Winter Highway Maintenance Manual

BROWN COUNTY PUBLIC WORKS DEPARTMENT

September 25, 2017 Table of Contents

1.0 Authority …………………………………………………………………………………………………………………………………… 2 2.0 Purpose ………………………..…………………………………………………………………………………………………………… 2 3.0 Winter Maintenance Sections ………………………………………………….………………………………………………… 3 4.0 Night Watchperson ………………….………………………………………………………………………………………………… 3 5.0 Salting Authority …………..…………………………………………………………………………………………………………… 3 6.0 Operators ………………………………………………………………………………………………………………………………….. 3 7.0 Hours of Service ………………………………………………………………………………………………………………………... 4 8.0 Assisting Others ……………………………………………………………………………………………………………………….… 5 9.0 Passable Roadways ……..………….…………………………………………………………………………………………………. 5 10.0 Level of Effort by Category of Roadway …………………..……………………………………………………………….. 8 11.0 White Shoulders ……………………………….…………………………………………………………………………………….. 11 12.0 24‐Hour Coverage ……………..……………………………………………………………………………………………………. 11 13.0 Best Practices ……….……………………………………………………………………………………………………………….… 12 14.0 Storm Cleanup, General ..………………………………………………………………………………………………………… 12 15.0 Storm Cleanup, Winging and Benching ….………………………………………………………………………………… 13 16.0 Plowing Priorities ………….………………………………………………………………………………………………………… 15 17.0 Anti‐Icing Techniques …...………………………………………………………………………………………………………… 16 18.0 Appropriate use of De‐Icing Agents .………………………………………………………………………………………… 18 19.0 Proper Applications and Temperature Ranges for De‐Icing Agents and Abrasives ….………………… 20 20.0 Application Rates Anti‐Icing …..………………………………………………………………………………………………… 22 21.0 Application Rates De‐Icing …….………………………………………………………………………………………………… 23 22.0 Operation of Equipment ……….………………………………………………………………………………………………… 25

Appendix 1 – Winter Maintenance Section Appendix 2 – Post Accident Drug and Alcohol Testing Appendix 3 – Brown County Plowing Schedules Appendix 4 – Best Practices

1.0 Authority

The Brown County Public Works Department (BCPW) is responsible for the snow removal and ice treatment on the state and county highways in Brown County. Wisconsin Statue 83.01(7)(b), “the county highway commissioner shall perform all duties required…for the maintenance of highways.” In addition, the Wisconsin Department of Transportation (DOT) has utilized county highway departments for nearly 100 years for the maintenance of the state highways. The DOT’s website states, “Legislative audits have shown that this arrangement is not only cost effective but in the best interest of the citizens of Wisconsin and the users of our state highway system.”

Wisconsin Statue 84.07(1) states that the Wisconsin Department of Transportation shall prescribe specifications for “the removal and control of snow [and] the removal, treatment and sanding of ice.” Chapter 6 of the DOT Highway Maintenance Manual (HMM) outlines the DOT’s specifications which the BCPW Department follows.

2.0 Purpose

The purpose of this manual is twofold: first, to provide clear guidance to the BCPW highway superintendents for managing snow removal and ice treatment, and second to provide general guidance to highway crew personnel for their work.

Per the HMM:

1. The goal of winter maintenance is to make roadways safe within the limitations of resources, roadway protection and environmental concerns. Hence, motorists can expect some inconvenience and will be expected to modify their driving practices to adapt to road conditions. 2. The proactive approach of anti‐icing has proven under certain conditions to be an effective and efficient technique for winter maintenance. All service providers responsible for winter operations on state maintained highways should utilize anti‐icing methods when the weather conditions warrant. Current acceptable anti‐icing methods may include applying liquid anti‐icing agents and/or pre‐wetted salt to the pavement surface and/or bridge decks prior to predicted precipitation events or on a predetermined schedule. 3. Plowing is to be the primary means of snow removal. De‐icing agents are used principally to keep snow from bonding to the pavement, which in turn facilitates clearing of the pavement after a storm. Abrasives used to provide traction should be used in combination with de‐icing agents. Snow fence is a preventive maintenance action. 4. De‐icing agents should be used in the following recommended priority order: (a) to anti‐ice by attempting to prevent the bonding of ice/snow to the pavement; (b) to keep snow in plowable condition and keep slush from forming into compacted snow (snowpack); (c) to de‐ice, thereby breaking the bond between ice/snow already bonded to the pavement; and (d) to melt ice/snow.

3.0 Winter Maintenance Sections

The BCPW Department’s winter maintenance sections can be found in Appendix 1 of this manual.

Per the HMM Chapter 6.10.01:

The winter maintenance sections should be designed so that operators can finish a cycle, during a storm, within a given amount of time. This cycle time does not include completely clearing all pavement surfaces or cleanup. The averages listed pertain to the average of all similarly categorized highways within a particular county and are based on the assumption of one operator per patrol section and do not consider “auxiliary” or “helper” operators. Category 5 highways – county average 50‐60 lane miles. Category 4 highways ‐ county average 35‐45 lane miles; Category 3 highways – county average 45‐55 lane miles, Category 2 highways ‐ county average 30‐40 lane miles, and Category 1 highways – county average 25‐ 35 lane miles. The roads or routes assigned to a section should be based on experience, geographical need, and capability of equipment, truck garage, salt storage, section termini and other logical factors. These sections shall be reviewed annually and critiqued during or at the end of the winter season.

4.0 Night Watchperson

The BCPW Department utilizes four night watchperson positions to monitor high volume roadways and bridges from 11:00 pm to 7:00 am, Sunday through Thursday from mid‐November to the end of March following the guidance in HMM Chapter 6.10.05.

5.0 Salting Authority

Per the HMM Chapter 6.10.25:

Through annual routine maintenance agreements the Department (DOT) currently contracts with county highway departments for the maintenance of all state, US‐numbered highways, and Interstates. There are a few exceptions to this with the creation of surge contracts for rest areas, weigh stations, and park‐n‐ride lots. Except for the aforementioned exceptions, the county highway departments have the authority to determine the appropriate response, in compliance with the Maintenance Manual Guidelines, for winter events. Requests by law enforcement agencies to county highway departments that plowing or the application of snow and ice control agents be conducted are advisory in nature. The county highway departments have the authority to exercise discretion related to their response to such requests.

6.0 Operators

In accordance with HMM Chapter 6.10.30:

The operators of snow removal equipment will be provided with training in all aspects of winter operations. They need to be familiar with the service objectives as described in these guidelines. These include the operation of equipment, proper use of de‐icing agents, varying weather conditions and driving in traffic under adverse conditions.

Winter employee meetings will be held every fall (typically week after the annual county budget meeting) to instruct operators on proper snow removal, ice control, and anti‐icing strategies and techniques. These meetings can be useful in familiarizing operators with their assigned winter maintenance sections, or assigned areas, and reviewing the maintenance manual guidelines related to winter operations.

Operators will have completed adequate behind the wheel training during actual winter operations prior to assuming responsibility for a winter maintenance section or assigned area. This training should be accomplished under the direction of an experienced operator in a variety of winter storm situations.

Operators are required to comply with all CDL regulations that apply to county highway departments.

Operators shall comply with the county’s drug and alcohol policy, which is in compliance with state and federal regulations. BCPW’s Post Accident Drug and Alcohol Testing can be found in Appendix 2 of this manual.

7.0 Hours of Service

In accordance with HMM Chapter 6.10.40:

The BCPW Department limits the number of continuous hours a plow operator should work on a shift. The limitations should be done with the public’s and plow operator’s health and welfare in mind. Excessive continuous hours can be hazardous to both the operator and the public and can lead to an increased potential for crashes.

The Wisconsin Department of Transportation’s Winter Highway Classification 06‐05‐01 calls for 18 and 24‐hour coverage roadways. The intent is to provide service to the public for those hours based on the highway usage and traffic volumes. It is not the intent of the department to have plow operators work continuously for those hours during winter storm conditions.

The BCPW Department limits the hours of continuous service during winter storm events in such a way as to not exhaust labor resources and yet still have the ability to maintain the winter highway classification service hours and respond to emergency situations. Appendix 3 shows our typical schedules for winter storm events. Specifically, with the schedule put in place utilizing three crews our hours of service goals are as follows:

Desirable: 12 hours work/12 hours off Maximum: 14 hours work/10 hours off Extraordinary: 16 hours work or 6 hours off

Anything more than 14 hours of continuous work by an employee requires the highway commissioner or operations manager’s approval. Anything more than 16 hours of continuous work by an employee requires the highway commissioner’s approval.

8.0 Assisting Others

In accordance with HMM Chapter 6.10.45:

BCPW employees’ operating on state winter maintenance sections should be discouraged from offering assistance to stuck or stranded vehicles unless there is an emergency (checking on the welfare of a driver with an accident, for example) or the stranded vehicle is interfering with plowing operations. The operators should instead call the appropriate law enforcement agency, via the county sheriff dispatcher, and report the incident.

9.0 Passable Roadways

Per the HMM Chapter 6.15.01:

9.1 Purpose

To define the level of effort expectations for winter maintenance during a winter storm event. One of the goals of winter maintenance is to achieve “passable roadways” within the limitations imposed by climatological conditions, the availability of resources, and environmental concerns during a winter storm event.

9.2 Passable Roadway Definition

A “passable roadway” is defined as a roadway surface that is free from drifts, snow ridges, and as much ice and snow pack as is practical and can be traveled safely at reasonable speeds. A passable roadway should not be confused with a "dry pavement" or "bare pavement" which is essentially free of all ice, snow, and any free moisture from shoulder to shoulder. This "dry/bare pavement" condition may not exist until the weather conditions improve to the point where this pavement condition can be provided.

The definition of "reasonable speed" is considered a speed that a vehicle can travel without losing traction. During and immediately after a winter storm event, a reasonable speed will most likely be lower than the posted speed limit. Motorists can expect some inconvenience and will be expected to modify their driving practices to suit road conditions.

9.3 Passable Roadway Expectations

Category 1: Major urban freeways and most highways with six lanes and greater

(These highways are considered “high volume” and receive 24‐hour coverage, during the winter storm event. See HMM 06‐05‐01.)

Highways in this category often have traffic congestion and snow storage problems, making typical plowing and deicing agent applications very difficult or inappropriate. Therefore, when traffic volumes and snow storage are problems on these highways it may be appropriate to use extraordinary efforts, such as chemical removal, so that snow does not pack on the roadways during the winter storm event.

On these highways service providers should strive for “passable roadway” conditions on all lanes and ramps, during the winter storm event. Plowing is the first priority for snow removal, however

extraordinary efforts (as described above) may be taken so that snow does not pack on the roadways during the winter storm event.

Category 2: High volume four‐lane highways (ADT >= 25,000) and some enumerated four‐lane highways (ADT < 25,000), and some 6‐lane highways.

(These highways are considered “high volume” and receive 24‐hour coverage, during the winter storm event. See HMM 06‐05‐01)

Highways in this category typically do not have the traffic congestion and snow storage problems of those in category 1. However, they still have high traffic volumes that make it necessary to focus on more than just the driving lanes during the winter storm event.

On these highways service providers should strive for “passable roadway” conditions on the driving lanes, ramps, and passing lanes during the winter storm event. Plowing is the first priority for snow removal. The counties should strive to keep the snow from packing on the driving lanes, ramps, and passing lanes (if not needed for snow storage) during the winter storm event. Only enough de‐icing agents should be used to keep the total accumulation workable, thereby minimizing bonding during the winter storm event. It is considered inappropriate to attempt to melt the snow as fast as it hits the ground or keep the highway wet so as to eliminate any accumulation or packing. If packing should occur, service providers will strive for “passable roadway” conditions and eventually “bare pavement” as soon as practical after the winter storm event has ended.

Category 3: All other four‐lane highways (ADT < 25,000)

(These highways may be considered either “high volume” or “all other” and should receive either 18‐hour or 24‐hour coverage, during the winter storm event. See HMM 06‐05‐01.)

Highways in this category have lower traffic volumes and do not fit into either category 1 or 2. The typical cycle times in this category are long enough that it can sometimes be impractical to keep the snow “workable” in both the driving and passing lanes without excessive de‐icing agent usage.

On these highways service providers should strive for “passable roadway” conditions on the driving lanes and ramps during the winter storm event. Plowing is the first priority for snow removal. The service providers should strive to keep the snow from packing on the driving lanes and ramps during the winter storm event. Only enough de‐icing agents should be used to keep the total accumulation workable, thereby minimizing bonding during the winter storm event. It is considered inappropriate to attempt to melt the snow as fast as it hits the ground or keep the highway wet so as to eliminate any accumulation or packing. If packing should occur, counties will then strive for “passable roadway” conditions and eventually “bare pavement” conditions on the driving lane and ramps only as soon as practical after the winter storm event.

Plowing should be conducted on the passing lanes throughout the winter storm event but the majority of effort required to achieve “passable roadway” conditions and eventually “bare pavement” conditions on the passing lanes should be done, as soon as practical, after the winter storm event.

Category 4: Most high volume two‐lane highways (ADT >= 5,000) and some 2‐lanes (ADT <5000)

(These highways are considered “high volume” and receive 24‐hour coverage, during the winter storm event. See HMM 06‐05‐01.)

On these highways service providers should strive for “passable roadway” conditions on the driving lanes, during the winter storm event. Plowing is the first priority for snow removal. The service providers should strive to keep the snow from packing on the driving lanes during the winter storm event. Only enough de‐icing agents should be used to keep the total accumulation workable, thereby minimizing bonding during the winter storm event. It is considered inappropriate to attempt to melt the snow as fast as it hits the ground or keeping the highway wet so as to eliminate any accumulation or packing. If packing should occur, counties will then strive for “passable roadway” conditions and eventually “bare pavement” conditions as soon as practical, after the winter storm event.

Category 5: All other two‐lane highways

(These highways are considered “all other” and receive 18‐hour coverage, during the winter storm event. See HMM 06‐05‐01)

On these highways service providers should strive for “passable roadway” conditions on the driving lanes, during the winter storm event. Plowing is the first priority for snow removal. The service providers should strive to keep the snow from packing on the driving lanes during the winter storm event. Only enough de‐icing agents should be used to keep the total accumulation workable, thereby minimizing bonding during the winter storm event. It is considered inappropriate to attempt to melt the snow as fast as it hits the ground or keep the highway wet so as to eliminate any accumulation or packing. If packing should occur, counties will then strive for “passable roadway” conditions and eventually “bare pavement” conditions as soon as practical after the winter storm event, during normal work hours (including Saturdays and Sundays).

During the time between the winter storm event ending and achieving “passable roadway” conditions, it is acceptable that only clear wheel tracks be provided when conditions warrant.

9.4 Exceptions

Exceptions to this guideline will occur when subsequent winter storm events happen at a frequency where it is not possible to obtain passable roadway conditions and subsequently bare pavement between the events. The severity of a winter storm event, roadway temperatures, and availability of resources along with other factors will dictate how soon passable roadway conditions and subsequently bare pavement can be obtained. Also, it may be deemed appropriate to use extraordinary means when impending weather or an influx of traffic, such as traffic prior to a holiday, is anticipated.

department, after notifying and in cooperation with the service providers, may reduce level of effort expectations on one, several, or all five categories described above.

10.0 Level of Effort by Category of Roadway

In accordance with HMM Chapter 6.15.05:

10.1 General

The purpose of this guideline is to outline the level of effort that should be undertaken on the five different categories of roadway during a winter storm event. After the event has ended the effort will switch to cleanup with the intermediate goal of bare/wet pavement and finally the ultimate goal of bare/dry pavement. The time to achieve these goals will depend on the limitations imposed by climatological conditions, the availability of resources, and environmental concerns.

10.2 Level of Effort by Roadway Category

Category 1: Major urban freeways and most highways with six lanes and greater (These highways are considered “high volume” and receive 24‐hour coverage, during the winter storm event. See HMM 06‐05‐01.)

On these highways service providers should maintain all lanes and ramps equally, during the winter storm event. Plowing is the first priority for snow removal, however extraordinary efforts (as described above) may be taken so that snow does not pack on the roadways during the winter storm event. The appropriateness of using extraordinary efforts shall be agreed upon with the region maintenance office. When extraordinary efforts are not deemed appropriate, de‐icing application rates should be followed.

Category 2: High volume four‐lane highways (AADT >= 25,000) and some four‐lane highways (AADT < 25,000), and some 6‐lane highways. (These highways are considered “high volume” and receive 24‐hour coverage, during the winter storm event. See HMM 06‐05‐01)

On these highways service providers should maintain the driving lanes, ramps, and passing lanes equally during the winter storm event. Plowing is the first priority for snow removal. De‐icing applications should be conducted according to HMM 06‐05‐01 of the Maintenance Manual. The service providers should strive to keep the snow from packing on the driving lanes, ramps, and passing lanes (if not needed for snow storage) during the winter storm event. Only enough de‐

icing agents should be used to keep the total accumulation workable, thereby minimizing bonding during the winter storm event. It is considered inappropriate to attempt to melt the snow as fast as it hits the ground or keep the highway wet so as to eliminate any accumulation or packing. If packing should occur, service providers should continue to plow and use sensible salting. When the winter storm event ends and conditions allow, service providers will remove any packed snow and continue working towards the goals of bare/wet and ultimately bare/dry pavement.

Category 3: All other four‐lane highways (AADT < 25,000) (These highways may be considered either “high volume” or “all other” and should receive either 18‐hour or 24‐hour coverage, during the winter storm event. See HMM 06‐05‐01.)

Highways in this category have lower traffic volumes and do not fit into either category 1 or 2. Also some of the highways in this category do not receive 24‐hour coverage. The typical cycle times in this category are long enough that it can sometimes be impractical to keep the snow “workable” in both the driving and passing lanes without excessive de‐icing agent usage.

On these highways service providers should maintain the driving lanes and ramps equally as a first priority during the winter storm event. Plowing is the first priority for snow removal. De‐ icing applications should be conducted according to HMM 06‐20‐25 of the Maintenance Manual. The service providers should strive to keep the snow from packing on the driving lanes and ramps during the winter storm event. However, only enough de‐icing agents should be used to keep the total accumulation workable, thereby minimizing bonding during the winter storm event. It is considered inappropriate to attempt to melt the snow as fast as it hits the ground or keep the highway wet so as to eliminate any accumulation or packing. If packing should occur, service providers should continue to plow and use sensible salting on the driving lane and ramps only according to the appropriate coverage (either 18 or 24 hours). When the winter storm event ends and conditions allow, service providers will remove any packed snow and continue working towards the goals of bare/wet and ultimately bare/dry pavement.

Plowing with minimal salting should be conducted on the passing lanes throughout the winter storm event but the majority of effort required to eliminate any packing conditions and eventually obtain bare/wet and ultimately bare/dry pavement conditions on the passing lanes should be done, as soon as practical, after the winter storm event.

Category 4: Most high volume two‐lane highways (AADT >= 5,000) and some 2‐lanes (AADT <5000) (These highways may be considered either “high volume” or “all other” and should receive either 18‐hour or 24‐hour coverage, during the winter storm event. See HMM 06‐05‐01.)

On these highways service providers should maintain the driving lanes, during the winter storm event. Plowing is the first priority for snow removal. De‐icing applications should be conducted according to HMM 06‐20‐25 of the Maintenance Manual. The service providers should strive to keep the snow from packing on the driving lanes during the winter storm event. Only enough de‐icing agents should be used to keep the total accumulation workable, thereby minimizing bonding during the winter storm event. It is considered inappropriate to attempt to melt the snow as fast as it hits the ground or keeping the highway wet so as to eliminate any accumulation or packing. If packing should occur, service providers should continue to plow and

use sensible salting. When the winter storm event ends and conditions allow, service providers will remove any packed snow and continue working towards the goals of bare/wet and ultimately bare/dry pavement.

Category 5: All other two‐lane highways (These highways are considered “all other” and receive 18‐hour coverage, during the winter storm event. See HMM 06‐05‐01)

On these highways counties should maintain the driving lanes, during the winter storm event. Plowing is the first priority for snow removal. De‐icing applications should be conducted according to HMM 06‐20‐25 of the Maintenance Manual. The counties should strive to keep the snow from packing on the driving lanes during the winter storm event. Only enough de‐icing agents should be used to keep the total accumulation workable, thereby minimizing bonding during the winter storm event. It is considered inappropriate to attempt to melt the snow as fast as it hits the ground or keep the highway wet so as to eliminate any accumulation or packing if packing should occur, service providers should continue to plow and use sensible salting. When the winter storm event ends and conditions allow, service providers will remove any packed snow and continue working towards the goals of bare/wet and ultimately bare/dry pavement, during normal work hours (including Saturdays and Sundays).

During the time between the winter storm event ending and achieving the ultimate goal of bare pavement it is acceptable that only clear wheel tracks be provided when conditions warrant.

10.3 Exceptions

Another exception can occur when the department, because of budget restrictions or unavailability of de‐icing agents, has requested that service providers reduce the level of effort or passable roadway condition expectations during the winter storm event. In such a case the department, after notifying and in cooperation with the service providers, may reduce level of effort expectations on one, several, or all five categories described above.

10.4 Best Practices for Acceptable Roadway Conditions After the Storm has Ended (While Crews are on Overtime).

If the following roadways conditions exist on the five categories of roadways after the storm has ended and while crews are on overtime hours, then it is desirable and acceptable to cease plowing and salting and to wait until the next day (on normal hours) to continue working towards the bare/wet and ultimately bare/dry pavement conditions.

The termination of plowing and salting at this time assumes that the weather forecast and other factors will allow this to happen.

11.0 White Shoulders

In accordance with HMM Chapter 6.15.10:

11.1 General

Generally, a light accumulation of snow on highway shoulders is not hazardous and time should not be taken to remove it. However, any snow, because of accumulation or consistency that creates hazardous conditions, should be removed during normal non‐overtime working hours, under non‐drifting conditions.

11.2 White Shoulders

For non‐paved shoulders, the white shoulder rule shall apply to ensure retention of shoulder aggregate. The plow or wing should be held above the shoulder in such a fashion as to leave one or two inches of snow. This technique is less critical when the shoulder materials have frozen together.

Paved shoulders may be mechanically cleared of snow at the same time the pavement is being cleared or they may be bypassed until the weather conditions require or allow them to be cleared.

Clean‐up efforts (removal of snow from shoulders, paved or unpaved) would typically be performed during normal non‐overtime working hours under non‐drifting conditions. Where heavy (deep) snow on the shoulder becomes a problem, such as when large trucks pull the snow back onto the roadway just by driving past at highway speed, plowing of the shoulders may be completed during the storm or on overtime hours.

11.3 Salting Shoulders

Typically only mechanical means should be utilized to remove the snow from the shoulders. Salting the shoulders is not recommended unless the following conditions exist: shoulders are unsafe due to icing from freezing rain; drifting is causing icing on driving lanes; areas where barrier exists and shoulders are icy. Salting the shoulders shall only be done in locations that are agreed upon with the region and should only be salted when conditions warrant.

12.0 24‐Hour Coverage

In accordance with HMM Chapter 6.15.15:

When conditions warrant, 24‐hour coverage should be provided during a winter storm event. Depending on the severity and duration of the storm, maintaining a full complement of operators may not be practical. However, some minimal coverage should be provided (perhaps by reducing or staggering the workforce).

Definition of “24‐hour coverage”: 24‐hour coverage means that the service provider has a presence on the highway for 24 hours per day during a winter storm event unless passable roadway conditions have been achieved. This would only happen during winter storm events of long duration and when conditions warrant. When this does occur it may mean further reducing the coverage on routes in the “all other” classification to assure available manpower, or extending the winter maintenance section

11 lengths on the high volume routes. However, continuous coverage does not mean that the service provider runs three shifts or that there are patrol trucks on the highway 24 hours per day throughout the winter irrespective of the weather conditions.

13.0 Best Practices

In accordance with HMM Chapter 6.15.20 there is a lot of additional information in the way of best practices from many sources. Appendix 4 has a few of these best practices.

14.0 Storm Cleanup, General

In accordance with HMM Chapter 6.15.25:

Cleanup is generally accomplished during normal non‐overtime working hours. All cleanup operations should be performed with the motorist's expectations in mind. Outcomes the motorist expects might include:

• elimination of fingers of drifting snow • adequate visibility for safe vehicle operation • shoulder point which is defined • no excessive maintenance beyond the shoulder point • minimal gouging or other damage to the sod • minimal displacement of shoulder gravel • safe operation of vehicle at a reasonable speed without loss of traction (see HMM 6‐15‐01‐ Passable Roadways, for a definition of reasonable speed)

1. Cleanup should include the removal of snow from:

• bridge decks (outside driving lanes) • shoulders • ramp gores • guardrails • rest area parking • barriers • weigh stations • crossovers • park‐and‐ride lots • two‐way‐left‐turn lanes • areas where snowmelt may run onto the roadway • areas subject to drifting • areas where snow storage reduces visibility in intersections

2. A state trunk highway that goes through a municipality remains on the state maintained highway system unless it is designated a connecting highway. If it is not designated a connecting highway, the responsibility for maintenance of the traveled way remains with the Department. The maintenance of features outside the traveled way, including but not limited to the parking lanes, curb and gutter, sidewalks, sidewalks on bridges, and drainage facilities, is the obligation of the municipality, except where an existing state and/or municipal agreement states

otherwise. The traveled way is defined as the width of roadway accommodating through traffic and all turn lanes.

The term maintenance applies not only to pavement repair, but also to winter maintenance operations. Because the department only maintains the traveled way, the local government is responsible for snow removal outside the traveled way, including but not limited to the parking lanes, sidewalks, and sidewalks on bridges.

In those areas where the department's past practice has been to remove snow outside the traveled way despite having no specific agreement, the department should cease such snow removal or formalize the added maintenance responsibility in writing.

No maintenance that is conducted, by agreement, outside the traveled way should be included on the storm reports, HMM 6‐10‐20.

3. Driveways are not to be opened during plowing or as a cleanup activity. Owners are responsible for opening their driveways and removing the windrow. Authorized winging should be done carefully so that accumulation of snow in driveways is minimized.

15.0 Storm Cleanup, Winging and Benching

In accordance with HMM Chapter 6.15.30:

15.1 Winging and Benching

1. Winging operations (the manipulation of snow beyond highway shoulders) should define the shoulder pivot point, but result in minimal displacement of shoulder gravel, rounding of pivot point, or sod damage.

2. Definition and diagram of terms used:

Traveled Way lane, driving surface Shoulder paved or unpaved portion of the roadtop ‐ able to accommodate vehicles between traveled way and inslope Pivot Point transition area between shoulder and inslope Inslope non‐drivable bank between shoulder and ditch bottom

3. Typical snow removal and winging methods are shown in the following diagrams:

15.2 Shoulder Cleanup

Plow the shoulder without displacing the gravel. This will usually result in a ridge of snow at the pivot point between the shoulder and inslope. Care should be taken not to remove snow beyond pivot point to provide guidance for motorists and future snow removal operations. (See Section HMM 6‐15‐10 ‐ White Shoulders).

This applies when minimum amounts of snow are present. The inslope and ditch bottom can accommodate the snow and the pivot point and inslope will remain defined.

15.3 Depressed Winging

Winging down the inslope in selected areas may be necessary to control icing conditions on pavement or finger drifts due to drifting snow. Depressed winging also may be appropriate to control thaw run off drainage problems.

The change of angle at the pivot point of the shoulder should also serve to provide guidance for motorists and future snow removal operations.

Depressed winging should not extend more than one wing width beyond shoulder pivot point. In no case shall the vehicle wheels extend beyond the shoulder pivot point.

Care must be taken to eliminate sod, gravel, and equipment damage. Reduce speed when performing this operation.

NOTE: Depressed winging operations shall be subject to mutual consent of the region maintenance staff and service provider’s supervisory personnel. This operation shall be limited in extent and frequency.

15.4 Bench winging.

When snow accumulation is such that storage is not accommodated, bench winging may be necessary to prevent road blockage and finger drifts or to control icing conditions on pavements due to drifting snow.

Height of bench can vary depending upon amount of snow. Width of bench should not extend more than one wing width beyond shoulder pivot point.

16.0 Plowing Priorities

In accordance with HMM Chapter 6.15.35:

The removal of snow, via plowing and/or de‐icing agents, on the state highways should be accomplished in a manner that facilitates consistency between winter maintenance sections and adjacent counties or regions. This guideline outlines the plowing priorities.

16.1 Plowing Priorities by Highway Type

Interstate/Freeway:

Expressway:

Two Lane Highways:

16.2 Exceptions

The above plowing priorities are intended as a guide for winter operations and changes may be deemed appropriate based on local conditions. The county and district should work cooperatively to identify exception locations.

Also, some weigh stations, rest areas, and park‐and‐ride facilities may receive a higher priority if it is deemed necessary by the region. Those areas may also be maintained at a higher priority under surge contracts.

17.0 Anti‐Icing Techniques

In accordance with HMM Chapter 6.15.55:

17.1 General

Anti‐icing is a proactive snow and ice control strategy aimed at preventing the formation or the development of bonded snow and ice by the timely application of a freezing point depressant. Anti‐icing can be efficient and cost effective when correctly used and approached with realistic expectations. Anti‐icing has the potential of providing increased traffic safety at a reduced cost even on high volume highways.

17.2 When to Anti‐ice

• Anti‐icing should be the first in a series of strategies considered for each winter storm.

• Anti‐icing should be conducted prior to forecasted frost, freezing fog, or black ice events on bridge decks and pavement trouble spots as a minimum, assuming conditions in this guideline for anti‐icing are met. Other areas (hills, curves, shaded areas, ramps, or intersections) may be treated as determined by the county, on an as‐needed basis.

• Treatment for frost or black ice incidents can be made on a regular twice per week schedule during the typical frost season at the beginning and ending of the winter months or in accordance with weather forecast information. Applications in anticipation of a possible frost incident or snow event on a Saturday or Sunday may be made on the preceding Friday.

• Anti‐icing should be done during normal, low traffic volume, non‐overtime work hours. In the case of a county with normal overnight working hours, anti‐icing could be done at night or other off peak traffic times. In maintenance areas where split shifts are not used, anti‐ icing should be done so as to minimize disruption to the traveling public. Applications for forecasted frost events should normally be made 12‐18 hours prior to a predicted frost or snow event depending on the material used. Some anti‐icing agents will last longer than others.

• When traffic volumes are high, use of a following vehicle for traffic control may be necessary. Due to high traffic volumes, additional application may be required if the anti‐ icing agent residue is worn off the bridge deck or pavement surface.

• Anti‐icing may also be conducted prior to predicted light sleet and light (<0.5”/hr.) or moderate (0.5‐1.0”/hr.) snow events. If precipitation persists, additional anti‐icing applications may be necessary to prevent re‐freeze due to dilution of the chemical or switching to de‐icing applications may be necessary.

• Anti‐icing should be conducted when the pavement temperature is at or above 23⁰F or the pavement temperatures are forecast to rise or stay above 23⁰F.

• Liquid agents are the preferred material for anti‐icing treatments. Although applying pre‐ wetted salt prior to an event can technically be considered anti‐icing, liquid agents work more effectively than solids for anti‐icing and there is also less waste with liquid applications.

17.3 When Not to Anti‐ice

• Liquid anti‐icing should not be conducted prior to forecasted rain or freezing rain events.

• Anti‐icing should not be conducted when winds are more than 15 m.p.h. especially when using a hydroscopic anti‐icing agent such as magnesium or calcium chloride as they will attract moisture onto the roadway and may lead to refreeze.

• Anti‐icing should not be conducted when the anti‐icing agents have the potential of causing snow to stick to the roadway under blowing and /or drifting snow conditions.

• Anti‐icing should not be conducted when the pavement temperature is below 20⁰F or forecast to fall below 20⁰F.

• Applying anti‐icing agents prior to heavy (> 1.0 in./hr.) snowfall events can be an effective way of keeping the snow from bonding to the pavement. Discretion is advised however and this technique should only be used by experienced anti‐icing service providers.

• Anti‐icing may be applied after the bond between the snow and the pavement has already occurred but only in controlled situations where adequate precautions are taken as the anti‐ icing agents may make the roadways slipperier for a period of time.

17.4 Precautions

• Liquid anti‐icing application equipment should be calibrated at the beginning of every winter season. Application equipment that has been transferred to another truck, modified, or repaired should be recalibrated. Equipment should be monitored during use and recalibrated when performance appears questionable.

• “Drip” or “pencil” spray type nozzle heads are preferred over fan type nozzle heads in order to minimize the drifting of liquid anti‐icing agents from the bridge deck or pavement surface. Consideration should be given to using “drip” or “pencil” spray nozzle heads with drop rubber tubing extensions that reach the surface when truck speeds will exceed 25‐30 m.p.h.

• Liquid anti‐icing agents residual material can remain on the surface for up to four days after application if not diluted by rain or snow. Refreezing of the surface can occur when rain or snow or moisture in the air dilutes the liquid anti‐icing agent remaining on the surface and reapplication of the anti‐icing agent has not occurred.

• Application rates should be reduced when done after extended dry spells with no rain or snow events especially during the late fall or early spring seasons when pavement temperatures are in the 45⁰‐50⁰ F. range and humidity is in the 45%‐55% range. Application of a liquid on a bridge deck or pavement surface containing a buildup of oil‐based residuals and/or rubber residuals may produce a slick surface.

17.5 Application Rates

Refer to HMM 06‐20‐20 for appropriate anti‐icing application rates.

17.6 Anti‐Icing “Best Practices” Reference Material

Technical support information related to the anti‐icing technique is available at the Bureau of Highway Maintenance “Best Practices” Extranet web site:

https://trust.dot.state.wi.us/extntgtwy/dtid_bho/extranet/winter/bestpractices/index.htm, then click on Number II.I. Anti‐Icing

18.0 Appropriate use of De‐Icing Agents

In accordance with HMM Chapter 6.20.01:

De‐icing agents are used under appropriate winter maintenance conditions to: 1) prevent the formation of ice (anti‐icing); 2) prevent the formation of a bond between accumulated snow, ice or slush and the pavement and keep the accumulation "plowable"; 3) de‐ice, which is the melting of bonded ice or snow; and 4) keep abrasive material free flowing in freezing conditions. Plowing or other mechanical means available to achieve our service objectives are an important part of an overall strategy, and are preferable to the use of de‐icing agents for snow removal, de‐icing, or cleanup. In general, we will maximize the use of mechanical tools in order to control the use of chemical tools, subject to the specific storm or roadway situation.

It is essential that careful consideration be given to the appropriate use of any de‐icing agent for winter operations. Use of these de‐icing agents on state highways shall be limited to the amount needed to provide the established level of service or “bare/wet pavement” expectation. This special attention to controlling the use of these de‐icing agents is important to minimize any adverse environmental impacts that may result from the material. As concerned stewards of the environment, we have a keen interest in preserving and protecting our environment in the accomplishment of our work.

In addition to our interests in reducing negative impacts or effects of using de‐icing agents, we also have a responsibility to provide cost effective service and operate within budgetary constraints. Budget allocations provide for winter service based on standard costs for labor, materials, and equipment. The choice of tools to provide the winter service should be consistent with this guideline to provide for uniformity of service and the objectives of limiting de‐icing agent use and providing cost effective service. Achieving the established service level while reducing the use of de‐icing agents can free up dollars that might have been spent for salt to be used for other operations activities. The balancing of these goals requires each service provider to exercise discretion on how to best respond to winter maintenance needs.

Environmental concerns associated with materials used for winter operations include impacts on soil, vegetation, and water, as well as the influence of residues on the behavior of animals. Corrosive impacts on steel in automobiles, bridges and concrete reinforcing bars are also a concern. Even use of abrasives (sand) generates concerns for negative environmental impacts related to residue and particulates that may impair air quality. Careful use of these materials is important to minimize negative impacts on the environment. We must insist on careful use to retain the public's confidence that we are prudent users of salt and other de‐icing agents used for winter operations. Without this trust, we risk losing the tools needed to provide the mobility, safety, and quality of service the public has come to expect of Wisconsin's highway system. Effective control of the use of these materials is also important to efficient operation and cost considerations.

Appropriate uses include:

1. Anti‐icing by applying a light application of de‐icing agents when snow begins to fall or just prior to the expected freeze point of the precipitation on the pavement. Anti‐icing helps prevent the formation of a bond at the pavement interface. Failure to prevent the bond may result in a hazardous driving condition and the energy required to break the bond requires substantially more de‐icing agent to be used. Timing, traffic and weather conditions are critical to successful anti‐icing. Use of the winter weather forecasts is critical when using this application. Anti‐icing is best accomplished using direct liquid de‐icing agent applications onto a dry roadway surface.

2. Bond prevention by applying de‐icing agents during the storm to prevent the bond of accumulated precipitation and to keep the snow in a plowable condition.

Failure to keep the bond from forming during the storm can result in a thick snow pack on the pavement that can only be removed by extraordinary and expensive de‐icing measures such as heavy salt application, additional de‐icing agents, and heavy equipment. Bond prevention is preferable to de‐icing because it may take 5 to 10 times more de‐icing agent to remove ice than to prevent it.

19.0 Proper Applications and Temperature Ranges for De‐Icing Agents and Abrasives

In accordance with HMM Chapter 6.20.05:

1. Application rates for de‐icing agents are provided in HMM 06‐20‐20 (anti‐icing) and HMM 06‐20‐ 25 (deicing). The rates contained in these sections are guidelines because conditions for a given storm may require that other measures be taken. Discretion must be exercised in responding to each winter maintenance situation. Data from winter storm reports, required per HMM 06‐10‐ 20, will be collected to make comparisons and evaluations of the amount of de‐icing agents used for winter maintenance.

2. The appropriate material to use is dependent on the specific storm conditions and forecast. De‐ icing agents are not always necessary and in some situations may create a more hazardous situation than if no de‐icing agents were used. Winds, temperatures of both the pavement and air, and drifting conditions should be considered when choosing to apply de‐icing agents, since chemically wet pavements may capture drifting snow and lead to ice and snow accumulations.

3. Prewetted sodium chloride may be the most effective material during and after the storm when the pavement temperature is 15°F or higher. However, below 15°F, the prewetted salt becomes less effective and therefore the service provider should consider a plow only strategy or switch to a deicing agent other than sodium chloride such as Magnesium Chloride or Calcium Chloride, etc. Even though these de‐icing agents will lower the melting range of sodium chloride, it should be noted that below 15°F the effectiveness of all agents is greatly reduced. Additional monitoring may be required when using these liquid agents because re‐freeze may occur.

4. Prewetting of dry salt with salt brine, liquid magnesium chloride solutions, or other approved liquids should be done to reduce the loss of de‐icing materials that are blown or bounce off the pavement as a result of traffic or the act of dispensing the material from a moving truck.

5. Anti‐icing should be performed using only materials specifically designed for anti‐icing applications. The materials selection process should be a joint effort between the service provider, region maintenance staff, and the bureau of highway maintenance. Salt brine applied using a spray bar with controls to provide uniform application is the preferred method of anti‐ icing. Dry or prewetted salt should not be used for anti‐icing because of the likelihood that most of the material will not remain on the pavement to provide effective control.

6. Locally available abrasive materials, usually sand (see HMM 06‐20‐15), can be employed when pavement temperatures are 10°F or less or when de‐icing agents are ineffective because of high winds or other storm conditions. However, it is recommended that abrasives be pre‐wetted and only used in low speed trouble spots and intersections. Abrasives should not be used on roadways where speeds in the sanded locations exceed 45 mph. Special consideration should be taken in urban areas where there are storm sewers. Abrasive products should be scrutinized for their effects on the environment. Under no circumstance shall any abrasive material that contains an environmentally sensitive substance be used on the state highway system. It is unacceptable to use rock salt as an abrasive. Prewetting abrasives may be appropriate or necessary to aide in securing or imbedding the abrasive into the ice or snow pack.

7. De‐icing agents should be applied with appropriate equipment to provide the most effective benefit from the material. The material should be spread only to the width necessary to achieve the “bare/wet pavement” expectation, keeping in mind the effects of traffic and wind on the material. Chutes and spinners placed close to the roadway, and specialized velocity negating spreaders are some of the devices available to aide in keeping the material spread on the pavement where it can be most effective. When spinners are used, operators should be instructed about their use and asked to limit the speed of the spinner to prevent the material from being cast beyond the area to be treated.

20.0 Application Rates Anti‐Icing ‐ In accordance with HMM Chapter 6.20.20:

21.0 Application Rates De‐Icing ‐ In accordance with HMM Chapter 6.20.25:

22.0 Operation of Equipment

In accordance with HMM Chapter 6.20.45:

22.1 General

Snow plowing on the state highways is generally performed under an agreement with county highway departments (Routine Maintenance Agreements (RMAs)). However, some areas such as rest areas, weigh stations, and park-and-ride lots may also be maintained under surge contracts during particularly heavy snow events. The principal vehicle for this work is the single axle truck, 26,000 to 36,000 GVWR. Other vehicles used include multi-axle and 4x4 trucks and graders. With these large vehicles in use it is imperative that they be operated consistently, economically and safely. The following guidelines are to help meet these goals. While these guidelines shall be followed when possible, practical considerations may require the exercise of discretion to achieve the best results possible under varied circumstances.

22.2 Guidelines for Operation of Equipment

1. Snow removal equipment should be checked to ensure equipment and safety lights are in good working order prior to leaving the shop areas.

2. Any piece of equipment that cannot be operated safely given the prevailing conditions shall not be used until safe operation can be resumed.

3. Snow removal equipment shall not be operated against traffic unless traffic control measures have been established.

4. Clear the centerline on the first pass, using the minimum blade pressure required to effectively clean the surface.

5. Do not blade gravel from shoulders and use caution when plowing soft shoulders. (See HMM 06-15-10 and HMM 06-15-30.

6. Do not throw snow off overpass bridges onto roads or railroads.

7. Be aware of following vehicles.

8. Caution should be used to minimize snow clouds.

9. Be careful around obstacles, curb and gutter ends, mailboxes, parked cars, soft shoulders and turnarounds or turning lanes which are too tight for the combination of truck and plow.

10. When placing de-icing agents, place them near the centerline of the roadway or on the high side of a superelevated curve. Spread the material between the lanes of multi-lane highways, or uniformly over high volume multi-lane highways.

Appendix 1

Winter Maintenance Sections

Date: 08/08/2017 Salt % Route Crew Capacity Truck # Shop Description Termini State County 1 B&C 12 55 DC 41 CTH VK ‐ Brown Road 100 1 B&C 18 60 DC 41 CTH VK ‐ Brown Road ‐ (Tow Plow) 100 2B&C1863 DC 41 CTH U ‐ Mason St 100 2 B&C 18 28 DC 41 CTH U ‐ Mason St ‐(Tow Plow) 100 172 Bridge (Maint. Crossover West of Holmgren ‐ Maint. Crossover South of 3 A 18 15 DC 172, 43 100 CTH V) 172 Bridge (Maint. Crossover West of Holmgren ‐ Maint. Crossover South of 3B&C1246 DC 172, 43 100 CTH V), STH 57 De Pere City Limits ‐ Green Bay City Limits Tower Drive (I‐41 ‐ Maint. Crossover South of CTH V) Inlcudes I‐43/I‐41 4 A 18 24 DC 43 100 Ramps Tower Drive (I‐41 ‐ Maint. Crossover South of CTH V) Inlcudes I‐43/I‐41 4B&C1253 DC 43 100 Ramps 5 A 15 34 LC 43 STH 172 Interchange ‐ SCL 100 5 B&C 18 23 LC 43 STH 172 Interchange ‐ SCL 100 STH 54/57 (Maint. Crossover East of CTH EA ‐ I‐43), I‐43 & STH 54/57 Ramps, 6 B&C 18 1 DC 54/57, EA 59.6 40.4 CTH EA (STH 54/57 ‐ CTH JJ) 7 B&C 15 30 NF STH 57 Maint. Crossover East of CTH EA ‐ NCL 100 STH 29 (Flyovers ‐ CTH FF), CTH FF (STH 29 ‐ CTH C), CTH C (CTH J ‐ CTY FF 8B&C1245 DC 33.5 66.5 29, FF,C,J NCL), CTH J (CTH EB ‐ CTH RK) CTH EB (CTH HS ‐ CTH M), CTH M (CTH EB ‐ CTH B), CTH B (CTH C to the West 9 A 18 17 DC EB, B, J, IR, M, C 100 ‐ CTH J), CTH J (CTH EB ‐ NCL), CTH IR, CTH C to NCL

CTH Y (SCL ‐ STH 32 NCL & STH 160), STH 29 (WCL ‐ CTH U), CTH U (CTH C ‐ 10 A 18 64 DC 32, 29, Y, U, B, C 61.7 38.3 STH 29), CTH B (St. Augustine ‐ STH 32 CTY C) CTH C (CTH B to CTH U)

STH 29 (CTH U ‐ Maint. Crossover East of CTH FF), CTH U (CTH J ‐ STH 29 ), 11 A 18 27 DC 29, FF, U, J, VV, C 41.7 58.3 CTH J (CTH U ‐ CTH VK), CTH VV (CTH U ‐ STH 29), CTH C (CTH FF to CTH U) STH 29 (Taylor St. ‐ CTH EB), CTH EB (STH 172 ‐ CTH HS), CTH HS (I‐41 ‐ CTH 12 B&C 18 6 DC 29, EB, HS 10 90 EB) STH 172 (CTH EB ‐ Maint. Crossover West of Holmgren & CTH YY/HH Ramps), 13 A 6 93 DC 172,YY,HH,32,H STH 172 Interchange Ramps and CTH YY/HH Ramps, Ashland to Cormeir and 100 Broadway STH 172 (CTH EB‐STH 54), STH 54 ( FF ‐ WCL), CTH E, CTH U (EE ‐ CTH E), CTH 14 B&C 18 3 DC 172, 54, E, U, EE, GE, EB 36.5 63.5 GE (CTH EE ‐ STH 54), CTH EB (CTH AAA ‐ STH 172) 15 B&C 6 94 DC 32, H, HH, AAA, YY, VK STH 32 ( Cormier ‐ CTH VK), CTH AAA, CTH YY, CTH VK (Wood Lane ‐ STH 32), 43.9 56.1 CTH S (WCL ‐ I‐41), CTH F (CTH S ‐ CTH D), CTH EB (CTH F ‐ CTH AAA), CTH EE 16 A 12 58 DC S, F, EB, EE, G 100 (CTH GE ‐ STH 32), CTH G (CTH GE ‐ I‐41) STH 54 (CTH P ‐ ECL), CTH T (STH 54 ‐ STH 57), CTH P (STH 54 ‐ STH 57), CTH K 17 A 18 31 NF 54, T, P, K, SS, DK 4.7 95.3 (STH 57 ‐ ECL), CTH SS, CTH DK Date: 08/08/2017 Salt % Route Crew Capacity Truck # Shop Description Termini State County STH 54 (STH 57 ‐ CTH P), CTH T (CTH N ‐ STH 54), CTH P (CTH N ‐ STH 54), CTH 18 B&C 12 49 NF 54, T, P, I, A, K 23 77 I (CTH A ‐ STH 54), CTH A (CTH I ‐ STH 57), CTH K (CTH A ‐ STH 57) 19 A 18 16 LC V,JJ,QQ CTH V (CTH EA ‐ CTH T, CTH JJ (CTH V ‐ CTH P), CTH QQ (STH 29 ‐ CTH N) 100 20 B&C 18 62 LC 29, T, KB STH 29 (STH 141 ‐ ECL), CTH T (CTH R ‐ CTH N), CTH KB (CTH T to CTH B) 40.2 59.8 CTH P (CTH KB ‐ CTH N), CTH N (Bascom Way ‐ ECL), CTH V (CTH P to CTH T), 21 A 12 59 DC P, N, V, IV 100 CTH IV (CTH P to ECL) CTH X (CTH XX ‐ GB City Limits), CTH O (STH 57 ‐ CTH GV), CTH XX, STH 57 (GB 22 B&C 15 26 DC X, O, XX,57 100 City Limits to DePere City Limits) 23 B&C 18 5 GL 96, PP, W STH 96 (STH 57 ‐ CTH G), CTH PP (STH 96 ‐ Cook St.), CTH W (CTH Z ‐ STH 96) 51.6 48.4 STH 96 (CTH G ‐ CTH NN), CTH G (CTH W ‐ STH 96, STH 96 ‐ CTH V), CTH V 24 A 15 35 LC 96, G, V, W 28.3 71.7 (CTH G ‐ GB City Limits), CTH W (SCL ‐ CTH G) 25 A 15 32 GL X, W, OO CTH X (STH 57 ‐ STH 96), CTH W (CTH PP ‐ STH 96), CTH OO 100 26 A 15 13 LC 141, R, MM STH 141 (GB City Limits ‐ CTH MM), CTH R (CTH MM ‐ CTH KB), CTH MM 25.7 74.3 STH 96 (CTH NN ‐ I‐41), CTH NN (CTH Z ‐ CTH R), CTH T (SCL ‐ CTH R), CTH R 27 A 18 22 LC 96, NN, KB, T, R, BB, P 11.3 88.7 (CTH KB ‐ SCL), CTH BB, CTH P (CTH R ‐ CTH KB), CTH KB (CTH P ‐ ECL) STH 96 (WCL ‐ CTH D), CTH D (STH 96 ‐ CTH F), CTH DD, CTH DDD, CTH MW, 28 A 18 4 GL 96, D, DD, DDD, MW, ZZ 8.7 91.3 CTH ZZ STH 32/57 (SCL ‐ Cook St.), STH 96 (CTH D ‐ STH 32/57), CTH D (SCL ‐ STH 96), 29 B&C 15 29 GL 32/57, 96, D, CE, KK 69.9 30.1 CTH CE, CTH KK, CTH IL 30 A 15 36 GL Z, PP, W, G CTH Z, CTH PP (SCL ‐ STH 96), CTH W (CTH G ‐ CTH Z), CTH G (SCL ‐ CTH W) 100 CTH X (XX to G), CTH G (X to V), CTH GV (X to V) CTH V (GV to Green Bay City 31 B&C DC X, G, GV, V Limits) Scheuring Rd on and off Ramps, CTH G Ramps, Ashland Ramp to Round 32 (Ramp 41 Ramps from Scheuring ADC about, CTH AAA/172 Collector (Do Not do 172 E Ramp), Shawano Ave Trk) Rd to Shawano Ave Collector and Shawano Ave on and off Ramps.

T1 A 6 87 DC Scott West T2 A 6 92 NF Scott East T3 A 6 89 NF Green Bay T4 A 6 91 LC Eaton T5 A 15 38 GL Holland West T6 A 15 25 GL Holland East T7 A 15 41 GL Wrightstown

1521DCSpare 684DCSpare 15 14 DC Spare 15 48 DC Spare Rt 1

RT 1 – I41 from Lombardi Ave North to Brown Rd. Trucks: 55 & 60 + Tow Plow

Lane Miles: 25.7 Miles per truck / Total Miles: 77.2 Cycles/Shift: 13 per Truck

Salt: Duck Creek State Shed

Ramps: Brown Rd, CTH B, CTH M, Velp S/B Exit, Velp N/B Entrance, Lombardi S/B Exit, Lombardi N/B Entrance

Rt 2

Rt 2: I‐41 from CTH U North to Mason St Trucks: 63 & 28 + Tow Plow

Lane Miles: 24.1 Miles per Truck / Total Miles 72.4 Cycles/Shift: 17.3 per Truck

Salt: Duck Creek State or Spirit Way

Ramps: CTH U, CTH S, Mason St N/B Exit, Mason St S/B Entrance RT 3

Rt 3: STH 172 from Packerland to Maintenance Turn Around CTH JJ & V Trucks: 15 & 46

Lane Miles: 19.3 Miles per Truck / Total Miles 38.6 Cycles per Shift: 10.1

Salt: Duck Creek or Spirit Way

Ramps: X, GV, JJ / Work with the Rt 22 Truck on the STH 57 Ramps between x and 57. Rt 4

Rt 4: I‐43 from I‐41 to Maintenance Turn Around between CTH JJ & V Trucks: 24 & 53

Lane Miles: 24.4 Miles per Truck / Total Miles 48.8 Cycles per Shift: 10.3

Salt: Duck Creek

Ramps: V, Webster, Atkinson, 54/57 Ramps & 43 / 41 Fly Over. Rt 5

Rt 5: I‐43 from STH 172 South to the Brown County Line Trucks: 34 & 33

Lane Miles: 30.8 miles per truck / Total Miles 61.6 Cylcles per Shift: 9.4

Salt: Langes Corner

Ramps: MM and STH 96 Rt 6

Rt 6: 57/54 From I‐43 to Maintenance Turn Around Between EA and I Truck: 1

EA from 57/54 South to Willow Rd

Lane Miles: 46.8 Cycles per Shift: 5.7

Salt: State – Duck Creek or New Frankin

Ramps: EA and assist Rt 4 with 43/57 Ramps Rt 7

Rt 7: STH 57 from Maintenance Turn Around between EA and 54 Trucks: 10

North to Door County Line.

Lane Miles: 59.8 Cycles per Shift: 5.8

Salt: State ‐ New Frankin

Ramps: CTH P and CTH I. Also all crossovers.

Rt 8

Rt 8: STH 29 from CTH FF to I‐41, Flyovers, CTH C from FF to J Truck: 45

CTH J from CTH EB to to CTH RK

Lane Miles: 51.8 Cycles per Shift: 6.1

Salt: State – Duck Creek

Ramps: I‐41/29 Fly overs, South Bound Exit Mason St., North Bound Entrance Mason St., CTH FF West Bound Exit, East Bound Exit 29 to EB, West Bound Entrance EB to 29, CTH FF East Bound Entrance. Plus when plowing lane #2 on STH 29 must go to Maintenance Turn around just west of FF.

Rt. 9

Rt 9: EB (Velp to Lineville), CTH M (EB/J to B), HS (EB to B), B (S/B C to J) Truck: 17

N/B C (B to North Brown County Line), IR (B to End of IR), J (M/EB to

North Brown County Line)

Lane Miles: 74.6 Cycles per Shift: 2.8

Salt: County – Duck Creek

Route Info: Priorities for this route during school hours are Lineville, Woodale, and Velp. Rt. 10

Rt 10: STH 29 ( U to West Brown County Line), Y (West County Line to STH 32) Truck: 64

STH 32 (Y North to North Brown County Line) STH 160 (West Brown County

Line to STH 32), B (West County Line to C South), C (B South to U), U (C to 29)

Lane Miles: 54.2 Cycles per Shift: 7.5

Salt: State – Duck Creek

Ramps: 29 and 32

Route Info: STH 29 is first priority. Do not turn around on Y at farmers entrance. Turn around at first intersection (Shady Dr.) in Outagamie County. Rt. 11

Rt. 11: 29 (FF to U), C (U South to FF), FF (C south to STH 54), J (RK to U) Truck: 27

U (29 South to J), VV (U to 29)

Lane Miles: 63.9 Cycles per Shift: 4.4

Salt: County – Duck Creek

Ramps: East Bound FF Exit, West Bound FF Entrance

Route Info: STH 29 is priority, Will have to plow Lane #1 past FF Exit and turn around at Maintenance turn around just east of FF. Rt. 12

Rt. 12: EB (172 North to Woodale), Woodale (Cardinal to Velp) Truck: 6

HS (Woodale to I‐41 Roundabouts), Shawano (EB to Taylor St)

Lane Miles: 48.6 Cycles per Shift: 6.3

Route Info: At night when you have added lane miles on Velp, Lineville, and Woodale; lane 1 is the priority until A shift comes in. Rt. 13

Rt. 13: STH 172/I‐41 interchange, Broadway and Ashland. Truck: 93

Lane Miles: 42.1 Cycles per Shift: 4.8

Salt: State – Duck Creek or Spirit Way

Ramps: All 41 to 172 Ramps, Ashland, Broadway, Oneida Ramps, Off of I‐41 Southbound Oneida Exit Ramp, Northbound Oneida Entrance Ramp to I‐41, I‐41 Northbound Lombardi Ave Exit, Southbound I‐ 41 Lombardi Entrance Ramp. Rt. 3 will do the straight away STH 172 to Packerland. Rt. 14

Rt. 14: STH 172 from Packerland to STH 54, GE from STH 54 to EE Truck: 3

STH 54 from West County Line to FF, CTH E from 54 to U,

CTH U from E to EE, CTH EE from U to GE, CTH EB from 172

To AAA.

Lane Miles: 58.7 Cycles per Shift: 4.8

Salt: County – Duck Creek

Route Info: STH 172, STH 54, and CTH AAA are the priority. Rt. 15

Rt 15: Lombardi Ave – Shady Lane to Ashland; CTH AAA – Lombardi to Packeland; Truck: 94

Ashland from Lombardi to Cormier; Cormier from Oneida St to Ashland;

Pilgrim from Oneida to Ashland; Van Der Perren from Oneida to Ashland

Lane Miles: 46.8 Cycles per Shift: 4.8

Salt: County – Duck Creek

Route Info: At Nights, C‐shift will also be responsible for the rest of Ashland and Broadway Rt. 16

Rt. 16: Packland from AAA to F; F from S to D; G from I‐41 to Packerland; Truck: 58

G from Packerland to GE; EE from GE to STH 32; S From U to I‐41

Lane Miles: 61.2 Cycles per Route: 3.9

Salt: County – Duck Creek

Rt. 17

Rt. 17: T from STH 57 South to STH 54; P from CTH DK South to STH 54; Truck: 31

DK from CTH P to Kewaunee County Line; CTH SS from CTH PP

To Kewaunee County Line; CTH K from STH 57 east to Kewaunee

County Line; STH 54 from CTH P to Kewaunee County Line

Lane Miles: 44.3 Cycles per Route: 7.5

Salt: County – New Frankin

Rt. 18

Rt. 18: CTH A from STH 57 South to CTH I; CTH I from A to STH 54; Truck: 49

CTH K from CTH A to STH 57; STH 54 from STH 57 east to

CTH P; CTH P from 54 south to CTH N; CTH T from 54 south

To CTH N

Lane Miles: 43.3 Cycles per Shift: 7.2

Salt: County – New Frankin Rt. 19

Rt. 19: CTH V from CTH EA to CTH T; CTH JJ from CTH V to CTH P; Truck: 16

CTH QQ from CTH N South to STH 29

Lane Miles: 46.1 Cycles per Shift: 5.9

Salt: County – Langes Corner

Rt. 20

Rt. 20: CTH T from CTH V South CTH R; CTH 29 from CTH R to East County Line; Truck: 62

CTH KB from CTH T to CTH P

Lane Miles: 42.4 Cycles per Shift: 6.8

Salt: County – Langes Corner

Route Info: We added to the route CTH KB between CTH T and CTH P.

Rt. 21

Rt. 21: CTH N from Cornelius Dr east to Kewaunee County Line; CTH V from CTH P Truck: 59

to CTH T; CTH IV from T to Kewaunee County Line; CTH P from CTH N south

to CTH KB.

Lane Miles: 42.7 Cycles per Shift: 6.2

Salt: County – Duck Creek or Langes Corner

Route Info: Add CTH V from T to P; CTH IV from P to East County Line

Rt. 22

Rt. 22: STH 57 from DePere to Green Bay City Limits; CTH X from GB City Limits to Truck: 26

CTH XX; CTH XX from X to GB City Limits; CTH O from STH 57 to CTH GV/V

Lane Miles: 45.2 Cycles per Shift: 4.9

Salt: County – Duck Creek

Route Info: You no longer have to do X from XX to G, CTH G or CTH GV. Work with the drivers on Route 3 on the ramps between CTH X and STH 57

Rt. 23

Rt 23: CTH PP from 57/32 south to STH 96; STH 96 from 57/32 to CTH G; Truck: 5

CTH W from STH 96 south to CTH Z

Lane Miles: 42.1 Cycles per Shift: 12.3

Salt: State – Green Leaf

Rt. 24

Rt. 24: CTH V from CTH GV south to CTH G; CTH G from V south to STH 96; Truck: 35

STH 96/CTH G South from 96E to 96W; CTH G from STH 96w south

To CTH W; CTH W from G South to County Line; STH 96 East to CTH

Lane Miles: 41 Cycles per Shift: 9.6

Salt: County – Langes Corner

Route Info: Route 24 no longer has to go to GB City Limits, that is no part of RT 31 Rt. 25

Rt 25: CTH X from 57/32 to STH 96; CTH W from PP to STH 96; CTH 00 Truck: 32

From CTH W to CTH X

Lane Miles: 44.4 Cycles per shift: 8.5

Salt: County – Green Leaf

Rt. 26

Rt. 26: US 141 from GB City Limits South to CTH R; CTH R from 141/MM Truck: 13

South to CTH T; CTH MM from R west to CTH G; CTH KB from R

to T (north in Denmark)

Lane Miles: 39.8 Cycles per Shift: 14.2

Salt: County – Langes Corner

Route Info: Rt 26 now stops at CTH T in Denmark instead of going out to CTH P

Rt. 27

Rt. 27: CTH NN from R to Z; STH 96 from NN to R; CTH R to P/BB; CTH BB to Truck: 22

East County Line; CTH P from R to KB; CTH KB from P to East County

Line; CTH T from R South to County Line

Lane Miles: 40.2 Cycles per Shift: 13.7

Salt: County – Langes Corner

Rt. 28

Rt. 28: CTH D from F to 96/DD; CTH DD from D to U; CTH DDD from D to Truck: 4

Frontage Rd; CTH ZZ from County Line to 57/32; CTH MW

Lane Miles: 44.4 Cycles per Shift: 11.3

Salt: County – Green Leaf

Rt. 29

Rt. 29: STH 32/57 from De Pere Southern City Limits South to Southern County Line; Truck: 29

CTH IL from 32/57 west to Elmro Rd; STH 96 from CTH MW to 32/57; CTH D

From STH 96 south to CTH KK; KK west to county line; CTH CE west to County

Line

Lane Miles: 55 Cycles per Shift: 7.2

Salt: State – Green Leaf Rt. 30

Rt. 30: CTH Z from West County Line to East County Line; CTH PP from 96 South Truck: 36

To County Line; CTH W from CTH Z to CTH G; CTH G from W to South County

Line

Lane Miles: 47.5 Cycles per Shift: 8.9

Salt: County – Green Leaf

Rt. 31

Rt. 31: CTH X from XX to G; CTH G from X East to V; CTH GV from V to X Truck: 30

CTH V from GV North to Green Bay City Limits

Lane Miles: 44.4 Cycles per Shift: 8.0

Salt: County – Duck Creek

Rt. 32 (I‐41 Ramp Truck)

Ramps North Bound: Scheuring Rd Entrance and Exit; CTH G Entrance and Exit; Oneida St/STH 172 Collector and Oneida St Entrance and Exit; Shawano/STH 29 Collector; Shawano Ave Entrance and Exit;

Velp Ave Exit;

Ramps South Bound: Velp Ave Entrance; Shawano / STH 29 Collector; Shawano Ave Entrance and Exit;

Oneida St Entrance and Exit; CTH G Entrance and Exit; Scheuring Rd Entrance and Exit;

Ashland St Ramp: Exit is only North Bound 41 to North Bound Ashland, do this ramp to the first round about. Turn around at the round about and plow back to the entrance ramp for South Bound Ashland to South Bound I‐41

Appendix 2

Post Accident Drug and Alcohol Testing

PUBLIC WORKS DEPARTMENT

2198 GLENDALE AVENUE GREEN BAY, WI 54303 PAUL A. FONTECCHIO, P.E. PHONE (920) 492-4925 FAX (920) 434-4576 DIRECTOR EMAIL: [email protected]

TO: Public Works Department

FROM: Paul Fontecchio, P.E.

DATE: November 16, 2016

RE: Post Accident Drug & Alcohol Testing

Brown County Public Works employee’s that are CDL drivers that are involved in an accident in a county vehicle will need to submit to a drug and alcohol test within 2 hours of the accident when the following occurs:

 The employee receives a citation.  The accident required an ambulance.  A public works superintendent or manager requires the employee to be tested.

Employees should utilize one of these Bellin Health sites for post-accident testing during the timeframes as noted below:

 704 S. Webster Ave. (Building Just north of the hospital - 2nd Floor) o 8 am to 5 pm Monday – Friday (Occupational Health Office)

 1630 Commanche (Ashwaubenon by Packerland and STH 172) o 8 am to 5 pm Monday – Friday (Occupational Health Office)

 3263 Eaton Rd. (Bellevue corner of Huron Rd. and Eaton Rd.) o 8 am to 5 pm Monday – Friday (Occupational Health Office – go here first) o 7 am to 8 am and 5 pm to 9 pm Monday – Friday (Urgent Care) o 8 am to 8 pm Saturday & Sunday (Urgent Care)

 Outside of the hours noted above, employee will need to be tested at the Bellin hospital emergency room.

The employee will need to get a DOT Post Accident Drug Screen and Breath Alcohol Test which will be sent in to a lab. Once complete, and the superintendent/manager approves them to drive, the employee may go back to work until the test results come back.

A driver’s refusal to submit to a post-accident alcohol and/or controlled substances test is considered a refusal under the DOT rule and subject to the “Consequences” section of the Brown County substance abuse policy.

Appendix 3

Brown County Plowing Schedules

BrownCountyPlowingSchedules

Schedule1 MidnightͲ7AMSnowStart Snow/BlowingDoneby3PM AM 7 PM AM PM 7 AM 121234567891011121234567891011121234567891011121234567891011121234567 4OvernightCrewC 7 Either1AdditionalHourfor8 7 CrewC CrewCGrader/Other 7 HoursorEveningCleanup. 7 CrewAͲ(14Hr) IfCritical 7 7 CrewBͲ(12Hr) CrewC/GraderCrewsͲ(12Hr) 7 7 CrewAͲ(12Hr) 7 CrewBͲ(8Hr) CrewCͲ(4Hr) 4OvernightCrewC 7 7 7 Town(14Hr) Town(12Hr)

IfStormOngoingͲͲ> CrewAͲ(14Hr) IfCritical CrewBͲ(12Hr) CrewC/GraderCrewsͲ(12Hr) Town(14Hr) Town(14Hr)

Schedule2 7AMͲNoonSnowStart Snow/BlowingDoneby3PM AM 7 PM AM PM 7 AM 121234567891011121234567891011121234567891011121234567891011121234567 4OvernightCrewC CrewC(4Hr) <ͲͲNonͲOvernightCrew 7 CrewA(12Hr) 7 Either1AdditionalHourfor8 HoursorEveningCleanup. CrewB(12Hr) CrewC/GraderCrews(12Hr) 7 7 CrewAͲ(12Hr) 7 CrewBͲ(8Hr) CrewCͲ(4Hr) 4OvernightCrewC 7 7 Town(12Hr) Town(12Hr)

IfStormOngoingͲͲ> CrewAͲ(14Hr) IfCritical CrewBͲ(12Hr) CrewC/GraderCrewsͲ(12Hr) Town(14Hr) Town(14Hr)

Note: Theseschedulesaretemplates(andexamples)thatwewillbeusingforsnowevents.Justaseverystormisunique,thescheduleswillbeadjustedaccordingly.

InGeneral: CrewAcanexpecttoworkduringthe3AMto7PMtimerangeduringasnowevent. TownsectionsfollowCrewAtimes. CrewBcanexpecttoworkduringthe7AMto7PMtimerangeduringasnowevent. CrewCcanexpecttoworkduringthe7PMto7AMtimerangeduringasnowevent.CrewCtransitionstonightsandbacktodayswiththesnowevent. GraderCrewsarefillͲinsforanyopenCrewA,B,orCposition.GraderswillgenerallyfollowtheCrewCscheduleifstaffisavailableandgradersareneeded. BrownCountyPlowingSchedules

Schedule3 NoonͲ7PMSnowStart Snow/BlowingDoneby3PM AM PM 7 AM PM 7 AM 121234567891011121234567891011121234567891011121234567891011121234567 4Overnight CrewC(4Hr) <ͲͲNonͲOvernightCrew 7 Either1AdditionalHourfor8 CrewA(12Hr) 7 HoursorEveningCleanup. CrewB(12Hr) CrewC/GraderCrews(12Hr) 7 7 CrewAͲ(12Hr) 7 CrewBͲ(8Hr) CrewCͲ(4Hr) 4OvernightCrewC 7 7 Town(12Hr) Town(12Hr)

IfStormOngoingͲͲ> CrewAͲ(14Hr) IfCritical CrewBͲ(12Hr) CrewC/GraderCrewsͲ(12Hr) Town(14Hr) Town(14Hr)

Schedule4 7PMͲMidnightSnowStart Snow/BlowingDoneby3PM AM PM 7 AM PM 7 AM 121234567891011121234567891011121234567891011121234567891011121234567 4Overnight CrewC(6Hr) <ͲͲNonͲOvernightCrew 7 7 CrewANormalShift 7 7 Either1AdditionalHourfor8 HoursorEveningCleanup. CrewBNormalShift CrewC/GraderCrews(10Hr) 7 7 CrewAͲ(12Hr) 7 CrewBͲ(8Hr) CrewCͲ(4Hr) 4OvernightCrewC 7 7 7 Town(12Hr)

IfStormOngoingͲͲ> CrewAͲ(14Hr) IfCritical CrewBͲ(12Hr) CrewC/GraderCrewsͲ(12Hr) Town(14Hr) Town(14Hr)

Note: Theseschedulesaretemplates(andexamples)thatwewillbeusingforsnowevents.Justaseverystormisunique,thescheduleswillbeadjustedaccordingly.

Appendix 4

Best Practices

BEST PRACTICES REFERENCE GUIDE II.A.1 Title: Before You Hit the Road Section: Winter Operations – Winter Preparation – Planning/Guidelines Source: Snow and Ice Control Originator: Ohio DOT Date: October, 1995 Page 1 of 2

BEFORE YOU HIT THE ROAD:

Make sure you consider the following items:

- Know the expected weather forecast - Dress for the conditions - Bring extra clothing - Make sure you have all the necessary safety equipment - Get your route assignment and instructions from your supervisor

Check out your truck:

- Complete your CDL walk around inspection - Check the condition of your plow and plow shoes. Look for loose bolts, worn shoes and blades and damaged or leaking hydraulic hoses - Check out your tailgate spreader or hopper - Verify all lights and wipers are functioning properly - Check fuel level

DURING YOUR SHIFT:

- Periodically stop and clean your fights and wipers - Report unusual conditions - Adjust spinner to place salt on middle third of pavement - Periodically, get out and stretch your legs - watch out for obstructions - Pill out M&R 661

DO'S AND DON'T'S OF SNOW AND ICE REMOVAL:

DO use Automatic controls DO apply chemicals to the center third of the pavement DO begin applying chemicals to the high side of curves DO check plow blades and plow shoes for wear DO lift your plow when crossing railroad tracks

DON’T apply chemicals when crossing railroad tracks DON'T forget to treat ramps DON’T apply chemicals to shoulders or berm areas DON’T apply chemicals to wet or bare pavements unless refreezing is occurring DON’T drive at excessive speeds when plowing DON’T apply chemical in deep snow Page 2 of 2 DON’T plow snow over the sides of bridges

AFTER THE STORM:

- Empty your remaining salt into the stockpile - Wash your truck - Refuel your truck - Fill out EMS-44 form

II.A.1 3/02 Wisconsin Transportation Bulletin • No. 6

Using Salt and Sand for Winter Road Maintenance

To make winter roads passable, maintenance personnel As snow and ice melt, the extra water dilutes the usually must either apply chemical deicers to melt ice solution, raising its freezing point. For example, a 10% and snow or spread sand to provide traction. Since salt brine solution will stop melting ice and can refreeze chemicals and sand are costly and may have negative at about 20°F, which may require more salt. The ice will environmental impacts, you need to know how they not melt or melted snow may refreeze, wasting the work. This publication gives you basic information and chemical. See page 2 for more on spreading rates. practical tips on how to use deicing chemicals and sand. Temperature

Salt’s effectiveness 50 Deicing with salt is directly related Figure 1: Plowing is the best way to remove snow and slush from to the surface 40 Amount of ice temperature of melted by one pavements. However, clearing winter roads to bare pave- 30 pound of salt ment usually requires deicing chemicals. In Wisconsin a snow- or ice- covered road. As

the most common chemical is salt (sodium chloride), Pounds of ice 20 usually mined rock salt that has been crushed, screened, temperatures go and treated with an anti-caking agent. Rock salt is rela- down, the amount 10 tively light—about one ton per cubic yard—and comes of deicer needed as a mixture ranging from 3⁄8” granules to fine crystals. to melt a given 30 20 10 0 -10 Deicing chemicals work by lowering the freezing quantity of ice Temperature °F point of water. A 23.3% concentration of salt water will increases signifi- remain liquid to -6°F. Before a dry deicing chemical can cantly. Figure 1 shows that salt can melt five times act it must dissolve into a brine solution. It uses moisture as much ice at 30°F as at 20°F. Small differences in from water, snow or slush on the road surface. pavement temperatures have a noticeable effect. Changing ice or snow into water also requires heat Truck mounted temperature sensors give operators from the air, the sun, or the pavement. Chemicals only information to make better application decisions. lower the melting temperature; it takes heat to change Time The longer a deicing chemical has to react, ice to water. Even when pavement is below freezing, it the greater the amount of melting. At temperatures holds some heat which can help melt snow and ice. above 20°F both salt 60 Salt Factors affecting deicing action and calcium Figure 2: 50 Time to melt Many factors affect the process of melting snow and ice. chloride 1/8” of ice Decisions on how and when to apply materials are best can melt 40 left to field supervisors and operators who can assess ice in a 30 3:1 conditions and adjust to changes. reasonable Salt:CaCl2

time. How- (minutes) Time 20 Concentration If too much chemical is used, not all of ever, at 10°F CaCl2 it will dissolve into solution, and some will be wasted. it takes an 10 Too little chemical may not sufficiently lower the solu- hour for salt tion’s freezing point. When salt is dissolved into brine on to melt 1⁄8” 30 20 10 0 -10 the road it is near 23% concentration and freezes at -6°F. of ice. Temperature °F

1 Weather When sun warms the pavement, the heat unpacked melts a little snow and turns the rest to slush. speeds up melting. Radiant heat may raise pavement Traffic cannot pack down slushy snow which is 15% to temperature 10°F or more above the air temperature. 30% water. This lets plows remove it, and plowing is the On clear nights, pavements will be colder than the air. best way to clear roads. If snow continues to fall, more Use less chemical when temperatures are rising and salt may be needed. more when they are falling. Applying chemicals during blowing snow and cold Environmental impact temperatures will cause drifting snow to stick to the A major concern in using chemicals for winter road pavement. If chemicals are not used, the dry snow is maintenance is environmental impact. Studies show that more likely to blow off the cold road surface. soils, vegetation, water, highway facilities, and vehicles Road surface type Snow and ice may melt more are all affected, so it is very important to use these rapidly on a concrete surface because it gives up heat chemicals wisely. Most soil and vegetation impacts more rapidly. Because asphalt absorbs more solar radia- occur within 60’ of the road and are greatest close to tion it may have more heat available for melting snow. the pavement. This is why snow melts rapidly next to bare asphalt Deicing chemicals are highly soluble and will tend to pavement areas. Bridges cool down and warm up faster follow any water flow. Salt concentrations in Wisconsin’s than road surfaces because air reaches both sides of the surface and ground water have increased since the early deck. This can create varying conditions, such as icing 1960s, the Department of Natural Resources reports, but on the bridge deck when the adjacent road is clear. aquatic life has not yet been affected that we know of. In drinking water sources, which the WDNR also Topography Ice tends to form where topographic con- monitors, salt concentrations are within recognized safe ditions, like high banks or dense vegetation, screen the limits. In some reported cases, groundwater carrying road surface from the sun. The longer the area is shaded, deicing chemicals has contaminated wells and carried the more likely that ice will form. Since pavement tem- heavy salt concentrations into nearby streams. peratures are lower in shaded areas, you may need more Deicing chemicals can accelerate deterioration in chemicals there. Road cuts may cause snow to drift and concrete and steel structures. New construction methods blow across the road; the snow will lower pavement are reducing this impact, but highways and bridges do temperatures. suffer from chemical damage. Vehicle corrosion is also accelerated. Corrosion on vehicles and structures is Traffic effects Traffic aids deicing by spreading and estimated to be the largest cost impact of chloride-based mixing chemicals into the snow and ice. Tire action also chemicals. Even relatively small amounts of chloride will breaks up ice layers weakened by salt and can throw significantly accelerate existing corrosion. slush off the road. Roads with light traffic can be more difficult to maintain because they lack this mixing and breaking action. However, traffic can also trap blowing Salt storage requirements snow or can melt snow and cause it to refreeze in the Localized environmental damage from salt has come wheel tracks, if not treated again. largely from stockpile runoff due to the effect high concentrations of salt have on exposed environmental Application width Studies show that snow melts faster elements. For that reason, it is necessary to prevent when salt is applied in narrow strips. The total amount stockpile runoff from contaminating ground or surface of snow melted over several hours is the same, however, water by covering the salt and storing it on an imper- regardless of application width. If you concentrate meable base so rain or melt runoff can’t seep in. spreading (windrowing), you can expose a portion of Wisconsin regulations require highway agencies to road surface to the sun quickly. It can then absorb heat store salt inside a covered, waterproof structure. If this is and speed up the melting rate. not possible, facilities with stockpiles over 1,000 pounds After a road is first plowed, deicing chemicals are must be covered with waterproof material, stored on an usually applied in a windrow 2’-4’ wide down the impermeable pad, and reported to the Wisconsin DOT. middle of a two-lane road. To remove glare ice or keep snow in a plowable condition, you may want to apply Spreading chemicals across a broader portion of the roadway. Spreading rates No two storms are alike, so no single Timing of application Timing is the most important set of standards will give the proper spreading rate for factor in successfully clearing snow by chemical treat- all storm conditions. Generally, however, only apply ment. Early application is critical. Spreading a small enough chemical deicer to permit plows to remove the amount of chemical deicer when snow is loose and snow or to melt glare ice. Experience shows it is most

2 effective to they spread at the same control setting. Furthermore, spread 100 to spreaders operate in a very hostile environment—low 300 pounds temperature, lots of moisture, corrosive chemicals— per single so, they need to be cleaned and checked every year. lane mile. Do not Alternative chemicals use any deicer Salt is the most efficient deicing chemical if road temper- when tempera- atures remain above 20°F. Calcium chloride (CaCl2) and tures are magnesium chloride (MgCl2) are common alternatives below its effective range. Normally, the lower limit for use in colder temperatures. Figure 2 shows how for salt is 15° to 20°F. If deicing is necessary at lower effectively CaCl2 melts ice at low temperatures. Since temperatures, it will take more salt and melting will these alternative chemicals cost up to 10 times more take much longer (see Figure 2). Alternative chemicals, than salt, mixing some dry CaCl2 or MgCl2 with dry salt such as calcium chloride or magnesium chloride, may can be an efficient approach. be a better choice for low pavement temperatures. Figure 2 shows the benefits of a mixture of 3 parts Other conditions that affect salt application rates: salt to one part CaCl2. These alternative chemicals are •Precipitation type Additional salt is helpful if effective at road temperatures below 0°F. the snowfall is heavy and the snow is wet, or if Dry calcium chloride and magnesium chloride freezing rain is expected. require special handling. They actually give off heat •Snow accumulation Roads already covered with when they dissolve into brine—a very beneficial snow or ice require more salt. characteristic. They also draw moisture from the air, •Time before next application If it will be 2 hours providing water for the initial brine formation. These or more until the next plowing and salting, the unique properties make them a valuable tool during section will probably need extra salt. severe conditions. •Service level More salt may be justified on a road They are usually stored in moisture proof bags until with heavy traffic requiring a higher service level needed. Otherwise their ability to draw moisture can than on lower volume roads with slower speeds. cause the material to cake and form into large chunks. Melting action spreads across the pavement to lower areas, so concentrate deicers on the center (crown) of Pre-wetting two lane roads and on the high side of curves. Pre-wetting salt is becoming common. Wetting provides Chute vs. spreader A spreader with a spinner is the moisture to make brine. Faster melting action may be most common way of applying deicers. A spinning expected. In addition, the wet salt will be less likely to circular plate throws the deicer out in a semicircle. bounce or be blown off the road by traffic. Savings in Alternatively, a chute applicator can distribute the lost or wasted salt of 20%-30% are possible. deicer in a windrow on the road, usually along or Common pre-wetting liquids include salt brine, near its centerline. calcium chloride, and magnesium chloride. Some liquid Higher truck speeds will cause the salt to roll and pre-wetting chemicals may contain additives to inhibit spread further across the road. Tests have shown that a corrosion. Applications of 8-10 gallons of liquid per chute will do a better job of keeping salt on the road if cubic yard of salt are recommended. spreading speed is 25 MPH or greater. Some agencies spray the salt as it is loaded into the Spreaders can be equipped with automatic or truck or pre-treat the salt. However, it is most common ground-oriented controls. These adjust application rates to use truck-mounted equipment to spray the salt as it to changing truck speeds, so the driver need not alter leaves the spreader. the spreader settings. They effectively cut waste and are Savings from losing less salt can more than pay for recommended for spreading straight salt. pre-wetting. However, these benefits only result if the operator actually reduces the application rates. Spreader calibration It is important to apply the correct amount of salt for the current storm conditions. In order to control application rates, each spreader must Anti-icing be calibrated for each material you intend to use. Anti-icing is a pro-active road maintenance strategy that Different materials will spread at different rates at the tries to keep the bond between ice and the pavement same spreader control setting, and individual spreaders, surface from forming. It involves applying ice control even identical models, can vary widely in how much chemicals before or at the very beginning of a storm.

3 Using this strategy often reduces the total chemical same amount, to be usable. Pre-wetting sand with a used and allows a higher level of service to travelers. liquid deicing chemical just before spreading has proven The strategy most commonly used now is deicing— effective in embedding the abrasive on icy pavements. breaking the bond between the ice and pavement. Some agencies mix more salt with their abrasive Obviously, this technique is required once the snow or than is needed for freeze-proofing. This practice is often ice covers the pavement. More chemicals are needed to wasteful and ineffective. Blending does not produce a cut through the ice and break the bond than presumably new material. It is still just salt that melts and sand that would be needed to prevent the initial formation of the can aid traction if it stays between the tire and the ice. ice to pavement bond. In a blend, sand and salt often work against each Various ice control chemicals are being used for other. IF the goal is for sand to stay on the surface for anti-icing including liquid salt, liquid magnesium traction, the salt in the mix either blows off and gets chloride, liquid calcium chloride, CMA, and potassium wasted or does its job and melts the snow. However, acetate. See Wisconsin Transportation Bulletin No. 22, tires can then push the sand down into the slush, making Pre-wetting and Anti-icing—Techniques for Winter it ineffective for improving traction. IF the goal is for salt Road Maintenance. in the blend to melt snow and ice so plows can clear the pavement, then the sand gets removed too, wasting it. In addition, salt melts less ice when mixed with sand. Abrasives Avoid waste. Use straight salt when it will work Sand and other abrasives improve vehicle traction on best and apply freeze-proofed abrasive when salt is not snow- and ice-covered roads. They can be used at all effective or not needed. temperatures and are especially valuable when it is too cold for chemical deicers to work. Abrasives are normal- Environmental impacts Abrasives used for winter road ly used on gravel roads because chemicals will soften maintenance have some negative environmental impact. the surface and cause plows to scrape off the gravel. They can clog storm water inlets and sewers. Cleanup Low volume roads commonly receive only abrasives. may be necessary in urban areas, on bridge decks, and Sand is the most common abrasive, but slag, cinders, in ditches. The materials may wash downstream and and bottom ash from power plants are also used. end up in streams and lakes which can have a negative impact on fish habitat. Abrasive quality Some sand and abrasives perform Salt mixed with abrasives to keep them unfrozen better than others. For better traction, use material with and usable has the same potential impacts as described crushed or angular particles. Rounded particles are less earlier. In particular, salt-treated abrasives can accelerate effective. Very small particles and dirt are actually harm- vehicle corrosion. ful to traction. Material larger than the #50 sieve is most Documented pollution from particles less than 10 effective. To minimize windshield damage, use materials microns (pm 10) has led to concern about the impact of in which all particles are less than 3⁄8” diameter. winter abrasive use on air quality. As a result, cleaner abrasives and quicker cleanup after storms are being Abrasive application Abrasives are usually applied required in areas with severe air pollution. only at hazardous locations such as curves, intersections, railroad crossings, and hills at rates of 500 pounds (0.18 cubic yard) to 2 cubic yards per mile. It is impor- Abrasive storage requirements tant to calibrate spreaders to control application rates. Wisconsin regulations require that abrasives treated with Since abrasives must stay on the surface to be effec- salt meet certain storage requirements. All salt-treated tive, they should not be used when they will be covered abrasives must be covered from April 1 to October 1 with snow or blown off quickly by traffic. Heavy traffic each year. If the abrasive has more salt than 5% by reduces their effectiveness, requiring repeat application. weight (approximately 140 pounds per cubic yard), it is considered the same as salt and must be covered Combining chemicals with sand Treating sand with at all times and stored on an impermeable base. 50-100 pounds of salt per cubic yard is necessary to Salt and abrasive storage facilities holding more than prevent freezing and keep it workable. If slag, cinders 1,000 pounds must be reported to the Wisconsin DOT or other abrasives are wet they also require salt, in the which conducts an annual inspection.

Revised August 2005 © Wisconsin Transportation Information Center. Wisconsin Transportation Bulletin is a series of fact sheets providing information to local town, municipal and county officials on street and highway design, construction, maintenance, and management. These fact sheets are produced and distributed by the Wisconsin Transportation Information Center LTAP, a project of the University of Wisconsin-Madison, Department of Engineering Professional Development, funded by the Federal Highway Administration and the Wisconsin Department of Transportation. UW-Madison provides equal opportunities in employment and programming, including Title IX requirements.

Print copies are available free while supplies last from the Transportation Information Center, UW–Madison, Department of Engineering Professional Development, 432 North Lake Street, Madison, WI 53706-1498. PHONE 800/442-4615 FAX 608/263-3160 E-MAIL [email protected]. Download as a PDF from http://tic.engr.wisc.edu 4 Wisconsin Transportation Bulletin • No. 22

Pre-wetting and Anti-icing — Techniques for Winter Road Maintenance

Maintaining safe roads during winter storm conditions Center 1/3 of Outside 2/3 of Not retrieved 24 ft pavement 24 ft pavement from pavement requires skill and knowledge. Recent developments in 100% the use of liquid chemicals offer new options to road maintenance agencies beyond what they can do with dry salt and sand. Chemicals other than salt are being 78%78% used more and more. This publication describes these 75% new options and gives basic information on pre-wetting and anti-icing. Pre-wetting is a strategy of applying a liquid deicing 50% chemical to a dry solid before or during its application 46%46% to the pavement. When a liquid is applied to a rock salt particle, the particle absorbs a minor amount of 30% 24% the liquid which increases its density. The liquid also 25% 24% encapsulates, softens, and begins dissolving the salt 18% particle. The wet salt stays on the road surface better, bouncing less and resisting traffic action. 4%

0 Source: Michigan Highway Department Pre-wetting salt Dry Pre-Wet Dry Pre-Wet Dry Pre-Wet Pre-wetting salt has been used since the late 1960s. Figure 1: Salt retrieved from pavement surface It has several advantages: 14 • Reduced loss of salt from bounce and scatter. (Savings up to 30%. See Figure 1) 12 • Quicker melting. • Better salt penetration into ice and snow pack. 10 • Melts at a lower temperature if wetted with Salt pre-wetted with other deicing chemicals. calcium chloride Any deicing chemical can be used for pre-wetting. 8 Liquid salt, calcium chloride, magnesium chloride, or blends are commonly used. Chemicals with lower 6 Volume (ml) Volume Dry salt eutectic temperatures (lowest temperature at which it can still cause melting) help extend salt effectiveness 4 on lower temperature pavements. Figure 2 shows the difference between dry salt and salt pre-wetted with calcium chloride. Note that the melting effectiveness 2 of both dry and pre-wetted salt decreases as road temperatures drop. Below 10° F there is almost no 0 Research Record 1157, p. 43, 1988 Transportation melting benefit. 25°F 20°F 15°F 10°F 5°F Ice temperature Figure 2: Ice melted in 20 minutes

1 Salt is usually pre-wetted with 8-12 gallons of liquid per ton of salt. Pre-wetting can be done in the stockpile; as spreader trucks are loaded; or by spraying the salt as it is spread on the road. Pre-wetting at the shop requires less equipment but reduces flexibility of use. Pre-wetting on board the truck allows better coverage and treatment as needed. On-board pre-wetting at the auger shows better coverage than spray at the spinner. Savings are possible if operators reduce application rates when spreading pre-wetted salt to take advantage of its faster action and lower salt loss. Field research has documented equal or improved performance of

20% less pre-wetted salt compared to dry salt. Tanks for pre-wetting liquid: saddle-bags on a hopper spreader LEFT, and at the front of a dump body with a tailgate spreader RIGHT.

bridge deck and pavement frost. Specialized equipment is needed to apply small amounts of liquid chemicals. Detailed weather predictions are also helpful.

Benefits of anti-icing An anti-icing strategy can produce significant benefits: • Better pavement conditions (improved friction) can be achieved, reducing the number of crashes. (One study in Idaho reported 83% fewer crashes • Less chemical is required to prevent ice bonding than to remove ice after it has bonded to the pavement. • Anti-icing applications are reported to last for several Faster melting action is the main benefit of pre-wetting salt. After days, particularly in preventing frost on bridge decks. 20 minutes the difference is significant. This photo shows two salt particles penetrating ice. The one on the right was pre-wetted. • Clean-up after a storm may be easier with less ice bonded to pavement. • Application can be made during regular working Pre-wetting abrasives hours, reducing some overtime costs. Pre-wetting sand and other abrasives is done to hold • Fixed liquid spray systems at bridges and inter- them on the pavement. Pre-wetting at rates of 10-30 sections are possible. gallons of liquid chemical per ton of abrasives has A Michigan DOT report covering 1999-2002 found that proven effective. Agencies report that higher truck anti-icing can reduce salt, reduce materials costs, and spreading speeds are possible with pre-wetted sand. improve safety (Research Report R1418, 2002). Research on the use of very hot water (heated on-board) for pre-wetting is very promising. Costs and concerns about anti-icing Implementing an anti-icing system involves costs for Anti-icing equipment, weather forecasting services, and training. Concerns about slippery roads and environmental Anti-icing is a proactive snow and ice control strategy. effects must also be addressed. A small amount of liquid chemical is applied to pave- New or better equipment for applying the anti-icing ments and bridge decks before a storm to prevent ice liquid to roads may be needed, including bulk storage from bonding with the surface. By contrast, the more tanks, on-board tanks, pumps, and spray applicators. commonly used strategy is deicing: applying chemical If your weather forecast is poor and a storm does during or after a storm to break the ice/pavement bond not arrive, you may waste the resources; if the storm so plows can clear the road. hits sooner than expected you may lose the opportunity. Anti-icing is commonly used on pavements where Most state DOTs have extensive Road Weather Infor- the policy is to provide a high level of service or a bare mation Systems (RWIS) that you may be able to tie into. pavement. It has proven very effective at preventing Specialized weather forecast services are available that

2 provide improved storm timing and pavement temperature forecasts. Radar and additional forecast information from the National Weather Service is available through the Internet. The low tech approach is to call the agency that is “up-storm” from you and ask what’s happening. Changing to any new system requires training. Fortunately, anti-icing has been in use quite a while now and many resources are available including manuals, online newsletters, and national and local workshops. Also, you can learn to use new equipment by practicing application and by taking advantage of vendor training. When a crash occurs before the storm hits and the road has been sprayed, fingers quickly point at the liquid chemicals. This isn’t common, and many of the crashes blamed on anti-icing turn out to be situations where dilution and refreeze occurred, or even that the road Typically anti-icing is a light application to dry pavement from wasn’t slippery at all. Some conditions, especially in streamer nozzles 12-18 hours before a predicted frost or snow event. early winter, do produce slipperiness; agencies using anti-icing learn to recognize and accommodate for them. Of course everything that goes on the road is in the • Anti-icing should be done during normal, low traffic environment, so it is important to be careful what and volume, non-overtime work hours. In the case of a how much you use whether it is traditional salt and county with normal overnight working hours, anti- sand or corrosive chemicals. If you implement anti- icing could be done at night or other off peak traffic icing properly, you will use fewer chemicals than times. In counties where split shifts are not used, anti- with deicing, and less abrasive material. This makes icing should be done so as to minimize disruption to it anti-icing environmentally beneficial. the traveling public. Applications should normally be made 12-18 hours prior to a predicted frost or snow Guidelines for anti-icing event depending on the material used. Some anti-icing The Wisconsin Department of Transportation offers agents will last longer than others. the following anti-icing guidelines to counties, which • When traffic volumes are high, use of a following maintain all state highways. vehicle for traffic control may be necessary. Due to high traffic volumes, additional application may be When to anti-ice required if the anti-icing agent residue is worn off the bridge deck or pavement surface. • Anti-icing should be the first in a series of strategies considered for each winter storm. • Anti-icing may also be conducted prior to predicted light sleet and light (less than 0.5”/hr) or moderate • Anti-icing should be conducted prior to forecasted (0.5”-1.0”/hr) snow events. If precipitation persists, frost, freezing fog, or black ice events on bridge decks additional anti-icing applications may be necessary and pavement trouble spots as a minimum, assuming to prevent refreeze due to dilution of the chemical or conditions in this guideline for anti-icing are met. switching to deicing applications may be necessary. Other areas (hills, curves, shaded areas, ramps, or intersections) may be treated as determined by the • Anti-icing should be conducted when the pavement county, on an as-needed basis. temperature is at or above 23° F or the pavement temperatures are forecast to rise or stay above 23° F. • Treatment for frost or black ice incidents can be made on a regular schedule; twice per week during the typi- • Liquid agents are the preferred material for anti-icing cal frost season (beginning and end of the winter treatments. Although applying pre-wetted salt prior months), or in accordance with weather forecast infor- to an event can technically be considered anti-icing, mation. Applications in anticipation of a possible frost liquid agents work more effectively than solids and incident or snow event on a Saturday or Sunday may there is also less waste with liquid applications. be made on the preceding Friday.

3 When not to anti-ice Using liquid chemicals Liquid anti-icing should not be conducted: Winter maintenance liquids are solutions of water with • Prior to forecast of rain or freezing rain events. one or more chemicals such as road salt (sodium chlo- • When winds are more than 15 MPH. ride, NaCl), calcium chloride (CaCl2), or magnesium • When the anti-icing agents have the potential of chloride (MgCl2). Ordering, handling and applying causing snow to stick to the roadway under blowing liquid chemicals requires special knowledge. However, and/or drifting snow conditions. their action on the roadway is similar to solid deicing • When the pavement temperature is below 20° F or chemicals since solid chemicals must first be dissolved forecast to fall below 20° F. into solution before they can begin their melting action • After the bond between the snow and the pavement has already occurred. Liquid should never be applied Advantages of using liquid chemicals include: onto an icy or snow-packed surface. • They are already in solution; their melting action is nearly instantaneous. Use discretion in applying anti-icing agents before • They can be used to both pre-wet solid chemicals heavy (over 1 inch per hour) snowfall events, due to and anti-ice pavements. limited experience. It may become a more viable option • Liquid salt (NaCl) can be made at local highway with greater experience. shops and cost is low (5 cents/gal). Precautions • They can be applied at lower rates than solids and adhere better to the pavement. Calibration Liquid anti-icing application equipment • Vendors offer corrosion inhibiter additives. should be calibrated at the beginning of every winter season. Application equipment that has been transferred Disadvantages of using liquid chemicals are: to another truck, modified, or repaired should be recali- • They will become diluted (and may refreeze) brated. Equipment should be monitored during use and more quickly than solid salt during heavy snow recalibrated when performance appears questionable. or ice storms. • Transporting chemicals that are mostly water Drifting To minimize drifting of liquid anti-icing agents (68%-78%) can be costly. “drip” or “pencil” spray type nozzle heads are preferred • They cannot be used for anti-icing when freezing over fan type nozzle heads. When truck speeds will rain, glare ice, or snow pack conditions exist. exceed 25-30 MPH, consider adding drop rubber tubing • Their anti-icing use is generally limited to extensions to drip or pencil spray nozzle heads to reach pavement temperatures above 20° F. the surface. • They require special equipment for liquid storage, Persistence If not diluted by rain or snow, residues of pumping, and application. liquid anti-icing agents can remain on the surface for up to four days after application. When rain, snow, or Application moisture in the air dilutes the residual anti-icing agent Application rates in the range of 25-50 gallons per on the surface, refreezing can occur. Reapplication may lane mile are being used. This is equivalent to 60 to be needed. 120 pounds per lane mile of dry chemical. Even smaller applications of 15 gallons per lane mile have been Slipperiness Reduce application rates after dry spells, reported effective in anti-icing for frost. especially when pavement temperatures are warm The actual liquid chemical application will depend (45°-50° F), when humidity is 45%-55%. Bridge decks on the choice of chemical, air and pavement tempera- and pavement surfaces where residues of oil products tures, and storm conditions. Figure 3 gives a comparison and/or rubber have built up may become slick when of equivalent application rates for calcium chloride and sprayed with an anti-icing liquid. The guidelines above and on page 3 were excerpted from Temperature Salt Calcium Chloride Magnesium Chloride the Wisconsin Department Degrees FSolid Liquid Solid Liquid Solid Liquid of Transportation, State lb/lane mile gal/lane mile lb/lane mile gal/lane mile lb/lane mile gal/lane mile Highway Maintenance Manual, Guideline 32:35, 31 100 44 111 32 94 33 October 1, 2005. 25 100 44 102 29 86 30 21 100 44 89 25 74 26

Figure 3: Equivalent application rates Source: Snow Removal and Ice Control Technology, Transportation Research Circular E-C063, page 48.

4 Often anti-icing programs start small with tanks on the back of a patrol truck LEFT. A large tanker RIGHT is more efficient for anti-icing a larger road system. magnesium chloride to salt. At lower road temperatures Phase diagrams the application rates for calcium chloride and magne- The lowest point at which a specific chemical suppress- sium chloride become less compared to salt. es freezing depends on temperature and concentration. Special spreading equipment is required for low Figure 4 helps illustrate this. This diagram shows the 1 3 volume liquid applications. Streamer nozzles ( ⁄8” to ⁄8”) temperature at which various concentrations stop are preferred to fan spray nozzles. Applications can be thawing or change “phase” for salt. made at 25 MPH to 55 MPH. Equipment that allows applications in more than one lane and ground-oriented 32°F (computer-controlled) equipment are useful. They are Salt necessary to ensure that you gain the full cost savings of 20°F solution the anti-icing strategy. Solution Solution + Ice + Salt

Temperature Temperature ICE + SALT

-20°F 0% 10% 20% 30% 40% Solution concentration (% by weight)

Figure 4: Phase diagram of salt.

At 20° F, salt will melt ice at an 11% solution. At Spray bar with hose extensions on nozzles, shown here tied up 10° F, it must be at 18% solution. The freezing point for transport. During application hoses drag on road. continues to decrease with higher concentrations until the maximum freezing point, or “eutectic” point Concentration and freezing point is reached. Salt brine stops working at about -6° F and 23% concentration (23% salt, 77% water by weight). Like salt and other solid chemicals, liquids work by At 23% solution there is 2.256 lbs of salt per gallon. depressing the freezing point on the pavement. The total weighs about 10.6 lbs per gallon. Notice that Choosing which specific chemical or blend of chemicals at higher concentrations (25%), the freezing point of to use depends on the characteristics of the chemical, the liquid chemical increases sharply. temperature and weather conditions, available moisture, It is important to understand the concept of phase and cost. In order to make this choice, you need to change in order to use liquid chemicals effectively and understand the characteristics of each chemical.

5 avoid waste. The curved lines on the diagram separate Cost and quality control the phases of the solution: Liquid salt is the least expensive product but it has the • Above the curve—all liquid solution; melting action. normal temperature use limitations. Liquid calcium • Below the curve—mixture of solution and ice or salt; chloride, magnesium chloride and potassium acetate refreezing action. with corrosion inhibiting additives are significantly • Below the eutectic point—solid ice. more expensive but can be used at lower temperatures. Thus, the diagram describes the freezing point of Figure 5 shows the phase diagrams for commonly used salt brine as a function of the solution’s concentration. chemicals. Note particularly that the freezing point of the brine When purchasing liquid chemicals or producing solution is lowered (has more melting capability) as your own liquid chemicals from dry products, be aware the concentration increases, until the eutectic point of the percentage solution that is being delivered. Liquid is reached. Beyond the eutectic point the freezing magnesium chloride products may vary between 23% point will increase (has less melting capability) as the and 30%. At 30% solution there is 2.36 lbs of magne- concentration increases. sium chloride per gallon, weighing 10.7 lbs per gallon In snow and ice control operations, and particularly total. Higher chemical concentrations allow vendors to during anti-icing treatments, it is important to know what ship more material at less cost. The cost effectiveness chemical concentrations you are applying. In addition, of liquid chemicals must also take into account the it is important to monitor the pavement conditions after percentage concentration to determine the best value. it is applied to watch for conditions where refreezing Liquid chemicals usually contain some degree of may occur. impurities. They are not directly a concern for effectiveness, but they can settle out and clog nozzles and Refreezing pumps. Different chemicals settle or coagulate at The phase diagram shows how deicing and refreezing different temperatures. In addition, the viscosity of a can occur on a pavement. When a liquid chemical is chemical changes with temperature. At very low applied, snow or ice on the pavement will melt as long temperatures the chemical may not freeze, but may as the temperature on the roadway is above the freezing become too thick for pumps and applicators to work. temperature for the concentration of the chemical. As ice is melted the water combines with the 60°F solution already on the pavement, causing dilution. Dilution lowers the concentration, meaning that the freezing point goes up. Melting and dilution continue 40°F until either all of the ice is melted or the solution is too diluted to work. Snow, rain or freezing rain after 20°F application will also cause dilution. Refreezing will occur if the chemical concentration is not adequate to produce melting at the actual pave- 0 ment temperatures. For snow and ice control:

• Adjust initial application rates depending on both Temperature pavement temperature and the amount of snow and -20°F ice on the road. • Monitor the dilution process by tracking pavement temperature, melting, and additional precipitation. -40°F • If solution concentration on the pavement decreases Magnesium chloride into the pavement’s freezing temperature range -60°F Salt before the pavement is clear, refreeze will take Calcium chloride place. Additional applications, a different chemical Potassium acetate

or blend of chemicals, or other winter maintenance -80°F treatment will be needed. 0% 10%20% 30% 40% 50% Solution concentration (% by weight)

Figure 5: Phase diagrams of four chemical solutions

6 Quality control is important when purchasing and pavement temperatures are warm (45°-50° F ) and dirt using liquid chemicals. Hydrometers can be used to field and oil come to the surface of the pavement, slippery check the specific gravity of the chemical. Readings conditions may develop for a short time, leading to must be adjusted claims of chemical slipperiness. Very few cases of slip- for the actual periness have been reported where salt brine was used. temperature of the liquid. This test Follow-up will determine Winter storms are notoriously variable. The treatment if the delivered used early in a storm may have to be modified as it chemical is in the proceeds, especially if light snowfall is interspersed with allowable range periods of heavy snowfall. Continue monitoring weather of concentration. conditions to determine your actions. Storage and handling procedures for liquid chemicals Consider snow buildup on road edges, time of day or must comply with state regulations. Tanks must be night, temperature trends, traffic volumes and when rush designed to handle liquids heavier than water. Agitation hour may begin, and predictions from weather services. or recirculation may be necessary. Check for storage Re-application may be needed or you may transition and pumping recommendations from your supplier. into plowing and normal deicing. Snow pack may still develop and a bond may form between the pack and Preparations and precautions pavement even when anti-icing was successful. Usually Before you send out the anti-icing equipment, let the the bond will not be as strong. public know about it. Include it in pre-storm announce- After the storm, when operations are normal, take ments along with time to review the anti-icing operation. You may identify other reminders potential improvements in operations or equipment. about driving near Involve all levels of maintenance personnel from district winter equipment. level supervisors to equipment operators. Many times Signs on the back a supervisor and an operator will see different things of trucks are also during a storm and both perspectives are useful. helpful. Consider how you measure effectiveness or success in Use the most your winter maintenance operation, and review costs accurate weather and results for both traditional plowing/deicing and predictions you anti-icing strategies. can get to avoid When learning to use liquid chemicals, evaluation applying chemi- of field performance is critical. Some agencies have cals when no found a TAPER form useful in this evaluation. It provides storm occurs. an organized way to collect data on conditions and Low temperatures, materials applied. The key is to collect actual roadway below 20° F, performance information which allows your agency to strong winds, and heavy snowfall or freezing rain condi- develop its own future guidelines. TAPER stands for tions all make anti-icing problematic or ineffective. Temperature, Application, Product, Event, Results. Slippery pavements may develop with anti-icing due Sample TAPER forms are available from the TIC Web to refreezing or to “chemical” slipperiness. Refreezing site publications page, http://tic.engr.wisc.edu can occur if the chemical is diluted, temperatures drop, or blowing snow is trapped. Warm temperatures and high humidity can dilute chemicals with calcium or Summary magnesium because of their high attraction for moisture. Pre-wetting and anti-icing practices are a means for Pavements wet with deicing chemicals have slightly maintaining roads in the best condition possible during less friction than pavements wet with water. Some a winter storm. They are also a way to do so efficiently. chemicals also go through a “slurry” stage when they However, do not assume that they will automatically either dry out and return to a solid state or then hydrate result in reduced overall costs. Use operator training, and go from solid to liquid state. This “slurry” stage is sprayer calibration, ground oriented spreader controls, very temporary but causes an additional drop in friction pavement temperature sensors, and accurate weather (15%) on the pavement. This so-called “chemical” slip- information to keep liquid chemical use at the lowest periness is not usually enough by itself to cause loss-of- effective amount. Review and evaluate your operations control problems for highway traffic. However, when and keep up to date with improvements.

7 References Anti-icing Technique, Guideline 32.35, State Manual of Practice for an Effective Anti-icing Program: Highway Maintenance Manual, Wisconsin Department A Guide for Highway Winter Maintenance Personnel, of Transportation, Bureau of Highway Operations, June 1996, Federal Highway Administration. FHWA-RD- October 1, 2005. 95-202.

Anti-Icing Techniques for Winter Maintenance, Salt Management Guide, December 1999, Transportation December 2002, The Road Ahead, Virginia Association of Canada. Transportation Technology Transfer Center. Snow Removal and Ice Control Technology, Sixth Agricultural By-products for Anti-Icing and Deicing International Symposium on Snow Removal and Ice Use in Michigan, December 2002, Michigan Department Control Technology, June 7–9, 2004, Transportation of Transportation, Research Report R1418. Research Circular E-C063, Transportation Research Board, Washington, DC 20001, http://trb.org/publica- Field Trials of Pre-wetted Salt and Sand with MgCl2 tions/circulars/ec063.pdf and CaCl2 Brines: Efficiency and Effects, September 1994, Province of British Columbia, Ministry of Transportation and Highways, Project No. 09455

December 2005 © Wisconsin Transportation Information Center. Wisconsin Transportation Bulletin is a series of fact sheets providing information to local town, municipal and county officials on street and highway design, construction, maintenance, and management. These fact sheets are produced and distributed by the Wisconsin Transportation Information Center LTAP, a project of the University of Wisconsin-Madison, Department of Engineering Professional Development, funded by the Federal Highway Administration and the Wisconsin Department of Transportation. UW-Madison provides equal opportunities in employment and programming, including Title IX requirements.

4 0 T H Y E A R E D I T I O N 4 0 T H Y E A R E D I T I O N

The Snowfighter’s Handbook A Practical Guide for Snow and Ice Control

Dedicated to the people who provide safety and mobility ❅ on roads in winter — the snowfighters

Snowfighter’s Handbook 1 CONTENTS

Section Page ■ 1 How Important is the Winter Maintenance Function? 4 ■ 2 Train for Teamwork 5 ■ 3 Making Equipment Count 6 ■ 4 Other Pre-Winter Planning 8 ■ 5 Know Different Types of Snow 10 ■ 6 Calibration 12 ■ 7 Guidelines for Salt Application 13 ■ 8 Special Spreading and Plowing Problems 15 ■ 9 Anti-Icing 16 ■ 10 Deicing – Prewetting 18 ■ 11 After the Storm 20 ■ 12 A Word About Safety 20 ■ 13 Keep the Public Informed 21

CHARTS, TABLES AND FORMS

Section Page ■ 2 Suggested Program Outline for Fall Training Sessions 5 ■ 4 Tons of Salt Required per Season 9 ■ 5 Stormfighting Guidelines 10 ■ 5 Pounds of Ice Melted per Pound of Salt 11 ■ 5 Application of Salt 11 ■ 6 Calibration Chart 12 ■ 9 Brine Salometer Chart 16 ■ 9 NaCl Phase Change Chart 17 ■ 10 Material Selection Wizard 19 ■ 13 Accident❅ Rate Before & After Salting 21 ■ Snow and Ice Control Check Sheet 22 ■ Storm Record 24

2 A Practical Guide for Snow and Ice Control Snowfighter’s Handbook 3 FOREWORD

his manual prepared by the Salt is a necessary and accepted part of “The Snowfighter’s Handbook” was Salt Institute is dedicated to the our winter environment to assure safety and originally published in 1967. It has been thousands of men and women mobility for the individual motorist, commercial accepted as the authoritative guide for proper in public works agencies at all vehicles and, especially, ambulances, fire salting procedures and techniques. This is the Tlevels whose task is providing safe streets and engines and other emergency equipment. fifth edition of this popular training tool. highways during winter storms. Delays in reaching victims or getting them The purpose of this manual is to provide We commend all those agencies practicing to hospitals are often the critical differences the snowfighter with information, including the Sensible Salting approach to snow and between life and death. the latest procedures and techniques, for ice control which emphasizes getting the Beyond providing safety and essential combating winter storms. most from every application of deicing salt mobility, the modern snowfighter must be The Sensible Salting methods contained while maintaining the safest roads possible in accountable for meeting the community’s in this manual are the cornerstones of an the most economical way and protecting the needs as well as the safeguarding our effective winter maintenance program which environment. environment. will help snowfighters provide the public Modern strategies to effectively deal with Environmental problems concerning use with the most effective snow and ice control winter road hazards depend upon having and storage of salt need not exist if there is a program possible at the lowest overall cost the most up-to-date information of expected balanced approach to the use of salt for snow and least impact on the environment. weather conditions including the Road and ice control — one that demonstrates the Two other very practical Guidebooks, Weather Information System (RWIS), the safety and mobility for people and care for the Highway Salt and Our Environment ©2004 timely deployment of anti-icing to prevent environment. and The Salt Storage Handbook ©2006 are ice-pavement bonding, properly calibrated Winter maintenance procedures are also available from the Salt Institute. ❅ application of road salt, improved equipment, constantly changing. Current practices will be automatic spreader controls, sufficient improved and new techniques perfected. But covered storage and stockpile logistics to it is unlikely there will ever be a material as make salting of roads the most effective and efficient, as inexpensive, as safe or as plentiful safest customer-driven method for snow and as sodium chloride, ordinary salt, for removing ice control. ice and snow from roads in winter.

2 A Practical Guide for Snow and Ice Control Snowfighter’s Handbook 3 1 HOW IMPORTANT IS THE WINTER MAINTENANCE FUNCTION?

now and ice control is often the • Access to retailers, service establishments single largest cost item in the and other businesses is often wholly maintenance budget for streets and dependent on auto or truck transportation. S highways. In a recent year, snow • Just-in-time manufacturing practices require S reliable highway access for economic removal in 33 snow belt states accounted for 20-25% of total maintenance costs and almost efficiency and competitiveness in snow belt 5% of all highway expenditures. areas. For this reason, and because of its impact • Web-based sales are pushing incredible on public safety and essential mobility, snow parcel delivery growth. and ice control deserves special attention from • Increasing traffic volumes, the reliance top highway management as well as from of our society on daily mobility and the those in maintenance at all levels. urgency of moving emergency vehicles With nearly 300 million motor vehicles without delay demand efficient snow and registered in the U.S., and more than four ice removal to keep traffic moving all year million miles of roads and streets, more must around. be done with the winter maintenance dollar Sensible Salting provides safe pavement than simply providing traction over ice and in an environmentally sensitive manner. By snow. preventing the bonding of snow and ice to Most Canadian road authorities have an pavement and clearing all snow and ice from even tougher job than their U.S. counterparts. pavements as soon as possible, snow fighting Canada’s commerce and industry depend materials are used most efficiently with upon safe transportation and communication minimal loss to the environment. Benefits of throughout the vast nation. Yet, Canadian this high maintenance standard are apparent: winters threaten for six months every year, • Traffic keeps moving. with colder temperatures and more frequent • Commerce and industry go on at near- snows than in the United States. normal pace. The common standard for snow and ice • There are fewer accidents, injuries and control on many miles of streets and highways deaths. is removal of these substances as soon as • Minimal environmental impact. possible to provide safe pavement through • Emergency vehicles get through. Sensible Salting. Nearly every state, province, The public is less tolerant of failure in snow city and toll road in the snow belt has some and ice control than in any other highway mileage on a clear pavement program. These or street department function. A snowstorm facts about our motorized economy show why: affects the entire community — often entire • Motorists now travel more than three trillion states. Unless a storm is handled capably by vehicle miles each year. maintenance forces, it can upset considerably • More than 75% of workers who commute the daily routines of individuals, adversely drive to work. affect business and commerce, and endanger • More than 80% of intercity travel is by motor public safety. ❅ vehicle. • Suburban growth has drastically increased traffic densities on most street and highway systems.

4 A Practical Guide for Snow and Ice Control Snowfighter’s Handbook 5 2 TRAIN FOR TEAMWORK

aintenance people typically This meeting gives management a chance Promote a free exchange of ideas at the feel a keen obligation to the for a formal review of the previous winter’s fall meeting. Encourage all personnel to speak traveling public. They have operation with operators and supervising up. New ideas and better tactics can come out M a kind of esprit de corps that personnel. Use it to determine what may of this session. ❅ comes only with training and experience. have gone wrong last winter, and then make Proper training for maintenance personnel corrections for the coming season. is vital. It provides the know-how to get the job done and encouragement to perform in a way that brings praise rather than discredit to your organization. Many maintenance organizations conduct Suggested Program Outline training courses in the early fall months to assure that: For Fall Training Sessions • Equipment operators fully understand how I. The Importance of Coordination to operate and maintain plows, spreaders, • Know Your Plowing and Spreading Routes loaders and other equipment used for winter • Effective Radio Communication maintenance. • The Storm Warning System • All employees are thoroughly familiar with • Working with Police, Other Public Agencies and the Media their responsibilities. • All employees receive a full review of II. Equipment — Its Operation and Maintenance snow removal schedules, snow routes and • Plows personnel and equipment assignments. • Spreaders, Sprayers and Their Controls • Dry-runs are made over areas to be • Loaders • Emergency Repair and Refueling Stations covered during actual snowfighting • The Importance of Preventive Maintenance operations. • All employees understand how salt works in III. Application Procedures snow and ice so they know how, when and • How Salt Works in what amounts it should be applied. • How and When to Salt The underlying theme of all training • Anti-Icing vs Deicing sessions should be the Sensible Salting • Application Rates concept, which includes: • Special Storm Conditions • Proper covered storage • Special Deicing Problems (Bridges, Elevated Curves, Ramps, Intersections) • Good maintenance of storage areas • When to Re-Apply Salt • Good equipment maintenance and knowledge of equipment IV. Review of Winter Maintenance Policy • Proper spreader calibration • Snow Emergency Routes • Proper salt application • Parking Ordinances • Concern for our environment as well as the • Procedures for Helping Motorists public’s safety • Importance of Personal Public Relations by Maintenance Personnel Every agency should have a fall meeting. V. On-the-job Safety A session on snow and ice removal well • Safety Equipment ahead of winter gives a chance to discuss • Safety Practices your plans with the people expected to carry them out. This meeting is a refresher course VI. Discussion, Questions and Answers on snowfighting tactics for experienced To assure yourself that your department is ready for winter, you might have employees and an introduction to winter superintendents or foremen complete a check list showing their progress in maintenance for new personnel. pre-winter preparations. A suggested check list similar to that used by a number of cities and states, is illustrated on pages 22 and 23.

4 A Practical Guide for Snow and Ice Control Snowfighter’s Handbook 5 3 MAKING EQUIPMENT COUNT

quipment can make or break a • Mount, load and test all spreaders and The first step in vehicle maintenance is maintenance organization. It must sprayers. Make necessary repairs and to make sure every operator knows what to be suited to the job — and it’s a order critical parts. Calibrate all spreaders expect of each piece of equipment. Operators E tough job! Winter operations require and place the calibration card on a visor should check these items carefully. the highest level of equipment maintenance. or in the glove compartment of the truck. Spreaders/Sprayers — Inspect pumps, It is a good idea to review equipment needs Supervisors should have copies of all hoses, controls, and fittings. Check spinners, immediately after each winter season, when calibration cards on file. augers, and auxiliary engines. they are fresh in your mind. If new equipment • Inspect all vehicle lighting, including wiring Controls — The two major components of is required, it can be ordered with good and sockets on headlights, tail lights, stop any hydraulic system are the pump and the assurance of delivery prior to the next winter lights and turn signals. (Warning lights must controls, whether manual or automatic. All season. be visible from all sides, whether bodies are operators should become thoroughly familiar A secret to successful winter maintenance raised or lowered.) with spreader controls. No two hydraulic is the ability to fight storms with equipment • Make sure sufficient stocks of tire chains, systems are exactly the same. Therefore, already on hand. The key is proper equipment tires, spreader repair parts and other controls may differ from truck to truck. maintenance. Snow and ice control equipment miscellaneous supplies are on hand. Know your equipment and how the auger or should never be stored without being cleaned. • Make sure all personnel are familiar with conveyor and the spinner react at various It should be inspected for possible repairs, and spreader/sprayer controls, whether manual settings. repaired if necessary. or automatic. Plows — Carefully inspect blades after In Fall training sessions, discuss each type To keep equipment in top condition, each use. If blade wear begins eating into the and class of equipment which employees will establish a regular maintenance routine to moldboard, it will be very costly to replace. operate. Go over strengths and weaknesses be followed all winter. Equipment operators Remember that snow plow blades do not wear of each. Describe performance capabilities, should inspect vehicles after each storm and evenly. Replace blades when they are badly load and weight limits, specifications, report needed repairs to the garage or to worn at any point! Have operators check blade safety considerations, attachments and the staff mechanic. Spreaders will need to wear during storms. modifications. be recalibrated after repair to the hydraulic If possible, assign each operator to a system. specific spreader, plow or loader. Man and machine make a better team when they work together regularly. The feeling that a vehicle “belongs” to an employee also will make an operator show more responsibility for its upkeep. In some organizations, it may be necessary to switch operators from one piece of equipment to another. Then management must depend on a system of checks to ensure that equipment is properly operated and maintained. Thoroughly inspect all equipment during late summer or early fall. Make all repairs and order stocks of parts not locally available. Pay particular attention to these components: • Inspect condition of moldboard and cutting edge of all snowplows. Order adequate stocks of parts for all types of plows. • Inspect snowplow hoists and under-body blades. Check air and hydraulic hoses and other critical parts of power units and obtain adequate replacement stocks.

6 A Practical Guide for Snow and Ice Control Snowfighter’s Handbook 7 (Right-hand plows wear most rapidly on the Establish ground rules for contracting left side, while the opposite is true for left-hand for this equipment. It is important that every plows. Reversible plows may show wear on supervisor understands who has the authority either side, depending upon operating time in to call rental equipment into action. each position.) Arrange before winter to borrow equipment All Electrical Equipment — Inspect and and operators in emergencies from local service all lighting and electrical equipment military installations, reserve units or regularly, including wiring and sockets. Carry neighboring maintenance agencies. Determine ample stocks of parts for rotating flasher which officer is responsible for specific units, including lenses and lamps. Faulty equipment and negotiate details for its use, wiring and failure of alternators, generators if it is needed. It is difficult to know when a and batteries cause the most downtime in blizzard will strike, requiring tracked vehicles winter maintenance vehicles. Nothing is more or other heavy equipment. Training sessions terrifying and dangerous than a stalled and should include operators who may be brought darkened vehicle in a winter storm. in during emergencies, whether contract Safety Equipment — Make sure there are operators and/or equipment. They should flashlights, flares, flags and safety vests in also include other departments such as sewer truck cabs. A first aid kit is also a good idea. It and water or the park service. In fact, anyone is preferable to wear hardhats at all times and capable of driving a plow and/or spreader don’t start out without securing seat belts. should be trained and included whenever All vehicle operators should know possible. the location and telephone numbers of Warning! Before permitting rented or emergency repair and refueling stations. loaned equipment to operate, make sure Qualified personnel should be on hand in your department is protected from liability for garages during storms to carry out minor property damage or injuries resulting from repairs promptly or make a start on major accidents, and that insurance coverage is repairs. Replenish spare parts inventories adequate and complies with all state and local immediately following storms. laws or ordinances. Equipment needs vary markedly. How Preventive maintenance is crucial! many plows, spreaders or sprayers are After each storm, all equipment must be necessary for each mile of pavement depends cleaned, washed and allowed to dry. When upon snowfall, frequency of storms, traffic and dry, components such as chains, sprockets, topography. How much equipment an agency hinges, spinners and other moving parts can afford is an important consideration as should be coated with used motor oil, diesel well. A straight salt program requires less fuel or kerosene. Grease all bearings. equipment than one using abrasives, or Check hydraulics and quick disconnects for alternative deicers. leakage. All washing and maintenance must Despite careful planning, equipment on be conducted in specific areas to protect the hand may be inadequate in certain situations. equipment and to allow capture and treatment/ Don’t be caught short! Compile a list of all recycling of washwater. rental equipment available from contractors The versatile underbody plow is very or haulers during snow emergencies. List valuable in snowfighting. In light snow, it specifications, rental rates and the names, can run at fairly high speeds with safety. It addresses and telephone numbers of owners. can usually be purchased economically. The underbody blade is also a good training tool for new operators. ❅

6 A Practical Guide for Snow and Ice Control Snowfighter’s Handbook 7 4 OTHER PRE-WINTER PLANNING

ll major arteries and feeders, including interstates, primary and secondary roads should be A included in an agency’s Sensible Salting program. Primary routes should have higher priority than secondary roads. Only someone thoroughly familiar with a given locality can assign levels of maintenance and schedule performance of the work for optimum results. Local traffic patterns, traffic volume, the needs of local industry and business and special problems created by topography or climate must be considered. However, here are a few guidelines for determining required levels of maintenance: • Many agencies determine maintenance levels based on average daily traffic (ADT) • Give priority to important local arterials, including school bus routes, access roads to industrial parks or major plants, mail delivery routes and streets leading to hospitals, fire stations and maintenance garages. • Provide safe pavement on all truck routes that carry heavy vehicles around a city or through selected sections. Remember that these routes require around the clock attention. • Carry levels of maintenance to logical stopping points, such as traffic signals, intersections or slow speed zones. This priority gives motorists time to adjust to the shift in maintenance levels. • Make sure maintenance sections link or overlap. Leaving a gap between sections on a high-speed roadway can present potentially hazardous conditions.

8 A Practical Guide for Snow and Ice Control Snowfighter’s Handbook 9 Interstate and expressway routes that pass they empty. It may be desirable to stockpile Where does snow fencing go? Only through or near cities carry increased traffic salt at several locations so spreaders won’t practical experience and analysis can tell volumes onto city arterials. Ramps and other waste time deadheading. where to erect snow fencing. Where it is approaches to major city routes need special Spreading rates differ based on types of placed depends entirely upon topography, attention. A bare street or road is worthless storm, weather conditions and operational prevailing winds and existing vegetation. unless traffic can get on and off. Plow and salt procedures. Application rates generally range Fencing should never be erected nearer than ramps of major arterials early in storm. from 300 to 800 lb per two-lane mile. For 75 to 100 ft from the centerline. It always After thorough planning has been convenience in estimating your season is placed on the side of the roadway from done, post a master-map showing routes, needs, the following chart is based on four which prevailing winter winds blow and snowplowing and salting schedules and 500 lb applications per storm. should be perpendicular to wind direction, not equipment and operator assignments. Mark the spots that won’t be there. necessarily parallel to the road. Positioning of For added control, give each driver an Before winter, mark all structures, such as snow fencing may be changed from one year individual map of his route or area. Be sure drop inlets, catch basins, ends of curbing and to the next. Slopes, grading and tree growth to update maps each year to show new guardrail and fire hydrants. Once covered with often alter placement. roads, interchanges, streets, bridges and snow, they will be difficult or impossible to Notify property owners. Remember to governmental boundary lines. see from a plowing or spreading vehicle. Use contact property owners before erecting snow For top efficiency in scheduling special markers to pinpoint locations of drains fence outside rights-of-way. In long fence operations, aim for maximum equipment and and waterways that must be opened after sections, leave an occasional gap so livestock manpower utilization. Try setting up salt routes each storm. can go through. It is good community relations that bring spreaders back to storage sites as and will prevent damage to fencing as well. ❅

Tons of Salt Required Per Season (Based on 4 applications of 500 lb per 2-lane mile per storm)

No. of Storms Miles of Two-lane Highway on Clear Pavement Standard

100 200 300 400 500 600 700 4 400 800 1200 1600 2000 2400 2800 6 600 1200 1800 2400 3000 3600 4200 8 800 1600 2400 3200 4000 4800 5600 10 1000 2000 3000 4000 5000 6000 7000 12 1200 2400 3600 4800 6000 7200 8400 14 1400 2800 4200 5600 7000 8400 9200 16 1600 3200 4800 6400 8000 9600 10,200 18 1800 3600 5400 7200 9000 10,800 11,600 20 2000 4000 6000 8000 10,000 12,000 14,000

Note: Minimum storage requirement is usually half of annual salt use. This chart is computed on the basis of one ton of salt per two-lane mile per storm, or four 500 lb applications per storm. Note: These are average figures. Conditions in some areas require several times the saltneeded in some other areas.

8 A Practical Guide for Snow and Ice Control Snowfighter’s Handbook 9 5 KNOW DIFFERENT TYPES OF SNOW

n spots where unusual drifting is expected, place one or more rows of Stormfighting Guidelines fence, with the second line parallel to I and about 50 ft from the first. The following chart is a guideline to combat various types of storms. I Local conditions and policies will be the final determining factor. What about “self-help” barrels? Many public works agencies place “self-help” salt barrels at critical points where motorists are Condition 1 If snow or sleet, apply salt at 500 lb per two-lane likely to have tough going during winter. Temperature mile. If snow or sleet continues and accumulates, Eliminate runoff from stored salt. Near 30 plow and salt simultaneously. If freezing rain, apply Improper stockpiling of salt is responsible for Precipitation salt at 200 lb per two-lane mile. If rain continues as much as 80% of environmental problems Snow, sleet or freezing rain to freeze, re-apply salt at 200 lb per two-lane mile. associated with salt use. Rain and melting Road Surface Consider anti-icing procedures. snow can carry salt from uncovered piles into Wet the ground and nearby bodies of water and possibly cause chloride build-up. Condition 2 Apply salt at 300-800 lb per two-lane mile, Salt piles must be covered on an Temperature depending on accumulation rate. As snowfall impermeable pad. Salt users usually prefer Below 30 or falling continues and accumulates, plow and repeat salt permanent structures on asphalt pads with Precipitation application. If freezing rain, apply salt at 200-400 lb proper drainage. Temporary waterproof Snow, sleet or freezing rain per two-lane mile. Consider anti-icing and deicing coverings can be effective if tended carefully. Road Surface procedures as warranted. Covering salt also helps avoid loss of material Wet or Sticky through leaching and caking. Also, salt without cakes and lumps spreads with no difficulty. Condition 3 Plow as soon as possible. Do not apply salt. Snow occurs when water vapor in an air Temperature Continue to plow and patrol to check for wet, mass is cooled below freezing. Density of Below 20 and falling packed or icy spots; treat them with heavy salt snow varies greatly. Some storms produce Precipitation applications. wet snow like wet sand, others dry snow like Dry Snow sawdust. Wet or heavy snow can often be Road Surface plowed away. Time is of the essence. Use of Dry reliable weather forecasting services allows for crew readiness in advance of storms. Salt Condition 4 Apply salt at 600-800 lb per two-lane mile, should be applied as soon as snow or ice Temperature as required. If snow or sleet continues and begins to accumulate. Below 20 accumulates, plow and salt simultaneously. If Winter storms produce a number of Precipitation temperature starts to rise, apply salt at 500-600 hazardous conditions other than snow. Even Snow, sleet or freezing rain lb per two-lane mile, wait for salt to react before without rain, ice may occur when moist Road Surface plowing. Continue until safe pavement is obtained. air contacts a cold surface, particularly on Wet bridge decks. Rain may freeze as it falls on pavement. Frozen rain falls as sleet or hail; it Condition 5 Apply salt at rate of 800 lb per two-lane mile or may stick to pavements. Temperature salt-treated abrasives at rate of 1500 to 2000 lb per There are roughly five major kinds of Below 10 two-lane mile. When snow or ice becomes mealy storms, as shown in the “Stormfighting Precipitation or slushy, plow. Repeat application and plowing as Guidelines” box. Each requires a somewhat Snow or freezing rain necessary. different approach. Everyone on the Road Surface maintenance force should know these basic Accumulation of packed snow or ice kinds of storms and how to combat them. Note: The light, 200 lb application called for in Condition 1 and 2 must be repeated often for the duration of the condition.

10 A Practical Guide for Snow and Ice Control Snowfighter’s Handbook 11 Most storms occur under Conditions 1, 2, or Some maintenance departments hire a in snowfighting to know what is happening 3. But variations in temperature, precipitation, private forecaster to assure a balanced where the rubber meets the road. Pavement pavement condition or other factors are and more localized weather picture. Some temperatures are what counts when common. Management must depend upon progressive agencies are using pavement determining application rates. This requires well-trained maintenance crews to use initiative sensors and local weather instruments to some type of road surface sensors or gaining and imagination in coping with unforeseen receive instantaneous road and atmospheric access to the Road Weather Information problems. conditions for more precise snow and ice System (RWIS). Pavement will often freeze dry following control operations. There are a variety of electronic sensors a storm, if the last salt application is properly It may also be useful to call 511 to that can be used to measure surface timed. Often, moisture on the pavement will get road conditions. Some states also temperatures. Hand-held or truck-mounted turn to vapor and disappear as it freezes, have excellent 511 websites such as infrared, laser-based sensors are able to leaving a completely clear, dry surface. Minnesota (www.511MN.org) or Wisconsin quickly get a pavement temperature and are Keep an eye on the weather. Proper (www.511WI.org) where road and travel very useful in establishing application rates. preparation for a storm is not possible unless conditions are described. In addition, the RWIS is a exceptional system consisting management anticipates when it will arrive, National Weather Service has a website of several meteorological stations strategically how long it will last and the nature of its (http://www.nws.noaa.gov/) that provides located alongside the highway that allows the special characteristics. Arrange with the U.S. a comprehensive report of both local and DOTs to make more informed decisions during Weather Bureau, a local airport weather surrounding conditions. winter storms. Specialized equipment and station or a private forecasting service to While weather conditions are generally computer programs monitor air and pavement get complete, detailed reports during winter. measured 30 ft above ground, it is critical temperature to make forecasts regarding how the winter storms will impact the highways. This provides the opportunity to make optimal Pounds of Ice Melted Per Pound of Salt use of materials, equipment and staff, and practice anti-icing and deicing techniques Temperature One Pound of Sodium perfected through years of experience. Degrees F Chloride (Salt) Any changes in weather conditions should be relayed to all personnel. If late afternoon 30 46.3 lb of ice reports indicate possibility of overnight 25 14.4 lb of ice snowfall, prepare equipment by attaching 20 8.6 lb of ice snowplows and spreaders before the workday 15 6.3 lb of ice ends. If weather forecasts indicate, a certain 10 4.9 lb of ice portion of the work force should remain on 5 4.1 lb of ice duty to start fighting the storm when it arrives. 0 3.7 lb of ice If the forecast indicates snow during the -6 3.2 lb of ice night, the work force should be sent home to get some rest, but alerted that they may Application of Salt be called back during the night. Arrange with the highway patrol, local police, sheriff’s Rate of Application Coverage Per Cu. Yd. of department or weather service to notify key Per Two-Lane Mile Salt Per Two-Lane Mile personnel of storms that develop late at night. Ensure that someone is responsible for 800 lb 2 1/2 relaying the alert to the entire maintenance 700 lb 2 3/4 force, if and when the need arises. ❅ 600 lb 3 500 lb 4 400 lb 5 300 lb 6 200 lb 10

Note: Salt meeting ASTM Specification D632 weighs approximately 80 lb per cubic foot.

10 A Practical Guide for Snow and Ice Control Snowfighter’s Handbook 11 6 CALIBRATION

ifferent materials will spread at Equipment needed: C), then multiply discharge rate by minutes to different rates at the same setting, 1. Scale for weighing travel one mile at various truck speeds to get so spreaders must be calibrated 2. Canvas or bucket/collection device pounds discharged per mile.* with the material that will be used. 3. Chalk, crayon or other marker *For example, at 20 MPH with 30 Shaft D 4. Watch with second hand RPM and 7 lb discharge – 30 x 7 = 210 x 3.00 Spreader Calibration Procedure Calibration steps: = 630 lb per mile. Calibration of spreaders is simply 1. Warm truck’s hydraulic oil to normal calculating the pounds per mile actually operating temperature with spreader system Calibrating Automatic Controls discharged at various spreader control settings running. Automatic controls come with factory and truck speeds. It is carried out by first 2. Put partial load of salt on truck. calibration cards that indicate the proper rate counting the number of auger or conveyor 3. Mark shaft end of auger or conveyor. of spread for each setting. However, when shaft revolutions per minute, measuring 4. Dump salt on auger or conveyor. there is a need to calibrate, use the following the salt discharged in one revolution, then 5. Rev truck engine to operating RPM (at least steps: multiplying the two and finally multiplying 2000 RPM). 1. Remove or turn off spinner. the discharge rate by the minutes it takes 6. Count number of shaft revolutions per 2. Set auger on given number, such as No. 2. to travel one mile. An excellent example minute at each spreader control setting, and 3. Tie sack or heavy canvas under discharge of a calibration chart in spreadsheet format record. chute. can be found on the Salt Institute website 7. Collect salt for one revolution & weigh, 4. Mark specific distance, such as 100 or at: http://www.saltinstitute.org/images/ deducting weight of container. (For greater 1,000 ft. calibrationchart.xls. Operational spreadsheets accuracy, collect salt for several revolutions 5. Drive that distance with spreader operating. can be found on the same page. A sample and divide by this number of turns to get 6. Weigh salt collected in sack or canvas. calibration chart is on this page. the weight for one revolution.) This can be 7. Multiply weight of salt by 5.3 (in case of With hopper-type spreaders, specific gate accomplished at idle or very low engine 1,000 ft) or 52.8 (in case of 100 ft). openings must be calibrated. Measure from RPM. This will be the amount of salt discharged floor of conveyor to bottom edge of gate. Multiply shaft RPM (Column A) by per mile, which remains constant regardless of Each spreader must be calibrated discharge per revolution (Column B) to get speed, but calibration must be done for each individually; even the same models can vary discharge rate in pounds per minute (Column control setting. ❅ widely at the same setting.

Calibration Chart

Agency: Location: Truck No.: Spreader No.: Date: By: Gate Opening (Hopper Type Spreaders) Pounds Discharged Per Mile A B C Minutes to Travel One Mile

Discharge Discharge Control Shaft RPM Per 5 mph 10 mph 15 mph 20 mph 25 mph 30 mph 35 mph 40 mph 45 mph Setting (Loaded) Rate x 12.00 x 6.00 x 4.00 x 3.00 x 2.40 x 2.00 x 1.71 x 1.50 x 1.33 Revolution (lb/min) (Pounds) 1 2 3 4 ThisThis weight 5 remainsweight remainsconstant 6 constant 7 8 9 10

12 A Practical Guide for Snow and Ice Control Snowfighter’s Handbook 13 7GUIDELINES FOR SALT APPLICATION

iming is crucial in applying salt. Ideally, brine is sprayed as an anti- icing treatment prior to the storm’s T arrival. If that is not possible, then salt should be spread as soon as a storm begins in order to prevent bonding of snow or ice to the pavement. The salt will quickly produce brine or keep snow mealy, allowing for efficient plowing. The melting action of salt applied early in a storm works from the pavement surface up so snow and ice do not form hardpack. There are times and storm conditions where salt alone is the only answer to keeping the pavements clear. For example, freezing rain cannot be plowed and salt is the only solution for clearing the roads when it occurs. Anti-icing is rapidly becoming the best and most popular means of preventing ice- pavement bonding. The best advice is to be prepared to mobilize all forces as soon as a winter storm approaches. There are no easy answers or solutions with snow and ice control because there are too many variables. It has been estimated there are over 66,666 different storm conditions – pavement temperature, ambient temperature, pavement type, solar radiation, traffic volume, traffic speed, wind direction and velocity, type of precipitation, topography, lake or ocean effect, shaded areas (by mountains, some storms. That residue, if not blown off Spreading can be done full-width or trees or buildings) and wind chill factor, to or washed away, will be effective in helping windrow. Both have strengths depending on name a few. prevent bonding of ice and snow in the next conditions. Pay special attention to spinner Snow and ice control is a very complex storm. A deicer only has residual effect if too speeds. A spinner that revolves too fast will issue and those people on the front line need much was applied for the storm condition. throw salt over a wide area, possibly wasting the best information possible. Prewetting salt with brine speeds the material. You may correct overthrow by Salt is usually applied at the rate of 300 reaction time of salt and also keeps salt from adjusting the drop location on the spinner to 800 lb per two-lane mile. As temperatures bouncing off the road so more of it is available by using your directional baffles or reducing drop, either the quantity of salt or the to do the work. See Section 10, page 18, for spinner speed. Traffic density and highway frequency of application must be increased. details on this deicing procedure design largely determine the spreading pattern Anti-icing, that is spraying brine on There may also be a combination of required. pavement before the storm arrives, requires applications of any of the above. Most A windrow of salt applied in a 4-8 ft strip anywhere from 1/3 to 1/4 the material of agencies agree that early anti-icing spraying along the centerline is effective on two-lane deicing, making it the most cost-effective is most effective and that prewetting of salt pavements with a low to medium traffic count. option for improving winter traffic safety. provides a faster, higher level of service at all Less salt is wasted with this pattern and Ideally, with any deicer, at the end of the temperatures. quickly gives vehicles clear pavement under at storm all material should be completely used. least two wheels. Traffic will soon move some Since storm forecasting is not precise, some salt off the centerline and the salt brine will residue may remain on the surface after move toward both shoulders for added melting across the entire road width.

12 A Practical Guide for Snow and Ice Control Snowfighter’s Handbook 13 The full-width spreading pattern is used recommended and care must be exercised choosing the options for snow and ice control most often on multiple-lane pavements with during windy conditions. — it is the pavement that will be treated. medium to high traffic volumes. Melting action Give salt time to work. Time plowing Don’t overlook salt’s anti-skid value. For is obtained over the full pavement width. operations to allow maximum melting by salt. years, maintenance people have observed Vehicles tend to stay in line to clear wheel When you plow salt off the pavement, you that salt, applied as an ice melter, also gives paths in the lanes. waste the deicing material and increase the anti-skid protection. Tests conducted in Often the full width pattern is used when cost of snow removal. cooperation with the National Safety Council trying to get salt down under a storm. But Know when to plow and reapply salt. show that salt, applied at normal deicing be careful not to waste salt when using this The need for another salt application can be rates, gives as much anti-skid protection pattern. determined by watching melting snow kicked as abrasives. The anti-skid effect of salt is Play the wind in spreading. A strong out behind vehicle tires. If the slush is soft immediate as it starts melting snow or ice. wind blowing across a street or highway and fans out like water, the salt is still working. Safeguard the environment. The way salt can cause salt to drift as it comes out of the Once the slush begins to stiffen and is thrown is spread can make the difference between spreader, pushing it onto the shoulder or into directly to the rear of vehicle tires, it is time to whether the public appreciates or condemns a gutter. This is particularly true in rural areas plow and spread more salt. snowfighters’ efforts. Overuse and misuse where there are few windbreaks. How the Has the weather changed? Remember ignore concern for the environment. Proper wind affects spreading depends on both wind that salt application rates may have to be calibration of spreading equipment and good velocity and pavement condition. Spreader increased at night, on sunless days and when storage can avoid most problems. operators should play the wind to put salt the temperature drops sharply. Without the There is no correlation between yearly where it will do the most good. sun, the effect of solar radiation and warmth snowfall and the total quantity of salt used. Because of the much greater control is lost. At night, traffic usually diminishes, The type of storm dictates frequency of inherent to the spray process, anti-icing is best minimizing another heat source that helps melt application and total amount of salt necessary. applied with full-width stream nozzle systems ice and snow. It is important to remember that A freezing rain or ice storm may require to maintain a small width of bare pavement pavement temperatures are seldom the same enormous amounts of salt, perhaps even more to reduce slipperiness. A fan spray is not as air temperatures — a critical thought when than a prolonged snowstorm. There is no way to combat freezing rain other than salt use. ❅

14 A Practical Guide for Snow and Ice Control Snowfighter’s Handbook 15 8 SPECIAL SPREADING AND PLOWING PROBLEMS

alt bridges first. Bridges freeze long be appropriate. The dry snow may blow off the Make a list of trouble spots that operators before road surfaces because they pavement if no salt is used. should salt first during storms. Make sure do not hold warmth as a roadbed Avoid slick conditions from buildup of ice all personnel understand that bridges, does, since cold air reaches both or packed snow by applying a salt application intersections, ramps, hills and curves come Sthe top and bottom surfaces of bridge decks. S heavy enough to prevent refreezing. first. Have operators patrol highways rather They should receive early attention and an Traffic icing is very dangerous. than wait at maintenance areas for direction. application of salt. Bridge decks may ice over Occasionally, under certain weather It is far better to have equipment on even when there is no precipitation because conditions, a paper-thin sheet of ice forms in the road when snow begins than in the of high humidity and low temperatures. (Or wheel paths on a bare pavement even when maintenance yard. Nothing is more reassuring under certain other to motorists than to conditions, bridges see pre-storm anti- will frost over without icing sprayers or precipitation and loaded spreaders and must be salted.) plows patrolling prior Salt on the high to storms. side of elevated Give interchanges curves. Salt brine will special attention. Salt flow down and across on and off-ramps as a banked curve. If quickly as possible. A salt is spread down safe road or street is the centerline, of little value without everything above safe entrances and it will remain icy. exits. Spread salt on the Can trucks be high side of the curve kept out of the and let gravity do the way? Intelligent rest of the work. transportation Leave no gaps. systems have Operators must been developed go beyond their to do just that. assigned areas, if Basic management necessary, to plow controls such as truck or salt a gap that navigation, traffic light has not been treated controls, container for some reason. management A short, neglected systems, variable stretch of roadway message signs can be very hazardous to an unsuspecting pavement looks clear. This black ice formation or speed cameras as well as monitoring motorist. can be deadly. Maintenance operators should applications such as security CCTV systems Watch for drifting. In continued high winds, be instructed to watch for this condition and to which have been designed to manage trucking maintain a patrol to watch for drifting and apply salt immediately when it is detected. logistics. Additionally, predictive techniques slick spots, even after the pavement has Get equipment on the road. Once a word are being developed, to allow advanced been cleared. Treat icy buildups with a salt of an impending storm has been received and modeling and comparison with historical application. If the highway has a blacktop or plows are mounted and trucks loaded, get baseline data. ❅ stabilized shoulder, drifting may be controlled vehicles out of the yard and onto their plowing with a salt application on the shoulder to form and spreading sections as soon as possible. a melting barrier. Delay in getting to critical areas may cause During some very low temperature storms severe traffic tie-ups. with dry blowing snow, the use of salt may not

14 A Practical Guide for Snow and Ice Control Snowfighter’s Handbook 15 9 ANTI-ICING

relatively new weapon in the acetate, and calcium magnesium acetate. maintenance facility sites and stored in large snowfighter’s arsenal in North Each product has its own advantages and tanks in locations convenient for loading into America is anti-icing. But it has a disadvantages. The most common material saddle tanks on the sides of the V-box or anti- A long history of keeping European in use is sodium chloride (salt) in the form of icing equipment. It is essential to clean out roads safe and passable. a brine made from a mixture of rock salt and brine makers after brine is prepared to reduce Anti-icing differs significantly from deicing water. Salt brine is effective to -6°F and is a the potential for corrosion. because brine is applied before precipitation proven anti-icing agent in use throughout the to prevent the formation or development of snowbelt. Application Equipment bonded snow and ice on the road surface. Some agencies use calcium or magnesium Brine applicators are commercially It is a proactive approach to snowfighting chloride in a brine solution which is effective available for about $1,500. Some agencies and is often the first in a series of strategies down to -6°F, but is more than six times as have manufactured their own application employed for a winter storm. By applying expensive than salt, and is more difficult to equipment using large tanks and PVC freezing point depressant materials before handle. Also, calcium and magnesium chloride piping. Some equipment is designed to be a storm it is possible to prevent the bond residue on road surfaces can attract moisture loaded onto the bed of spreading trucks, from forming between the pavement and at lower relative humidity than salt resulting in towed behind maintenance equipment or snow or ice. Research has shown that timely dangerous, slippery conditions under certain permanently mounted on truck beds. It can applications of anti-icing materials can cut the circumstances. be as simple as a gravity fed spraying system cost of maintaining a safe road surface by with a operator controlled cut-off valve or a 90% compared to traditional deicing. Liquid Salt Brine Manufacture more complex (and more controllable) pump sodium chloride (NaCI) is the most effective Salt brine is made by mixing rock salt or choice for anti-icing above 15°F. solar salt with water. The process is simple: Hydrometer/Salometer Anti-icing has many advantages. the resulting brine should be approximately • Anti-icing returns road surfaces to normal 23% NaCI. Chart for Salt Brine faster, resulting in fewer accidents and The proportion of salt to water is critical to delays. % Salt Hydrometer Salometer the effectiveness of the brine. Too much or too Specific Using • Anti-icing can reduce airborne dust and salt little salt affects the freeze point depressing Gravity 0-100% particulates. qualities of the brine. The proper brine mixture • Salt needs moisture to be effective. 0 1.000 0 is 23.3% salt content by weight. This is the 1 1.007 4 Applying brine jumpstarts the melting concentration at which salt brine has the 2 1.014 7 process. lowest freezing point, -6°F. Can we keep 3 1.021 11 4 1.028 15 • Brine sticks to the road surface. It will not adding salt to water until the freezing point be as easily blown off the road by wind or 5 1.036 19 goes down much further? No. The solubility 6 1.043 22 traffic, so material is more efficiently used. of salt in water decreases with decreasing 7 1.051 26 • If the storm is delayed, salt residue remains temperature. We eventually reach what is 8 1.059 30 9 1.067 33 on the road ready to begin work when called the eutectic point. This is the point at precipitation begins. 10 1.074 37 which a solution achieves a maximum salt 11 1.082 41 • Crews can begin treatment in advance of concentration. Any colder and salt will begin to 12 1.089 44 a storm. Because anti-icing prevents the leave the solution and raise the freezing point. 13 1.097 48 14 1.104 52 bonding of snow and ice to pavement, At the eutectic temperature, ice, saltwater, and snowfighters have less work to maintain 15 1.112 56 solid salt exist in equilibrium. For water, the 16 1.119 59 safe roadways as the storm progresses. eutectic temperature is -6°F. The percentage 17 1.127 63 • Increased efficiency results in use of less of salt is measured with a salometer, a 18 1.135 67 19 1.143 70 deicer and manpower, therefore lowering specialized hydrometer, until a 88.3% the cost of maintaining safe road conditions. 20 1.152 74 measurement on the salometer is obtained. 21 1.159 78 The use of less deicing materials also This results in the proper 23.3% salt content. 22 1.168 81 minimizes environmental concerns. Commercial brine makers are available at a 23 1.176 85 24 1.184 89 Products available for use in an anti- cost of approximately $5,000. Many agencies icing program are sodium chloride, calcium 25 1.193 93 have made their own brine makers using 26 1.201 96 chloride, magnesium chloride, potassium water tanks and PVC pipe for substantially 27 - 100 lower cost. Brine is usually made at the local

16 A Practical Guide for Snow and Ice Control Snowfighter’s Handbook 17 driven sprayer system. Fan sprayers are not utilize remote television cameras to monitor Summary recommended. Control should be available to traffic and bridge conditions. This information Anti-icing measures are an important vary spreading rates from 25 to 60 gallons per will help agencies accurately determine the weapon in the snowfighter’s arsenal. The lane mile. appropriate application of anti-icers. appropriate use of anti-icing techniques results If large, horizontal tanks are used in the Do not apply anti-icer under blowing in: design, consider installing baffles inside the conditions, particularly in areas prone to • Returning to bare pavement conditions tanks to help prevent the liquid from suddenly drifting and anywhere else that might be more quickly, saving lives and reducing shifting in the tank, creating a hazardous problematic for salt, such as all areas subject property damage due to fewer accidents, control situation for the operator. to wind issues. as well as the reduction of traffic delays and Don’t apply too much or the roadway may the resulting reduction of losses to local Application become slippery. Always follow application economies; recommendations. Accurate weather and road surface • Reduction in the quantity of deicer Don’t apply CaCl or MgCl to a warm road information are critical for the efficient 2 2 use, resulting in cost savings and less (above 28°F pavement temperature). It can use of anti-icing chemicals. Road surface environmental concerns; and become very slippery and cause crashes! temperatures, precipitation amounts and • Reduction in the manpower necessary to form, wind conditions, and road environment maintain safe road conditions, resulting in (sunlight exposure, surface condition, bridges, less overtime costs, less operator fatigue etc.) all affect the use and application of anti- and safer working conditions. ❅ icing measures. Understanding the freeze point depressing qualities of brine is important to its use and application as an anti-icing agent. (See the Phase Diagram for Salt Phase diagram below.) As you can see from the chart, the minimum freeze point of salt 0 brine is -6°F at a concentration of 23.3%. 30 Road surface temperatures are indicated on Melting Occurs the side of the chart, solution concentrations along the bottom. The line represents -5 the freeze point of the solution at a given 20 temperature. The colored portion in the center Freeze Poin of the chart shows the melting range of brine -10 solutions. The area to the left shows the 10 T results of a solution with too little salt, the road Too Little Salt t Too emp. surface will refreeze unless more salt brine or Refreezing Occurs Much -15 deicing salt is applied. The area to the right ( °

Salt C) shows the results with too much salt, and Refreezing once again the surface will freeze without the 0 Occurs introduction of more moisture. As you can see, -20 additional precipitation and heavy traffic can -6 Eutectic Temperature of Salt dilute the brine solution allowing the road to -10 refreeze. -25 ADDITIONAL PRECIPITATION ALWAYS Too Cold Refreezing Occurs RESULTS IN A DILUTION OF BRINE AT THE ROAD SURFACE. -20 Weather information is getting better with -30 everything from air temperature, dew point, 5 10 15 2023 25 optical weather identifiers, to pavement temperature, surface status, and chemical Solution Concentration (% by weight) information being available. Some agencies

16 A Practical Guide for Snow and Ice Control Snowfighter’s Handbook 17 10 DEICING-PREWETTING

nce snow has accumulated and winter maintenance materials, rendering The tables in section 5 of this Handbook, bonded to the road or an ice them ineffective. Refer to the Phase Change will assist you in determining appropriate storm has glazed road surfaces, diagram in the previous chapter for assistance application rates. O deicing operations must begin in determining the proper course of action. Oto restore safe driving conditions. The bond If the road surface is wet and temperatures Materials Selection between snow and/or ice and the pavement will not cause refreezing, then application of Generally, all deicers work in the same way. surface must be destroyed by chemical or dry salt is appropriate. Necessary moisture They depress the freezing point of water and physical means or a combination of the two. is already present so brine will be formed turn snow and ice into a liquid or a semi-liquid More than a dozen chemicals have been immediately and melting action can begin. slush. Solid chemical salts infiltrate down tested for deicing use. The most common The application rate will be determined by the through ice and snow, dissolving to form a products used are sodium chloride, calcium amount of snow and ice coverage. Keep in strong brine solution which spreads out under chloride and magnesium chloride. Sodium mind the reduced mobility effect as dilution of the ice or hard-packed snow and breaking the chloride in the form of rock salt or brine (see deicing salt occurs. bond to the road surface. Once the bond is previous chapter) is by far the most commonly If snow pack and ice is solid, or broken, the ice and snow can be plowed off or used chemical in deicing operations due temperatures will fall to the point that removed by other means. By applying material to its lower cost and proven effectiveness. refreezing will take place, then prewetted solid prior to the storm, we can prevent the bond to Therefore, in the words of the Transportation application of deicers may provide more rapid the road surface and melt the snow and ice as Research Board in its 1992 analysis of results. Adding moisture to the salt either at it comes in contact with the brine. deicers, salt remains the “deicer of choice.” loading or at the spinner when applied will Agricultural byproducts work in a similar Abrasives have no melting effect for deicing jump start the deicing process by providing fashion. The resulting solutions act by operations; in fact research by the Strategic more moisture to begin the melting process. depressing the freezing point of snow and Highway Research Program (SHRP) and Spraying liquids is not recommended for ice. These products are usually used in the University of Wisconsin suggests that packed snow as the liquid destroys surface combination with other materials. sand inhibits the melting process of deicing friction and the brine may become so diluted Although all these materials work in materials. before melting action is completed that much the same way, they vary widely in refreezing could occur. Application of brine is performance. Several factors are considered Choosing the Proper Application an effective treatment for black ice conditions. in determining performance, such as effective Although salt can melt ice at temperatures as temperature range, speed of action, amount Salt can be applied in solid, prewetted of material required, and duration of melting low as -6°F, the practical limitation of brine solid, or liquid form. Application methods are action. application is considered by the Federal determined by weather and road conditions Other important criteria for material Highway Administration to be around 15°F. as well as equipment available. Salt needs evaluation include: availability, cost, Below that temperature, pre-wet with calcium moisture to provide melting action. Deicing infrastructure and environmental impacts. rock salt or solar salt dissolves in road surface chloride or calcium magnesium chloride mixed Each community will place a particular moisture to form a brine which melts snow and with sodium chloride. emphasis on each of the criteria to suit their ice to form more brine which continues the Deicers should be applied close to the own specific needs. At times, their needs process. Once salt has penetrated the packed crown or high point of the road. The resulting may change depending upon shifting political snow and ice to make brine on the pavement brine will run downhill from the crown to the priorities. The ability to be able to make a surface, the bond will be broken and removal rest of the surface. Spinner speed should be rational decision on material selection to operations can be successful in restoring bare low enough to ensure that deicing materials closely fit with ongoing needs is of tremendous pavement conditions. remain on the road surface. Spinner speed importance to winter maintenance planners. Forecasted conditions and road surface and application rates should be higher at In order to come to grips with this issue, temperatures at the time of treatment intersections and other high traffic areas to a consortium of state DOTs commissioned determine whether winter maintenance spread deicing material over a larger area a study to develop an evidence-based materials should be applied in solid, prewetted or in higher concentrations as required by decision tool for materials selection. This was solid or liquid form. The type of precipitation the conditions. However, use of the BLAST published by the Transportation Research event, dry snow, wet snow, ice, sleet, freezing override on automatic controls while stopped Board of the National Academy of Sciences in May, 2007. The full report can be downloaded rain, etc., must be considered. Keep in at a stop sign or light is not appropriate. from: http://onlinepubs.trb.org/onlinepubs/ mind that changing conditions will affect Road conditions, temperature, amount of nchrp/nchrp_rpt_577.pdf. Now agencies can operations. Falling temperatures can cause snow and ice cover, storm progress, and traffic objectively compare the de-icing chemicals refreezing. Additional precipitation can dilute conditions all affect deicing application rates. they use in terms that each agency defines for

18 A Practical Guide for Snow and Ice Control Snowfighter’s Handbook 19 itself to be important. The computer program (called the Material Selections Wizard) Chart 1 Price crunches the data based upon the agency’s set of priorities. Infrastructure This computer program can be downloaded 9% Environment 45% from the Salt Institute website: http:// 11% www.saltinstitute.org/snowfighting/index.html. It is also available at the TRB website: http: 35% //www.trb.org/news/blurb_detail.asp?id=7739. Here is an example of how the new Materials Selections Wizard works. Snow and ice melting The winter maintenance agency has had performance budget cuts and decides that the following priorities reflect their particular needs — see Chart 1. Chart 2 Price is the primary concern (45%), snow- Final Score and ice-melting performance is almost but not 100 quite so important (35%), while environmental (11%) and infrastructural (9%) are somewhat 90 MgCl2 lower down on the overall scale of things. 80 Using the Materials Selection Wizard, the 70 data is inputted and the following results are CaCl2 obtained showing which material will fit the 60 Common Temperature agency’s needs for which temperatures — 50 During Snowfall see Chart 2. 40 The wizard makes an informed choice KA 30 based on specific priorities. It is a choice that NaCl can be defended before City Council. Citizens 20 CMA value their hard-earned dollars and expect 10 them to be spent wisely to keep roads open 0 and safe while safeguarding the environment. 30 25 20 15 10 5 0 -5 -10 -15 -20 The City Council and the citizens determine Temperature (F) the policy. This tool turns the policy into a practical and functional choice. As another example, here is an extreme Chart 3 environment/infrastructure priority model. It disregards deicer costs and weights Final Score performance low (25%, with the logic that 100 a lower weighting would be irresponsible 90 since the material must perform its life- 80 saving deicing mission). Environment and KA MgCl2 70 infrastructure together account for three- fourths of the total weighting (split evenly with 60 CaCl2 37.5% weight for each). 50 Here is how the various materials stack up 40 with this set of priorities — see Chart 3 30 So, the choice belongs to the agency that Common Temperature NaCl can now be assured that at the temperatures 20 During Snowfall CMA to be encountered, they are choosing 10 materials that comply with their community’s 0 particular priorities. 30 25 20 15 10 5 0 -5 -10 -15 -20 Temperature (F)

18 A Practical Guide for Snow and Ice Control Snowfighter’s Handbook 19 11AFTER THE 12 A WORD ABOUT STORM SAFETY

Equipment Used ost snowstorms occur at 20°F he whole purpose of snow and ice or above, with the temperature removal is, of course, to provide Solid deicers or prewetted salt is applied dropping most severely after safe travel for motorists. In doing with spreader trucks. If the load is wetted, the snow stops. this, those in maintenance must not then no additional equipment is necessary. M T After the storm, with the pavement clear overlook their own safety; neither must they Saddle tanks and a sprayer at the spinner and dry, is the time to wing back shoulders, overlook the possibility that in trying to provide are necessary if brine is applied to the salt clear structures and haul snow away from safe pavement they may be creating another at the time of application to the roadway. critical areas to make room for future snow safety hazard. Brine can be applied with tank trucks or storage or snow removal. Become familiar with a few “do’s and towed equipment using the same equipment In plowing, a windrow of snow is often don’ts” that can make your work far safer: discussed in Chapter 9. left on each side of bridges. These windrows • Check all equipment before each use. Summary reduce the usable roadway width on the Make sure lights, brakes, windshield wipers, bridge. Moreover, if allowed to remain, they exhaust systems, tires, chains and steering Use of salt is a proven snowfighting will later melt and form ice. Remove this snow are safe. technique with many advantages: as soon as possible. • Promptly report all mechanical trouble. • Returns roadway surfaces to bare Caution. Do not dump material from • Remember that speed can kill, especially in pavement conditions more quickly, overhead bridges onto roadway or railroad a snowstorm and at night. thereby reducing the number of accidents tracks below. Hand shovel the snow away, if • Resist the urge to get the job done in a and property damage, and saving lives. necessary, to ensure all drains in the bridge hurry. Research has shown that use of salt as a floor are open and free-draining. • Respect rights of others. Be considerate of deicer more than pays for itself; Clear snow from raised medians to prevent motorists who have trouble driving in snow; • Lowers manpower costs by reducing the drifting. Also clear snow from barrier walls report stranded motorists when possible. time necessary to restore dry pavement and traffic dividers to reduce later melting and • Keep first aid kits completely stocked. conditions; refreezing and to improve driver visibility. Check fire extinguishers and flares often. • Eliminates or greatly reduces cleanup costs; Clear those drains! It is vital that roadway • Observe traffic laws. • Compared to alternatives, salt is safer to drains and catch basins be kept open to allow • Watch for signs of fatigue in equipment handle, and kinder to the environment when melting ice and snow to run off. When water operators. A limit of twelve continuous hours properly used. ponds and puddles around drains, falling on duty seems fairly common in public Prewetting may enhance salt use: temperatures may cause it to refreeze. A salt works agencies in the snow belt, although • Salt can be spread more uniformly with less application on frozen drains, catch basins and some organizations permit longer work waste on shoulders and in ditches because culverts frees them of snow and ice. periods. Usually, however, the routine is wetted salt sticks to the pavement; Accurately record all material used. twelve hours on and twelve off. ❅ • The amount of dry materials used can be Hazards, such as raised utilities or low cut by 20-30% (IADOT) because of the dual hanging branches, and problems encountered action of added brine and more materials such as area-specific snow accumulations remain on roadway; should also be recorded. • Works faster because more brine is Discuss opportunities to improve present; operations. • Driving/spreading speeds can be increased Carry out interim cleaning and maintenance because salt stays on the roadway.  of equipment. At end of season, do full cleaning and maintenance of all equipment and ensure all remaining supply piles are securely placed on impervious pads and covered. ❅

20 A Practical Guide for Snow and Ice Control Snowfighter’s Handbook 21 13 KEEP THE PUBLIC INFORMED

ublicize snow emergency The findings of one quality study are III. Application Procedures procedures and regulations. Keep displayed below. There is no doubt about • How Salt Works broadcasters and newspapers the benefits of deicing. Even calculating all • How and When to Salt P periodically informed of snow the known costs of deicing such as vehicle • Anti-Icing vs Deicing clearing progress and specific problem and bridge corrosion and environmental • Application Rates areas. This way, motorists will know on which damages, the benefits of using deicing • Special Storm Conditions routes they will be able to travel with the least salt are more than 18 times the cost of • Special Deicing Problems (Bridges, difficulty. Advance publicity on snow clearing providing this essential public safety Elevated Curves, Ramps, Intersections) priorities will reduce time-consuming calls from service. • When to Re-Apply Salt people demanding to know when their streets IV. Review of Winter Maintenance Policy or roads will be cleared. Suggested Program Outline • Snow Emergency Routes Before storms arrive, pass on information For Fall Training Sessions • Parking Ordinances about approaching snow in time for schools, • Procedures for Helping Motorists I. The Importance of Coordination industry and government agencies to decide • Importance of Personal Public Relations by • Know Your Plowing and Spreading Routes whether or not to remain open or to close Maintenance Personnel • Effective Radio Communication early. V. On-the-job Safety • The Storm Warning System Make contact with other agencies. Long • Safety Equipment • Working with Police, other Public Agencies before winter, meet with representatives of • Safety Practices and the Media other public agencies to discuss means of VI. Discussion, Questions and Answers II. Equipment—Its Operation and cooperating in snow and ice removal. Take the To assure yourself that your department Maintenance initiative to let others know of your plans and is ready for winter, you might have • Plows to enlist their cooperation. superintendents or foremen complete a • Spreaders, Sprayers and Their Controls Consider inviting these people to the pre- check list showing their progress in pre-winter • Loaders winter session: a representative of the top preparations. A suggested check list similar to • Emergency Repair and Refueling Stations elected public official in your area, the local that used by a number of cities and states, is • The Importance of Preventive Maintenance civil defense director, those in charge of bus illustrated on pages 22 and 23. ❅ transportation for school systems, police and fire officials, emergency road service managers of nearby clubs of the American Automobile Association (AAA), officers Accident Rate Before and After Salt Spreading from local military units and news media Accident Rate (per 10 million veh. km) representatives. Spreading Time Snowfighters are not miracle workers. 11 They are dedicated, hardworking human 10 beings who pit their will against the forces 9 of nature — and usually win! 8 The real record of their accomplishment is not the tons of snow removed or the 7 miles of pavement kept clear or number of 6 streets plowed. The achievement of open 5 highways that allow business, industry 4 and government to function and people to travel safely and without undue delay is the 3 testament of good snowfighting. 2 There are no comprehensive data to 1 support the number of lives saved through 0 the efforts of public works and highway agencies, yet, lives are saved and you may -12 -10 -8 -6 -4 -2 0 2 4 6 8 10 12 have saved one of them. Time (in hours) Before After

20 A Practical Guide for Snow and Ice Control Snowfighter’s Handbook 21 SNOW AND ICE CONTROL CHECK SHEET (Answer YES or NO except where more information is requested)

Organization: Please complete, sign and return this form to by (DATE)

Miles on Clear Pavement Estimated Winter Salt Salt On Hand Salt On Order Abrasives On Hand Abrasives On Order Standard Requirement (Tons)

STORAGE FACILITIES AVAILABLE FACILITIES NEEDED TYPE NUMBER CAPACITY (TONS) TYPE NUMBER CAPACITY (TONS) BUILDINGS BUILDINGS CRIBS CRIBS PADS PADS GRAVITY BINS GRAVITY BINS TOTAL TONS TOTAL TONS

1. If cover material needed: Type

2. Condition of salt on hand: ❒ Dry ❒ Wet 3. All mechanical parts, storage facilities, such as hinges, slides, conveyors are operating properly and ready for winter use ...... ❒ Yes ❒ No

4. If no, explain needed repairs. 5. Area lights are in working condition ...... ❒ Yes ❒ No 6. Storage areas are clean and cleared of items that might cause accidents or impede operations...... ❒ Yes ❒ No 7. Drainage is adequate at storage sites ...... ❒ Yes ❒ No 8. Have there been public complaints about any storage area?...... ❒ Yes ❒ No

9. If so, please explain and give dates. 10. Traffic warning or control signs are posted at entrances and exits to storage areas...... ❒ Yes ❒ No 11. Engine heaters and shed facilities are available...... ❒ Yes ❒ No

EQUIPMENT

1. LOADERS A. Loaders of all types have been checked and needed repairs made ...... ❒ Yes ❒ No

B. Describe repairs not yet completed:

2. SPREADERS A. All spreaders have been calibrated and needed repairs made ...... ❒ Yes ❒ No B. Spreading rates posted in cab, spinners checked for width of spread ...... ❒ Yes ❒ No C. Following items have been inspected and tested on all spreaders: 1. Spinners and auger...... ❒ Yes ❒ No 2. Sheet metal...... ❒ Yes ❒ No 3. Gasoline Engines...... ❒ Yes ❒ No 4. Cab and other operator controls ...... ❒ Yes ❒ No 5. Number of spreaders ready for operation: 6. Hydraulic systems...... ❒ Yes ❒ No a. Filter element in systems (replace if necessary)...... ❒ Yes ❒ No b. Oil-drain and flush hydraulic system, fill with oil of manufacturer’s recommendation...... ❒ Yes ❒ No

22 A Practical Guide for Snow and Ice Control Snowfighter’s Handbook 23 3. SNOWPLOWS & UNDERBODY BLADES

A. All plows have been checked and needed repairs made ...... ❒ Yes ❒ No B. Blade edges checked and replaced if necessary ...... ❒ Yes ❒ No C. Plows have been placed on trucks to be sure all attachments and fittings are available...... ❒ Yes ❒ No D. All hoses, cylinders and fittings have been inspected and tested ...... ❒ Yes ❒ No E. Reversible plows work properly and freely...... ❒ Yes ❒ No F. Plow ends are marked with flags ...... ❒ Yes ❒ No G. An adequate stock of all types of blades and bolts is on hand...... ❒ Yes ❒ No H. Number of plows ready for operation.

4. SAFETY DEVICES A. All winter maintenance vehicles are equipped with lights according to official guidelines...... ❒ Yes ❒ No

B. If not, describe preparations:

C. Wiring and connections have been inspected...... ❒ Yes ❒ No D. Following items have been inspected on all equipment: Headlights...... ❒ Yes ❒ No Rotary lights...... ❒ Yes ❒ No Tail lights...... ❒ Yes ❒ No Flashing lights...... ❒ Yes ❒ No Stop lights...... ❒ Yes ❒ No Instrument lights...... ❒ Yes ❒ No Turn lights ...... ❒ Yes ❒ No Dome lights...... ❒ Yes ❒ No Rear & side view mirrors ...... ❒ Yes ❒ No

E. All trucks are equipped with: Flares...... ❒ Yes ❒ No Flashlight...... ❒ Yes ❒ No Safety Vest...... ❒ Yes ❒ No First aid kit...... ❒ Yes ❒ No Tire chains...... ❒ Yes ❒ No Tow chain...... ❒ Yes ❒ No

F. Following items have been inspected and found in working order: ❒ ❒ Windshield wipers...... Yes No Wiper blades...... ❒ Yes ❒ No ❒ ❒ Tires ...... Yes No Heater ...... ❒ Yes ❒ No ❒ ❒ Defroster ...... Yes No Fuel gauge...... ❒ Yes ❒ No ❒ ❒ Exhaust system...... Yes No Front end alignment...... ❒ Yes ❒ No

ASSIGNMENTS AND TRAINING

A. Personnel and equipment have been assigned to specific sections ...... ❒ Yes ❒ No B. Operators have been informed of their duties and responsibilities...... ❒ Yes ❒ No C. All operators understand the operation of equipment and work procedures...... ❒ Yes ❒ No D. Dry runs have been made to check routes...... ❒ Yes ❒ No E. Operators and supervisory personnel understand that each spreader must be calibrated separately, using salt, on a dry run ...... ❒ Yes ❒ No F. Operators have been instructed to clean and lubricate all equipment immediately after each storm...... ❒ Yes ❒ No G. Operators have been told to report needed equipment repairs immediately ...... ❒ Yes ❒ No H. All operators have received safety instructions ...... ❒ Yes ❒ No I. Reserve operators are fully trained...... ❒ Yes ❒ No

WEATHER WARNING AND MOBILIZATION OF CREWS

A. Arrangements have been made with a U.S. Bureau Station or other forecaster to get advance warning of storms ...... ❒ Yes ❒ No B. Arrangements have been made with local police, sheriff’s department, highway patrol or others to notify you in the event of a night storm...... ❒ Yes ❒ No

List checks and maintenance procedures that have not been completed on a separate sheet and attach to this form.

Signed Title

22 A Practical Guide for Snow and Ice Control Snowfighter’s Handbook 23 STORM RECORD

Storm No: Sec: Div: Date:

1. Time AM PM Day of Week 2. Location Miles

Storm Started From: Storm Ended To: Road Cleared 3. Description Dry Snow Temp Wind Wet Snow Max: Min: Direction: Velosity MPH Sleet Depth of Snow Visibility Freezing Rain Avg (in) Drifts (ft) Good: Fair: Poor: 4. Procedures 5. Results No of Apps Time Excellent Good Poor Salt From: To: Salt Plowing From: To: Plowing Abrasives From: To: Abrasives 6. Labor, Equipment & Materials Personnel Reg Hrs. O.T. Hrs. Total Equip. No. Type Hours Material (TONS) Salt

Abrasives

Total ❄ Comments:

Completed by: Name, Title

24 A Practical Guide for Snow and Ice Control

Publications Available from the

Refer to www.saltinstitute.org/34.html for further details and other literature

Highway Salt and Our Environment Describes effects of deicing salt, if over used, on plants, trees and grasses, and water supplies. Also discusses auto corrosion, damage to pavement and bridges and the problems created by other deicers and abrasives. Revised 2004. [Note: 2004 version available as a free PDF download in English 159 KB and 1 MB].

Salt Storage Handbook A guide for handling and storing deicing salt. Dozens of storage ideas. Revised 2006. [Note: available as a free download as a 622 KB PDF file for viewing or a 2 MB file to print].

The Snowfighter’s Handbook – 40th Year Edition Manual for winter maintenance. Includes pre-winter planning, equipment scheduling and maintenance, special plowing and spreading problems and environmental considerations. Revised October 2007. [Note: available in English as a free download in zipped PDF format, 84 MB].

Snowfighter’s CDs A set of two CDs containing five snowfighter trainingprograms in MS PowerPoint, four PDF format and MS Word format handout documents, PLUS the Institute’s Snow fighters Handbook, Salt Storage Handbook, Snowball SnowfighterPowerPoint training presention, Highway Salt and Our Environment and other valuable winter maintenance materials. The CDs collect all these materials for convenience, but all these materials except the newest “Operations” PowerPoint training program are also available for free download and available for free download in our Snowfighting Training web pages. Two-CD set Price: $20

Snowfighters Video A comprehensive training video for use by snowfighters, whose job it is to keep traffic safely moving when snow and ice make that job very difficult. Explains basics of snow removal, equipment preparation and maintenance, salt application rates, salt vs. abrasives, fuel consumption, history and uses of salt, etc., in a very informative, interesting manner. Updated July 1999. Price: $20

A Bas La Neige Video French-language version of Snowflighters video. Price: $20 700 North Fairfax Street, Suite 600 Alexandria, Virginia 22314-2040

Telephone: (703) 549-4648 Fax: (703) 548-2194 Website: http://www.saltinstitute.org Email: info@saltinstitute org BEST PRACTICES REFERENCE GUIDE II.L.2 Title: Application of Snow and Ice Chemicals Section: Winter Operations – Snow Plowing Source: Snow and Ice Control Originator: Duane E. Amsler, Cornel Local Roads Program, New York State Date: 1996 Page 1 of 2

Snow Plowing and Removal

Removal of accumulations of snow from highways and other transportation facilities by plowing is usually the first step in restoring friction. However, if the anti-icing strategy was successfully employed, it may be the last step.

Snow Plowing Procedures

Snowplow operators use a variety of techniques that depend on highway configuration and environmental conditions.

There are some general guidelines that apply:

• Fresh snow is easier to plow than consolidated snow. • Try not to leave berms of snow on the traveled way for long periods of time. • Maximize the use of right turns in routing. • Where possible, cast snow downwind. • Do not plow recently applied ice control chemicals off the road. • Do not plow snow off bridges and overpasses except where no traffic passes beneath. • Use close echelon plowing (where the plows are close enough together that traffic cannot pass) to the extent possible on one-way (divided) highways. • Minimize backing maneuvers. • Plow snow well beyond the high point on banked curves and other similar sections. • Do not cast snow into traffic. • Try to plow before peak traffic. • When visibility is reduced to near zero by falling or blowing snow, get the plow vehicle safely well off the road and shut all lights off. Resume operations when visibility improves to a reasonably safe distance.

Benching and Shelving

Benching and shelving are usually accomplished with wing plows. It may be part of a pushing- back operation to provide additional snow storage, improve sight distance, or widen an existing plowed path. Here, the wing plow is near horizontal and several feet off the ground. This operation usually requires placing locking pins in the wing plow push arms. These pins must be removed when performing normal plowing operations.

Page 2 of 2

Snow Removal

Snow removal operations usually require significant relocation of snow as opposed to simple displacement provided by plowing. Snow blowers and large wheel loaders are the primary pieces of equipment used for this purpose. Snow blowers can cast snow well away from the working location or deposit it into a truck for subsequent disposal. In the highway environment, try to cast snow downwind. This will minimize the snow cloud and make the operation more visible to motorists. If it is calm, cast the snow into the direction of the prevailing wind. The resulting snow berm will act like snow fence and capture some blowing snow that would otherwise reach the highway. When using snow blowers, care must be exercised to avoid involvement with non-snow objects. Large loaders can also relocate snow into trucks or elsewhere in the immediate area. This is a slower operation, but it works.

Safety Restoration and Clean-up Operations

After snowplowing and the return of the pavement surface to the appropriate level of service, safety restoration and clean-up operations should commence. In general, safety-related tasks should precede mobility and commerce related tasks.

The following list of clean-up operations is in approximate priority order:

1. Snow removal at locations that could melt and run onto the pavement (banked curves, superelevated ramps, etc.). 2. Snow removal on bridges (melt water concerns). Do not cast snow on features below. 3. Snow removal in areas of reduced sight distance (intersections, curves, interchanges, etc.). 4. Snow removal at "high probability locations" around safety features (impact attenuators, guiderail, close median barriers, etc.). 5. Removal of accumulated snow that may be causing traffic to use other than intended pavement areas. 6. Snow removal in limited storage areas (narrow median, shoulders, gores, etc.). 7. Snow removal from recessed drainage features, culverts, channels, gutters, sag curves, etc., that may cause melt water to flow onto the pavement and freeze at night. 8. Snow removal from shallow cuts that may have drifted in. 9. Snow and ice removal at railroad crossings. 10. Snow removal on raised islands, medians, shoulders, gores, bridge sidewalks and guiderail support. Also rumble strips, curbs, raised pavement markings, buried delineator posts, etc. 11. Snow removal from buried or obscure signs. 12. Snow removal in restricted areas that may impact mobility. 13. Snow removal in business/commercial areas.

II.L.2 3/02 BEST PRACTICES REFERENCE GUIDE II.L.3 Title: Removal of Snow from Special Areas Section: Winter Operations – Snow Plowing Source: Highway Maintenance Guidelines Originator: New York State DOT Date: December, 1993 Page 1 of 3

Removal of Snow from Special Areas

A. General

After the storm is over, the shoulders, crossovers and gore areas have been plowed, and benching and pushing back operations are underway or complete, the removal of snow from special areas should commence. These operations require loading equipment and hauling vehicles. Front end loaders, snowblowers and heavy dump trucks are usually used f or this purpose. If necessary, rental equipment should be considered. This may be available under a Municipal contract or through private rental.

B. Bridges

When possible, accumulated. snow should be removed from locations that could melt during the day, drain across the deck, and freeze at night. Bridge drainage features should be cleared to facilitate the designed discharge of water. Also, bridges having features to prevent plowed snow from leaving the bridge should have the accumulated snow removed to make room for the next storm.

C. Impact Attenuators

When possible, accumulated snow should be removed from areas that could effect the performance - of impact attenuators.

D. Banked Curves

When possible, accumulated snow on the high side of banked curves should be removed to minimize the risk of melt water freezing on the pavement.

E. Sags (Vertical Curves)

When possible, drainage channels should be created in the snowbanks on both sides of the highway at the low point in sag vertical curves to minimize the risk of melt water accumulating on the pavement.

F. Ditches and Culverts

When possible ditches and culverts having a history of snow melt-water runoff problems should be cleared of accumulated snow prior to anticipated thawing weather.

Page 2 of 3

G. Closed Drainage Systems

The inlets to closed (underground) drainage systems should be cleared prior to anticipated thawing weather.

H. Narrow Median Areas

Accumulated snow should be removed from narrow median areas if it poses possible melt water problems or otherwise interferes with the traffic control function of the medians.

I. Guardrail and Median Barrier

Snow should be removed as close to guardrail and median barrier as reasonably possible with plow equipment. The complete removal of snow from the traffic side of guid6rail and median barrier is not possible with available resources.

Snow Removal from Municipal/Commercial Areas

Within Municipal and commercial areas, "reasonable passage and movement" may require loading and hauling snow. This work is to be done only to the extent necessary. Need will be determined by the Regional Highway Maintenance Engineer. State forces shall be used to the extent necessary and available. Any combination of State, County, Town and Village forces that is most practicable and applicable under current policy and contract agreements should be used. The clearing of Municipal sidewalks is not intended to be performed or paid for by the State.

Prior to disposing of snow removed from municipal/commercial areas, a check of local rules and ordinances relative to snow disposal should be made for reasonable cooperation. Additionally, a check should be made for applicable watershed rules and regulations made or approved by the New York State Department of Health (P.H.L. 1100) for required compliance purposes.

Snow Control During Blizzard and White-out Conditions

Some snow and wind events produce snowfall intensity that severely limits the visibility and performance factors of the plow operator(s). Temporarily curtailing operations under these conditions may be prudent to preserve the safety of plow operators) and other vehicles using or stranded on the highway and pedestrians that may be in the vicinity of the highway. Most of these events are associated with localized squalls of lake effect snow and are usually of relatively short duration. During these conditions, operators may drive their trucks to a safe location, well off the highway, turn all exterior lights off and contact a supervisor for further direction.

Some intense low visibility snowfall/wind events (blizzards) are more sustained and can last from several hours to several days. During these events the overall level of service may be limited to that necessary for supporting local emergency situation response. During this pullback phase, operators waiting for further direction should make appropriate II.L.3 Page 3 of 3

preparations and equipment should be made ready for intense operations when the visibility and/or other difficult conditions improve. Generally, this pullback option should only be used in conjunction with declared states of emergency when non-essential highway travel is prohibited.

II.L.3

BEST PRACTICES REFERENCE GUIDE II.L.4 Title: Maximum Speeds for Safe Plowing Section: Winter Operations – Snow Plowing Source: Guideline for Liquid Chemical Application for Snow and Ice Control Originator: Illinois DOT Date: September, 1998 Page 1 of 1

Truck speed for plowing snow or spreading salt should be governed by the type of highway, traffic conditions, and pavement conditions. The following speeds are maximums that should be decreased to a safe operating speed when poor conditions are encountered:

Maximum 1. Shoulders (earth, gravel, or narrow) 20 Miles per hour 2. Two-lane pavements and shoulder (paved full width) 25 Miles per hour 3. Four-lane (individual pavements) 30 Miles per hour 4. Plows mounted, but raised and not in use 45 Miles per hour 5. Anti-icing 50 Miles per hour

BEST PRACTICES REFERENCE GUIDE II.L.5 Title: Snow and Ice Control at Railroad Crossings Section: Winter Operations – Snow Plowing Source: Highway Maintenance Guidelines Originator: North Dakota DOT Date: Unknown Page 1 of 1

Snow and Ice Control at Railroad Crossings

Special attention should be given to all at-grade railroad crossings during and after snow and ice control operations. Personnel should take care to prevent *now or slush from being carried onto the track5. It may become packed in the rail flanges and create an obstruction that could derail a train or cause a malfunction of signals. If necessary, hand tools can be used to remove all ice and compacted snow at the rail flanges during plowing operations, Sand or chemical deicer should not be dropped on a crossing.

The blade of a snowplow should be raised enough to clear the rails. After snow plowing operations have been completed, and during the cleanup operations, all railroad crossings should be inspected to he sure that no visible obstruction to rail traffic exists. If there is such an obstruction, it should be immediately removed if possible. If the obstruction cannot be removed, personnel should contact their District office or Railroad as soon as is feasible. A list of railroad contact persons is included in Appendix A. Personnel may plate red flags to warn the railroad engineer of the obstruction. Such flags mandate that the train stop as soon as possible and not resume, travel until the flag is removed or written permission is received.

Manual Number 2005-01 K Minnesota

O Snow and Ice Control

O Field Handbook for Snowplow Operators B D N A

University of Minnesota Minnesota Department Minnesota Local Road of Transportation Research Board Center for Transportation Studies H Minnesota Snow and Ice Control Field Handbook for Snowplow Operators

August 2005

Published By Minnesota Local Road Research Board (LRRB) Web: www.lrrb.org

Mn/DOT O!ce of Maintenance

Mn/DOT Research Services Section MS 330, 395 John Ireland Blvd. St. Paul, Minnesota 55155 Phone: 651-282-2274 Fax: 651-297-2354 E-mail: [email protected]

The University of Minnesota is an equal opportunity educator and employer. This publication is available in alternative formats upon request. This document represents the authors’ summary of practice and does not necessarily represent the views or policy of Mn/DOT or the LRRB. This report does not constitute a standard, speciﬁcation, or regulation. Printed with 20 percent postconsumer waste. Acknowledgments

"is #eld handbook is dedicated to the plow operators who keep our roads safe all winter long. It is based on the Manual of Practice for an E!ective Anti-icing Program, produced by the Utah LTAP Center.

"anks to the following sponsors and participants for their valuable input in the production of this document.

Funding Sponsors: Minnesota Local Road Research Board (LRRB)

Minnesota Department of Transportation (Mn/DOT)

Circuit Training and Assistance Program (CTAP), Minnesota Local Technical Assistance Program (MN LTAP), Center for Transportation Studies (CTS), University of Minnesota

Technical Advisory Panel: A Technical Advisory Panel was convened to provide input and review drafts of this handbook.

Technical and project leaders: Wendy Frederickson, Mn/DOT Statewide Winter Maintenance Coordinator Jim Grothaus, MN LTAP Kathleen Schaefer, CTAP

Committee members: Tom Broadbent, Envirotech Services, Inc. Je$ Dubay, City of Minnetonka Bernie Fasnacht, City of Mankato Greg Felt, Scott County James Klessig, Mn/DOT Central O!ce Dave Redig, Mn/DOT District 6, Rochester Tim Sheehy, Mn/DOT District 1, Virginia Brian Wolfgram, Mn/DOT District 6, Rochester

Other Contributors: Bob Vasek, Mn/DOT Central O!ce

Production: Minnesota Local Technical Assistance Program, Center for Transportation Studies (CTS), University of Minnesota Writing: Connie Fortin and Carolyn Dindorf, Fortin Consulting, Inc. Editing: Pamela J. Snopl, CTS Graphic Design: Cadie Wright, CTS Contents

Basic Concepts ...... 1

Before the Winter...... 3

Before the Storm ...... 5

During the Storm ...... 9

After the Storm ...... 13

Application Rate Guidelines ...... 15

Materials and Quality Control ...... 19

Bibliography and Additional Resources ...... 23

Appendix ...... A-1 List of Tables and Figures

*Fine-tuning your program ...... 14

*Pounds of Ice Melted Per Pound of Salt ...... 16

*Anti-icing Application Rate Guidelines ...... 16

*Deicing Application Rate Guidelines ...... 17

*Chemical Melting Temperatures ...... 19

*Material Conversions ...... 20

*Salt Moisture Worksheet ...... 22

*Example Daily Salt/Sand Use Ticket ...... A-2

*Example Loader Ticket: Daily Salt/Sand Issued ...... A-3

*Example Documentation Form For Anti-Icing ...... A-4

*Bare Lanes Data Collection Sheet ...... A-5

*Duplicates are provided in the pocket of this handbook for ease of use and photocopying. Purpose of this Handbook "e purpose of this #eld handbook is to help promote the understanding of the tools, best practices, and limitations for snow and ice control. "e handbook will also help you under- Less material on stand when to use and when not to use these tools and prac- roads means less material in lakes tices. In addition, it encourages progressive changes in snow and streams. and ice control practices that will help you reduce salt/sand use and environmental impacts while meeting the safety and mobility needs of roadway users.

Improved practices such as anti-icing, prewetting, and pretreating are emphasized in this #eld handbook. Also included are standard best practices expected in a quality snow and ice control program.

"roughout the #eld handbook you will #nd environmental tips shown with this #sh symbol . "ese tips are provided to help you reduce environmental impacts from snow and ice control operations.

A blanket approach will not work for the broad range of conditions Minnesota experiences; di$erent strategies are needed for di$erent regions and di$erent conditions. We encourage you to continue to test, document, and re#ne the practices from this #eld handbook. Basic Concepts

Basic Concepts Before the Winter

WEATHER Knowing existing and potential weather conditions is very important for a successful snow and ice control operation. Six pieces of information are especially valuable:

1. Start of precipitation Before the Storm 2. Type of precipitation 3. Total precipitation expected 4. Expected event length 5. Wind conditions (speed, gusts, directions) 6. Temperature trend During the Storm

Monitor the weather closely so that you are available and prepared to act early in storm situations.

Weather information sources • Phone 511 to get road condition and travel information or visit the Web: www.511mn.org. After the Storm • Talk to neighboring agencies and share information on conditions. • Subscribe to a value-added meteorological service (VAMS). "ese are useful for viewing weather forecasts.

• Check the National Weather Service. Application Rate • Check all available weather sources. Guidelines

PAVEMENT TEMPERATURE Most weather stations measure temperature and other con- Pavement Quality Control ditions 30 feet above ground, which means these conditions Materials and can di$er substantially from pavement temperatures. "us, temperatures can use the pavement temperature—not the air temperature—to be substantially determine your application rate. lower or higher than air temperatures. A

You’ll notice changes in pavement temperature #rst on bridge d Bibliography and d i t i

decks; pavement temperatures will also be lower in shady ar- o n a l

eas. R e s o u r c

Measuring with sensors or RWIS e "ere are two ways to measure pavement temperatures: s with sensors or with the Road Weather Information System (RWIS). Appendix 1 Basic Concepts

Sensors can be hand-held or truck-mounted. Hand-held infrared laser sensors are pointed at the pavement to get a pavement or surface temperature while your vehicle is stopped or moving slowly.

Truck-mounted temperature sensors measure pavement or surface temperatures while your truck is moving. Ideally, every agency should own at least one truck-mounted unit.

RWIS—www.rwis.dot.state.mn.us—is an Internet service provided by Mn/DOT and available to everyone. "e RWIS is a predictive system that consists of a network of towers and temperature sensors embedded in state highways.

If you do not have road sensors in your truck, look up the road temperature from the closest state highway on RWIS. "is will give you an idea of the local road temperatures.

DILUTION: THE CAUSE OF REFREEZE An ice control product will work until product dilution causes the freeze point of the brine to equal the pavement temperature. At this point, the material will stop melting and you may experience refreeze if pavement temperatures are dropping. "is process is Dilution of Solution.

How long an application will last depends on #ve factors: pavement temperature, application rate, precipitation, beginning concentration, and chemical type. "ese factors explain why one application rate will not #t all storm events.

2 Basic Concepts

Before the Winter Before the Winter

Take some time before the season to plan your routes and learn the plowing policies. A little planning up-front can help you do a more e!cient job in keeping the roads safe. Before the Storm POLICIES • Make sure you have a plowing policy and meet to discuss Using less salt it. Your level of service may be based on average daily traf- doesn’t have to #c, environmental concerns, safety, mobility, economics, reduce safety, but and other factors. it does protect our • Inform your citizens of policies. lakes. During the Storm • Learn to record what and how much you apply on each shift. Be prepared to analyze and make adjustments to your process based on what you learn.

PLAN YOUR ROUTES After the Storm • During the fall, inspect and make sure ditches, culverts, and surfaces are free from obstructions and ready for the spring melt. • Remove potential snow traps, such as tall grasses, that will

catch and accumulate snow. Application Rate

• Drive the assigned routes prior to winter to identify critical Guidelines areas and #nd the most e!cient way to cover the routes. • Inventory all the areas prone to drifting and have a plan to manage them. • Know your routes. Plan which way you will start. Quality Control • Be %exible. Conditions could change the way you plow Materials and your route. A d Bibliography and d i t i o n a l

R e s o u r c e s Appendix 3 Before the Winter

CALIBRATE YOUR EQUIPMENT Calibration is an essential procedure to measure the pounds All good programs of salt and sand applied to the roadway at various auger set- include calibration. tings in relation to truck speed. No matter how sophisticated or simpli#ed your operations, always calibrate yearly. • Because spreaders vary, calibrate each truck. Re-calibration is required if changes are made to the hydraulic system, if the augers have extensive wear or are resurfaced or replaced, or a di$erent material is used. • Follow the manufacturer’s guidelines for calibration, and If you don’t contact the manufacturer for training. For manual sander calibrate your controls, refer to instructions at www.mnltap.umn.edu sander, the /publications or see the insert in the pocket of this hand- application book. rates will not be • Calibrate separately for salt/sand mix vs. salt or sand only. accurate. • Remember: "e auger plate must be in place during calibration. You are not calibrating the truck properly if the material is gravity-%owing. • Place the chart in your truck and check it to see how much material will be applied at each setting, or ask your supervisor.

4 Basic Concepts

Before the Storm Before the Winter

ANTI-ICING Anti-icing is often the most cost-e$ective and environmentally safe practice in certain winter road maintenance situations. You should consider heading in this direction. Before the Storm Anti-icing—a proactive approach—should be #rst in a series of strategies for most winter storms. By applying chemical freezing-point-depressant materials before a storm, you can prevent snow and ice from bonding to the pavement.

Anti-icing requires about ¼ the material of deicing at ⁄ the During the Storm overall cost, making it the least expensive option for improving tra!c safety. Anti-icing is e$ective and cost-e!cient when used correctly and approached with realistic expectations.

Guidelines for anti-icing • Anti-icing is often e$ective for heavy frosts. After the Storm • Anti-icing works best when combined with accurate road Anti-icing can weather information. reduce airborne • Early application is particularly important for frost or light dust and salt particulates. freezing drizzle.

• Liquids are the most e!cient and may be applied days in Application Rate advance of an event. Guidelines • Pretreated salts will work at lower applications (lowest possible setting, less than 100 lbs/two-lane mile) closer to the expected event. • See the Application Rate Guidelines on page 16 of this #eld Quality Control handbook. Materials and

What to do • Apply only with stream nozzles to maintain some bare pavement between sprayed areas to reduce slipperiness. A

Fan spray is not recommended. d Bibliography and d i t i

• Schedule applications on bridge decks and critical areas if o n a l

temperature and conditions could produce frost or black R e s

ice. o u r c

• Consider spot-applications on hills, curves, and intersec- e tions if predicted conditions warrant. s • Use appropriate chemical for your pavement temperature range. See the chart on page 19 of this #eld handbook. Appendix 5 Before the Storm

• Apply an anti-ice product during non-rush-hour tra!c periods. Use wisely. • When frost on the shoulder starts to move into the travel Chlorides can lanes, reapply anti-icing product. increase the salinity of soil, which can lead to What not to do compaction and • Don’t anti-ice under blowing conditions, in areas prone to erosion. drifting, and anywhere else you would refrain from using salt. Be aware of areas that are prone to wind issues. • Reapplication isn’t always necessary if there is still a residual. "e residual e$ect can remain for up to #ve days after application if precipitation or tra!c wear-o$ does not dilute the initial application. • Remember that the surface can refreeze when precipitation or moisture in the air dilutes the chemical.

• Don’t apply MgCl2 or CaCl2 to a warm road (above 28˚ F pavement temperature). It can become slippery and cause crashes! • Don’t apply before predicted rain. • For the #rst application or after a prolonged dry spell, apply liquids at half the rate (not half the concentration). On dry roads, liquids tend to mix with oil from vehicles and cause slippery conditions. • Don’t apply too much or the roadway may become slippery. Less is better. Always follow application recommendations.

Equipment • Anti-icing unit, i.e., transport vehicle with tank. • F an spray is not recommended.

6 Basic Concepts

Before the Storm

PRETREATING AND PREWETTING SALT AND SAND If you must use

Dry material bounces or blows o$ the road, so everyone should Before the Winter be either pretreating or prewetting dry material. Liquids also dry material, follow increase salt’s e$ectiveness by jump-starting the melting pro- best practices to cess. Depending on the liquid used, it can lower salt’s e$ective reduce bounce working temperature. and scatter.

Because pretreating and prewetting cause material to stick to Before the Storm the road, 20 to 30 percent less material is used—saving money and reducing environmental impacts.

Guidelines for pretreating Pretreating is mixing a liquid into the stockpile of salt or sand before it is applied. Unlike prewetting, it does not require Chemicals During the Storm equipment changes and requires no new capital investment leaching from a stockpile into for equipment. You can also switch from dry application to groundwater is a wet application immediately—just turn down the application common problem. rate.

Salt stockpile After the Storm • Treat the salt stockpile with a liquid deicing chemical. It may be purchased pretreated or mixed on site by the vendor. • When treating the stockpile at the shop, apply at 6 to 10

gallons/ton. Application Rate • Because leach risk at a stockpile is increased, store it cov- Guidelines ered on an impervious pad.

Sand stockpile • Pretreat the stockpile to keep it %owable. Quality Control • Apply to stockpile at 4 to 6 gallons of salt brine/ton sand. Materials and • Store the stockpile under cover. A d Bibliography and d i t i o n a l

R e s o u r c e s Appendix 7 Guidelines for prewetting Prewetting is adding a liquid to the salt as it is being applied— Apply wisely. We will never have a either at the spinner or through a soaker pipe in the auger chance to recover box—to help it stick to the road better. Although prewetting the chlorides requires some equipment changes, it provides %exibility to applied. switch the chemical makeup depending on conditions. • Salt brine, calcium, magnesium chlorides, and acetates may be used as prewetting agents. • "e optimal application rate is 8 to 14 gallons/ton for salt brine. • Prewetting with other chemicals at the spinner can help reduce the application rate. • Below 15˚ F, salt brine is less e$ective than other liquids and may freeze hoses and valves. • Salt brine should be mixed at 23.3%.

8 Basic Concepts

During the Storm Before the Winter

DEICING Deicing is a reactive operation in which a deicer is applied to the top of an accumulation of snow, ice, or frost that is already Use cautiously. bonded to the pavement surface. Deicing generally costs more Many chemicals contain trace than anti-icing in materials, time, equipment, and environ- Before the Storm metals including mental damage. cyanide, arsenic, lead, and mercury. Removing ice that has already bonded to the pavement can be di!cult, and removing it mechanically can damage equipment and roads. Generally, enough ice must be melted chemically to break the bond between the ice and the pavement, During the Storm which requires larger quantities of chemical than anti-icing. • Use an appropriate amount of salt. Most oversalting can The goal is not to be prevented by using calibrated, speed-synchronized melt everything. spreaders and good judgment in selecting application The goal is to rates and truck speed.

penetrate through After the Storm • It is not necessary to melt all the snow or ice on the road the ice and snow with salt. "is is an overuse of materials. Apply just enough and break the to loosen the bond between the road and the ice so it can bond so the be plowed o$. pavement can be • See the Application Rate Guidelines on pages 17–18 of this plowed.

handbook. Application Rate • Dilution of Solution (see page 2) also applies to deicing. Guidelines Quality Control Materials and A d Bibliography and d i t i o n a l

R e s o u r c e s Appendix 9 During the Storm

USING ABRASIVES Use winter sand and other abrasives when temperatures are Winter abrasives too cold for deicing chemicals to be e$ective. But be aware that use has been sand does not melt anything. It provides temporary traction, documented as and only when it is on top. Sand also clogs sewers, ditches, and an air pollution streams. As a result, avoid sand use as much as possible. concern. A salt/sand mix is generally not recommended. Salt reduces the e$ectiveness of sand, and sand reduces the e$ectiveness of salt. However, a salt/sand mix may be helpful in limited situations such as a long freezing rain event where the salt is washed away quickly. A 25 to 50 percent sand/salt mix has been documented as e$ective in increasing friction by stick- ing the sand to the surface, like sandpaper. • Use abrasives in slow-moving tra!c areas such as intersections and curves. • If your purpose is melting, use salt only. If you use a 50/50 • Salt is ine$ective in cold weather, so use sand or an alter- salt/sand mix, native chemical. you’re generally • Sand is not cheap when you consider the handling, clean- either half right or up, and disposal costs. half wrong. Using a • Sweep up sand frequently, after each event if feasible. salt/sand mix leads to overapplication of both materials. STANDARD PRACTICES • Know the pavement temperatures and trends to help you use the right application at the right time. Generally use less chemical when temperatures are rising and more when they are falling. • Don’t apply dry salt (sodium chloride) at below 20˚ F pavement temperature. It will not melt fast enough to help and it will blow o$ the road into the ditch.

• Below 20˚ F, switch to other tools like CaCl2 and MgCl2 at curves, hills, and intersections to obtain maximum melting. If unavailable, use sand for traction. • Adjust your spinner speed to the lowest setting possible, Sand that washes except at intersections. into a stream • Drive at the slowest possible speed—17 to 25 mph—slight- or lake may ly higher if prewetting. smother some • Don’t let the tra!c dictate your speed. Keep it slow to keep small aquatic material on the road. organisms. • Apply deicers in the center of the road or high side of the curve. 10 Basic Concepts

During the Storm

• Set spinners lower to the ground to reduce bounce and scatter. Before the Winter • Turn o$ auger when stopped, even brie%y. Never use calcium chloride to open Loading/hauling drains—it is extremely toxic to • Set up and load on a level surface wherever possible. aquatic systems. • Maintain loading area. Keep it clear and smooth.

• Don’t overload. Avoid spilling on units. Before the Storm • Remove loose material from the exterior of the dump body. • Watch for co-workers/pedestrians in or near the loading area.

E!ective use of plows During the Storm Plow to remove snow and loose ice before deicing applications. If snow accumulates before or after applications, plow- When slush begins ing directly before your next application will minimize prod- to stiffen and uct dilution. kicks to the rear • Plow #rst before applying deicers to avoid dilution of the

from vehicle tires, After the Storm salt. it’s time to plow • Coordinate plowing activities to eliminate windrows at and then reapply intersections and prevent plowing o$ another operator’s chemical. material. • Never plow or blow snow over a bridge into the water or

onto tra!c below. Application Rate

• Remove snow from roads as quickly as possible to reduce Guidelines compaction; use of underbody blades helps remove compacted or slushy snow. • Make use of carbide plow blade edges. • Adjust blade angle to maximize cutting e!ciency or snow Quality Control throwing capabilities. Materials and

Public safety/operator safety • Perform your required CDL pre- and post-trip inspec- tions.

• Make sure you’re mentally and physically prepared to A d Bibliography and d i t

drive. i o n

Once chlorides a

• Obey tra!c laws. Use the seat belt. Clean lights and win- l

enter the ground or e dows frequently. s o u

surface water, they r • Flow with tra!c as much as possible. Avoid sudden moves. c e Be alert to all surroundings. never go away. s • Demonstrate courtesy toward other drivers and pedestrians. Appendix 11 During the Storm

• Be aware of spinner discharge at all times. • Avoid pushing snow over bridge rails and onto roads be- Make sure a low. shield is in place • Be alert to hazards such as downed power poles, stop to control the lights, overhead structures, power lines, etc. application or you’ll • Know the height of your truck box. Raise box only to move overapply salt. material to the back of the box. When raising the box, be certain no overhead obstacles are present. • Be aware of changing braking abilities from a loaded box to an empty one. • Keep others informed of changing conditions. • Assist/report stranded motorists as necessary.

Snow cloud Be aware of wind conditions and potential problems. Snow clouds can form during any plowing operation. A very slight snow cloud can temporarily block out any lighting con#gura- tion and increase chances of being hit from the rear. • Reduce your speed to minimize snow clouds. • Don’t plow just to plow. If plowing (shoulder) isn’t necessary when the wind is blowing, don’t do it.

12 Basic Concepts

After the Storm Before the Winter

After the storm, when snow and ice control operations have ended, evaluate what was done, how well it worked, and what could be changed to improve operations. • Accurately record your material use at the end of your shift

(see below). Before the Storm • Attend a post-storm meeting in the shop to evaluate your operations. • Look for opportunities to try new and improved practices. • Clean and check all equipment. • Report any hazards such as low-hanging branches, raised utilities, snow accumulation on bridges, or other potential During the Storm problems. • At the end of the season, clean and maintain the truck, tanks, brine-making systems, and pumps according to manufacturer speci#cations. • Place all piles on an impervious pad and cover them. "is includes salt and salt/sand mixes. After the Storm

STANDARD PRACTICES

Documenting and charting Application Rate

Good documentation helps you use less material, reduce costs You can’t manage Guidelines and environmental impacts, and run a more e$ective snow what you don’t and ice control program. Unless you document and chart, you measure. can’t measure what you are doing. • Track your material use. Quality Control • Understand the storm conditions and the target level of Materials and service for each route. • Re#ne your procedures and material use based on obser- Some ﬁsh species vations. are affected by • Share observations to improve operations and learn from impaired water,

each other. which is equivalent A d Bibliography and d i

to about 1 to 1.5 t

• Use forms like those shown in the appendix of this #eld i o n

tablespoons of a

handbook to record and track your work and observa- l

salt in 5 gallons of e tions. s o u

water. r • Complete forms at the end of your shift. c e s • Turn in documentation forms to your supervisor. Appendix 13 After the Storm

Fine-tuning your program

Calibrate Yearly

Use Application Rate Guidelines (pages 15-18) and Best Practices

Check Weather and Pavement Conditions

Track and Evaluate Treat

Adjust Rates and Methods

14 Basic Concepts

Application Rate Before the Winter Guidelines

Develop your own application rates using the guidelines on pages 16–18 as a starting point and modify them incremental- Salt spray ly over time to #t your needs. You can summarize information Before the Storm damages roadside gathered from your truck logs into application rates for your vegetation. area. Be aware, though, that sample rate charts vary greatly from one area to another, and most are very high. Make it a goal to reduce application rates while keeping our roads safe. You can reduce rates by following anti-icing and other strategies covered in this #eld handbook. During the Storm

GUIDELINES FOR DETERMINING APPLICATION RATES • Sand/salt mix isn’t advised but may help in some situa-

tions such as freezing rain. After the Storm • Always plow before applying chemical. For reapplication, start with the lowest rate in the range. • High tra!c volume will work salt into the snow and aid in melting—so use a lower rate. • Higher tra!c speeds will blow salt o$ the road and hinder melting—so increase use of prewetted materials. Application Rate Guidelines • Use sand for short-term traction only. It will never melt anything. • For application on a single lane, cut rates in half. For an 18- foot-wide road, use ¾ of the listed rate (i.e., multiply rate by 0.75). Quality Control • It is usually not cost-e!cient to apply salt (sodium chlo- Materials and ride) at pavement temperatures below 15˚ F. A d Bibliography and d i t i o n a l

R e s o u r c e s Appendix 15 Application Rate Guidelines

Anti-icing Application Rate Guidelines These guidelines are a starting point. Reduce or increase rates incremen- tally based on your experience.

Gallons/Lane Mile

Condition MgCl2 Salt Brine Other Products 1. Regularly scheduled 15 – 25 20 – 40 Follow applications manufacturers’ 2. Prior to frost or black 15 – 25 20 – 40 recommendations. ice event

3. Prior to light or 15 – 25 20 – 50 moderate snow

Pounds of Ice Melted Per Pound of Salt Pavement Temp. ˚F One Pound of Salt Melt Times (NaCl) melts 30 46.3 lbs of ice 5 min. 25 14.4 lbs of ice 10 min. 20 8.6 lbs of ice 20 min. 15 6.3 lbs of ice 1 hour 10 4.9 lbs of ice Dry salt is ineffective and will blow away before it melts 5 4.1 lbs of ice anything. 0 3.7 lbs of ice -6 3.2 lbs of ice It is not cost-efﬁcient to apply salt (sodium chloride) at pavement temperatures less than 15˚ F.

16 Basic Concepts

Application Rate Guidelines

Deicing Application Rate Guidelines 24’ of pavement (typical two-lane road) Before the Winter These rates are not ﬁxed values, but rather the middle of a range to be selected and adjusted by an agency according to its local conditions and experience.

Lbs/ two-lane mile Pavement Weather Maintenance Salt Salt Dry Salt* Winter Sand Temp. (˚F) Condition Actions Prewetted/ Prewetted/ (abrasives) and Trend Pretreated Pretreated Before the Storm ( ) With Salt With Other Brine Blends >30° Snow Plow, treat 80 70 100* Not intersections recommended only Frz. rain Apply chemical 80 – 160 70 – 140 100 – 200* Not recommended During the Storm 30° Snow Plow & apply 80 – 160 70 – 140 100 – 200* Not chemical recommended Frz. rain Apply chemical 150 – 200 130 – 180 180 – 240* Not recommended 25 - 30˚ Snow Plow & apply 120 – 160 100 – 140 150 – 200* Not chemical recommended After the Storm Frz. rain Apply chemical 150 – 200 130 – 180 180 – 240* Not recommended 25 - 30˚ Snow Plow & apply 120 – 160 100 – 140 150 – 200* Not chemical recommended Frz. rain Apply chemical 160 – 240 140 – 210 200 – 300* 400 20 - 25˚ Snow or Plow & apply 160 – 240 140 – 210 200 – 300* 400

frz. rain chemical Application Rate Guidelines 20 - 25˚ Snow Plow & apply 200 – 280 175 – 250 250 – 350* Not chemical recommended Frz. rain Apply chemical 240 – 320 210 – 280 300 – 400* 400 15 - 20° Snow Plow & apply 200 – 280 175 – 250 250 – 350* Not chemical recommended Frz. rain Apply chemical 240 – 320 210 – 280 300 – 400* 400 Quality Control Materials and 15 - 20° Snow or Plow & apply 240 – 320 210 – 280 300 – 400* 500 for frz. rain Frz. rain chemical 0 to 15˚ Snow Plow, treat Not 300 – 400 Not 500 – 750 spot with blends, recommended recommended treat as needed sand hazardous areas A d Bibliography and

< 0˚ Snow Plow, treat Not 400 – 600** Not 500 – 750 spot d i t i

with blends, recommended recommended treat as needed o n

sand hazardous a l

areas R e s o

*Dry salt is not recommended. It is likely to blow off the road before it melts ice. u r c e s **A blend of 6 – 8 gal/ton MgCl2 or CaCl2 added to NaCl can melt ice as low as -10˚. Appendix 17 Application Rate Guidelines

How to use the table on page 17: 1. Select the row with the appropriate pavement temperature, temperature trend, and weather conditions. 2. Select the column that has the type of material you are using. 3. Find the box where the row and columns intersect to #nd the application rate. "ese rates are not #xed values, but rather the middle of a range to be selected and adjusted by your agency according to your local conditions and experience. 4. Compare those values to the calibration chart for your truck. 5. Dial the correct setting for the rate indicated on the Applica- tion Rate Guidelines. 6. If you are not treating a 24-foot-wide road (typical two-lane road), adjust the rate as follows: for application on a single lane, cut rates in half. For an 18-foot-wide road, use ¾ of the listed rate (i.e., multiply rate by 0.75).

18 Basic Concepts

Materials and Quality Control Before the Winter

Chemical Melting Temperatures Multiple products can be used in a snow and ice control program. This chart helps you choose the correct product and apply it at the correct times.

Lowest Practical Before the Storm Chemical Melting Temperature Concentration *NaCl (Sodium Chloride)—Delivered as solid rock salt; 15˚ F 23.3% also can be made into a brine. The basis of most deicing materials. Very corrosive. Inexpensive.

*MgCl2 (Magnesium Chloride)—Delivered as ﬂakes, -10˚ F 27 to 30% pellets, or liquid. Often used to wet NaCl crystals to During the Storm increase adherence to road and reduce melting points. Corrosive. Higher cost.

*CaCl2 (Calcium Chloride)—Delivered as ﬂakes, -20˚ F 30% pellets, or liquid. Powerful deicer but extremely corrosive. Sometimes used incorrectly to open storm drains. Higher cost. After the Storm CMA (Calcium Magnesium Acetate)—Delivered 20˚ F 32% as a powder, crystals, pellets, or liquid. Liquid CMA is used mainly on automated bridge deicing systems. Non- corrosive, biodegradable. Sometimes added to sodium chloride as a corrosion inhibitor. Alternative for areas where chloride use must be limited. Higher cost. Application Rate

KAc (Potassium Acetate)—Delivered as a liquid. Used -15˚ F 50% Guidelines on automated bridge deicing systems. Use for anti-icing, deicing, and prewetting. Non-corrosive, biodegradable. Alternative for areas where chloride use must be limited. Higher cost. Winter Sand/Abrasives—Winter sand is sand treated Never melts—traction Quality Control with brine or another blend. It is often used as an only Materials and abrasive for low-temperature conditions when chemicals are not effective. Sand provides temporary traction and only works when it is on top of the ice. *Liquid chlorides are available with corrosion inhibitors. A d Bibliography and d i t i o n a l

R e s o u r c e s Appendix 19 Materials and Quality Control

Material Conversions "e following quick reference table and the formulas below will help you convert between tons and cubic yards. Weights will vary depending upon moisture content.

Sand Salt Yards Tons Yards Tons 1 1.4 1 1.1 2 2.8 2 2.2 3 4.2 3 3.2 4 5.6 4 4.3 5 7.0 5 5.4 6 8.4 6 6.5 7 9.8 7 7.6 8 11.2 8 8.6 9 12.6 9 9.7 10 14.0 10 10.8 11 15.4 11 11.9 12 16.8 12 13.0 13 18.2 13 14.0 14 19.6 14 15.1 15 21.0 15 16.2 16 22.4 16 17.3 17 23.8 17 18.4 18 25.2 18 19.4 19 26.6 19 20.5 20 28.0 20 21.6

1. To convert tons of clean sand to cubic yards: #tons divided by 1.4 = cubic yards 2. To convert cubic yards of clean sand to tons: #cubic yards multiplied by 1.4 = tons 3. To convert tons of winter sand to cubic yards: #tons divided by 1.37 = cubic yards 4. To convert cubic yards of winter sand to tons: #cubic yards multiplied by 1.37 = tons 5. To convert tons of straight salt to cubic yards: #tons divided by 1.08 = cubic yards 6. To convert cubic yards of straight salt to tons: #cubic yards multiplied by 1.08 = tons

20 Basic Concepts

Materials and Quality Control

MATERIALS TESTING

Test your materials to ensure that they are delivered as ordered Before the Winter and will perform as needed. Refer to your contract or Material Safety Data Sheet (MSDS) for speci#c gravity.

Testing liquids • Before unloading the tanker truck, use a clean container to

obtain a small sample (about 2 cups). Before the Storm Protect our • Measure the speci#c gravity or percent saturation using a roadside hydrometer or salimeter. vegetation. • Make sure you have the correct hydrometer for your mate- Chlorides can rial. damage vegetation • Salt brine should have a salimeter reading of 85% or a hy- at concentrations drometer reading of 1.176, which equates to 23.3% salt in greater than 70 During the Storm the brine. ppm (about 1/3 • If the speci#c gravity is not within speci#cations, don’t un- teaspoon of salt in 5 gallons). load, and notify your supervisor.

Testing sand • Conduct a visual inspection of the material to make sure it After the Storm is clean. • Note that each user has its own speci#cations based on available materials.

Testing solid salt Application Rate • Make sure someone is present to watch the load being Guidelines dumped and observe if it is wet. • Test salt for moisture content. You are looking for a moisture content of less than or equal to 1.6%. (Check your agency’s speci#cation.) Quality Control Materials and How to measure the moisture content of rock salt: • Get your supplies: an accurate scale and ½ cup to 1 cup of salt taken from the pile, away from the outer edge. • Microwave on high for 1 ½ minutes, stir and repeat. A

• Record the information on the worksheet on page 22 and d Bibliography and d i t i

calculate % moisture. o n a l

R e s o u r c e s Appendix 21

BEST PRACTICES REFERENCE GUIDE VIII.B.2 Title: Ten Commandments for Snow Fighting Section: Personnel – Training of New Employees Source: Unknown Originator: Unknown Date: Unknown Page 1 of 1

TEN COMMANDMENTS FOR SNOW FlGHTING

1. Thou shalt present thyself to thy job physically and mentally fit and properly clothed for any emergency in order to withstand the rigors of thy task

2. Thou shalt never enter thy cab without inspecting thy lights, windshield wipers, defrosters, flares, and other safety equipment.

3. Thou shalt know thy spreading and plowing routes as well as the performance of thy spinner and the life of thy plow blade.

4. Thou shalt faithfully remain alert in order to avoid guardrail, headers, stalled cars and mail boxes. Otherwise thee may smite thy windshield with thy head.

5. Thou s halt contain thy temper even though cars and trucks pass thee on both sides and tailgate thee too close for comfort. Anger only multiplies thy prospects of coming to grief by accident.

6. Thou shalt use thy radio as briefly as possible. Remember thy fellow workers may need to communicate in an emergency.

7. Thou shalt interrupt the flow of power to thy spreader before attempting to free any foreign objects or blockages if thee treasures thy fingers.

8. Thou shalt render thy truck and spreader out of gear and stoutly set thy brakes before dismounting from thy cab.

9. Thou shalt govern thy speed according to conditions, else thee may wind up with thy truck upside down.

10. Thou shalt mind thy manners on yon roadway, clearly signaling thy intentions and rendering assistance to stranded motorists, remembering that it is more blessed to give than to receive.

If thee is alert, thee will remain safe and alive to render service to thy fellow man another day.