication procedures
adequately addressed during the pre-trip planning and meeting phases? Were effective communication procedures applied
for an enroute non-stationary transfer of escort responsibilities and emergency situations?
I dentify necessary modifications to the communication equipment andlor procedures to enhance load movement safety and
team effectiveness and efficiency. Develop recommendations for the identified modifications.
Team Dynamics Evaluation
Positive team dynamics is a critical factor in promoting a safe and successful load movement. Stakeholders must work as
a team and respect and exploit the experience and knowledge of the individual members. Immediately following the load
movement, the team must objectively perform a task level perfo rmance evaluation of each team member and a mission level
performance evaluation of the team. Although the individual team member evaluation may be uncomfortable, it must be
an honest objective critique to develop beneficial recommendations for change. An honest critique need not be negative
or accusatory. The evaluation must be positive, done with the spirit of improving operations, and contribute to the
development of constructive modifications.
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Assess the team's overall effectiveness and efficiency. Were the standard operating procedures adequately established during
the pre-trip meeting, did they contribute to the team's ability to meet client expectations, and main tain a high level of
safety? D id the team exhibit a dedication to safety and regulatory compliance?
Assess the team's performance during emergency situations. Were conti ngency plans followed and was the team able to
effectively respond to the emergency?
Identify changes for individual team member roles and responsibilities that contribute to developing positive team
dynam ics and enhance safety. Identify changes to team operating procedures that will improve the team's effectiveness ,
efficiency and level of safe operation.
After Action Report Preparation and Distribution
Prepare the After Action R epo,-, (Suggested Format, Appendix H ) documen ting the quality assurance review_ Include all
team agreed upon recommendations. Regardless of the format app lied to document the review process, the resulting report
must include the following information:
Summary of the Assignmen t - scope of the load movement and participating team members
Synopsis and Impact of Issues - emergencies, inadequacies and malfunctions
Recommendations - statement th at describes what can be done to resolve the issue
Ownership - assign member responsibility for follow-up on the recommenda tion and expected completion date
Conclusion - brief summary of the load assignment review noting lessons learn ed, key successes and areas for
improvement
Signatures - team member signatu res
Distribute copies of the After Action Report, as appropriate, to the motor carrier safety officer, pilot car company, and the
issuing permitting official.
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Pilot Car Escort
Training Manual
Appendices
A
Load Assignment Confirmation
B
Assignment Risk Assessment
C
Pre-Trip Vehicle Checklist
o
Pre-Trip Overdimensional Load Checklist
E
Sample Contingency Plan
F
U.S. Department of Transportation, Federal Motor Carrier Safety Administration (FMC SA),
Regulatory Guidelines to Final Rule on the North American Cargo Securement Standard and
Tie Down Guidelines (relevant pages)
G
Commercial Vehicle Safety Alliance (CVSA), Guidance on the North American Cargo Securement
Standard and T ie Down Guidelines (contact information)
H
Mter Action Report
Code of Federal Regulations (CFR) Title 49, Volume 1, Chapter III, Part 392.22
and Volume 4, Chapter III , Part 393.95
J
Code of Federal Regulations (CFR) Title 47, Volume 5, Chapter I, Part 95 (relevant pages)
K
Code of Federal Regulations (CFR) Title 29, Volume 6, Chapter XVII, Part 1910-1030 (relevant pages)
L
American National Standard I nstitute (ANSI) Z308 .1 - 2003 (contact information)
M
U.S. Code Title 18, Part I, Chapter 43, Section 912
N
Railroad Contact Numbers
o
Route Survey
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Pilot Car Escort
Training Manual
Illustrations
1
Light Placement
2
"Oversize Load" Sign Dimensions
3
"Oversize Load" Sign Mounting
4
Company Sign Placement
5
LightiSignlFlag Placement, Top View
6
Stop/Slow Paddle
7
ABCs of Fire Extinguishers
8
ABC Fire Extinguisher
9
Height Pole Placement
10
Measuring An Overhead Structure
11
Measuring O verhead Lines
12 Passing - Rear Escort Only
13 Blind Curve - Multiple Escorts
14
Blind Curve - Front & Rear Escort
15
Merging - Front Escort Only
16
Merging - Rear Escort Only
17 Low-Speed Offtracking - Swept Path
18
Low-Speed Offtracking - High Risk
19
Low-S peed Offtracking - Lower Risk
20
Low-Speed Offtracking - Left Turn
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Pilot Car Escort
Training Manual
References
American Red Cross
National Headquarters
2025 E Street, NW
Washington, D C 20006
Phone: 202/303-4498
http: //www.redcross.org
American National Standards Institute
1819 L Street, NW
Suite 600
Washington, D C 20036
Phone: 202/293-8020
http://www.ansi.org
Arizona Department of Transportation
Phone: 6021712-7355
http://www.dot.state.az.us
Arkansas State Highway
and Transportation Department
Arkansas Highway Police Division
- Permit Section
10324 Interstate 30
PO. Box 2261
Little Rock, Arkansas 72203-2261
Phone: 501/569-238 1
http://www.ahtd.state.ar.us
California Department of Transportation
1120 N Street
Sacramento, California 94273
Phone: 916/654-5266
http://www.dot.state.az.us
Colorado Department of Transportat ion
Oversize Overweight Permit Office
1325 So. Colorado Blvd. B501
Denver, Colorado 80222
Phone: 3031757 -9539 or 800/350-3765
Fax:
3031757-9179
http://www.dot.state.co.us
Commercial Vehicle Safety A lliance
110117th St., N.W., Suite 803
Washington, DC 20036
Phone: 2021775-1623
Fax:
2021775-1624
http://wv..rw.cvsa.org
Florida Department of Transportation
605 Suwannee Street
Tallahassee, Florida 32399-0450
Phone: 850/4 14-4100
http://www.dot.state.f1.u s
Georgia Department of Transportation
No.2 Capitol Square, S.W.
Atlanta, Georgia 30334
Phone: 404/656-5267
Fax:
404/463-6336
http://www.dot.state.ga.us
Illinois Department of Transportation
2300 South Dirksen PI."W}'.
Springfield, Illinois 62764
Phone: 2171782-7820
http://www.dot.state.il.us
(
Iowa Department of Transportation
Office of Motor Carrier Services
5238 N.W. Second Ave.
Des Moines, Iowa 50313
Phone: 515/237-3264
http://www.dot.state.ia.us
Kansas Department of Tran sportation
Docking State Office Building, 7th Floor
915 H arrison
Topeka, Kansas 66612-1568
Phone: 9131296-3566
Fax:
913/296-1095
http://www.ksdot.org
Louisiana Department of Transportatio n
and Development
Weights and Standards
Post Office Box 94042
Baton Rouge, Louisiana 70804-9042
Phone: 225/3 77-7100
http://www.dotd.state.la.us
New Mex ico Department of Transportation
1120 Cerrillos Road
P.O. Box 1149
Santa Fe, New Mexico 87504-1149
Phone: 505/827-5100
http://www.nmshtd.state.nm.us
New York State Department of Moto r Vehic les
Bus and Vehicle Escort Driver
Certification Unit
Room 220C
Empire State Plaza
Albany, NY 12228
Phone: 518/ 473-9457
New York State Department of Transportatio n
1220 Washington Avenue
Building #5, Room 311
Albany, NY 12232
http ://www.dot.state.ny.us
North Carolina Department of Transpo rtati on
Oversize/Overweight Penni t Unit
Michigan Department of Tra nsportatio n
State Transportation Building
425 W. Ottawa Street
P.O. Box 30050
Lansing, Michigan 48909
Phone: 517/373-2090
http://www.michigan.gov
Nevad a Department of Transportation
Overdimension al Permits
Phone: 775/888 -7410
Amber Light and Hazardous
Materials Permits
Phone: 775/684-4622
http://www.nevadadot.com
Nevada Highway Patro l
Amber Light Section
555 Wright Way
Carson City, Nevada 89711
Phone: 775/684-4650
1425 Rock Qyarry Road, Suite 109 & 110
Raleigh, North Carolina 27610
Phone: 919/733-4740 or 888/221 -8166 or 888/574-6683
Fax:
919/773-7828 or 919/ 773-7921 or 8881222-8347
http://www.doh.dot.state.nc.us/osowpermi ts
Ohio Departm ent of Tra nsportation
1980 West Broad Street
Columbus, Ohio 43223
http://www.dot.state.oh.us
Oklahoma Department of Transportation
200 N.E. 21st Street
Oklahoma City, Oklahoma 73105
http://www.okladot.state.ok.us
Operation Life Saver
1420 King Street, Suite 401
Alexandria, Virginia 22314
Phone: 703/739-0308 or 8001537-6224
Fax:
703/5 19-8267
http://www.oli.org
Oregon De partment of Transportation
u.s.
355 Capitol Street, N.E.
Salem, Oregon 97301-3871
Phone: 888/275-6368
Fax:
503/ 986-3432
http://www.oregon .gov
Federal H ighway Administration
Office of Freight Management
Pe nnsylvania Depa rtment of Transportation
Keystone Building
400 North Street
H arrisburg, Pennsylvania 17120
Phone: 7171787-2838
http://www.dot.state.pa.us
Specialized Carri ers & Rigging Assoc iati on
2750 Prosperity Avenue, Suite 620
Fairfax, Virginia 22031-4312
Phone: 703/698-0291
Fax:
703/698-0297
http://www. scranet.org
Texas De pa rtment of Tra nspo rtation
125 East 11th Street
Austin, Texas 78701-2483
http://www.dot.state.tx.us
Depa rtm e nt of Transportation
and Operations
400 Seventh St., S.W., Room 3401
Washington, DC 20590
Phone: 202/366-9210 or 866/367-7487
Fax:
202/366-3302
http://www.ops. fbwa.dot.gov/freigh t
Uta h Department of Transportat ion
4501 South 2700 West
Mail Stop 141200
Salt Lake City, Utah 84114-1200
Phone: 801/965-4000
http://wwv.r.dot.state.ut.us
Virginia Department of Tra nsportation
Office of Permit and Truck Weight Manager
1221 East Broad Street
Richmond, Virginia 23219-2096
Phone: 804/786-2787
Fax:
8041786-5722
http://www.virgin iadot.org
Washington Department of Transportati o n
U.S. Department of Labo r
Transportation Building
Occupational Safety and H ealth Administration
200 Constitutional Avenue, N.W.
Washington, DC 20210
http://www.osha.gov
310 Maple Park Avenue SE
PO Box 47300
Olympia, Washington 98504-7300
Phone: 3601705-7000
http://www.wsdot.wa.gov
u.s. Department of Transportation
Federal Motor Carrier Safety Administration
Wisconsin Department of Tra nspo rtation
400 Seventh St., S.W.
Washington, DC 20590
http://www.fmsca.dot .gov
Traux Building Complex
3502 Kinsman Blvd.
Madison, Wisconsin 53704-2507
http://www.dot. wisconsi n .gov
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