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Snow and Ice Controlby

Duane E. Amsler, Sr., P.E.

Cornell Local Roads Program 416 Riley-Robb Hall

Ithaca, New York 14853-5701

Tel: 607-255-8033Fax: 607-255-4080

Email: [email protected]

Website: www.clrp.cornell.edu

Reprinted August 2006 CLRP No. 06-7





Cornell Local Roads Program i

PrefaceThis workbook is intended for the use of local highway officials in the State of New York whohave responsibility for snow and ice control operations. It was developed for use in conjunctionwith a series of one day workshops sponsored jointly by the Cornell University Local RoadsProgram, the New York State Department of Transportation (NYSDOT), and the FederalHighway Administration (FHWA).

The principal author of this manual and instructor for the accompanying training course is Duane(Dewey) E. Amsler, Sr. He is a licensed Professional Engineer with extensive experience insnow and ice control procedures, products, management, operations, research and technology.

Dewey has nearly 40 years of experience in highway operations and maintenance. Beforeretiring from the NYSDOT in 1996 he worked in the equipment operations area through tosenior level management. He is internationally recognized as an expert in snow and ice controloperations and technology, claims and litigation support, and operational research. Currently,Dewey manages his own consulting company, AFM Engineering Services in Slingerlands, NewYork.

Acknowledgment

The Cornell Local Roads Program would like to acknowledge the support and assistance of theAdvisory Committee members who helped to develop the one-day workshop and to review thisworkbook. Their efforts ensured that the content is relevant to local highway officials at thetown, village, county, and small city levels. The Advisory Committee reviewed outlines, topics,

and workbook text. We thank them for their help.

Don Clapp, Deputy Director of Highways, Chenango County Highway DepartmentFrank DeOrio , Director of Public Works, City of Auburn Department of Public WorksDave Hartman, Superintendent of Highways, Yates County Highway DepartmentSteve McLaughlin, Superintendent Public Works Administrator, Village of Cazenovia DPW Milferd Potter , Superintendent of Highways/Road Master, Town of OrwellPat Steger, Superintendent of Highways, Town of NilesRobert Tobey, Senior Labor Foreman/Road Master, Town of Henrietta

Duane E. Amsler, Sr., P.E., AFM Engineering ServicesLynne H. Irwin, Director, Cornell Local Roads Program Toni Rosenbaum, Assistant Director, Cornell Local Roads Program



ii Cornell Local Roads Program

Table of Contents1 Policy and Planning ...................................................................................................................1

Creating a Local Plan and Policy......................................................................................1Level of Service ................................................................................................................1Record Keeping ................................................................................................................2

Working with Legislative Boards .....................................................................................3Legal Issues Associated with Municipal Snow and Ice Control Operations in

New York State..............................................................................................................3

2 Snow and Ice Control Materials ................................................................................................7Abrasives .........................................................................................................................7Ice Control Chemical Terms.............................................................................................8How Chemicals Work.......................................................................................................8Solid Chemicals ..............................................................................................................12Liquid Chemicals............................................................................................................12Combinations of Solid and Liquid Chemicals................................................................13

Storage and Handling of Ice Control Chemicals ............................................................13

3 Snow and Ice Control Equipment ............................................................................................15Trucks and Plows............................................................................................................15Special Purchase Equipment...........................................................................................18Equipment and Staffing ..................................................................................................18Materials Spreading Equipment......................................................................................19

4 Snow and Ice Control Strategies..............................................................................................23Anti-icing ........................................................................................................................23Deicing............................................................................................................................25Temporary Friction Improvement...................................................................................26Mechanical Removal of Snow and Ice Accumulations and Packed Snow and Ice........26Doing Nothing ................................................................................................................27Traffic Control ................................................................................................................27Road Closure...................................................................................................................27Chemical Priority and Abrasives Priority Policies .........................................................27Advantages and Disadvantages of an Abrasives Priority Policy....................................30Passive Snow Control .....................................................................................................33

5 Designing Snow and Ice Control Material Treatment .............................................................35Precipitation Definitions.................................................................................................35Pavement Conditions Definitions ...................................................................................36Operational Procedure Terms .........................................................................................37Weather and Climate in New York State........................................................................37Factors That Influence Ice Control Chemical’s Effectiveness and

Treatment Longevity..................................................................................................39Chemical Dilution...........................................................................................................40Deciding on a Snow and Ice Control Treatment.............................................................41



Cornell Local Roads Program iii

6 Application of Snow and Ice Control Chemicals ....................................................................47Two-Lane, Two-Way Traffic Highways ........................................................................47Multi-Lane Highways .....................................................................................................47Parking Areas and Walkways .........................................................................................47Hills, Curves and Intersections .......................................................................................47Bridges and Other Elevated Structures Not Resting on Earth........................................48Strong Crosswinds ..........................................................................................................48Banked or Elevated Curves.............................................................................................48Changes in Maintenance Jurisdiction or Level of Service .............................................48Worst Case Scenarios .....................................................................................................48Typical Spread Patterns for Snow and Ice Materials......................................................49Getting the Application Right.........................................................................................51

7 Snow Plowing and Removal ....................................................................................................53Snow Plowing Procedures ..............................................................................................53Benching and Shelving ...................................................................................................53Snow Removal ................................................................................................................54Safety Restoration and Cleanup Operations ...................................................................54

Appendices

Appendix I Snow and Ice Control Plan .................................................................................57Appendix II Calibration Procedure for Solid Chemicals ........................................................61Appendix III Sample Abrasives Specifications........................................................................63Appendix IV Application Rates for Salt...................................................................................69Appendix V Operations Guide for Maintenance Field Personnel...........................................71Appendix VI Resources ............................................................................................................79Appendix VII Town of Niles Intermunicipal Agreement ..........................................................81Appendix VIII Sample Reports:

Operator’s Daily Report................................................................................84Supervisor’s Report ......................................................................................85Taper Log......................................................................................................86Snow and Ice Tickets....................................................................................87

Appendix IX Draft On-the-Job Training Checklist ..................................................................89Appendix X Training Topics:

For Operators ................................................................................................91For Supervisors .............................................................................................92For Managers ................................................................................................93

Appendix XI Sample Snow and Ice Control Policies for Distribution to the Public................95



iv Cornell Local Roads Program

List of Tables

Table 1 Ice Control Chemical Comparison...............................................................................11Table 2 Sodium Comparisons ...................................................................................................29Table 3 Estimated Cost to Treat One Lane-Mile with Salt and Abrasives...............................31Table 4 Abrasive and Salt Mixes ..............................................................................................32

Table 5 Melting Ability and Temperature for Sodium Chloride ..............................................39Table 6 Precipitation Dilution Potential and Its Adjustments ..................................................44Table 7 Application Rates for Solid, Prewetted Solid, and Liquid Sodium Chloride ..............45Table 8 Discharge Rate and Application Rate..........................................................................51Table 9 Weather event: Light snow storm................................................................................72Table 10 Weather event: Light snow storm with period(s) of moderate or heavy snow............73Table 11 Weather event: Moderate or heavy snow storm ..........................................................74Table 12 Weather event: Frost or black ice ................................................................................75Table 13 Weather event: Freezing rain storm.............................................................................76Table 14 Weather event: Sleet storm ..........................................................................................77

List of FiguresFigure 1 Phase Diagram for Ice Control Chemicals.....................................................................9Figure 2 Anti-icing .....................................................................................................................23Figure 3 Deicing.........................................................................................................................25Figure 4 Paths of Winter Low Pressure Systems .......................................................................38Figure 5 Average Annual Snowfall in New York State.............................................................38Figure 6 Spread Patterns ............................................................................................................50



Cornell Local Roads Program 1

1 - Policy and Planning _____________________________________________________________

The backbone of any effective snow and ice control program is a thoughtfully-crafted writtenplan and policy. The people served by all levels of government and private industry, as well asthe policymaking institutions themselves, benefit significantly from written policies that arereasonable and followed. The primary benefits of reasonable written plans and policies are:

• Managers and supervisors are forced to plan ahead.• Exposure to snow and ice related tort liability is minimized.• Maintenance workers have a clear vision of the expectations and procedures of the

agency.• The public has a clearer understanding of snow and ice control operations, resulting

in complaint reduction.• A higher level of service is possible as a result of the planning process• The document can serve as a vehicle for continuous improvement

The plan should be approved by the appropriate legislative body.

CREATING A LOCAL PLAN AND POLICY

The best way to create local policy is to use a participative process. Road users, police, fire, medical,businesses, elected officials, emergency management, media, local citizens, and a broadrepresentation from within the agency should be part of the process. At a minimum, plans shouldinclude:

• Level of service to be provided• Treatment sequence and timing• Stuck and disabled private vehicle policy• Sidewalk and alley policy• Parking during storm and cleanup operations• Snow removal policy (hauling)• Materials storage and use policy• Complaint response and follow-up system• Emergency response during unusually severe weather situations• Property and mailbox damage• Commercial/business/agency snow plowing• Snow storage and snow disposal•

Contingency response plan(s)A more comprehensive list of topics to consider appears as Appendix I, page 57.

LEVEL OF SERVICE

The most important policy issue in terms of providing snow and ice control treatment is level of service. Here the policy makers have to balance cost, environmental impacts, the safety of theusers of the facilities, and the safety of the people performing snow and ice control operations.



Snow and Ice Control

2 Cornell Local Roads Program

Level of service may be defined in a number of ways. The most common is to define the level of

effort, sequence or priority of treatment, and type of treatment at various locations for particularstorm types. Another common method is to define level of service in terms of results. This usuallytakes the form of particular surface conditions (measured coefficients of friction, bare, passable,snow covered, maximum snow accumulation, wheel track bare, plowed, sanded, etc.) at specifiedtimes during and after the storms. This method is becoming more popular. However, it does notallow for the impact of severe weather conditions, and appropriate disclaimers should be used. Agood 'textbook' definition of 'Level of Service' is: observed or desired pavement conditions at various points in time, during and after winter weather events .

RECORD KEEPING

Creating and maintaining adequate records relative to snow and ice control benefits the agencyin many ways. Advantages include:

• Valuable defense proof in the event of litigation and complaints• Data for budget and resource requests• An accountability tool for supervisors and managers• Data to measure the efficiency and effectiveness of operations• Data to support continuous improvement efforts

The following is a list of basic snow and ice control reports and their content:

Equipment Operators Report• Commercial Driver’s License (CDL) pre-operational inspection checklist and

identification of problems experienced during operation• Date, start and end time of each treatment cycle• Route(s) covered during each treatment cycle• Type of treatment(s) provided including the amount of various materials used• Comments and relevant observations



1 - Policy and Planning


Supervisor/Superintendent Report

• Storm and operations start and end date and time• Storm characteristics• Road conditions at various points in time• Problems including down equipment, insufficient personnel, insufficient materials,

contractor problems, significant incidents relating to the highway system, etc.• Actions taken to address problems

Cost Reports

• Personnel• Equipment• Materials

WORKING WITH LEGISLATIVE BOARDS

An effective working relationship with legislative boards is essential. While it is easy to getbogged down in personality and political considerations, the highway manager has to try to beprofessional in all dealings with the Board and its members. The agency plan and policy shouldbe developed in concert with the Board and others. Good cost and performance data can help theBoard see the impact of budget allocations on level of service, the overall cost of operations,efficiency and effectiveness. The highway manager should make it a point to educate the Boardon snow and ice control issues including strategies and tactics, ice control chemicals, andequipment. Board members should be invited to observe and participate in snow and ice controloperations. This usually leads to better understanding and appreciation.

LEGAL ISSUES ASSOCIATED WITH MUNICIPAL SNOW AND ICE CONTROL

OPERATIONS IN NEW YORK STATEThis section contains basic information. Detailed information can be found in the Cornell LocalRoads Program manual, Powers and Duties of Local Highway Officials.

Vehicle & Traffic Law (Section 1103)

In general, maintenance forces, while engaged in highway snow and ice control operations, areexempt from the rules of the road provisions of the vehicle and traffic law except those relatingto drugs and alcohol. However, if vehicle and traffic law is not being complied with, it must bedone “with due regard for the safety of all persons.”

A good rule in this area is to limit non-compliant activities to those that are absolutelyoperationally necessary. Two actions that fall into this category are slightly crossing the centerline into the opposing traffic lane in order to completely plow the road and backing on a highwayin order to properly clear intersections. In both of these situations, the operator must beabsolutely certain that it is safe to perform those operations. In the event of an accident thatoccurred while operating out of compliance with the rules of the road provision of vehicle andtraffic law, there could be civil liability for the municipality.





Another common issue is that of vehicle weight. During snow and ice control operations thevehicle and traffic law allows increased wheel and axle loadings for municipally owned (notprivately owned) snow and ice trucks. The increased maximum allowable loadings are:

• 32,000 pounds for an individual axle • 42,000 pounds for two consecutive axles • 52,000 pounds total gross weight for two axle trucks• 62,000 pounds total gross weight for three axle trucks

Please note that if these heavier weights are to be used on the Interstate System, a permit must beobtained. It is a good idea to secure a blanket permit for operating on all state highways.

Another issue that comes up often is the 10 hours maximum time of operation in the FederalCDL Law. As municipal snowplow and related equipment operators are not engaged in“Interstate Commerce,” this portion of the law does not apply during snow and ice controloperations. However, as a matter of common sense, overly fatigued people should not beoperating equipment. Some agencies limit operational hours. For example, the New York State

Department of Transportation (NYSDOT) requires 8 hours off after 16 continuous hours of operational duty.

Public Officers Law (Section 18)

In order for indemnification and other provisions of Section 18 of the Public Officers Law to be applicable to municipal elected/appointed officials and employees, the local legislative bodymust have adopted an appropriate local law, bylaw, resolution, rule or regulation. Under this lawthe municipality accepts responsibility for defending officials and employees against work-related legal actions.

In order to be eligible for this protection the person must:• Not have broken a law• Have been acting within the scope of his or her official duties

If the municipality does not buy into the Public Officers Law, employees/officials may beresponsible for their legal defense costs. Municipalities may purchase public officers liabilityinsurance under the provisions of this law. However, the portion of any award in excess of thepolicy limits will have to be paid by the municipality.

Tort Liability

A tort is a civil wrong for which a court will award monetary compensation for damage(property, personal injury or death). Liability is legal responsibility for a tort. Municipalities areoften sued for damage resulting from accidents involving snow and ice conditions on highwaysand other facilities.



1 - Policy and Planning


There are a number of things a municipality can do to minimize snow and ice tort liability:

• Have a written, reasonable level of service plan and policy that is consistent withavailable resources.

Define what is to be done, where, when and under what conditions. Define exceptions in terms of extraordinary weather and road conditions, lack of

resources, etc. See the list of suggested plan and policy topics in Appendix I, page 57.

• Write a policy that you can keep.•

Adhere to policy.• Document in writing any deviation from policy, the reason(s), and actions taken tocorrect the problem(s).

• Document all snow and ice control operations in writing: what was done, where, when, etc.• Have a complaint/dangerous condition notification system that includes an action

procedure and customer follow-up. • Be aware of recurring problem areas. Include how and when they are to be treated in your

written plan.• All agency people should be provided with training on snow and ice control policy, and

practice that policy to the extent possible.

A municipality must show that it has a reasonable plan for handling snow and ice conditions, andthat it has attempted to follow the plan given the resources at hand and weather conditions faced.

State Insurance Law (Section 2335)

The State Insurance Law provides protection to municipal and commercial drivers from havingtheir personal automobile insurance premiums impacted by accidents/incidents that occur whiledriving their employer’s vehicles.





State Highway Law (Article 8, Section 214)

The provisions of this law prohibit people from placing ANY material on any highway,including snow and ice from their driveways and sidewalks. The law also allows agencies toregulate mailbox structures and other items that may be considered to be an obstacle.




2 - Snow and Ice Control Materials _____________________________________________________________

There are a wide variety of materials used for snow and ice control. They are generally separatedinto two categories, chemicals and abrasives. There are only a few chemicals in general use forsnow and ice control. These include:

• Sodium chloride (rock salt) - the most widely used chemical for snow and ice control• Calcium chloride• Magnesium chloride• Potassium chloride• Potassium acetate• Urea• Calcium magnesium acetate• A variety of proprietary products that are usually byproducts of organic refining

operations, which, when mixed with chloride chemicals, are called “carbohydrateenhanced” chemicals.

ABRASIVES (TEMPORARY FRICTION IMPROVEMENT)

Abrasives have always played a significant role in snow and ice control. Even with newertechnologies, strategies and understanding, abrasives will continue to have a place in effectivesnow and ice control programs. That role is very narrow and very clear. They are typically usedwhen it is too cold for chemicals to work, on low volume and unpaved roads that have a lowlevel of service, and in areas where significant friction is always required to maintain traffic flow(steep hills, etc.).

There are a number of materials that are satisfactory for ice control abrasives. These include:

• Natural sand• Finely crushed rock or gravel• Bottom ash• Slag• Ore tailings• Cinders

Quality considerations include hardness, particle shape, grain size distribution and limiting amounts of otherwise hazardous materials. A sample specification for ice control abrasives appears asAppendix III, page 63.

In order to maximize their effect, abrasives must stick to the ice surface. If they do not stick, theywill be quickly displaced by traffic and wind, and effectiveness is lost. Methods of getting abrasivesto stick include:

• Mixing them with an ice control chemical in the stockpile.• Wetting the abrasives with an ice control chemical or warm water as they are distributed.• Heating the abrasives prior to distribution.





Abrasives are usually acquired from in-house pits or commercial aggregate producers. If commercialsources are used, competitive bidding or quotations should be used. If in-house pits are used, thetotal cost of acquisition should be determined. NYSDOT approved “concrete sand” is anexcellent abrasive material.

Storage of abrasives at the maintenance facility requires some attention. A small amount of saltor other ice control chemical is usually added to abrasives to keep the stockpile and truck loadworkable. Procedures should be in place to keep the ice control chemical from getting into thestockpile environment. Protective measures include keeping the stockpile under structural ortemporary cover, containment pads and berms, and mix and go procedures where the ice controlchemical is added to untreated abrasives at the time of truck loading.

ICE CONTROL CHEMICAL TERMS

Concentration The percent (by weight) of the ice control chemical in theliquid or solid product.

Dilution Reducing solution concentration by adding water.

Endothermic Becomes colder when going into solution.

Eutectic concentration The solution concentration that produces the eutectictemperature.

Eutectic temperature The lowest temperature a concentrated (near saturated)solution begins to freeze or the lowest temperature it will meltice.

Exothermic Becomes warmer when going into solution.

Form The physical state of the chemical - usually solid or liquid.

Gradation A characterization of the distribution of particle sizes for solidchemicals and abrasives, i.e., fine, coarse, percent passingvarious sieve sizes, etc.

Hygroscopic Having the ability to draw water vapor from the air.

Solution A liquid containing chemicals and water.

HOW CHEMICALS WORK

All ice control chemicals work the same way. They depress the freezing point of water and meltice. There are some differences among the chemicals in terms of working temperatures, icemelting rate, corrosion potential, concrete damage potential and environmental damage. Table 1,page 11, gives a snapshot of these properties for common ice control chemicals.

Understanding how ice control chemicals work can be put in terms of dilution of solution. Up tolimits unique for each chemical, as solution concentration increases, the freezing point decreases.



2 - Snow and Ice Control Materials


The object of the ice control program then becomes to provide enough chemical to keep thesolution sufficiently concentrated to prevent freezing or melt ice for the pavement surfacetemperature, weather conditions and operational conditions of the moment and the trend in thoseconditions.

The solution characteristics of chemicals are easily determined from graphical representationscalled phase diagrams. The phase diagram for some ice control chemicals appears as Figure 1.

Figure 1 - Phase Diagram for Ice Control Chemicals

Values plotted are not precise and are shown for illustrative purposes.Source: Manual of Practice for an Effective Anti-icing Program, Federal Highway

Administration (FHWA)

The vertical scale represents solution (pavement) temperature and the horizontal scale representsthe solution concentration by weight. Any point on the curves represents the solutionconcentration and the corresponding temperature it will begin to freeze or solidify. Solutionsbelow the curve to the left of the eutectic point (the lowest point on the curve) contain ice.

Phase Diagrams - Chlorides

-80

-60

-40

-20

0

20

40

0 10 20 30 40

% Chloride (by weight)

T e m p e r a t u r e

( F )

Sodium Chloride

Magnesium Chloride





Solutions within the “V” of the curves contain no ice. The low point on each curve is called theeutectic temperature. This is the lowest temperature and maximum concentration that will notfreeze or solidify. As the solution concentration increases beyond that point, the solidificationtemperature of the solution will actually increase. When using liquid chemicals at higher than theeutectic concentration, problems in the distribution system can occur. As temperatures approachthe eutectic temperature the melting rate slows correspondingly. Chemicals with lower eutectictemperatures generally exhibit faster melting rates in the range of 0 ° F to 32 ° F (-18 ° C to 0 ° C).

Understanding how chemicals work can then be applied to application rate and frequency. Ingeneral, chemicals with lower eutectic temperatures can be used at lower temperatures.Application rates and treatment frequency for equivalent results will vary among the ice controlchemicals. These are best developed locally, over time, using routine documentation of treatment, weather, road conditions and results.



T a b l e 1 - I c e

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SOLID CHEMICALS

Solid chemicals are the form most often used in ice control. Sodium chloride, or rock salt, in thesolid form is the most used ice control chemical in the world.

Advantages of Solid Chemicals

Following are the advantages of using solid chemicals:

• They are generally less costly as they are mostly chemical (no free water).• They are generally easier to handle and store. However, hygroscopic (draws moisture

from the air) chemicals like calcium chloride and magnesium chloride need to bepurchased in impermeable bags and be covered during stockpile storage.

• Solid chemicals dilute less rapidly than liquid chemicals as they are mostly chemical. • There are some abrasive or friction-enhancing qualities associated with the larger

particles of rock salt. Other chemicals depending on physical properties and gradationmay not provide significant increases in friction.

Disadvantages of Solid Chemicals

Following are the disadvantages of using solid chemicals:

• They need moisture to go into solutions and are generally not suitable for pre-treating.• The solution process takes time. This generally results in slower melting action,

particularly in colder weather.

LIQUID CHEMICALSLiquid chemicals are becoming increasingly popular as an ice control treatment.

Advantages of Liquid Chemicals

Following are the advantages of using liquid chemicals:

• As they are already in solution, their action is nearly instant.• Versatility: they can be used directly on paved surfaces, or they can be used to treat solid

chemicals prior to application in order to speed melting action.





Disadvantages of Liquid Chemicals

Following are the disadvantages of using liquid chemicals:

• As they are mostly water, transportation charges per unit of chemical can be high.• They are not suitable for treating thick ice or snow pack. Doing so will create a very

slippery condition, and they may run off the sloping ice surface.• As a pavement treatment, they are usually limited to higher pavement temperature ranges

(above -6 ° C or 22 ° F).

COMBINATIONS OF SOLID AND LIQUID CHEMICALS

Combinations of ice control chemicals are becoming very popular. Combinations of liquid anddry chemicals work fast and stick to the surface better than dry chemicals. This can result inincreased effectiveness and reduced cost. Small amounts of corrosion inhibiting chemicals arebeing added to liquid and dry chemicals in order to reduce their corrosiveness. Variouscombinations of dry chemicals exhibit less corrosion, less damage to concrete and less impact onvegetation in laboratory and limited field testing. There are a variety of these products in themarketplace that can assist with site-specific concerns.

STORAGE AND HANDLING OF ICE CONTROL CHEMICALS

Care should be exercised when storing and handling all ice control chemicals. Themanufacturer’s Material Safety Data Sheet (MSDS) should be posted wherever chemicals arestored and handled. Training on the safe handling of the material should also be provided. Inaddition to personnel protection, controls should be in place to minimize waste and escape into

the environment. Salt should be set on an impermeable pad to avoid soil and well contamination.






3 - Snow and Ice Control Equipment _____________________________________________________________

TRUCKS AND PLOWS

The most common pieces of snow and ice control equipment are trucks and plows. They shouldbe chosen to meet the local need in terms of snowfall frequency, facility structure, and roadwaygeometry. Oversized equipment may not be cost effective unless snow and ice control isincidental to its primary function. It may also be difficult to use in small areas and damaging tounstable areas. Undersized equipment is not cost effective and may not stand up to the rigors of plowing operations. In the real world some compromises have to be made in this area. In anyevent, plow trucks should have heavy duty components to withstand the weight and impactsassociated with using plows and carrying heavy and undistributed loads.

Snow and ice trucks are acquiredthrough purchase, leasing or rental

(with or without operator). Thechoice is largely dependent onfrequency of use, other programneeds for the equipment, and fiscalresources. Whatever the acquisitionmethod, a vigorous maintenanceprogram will provide higheravailability and uptime.Comprehensive pre- and post-operation inspections by operatorsand others can identify problems

that are easily corrected early on.Failing to detect and correct thesesmall problems often leads to majorrepairs and downtime later.

Vehicle-Mounted Plows

Snowplows are most often mounted on a wide variety of truck types. Other vehicles includingmotor graders, front end loaders, ATV’s, train engines and various tracked vehicles are often

equipped with plows.





Front or “Nose” Plows

There are a variety of plow types that are mounted on the front of vehicles. The geometriccharacteristics of the plow dictate how well it will perform in various snow types, snow depths,operating speeds, wind conditions and directions of removal. Plow geometry should be chosenon the basis of the primary function of the plow. No single geometry will perform all plowfunctions well.

• One Way PlowsOne way plows are designed to cast snow in one direction. They usually have significantcurl and barreling that contain and discharge snow well at higher plowing speeds.

• Two Way or Reversible PlowsThese plows are designed to cast snow right, left or straight ahead. They are adjustedeither manually or hydraulically to the desired angle. These plows typically do not havemuch curl or barreling and they are near vertical in attitude. As a result, they allow a fairamount of snow to escape over the top of the plow during higher plowing speeds.

There are hybrid reversible plows in the marketplace that contain some curl and barrelingon both ends. They do a better job of snow containment.

• Variable Geometry PlowsPlows made of polymer materials and having the ability to adjust curl and barrel on bothends are available. They can be adjusted to perform most plowing tasks well.

• “V” Plows“V” shaped plows have been around for many years. They are designed to deal with deepsnow and drifts. Their “V” shape casts snow in both directions simultaneously. Theyhave limited value in routine highway and facility plowing operations. They are mostoften used on rail engines and in rural narrow road applications.



3 - Snow and Ice Control Equipment


• Wing PlowsWing plows are mounted on equipment to increase plowing width and provide benchingand shelving capability. They are mounted on either or both sides anywhere from front torear axle and typically stow close to the vehicle. The extra plowing width usually makesthem very cost effective when doing production plowing of streets and highways.

• Underbody or “Belly” PlowsThese plows are mounted under the vehicle, most often between the axles. They usuallyhave provision for changing down-pressure, horizontal angle, vertical angle, left or rightmovement and vertical stowage. The down-pressure feature is particularly useful whenremoving pack and ice. They are sometimes equipped with a rubber blade to “squeegee”the surface in conjunction with conventional front steel plows.

Blades or Cutting Edges

Plow blades are usually made of steel. Other materials are sometimes used to satisfy site-specificapplications. Steel blades tend to wear quickly in a high production environment. It is notunusual to have to change or reverse steel cutting blades every several hours. Steel blades withTungsten carbide or ceramic inserts wear much slower and may have to be changed only onceper season in a high use environment. Mounting a regular steel cover blade in front of theTungsten carbide blade can extend the life of these blades.

Rubber and polymer blades are used to “squeegee” the road and provide a “cushion” for frequentobstructions (covers for water, sewer, storm sewer, etc.). Although these blades wear well, theydo not cut and scrape compacted snow and ice very well. These blades are well suited to supporta routine anti-icing strategy.

Plow blades are sometimes “shaped” to facilitate ice cutting, texturing ice surface or wear into anew “shape.” These blades are most often used on plows that have down-pressure capability.

Plow Shoes, Caster Wheels and Tripping Mechanisms

Plow shoes or caster wheels are sometimes used to minimize the blade from dropping intosurface depressions. Unless these depressions are a real issue, there is little benefit to casters andshoes. Obstructions and depressions are most often accommodated by a tripping mechanism onthe plow. There are several types:

• Only the blade or cutting edge “trips”• The whole plow “trips”• The whole plow “slides” up on to the plow frame which is supported by “shoes”

Of the two, the blade or cutting edge “trip” seems to be preferred.





SPECIAL PURPOSE EQUIPMENT

There are a number of special purpose pieces of equipment associated with snow and ice controloperations. These include snow blowers, large loaders, ice/snow melters, large trucks for haulingsnow, sidewalk plows, brooms and others. The acquisition method depends on frequency of useand available fiscal resources. If there is significant “other” use or there is not an opportunity torent or lease, ownership may be the only option. If there is only limited-use potential and/or thereis a favorable rental market, rental or leasing may be more cost effective. Another methodgaining popularity is partnering, or sharing. In this scenario, different agencies purchase differentequipment and equitably share it with their partners, such as an adjoining municipality.

EQUIPMENT AND STAFFING

The amount of available equipment and people necessary to provide satisfactory snow and icecontrol measures depends on:

• Level of service (local policy)• Production rate of the equipment• Typical weather patterns• Emergency and contingency considerations• Other uses of the equipment

The level of service the agency chooses to provide is the most important consideration indetermining the appropriate equipment and staffing levels (owned, leased, rental or inpartnership). Higher levels of service require more equipment for equivalent weather conditions.





The production rate of the equipment is important. Factors include highway geometry/grades,backing maneuvers, the frequency of traffic signals, traffic volume, routing and deadheading,equipment size/capacity, maintenance facility locations and operator skill level all need to beconsidered.

Typical weather patterns are important in determining equipment and staffing needs. Areas withlittle winter weather probably can get by with lower levels of service and less equipment,however, there should be contingency plans in place to deal with the occasional severe condition.Some municipalities, with infrequent storm histories, have contracts in place which call uponprivate contractors to supplement public forces if an event surpasses certain thresholds.

Emergency response capability considerations influence equipment and staffing levels.Locations that routinely experience severe weather (winter and other times) may want to havethe capability of providing a timely response. That will necessarily require more resources(owned, rental, leased or contracted).

MATERIALS SPREADING EQUIPMENT

Materials spreading equipment is most efficient and effective when associated with plow trucks.Independent plowing and spreading operations require almost impossible coordination. Byspreading chemicals on freshly plowed surfaces, the chemicals will dilute less and last longer.Most chemicals need time to work. Uncoordinated plowing that removes chemicals from thesurface too soon is wasteful.





There are a variety of solid material spreader types that work well. These include:

• V-box (slide-in or frame mount)• Tailgate• Forward or side dumping bodies with conveyors or augers•

Zero-velocity systems• “Live Bottom” systems where the conveyor is built into the dump body and plated overfor hauling and other work.

Liquid chemicals may be distributed directly on the road, parking lot or walkway surface from avariety of tank systems mounted on trucks and other vehicles. Liquid chemicals may be added tosolid chemicals during the truck loading process or as the material leaves the truck hopper/body(pre-wetting).

Calibration

Whatever material distribution system is used, it must be calibrated. This will ensure that theproper amount of material is being applied. Over-application is wasteful and under-applicationwill not achieve the desired results. Trials run using experienced operators showed application“error rates” of 40 percent or more without proper calibration. Also, ground speed controlequipment, when properly calibrated, typically pays for itself within three years in areas subjectto light to moderate snow and ice conditions. Appendix II, page 61, shows the calibrationprocedure for solid chemicals found on the Salt Institute’s website. This is applicable to mosttruck mounted material spreaders. A backup or manual calibration for automatic control systemsis always a good idea.

Calibration procedures for liquid spreaders are similar except that the liquid is captured in a

container and the time of discharge is recorded. This will yield a rate of discharge (volume orweight) that can be related to vehicle speed and area of coverage for calculating application rate.

For smaller and hand operated solid chemical spreaders, a band of material can be run across aplastic tarp. The area of that band on the tarp is measured and the amount of material on the tarpis weighed. The weight of material on the tarp divided by the area of material on the tarp is theapplication rate for those set of spreader conditions.

As speed, discharge width, gate opening, type of material, and the speed of the discharge drivingsystem change, the application rate will change. There has to be a separate calibration for eachset of conditions. Automatic ground speed spreader controllers eliminate the speed variable and

allow uniform application for a given gate opening.

Spread Pattern Control

Most commercial material spreaders have the capacity of adjusting the spread pattern theydeliver. The most common device for spreading solid materials is a vaned spinner plate. Thedistance material is cast is controlled by the speed of the spinner plate. The faster the spinnerrotates the farther it will cast material.





The direction of cast from spinner plates is controlled by the direction of rotation and thelocation of the point where material drops on the spinner plate. Material dropped on one side of the spinner plate is generally discharged on the opposite side. Deflectors or skirts that divert thecast material downward provide additional control. Once there is deflector control in a direction,spinner speed has much less influence in that direction.

The proper spread pattern adjustments should be determined on the floor of the chemical storagefacility. By pushing the discharged material into a windrow that runs parallel to the back of thespreader, a good indication of spread pattern can be obtained. Spread patterns determined by thismethod should be field-verified by observing the distribution under actual operating conditions.The spread pattern for liquid distribution systems is usually done by adjusting the direction andspacing of nozzles. Observing the pattern is the best method to determine if it provides thedesired distribution. Often supervisors will follow their operators early in a storm situation inorder to provide timely feedback on spread patterns.

Maintenance Program for Material Spreaders

Material spreaders will have a long service life if they are properly maintained. During theseason of use they should be thoroughly washed after each period of usage. Periods of use maybe as little as a few hours to almost continuous use for a month or more in some of the lake-effect areas. Prior to each operational shift they should be inspected for proper adjustments,loose or missing parts and lubricated per the manufacturer’s recommendations .

After the end of each season, spreaders should be thoroughly checked by a mechanic andrepaired as necessary. Protective coatings should be applied to moving parts and other areasshould be painted, as required, prior to storage. Covered storage is preferable although it is notalways available.

Prior to each season of use the spreaders should be hooked up and run to be sure everything isfunctioning properly. A calibration check should also be performed at this time and whenever amajor component is repaired or replaced in the system.

Stainless steel spreader bodies are proving to be very cost effective on a life cycle basis.






4 - Snow and Ice Control Strategies _____________________________________________________________

Treatment strategies for snow and ice conditions generally fall into these categories:

• Preventing an ice to pavement bond (anti-icing)• Breaking an ice to pavement bond (deicing) • Temporary friction improvement • Mechanical removal of snow and ice accumulation or packed snow and ice • Doing nothing • Traffic control • Road closure

ANTI-ICING

Anti-icing is a modern strategy that takes a systematic approach to preventing ice to pavement

bond. This results in higher levels of service (available surface friction) for longer periods of time. The key to effective anti-icing is to get an ice control chemical on the surface before, or very soon after, precipitation or ice formation begins. While its highest benefits are on“important” roads and surfaces, “less important” facilities can also benefit. Anti-icing is notsuitable for use on unpaved surfaces and areas where a low level of service is provided primarilyby using abrasives. Figure 2 is a schematic of the anti-icing strategy.

Figure 2 - Anti-icing

1. Ice control chemical is spread before there is much accumulation2. Brine forms or remains on the pavement surface3. Snow or ice is plowed off, or displaced by traffic

Elements of an Effective Anti-icing System

There are many elements that comprise an effective anti-icing system. Not all agencies will haveall of the components identified. The important thing is to use whatever is available in asystematic way. You don’t need bells and whistles to have an effective anti-icing program.





Decision Making Elements

Having and using good information on weather and surface conditions is the key to effectivedecision making. Current weather and forecast data are available from a variety of sourcesincluding local media, cable television (The Weather Channel), The National Weather Service(weather band radio), contract meteorologists, spotters, patrols, automated sensing systems,satellite data delivery systems and people upstream in the storm path. Surface condition data isavailable from automated systems, observation and measurement, remote sensing points, andsurrogate systems (data available from similar and proximate locations). Data on traffic volumeand timing is also necessary in deciding the timing of treatments. By systematically usingwhatever data is available, informed decisions on anti-icing treatments can be made.

Plowing and Spreading Capability

Effectively removing accumulation of snow and ice on the surface, and spreading the properamounts of ice control chemicals in the right location at the right time is critical to effectiveanti-icing. To do this, a sufficient quantity of material spreaders and devices, capable of timelyremoving almost all snow and ice on the surface, must be available and used. The ability to“clean” the surface is important as it will require less ice control chemical to prevent theice to pavement bond.

Solid Ice Control Chemicals

Solid ice control chemicals can be effective in anti-icing if they are used properly. Dry solidchemicals cannot be applied before a snow or ice event unless there is a reasonable chance theywill stay on the surface. Vehicular traffic and wind can blow dry solid chemicals off pavedsurfaces. Wetting dry solid chemicals with water, or other liquid chemical solutions before theyhit the paved surface, makes them stick better and reduces “bounce and scatter” tendencies. Finergradations of solid chemicals, when heavily wet with a liquid, will stand up to traffic and windfairly well. Solid chemicals can be applied successfully to low-volume and low-speed areas andto wet surfaces such as those just after a snow or ice event begins.

Liquid Ice Control Chemicals

Liquid ice control chemicals are very useful in an anti-icing program. Liquids can be applied toany paved surface prior to a snow or ice event and remain effective until it reaches criticaldilution (the point where the solution will freeze). Liquids are not seriously displaced by trafficand the residue will remain effective for hours or even days in some conditions. Liquids are notas effective at pavement temperatures below about -6 ° C (22 ° F). Liquids should not be used on

thick packed snow or ice surfaces as they will create a very slippery condition.Personnel

Skilled personnel at all levels within a maintenance organization are absolutely essential to asuccessful anti-icing program. Managers and supervisors need to be skilled at interpreting roadand weather information. Operators need to be skilled in equipment operation, calibration,“reading the road” and common sense. These skills do not just happen. They are the result of comprehensive training programs. Callout and standby procedures need to be well thought outand in place in order to have people and equipment in the right place, at the right time, to initiate





anti-icing operations.

Evaluations of Treatment Effectiveness

The best guidance for effective anti-icing programs is developed at the local level. Bysystematically recording weather conditions, road conditions, treatments rendered and results, anagency will have the data to develop its own treatment guidelines. Most likely there will bedifferent treatments for the same weather and pavement conditions at different locations within the jurisdiction. This process has to be continuous, storm after storm, year after year, in order tobuild a reliable data base.

DEICING

Deicing is a treatment strategy for dealing with snow or ice that has bonded to a paved surface. Itmay be necessitated by local treatment policy or when anti-icing treatments have failed (as theyoccasionally will). The most effective deicing strategy is to place a coarse-graded solid orpre-wet solid ice control chemical on the surface of the bonded snow or ice. The particles willmelt through the ice and break the bond as the created chemical solution flows across the pavedsurface. Figure 3 is a schematic of the deicing process. It is important to recognize that forequivalent end results, a deicing strategy for the same snow or ice event will generally requiresignificantly more ice control chemical than an anti-icing strategy.

Figure 3 - Deicing

1. Solid ice control chemical is applied to the snow or ice surface2. The ice control chemical melts through the snow or ice and forms a brine onthe pavement surface

3. Snow or ice “floats” on the brine4. Traffic breaks of the snow or ice to a point where it can be plowed off





All of the elements that support anti-icing can be used to support effective deicing. Liquid icecontrol chemicals should be used only on a very thin ice thickness. If technology and weatherforecasting capability are acquired to support a routine deicing strategy, they may not be a costeffective investment.

TEMPORARY FRICTION IMPROVEMENT

The application of abrasives to snow and ice surfaces is a necessary treatment strategy in somecircumstances. Abrasives are usually used in areas where a low level of service is provided andwhen the pavement surface is too cold for ice control chemicals to work. They provide goodsurface friction until warmer temperatures allow effective deicing or snow and ice removal.

Ice or snow packed surfaces may be mechanically grooved, scarified or roughened to (slightly)improve friction and directional control. Any melting of the ice surface quickly eliminates theeffectiveness of the treatment.

On unpaved and low volume roads, snow and ice are plowed to the extent possible, and theremaining snow and ice surface is treated with abrasives (usually on hills, curves, andintersections). Ice control chemicals do not work effectively on unpaved roads and they mayadversely impact thin and porous paved surfaces.

Snow or ice surfaces that are treated with abrasives or are mechanically roughened have frictionproperties much lower than “bare” or “wet” paved surfaces.

MECHANICAL REMOVAL OF SNOW AND ICE ACCUMULATIONS AND PACKEDSNOW AND ICE

If there is traffic (vehicle or pedestrian) on a surface during a snow or ice event, periodicmechanical removal is necessary to keep the facility passable. This is usually done with bladedequipment that has the capacity to displace snow and ice quickly. This mechanical removal maybe done in conjunction with ice control chemical treatments designed to maintain surface frictionand prevent or minimize an ice to pavement bond.

When thick layers of packed snow or ice become bonded to the surface, specialized equipment isused to remove successive layers until the remaining layer can be successfully removed using achemical deicing technique. This is usually a very slow process. Motor graders and trucks withunder body plows are usually used for this task. The combination of special ice blades anddown-pressure enables this equipment to remove layers of ice. Newer mechanical impact devicesthat attach to motor graders do a good job of breaking up the ice prior to blade removal. Unlessthe pavement temperature is above 32 ° F (0 ° C), removal of the final layer of snow and ice on apaved surface will require an ice control chemical.



4 - Snow and Ice Control Strategies


DOING NOTHING

Doing nothing can be an appropriate informed strategy in some circumstances. Typicallypavement temperatures above 34 ° F associated with light frozen precipitation will not requiretreatment. Similarly light “dry” snow on a very cold paved surface (without any residual icecontrol chemical) may not require treatment. Vehicular traffic and/or wind will blow the snowoff the surface.

TRAFFIC CONTROL

Techniques for controlling traffic during snow and ice events include:

• Chain control• Detours• Volume limiting• Speed control•

Tire-type controlThese controls have specific site and condition triggers determined by the local jurisdiction.

ROAD CLOSURE

Road closure is usually reserved for seasonal roads and imminent danger situations likeavalanches, blizzards and severe accident scene restoration.

CHEMICAL PRIORITY AND ABRASIVES PRIORITY POLICIES

Highway maintenance agencies usually support their strategies and tactics with a chemicalpriority policy or an abrasives priority policy, system-wide or level of service dependent. Achemical priority policy is simply using ice control chemicals (usually salt) when they are likelyto “work.” An abrasives priority policy is the use of various mixtures of abrasives and icecontrol chemicals all of the time.

Advantages & Disadvantages of a Chemical Priority Policy

Some advantages of a chemical priority policy include:

• Cost-effective snow and ice control• Accident reduction• Assurance of essential services• Decreasing vehicle operating costs

Traffic jams Rolling resistance

• Business and productivity maintenance





In terms of maintenance operations, if we can quickly achieve bare pavement during and after asnow or ice event, the cost to the taxpayer is minimized. Follow up treatment of pack withabrasives, mechanical removal, or chemical removal is extremely costly.There is no doubt that a bare pavement is a safe pavement. Pack or ice that has been treated withabrasives is significantly less safe than bare pavement. The cost of accidents to our customers(taxpayers and traveling public) is enormous. Property damage, injury, death and the emotionaltrauma associated with the loss of a loved one are a high price to pay for maintenance policiesthat do not provide bare pavement as much of the time as practically possible.

The essential emergency services provided by fire departments, police departments, rescuesquads and ambulance services are affected by the type of pavement surface we are able toprovide. The inability to respond due to an accident or sliding off the road has seriousconsequences in terms of life and property.

Vehicle operating costs (primarily fuel consumption) increase significantly with snow, ice orpack on the road. In traffic jams, fuel is consumed during excessive idling and by spinningwheels. Rolling resistance is higher on snow or packed covered roads than on bare roads. Thisrequires extra fuel consumption. This has an environmental impact in terms of additionalemissions that result from increased fuel consumption.

Highway transportation is the lifeline of the economy in this state. Any time there is aninterruption or slowdown, there is a cost. It may be as simple as being late to work or as drasticas essential raw materials not reaching a production site. A half hour delay on the entire statehighway system would cost hundreds of millions of dollars in lost wages and productivity.

Some perceived (and real) disadvantages of using a chemical priority policy include:

• Pavement deterioration• Vehicle corrosion• Bridge corrosion• Vegetation impacts• Human health impacts• Wildlife and aquatic life impacts

Pavement Deterioration

Contrary to popular belief, salt does not have much impact on pavement deterioration. Asphaltpavement is unaffected by salt and salt brine. Potholes, cracking and other forms of distress are

caused by other factors including excessive moisture, natural aging and subpavement failure.

Properly constructed concrete pavement will not be affected by salt. There are many heavilysalted concrete pavements in this state that are more than 25 years old and performing well. Saltcan accelerate corrosion on reinforcing steel that is used on concrete pavement. If this steel is tooclose to the surface, spalling will result. The key to concrete pavement performance is properconstruction and sufficient “seasonal drying” prior to the first application of ice controlchemicals.





Vehicle Corrosion

Most of us have been around long enough to remember automobiles that show evidence of bodyrust after only two winters of exposure. Fortunately, vehicle manufacturers are now providingautomobiles that are highly corrosion resistant. Some corrosion warranties now are in the rangeof 5 to 10 years and duration of ownership. We may not be paying for this in first cost as manyof the non-steel components are less expensive than steel. Most vehicles are now being retiredfor reasons other than corrosion damage.

Bridge Corrosion

Much bridge deterioration has been associated with salt-induced corrosion of the reinforcingsteel in concrete bridge decks. As with concrete pavement, this was primarily because thereinforcing steel was placed too close to the surface. This generation of bridge deck is beingrepaired using proper techniques that will prevent this from happening again. Bridge decksconstructed since 1975 have various combinations of epoxy coated reinforcing steel, deep steelplacement and impermeable concrete. This should virtually eliminate corrosion of thereinforcing steel due to salt. Proper drainage design and maintenance of other steel bridgeelements will minimize salt-accelerated damage.

Vegetation

Some species of vegetation are sensitive to high levels of salt. The lush greenery along the NewYork State Thruway where a large amount of salt is used is illustrative of salt tolerance. Saltconcentrations are highest at the edge of pavement and diminish to an insignificant level at about80 feet. This does put some sensitive vegetation at risk. However, there is evidence that vehicleemissions and the drying effect of traffic generated wind are responsible for far more vegetationdamage than salt.

Human Health

The most common health concern associated with salt use is elevated levels of sodium andchloride in drinking water. Recently, the Environmental Protection Agency (EPA) eliminatedsodium as a regulated drinking water contaminant. This was done for two reasons:

• Medical evidence showed that salt was not a cause of hypertension.• High concentrations of sodium in drinking water are small in comparison to sodium

found in common foods.

Table 2 - Sodium ComparisonsQuantity Food Milligrams of Sodium

1 Glass of water containing 25 ppm sodium 41 Glass of milk 1201 Slice whole wheat bread 1321 Slice American cheese 4061 Slice of pizza 380





Some public health agencies establish 20 to 25 parts per million of sodium as an advisory level.When put in perspective with other common foods, this is very small.

There are no health concerns associated with chloride in drinking water. The only concern istaste. Levels of chloride over 250 parts per million will give a salty taste to water.

Cyanide compounds are usually added to road salt at the rate of 50 parts per million to minimizecaking. This same compound is also added to table salt at about 12 parts per million. It is nottoxic to humans even at levels ten times that used in road salt. There has been some exaggeratedconcern over the possible photodecomposition of this compound into pure cyanide gas, which islethal. There are a number of reasons why this is highly unlikely:

• Most salt is covered and not exposed to the sun. No sun means no decomposition.• Most salt storage facilities are well ventilated. Any gas generated would be quickly

dissipated.• Only a small amount of salt containing the cyanide compound could possibly be exposed

to the sun. Of that, there are 20,000 parts of salt to one part of cyanide compound.Wildlife and Aquatic Life

Salt is an essential nutrient for animals as well as humans. Animals will not consume more saltthan necessary. Salt licks are widely used as a source of necessary salt for both wild anddomestic animals. The high incidence of deer kills on highways is due to their normal migrationpatterns, and the fact that vegetation near highways is usually lush and highly concentrated. Thismakes feeding in that area very efficient. The level of salt present in roadside grasses is unlikelyto make it taste different.

Trout and salmon are tolerant to huge concentrations of salt. They thrive in the oceanenvironment that is about 30,000 parts per million salt. Most fresh water fish can tolerate 7,500to 10,000 parts per million salt in water. This is far in excess of any possible level resulting fromnormal highway salting. There is no evidence to suggest that salt levels in water resulting fromhighway deicing have any significant impact on aquatic life.

There is a possibility of creating saltwater inversions in deeper lakes with excessive road saltuse. This did happen in a bay of Lake Ontario several years ago. Since then, there has been aconcentrated effort to use salt sensibly in that area and all around the state. The condition has notrecurred.

ADVANTAGES AND DISADVANTAGES OF AN ABRASIVES PRIORITY POLICY

Some advantages of an abrasives priority include:

• Low initial cost• Fewer environmental concerns?• Visibility to drivers• Immediate friction improvement• Suitability for low temperature use





Some disadvantages of using an abrasives priority policy include :

• Little, if any, ice melting ability• Benefit is only temporary• Less safe than bare pavement• Overall, more costly than salt• Buildup and drainage problems• Contains enough salt to generate environmental and corrosion concerns• Pits windshields and paint on vehicles• Skidding hazard on bare pavement• Siltation of waterways• Smothering of roadside vegetation• Air quality problems

Salt added to abrasives is primarily to keep stockpiles from freezing, to aid in “sticking” theabrasives to a snow or ice surface, and to prevent chunks from forming in the spreader. This isnot enough salt to accomplish much significant ice melting or brine-forming on the pavement.

Abrasives do not retain their effectiveness for long. Displacement by traffic or incorporation intoa forming pack quickly diminishes the benefit. Consequently, frequent reapplication isnecessary.

Even though abrasives-treated ice or pack is reasonably safe, it is still far more slippery than barepavement.

The following table shows the estimated cost to treat one lane-mile with salt and abrasivescontaining seven percent salt.

Table 3 - Estimated Cost to Treat One Lane-Mile With Salt and Abrasives*Salt - $32/ton; sand - $7/ton

Salt only Cost Factors Abrasives with salt*$32/ton A Purchase Cost/ton, $/ton *$6.51

--- B Cost of added salt/ton (7%) (140 pounds) $2.24--- C Mixing cost, $/ton $.60

$32/ton D Total Cost (per ton), $/ton $9.35225 pounds E Application rate in pounds/lane mile 750 pounds

$3.60 Cost per lane-mile, $ ( ) DE 2000 $3.50

Each application of abrasives actually costs about the same as an application of salt. Becauseabrasives have to be applied more frequently, salt actually costs less to use. When the cleanupcosts associated with abrasives are considered, they are far more costly to use than salt. If thenecessary cleanup of abrasives from shoulders and drainage facilities is neglected, pavementswill fail prematurely due to excessive water in the sub-pavement zone.

The seven percent salt added to abrasives is more than enough to create the environmental andcorrosion problems normally associated with salt. In fact, about four applications of abrasiveshave the same amount of salt as one full application of salt. Most people have found that, by onlyusing abrasives where salt will not work properly, they will use less salt overall.





Table 4 indicates how much salt is being applied to the highway with various sand and saltmixtures.

Table 4 - Abrasive and Salt Mixes

Buckets ofsand

Buckets ofsalt

% salt byweight

*Salt poundsper lane-mile

*% of normal saltapplication

1 1 42.5 315 1472 1 27.0 200 893 1 19.8 149 664 1 15.6 117 525 1 12.9 97 436 1 11.0 83 377 1 9.6 72 32

8 1 8.5 64 289 1 7.6 58 25

10 1 6.9 52 2315 1 4.7 36 1630 1 2.4 18 8

Sand = 2,700 pounds per cubic yardSalt = 2,000 pounds per cubic yard

*“Normal” mix application rate = 750 pounds per lane-mile

*“Normal” salt application rate = 225 pounds per lane-mileAbrasives are much more damaging to windshields and painted surfaces than salt is. Additionalcosts are incurred from windshield and paint damage claims. Abrasives that collect on barepavement areas are actually a skidding hazard. Resources must be expended to remove them.

The siltation, or gradual buildup of materials on the stream or river bottom in waterways byparticles in the abrasives, is of greater concern to aquatic biologists than salt. As a result, we arebeing asked to dispose of picked up abrasives in different ways than in the past. Buildup of abrasives in roadside areas kills plants and trees.

Abrasives are degraded by traffic, and very fine particles get into the air causing significant airquality problems. Some western states and Japan are using costly and extraordinary proceduresto minimize this condition.





PASSIVE SNOW CONTROL

Use of passive snow control techniques will improve roadway safety and reduce supplementarysnow removal in areas of recurrent drifting. The erection of snow fence or the establishment of shelterbelts in areas of frequent drifting and/or whiteouts can dramatically improve or eliminatethe condition. Drifting problems may also be mitigated by reconstructing the roadway crosssection to provide a windswept aerodynamic cross section which will remain drift free. Partialimprovement should be considered at locations where total mitigation measures are not possible.

Snow Fences

Snow fences may be permanent or temporary. Permanent fences erected on private property willrequire the acquisition of a permanent easement. Temporary fences may be erected on privateproperty under Article 3, Section 45 of the Highway Law.

Snow fences should be of adequate height to store the usual expected amount of snow that willbe transported (blown) through the location. The snow transport will vary by location. Therequired fence height is given by H in the following equation:

H Q= 0 065 0 454. ( ). , where Q = average snow transport (pounds).

The length of the upwind drift created by a snow fence is equal to 15 x height. The downwinddrift length is equal to 35 x height. For this reason, snow fences should be placed at a distance of 35 x height from the road to ensure that the drift generated by the fence will not encroach ontothe roadway. The fence may be placed closer to the road only if there are topographic features,such as a ravine, which will provide significant additional storage. If the fence becomes fullduring most winters, the height should be increased and the distance from the highway adjusted

accordingly. Although additional rows of fence will increase the amount of available snowstorage, it is much more cost effective to increase the height and use a single fence. Fenceheights should generally exceed six feet except in limited areas.

All fences should have a gap at the bottom to prevent the fence from becoming buried. The gapshould be ten percent of the total fence height and should be measured from the top of theexpected winter vegetation.

Fences should be oriented parallel to the road except when the prevailing wind direction is morethan 30 degrees from perpendicular to the road.

Fences should extend a distance of 50 feet beyond the area to be protected to prevent snow frombeing blown around the ends.





Shelterbelts

Shelterbelts are single or multiple rows of plantings. There are many advantages to shelterbeltsas compared to snow fences. They include:

• Lower costs• Roadside beautification• Wildlife benefits• Little or no maintenance after establishment• Long service life

Placement of shelterbelts is similar to that of snow fences, since shelterbelts will perform similarto a snow fence during the first several years of growth. After crown closure is attained, the treeswill perform more like a solid barrier. The trees should be placed no closer than three times theirmature height from the road.

Generally two or more staggered rows of trees should be planted to provide full coverage and toprevent gaps caused by plant loss or damage. Shelterbelts should be comprised of coniferoustrees, such as Australian pine. They should be spaced so that crown closure will be achievedwithin five to ten years. Temporary snow fence may be used to protect the plantings during thefirst few years. Care should be taken to ensure that the trees do not become buried by the fencedrift.

An effective shelterbelt may also be achieved by having farmers leave five to seven rows of cornstalks standing through the winter.

Modifications of Roadway Features

Providing an aerodynamic cross section will allow the roadway to be swept clear by the wind. Itshould be recognized that this is not a solution where whiteouts are a problem. In some areas itmay be possible to alter the cross section to provide for additional snow storage upwind from theroad. Minor grading on private property may be accomplished with appropriate real propertyprocedures.

The following guidelines will improve drift prone areas:

• Backslopes and foreslopes should be flattened to a 1:6 slope or flatter.• Ditches should be widened as much as possible.• The profile of the road should be raised to two feet above the ambient snow cover.• Provide a ditch adequate for storing the snow plowed off the road.• Widen cuts to allow for increased snow storage.• Eliminate the need for guiderail




5 - Designing Snow and Ice ControlMaterial Treatment

_____________________________________________________________

The application of snow and ice control materials should always be based on local policy and

local level of service determinations. The recommendations that follow are intended to produce afairly high level of service at a modest cost. The recommended application rates listed are forSodium Chloride (salt or rock salt). Application rates for other ice control chemicals will have tobe adjusted to reflect the properties of the individual chemical. Before getting started, adefinition of terms is in order. The glossary that follows is from the publication, Manual of Practice for an Effective Anti-Icing Program: A Guide for Highway Winter MaintenancePersonnel (FHWA-RD-95-202), published by the Federal Highway Administration of the UnitedStates Department of Transportation and other sources. It should be noted that “black ice” and“frost” most often occurs in the absence of observable precipitation.

PRECIPITATION DEFINITIONS

Light rain Small liquid droplets falling at a rate such that individualdrops are easily detectable splashing from a wet surface.Include drizzle in this category.

Moderate rain Liquid drops falling are not clearly identifiable and sprayfrom the falling drops is observable just above pavement orother hard surfaces.

Heavy rain Rain seemingly falls in sheets; individual drops are notidentifiable; heavy spray from falling rain can be observedseveral inches over hard surfaces.

Freezing rain When rain freezes upon impact and forms a glaze on thepavement or other exposed surfaces .

Sleet (ice pellets) Precipitation of transparent or translucent pellets of ice,which are round or irregular in shape.

Light intensity of sleet Scattered pellets that do not completely cover an exposedsurface regardless of duration. Visibility is not affected.

Moderate intensity of sleet Slow accumulation on ground. Visibility reduced by icepellets to less than 7 miles (13 km).

Heavy Intensity of Sleet Rapid accumulation on ground. Visibility reduced by icepellets to less than 3 miles (5.6 km).

Light Snow Snow alone is falling and the visibility is greater than½ mile (0.9 km).

Moderate Snow Snow alone is falling and the visibility is greater than¼ mile (½ km) but less than or equal to ½ mile (0.9 km).





Heavy Snow Snow alone is falling and the visibility is less than or equalto ¼ mile (½ km).

Blowing Snow When fallen snow is raised by the wind to a height of 6 feet(1.8 m) or more and is transported across a road.

None No precipitation or blowing snow.

PAVEMENT CONDITIONS DEFINITIONS

Dry No wetting of the pavement surface.

Damp Light coating of moisture on the pavement resulting in slightdarkening of PCC, but with no visible water drops.

Wet Road surface saturated with water from rain or meltwater, whether ornot resulting in puddling or run-off.

Slush Accumulation of snow on the pavement that is saturated with water. Itwill not support any weight when stepped or driven on but will“squish” until the base support is reached.

Loose snow Unconsolidated snow that can be blown by the wind into drifts or off of a surface, or blown by traffic into untrafficked areas or off of asurface.

Packed snow The infamous “snow-pack” or “pack” which results from compactionof wet snow by traffic or by alternate surface melting and refreezing of the water.

Frost Also called hoarfrost. Ice crystals in the form of white scales, needles,feathers, or fans deposited on pavement and other surfaces cooled byradiation or by other processes.

Thin ice A very thin coating of clear, bubble-free, homogenous ice that formson a pavement; sometimes called “black ice.”

Thick ice A coating of ice thicker than so-called black ice and frost that isformed from freezing rain, or from freezing of ponded water or poorlydrained meltwater. It may be clear or milky in appearance, is generallysmooth, though sometimes rough.

OPERATIONAL PROCEDURE TERMS



5 - Designing Snow and Ice Control Material Treatment


Pre-treating Applying an ice control chemical (liquid or solid) to the road beforea snow or ice event begins

Pre-wetting Adding liquid ice control chemical or water to solid ice controlchemicals or abrasives prior to distribution on the road.

Application rate The amount (weight or volume) of ice control chemical applied per

mile or lane-mile of highway. In the case of pre-wetting liquids, it isthe number of gallons of liquid applied to a ton of solid ice controlchemical or abrasives.

Discharge Rate Same as Application Rate except on a per mile basis. This is usuallythe basis for calibration.

WEATHER AND CLIMATE IN NEW YORK STATE

Weather is the meteorological conditions of the moment including:

•

Air temperature• Wind speed and direction• Precipitation type and rate• Visibility• Relative humidity

Climate is the average of these conditions over time, usually thirty years. Climate is alsodescribed in terms of the frequency of extreme weather events.

Precipitation in the form of snow and ice in New York State is generally the result of lowpressure air systems that develop and track in a variety of ways. Lake effect precipitation that

augments low pressure system precipitation or occurs independently as a result of windsassociated with high pressure air masses is the other major player in producing New York Statewinter weather. Figure 4 shows the typical paths of winter low pressure systems. In general, thefurther south the origin of these systems, the more snow and ice they will produce. Lake effectsnows simply need wind passing over the great lakes and favorable lake water temperature anddownstream air temperature.

There are other factors that affect local weather and climate. In addition to storm track and lakeinfluence these include elevation, prevailing and storm-specific wind patterns, solar influences,vegetation, “heat island” affects, etc.





Figure 4 - Paths of Winter Low Pressure Systems

Figure 5 shows the average annual snowfall for locations in New York State. The impact of lakeeffect snow downwind of Lake Erie and Lake Ontario is very apparent.

Figure 5 - Average Annual Snowfall in New York StateSource: 1996 AccuWeather, Inc., State College, PA





FACTORS THAT INFLUENCE ICE CONTROL CHEMICAL'S EFFECTIVENESS ANDTREATMENT LONGEVITY

The three primary factors that influence an ice control chemical’s effect are pavement or surfacetemperature, chemical dilution, and traffic volume and speed. Understanding the relationshipwithin and among them will lead to a better understanding of application guidelines. One alsohas to understand that occasionally there are snow and ice events so severe that we cannotreasonably apply enough chemical to make a significant difference.

Pavement or Surface Temperature

Pavement or surface temperature impacts how quickly an ice control chemical will melt ice andultimately how much ice it will melt. As the surface temperature decreases so does the meltingability and melting rate of ice control chemicals. Table 5 gives an indication of the influence of surface temperature on the melting ability of Sodium Chloride.

Table 5 - Melting Ability and Temperature for Sodium Chloride

Temperature°F °C

Units of Ice Melted perUnit of Sodium Chloride

30 -1.1 46.325 -3.9 14.420 -6.7 8.615 -9.4 6.310 -12.2 4.9

5 -15.0 4.10 -17.8 3.7

-6 -21.1 3.2

A number of factors influence pavement or surface temperature. Understanding their impact canaid in treatment strategy.

Solar Radiation or Sunshine

Solar radiation warms surface temperature significantly above air temperature. The darker the

surface, the more pronounced this effect will be. It is not uncommon to have surfacetemperatures 17 ° C to 22 ° C (30 ° F to 40 ° F) above air temperature early in the afternoon. As theangle of the sun above the horizon increases, solar warming increases. The lowest sun anglesoccur at the winter solstice and at sunrise and sunset of each day.





Clear Night Sky Radiation

Just as the sun warms surfaces through radiation, clear night skies with little or no wind, allowsroad surfaces to cool quickly. This often results in surface temperature being colder than theadjacent air temperature. This condition often causes black ice or frost to form on the surface.

Geothermal Effects

Ground temperature influences surface temperature primarily through thermal conduction. In thefall, the earth is still warm, and short term air temperature drops, below freezing and absentradiational effects, will probably not cause the surface to freeze. During the spring end of theseason, surface temperatures will remain cold although the air temperature is warmer (absentradiational effects). Bridge decks freeze quicker in the fall due to the lack of thermal conductionprovided by the earth. However, in the spring, bridge decks warm more quickly than surroundingsurfaces for the same reason.

Air Temperature and Wind

Absent radiational and geothermal effects, the surface temperature will always be moving towardthe adjacent air temperature. The speed of temperature change is usually slower than changescaused by radiational or geothermal effects. However, with increasing wind speed, the rate of pavement temperature change due to air temperature will increase.

CHEMICAL DILUTION

Loose Snow or Ice and Water on the Surface

The dilution of the ice control chemical by loose snow or ice and water on the surface dictateshow long the treatment will remain effective (for the same temperature) or how much melting itwill do.

Ice or Water Content of the Precipitation Event

The ice content of snow and ice events varies dramatically. Light, fluffy “dry” snow has an icecontent in the range of 10 percent. Wetter, “heavier” snow may be as high as 80 percent ice orwater. Rain, sleet, and freezing rain all have nearly 100 percent ice or water. Higher ice contentevents will dilute ice control chemicals more rapidly.

Event Intensity or Precipitation Rate

The more intense the precipitation rate, the quicker it will dilute an ice control chemical. A highice content event falling at a high rate of accumulation is usually a worst case scenario.





Cycle Time Between Chemical Treatments

The longer the time between treatment cycles, the greater the opportunity for dilution. However,cycle times must be long enough to allow the chemicals to work.

Clearing Ability of Plows

The more snow and ice that mechanical equipment removes, the less that dilution will occur inthe following chemical treatment. Secondary rubber or slush blades do a good job of clearing thesurface.

Bond of Snow or Ice to the Pavement

If snow or ice is bonded to the pavement, it will dilute ice control chemical more than unbondedsnow or ice.

Traffic

Traffic can have positive and negative effects on ice control chemicals. There is some small levelof pavement warming that results from tire friction and the radiant effects of engine and exhaustsystems. Mechanical agitation helps loosen snow and ice weakened by the ice control chemicalsand keeps some potentially frozen brine solutions from actually freezing. Traffic can alsoremove ice control chemicals from the surface and consolidate snow to form pack. Vehicle-generated wind can displace solid chemicals and tire spray, and wind can cause airborne liquidchemicals to leave the pavement environment.

DECIDING ON A SNOW AND ICE CONTROL TREATMENT

Every time a snow or ice treatment is being designed as much of the following information aspossible should be on hand or estimated:

• The level of service prescribed by local policy• Present pavement temperature• Trend of the pavement temperature• The amount of snow or ice on the surface after plowing and prior to chemical treatment• Is the remaining snow or ice bonded to the surface?• Anticipated snow, ice or water accumulations between treatments•

Traffic volume, speed and timingOnce some determination of the items above has been made, a decision on treatment can bemade. It is likely that every treatment will be different as the critical factors are always changing.





Guidance for applying snow and ice control materials can be found in a number of publications.The Snowfighter’s Handbook produced by the Salt Institute, and the previously cited FHWA,

Manual of Practice for an Effective Anti-icing Program, contain excellent information. Portionsof those documents appear as Appendices IV AND V.

The most recent guidance for treatment design comes from NCHRP Report 526: “Snow and IceControl: Guidelines for Materials and Methods”. The following methodology is found in thatreport.

The factors that relate to precipitation dilution potential, pavement conditions, cycle time andtraffic are displayed in Table 6. The ice-pavement bond characteristic determination can be madeby operators or supervisors on the road doing the following: observing how snow and ice isbeing discharged by vehicle tires; physically inspecting the surface; taking frictionmeasurements; listening to the noise of the plows; making observations of the recently plowedpath and making inferences from road sensors. Pavement temperature can be measured in avariety of ways or estimated. This data can be taken to the second half of Table 6 to find arecommended chemical application rate.

Step by Step

The first step in the procedure is to determine the pavement temperature at the time of treatmentand the temperature trend after treatment. A judgment, either estimated or predicted by modelingtechniques, of what the pavement temperature will be in the near term (1 to 2 hours aftertreatment) is necessary. This is one aspect of what is commonly called “nowcasting.” This willresult in the determination of the “pavement temperature and trend.”

The next step is to establish the dilution potential that a chemical treatment must: endure before

another treatment is made during a winter weather event, or produce a satisfactory result in theabsence of precipitation at the end of an event. The establishment of the dilution potential foreach treatment includes consideration of precipitation type and rate (including none),precipitation trend, the presence of various wheel path area conditions, treatment cycle time, andtraffic speed and volume .

The dilution potential for the precipitation at the time of treatment and its anticipated trend in theshort-term is determined from Table 6. The level of precipitation dilution potential will be eitherlow, medium, or high. The definitions of the different types and rates of snowfall are givenelsewhere. In the absence of precipitation, the dilution potential is determined from the wheelpath area condition and is also shown in Table 6.

In the next step, an adjustment to the precipitation dilution potential shown in Table 6 may haveto be made for various wheel path area conditions. These adjustments are given in Table 6 aswell.

Next, an additional adjustment to the precipitation dilution potential may have to be made fortreatment cycle time. This is the time between anticipated successive treatment passes. In thecase of pretreating, it is the time between the onset of precipitation and the next anticipatedtreatment. These adjustments are given in Table 6.





Finally, an adjustment to the precipitation dilution potential may have to be made for trafficspeeds greater than 35 mph and traffic volume greater than 125 vph. These adjustments are alsogiven in Table 6. No adjustment is made for traffic volume when traffic speeds are 35 mph orbelow.

When making additional level adjustments to the precipitation dilution potential, an adjustmentlevel of 1 would change a low level to a medium level or a medium level to a high level. Anadjustment level of 2 would change a low level to a high level. The end result of adding variousfactor adjustment levels to the precipitation dilution potential is termed “adjusted dilutionpotential.” The final adjusted dilution potential level cannot exceed “high.”

The final step in the procedure is to make a judgment of whether an ice/pavement bond conditionexists. This determination (yes or no) is made based on field observations or sensor data.The appropriate application rates for solid, prewetted solid, and liquid NaCl can then bedetermined from Table 7 using the results from the previously described steps.

Some agencies choose not to consider some of the variables that comprise adjusted dilutionpotential as they are essentially constant in their operations.





Table 6 - Precipitation Dilution Potential and Its Adjustments

Precipitation rate

Precipitation type Light Moderate Heavy Unknown

Snow (powder) Low Low Medium Low

Snow (ordinary) Low Medium High Medium

Snow (wet/heavy) Medium High High High

Snow (unknown) - Medium - -

Rain Low Medium High Medium

Freezing rain Low Medium High Medium

Sleet Low Medium High Medium

Blowing snow - Medium - -

Snow with blowing snow (Same as type of snow)

Freezing rain with sleet Low Medium High MediumNoneIf wheel path area condition is:- Dry or damp- Wet- Frost or black ice (thin ice)- Slush or loose snow- Packed snow or thick ice

Not applicableLowLow

MediumHigh

Adjustments to Precipitation Dilution Potential

a) Wheel path area condition whenprecipitation is present

Increase precipitation dilution potential aboveby number of levels

Bare 0

Frost or thin ice 0

Slush, loose snow, packed snow, or thick ice 1

b) Cycle time

0 - 1.5 hrs 0

1.6 - 3.0 hrs 1

Over 3.0 hrs 2

c) Traffic volume at traffic speeds > 35 mph

Less than 125 vph 0

More than 125 vph 1





Table 7 - Application Rates for Solid, Prewetted Solid, and Liquid Sodium Chloride

Application rate (NR = not recommended)Pavement

temperature ( F)Adjusted

dilution potentialIce-pavement bond Solid 1 - pounds per

lane-mileLiquid 2 - gallons per

lane-mile

No 903

403

Low Yes 200 NR 4 No 100 3 443 MediumYes 225 NR 4 No 110 3 483

Over 32

HighYes 250 NR 4 No 130 57LowYes 275 NR 4 No 150 66MediumYes 300 NR 4 No 160 70

30 to 32

HighYes 325 NR 4 No 170 74

Low Yes 350 NR 4 No 180 79MediumYes 375 NR 4 No 190 83

25 to 30

HighYes 400 NR 4 No 200 87LowYes 425 NR 4 No 210 92MediumYes 450 NR 4 No 220 96

20 to 25

HighYes 475 NRNo 230 NR

Low Yes 500 NRNo 240 NRMediumYes 525 NRNo 250 NR

15 to 20

HighYes 550 NRNo 260 NRLowYes 575 NRNo 270 NRMediumYes 600 NRNo 280 NR

10 to 15

HighYes 625 NR

Below 10 ° FA. If unbonded, try mechanical removal without chemical.B. If bonded, apply chemical at 700 lbs per lane-mile. Plow when slushy. Repeat as needed.C. Apply abrasives as necessary.

Notes: 1. Values for “solid” also apply to prewet solid and include the equivalent dry chemical weight in prewetting solutions.2. Liquid values are shown for the 23-percent concentration solution.3. In unbonded, try mechanical removal without applying chemicals. If pretreating, use this application rate.4. If very thin ice, liquids may be applied at the unbonded rates.5. These application rates are starting points. Local experience should refine these recommendations.6. Prewetting chemicals should allow application rates to be reduced by up to about 20% depending on such primary factors as spread pattern and

spreading speed.7. Application rates for chemicals other than sodium chloride will need to be adjusted using the guidance in Appendix VI.

Before applying any ice control chemical, the surface should be cleared of as much snow and ice as possible.






6 - Application of Snow and Ice ControlChemicals

_____________________________________________________________

After the ice control treatment for prevailing conditions has been decided, the final step is to getthe designed treatment in the right location at the right time. The following techniques canoptimize treatment effectiveness.

TWO LANE, TWO WAY TRAFFIC HIGHWAYS (ONE LANE EACH WAY)

The most effective way to treat this highway is to spread the ice control chemical in about themiddle third of the highway. The slope of the highway and traffic will distribute the chemicalfairly quickly across the entire pavement. When doing simultaneous plowing operations, caremust be taken not to plow chemicals off too quickly. Set the spreader to spread only in theplowed path. If plowing is not anticipated, spread the entire middle third on the “out” run of an“out and return” route. It is okay to have a truck on the road not spreading if it is part of aplanned strategy.

MULTI LANE HIGHWAYS

Most agencies spread ice control chemicals on multi lane highways as nearly full width aspossible. Care must be taken not to spread beyond the pavement limits. Narrow bands of materialnear the high edge of each lane are also effective.

PARKING AREAS AND WALKWAYS

Spreading ice control chemicals as evenly as possible over the entire paved area is recommendedfor parking areas and walkways. These areas present a unique opportunity for anti-icing withsolid chemicals as traffic will not displace them from the surface. Caution should be used toprevent excessive applications that remain between snow and ice events.

HILLS, CURVES AND INTERSECTIONS

Because of the higher friction requirements on hills, curves and intersections, many agencies usea higher application rate than on straight sections of highway. On lower level of servicehighways, these are sometimes the only areas that receive treatment. When doing specialtreatment at intersections, it is important to carry the treatment beyond the point where trafficnormally backs up in snow and ice conditions.





BRIDGES AND OTHER ELEVATED STRUCTURES NOT RESTING ON EARTH

In the fall and at other times when there is a rapid, severe decrease in air temperature, elevatedstructures are likely to be colder than adjacent pavement on earth. It is appropriate to increaseapplication rate on these structures so critical dilution will not occur or will occur at about thesame time as the surrounding pavement. Toward spring, when air temperatures are warming,structure temperatures are likely to be warmer than the surrounding pavement. Higherapplication rates are not necessary in this situation.

STRONG CROSSWINDS

When spreading in strong crosswinds, try to keep the spreader upwind of the intended spreadlocation. If the wind is too strong, spreading may not be appropriate.

BANKED OR ELEVATED CURVES

Try to keep the spread pattern on the high side of elevated curves. As the chemical works,chemical brine will migrate over the remainder of the pavement.

CHANGES IN MAINTENANCE JURISDICTION OR LEVEL OF SERVICE

Sometimes where maintenance jurisdiction or mandated level of service changes, there will be adramatic change in the available pavement friction. This is a dangerous condition as it is usuallyunexpected. To alert motorists, appropriate signing or transitioning of the level-of-servicetreatment should be used.

WORST CASE SCENARIOS

The worst cases usually occur when the chemical treatment is quickly overwhelmed (diluted) byexcessive amounts of water or ice. Blizzard conditions (intense snowfall, wind, very coldtemperatures) quickly dilute ice control chemicals and render them virtually useless. If thepavement temperature going into and coming out of a blizzard is expected to be low, thenplowing only is probably the best strategy. After the blizzard, if it is still very cold, use abrasivesas necessary until warmer temperatures will allow chemical deicing to work. If the pavementtemperature throughout and after the blizzard is likely to be fairly warm, a treatment with an icecontrol chemical before or early in the storm followed by plowing only throughout the storm,will make deicing at the end of the storm much quicker.

Rapidly accumulating freezing rain is another maintenance nightmare. The best strategy is toapply solid ice control chemicals, at a high rate, in very narrow bands in the high-side wheel pathof each lane. With luck, there will be a location in each lane that will provide enough friction toallow vehicles to stop and steer. In situations where falling and/or blowing snow make visibilitynear zero, it is a good idea to get snow and ice control vehicles well off the road. Operating inthose conditions is a risk to everyone involved.



6 - Application of Snow and Ice Control Chemicals


TYPICAL SPREAD PATTERNS FOR SNOW AND ICE MATERIALS

Figure 6 illustrates five typical general spread patterns and their use. This should stronglysuggest that identifying spreader settings to achieve these patterns should be part of thecalibration process. It is likely that optimum spread patterns will change before, during, and after

winter weather events as weather and operational conditions are continually changing.Most solid ice control materials spreaders have adjustment capability that will achieve thesepatterns. These include:

Spinner speed This controls how far the material is cast.

Deflectors These limit the cast of the materials. Note:When there is deflector control, increasingspinner speed will not increase cast distance.

Drop location on spinner The bulk of the material discharged will beabout 180 ° from the drop location.

Spinner direction The direction of rotation can be changed byreversing the hydraulic hoses that drive thespinner motor.

Achieving the desired spread patterns is largely a trial and error process. They can be establishedby observing the accumulation of material on the floor of the chemical storage facility. Theyshould be verified by observing the pattern during field operations.





Figure 6 - Spread patterns



6 - Application of Snow and Ice Control Chemicals


GETTING THE APPLICATION RIGHT

Application rates for ice control chemicals are usually specified in pounds-per-lane-mile orkilograms-per-lane-kilometer. Spreaders are usually calibrated to deliver pounds per mile orkilograms per kilometer (the discharge rate). It is important to understand that relationship in

order to be sure the proper application rate is being used. The application rate is the number of pounds or kilograms dispensed per mile or kilometer (the discharge rate) divided by the numberof lanes being treated. The following table demonstrates discharge and application rates.

Table 8 - Discharge Rate and Application Rate

Application Rate: kilograms per lane-kilometer (pounds per lane-mile)

Number of lanes being treated

Discharge Rate:kilograms per

kilometer(pounds per mile) 1 2 3

28 (100) 28 (100) 14 (50) 9 (33)

56 (200) 56 (200) 28 (100) 19 (67)

84 (300) 84 (300) 42 (150) 28 (100)

112 (400) 112 (400) 56 (200) 37 (133)

140 (500) 140 (500) 70 (250) 47 (167)

168 (600) 168 (600) 84 (300) 56 (200)

196 (700) 196 (700) 98 (350) 65 (233)

224 (800) 224 (800) 112 (400) 75 (267)






7 - Snow Plowing and Removal _____________________________________________________________

Removal of accumulations of snow from highways and other transportation facilities by plowingis usually the first step in restoring function. However, if the anti-icing strategy was successfullyemployed, it may be the last step.

SNOW PLOWING PROCEDURES

Snowplow operators use a variety of techniques that depend on highway configuration andenvironmental 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 nothing passes beneath.• On one way (divided) highways, use close echelon plowing (where the plows are close

enough together that traffic cannot pass) to the extent possible in high traffic volumesituations. In lower traffic volume situations, the plow trucks may be spaced further apartto allow for traffic passage.

• 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 visibilityimproves to a reasonably safe distance.

BENCHING AND SHELVING

Benching and shelving are usually accomplished with wing plows. It may be part of apushing back operation to provide additional snow storage, improve sight distance, or widen anexisting 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 pinsmust be removed when performing normal plowing operations.





SNOW REMOVAL

Snow removal operations usually require significant relocation of snow as opposed to simpledisplacement provided by plowing. Snow blowers, large hauling trucks and large wheel loadersare the primary pieces of equipment used for this purpose. Snow blowers can cast snow wellaway from the working location or deposit it into a truck for subsequent disposal. In the highwayenvironment, try to cast snow downwind. This will minimize the snow cloud and make theoperation more visible to motorists. If it is calm, cast the snow into the direction of the prevailingwind. The resulting snow berm will act like snow fence and capture some blowing snow thatwould otherwise reach the highway. When using snow blowers, care must be exercised to avoidinvolvement with non-snow objects. Large loaders can also relocate snow into trucks orelsewhere in the immediate area. This is a slower operation, but it works. Snow melters can becost effective in larger operations with long haul distances.

SAFETY RESTORATION AND CLEANUP OPERATIONS

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

The following list of cleanup operations is in approximate priority order:

1. Snow removal at locations that could melt and run onto the pavement (bankedcurves, superelevated ramps, etc.).

2. Snow removal on bridges (do not cast snow on features below).3. Snow removal in areas of reduced sight distance (intersections, curves,

interchanges, etc.).4. Snow removal around safety features (impact attenuators, guardrail, close median

barriers, etc.). In the case of guardrail and median barriers, resources and logisticsmay only allow removal at “high probability” locations.



7 - Snow Plowing and Removal


5. Removal of accumulated snow that may be causing traffic to use other thanintended 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 atnight.

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

guardrail support. Also rumble strips, curbs, raised pavement markings, burieddelineator 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.




Appendix ISnow and Ice Control Plan

Items to consider in approximate order of importance

I. Communication IssuesA. Internal

1. Police2. Fire3. Other departments (Parks, Sewer,Water, Sanitation, etc.)4. Emergency Medical Services5. Maintenance personnel6. Emergency management team7. Emergency Operations Center8. Radio and other communications procedures

B. External1. Media/public2. Other governmental agencies (resource sharing)3. Emergency contractors and equipment rentals4. Providers of snow removal and other emergency services (public and private)

a. Plowing, spreading and haulingb. Towingc. Shelter and foodd. Utilities

5. Customer complaint follow-up, requests for serviceC. Weather information

1. Sources2. Distribution3. Use

II. Level of service issuesA. General statement of objectivesB. Definition of level of service characteristics

1. Frequency and time periods of treatment2. Type of treatment

a. Chemical treatmentsb. Plow only areasc. Abrasives treatmentd. Seasonal road closure

3. Priority of treatmentsa. Traffic and traffic generation considerationsb. School bus and transit routesc. Medical emergency facility locationsd. School arease. Continuity of governmentf. Hills, curves and intersectionsg. Recurring problem areas





4. Goal pavement conditions at various points in time5. Storm cleanup and safety restoration priorities, procedures, and timing6. Loading and hauling warrants and snow disposal procedures7. Sidewalk, alley and driveway clearing8. How residents can help9. Safety tips10. Budget and resource data11. Disclaimers

III. Legal IssuesA. Street parking

1. Alternate side2. Prohibited seasons/hours3. During snow emergencies and cleanup4. Abandoned vehicles

B. Damage1. Mailboxes2. Turf 3. Other

C. Enforcement proceduresD. Regulations and registrations relating to commercial plowersE. Regulations relative to the relocation of snow and ice from private drives and

sidewalks on to the highway (Highway Law)F. Road closures and detoursG. Vehicle equipment requirements (during certain time and storm periods)

1. Chain control2. Snow tires, radial tires, etc.

IV. Operating proceduresA. Human resource issues

1. Training2. Call-outs3. Overtime/shifts/scheduling4. Temporary personnel5. Union agreement

B. Materials management issues1. Types2. Storage3. Controls4. Environmental responsibility issues (disposal of cleaned-up abrasives and snow,

chemical storage and use, abrasives storage and use, NPDES II requirements, etc.)C. Equipment management issues

1. Inventory2. Outsourcing3. Partnerships4. Inspection/safe operating procedures5. Criteria for “downing” equipment6. Maintenance requirements




a. Pre seasonb. In seasonc. Post season

7. Calibration8. Fueling procedures

D. Strategies and tactics1. Response to various types of storms2. Priority/sequences of treatment3. Treatments provided at various locations

E. Operations1. Specific beats/routes for various storm conditions2. Chemical/abrasives application rates3. Plowing and materials spreading procedures4. Road closure/procedures5. Beat maps6. Known “trouble” or “sensitive” spots7. Post storm safety and drainage restoration priorities, procedures and timing8. Abrasives cleanup, turf repair, etc.9. Loading, hauling and melting of snow: criteria and procedures10. Snow disposal (ordinary and contaminated)11. Non-highway snow and ice control locations and procedures12. Policy of “private” facilities13. “Cooperative” locations and procedures14. Periodic inspection of highways and facilities

F. Reporting and debriefing1. Storm reports2. Storm and seasonal debriefings3. Seasonal/storm resource use reports

V. “Living” document provisionsA. Update requirementsB. Participative procedures

VI. AppendicesA. Copies of local lawsB. Diagrams and maps




Appendix IICalibration Procedure for Solid Chemicals

SPREADER CALIBRATION PROCEDURE Calibration is simply calculating the pounds per mile discharged for each control setting at various travelspeeds by first counting the number of auger or conveyor shaft revolutions per minute, measuring the

weight of salt discharged in one revolution, then multiply the two to obtain discharge per minute, andfinally multiplying the discharge per minute by the time it takes to travel 1 mile. Most spreaders havemultiple gate openings; so you must calibrate for specific gate openings.

Equipment needed:1. Scale to weigh salt 2. Salt collection device3. Marking device4. Watch with second hand

Calibration steps:1. Remove, bypass or turn off the spinner.2. Warm the truck’s hydraulic oil to normal operating temperature with the spreader system running.

3. Put a partial load of salt on the truck.4. Mark the shaft end of auger or conveyor.5. Dump salt on the auger.6. Rev the truck engine to the operating RPM.7. Count the number of shaft revolutions per minute at each spreader control setting and write them

down in Column A on the calibration chart.8. Collect the salt discharged for one revolution, weigh it and deduct the weight of the container. For

greater accuracy, collect salt for several revolutions and divide by that number of revolutions to getthe weight for one revolution. Enter this value in Column B on the chart.

9. To figure the pounds discharged per mile for a given control setting, multiply the number in Column Afor that setting by the number on the same row in Column B, to get the figure for Column C. Multiplythe figure in Column C by the 'Computation Multipliers' (the numbers in parentheses below thespeeds in the calibration chart, which represent the number of minutes it takes to travel one mile atvarious truck speeds). Enter these numbers in their corresponding boxes in the row.

For example: at Control Setting #2, with a shaft RPM of 3, a discharge of 18 lbs. per revolution and aspeed of 20 miles per hour, the computation is: 3 x 18 x 3.00 = 162 pounds per mile.

CALIBRATION OF AUTOMATIC CONTROLSAutomatic controls may be calibrated using the following steps:1. Remove, bypass or turn off the spinner.2. Set the control on a given number.3. Tie a sack or piece of heavy canvas under the spreader discharge area.4. Mark a specific distance, such as 100 or 1000 ft, on a highway or other paved area.5. Drive that distance with the spreader operating.6. Weigh the salt collected.7. Multiply the weight of the salt, in pounds, by 52.8 (if you drove 100 feet) or by 5.28 (if the distance

was 1000 ft.).

The result will be the pounds of salt discharged per mile. The amount will be constant per mileregardless of speed, but calibration must be done for each control setting. Some automatic controlmanufacturers have “simulators” which eliminate the need for on-road calibration.




Appendix IIISample Abrasives Specifications

Abrasives - Snow and Ice Control(delivered to stockpile)

Specification No: 96-01

Date of Issue: July 8, 1996

BIDDERS ARE REQUESTED TO RETAIN THIS SPECIFICATION FOR FUTURE REFERENCE

DIRECT INQUIRIES REGARDING THIS SPECIFICATION TO: Mike Lashmet, TransportationOperations Division (518) 457 5796

SCOPE

This specification covers the material requirements and basis of acceptance for abrasives used to treatsnow and ice on pavements.

MATERIAL REQUIREMENTS

The material for abrasives shall be either natural sand, manufactured sand, iron ore tailings, slag, orlightweight aggregate conforming to the requirements of these specifications. All abrasive materials shallconsist of hard, durable particles that are free from injurious amounts of clay, loam, other deleterioussubstances, or hazardous substances.

Abrasive materials meeting the requirements of these specifications shall be accepted unless the Director,Transportation Operations Division, determines from test results, or service records that (1) the materialcontains sufficient unsound or deleterious material to be harmful, (2) the particles degrade due toweathering in storage, handling, or while in service such that abrasive is ineffective.

CERTIFICATION AND GRADATION ANALYSIS

Bidders are required to submit a current gradation analysis (sample taken within 6 months of bidding) foreach proposed source of supply with their bids. This requirement is waived if the proposed source isnamed on the most current issue of the NYSDOT approved list of sources of fine and coarse aggregatesfor Portland cement concrete sand published by the Materials Bureau of the New York State Departmentof Transportation. Attachment I of the proposal is to be used for recording the gradation test results orindicating the approved NYSDOT source number. The gradation test, if required, may be performed bythe producer, bidder, or an independent testing laboratory as long as it is in conformance with thereferenced NYSDOT test methods. Also, on Attachment I, the bidder is required to certify that thegradation analysis represents the material to be supplied and that sufficient acceptable material isavailable to meet the requirements of the item(s) bid. Bids shall be rejected if certified gradation is not inconformance with the “SPECIFICATION GRADATION” for the location(s) bid. If the certification sheetis not properly executed (completely filled out and signed), the bid shall be declared incomplete.

New York State

Department of Transportation

GROUP SPECIFICATION





INCOMPLETE BIDS

Bidders will have 10 calendar days from the date of issuance of notice by the Department to providemissing gradation information. Failure to provide the requested information within the specified timeperiod shall be cause for rejection of the bid.

GRADATION

The gradation requirements for the various items in this proposal are listed on the gradation sheet of thisspecification. NOTE: The Specification Gradation Sheet is to be used for bidding purposes. The RejectionGradation Sheet will only be used at time of delivery to determine acceptability of the load.

GRADATION ACCEPTANCE

Gradation acceptance of abrasive material shall be based upon the condition that the material meets thespecification requirements. Acceptance shall be determined at the final point of sampling. Depending onthe production operation and the uniformity of delivered material, the final point of acceptance samplingcould be the producer’s stockpile, the producer’s production operation, the producer’s pit or a lot of

delivered material. Depending on the production operation, the Department of Transportation may requirethat exclusive stockpiles be built, tested and approved prior to any delivery. If the delivered materialdeviates from the specification gradation requirements listed under “SPECIFICATION GRADATION”on the attached gradation sheet, an adjusted price may be paid for the material. The adjusted price shall bebased on the average values of at least two samples representing a pit location, lot, stockpile, or process.See “SPECIAL NOTES” section.

SAMPLING

Sampling will be performed by Department personnel or their representatives and will depend on theoperation of the successful low bidder. Where stockpiles exist, the material will be sampled in thestockpiles prior to delivery. Where material is being processed shortly in advance of, or concurrent with

delivery, the process will be sampled. Where the material is unprocessed, specific working areas of thesource will be sampled prior to delivery. All delivered materials are subject to random sampling and/orspecific sampling if a problem is suspected. Sampling methods, locations and point of final acceptancewill be determined by the Department of Transportation.

TESTING METHOD

Gradation tests shall be performed on samples by sieving in conformance with New York StateDepartment of Transportation Materials Bureau Test Methods 703-1P and 703-2P. Moisture content shallbe determined by AASHTO Test Method T-255.



Appendix III - Sample Abrasives Specifications


USE FOR BID ELIGIBILITY

SPECIFICATION GRADATION SHEET*

Percent passing

Gradation Sieve size Specification gradation

A

1 / 2"3 / 8"#4

#50#200

100100

80-1000-180-3

B

1 / 2"3 / 8"#4

#50#200

100100

80-1000-250-5

C

1 / 2"3 / 8"#4

#50#200

100100

80-1000-350-5

* NOTE: The above table is to be used for determining bid eligibility. To be acceptable, the gradationanalysis submitted with the bid must show that the proposed source meets the above specifications.

MOISTURE CONTENT

Abrasives, when delivered, shall have a maximum moisture content of 7.0% as determined by AASHTOTest Method T-255 (Moisture Content of Coarse and Fine Aggregate).

METHOD OF DELIVERY

The bidding unit for abrasives is tons (weight). The method of accounting for delivery involves collectingweight tickets from scales that have been certified by the appropriate Municipal jurisdictions and aresigned by certified weighmasters.

ESTIMATE OF QUANTITIES

Quantities indicated in the Invitation for Bids represent the Department’s best estimate for a normalwinter. The Department reserves the right after award to order 20% more or less than the quantities calledfor in the contract. Notwithstanding the foregoing, the Department may purchase greater or lesserpercentages of contract quantities at the Contractor’s discretion.





DELIVERY SCHEDULES

Delivery schedules shall be approved by the Resident Engineer. The delivery of material shall be not lessthan 200 tons per day and not more than 1,000 tons per day. Deliveries will be accepted between thehours of 7:30 a.m. and 3:00 p.m. unless exceptions are specifically granted by the Resident Engineer.

REJECTED MATERIALS

When materials are rejected, they must be removed by the contractor within ten (10) days of notificationof rejection. Rejected items not removed by the contractor within said (10) days shall be regarded asabandoned by the contractor, and the Department shall have the right to dispose of the items as its ownproperty. The contractor shall promptly reimburse the Department for any and all costs and expensesincurred in effecting removal or disposition.

WEIGHT/VOLUME CONVERSION

Locations (items) where volumetric delivery is acceptable are specifically identified in bid documents.These are where certified scales and weighmasters are not available within a reasonable distance of the

delivery site. In those cases, the weight/volume conversion ratio shall be determined by the ResidentEngineer with assistance from the Regional Materials Group as necessary.

DELIVERY

Bidders must guarantee delivery within 14 calendar days or less after receipt of an order (written orverbal) from the Department. Orders shall not call for deliveries of less than 200 tons, nor more than1,000 tons per day.

SUSPECTED PROBLEMS DURING DELIVERY

If the Resident Engineer, or an authorized representative of the Resident Engineer, as a result of visual

examination, suspects the abrasives being delivered are not within specification limits, they shallimmediately notify the supplier of the nature of the suspected problem(s), (oral followed by writtencommunication). At that point, the supplier will be advised to cease delivery until the Department has hadreasonable opportunity to sample and test the material (3 working days exclusive of the day of notification). If the supplier requests to continue delivering material after notification in writing, theResident Engineer may approve that request in writing. However, the material delivered after notificationmust be kept separate from material delivered prior to notification. The action necessitated by the testresults shall be applicable to the lot of the day of notification and any subsequent lots delivered during thethree working day period allowed for sampling and testing. This methodology shall be utilized anytimeduring the delivery processes when a problem with out-of-specification material is suspected.

SPECIAL NOTES

1. Abrasives are required to be delivered to the specified locations.2. A gradation analysis or April 1995 or NYSDOT Approved Source Number for Portland cement

concrete sand for each source of material is required to be submitted with your bid. The gradationanalysis shall be current (sample within 6 months of bid) and represent the material to besupplied. To be acceptable, the gradation analysis must show that the proposed source meets theSPECIFICATION GRADATION. The bidder is required to certify that sufficient acceptablematerial is available to satisfy the contract requirements. Failure to submit the properly executed



Appendix III - Sample Abrasives Specifications


3. certification with the bid shall result in the bid being declared incomplete.The gradation test method requires that the -#200 material be determined by wet washing theentire sample on the #200 sieve. The remaining gradation analysis is performed on the driedmaterial that was retained on the #200 sieve during wet washing.

4. There is a price penalty for out-of-gradation delivered material that falls outside theSPECIFICATION GRADATION but within the REJECTION GRADATION. Delivered material

that has a moisture content between 7.01% and 9.99% may be accepted with a price penalty if theResident Engineer elects not to reject the material. Payment will not be made for deliveredmaterial that is outside the rejection gradation or has moisture content greater than 9.99%.Rejected materials that are not removed within 10 days of mailing of written notification of rejection will become the property of the State.

5. Sampling locations and procedures shall be determined by the Department of Transportation andwill depend on the operation of the successful low bidder. The Department of Transportation mayrequire that exclusive stockpiles be built, tested and approved prior to any delivery.

6. There may be different gradation requirements among the delivery locations listed in any biddocuments. This is a result of the Department trying to obtain the best available material. Ingeneral, abrasives having smaller amounts of particles passing the #50 and #200 sieves providebetter ice control and work better in our equipment.

7. In order to discourage repeated deliveries of deficient abrasives (material delivered that fallsoutside the SPECIFICATION GRADATION, but within the REJECTION GRADATION), theContractor and the material source operator may be issued a notice of deficiency by theDepartment when circumstances warrant such. Once put on notice, a second delivery of suchdeficient material within an 18 month period may result in the Contractor and the source beingdeclared ineligible to furnish abrasives to the Department during the next abrasives contractperiod.




Appendix IV

Application Rates for Salt Source: The Snowfighter’s Handbook, Salt Institute

The following chart is a guideline to combat various types of storms. Local conditions andpolicies will be the final determining factor.

Condition 1Temperature: Near 30

Precipitation: Snow, sleet or freezing rainRoad surface: Wet

If snow or sleet, apply salt at 500 pounds pertwo-lane mile. If snow or sleet continues andaccumulates, plow and salt simultaneously. If freezing rain, apply salt at 200 pounds pertwo-lane mile. If rain continues to freeze, reapplysalt at 200 pounds per two-lane mile. Consider anti-icing procedures.

Condition 2Temperature: Below 30 or falling

Precipitation: Snow, sleet or freezing rainRoad surface: Wet or sticky

Apply salt at 300-800 pounds per two-lane mile,depending on accumulation rate. As snowfallcontinues and accumulates, plow and repeat saltapplication. If freezing rain, apply salt at 200-400pounds per two-lane mile. Consider anti-icing andde-icing procedures as warranted.

Condition 3Temperature: Below 20 and falling

Precipitation: Dry snowRoad surface: Dry

Plow as soon as possible. Do not apply salt.Continue to plow and patrol to check for wet,packed or icy spots and treat them with heavy saltapplications.

Condition 4Temperature: Below 20

Precipitation: Snow, sleet or freezing rain Road surface: Wet

Apply salt at 600-800 pounds per two-lane mile, asrequired. If snow or sleet continues andaccumulates, plow and salt simultaneously. If temperature starts to rise, apply salt at 500-600pounds per two-lane mile, wait for salt to reactbefore plowing. Continue until safe pavement isobtained.

Condition 5Temperature: Below 10

Precipitation: Snow or freezing rain Road surface: Accumulation of packed

snow or ice

Apply salt at rate of 800 pounds per two-lane mileor salt-treated abrasives at rate of 1500-2000pounds per two-lane mile. When snow or icebecomes mealy or slushy, plow. Repeat application

and plowing as necessary.

Note: The light, 200 pound application called for in Conditions 1 and 2 must be repeated oftenfor the duration of the condition.




Appendix VOperations Guide for Maintenance Field Personnel

Source: Manual of Practice for an Effective Anti-icing Program: A Guide for Winter Maintenance Personnel FHWA/USDOT

C.1 Introduction

This appendix is a guide to highway anti-icing operations for maintenance field personnel. Itspurpose is to suggest maintenance actions for preventing the formation or development of packed and bonded snow or bonded ice during a variety of winter weather events. It is intendedto complement the decision-making and management practices of a systematic anti-icingprogram so that roads can be efficiently maintained in the best possible condition.

The guidance is based upon the results of four years of anti-icing field testing conducted by 15State highway agencies and supported by the Strategic Highway Research Program (SHRP) andthe Federal Highway Administration (FHWA). It has been augmented with practices developedoutside the U.S., where necessary for completeness. The recommendations are subject to

refinement as U.S. highway agencies gain additional experience with anti-icing operations. Finaldecisions for implementation rests with management personnel.

C.2 Guidance for Anti-Icing Operations

Guidance for anti-icing operations is presented in Tables 9-14 for six distinctive winter weatherevents. The six events are:

• Light snow storm• Light snow storm with period(s) of moderate or heavy snow• Moderate or heavy snow storm• Frost or black ice• Freezing rain storm• Sleet storm

The tables suggest the appropriate maintenance action to take during an initial or subsequent(follow-up) anti-icing operation for a given precipitation or icing event. Each action is definedfor a range of pavement temperatures and an associated temperature trend. For some events theoperation is dependent not only on the pavement temperature and trend, but also upon thepavement surface or the traffic condition at the time of the action. Most of the maintenanceactions involve the application of a chemical in either a dry solid, liquid, or prewetted solid form.Application rates (“spread rates”) are given for each chemical form where appropriate. These aresuggested values and should be adjusted, if necessary to achieve increased effectiveness of efficiency, for local conditions. The rates given for liquid chemicals are equivalent to drychemical rates. Application rates in volumetric units such as L/lane-km (or gal/lane-mile) mustbe calculated from these dry chemical rates for each chemical and concentration.

Comments and notes are given in each table where appropriate to further guide the maintenancefield personnel in their anti-icing operations.



T a b l e 9 - W e a t h e r e v e n t : l i g h t s n o w s

t o r m

I N I T I A L O P E R A T I O N

S U B S E Q U E N T O P E R A T I O N S

D r y c h e m i c a l s p r e a d

r a t e , k g / l a n e - k m

( l b / l a n e - m

i l e )

D r y c h e m

i c a l s p r e a d


( l b / l a n e - m i )

P A V E M E N T

T E M P E R A T U R E

R A N G E

, A N D

T R E N D

P a v e m

e n t

s u r f a c e a t

t i m e

o f

i n i t i a l

o p e r a t i o n

M a i n t e n a n c e

a c t i o n

L i q u i d

S o l i d o r

p r e w e t t e d

s o l i d


a c t i o n

L i q u i d

S o l i d o r

p r e w e t t e d

s o l i d

C o m m e n t s

A b o v e 0 ° C ( 3 2 ° F ) ,

s t e a d y o r r i s i n g

D r y , w e t ,

s l u s h , o r

l i g h t

s n o w c o v e r

N o n e , s e e

c o m m e n t s

N o n e , s e e

c o m m e n t s

1 ) M o n i t o r p a v e m e n

t t e m p e r a t u r e c l o s e l y

f o r d r o p s t o w a r d 0

° C ( 3 2 ° F ) a n d

b e l o w .

2 ) T r e a t i c y p a t c h e s

i f n e e d e d w

i t h

c h e m i c a l a t 2 8 k g / l a n e - k m ( 1 0 0 l b / l a n e -

m i l e ) ; p l o w i f n e e d e d .

D r y

A p p l y

l i q u i d o r

p r e w e t t e d s o l i d

c h e m i c a l

2 8 ( 1 0 0 )

2 8 ( 1 0 0 )

2 8 ( 1 0 0 )

2 8 ( 1 0 0 )

A b o v e 0 ° C

( 3 2 ° F ) ,

0 ° C ( 3 2 ° F ) o r

b e l o w

i s i m m

i n e n t ;

A L S O

- 7 t o 0 ° C

( 2 0 t o 3 2 ° F ) ,

r e m a i n i n g

i n r a n g e

W e t , s

l u s h ,

o r l i g h t s n o w

c o v e r

A p p l y

l i q u i d o r

s o l i d c h e m

i c a l

2 8 ( 1 0 0 )

2 8 ( 1 0 0 )

P l o w a s n e e d e d ;

r e a p p l y l i q u i d o r

s o l i d c h e m

i c a l

w h e n n e e d e d

1 ) A p p l i c a t i o n s w

i l l n e e d

t o b e m o r e

f r e q u e n t a t l o w e r

t e m p e r a t u r e s a n d

h i g h e r s n o w

f a l l r a t e s .

2 ) I t i s n o t a d v i s a b l e

t o a p p l y a

l i q u i d

c h e m i c a l a t t h e i n d i c a t e d s p r e a d r a t e

w h e n t h e p a v e m e n t t e m p e r a t u r e

d r o p s

b e l o w - 5 ° C

( 2 3 ° F ) .

3 ) D o n o t a p p l y

l i q u i d c h e m

i c a l o n t o h e a v y

s n o w a c c u m u l a t i o n o r p a c k e d s n o w .

- 1 0 t o - 7 ° C

( 1 5 t o 2 0 ° F ) ,

r e m a i n i n g

i n r a n g e

D r y , w e t ,

s l u s h , o r

l i g h t

s n o w c o v e r

A p p l y p r e w e t t e d

s o l i d c h e m

i c a l

5 5 ( 2 0 0 )

P l o w a s n e e d e d ;

r e a p p l y

p r e w e t t e d

c h e m i c a l w h e n

n e e d e d

5 5 ( 2 0 0 )

I f s u f f i c i e n t m o i s t u r e

i s p r e s e n t , s o l i d

c h e m i c a l w i t h o u t p r e w

e t t i n g c a n

b e a p p l i e d .

B e l o w - 1 0 ° C

( 1 5 ° ) ,

s t e a d y o r

f a l l i n g

D r y o r

l i g h t

s n o w c o v e r

P l o w a s n e e d e d


1 ) I t i s n o t r e c o m m e n d e d

t h a t c h e m i c a l s

b e a p p l i e d

i n t h i s t e m p e r a t u r e r a n g e .

2 ) A b r a s i v e s c a n

b e a p p l i e d

t o e n h a n c e

t r a c t i o n .

N o

t e s :

C h e m i c a l A p p l i c a t i o

n s ( 1 ) T i m e

i n i t i a l a n d s u b s e q u e n t c h e m

i c a l a p p l i c a t i o n s t o p r e v e n

t d e t e r i o r a t i n g c o n d i t i o n s o r d e v e l o p m e n t o f p a c k e d a n d

b o n d e d

s n o w . ( 2 ) A

p p l y c h e m

i c a l a h e a d o f t r a f f i c r u s h p e r i o d s o c c u r r i n g d u r i n g s t o r m . P

l o w i n g - I f n e e d e d , p

l o w b e

f o r e c h e m

i c a l a p p l i c a t i o n s s o

t h a t e x c e s s s n o w , s l u s h ,

o r i c e i s r e m o v e d a n d p a v e m

e n t i s w e t , s l u s h y , o r l i g h t l y s n o w c o v e r e d w

h e n t r e a t e d .











T a b l e 1 3 - W e a t h e r e v e n t : f r e e z i n g r a i n s t o r m



P A V E M E N T


R A N G E

, A N D

T R E N D


a c t i o n

C h e m i c a l s p r e a d


( l b / l a n e - m i l e )


a c t i o n



( l b / l a n e - m

i )

C o m m e n

t s

A b o v e 0 ° C ( 3 2 ° F ) ,


N o n e , s e e

c o m m e n t s

N o n e , s e e c o m m e n t s

1 ) M o n i t o r p a v e m e n t t e m p e r a

t u r e c l o s e l y

f o r d r o p s

t o w a r d

0 ° C ( 3 2 ° F ) a n d

b e l o w .

2 ) T r e a t i c y p a t c h e s

i f n e e d e d w

i t h p r e w e t t e d s o l i d

c h e m i c a l a t 2 1 -

2 8 k g / l a n e - k m

( 7 5 -

1 0 0 l b / l a n e - m i . )

A b o v e 0 ° C ( 3 2 ° F ) ,

0 ° C ( 3 2 ° F ) o r

b e l o w i s

i m m

i n e n t

A

p p l y p r e w e t t e d

s o l i d c h e m

i c a l

2 1 -

2 8

( 7 5 -

1 0 0 )

R e a p p l y p r e w e t t e d

s o l i d c h e m

i c a l a s

n e e d e d

2 1 - 2 8

( 7 5 - 1 0

0 )

M o n i t o r p a v e m e n t t e m p e r a t u r e

a n d p r e c i p i t a t i o n

c l o s e l y .

- 7 t o 0 ° C ( 2 0 t o 3 2 ° F ) ,

r e m a i n i n g

i n r a n g e

A


s o l i d c h e m

i c a l

2 1 -

7 0

( 7 5 -

2 5 0 )


s o l i d c h e m

i c a l a s

n e e d e d

2 1 - 7 0

( 7 5 - 2 5

0 )


t u r e a n d p r e c i p i t a t i o n

c l o s e l y .

2 ) I n c r e a s e s p r e a d r a t e

t o w a r d h i g h e r

i n d i c a t e d r a

t e

w i t h d e c r e a s e i n p a v e m e n t

t e m p e r a t u r e o r

i n c r e a s e i n i n t e n s i t y o f f r e e z i n g r a i n f a l l .

3 ) D e c r e a s e s p r e a d r a t e

t o w a r d

l o w e r


t e

w i t h i n c r e a s e i n p a v e m e n t


d e c r e a s e i n i n t e n s i t y o f f r e e z i n g r a i n f a l l .

- 1 0 t o - 7 ° C

( 1 5 t o 2 0 ° F ) ,

r e m a i n i n g

i n r a n g e

A


s o l i d c h e m

i c a l

7 0 -

1 1 0

( 2 5 0 -

4 0 0 )


s o l i d c h e m

i c a l a s

n e e d e d

7 0 - 1 1

0

( 2 5 0 - 4 0

0 )

1 ) M o n i t o r p r e c i p i t a t i o n c l o s e l y .




t e

w i t h i n c r e a s e i n i n t e n s i t y o f f r e e z i n g r a i n f a l l .


t o w a r d

l o w e r


t e

w i t h d e c r e a s e i n i n t e n s i t y o f f r e e z i n g r a i n f a l l .

B e l o w - 1 0 ° C

( 1 5 ° F ) ,

s t e a d y o r

f a l l i n g

A p p l y a b r a s i v e s

A p p l y a b r a s i v e s a s

n e e d e d

I t i s n o t r e c o m m e n d e d

t h a t c h e m

i c a l s b e a p p l i e d

i n

t h i s t e m p e r a t u r e r a n g e .

N o

t e s :


n s : ( 1 ) T i m e



t g l a z e i c e c o n d i t i o n s .

( 2 ) A p p l y c h e m

i c a l a h e a d

o f t r a f f i c r u s h

p e r i o d s o c c u r r i n g

d u r i n g s t o r m .





T a b l e 1 4

- W e a t h e r e v e n t : s l e e t s t o r m



P A V E M E N T


R A N G E

, A N D

T R E N D


a c t i o n



( l b / l a n e - m i l e )


a c t i o n



( l b / l a n e - m

i )

C o m m e n t s

A b o v e 0 ° C ( 3 2 ° F ) ,


N o n e , s e e

c o m m e n t s

N o n e , s e e c o m m e n t s

1 ) M o n i t o r p a v e m e n t

t e m p e r a t u r e c l o s e l y

f o r d r o p s

t o w a r d

0 ° C ( 3 2 ° F ) a n d

b e l o w .

2 ) T r e a t

i c y p a t c h e s

i f n e e d e

d w

i t h p r e w e t t e d s o l i d

c h e m i c a l a t 3 5 k g / l a n e - k m ( 1 2 5 l b / l a n e - m i . )

A b o v e 0 ° C ( 3 2 ° F ) ,

0 ° C ( 3 2 ° F )

o r b e l o w i s i m m

i n e n t

A p p l y p r e w e t t e d s o l i d

c h e m i c a l

3 5 ( 1 2 5 )

P l o w a s n e e d e d ,

r e a p p l y p r e w e t t e d

s o l i d c h e m

i c a l w h e n

n e e d e d

3 5 ( 1 2 5 )

M o n i t o r p a v e m e n t t e m p e r a t u r e

a n d p r e c i p i t a t i o n

c l o s e l y .

- 2 t o 0 ° C

( 2 8 t o 3 2 ° F ) ,

r e m a i n i n g

i n r a n g e


c h e m i c a l

3 5 -

9 0

( 1 2 5 -

3 2 5 )



s o l i d c h e m

i c a l w h e n

n e e d e d

3 5 - 9

0

( 1 2 5 - 3

2 5 )


t u r e a n d p r e c i p i t a t i o n

c l o s e l y .




t e

w i t h i n c r e a s e i n s l e e t i n t e n s i t y .


t o w a r d

l o w e r


t e

w i t h d e c r e a s e i n s l e e t i n t e n s i t y .

- 1 0 t o - 2 ° C

( 1 5 t o 2 8 ° F ) ,

r e m a i n i n g

i n r a n g e


c h e m i c a l

7 0 -

1 1 0

( 2 5 0 -

4 0 0 )



s o l i d c h e m

i c a l w h e n

n e e d e d

7 0 - 1 1

0

( 2 5 0 - 4

0 0 )

1 ) M o n i t o r p r e c i p i t a t i o n c l o s e

l y .




t e

w i t h d e c r e a s e i n p a v e m e n t


i n c r e a s e i n s l e e t i n t e n s i t y .


t o w a r d

l o w e r


t e

w i t h i n c r e a s e i n p a v e m e n t


d e c r e a s e i n s l e e t i n t e n s i t y .

B e l o w - 1 0 ° C

( 1 5 ° F ) ,

s t e a d y o r

f a l l i n g



1 ) I t i s n o t r e c o m m e n d e d

t h a t c h e m

i c a l s b e a p p l i e d

i n t h i s t e m p e r a t u r e r a n g e .

2 ) A b r a s i v e s c a n

b e a p p l i e d t o e n h a n c e

t r a c t i o n .

N o

t e s :


n s : ( 1 ) T i m e



t t h e s l e e

t f r o m b o n d i n g t o t h e p a v e m e n t .

( 2 ) A p p l y c h e m

i c a l a h e a d

o f t r a f f i c r u s h p e r i o d s o c c u r r

i n g d u r i n g s t o r m .


Appendix V - Operations for Maintenance Field Personnel




Appendix VIResources

Publications

1. Ketcham, Stephen A.; Minsk, L. David; Blackburn, Robert R.; Fleege, Ed J., “ Manual of Practice for an Effective Anti-icing Program: A Guide for Winter MaintenancePersonnel ,” Publication No. FHWA-RD-95-202, Federal Highway Administration, U.S.Department of Transportation, June 1996.

2. “The Snowfighter’s Handbook ,” The Salt Institute, Alexandria, VA , 1991.3. Boselly, S.E., and Ernst, D., “ Road Weather Information Systems, Volume 2,

Implementation Guide ,” Report No. SHRP-H-351, Strategic Highway Research Program,National Research Council, Washington, DC, 1993.

4. Special Report 235, “ Highway Deicing - Comparing Salt and Calcium Magnesium Acetate ,” Transportation Research Board, National Research Council, Washington, DC,1991.

5. Transportation Research Record 1157, “ Deicing Chemicals and Snow Control ,”Transportation Research Board, National Research Council, Washington, DC, 1988.6. “Snow and Ice Control - A Best Practices Review ,” Office of the Legislative Auditor,

State of Minnesota, Saint Paul, MN, May 1995.7. “ Highway Maintenance Guidelines - Snow and Ice Control ,” New York State

Department of Transportation, Albany, NY, December 1993.8. Migletz, L.; Graham, J.L,; and Blackburn, R.R., “ Safety Restoration During Snow

Removal - Guidelines ,” Publication No. FHWA-TS-90-036, Federal HighwayAdministration, U.S. Department of Transportation, McLean, Virginia, February 1991.

9. Kuemmel, David E., “ Synthesis of Highway Practice 207 - Managing Roadway Snowand Ice Control Operations ,” National Cooperative Highway Research Program,

Transportation Research Board, National Research Council, Washington, DC, 1994.10. Minsk, L. David, “ Snow and Ice Control for Transportation Facilities ,” McGraw-Hill, 1998.11. “Guide for Snow and Ice Control ,” American Association of State Highway Officials, 1999.12. “Powers and Duties of Local Highway Officials ,” Cornell Local Roads Program,

Publication No. CLRP 97-6.13. “Snow and Ice Control ,” Wisconsin LTAP Center, Don Walker, 1999.14. NCHRP Report 526 “ Guidelines for Snow and Ice Control: Materials and Methods ,” 2004

Videos

The following videos are available from the Cornell Local Roads Program for a two week free loan:

Anti-Icing for Maintenance Personnel , CRREL/FHWA (13 minutes) Cold Weather Starting and Operation , Caterpillar (24 minutes)

Effective Snow Fences , Strategic Highway Research Program (21 minutes) Evaluation Procedures for Deicing Chemicals , FHWA-HTA-11 (19 minutes)





Freeze-thaw Testing , SHRP (25 minutes)Frost Action in Soils , CRREL (15 minutes)

New Generation of Snow and Ice Control , Iowa DOT (7 minutes)Plows of the Future , NACE/Jorgensen and Associates, Inc. (8 minutes)Safety Restoration During Snow Removal Guidelines , USDOT/FHWA (25 minutes)Salt - the Sensible Deicer , Salt Institute (15 minutes)Snow and Ice Control , Utah DOT (12 minutes)Snowfighting From A to Z , Salt Institute (73 minutes)Snowplow Safety , FLI Learning Systems, Inc. (23 minutes)Snowplow Safety: Parking Lots , NSC/FLI Learning Systems, Inc. (19 minutes)Snow Removal Techniques - Plowing Tips from the Pros , VISTA/Start Smart Training (23

minutes)Staying Ahead of the Storm , Jorgensen and Associates, Inc. (21 minutes)The Snowfighters , Salt Institute (24 minutes)Using Snow Plow on Motorgraders , FHWA-HTA-11 (16 minutes)Weather and Loads: The Effect They Have on Roads , Minnesota LRRB/MNDOT (15

minutes)Wetted Salt , Dow Chemical Company (20 minutes)What is Anti-Icing? , CRREL/FHWA (9 minutes)White Gold , New England APWA/New Hampshire University (20 minutes)

Internet sites (accurate as of August 2006)

AccuWeather:accuweather.com

CNN Weather:www.cnn.com/weather

National Weather Service:www.nws.noaa.govNew York State Emergency Management Office:

www.semo.state.ny.usThe Salt Institute:

www.saltinstitute.orgTransportation Research Board:

gulliver.trb.orgWinter storms fact sheet:

www.fema.gov/areyouready/winter.shtm




Appendix VIITown of Niles Intermunicipal Agreement

RD #2, Box 283, New Hope RoadMoravia, NY 13118

(315) 497-0066 fax (315) 497-0066Highway Dept. (315) 497-2606

INTERMUNICIPAL AGREEMENTMUTUAL SHARING PLAN UNDER ARTICLE 5G OF THE MUNICIPAL LAW

Between: Town of Niles

_____________________________________

WHEREAS, the undersigned are municipalities in the County of Cayuga in the State of New York and execute this agreement after approval by resolution of each respective governing board; and

WHEREAS, each municipality has a highway/road department capable of assisting the other; and

WHEREAS, this is a Mutual Sharing Plan pursuant to Article 5G of the General Municipal Law andis further an intermunicipal agreement as sanctioned by said Article; Now, therefore, in consideration of the mutual promises herein contained, it is agreed as follows:

1. The highway/road department of each undersigned municipality including its equipment andpersonnel may be directed by its Superintendent/Department Head/Supervisor/Mayor to assist theother undersigned municipality on request from that other municipality. The HighwaySuperintendent/Department Head involved shall keep a record of the time spent by personnel andequipment and the receiving municipality shall in turn assist the municipality initially helping it.In other words, each department shall help the other to an equal extent so that no money needpass to pay for the services or equipment. Services and equipment use will be compensated for onan in kind basis only unless a signed and dated schedule of agreed costs is appended to thisagreement. Any such schedule has to have prior approval of the respective governing boardswhich shall be noted on the schedule.

2. Either party may terminate this agreement on 90 days written notice sent certified mail to all of the officers signing below or their successors with another copy to the clerk of the municipality.If a termination notice is sent, the municipality which owes the other shall endeavor to make upwhat is owed by the end of the 90-day period or as soon thereafter as possible.

3. The municipality requesting assistance of the other municipality pursuant to this mutual sharingplan shall not be liable and responsible to the assisting municipality for any loss or damage toequipment employed in provision of such requested help.





4. Each municipality shall be liable for salaries and other compensation due to their own employeesfor the time the employees are undertaking the service pursuant to this mutual sharing plan.

5. The requesting municipality shall have the sole responsibility for any and all prerequisites for anyproject which is the subject of work pursuant to this agreement, including all statutory orregulatory requirements pertaining to environmental matters.

6. This resolution was adopted, as written, by the Town of Niles Town Board at the regular monthlymeeting on March 14 th of 1996.

Town of Niles

________________________________Supervisor

________________________________Highway Superintendent

____________________Date

Cooperating with:

_______________________________

_______________________________Supervisor/Mayor

_______________________________Highway/Road Superintendent

________________________Date





O p e r a t o r ’ s

D a i l y

R e p o r t

S t a r t t i m e

E n d

t i m e

S u p .

N o .

O p e r a t o r ’ s n a m e

D a t e

O r g

A s s i s t a n t ’ s n a m e

T a s k

A c c o m p l i s h m

e n t s

H o u r s

J o b

C o d e

D e s c r i p t i o n

A m o u n t

( O d o m e t e r )

A m o u n

t

( S p r e a d e r )

U n i t

R e g u l a r

O v e r

t i m e

W o r k

o r d e r

L o a d

p o i n t

B e a t

O p e r

c o d e

J 0 1

O P P

m i l e s

J 0 2

O P P

m i l e s

J 3 5

T P P

m i l e s

J 3 6

S P O T - O

P P

m i l e s

S P O T - T P

P

m i l e s

M a t e r i a l

E q u i p m e n t

J o b

C o d e


A m o u n t

U n i t

J o b

C o d e


I D n o

H o u r s

M 1 0

T o n s

B 2 3

L a r g e

d u m p

t r u c k

M 1 5

G a l l o n s

H 9 1

H o p p e r s p r e a d e r

M 2 2

G a l l o n s

E 3 1

F r o n t e n d

l o a d e r

M 2 5

G a l l o n s

D 8 3

S e l f p r o p e l l e d

M 3 0

G a l l o n s

M 5 0

T o n s

O d o m e t e r r e a d i n g

T o n s

S p r e a d e r -

J m

i l e s

S a l t

S a n d

S a l t

S a n d

E n d i n g

E n d i n g

E n d i n g

B e g i n n i n g

B e g i n n i n g

B e g i n n i n g

T o t a l m i l e s

T o t a l

T o t a l m

i l e s





S u p e r v i s o r ’ s

R e p o r t

A L B A N Y C O U N T Y

R e p o r t i n g

d a t e

R e p o r t i n g p e r i o d

____

/____ /____

0 0 : 0 1

___ /___

/___

t o 2 4 : 0 0

___ /___ /___

T y p e o f e v e n t

a n d a c c u m u l a t i o n

P r e s e n t r o a d c o n d i t i o n s

( P u t c h e c k m a r k

i n c o l u m n )

E v e n t

S h o p

( A )

T y p e

( B )

A m o u n t

a c c u m .

( C )

S n o w

c o v e r

( D )

S l u s h

( E )

I c y / p a c k

( F ) W e t

( G )

D r y

( H )

T i m e

s t a r t

( I ) T i m e

e n d e d

( J )

A d d i t i o n a l

d u r a t i o n

e x p e c t e d

# o f

t r u c k s

u s e d

# o f

h o u r s

c o v e r e d

V ’ V i l l e

A M

P M

N ’ W a y

A M

P M

C O M M E N T S :

R o a d c l o s u r e s -

S i g n i f i c a n t h a r d p a c k -

O t h e r s i t u a t i o n s i m p a c t i n g

t r a f f i c -

T r u c k s d o w n -


Appendix VIII - Sample Reports



T A P E R L O G

R o a d

H

i g h w a y

1 2 3

S e r v i c e

L e v e l G o a l

A

S t a r t d a t e

1 - 1 5

E n d

d a t e

T a

T

A

P

E

R

A l t e r n a t i v e N o t e s

1 : 0 0 A M

3 4 F

1 C

1 5

3 5

3 0 % C a C l

3 ” f c s t

7 . 6 c m

5 : 0 0 A M

3 2 F

0 C

0

0

3 0 % C a C l

T r a c e

T r a c e

A

1 0 : 0 0 A M

2 8 F

- 2 C

2 0

4 7

3 0 % C a C l

1 . 5 ”

3 . 9 c m

E

1 2 : 3 0 P M

2 6 F

- 4 C

1 5

3 5

3 0 % C a C l

. 5 ”

1 . 2 c m

C

P r e t r e a t - 3 ” ( 7 .

6 c m

) s n o w , l o w

2 6 F ( - 4 C )

f o r e c a s t e d

T h e 1 2 : 3 0 P M e n t r y

i n t h e T A P E R l o g

d o c u m e n t e d a s e r v i c e

l e v e l o f “ C

” . T h e t o t a l

a p p l i c a t i o n s o f 3 5

G P L M ( 8 2 L P L k m ) d i d n o t

m e e t t h e s e r v i c e g o a l w

i t h 2 ” ( 5

. 1 c m

) o f s n o w a t

2 6 ( - 4 ) d e g r e e s . A n a p p l i c a t i o n o f 1 5

G P L M ( 3 5

L P L k m ) w a s m a d e .

C o l u m n

C o d e s

T a =

T i m e o f a p p l i c a t i o n

T =

L o w t e m p e r a t u r e s i n c e

l a s t a p p l i c a t i o n

A =

A p p l i c a t i o n r a t e - G a l l o n s / l a n e m

i l e ( G P L M )

L i t e r s p e r l a n e

k i l o m e t e r

P =

P r o d u c t u s e d

E =

E v e n t

R =

R e s u l t s

S e r v i c e

l e v e l c o d e s - G o a l s

A =

B a r e / b a r e a n d w e t p a v e m e n t

C =

B a r e / b a r e a n d w e t t r a c k s

E =

I c e o r c o m p a c t s n o w a n d i c e





S n o w a n d

I c e T i c k e t s

T o w n o f H e n r i e t t a

C o d e s

T i c k e t N o

___________

T o w n

I D

____________

M a t e r i a l s

D a t e

____________

S a l t

R o u t e

N o

____________

S a l t / s a n d

E q u i p m e n t N o

____________

S a l t / C a l c i u m

C h l o r i d e

W o r k c o d e

____________

S a l t / M a g i c

P r i n t c o d e

____________

S a l t / I c e

B a n

T e m p

( p v m n t )

____________

S a l t / M

i s c .

C o m m e n t s :_

_______________________

S t a t e R o u t e

# s

C o u n t y

R o u t e

# s

______

_______________________________

M i s c - L a b o r

& e q u i p m e n

t : S t a t e %

___

C o u n t y

%___

T o w n %

___

M i s c - M a t e r i a l s :

S t a t e %

___

C o u n t y

%___

T o w n %

___

S t a r t m i l e a g e :

S t o p m

i l e a g e :

T r i p m

i l e s :

____________

___________

_________

S a n d e r c o u n t e r : ( s t a r t r e a

d i n g )__________

( e n d r e a d i n g )_

________

M i l e s m a t e r i a l s a p p l i e d :

__________

T o n s o f m a t e r i a l :_

__________

E m p l

N o

S t a r t

t i m e

S t o p

t i m e

R e g

H r s

O T H r s

R e g

s h i f t

O p e r a t o r

W i n g

____________________________

___________________________

O p e r a t o r

A p p r o v a l

6 7 . 0 P l o w i n g

6 8 . 1 R e m o v e

i c e , p a v e m e n t

6 8 . 2 R e m o v e s n o w ,

R O W

6 9 . 1 I c e c o n d . , a b r a s

i v e s

6 9 . 2 I c e c o n d . , c h e m

i c a l s

7 0 . 0 S n o w

f e n c e

8 0 D D i s p a t c h i n g

8 0 P P a t r o l l i n g

8 0 C C l e r i c a l / A d m i n i s t r a t i o n

8 0 S S w e e p i n g

T o w n

N o . 1 6

R o u

t e 1 ( W e s t s i d e

)

T e m p e r a t u r e :_

_________

D a y :

S M T W

T h F S

W e a t h e r c o n d i t i o n :

_________________________________________

M i l e a g e I n

______________________

D a t e

____________________

M i l e a g e O u t_

____________________

T r u c k #

__________________

T i m e

O u t_

_________________

T i m e

I n__________________

D r i v e r_

____________________

H e l p e r_

__________________

S t a t e R o a d s

M i l e s

P l o w i n g

S a l t

C a l c i u m

R o u t e

1 5

5 . 6 8

R o u t e

2 5 1

3 . 2 7

8 . 9 5

T o t a l s

C o u n t y

R o a d s

E a s t R

i v e r R o a d

6 . 0 1

R - H

T o w n

L i n e R o a

d

2 . 0 7

R u s h

W . R

u s h R o a d

2 . 0 0

1 0 . 0 8

T o t a l s

T o w n

R o a d s

B i o n d o C o u r t

0 . 2 0

C h a p m a n

R o a d

0 . 3 2

C r e e k s i d e

D r i v e

0 . 0 9

D e l i a

T r a i l

0 . 1 0

0 . 7 1

T o t a l s

T o t a l s a l t u s e d ( t o n s ) :_

____________________

T o t a l c a l c i u m u s e d

( g a l . ) :__________________


Appendix VIII - Sample Reports




Appendix IXDraft On-the-Job Training Checklist

Mandatory Training for New Highway Maintenance Personnel Snow and Ice Control

Full timeEmployee Name _______________________ Title ________________________ Part time

On loan

Topic Supv. InitialsSeat belts ___________ Personal protective equipment (hard hat, vest, etc.) ___________ Safety gear and stowage (flags, flares, fire extinguishers, tools, etc.) ___________ Cold weather hazards and clothing ___________ First aid ___________ Allowable personal items ___________ Radio and communication procedures ___________ In-cab controls (gauges, switches, etc.) ___________

Mounting and dismounting equipment ___________ Awareness of and policy towards obstacles, stranded vehicles, and traffic ___________ Turning and parking ___________ Highway markings (snow stakes, delineators, etc.) ___________ Coordination, operator/wing person ___________ Hopper loading ___________ Pre-op check (forms) ___________

Engine compartment (fluid levels, belts, air cleaner, etc.) ___________ Safety (tires, lights, mirrors, wipers) ___________ Operational - engine, brakes, air and hydraulic systems ___________

Review of plow/spread route(s) ___________ Tire chains ___________ Safe backing ___________

Turning procedures and U-turn policy ___________ Plow operation, procedures, installation and removal ___________ Wing mounting, inspection, and use ___________ Spreader controls ___________ Hopper installation and inspection, tailgate removal ___________ Plow and hopper stowage ___________ Chemical and abrasives application procedures ___________ Liquid chemical tank filling and use ___________ Loader starting and operation ___________ Stockpile maintenance ___________ Record keeping requirements ___________ Call-out procedures ___________ Personnel rules, including substance use and abuse ___________

Use “N/A” in place of initials for those topics that do not apply.

Employee _______________________________________ ___________

Supervisor _______________________________________ ___________

Superintendent _______________________________________ ___________




Appendix XTraining Topics

Training Topics for Operators

I Pre-season preparationA. Equipment operational checkoutB. Equipment familiarizationC. Fundamental snow and ice control concepts and impactD. Route and stockpile familiarization

II. Safety policiesA. Yard safetyB. BackingC. Materials loading and handlingD. Safety equipment, small tools, gear and stowageE. Seat belt useF. Wing plow safety issuesG. Obstacles and stranded vehiclesH. Snow poles, delineators and guard railI. Equipment access and egressJ. Tailgate removal and replacementK. Hopper installation, removal and storageL. Turnarounds and crossoversM. Disabled agency vehiclesN. Disabled or stuck private vehiclesO. Emergency repairsP. Cold weather hazards and clothingQ. Equipment inspectionR. Length of dutyS. Drug and alcohol policy and issuesT. Physical and mental wellnessU. White-out policy

III Operational policiesA. Tire chain policyB. Emergency responseC. Call-in procedure and responsibilitiesD. Road closure procedures and responsibilitiesE. CommunicationsF. Plowing proceduresG. Route specific issues H. Material spreading issuesI. Spreader specific issuesJ. Pre-wetting systemsK. Rights and responsibilities under Public Officers (or similar title) LawL. Snow cast restrictionsM. Equipment inspection/maintenance/lubricationN. Fundamental snow and ice control concepts and impact





Training Topics for Supervisors

I. Safety policiesA. Same group as operators

II. Operational policies

A. Same group as operators, except route specific issuesB. Procedures:C. Interaction with other agenciesD. Management system and reportingE. Personnel policiesF. Emergency and disaster management procedures

III. Fundamental snow and ice control conceptsA. Same as operatorsB. Snow and ice control materials

IV. Decision making

A. Planning for snow and ice operationsB. Information systemsC. Strategies and tactics



Appendix X - Training Topics


Training Topics for Managers

I. Fundamental snow and ice control concepts (same as supervisors)

II. Decision making (same as supervisors)

III. Emergency and disaster management procedures (same as supervisors)

IV. Management and reporting systems (same as supervisors)

V. Snow and ice policy issuesA. Level of serviceB. Measures of effectivenessC. Intra and inter agency coordinationD. Resource levels and rationaleE. Road closuresF. Chain controlG. Assistance to others

VI. Snow and ice control materialsA. Acquisition

Stockpile/inventory management

VII. Personnel policiesA. Drug and alcoholB. Continuous dutyC. Temporary and borrowed employeesD. Training requirementsE. Distribution of overtimeF. Callout requirements

VIII. Equipment issuesA. InventoryB. DistributionC. Pre-season prepD. Readiness or uptime reportingE. Maintenance schedulesF. Post-season actions

IX. CommunicationsA. Other governmental agencies/unitsB. Emergencies

C. Equipment rentalD. Contracts

X. CommunicationsA. In-houseB. Inter-agencyC. MediaD. Public





XI. Legal issuesA. Public officers lawB. Highway lawC. Special liability issuesD. Damage

More detailed lists are available from the Cornell Local Roads Program (607) 255-8033.




Appendix XISample Snow and Ice Control Policies

for Distribution to the Public

Town of Orangetown DPWOrangeburg, New York

Snow removal flyer distributed to the public



Documents

Snow and Ice Control-web