National Academies Press: OpenBook

Winter Highway Operations (2005)

Chapter: Appendix C - Questionnaire Response Matrix

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40 APPENDIX C Questionnaire Response Matrix

41 Question\Agency California DOT Connecticut DOT Idaho Transportation Department Illinois DOT Indiana DOT Maryland State Highway Administration Minnesota DOT 1. What would you describe as the three key changes that have occurred affecting your winter maintenance operation over the past 10 years? Upgrading snow removal equipment & avalanche control system, information network & fog warning system Brine trucks, RWIS, radar access at section manager’s office Liquid anti-icing chemicals and strategy. Real-time weather data (RWIS). Improvement of trucks/equipment Use of 23% salt brine, loss of hwy. maintainers, increase in lane miles 1. Creation of Winter Operations Team to review and disseminate info., which leads to recommendations regarding snow & ice removal, materials, equipment, and activities. 2. Use of liquids. 3. Improving quality of equipment and use of technology; e.g., ground speed control 1. Level of service increased to current “bare roads policy.” 2. Society has an increased focus on protecting the environment and expects SHA to manage winter storms accordingly. 3. Use of many new snow & ice control materials & technologies allows meeting challenges of 1 & 2 1. Anti-icing/pre-wetting/ RWIS 2. Customer surveys 3. Environmental issues w/salt and sand 2. Do you have a strategy and/or policy manual governing snow and ice control maintenance? Y Y Y Y Y N Y 3. Please describe or attach an example of how you budget, track, and summarize snow and ice control or winter operations costs. Costs captured by class codes by district (4) Formula for past costs and amount of lane miles by district for budget. Track & produce reports using Maintenance Management System (MMS) Salt budgeted on 10 year average Usage tracked on 2 week reports from districts Cost tracked by subdistrict Budget funded through SHA operating budget as is routine maintenance budget. Predicting use for winter is extremely difficult, threatening routine budget. Prediction is based on mild-to- average winter assuming overages from severe conditions will be reimbursed. Documentation of events is extensive Is this information tied to specific segment locations? Y Y Y N Y 4. What were your winter 2002/03 snow and ice control maintenance costs in $ per lane mile? $27,763,155.00 Not tracked this way Not available yet $899.00 Not computed $3,873.64 $668.12. Includes labor, equipment, and materials b. What were your highest and lowest annual cost in the past 10 years in $ per lane mile? Maximum $43,140,721.00 $1,764.00 $1,067.00 N/C $3,873.64 c. Minimum $23,433,111.00 $671.00 $439.00 N/C $804.87 6. Have you documented any benefits from winter maintenance? N N Y N N N N 7. Do you use performance measures for winter maintenance evaluation? N N N N Y

42 8. Please describe the winter operation responsibilities and exchange between different disciplines such as winter maintenance, traffic operations, intelligent transportation systems (ITS), and traveler/traffic information within your agency. Everyone works together Maintenance personnel collect road condition info. 4 times/day for input to Road Report Winter responsibilities: Operations. Traffic operations not involved. Traveler/traffic info. is by central bureau of operations Improved communications. ITS, message boards. Working on ITS not implemented Maintenance forces are primary with support from other disciplines. SHA has an EOC as clearinghouse for statewide info. on road/weather conditions and resources deployed. In severe storms Governor’s Office is informed. Pertinent info. is compiled by SHA office of communications personnel relayed to radio and TV for public RWIS 511 mn.org: public info. via web and cell phone ITS: Automatic bridge deicing systems 9. How many pieces of each equipment type does your agency own or lease? a. Plow only: 10 years ago 0 N/A 1,200 Unavailable b. Plow only: now 287 0 42 N/A 1,268 852 plow trucks c. Spreader only: 10 years ago 0 N/A 900 602 Unavailable d. Spreader only: now 78 0 0 N/A 946 655—State owned 852 plow trucks e. Plow and spreader: 10 years ago 632 N/A N/A 0 Unavailable f. Plow and spreader: now 573 632 391 N/A N/A 11 852 plow trucks g. All-liquid trucks: 10 years ago 0 N/A 0 34 Unavailable h. All-liquid trucks: now 125 3 21 N/A 51 31 Y i. Motorgraders: 10 years ago 2 N/A 37 13 Unavailable j. Motorgraders: now 184 2 53 N/A 24 41 62 k. Snowblowers: 10 years ago 0 N/A 0 4 Unavailable l. Snowblowers: now 119 0 (airports only) 27 N/A 0 3 Y m. Other: 10 years ago 0 n. Other: now 0 10. What type and size of truck is currently specified for snow ice control? a. No. of axles 2 2 & 3 2 Single & tandem 2 1–2 b. Gross vehicle weight 30,000–34,000 & 60,000–64,000 70,000 35,000 & 58,000 32,500 lb 41,000 S/A, 52,000 T/A 39,500 21,840–32,000 c. Horsepower 275 & 425 240 250 & 370 210 275 250–275 265–310 11. What percent of your snow and ice control equipment is outfitted with the following? a. Truck pre-wetter systems: percent 10 years ago 0 0 0 0 5 b. Truck pre-wetter systems: percent now 50 51 30 75 90 85 c. Wing plows: percent 10 years ago 8 0 0 0 10 d. Wing plows: percent now 15 8 2 4 1 5 80 e. Pavement temperature sensors: percent 10 years ago 0 0 0 0 0 f. Pavement temperature sensors: percent now 15 25 8 Few 5 100 g. Computerized spreader controls: percent 10 years ago 0 0 0 0 0 6

43 h. Computerized spreader controls: percent now 80 100 100 95 75 90 30 i. Ergonomic display and equipment controls: percent 10 years ago 0 0 0 0 0 j. Ergonomic display and equipment controls: percent now 0 5 0 60 5 k. AVL: percent 10 years ago 0 0 0 0 0 l. AVL: percent now ? 0 0 0 <1 0 m. GPS: percent 10 years ago 0 0 0 0 0 n. GPS: percent now 0 0 0 <1 <1 o. In-cab data collection and communication: percent 10 years ago 0 0 0 0 0 p. In-cab data collection and communication: percent now 0 0 0 75 10 0 q. Other: percent 10 years ago 0 0 N/A r. Other: percent now 0 0 N/A 12. Please indicate the percentage distribution of plow blade types for your equipment. a. One-way: percent of trucks 20 10 59 10 1 4 5 b. One-way: percent of motorgraders 15 0 0 N/A 0 0 c. V: percent of trucks 0 0 5 1 — <1 d. V: percent of motorgraders 5 0 100 N/A 0 75 0 e. Reversible: percent of trucks 80 90 41 5 98 96 95 f. Reversible: percent of motorgraders 85 0 0 N/A 0 0 13. Are there any new plow or cutting edge components you have successfully introduced during the past 10 years? N Y N N Y: Rubber blades on some applications N 14. Do you have any specialized in- cab plow/wing control systems? Y Y N Y N Y: Some with benching capability Y 15. What are your spreader capacities? Maximum 5 & 9 cubic yd N/A 13' = 8.5 cubic yd 8 tons (v-box) 150 lb/lane mile b. Average 5 yd Same N/A 10' = 6.5 cubic yd * 6 tons 300 lb/lane mile 16. What type of spreader(s) is/are used (e.g., tailgate, zero velocity) Tailgate, hopper type, conveyor Hopper & dual dump style Tailgate, all are v- box type with conveyor chain & spinner type distribution Tailgate 10' and 13' Slip-In Hopper Spreader Tailgate & v-box Tailgate, zero velocity, ground oriented 17. Are they calibrated? Y Y Y Y Y Y Y b. If yes, how? Output per auger RPM, automated/onboard electronics 7:2 mix applied to multi-lane roads Ground speed Sec 6-200.6.2 for calibration procedure Weigh material Formula—manual & computer software Measure output or electronic c. How often are they calibrated? Start of winter season or when vehicle goes in for service during winter Annually at a minimum Annually & after major component changes Varies—would like annually Once/season unless new computer installed Once/season

44 d. How do you know they maintain their calibration and perform at the specified level? Calibration card displayed inside truck, worksheet turned in to manager of each section Usually only if mechanical problem occurs and they are re-checked Operator judgment Random checks Data stored in new systems. Output monitored to see correlation to usage per lane mile User monitoring/compare to data collection 19. Describe any computerized spreader control or data collection systems in place. Apitech spread Pac w/Dicky–John ICS 2000 Spreader & Muncie MESP 3001–CAL Model None Controllers are Gresen GRS-20-30 & Raven DCS-710 N/A Muncie Ground Speed Controls on new trucks Dickey–John Control Point allows SHA to preprogram multiple liquid and granular application rates Use Swenson w/Dickey– John controller b. Please include any significant experiences, successes, or difficulties. Acceptance slow, but growing Good success 20. What is/are your all-liquid truck capacity(ies)? a. Maximum 500 gal 3,500, 2,500, 1,000 5,000 gal 3,200 1,200 gal/lane mile b. Average 2,500, 2,000, 1,000 1,800 gal 1,700 300 gal/lane mile 21. What communication with trucks do you use? 800 MHz VHF—low band analog UHF repeaters in Chicago Low band moving to 800 MHz Low band mobile 2-way radios at 47 MHz UHF/VHF & 800 MHz 22. Do you experience any significant problems with these communication methods? N N N Y N b. Describe, if yes. Mountain terrain can cause dead spots Limited channel capacity & interference from vehicle system We have some dead spots in the hilly areas of the state Not enough channels; existing too crowded. Radios are truck-mounted, not good out of truck. Not inner-operable with other highway agencies 23. What deicers/chemicals are used by your agency? Please indicate trade name and describe any added corrosion inhibitors. Sodium chloride, salt brines, calcium magnesium acetate (CMA) Salt brine MgCl2 & calcium CL: Meltdown w/shield LSW, Icestop IC 2000, Geomelt C Rock salt or sodium chloride is primary deicer. Calcium chloride too. Increased use of sodium chloride solution Salt, calcium chloride w/inhibitor, magnesium chloride w/inhibitor, salt brine. Other products: Ice Ban. Caliber & Geomelt evaluated. Salt, salt brine, magnesium chloride (liquid), calcium chloride (flake), potassium acetate, caliber Salt brine,magnesium chloride, Ice Ban M-50, Ice Ban M-80, Caliber M1000, Caliber M2000, Anderson’s super Deicer, FreezGard Zero, salt, calcium chloride, potassium acetate, CMA, sand 24. Do you apply corrosion inhibitors to your fleet? N N N Y N N N b. What prompted any changes in the manner in which you apply all liquids over the past 10 years? Experience Increased use of 23% salt brine to try to prevent accidents on frosted bridges & reduce trust callouts Improved technology & proven techniques Past: liquids to salt using overhead spray. Now: on- board pre-wetting systems. It allows adding liquid to salt as needed. Also, have limited number of anti-icing trucks allowing pretreat roads & bridges. Use liquids in our two automated bridge anti-icing systems Anti-icing—direct application prevent/pretreat was prompted by need to reduce salt for environmental and cost reasons 27. Do you use abrasives? Y Y Y Y Y Y 29. Does the individual winter operations decision maker within your agency have first-hand information and access to roadside weather information pavement surface conditions (RWIS)? Y Y Y Y N Y Y 47 MHz—UHF/VHF

45 b. If yes, how is this access accomplished? Maintenance mgr. Computer in office & home to access RWIS sites Internet Detailed RWIS data on dept. internal computer system. Limited RWIS on department intranet & Internet INDOT to have RWIS up 2003/2004 winter. Limited stations now Dist. & frontline maint. shop managers have access to RWIS on ScanWeb work & home. Mgrs. & engineers in maintenance hq. office and EOC to same and info. avail throughout Maryland DOT Statewide RWIS using Internet interface c. If yes, who developed or provides this access? (RWIS GUI) RWIS vendor Third party developed interface RWIS data originally collected by vendor SSI who sends to dept computer systems 31 sites purchased from SSI. 16 installing now. All should be on web ’03–’04 SSI ScanWeb/WSI Weather Source/SSI forecast products. Maintained by SHA’s CHART Integration Team Agency with contract vendor developed the system. Agency and forecast vendor provide data d. Is this access adequate and meet all your needs? Y Y Y Not determined Y Y 30. Please indicate the number of automated weather stations your organization accesses and uses. 9 100–150 51 31 62 92 a. Your agency’s 9 29 51 27 62 76 b. National Weather Service or airport 25–50 0 N/A 16 c. Other: 50–70 4 N/A 31. If your agency owns roadside weather stations (RWIS–ESS), how many pavement sensors are deployed? 32 ~65 204 (4/site) 31 158 150 b. Are any active sensors? Y N N N Y N c. If yes, how many? 32 158 d. Are any non-contact sensors? N N N N N N e. If yes, how many? f. Does your agency use NTCIP– ESS? N N Y Y Y Y 32. What organizational level and discipline is responsible for RWIS? Manager of radio communications No formal program yet Central bureau of operations (maintenance) Service agreement w/vendor monitored by central office CHART (ITS) Integration Team maintains servers/software. Office of maintenance personnel maintain field equip. Statewide headquarters with district elect. maintenance 34. What is the source of weather forecasts to winter operations decision makers? Accu-Weather, Inc. NWS and VAMS in selected areas Dept. computer system. Dept. intranet & Internet systems Contract–Meridian Environmental Technology, Inc. WSI Weather Source, SSI Winter Forecasts NWS/contract/and free provider c. How is it delivered? Fax & Internet Internet Dedicated computer system & dept. Internet & intranet. Storm warnings also faxed to specific users Internet & fax storm warning FTP via Internet and satellite feed Internet d. What are the interval or frequency and period of the forecast? Daily and at 4-h intervals during storms 2/24 h forecasts/day 4/day Two set forecasts at 4:00 am and 2:00 pm with updates as needed 15 min radars, NWS text and SSI forecasts are 2 to 6 times daily 12 h update at 3 am and 6 am. 48 h updated every 6 h 35. How has your use of weather information and deployment of roadside weather stations changed over the past 10 years? RWIS allows managers to make more informed decisions We did not use VAMS then. RWIS data not as available to maintenance staff No. of stations increased. W/training & RWIS knowledge, decision makers use data as crucial part of their snow & anti-icing treatment RWIS only available in Indianapolis and Toll Road. In past 2 yr, INDOT has committed to state-wide network. Greater emphasis placed on accurate weather forecasts Past: relied on NWS local TV and calling contacts in surrounding states. Now: has consolidated efforts into a single source for all weather info. using RWIS Just implemented 2 yr ago 39. Do you report winter road conditions? Y Y Y Y Y Y

46 b. If yes, who manages it and how is it communicated to the public? Storm center manned 24 h during storm. Number is broadcast to public Maintenance Section & Public Affairs via website & 1-800 recording District offices call in and report conditions. Database updated & map on web is updated for public Internally to date. INDOT working on public report Managed & disseminated via statewide intranet through EORS. Critical info. assembled by EOC for public affairs personnel who use radio & TV news to reach public Office of Traffic Engineer via 511mn.org c. Do you collaborate or share data with adjacent districts or states? N N N Y Y 40. Do you utilize plow routes? N Y N Y Y Y Y b. If yes, how do you determine them? Districts designate routes through maintenance garages Lengths determined by highway classification & ADT Created to cover all Interstates, U.S., and state routes in a unit Maintenance shop level based on lane miles. Some routes cross shop or dist. boundaries Determined by staffing and performance targets c. Are they dynamically alterable once the storm begins? N Y Y Y Y d. What governs the change? Reduction in LOS can be made on lowest priority routes first Routes designed for worst case covering unit. Storm cover, manpower, intensity could cause change Intensity of storm conditions, availability of hired contract trucks & SHA equipment operability District supervisors 41. Who realistically decides the applications rate for chemical deicers or abrasive/deicer mixtures in a given storm? Field supervisor General supervisor or area manager Operator Plow operator Driver or unit foreman LOS & intensity of storm are 2 factors driving application rates. Shop manager gives general direction. Frontline SHA operators & route supervisors have flexibility in use based on conditions in field Operator, infra-red pavement temperature sensors, RWIS input b. What reference is used to determine or change the rates? Department snow and Ice policy Judgment 42. Please describe your storm clean- up plans? Use grader, snowblower, & plow truck to push back snow bank & make final cut with snowblower to keep melting snow from running across road. Apply abrasives to keep materials away from stormwater drains Push back, snow removal bridge decks, key ramps & intersections, commuter lots Pushing back off shoulders, cutting down snow berm at edge of road. Lastly, signs, gores, in front of concrete barriers & driveways After driving lanes cleared, shoulders (Interstates), then rest areas, truck pull-offs, frontage roads, etc. Clean-up begins after storm is over or if extra equipment is available Varies dependent on type & intensity of storm. Push back shoulders; address site distance problems; scrape back to curb and assure inlets, drains, and curb openings are cleared; free intersections, clear accel. & decal. lanes & high sides of ramps & bridges of slush/snow; clear park & ride lots & rest areas; push any spilled salt back into barn & clean equipment Mainline first, priority A,B,C cleanup; see snow and ice guidance from No. 2 43. In your winter maintenance toolbox, which tools are well used? Snowplows and sanders, Snowblowers, graders, front-end loaders Rock salt, 23% salt brine, calcium chloride, RWIS weather forecasts, winter prep. Weather service, our radio system, training, anti-icing RWIS, liquid applicator tanks, but is difficult. Saddle tank capability for pre-wetting salt on trucks. Salt brine & magnesium chloride Plows, materials, anti-icing 44. What tools have broken or been thrown away in the past 10 years? 75mm recoilless rifle; don’t use liquid deicers directly on snow pack Can’t think of any thrown away None Use of sand Abrasives except for mountains in western state. Overhead spray systems. Zero Velocity Spreader, Epoke spreader & Ice Ban, CMAK, lessening liquid magnesium Tyler zero velocity sander 49. Do you utilize snow fences? Y N Y Y Y Y Y b. Type

47 i. Temporary Y Y Y Y ii. Fixed Y Y Y iii. Living Y Y Y Y e. Do you have an annual maintenance/repair plan and budget for snow fence? As needed N N Y N N Y 50. Do you have any fixed deicing spray installations Y N N Y N Y Y b. If yes, please describe the length, lane coverage, whether it is for a bridge, curve, etc. Curve, length unknown Two bridges have spray injection system. Length = 474' 1. Bridge, 150' long, EB 2 lanes, WB 3 lanes 2. Bridge, 600' long, EB 2 lanes, WB 3 lanes All bridge six locations (Interstate and truck highways) c. What type of chemical do you use with the system? Liquid magnesium chloride Magnesium chloride w/corn derivative Potassium acetate Potassium acetate and magnesium chloride d. How is the operation of the system integrated into your snow and ice control program? Reduces need for storm patrol for isolated section of road Salt still spread on structure if storm in progress. No requirement for salt brine if systems working RWIS/ScanWeb automated primarily for frost control, minor storms, snow squalls & early part of large storms. Salt trucks deployed as storm intensifies District controlled. Some integrated w/RWIS 51. Are any of your routes subject to snow avalanche hazard? Y N Y N N N N b. If yes, please describe your method of hazard reduction. Blasters to stabilize zones Monitoring snow stability measurements. Training personnel 52. Does your agency utilize or operate any visibility, fog, flooded road, or other severe weather warning systems? Y Y N N Y N Y b. If yes, please describe. Aim beam of light at receptor at 2 m. This and loop detector measures freeway speed. Info. passed to transp. mngt. center VMS overhead signs operated by 24-h manned operations center RWIS stations have visibility sensors 53. Does your agency actively address reduced visibility or fog? Y N N N N Y N b. If yes, please describe. If either sight distance drops to low or stopped traffic is detected, caution messages are placed on changeable message signs Overhead message signs to alert motorists

48 55. Please comment on your greatest and least problems as well as areas you feel the greatest improvements can be made relative to winter highway operations during the next 5 years. Greatest problem is early season storms coming prior to arrival of trained seasonal employees. Least problem is getting the equipment needed to maintain at a high standard Using more salt brine makes spring clean-up easier because fewer abrasives are being used Problems: issues surrounding chemical deicers. Training personnel in all new technologies & equipment Problem here is providing desired LOS w/reduction in head count & increased lane miles Problem: Sufficient numbers of trained personnel. Asset: dedicated hard-working personnel in place. Use of technology to compensate for doing more with less is critical Greatest challenge: adjusting to increasing LOS and simultaneous cutbacks in workforce. Compounded by diminishing pool of hired equip. to supplement SHA forces. Also, balancing protection of environment while maintaining safe roads during and after storms. Combating challenges with increased training of managers & frontline forces, & increased use or new materials and technologies Question\Agency Missouri DOT Montana DOT Nebraska DOT Nevada DOT Oregon DOT Washington OT 1. What would you describe as the three key changes that have occurred affecting your winter maintenance operation over the past 10 years? 1. Anti-icing 2. Ground speed controllers 3. Salt brine 1. Use of liquid deicers 2. Improvements in equipment 3. Use of RWIS/weather data Better equipment; use of liquids; higher demands for “dry” pavement Anti-icing w/salt brine & magnesium chloride. Improved equip., including pre-wetting & temperature sensors on plow blades. Implementation and installation of RWIS sites & improved weather forecasting 1. Maintenance funding constraints & limited personnel resources 2. Environmental constraints on use of sanding & anti-icing materials 3. Pavement damage resulting from studded tire usage in Oregon 1. Anti-icing 2. RWIS 3. Performance measures 2. Do you have a strategy and/or policy manual governing snow and ice control maintenance? Y N Y Y Y 3. Please describe or attach an example of how you budget, track, and summarize snow and ice control or winter operations costs. Use Activities and Functions for budgeting & tracking expenditures. Activity = snow & ice operations Functions = removal of snow & ice from roadway, anti-icing & frost control & storm clean-up Maintenance budget & work program based on historical data. Specific maint. activity codes to which supervisors report their crew time, equipment, & materials, as well as incidental expenses Line item budgeting. Winter ops. for labor & materials through operations. Funds based on zero base line budgeting mechanism allocated by Nevada legislature on biannual basis. Funds distributed to department districts by NVDOT financial management office. Severe winters have direct impact on funds available for other maint. tasks. All tasks tracked by use of maint. management system History of expenditures with flexibility to alter with winter weather storms Is this information tied to specific segment locations? N Y Y Y Y Y 4. What were your winter 2002/03 snow and ice control maintenance costs in $ per lane mile? Not yet computed $522.00 $832.14 $326.43 Unable to obtain exact figures $1,478.00 b. What was your highest and lowest annual cost in the past 10 years in $ per lane mile? Maximum $464.00 $594.00 $1,036.44 $585.14 $1,091.00 $1,571.00 c. Minimum $263.00 $338.00 $441.69 $326.43 $672.00 $1,136.00 6. Have you documented any benefits from winter maintenance? N N N N N/A 7. Do you use performance measures for winter maintenance evaluation? N N N N N Y D

49 8. Please describe the winter operation responsibilities and exchange between different disciplines such as winter maintenance, traffic operations, ITS, and traveler/traffic information within your agency. Traffic operations is responsible for the RWIS & ITS programs Dist. maintenance personnel. Highway advisory signs, road closures, etc. Road conditions are joint between dist. maintenance personnel & Highway Patrol. Accessible via web or 511 line TOCs & ITS are in infancy in Nevada. First installations are in south w/little or no winter. In snow areas some variable message boards are in place for road conditions & chain controls. Radio comm. is utilized between field personnel for updating conditions to centralized traveler info. centers TripCheck accessed at www.tripcheck.com had detailed winter travel info: real-time road & weather Maintenance personnel keep roadway safe for public. Traffic ops. works with ITS for public information. Maintenance offices give hourly updates to traffic information folks 9. How many pieces of each equipment type does your agency own or lease? a. Plow only: 10 years ago 0 35 0 N/A Same b. Plow only: now 0 29 0 775 N/A c. Spreader only: 10 years ago 0 0 N/A Same d. Spreader only: now 0 0 435 + 21 chassis mount N/A e. Plow and spreader: 10 years ago 650 575 250 N/A Same f. Plow and spreader: now 1,700 650 600 277 N/A 214 g. All-liquid trucks: 10 years ago 0 0 0 2 5 h. All-liquid trucks: now 4 50 20 17 35 22 i. Motorgraders: 10 years ago 120 176 53 N/A Same j. Motorgraders: now 237 95 137 55 77 48 k. Snowblowers: 10 years ago 40 34 12 N/A Same l. Snowblowers: now 7 40 28 19 35 24 m. Other: 10 years ago 0 pre-wet system n. Other: now 40 pre-wet system 10. What type and size of truck is currently specified for snow ice control? a. No. of axles 2 & 3 2 3 Single & tandem 3 Single & double b. Gross vehicle weight 32,000 & 56,000 56,000 47,000 lb 12,500 & 34,000 50K 38,000 c. Horsepower 210 & 270–300 335 250 Min. 275–400 370 54,000 11. What percent of your snow and ice control equipment is outfitted with the following? 300+ a. Truck pre-wetter systems: percent 10 years ago 60 0 0 1 b. Truck pre-wetter systems: percent now 90 25 10 21 2 30 c. Wing plows: percent 10 years ago 1 1 10 5 N/A 0 d. Wing plows: percent now 5 25 10 17 10 10 e. Pavement temperature sensors: percent 10 years ago 1 0 0 N/A 0 f. Pavement temperature sensors: percent now 50 10 92 0 20 g. Computerized spreader controls: percent 10 years ago 1 0 0 0 N/A 0 h. Computerized spreader controls: percent now 75 25 25 10 80 0 20 i. Ergonomic display and equipment controls: percent 10 years ago 0 0 0 0 0 N/A 0 j. Ergonomic display and equipment controls: percent now 35 10 0 2 0

50 k. AVL: percent 10 years ago 0 0 0 0 N/A l. AVL: percent now 0 0 15 0 0 N/A N/A m. GPS: percent 10 years ago 0 0 0 0 N/A n. GPS: percent now 0 0 0 0 0 0 0 N/A N/A o. In-cab data collection and communication: percent 10 years ago 0 0 dc-0/radio 95 N/A 0 p. In-cab data collection and communication: percent now 0 15 dc-0/radio-98 0 0 q. Other: percent 10 years ago 0 hand-held data collection and communication r. Other: percent now 20 hand-held PDA 12. Please indicate the percentage distribution of plow blade types for your equipment. a. One-way: percent of trucks 2 10 10 65 42 10 b. One-way: percent of motorgraders 10 0 0 c. V: percent of trucks 1 0 20 0 1 0 d. V: percent of motorgraders 40 90 50 30 e. Reversible: percent of trucks 97 90 90 38 12 90 f. Reversible: percent of motorgraders 0 0 100 100 100 13. Are there any new plow or cutting edge components you have successfully introduced during the past 10 years? Y N N N Rubber & UHMW N 14. Do you have any specialized in-cab plow/wing control systems? Y N Y Y 4-way float front plow N 15. What are your spreader capacities? Maximum 12 ton 8 cu yd 12 yd 10 yd 10 10 yd b. Average 8 ton 8 cu yd 10 yd 6 yd 8 10 yd 16. What type of spreader(s) is used (e.g., tailgate, zero velocity) Slip-in, tailgate or under tailgate, zero velocity Slide in bin sander (v-box) Tailgate v-type hopper w/few zero velocity Tailgate Hopper, tailgate, zero velocity & belt or chain-fed to spinner 17. Are they calibrated? Y N Y Y N Y b. If yes, how? Load, weigh, unload, weigh, calculate application rates Run auger on setting & weigh amount put out in 1 min. Assume trucks will run at 30 mph and cover 1 mi in 2 min. Set to put on 500 lb/mi of straight salt or 750 lb per mi for salt and sand mix Older spreaders = 20% of fleet use sheet attached. Other units use a computerized system allowing data to be programmed by use of the operating manual Electronically; manually figuring out chain speed and revolutions, weighing amount of product. At a chain speed setting in correlation with ground speed c. How often are they calibrated? Yearly, before winter use Annually Once per year Beginning of season and as needed during winter operations d. How do you know they maintain their calibration and perform at the specified level? Operator’s look for expected duration compared to their route Operators given settings. Hard to control, Operators do change settings Operator monitoring application & re-checking calibration after equip. does hydraulic system repairs Experience with amount of product used. Normally takes “x” amount for specific area

51 19. Describe any computerized spreader control or data collection systems in place. Tyler Zero Velocity— Requires 40 GPM hydraulic system. Considerable number of wires and connectors. GL400 Spreadrite System—Wires and connectors creating problems. Swenson Zero Velocity—Similar problems with wires and connectors Computer controls on liquid spreader. This has cut our application rates greatly, ensuring appropriate amounts used. New spreader systems to have computer controls and data storage Tech, Force America & raven ground speed controllers and salters. Give data daily or by load and provide better control of amounts put down Integrated Spreader Control generates a computerized printout of the exact amounts of material used Raven systems for liquid & dry spreading b. Please include any significant experiences, successes, or difficulties. Infrared thermometers have been well received by operators Flight chain electronics have not been reliable to date 20. What is/are your all-liquid truck capacity(ies)? a. Maximum 6,000 gal 2,000 5,000 gal 3,500 gal 2,600 6,000 b. Average 5,000 gal 1,500 250 gal 3,000 gal 1,000 1,000 21. What communication with trucks do you use? UHF/VHF narrow band VHF VHF, some cellular 800 MHz radios 150 MHz band 800 MHz & Nextel cellular 22. Do you experience any significant problems with these communication methods? Y N N N Y Y Y b. Describe, if yes. Radio has created problems by radio frequency affecting computers on truck 95% coverage Areas where dead spots exist where no radio communication Is possible Obsolete analog system. System nearing end of life cycle. Cost of converting to digital is expensive 800 system is unreliable in hills 23. What deicers/chemicals are used by your agency? Please indicate trade name and describe any added corrosion inhibitors. Sodium chloride, salt brine, liquid calcium chloride, flake calcium chloride PNS Category 1 list. (FreezGard Zero w/Shield LS, Ice Stop CI 2000). This year all liquid products (calcium & magnesium chlorides) have to be 75% less corrosive than sodium chloride to mild steel (mag = FreezGard Zero—CI Plus—from North American Salt and calcium = Geomelt C—from America West). No additional inhibitors are added by MDT MgCl, NaCl, CaCl, Kac, Caliber 1000, Caliber 2000 Sodium chloride straight or mixed w/sand. Salt brine. Magnesium chloride (ice-stop). One district is experimenting with a spray on corrosion inhibitor CMA—CMA, rust inhibited mag—FreezGard Zero with shield LSW Inhibited magnesium chloride liquid/FreezGard and Ice Stop, inhibited calcium chloride/Geomelt Liquid, inhibited sodium solid/Clear Lane PNS and Ice Slicer, CMA 24. Do you apply corrosion inhibitors to your fleet? N N N N N b. What prompted any changes in the manner in which you apply all liquids over the past 10 years? Using 5,000 gal. Tanker trucks take place of 2 or 3 dump trucks with smaller tanks Better equip. allowed us to more accurately place product and in more than one lane. Currently waiting for assurance that a storm event will actually happen before anti-icing instead of strictly a forecast. This will reduce waste/cost, unnecessary vehicle exposure to corrosion, and improve public relations Better control for amount applied and greater versatility Did not apply 10 yr ago. Changes due to environmental & economical considerations Training, experience, & new technology Experience caused lowering of rates and better when and where use 27. Do you use abrasives? Y Y Y Y Y Y Y 29. Does the individual winter operations decision maker within your agency have first-hand information and access to roadside weather information pavement surface conditions (RWIS)? Y Y Y Y Y

52 b. If yes, how is this access accomplished? Access by Internet or direct access Internet & contracted services for 60 RWIS–ESS All RWIS data are stored in central server. Accessible to maint. personnel statewide RWIS info. is available on NVDOT's intranet. Still working on communications to all sites Tripcheck.com & individual RWIS Data from RWIS are accessed via WSDOT intranet. Available on six state servers using ScanWeb.Some RWIS data are posted on WSDOT Traffic & Weather website and the rWeather website c. If yes, who developed or provides this access? (RWIS GUI) Agency & RWIS provider Agency, RWIS vendor & third party Provided by Nebraska DOT, managed in part by vendor SSI NVDOT data processing & communication sections, comm. consultants, & RWIS vendors ODOT developed TripCheck. Surface systems include developed interface to the RWIS stations RWIS vendor, agency, and third party developed interface d. Is this access adequate and meet all your needs? N Y Y Y N 30. Please indicate the number of automated weather stations your organization accesses and uses. 37 71 49 40 430 a. Your agency’s 15 60 60 60 43 47 30 75 b. National Weather Service or airport 22 ? 28 2 10 31 c. Other: 324 31. If your agency owns roadside weather stations (RWIS–ESS), how many pavement sensors are deployed? 15 70 127 20 b. Are any active sensors? Y N N N N Y N c. If yes, how many? 15 10 d. Are any non-contact sensors? N N N N Y N e. If yes, how many? 10 f. Does your agency use NTCIP–ESS? N N Y N Y Y 32. What organizational level and discipline is responsible for RWIS? District level Division level Central electronics, district electronics, & contract Districts with information sent to central server ITS unit at HQ Traffic Management Section Regional ITS technicians provide RWIS maintenance 34. What is the source of weather forecasts to winter operations’ decision makers? Contract VAMS (NW Weather Net & SSI) NWS & some contract NWS, contracted weather forecasting service, contracted weather satellite service TripCheck, NWS & SSI NWS, Northwest Avalanche Center & contract weather services. With U of W have developed new weather info. website providing site-specific forecasts c. How is it delivered? Fax, Internet Internet Internet, fax, and phone Internet, direct satellite connection, and fax Fax, Internet Fax, Internet, e-mail, contractor's website, internal website, phone, dispatchers, radio d. What are the interval or frequency and period of the forecast? Routine—daily for 24 h period Emergency—as conditions change 6 h updates, as major events are pending 2x/day or more if storm pending Internet & direct satellite are on- demand. Contracted weather service updates 3x/day Approx. every couple of hours. 2x/day, forecasts to 24 or 36 h 35. How has your use of weather information and deployment of roadside weather stations changed over the past 10 years? No change Deployed RWIS in 1993– 1997, initially used in conjunction with site-specific forecasts. Recent changes in business practice have made use of these tools limited. MDT employs a "just-in-time" deicing strategy to avoid unnecessary applications Current RWIS deployment is to trouble spots & not primarily to fill in weather data. Have better integration between weather forecasts & RWIS data Have gone from nothing to installation of 47 RWIS sites with additional sites in the procurement phase. Executed a contract this year with advanced satellite weather forecasting ability ITS unit working to standardize delivery of info. through TripCheck, ScanWeb, by SSI & reg. TOCs System expanded from dozen sites to current level of 65 and growing

53 39. Do you report winter road conditions? Y Y Y Y Y Y b. If yes, who manages it and how is it communicated to the public? District input to Internet web page Maintenance HQ, reported at field level, entered into database & disseminated via email, fax, Internet & 511 phone service Joint—NEDOT, Hwy. Patrol & Meridan Environ. Tech. Inc. Managed by Meridan. On web & 511 phone line Recorded messages accessible by phone. Weather radio stations. Working on an Internet access and upgrade of ITS statewide TripCheck via Internet & toll free phone updated through Highway Travel condition Information System By means of WSDOT website managed through Traffic Management Systems c. Do you collaborate or share data with adjacent districts or states? Y Y Y Y Y 40. Do you utilize plow routes? Y Y Y N Y N Y Y b. If yes, how do you determine them? AADT & functional classification of routes Developed on a local basis & supported by LOS guidelines All roads covered. Priority to major & emergency routes, then school bus/work routes, then lighter routes LOS categories Experienced resources and ADT c. Are they dynamically alterable once the storm begins? Y Y Y Y d. What governs the change? Equipment, personnel shortages, or severity of storm Storm activity on local basis Maintenance supervisor or maintenance superintendent Road/weather conditions Storm 41. Who realistically decides the applications rate for chemical deicers or abrasive/deicer mixtures in a given storm? Snowplow drivers Manufacturer guidelines or HQ. Subsequent reapplications are decided in field Maint. supervisor sets rates, but operator has option to change if conditions warrant District engineers Centrally by ODOT office of maintenance in consultation with district maintenance personnel Operator b. What reference is used to determine or change the rates? MoDOT's Operator’s Guide to Anti-Icing (based on FHWA Manual of Practice for an Effective Anti-Icing Program) Dependent on surface conditions, temperatures, forecasts, time of day, managed transition qualifiers, wind, traffic, LOS guides Case studies, effectiveness to bare pavement policy, other research Predetermined work sheet for each area, history, and experience 42. Please describe your storm clean-up plans? Push snow off of shoulders, remove snow piles at ramps, on bridges, etc., to avoid ramping affect Urban: haul off wind-rowed snow or push back snow berms at intersections. Deicing & plowing slush. Rural: plowing shoulders during normal shift. Non- attainment air quality communities may require sweeping of any abrasives applied during cold events. Cutting snow-pack with a motor patrol to smooth rutted roads may occur in rural areas or mountain passes After roads cleared, snow is pushed back from shoulders & benched if necessary See attached plow plans Abrasives recovered in stream-sensitive areas at end of winter season; otherwise, roads are swept and flushed according to “Desired Conditions of Maintenance Features on State Highways” Traveled lanes then shoulders & pullouts. Clean-up of abrasives in sensitive areas ASAP. Other areas swept as weather allows—low priority 43. In your winter maintenance toolbox, which tools are well used? Liquid chemicals, wider front snow plows Plowing, abrasives w/salt, anti-icing & deicing, pre- wetting of abrasives, rotary plows, wing plows, better use of weather forecasts, better communication w/traveling public, web cams Plows, spreaders, ground control units, liquids, & trucks Anti-icing and storm forecasting Anti-icing, information dissemination RWIS, accurate weather forecasting 44. What tools have broken or been thrown away in the past 10 years? None Dry sand, cutting snow pack with motor patrols, abrasives without chemicals, gasoline engines (only diesel) Zero velocity spreaders, reducing abrasives Heavy dependency on abrasives for deicing. Anti-icing has reduced the amount of salt and sand that is applied to roadways during a storm incident 49. Do you utilize snow fences? N Y Y Y Y Y b. Type i. Temporary Y Y Y ii. Fixed Y Y Y Y iii. Living Y Y Y

54 e. Do you have an annual maintenance/repair plan and budget for snow fence? N N N N 50. Do you have any fixed deicing spray installations N N Y N N Y b. If yes, please describe the length, lane coverage, whether it is for a bridge, curve, etc. 400 ft, 2 lanes each way approaches to bridges 200 ft, 2 lanes, heads on bridge deck 900 ft, 2 lanes each way, spray heads on deck & approaches 500 ft, 3 lanes, downgrade to stop light Planning stages for a new freeway construction 1. Overhead structure 2- lane hwy; 4 nozzles on centerline of 60-ft structure. 2. I-90 east end of Columbia River Bridge at 50 mph curve and 6% grade. 4 lanes (2 each way) nozzles are on the lane lines and system begins at bridge & continues for 3,500 ft east. Viewed on DOT traffic cam c. What type of chemical do you use with the system? Kac, Caliber 1000, and Ice Ban Potassium acetate from “Envirotech” NC3000 d. How is the operation of the system integrated into your snow and ice control program? Not really integrated Manual; weather forecasts for pre-treat & observe for trigger during event 51. Are any of your routes subject to snow avalanche hazard? N Y N Y Y Y b. If yes, please describe your method of hazard reduction. Place warning of possibility and remove debris after event Permanently installed Gas-x cannons on slopes prone to avalanche. Contracted services to place demolitions in potential slide areas Monitor for snow stability and avalanche forecasts Avalanche areas identified throughout mountain passes. Variable messages & other signs to warn motorists. Use explosives to bring down problem or hazardous areas. Tank & howitzer. Use NW Avalanche Center for info. 52. Does your agency utilize or operate any visibility, fog, flooded road, or other severe weather warning systems? N N Y Y Y b. If yes, please describe. VMS controlled by RWIS sites provide display road restrictions due to wind speeds. Other VMS address road conditions and chain control req. Changing chain control signs from manually turned to radio controlled Flood warning and severe weather warning system w/flashing beacons & HAR Variable message signs & radio advisory warnings 53. Does your agency actively address reduced visibility or fog? N N N N Y N b. If yes, please describe. Have installed one automatic speed reduction system in fog prone area; not operational right now “Basic Rule” speed law. Drivers can be cited for “too fast for conditions” even if less than posted speed

55 55. Please comment on your greatest and least problems as well as areas you feel the greatest improvements can be made relative to winter highway operations during the next 5 years. Greatest: 1. Increase plowing production to reduce exposure time between plows and public. Plowing wider and/or faster 2. Plowing snow on multi- lane routes, 3 to 4 lanes wide without plowing towards median. 3. Controlling/reducing use and need for chemicals Loss of experienced personnel through retirement. Maintaining adequate numbers of personnel to do the job. Getting equip. to track the operations. Getting reliable weather forecasts to prepare Greatest problem is to address customer service requirements in accordance with state’s bare road policy and address environmental concerns with use of salts and requirements to reduce air-born particulates in air quality maintenance areas. The NVDOT top management has been supportive and allocated necessary funds to install a RWIS network and provide for the upgrade of equipment to meet new technologies. In the times of deficits in state budgets it will be a challenge to continue to move forward with new and innovative winter maintenance techniques that help improve customer service and provide an efficient and effective winter maintenance program Anti-icing and environmental are greatest problems Improvements to visibility. Maintaining higher LOS with fewer resources Question\Agency Alberta Transportation Manitoba Transportation & Govt. Services New Brunswick DOT Nova Scotia DOT Ministere des Transports du Quebec Saskatchewan Highways & Transportation 1. What would you describe as the three key changes that have occurred affecting your winter maintenance operation over the past 10 years? All winter operations contracted out to private industry in 1996. Double highway network in 2001; roads once looked after by the municipalities were transferred to the department. Network double, but our snowplow fleet only increased by about 20%. Development of salt management practices in the last few of years in light of environmental concerns with salt Higher user expectations, development of winter LOS, improvement in equipment 1. Demands for higher level of service/bare pavement. 2. Higher service requirements for out-of- province, long-distance trucking. 3. Increased availability of information. Computerized salt controls; improved forecasting tools Training of personnel in road weather info. surface conditions & winter operations; pre-wetting of salt & multi- purpose trucks Equipment technology—larger more powerful equipment. Advances in snow & ice control; i.e., pre-wetting equipment. Reduced severity in winter storm events—lower than average precipitation 2. Do you have a strategy and/or policy manual governing snow and ice control maintenance? Y Y Y Y Y Y 3. Please describe or attach an example of how you budget, track, and summarize snow and ice control or winter operations costs. Snowplow hours and material usage is tracked on a segment basis. Winter budgets are developed using a running 5-year average of the items that are tracked. All items are tracked electronically through the department’s Maintenance Contract Management System. MCMS is a computer-based software used to track all highway maintenance activities and costs We budget & track all maintenance activities in our MMS Is this information tied to specific segment locations? Y N N N/A N 4. What were your winter 2002/03 snow and ice control maintenance costs in $ per lane mile? Accurate info. only to 1996/97 Not monitored on lane basis 2,900/lane mile (1,800/lane km) $870.00 $1,100.00 b. What were your highest and lowest annual costs in the past 10 years in $ per lane mile? Maximum 3,475.00 2,900/lane mile (1,800/lane km) 5,045 $can/km 5,045 $can/km $1200

56 c. Minimum 2,177.00 2,000/lane mile (1,400/lane km) 3,809 $can/km 800 6. Have you documented any benefits from winter maintenance? N N N N N Y 7. Do you use performance measures for winter maintenance evaluation? Y Y N Y Y N 8. Please describe the winter operation responsibilities and exchange between different disciplines such as winter maintenance, traffic operations, ITS, and traveler/traffic information within your agency. Currently looking at a number of ITS initiatives such as variable message signs and remote weather information sites to provide a higher level of service to the traveling public. All functional areas that are effected by these initiatives are involved in the review Provide travel info. to public through interaction with field staff No separate disciplines for the identified areas Preservation (maintenance) services. Primarily responsible for snow & ice control. A provincial communication center that monitors changing weather conditions to alert department crews & general public. Road condition updates are undertaken as weather changes and work crews complete snow & ice control activities. Department also tries to minimize maintenance require- ments by taking into consideration various design features to ensure that snow drifting & accumulation is minimized 9. How many pieces of each equipment type does your agency own or lease? All equipment is owned by private maintenance contractors a. Plow only: 10 years ago 46 N/A 0 b. Plow only: now 21 29 0 c. Spreader only: 10 years ago 0 N/A 0 d. Spreader only: now 0 0 0 0 e. Plow and spreader: 10 years ago 102 376 N/A 400 f. Plow and spreader: now 533 152 406 276 320 g. All-liquid trucks: 10 years ago 0 0 0 0 h. All-liquid trucks: now 0 0 0 0 3 i. Motorgraders: 10 years ago 108 82 N/A 120 j. Motorgraders: now 50 108 76 56 80 k. Snowblowers: 10 years ago 21 16 N/A 5 l. Snowblowers: now 1 21 16 2 49 3 m. Other: 10 years ago n. Other: now 10. What type and size of truck is currently specified for snow ice control? a. No. of axles 3 3 3 (tandem 6 x 4) 3 (some 2 and 4) 3 b. Gross vehicle weight 64,000 44,001–60,000 lb 27,000 kg 22 tonnes c. Horsepower Minimum 275 without wing & minimum 325 with wing 385 310 355 or 395 hp 400 hp 11. What percent of your snow and ice control equipment is outfitted with the following? a. Truck pre-wetter systems: percent 10 years ago 0 0 0 0 b. Truck pre-wetter systems: percent now 10 14 1 80 10

57 c. Wing plows: percent 10 years ago 90 100 90 5 d. Wing plows: percent now 35 52 100 90 80 e. Pavement temperature sensors: percent 10 years ago 0 1 0 0 0 f. Pavement temperature sensors: percent now 10 0 100 2 1 3 g. Computerized spreader controls: percent 10 years ago 0 10 100 0 h. Computerized spreader controls: percent now 100 14 95 100 100 5 i. Ergonomic display and equipment controls: percent 10 years ago 0 0 0 j. Ergonomic display and equipment controls: percent now 0 32 0 0 k. AVL: percent 10 years ago 0 0 0 0 l. AVL: percent now 0 0 0 0 0 0 m. GPS: percent 10 years ago 0 0 0 0 n. GPS: percent now 1 0 0 0 2 2 o. In-cab data collection and communication: percent 10 years ago 0 0 0 0 p. In-cab data collection and communication: percent now 100 (refers to communication with operator) 14 0 100 2 2 q. Other: percent 10 years ago 5—electric over hydraulic joystick plow r. Other: percent now 90 12. Please indicate the percentage distribution of plow blade types for your equipment. a. One-way: percent of trucks 35 28 80 60 50 b. One-way: percent of motorgraders 2 5 100 0 0 c. V: percent of trucks 0 7 40 0 0 d. V: percent of motorgraders 5 15 100 0 0 e. Reversible: percent of trucks 65 65 20 40 50 f. Reversible: percent of motorgraders 93 0 0 100 13. Are there any new plow or cutting edge components you have successfully introduced during the past 10 years? Y N Y N Y 14. Do you have any specialized in-cab plow/wing control systems? Y N Y Y Y Y 15. What are your spreader capacities? Maximum 10 cubic yd 250 kg/km 9 m3 (11 yd3) for 3 axle trucks 300 lb/mi b. Average 6 cubic yd 10–150 kg/km 10 tonne 6 m3 (8 yd3) for 2 axle trucks 100 lb/mi

58 16. What type of spreader(s) is used (e.g., tailgate, zero velocity) Compuspreader. Premium spread control device. Types 210, 220 & 230. Spreaders are located under the truck Tailgate, 2-way spreaders, side tilt spreaders, forward tilt, stainless steel hoppers Combination box, driver side front discharge spreader with chute & spinner choice some rear on old hoppers some u-box with front and rear options (rear not used) Tailgate v-box with spinners located on each side behind cab Spinners located mid-section; few rear spreaders 17. Are they calibrated? Y Y Y Y Y Y b. If yes, how? Mechanics yearly calibrate each truck unit to company specifications Material is weighed, spreaders are checked in the shop Procedure in manual to verify application rate Vumertric method Spinners calibrated to equipment speed & required application rates c. How often are they calibrated? Yearly Annually Once/year plus any time unit serviced or operator questions accuracy Annually Once/yr Annual, or as required if something changes, type of salt, etc. d. How do you know they maintain their calibration and perform at the specified level? Department has developed Contract Performance Measures in which the maintenance contractors are measured on a yearly basis. Part of the measures is a “Quality Assurance and Quality Control” program the contractor must implement. They are measured on how well they met requirements on yearly basis. One req. is spot calibration on 5% of units. Documentation must be provided Spreader operator experience Operator instructors coordinate the calibration & report to supervisors Comparison with quantity of salt & sand loaded into the truck Record keeping 19. Describe any computerized spreader control or data collection systems in place. Compuspread 230 & 440 Dickey–John is major supplier and Compuspread/Basic (<30 units) and Apitech (<15 units) Mostly Compuspread, a few Dickey–John Dickey–John ICS 2000 and ACE Chlorobyte Currently implementing new automated computer controlled system to winter maintenance fleet b. Please include any significant experiences, successes, or difficulties. We are presently monitoring the success or failure of this equipment through the use of process improvement teams Dickey–John has unit compatibility and ease of use for operators 20. What is/are your all-liquid truck capacity(ies)? a. Maximum 300 gal (Can) N/A None Not used 1,000 gal tank b. Average 150 gal (Can) N/A None 1,000 gal tank 21. What communication with trucks do you use? Mike radios (cell phone and radio combined as one) Fleet net radio, cell phones 400 MHz UHF integrated radio linked and interconnected through central switch to all provincial radio users (police, ambulance, etc.) 2-way radio UHF/VHF UHF/VHP—fleetnet radio system; cell phones 22. Do you experience any significant problems with these communication methods? Y Y N N Y Y b. Describe, if yes. Some areas have dead spots. Reduced as new towers installed We vary the equipment used to suit the area Some problems with diffusion’s pattern in some areas. Also, radio installation can make interference with electronic devices Areas w/limited or no radio or cell coverage 23. What deicers/chemicals are used by your agency? Please indicate trade name and describe any added corrosion inhibitors. Calcium chloride, Coal Guard & Tiger Chemicals. Sodium chloride, magnesium chloride, salt brine Sodium and calcium chloride. Experimenting with pre-wetting with Ice Ban, calibre, and salt brines. No corrosion inhibitors Sodium chloride road salt, calcium chloride brine for pre-wetting Rock salt, salt brine Calcium chloride NaCl—solid; brine NaCl solution— anti-icing pre-wetting; liquid calcium chloride—lower temp. ranges; calcium flake—northern locations; Calibre 3000—prewet sand & pre-wetting; Ice Ban— same; magnesium chloride—lower temperature ranges

59 24. Do you apply corrosion inhibitors to your fleet? Y N N N N N b. What prompted any changes in the manner in which you apply all liquids over the past 10 years? In process of getting the maintenance contractors to update their fleet to include pre-wetting devices. Not part of the tool box prior to 2001. Environmental concerns & LOS requirements prompted move to pre-wetting Economics; better salt management practices; better training & understanding in regards to road salt science 27. Do you use abrasives? Y Y Y Y Y Y 29. Does the individual winter operations decision maker within your agency have first-hand information and access to roadside weather information pavement surface conditions (RWIS)? Y N Y Y Y N b. If yes, how is this access accomplished? Internet Limited RWIS, but site- specific hourly weather forecast & 100 vehicle- mounted I/R pavement temperature sensors Department intranet site RWIS data via website One road weather info. pavement surface condition sensor; investigating technology to add more c. If yes, who developed or provides this access? (RWIS–GUI) Environment Canada (federal government agency) RWIS vendor, weather service provider Agency developed by RWIS vendor Agency NWS, Environment Canada, provides weather forecasting & pavement temperature predictions in regard to the RWIS info. d. Is this access adequate and meet all your needs? Y Y Y Y Y 30. Please indicate the number of automated weather stations your organization accesses and uses. 5 0 10 18 18 a. Your agency’s 5 9 18 18 b. National Weather Service or airport 0 Environment Canada c. Other 9 Outside agency provides info. 31. If your agency owns roadside weather stations (RWIS–ESS), how many pavement sensors are deployed? 5 2 18 1 b. Are any active sensors? N N Y Y Y c. If yes, how many? 13 10 2 d. Are any non-contact sensors? N N Y e. If yes, how many? 4 f. Does your agency use NTCIP– ESS? N Y Y Y N 32. What organizational level and discipline is responsible for RWIS? District level maintenance for operation/head office for technical support Head office, Highway Operations Section District level maintenance & central organization District level maintenance 34. What is the source of weather forecasts to winter operations decision makers? Agreement with Environment Canada Environment Canada site through the web, radios Ser Central office vice agreement with Environment Canada Environment Canada (Meteorological Services Canada) National Weather Service NWS through Environment Canada c. How is it delivered? Internet, fax, and phone Radio, Internet Email, website, and fax Intranet, pagers Fax, radio, Internet Fax, Internet, & direct contact with meteorologist d. What are the interval or frequency and period of the forecast? 2 h N/A 2x/day 3 am & 3 pm 3/day Real-time info. with updates as events change

60 35. How has your use of weather information and deployment of roadside weather stations changed over the past 10 years? Not significantly; department is just moving toward this technology on a wider scale Has not Greatly increased use of 12 h weather forecast info. (1 h resolution) and meteorologist consultation. Use road temperature from mobile sensors to assist salt application rate determination Deployment of roadside weather stations started in 1997 No knowledge of RWIS then. Evaluating now for national & provincial 39. Do you report winter road conditions? Y Y Y Y Y Y b. If yes, who manages it and how is it communicated to the public? Head office road info. clerk manages info. gathered from regional field staff & relates this info. to the public through the Internet & phone District operations collect info. & transmit to communications centre, who compile and distribute to media, etc., and to contract call centre who respond to 1-800 calls from public Highway operation section. Via toll free phone message & Internet Agency, communicated to public via website Automated phone system updated manually when conditions change; personal info. to individuals, if required; Internet with up-to-date road conditions; during severe events—local radio stations c. Do you collaborate or share data with adjacent districts or states? Y Y with Internet Y Y N Y 40. Do you utilize plow routes? Y Y Y Y Y Y b. If yes, how do you determine them? Winter LOS statements Timing, division location, salt routes, service levels Geographical location & climatic conditions & contractors proximity Based on equipment & labor resources that have been predetermined by road classification, average annual daily traffic, safety concerns c. Are they dynamically alterable once the storm begins? N Y Y Y N Y d. What governs the change? Local area supervisors depending on storm event and their field experience Sometimes service levels (high levels treated first, then lower levels) Equipment breakdowns Special conditions Front line supervisors Road conditions & safety concerns may cause operators to deviate 41. Who realistically decides the application rate for chemical deicers or abrasive/deicer mixtures in a given storm? Operator decides what applications rate Guidelines in winter LOS. Local area supervisor uses best judgment. Operators use discretion Highway supervisor determines general rates; equipment operator adjusts rates locally Truck operator with some influence from supervisors Team leader Equipment operator b. What reference is used to determine or change the rates? Operators receive training Super uses storm response guide, pavement temperature info. and graph, and experience. Operator depends on conditions and past experience Experience; air temperature is factor for type of deicer with road surface conditions, weather, & RWIS information Developed charts & actual conditions 42. Please describe your storm clean-up plans? Shoulders and approaches are cleared, driving lanes are plowed. Snow piles in medians or at approaches are pushed into ditch far enough so that visibility is not a problem. Piles that cannot be pushed into ditch are removed. Generally abrasives are not removed Described in LOS During normal operating hours and in daylight we push back snow banks and bench/shelf Snow removal per attached document Clear/plow driving lanes first. Apply salt or other deicing chemicals possible. Then work on shoulders & highway approaches. Check that obstructions or other barriers minimize the collection of drifting snow 43. In your winter maintenance toolbox, which tools are well used? Truck plows, graders, loaders, salt & sand spreaders 1. Information: weather, road temperature; 2. Training: plowing, winter science; 3. Mechanical tools: improved plows (left-hand Chemical deicers or abrasive/deicer moistures & pre-wetting Road maintenance crews do daily checks for most roads & report conditions to Alberta Motor Association. AMA is a private association that provides road condition reports to the general public free of charge by either phone or Internet. AMA also receives road condition reports from the Royal Canadian Mounted Police from time to time

61 wing); 4. Communications 44. What tools have broken or been thrown away in the past 10 years? None 1. Mechanical: hopper spreader boxes, U-boxes Pre-wetting difficult to integrate 49. Do you utilize snow fences? Y Y Y some Y Y b. Type i. Temporary Y Y Y Y ii. Fixed Y Y iii. Living Y Y Y e. Do you have an annual maintenance/repair plan and budget for snow fence? Y Y N N N N 50. Do you have any fixed deicing spray installations N N N N N b. If yes, please describe the length, lane coverage, whether it is for a bridge, curve, etc. c. What type of chemical do you use with the system? d. How is the operation of the system integrated into your snow and ice control program? 51. Are any of your routes subject to snow avalanche hazard? Y N N N N N b. If yes, please describe your method of hazard reduction. Described in Emergency Response Policy 52. Does your agency utilize or operate any visibility, fog, flooded road, or other severe weather warning systems? N N N N Y N b. If yes, please describe. Sign boards along roads & info. through website 53. Does your agency actively address reduced visibility or fog? Y Y N N N Y b. If yes, please describe. Conditions are reported on Internet & via phone & use of media. Orange delineators are placed on the roadside in chronic poor visibility areas. Shelterbelts are planted & maintained Only provide permanent warning sign at extreme potent nsial locatio

62 55. Please comment on your greatest and least problems, as well as areas you feel the greatest improvements can be made relative to winter highway operations during the next 5 years. Greatest problem is public perception. The public expects the roads to be bare and dry at all times. Many do not drive according to road conditions. Need to work on public awareness of winter driving. Training for operators on pre-wetting and anti-icing is also crucial. Training material should be geared to the operator level Increased public expectations, poor driving for conditions, commuter traffic, global warming has changed weather patterns. Funding shortages for equipment is also issue. Good things: excellent staff w/substantial experience. Looking into pre-wetting sand & salt, anti-icing, RWIS Greatest challenge— managing traveler & staff expectations & communicating our program goals and objectives internally & externally. Includes rationalizing LOS among various road classes & needs. Needs most attention to improvement. Other challenge is delivery of training to staff with resources. Challenge to modify work procedures & labor agreements to realize the benefits of new or improved tools such as RWIS. Least problems occur with snow & ice clearing on arterial high service roads, due to clear objectives, good geometrics, and good road surface Road users travel too fast and fail to develop a safe attitude on winter road surface conditions. Expectations are that roads will be in same condition as summer. This makes operations requirements & related costs significant. Meteorological knowledge shall be improved over next 5 years as well as training of operations personnel & access to weather info. Major emphasis on road salt management issues. In next 5 years department will take steps to better manage this re: application and storage. Improvements in equipment & training will help address some problems. Continuing with research and implement more environmental friendly alternatives to road salt Question\Agency City of Edmonton City of Moncton City of Vancouver 1. What would you describe as the three key changes that have occurred affecting your winter maintenance operation over the past 10 years? Streetscape adjacent to roadway, customer expectation for bare all the time, environment Pre-wetting of salt; RWIS; use of casuals to supplement workforce New salters; easier cab controls; pre-wetting units 2. Do you have a strategy and/or policy manual governing snow and ice control maintenance? Y Y Y 3. Please describe or attach an example of how you budget, track, and summarize snow and ice control or winter operations costs. See attached Is this information tied to specific segment locations? Y N 4. What were your winter 2002/03 snow and ice control maintenance costs in $ per lane mile? 6,000/lane km b. What was your highest and lowest annual cost in the past 10 years in $ per lane mile? Maximum 6,250/lane km c. Minimum 4,500/lane km 6. Have you documented any benefits from winter maintenance? Y N 7. Do you use performance measures for winter maintenance evaluation? Y N 8. Please describe the winter operation responsibilities and exchange between different disciplines such as winter maintenance, traffic operations, ITS, and traveler/traffic information within your agency. All together

63 9. How many pieces of each equipment type does your agency own or lease? a. Plow only: 10 years ago 22 15 b. Plow only: now 22 17 c. Spreader only: 10 years ago 82 3 d. Spreader only: now 82 3 6 e. Plow and spreader: 10 years ago 82 5 28 f. Plow and spreader: now 82 6 28 g. All-liquid trucks: 10 years ago 75 0 0 h. All-liquid trucks: now 75 0 0 i. Motorgraders: 10 years ago 20 2 2 j. Motorgraders: now 20 2 2 k. Snowblowers: 10 years ago 12 2 l. Snowblowers: now 12 4 4 m. Other: ten years ago 15 walk plows n. Other: now 15 walk plows 10. What type and size of truck is currently specified for snow ice control? a. No. of axles 3 3 b. Gross vehicle weight 45,000 60,000 c. Horsepower 260 395 11. What percent of your snow and ice control equipment is outfitted with the following? a. Truck pre-wetter systems: percent 10 years ago 91 0 b. Truck pre-wetter systems: percent now 91 100 5 c. Wing plows: percent 10 years ago 0 0 d. Wing plows: percent now 0 100 e. Pavement temperature sensors: percent 10 years ago 0 0 f. Pavement temperature sensors: percent now 50 30 g. Computerized spreader controls: percent 10 years ago 100 90 h. Computerized spreader controls: percent now 100 100 i. Ergonomic display and equipment controls: percent 10 years ago 100 j. Ergonomic display and equipment controls: percent now 100 k. AVL: percent 10 years ago 0 0 l. AVL: percent now 15 0 m. GPS: percent 10 years ago 0 0 n. GPS: percent now 15 0 o. In-cab data collection and communication: percent 10 years ago 100 100

64 p. In-cab data collection and communication: percent now 100 100 q. Other: percent 10 years ago r. Other: percent now 12. Please indicate the percentage distribution of plow blade types for your equipment. a. One-way: percent of trucks 0 0 b. One-way: percent of motorgraders 0 100 c. V: percent of trucks 80 d. V: percent of motorgraders 50 100 e. Reversible: percent of trucks 100 100 f. Reversible: percent of motorgraders 100 100 13. Are there any new plow or cutting edge components you have successfully introduced during the past 10 years? N N 14. Do you have any specialized in-cab plow/wing control systems? N Y N 15. What are your spreader capacities? Maximum 11 yd 14 metric tonnes b. Average 11 yd 14 metric tonnes 6 yd 16. What type of spreader(s) is used (e.g., tailgate, zero velocity) Custom-built frame mounts that unload in hanging racks Behind cab mount 17. Are they calibrated? N b. If yes, how? Annual on a track Catch and measure (salt/sand) speed and distance c. How often are they calibrated? Annual plus monthly Annually d. How do you know they maintain their calibration and perform at the specified level? MMS validated weekly Electronically/hydraulic controlled/speed & distance (computer controlled) 19. Describe any computerized spreader control or data collection systems in place. All the same Compuspread Dickey–John unit Dickey–John b. Please include any significant experiences, successes, or difficulties. 20. What is/are your all-liquid truck capacity(s)? a. Maximum 1,100 litres b. Average 21. What communication with trucks do you use? 2-way 800 MHz system 800 MHz Cell phone 22. Do you experience any significant problems with these communication methods? N? N N b. Describe, if yes. 23. What deicers/chemicals are used by your agency? Please indicate trade name and describe any added corrosion inhibitors. Road salt (fine only); liquid calcium with inhibitors Salt brine and pure salt Salt only 24. Do you apply corrosion inhibitors to your fleet? ? Y N

65 b. What prompted any changes in the manner in which you apply all liquids over the past 10 years? Use 100% more often than just for stickability Salt brine application 27. Do you use abrasives? Y Y 29. Does the individual winter operations decision maker within your agency have first-hand information and access to roadside weather information pavement surface conditions (RWIS)? N Y N b. If yes, how is this access accomplished? Patrol every 2 h and use vehicle- counted sensors Accessed through Environment Canada website c. If yes, who developed or provides this access? (RWIS–GUI) Environment Canada d. Is this access adequate and meet all your needs? Y 30. Please indicate the number of automated weather stations your organization accesses and uses. 1 a. Your agency’s 1 b. National Weather Service or airport c. Other None 31. If your agency owns roadside weather stations (RWIS–ESS), how many pavement sensors are deployed? b. Are any active sensors? N c. If yes, how many? d. Are any non-contact sensors? e. If yes, how many? f. Does your agency use NTCIP–ESS? 32. What organizational level and discipline is responsible for RWIS? Federal government 34. What is the source of weather forecasts to winter operations decision makers? Environment Canada special paid for reports every 6 h NWS c. How is it delivered? Fax Telephone d. What are the interval or frequency and period of the forecast? 6 h As much as we want 35. How has your use of weather information and deployment of roadside weather stations changed over the past 10 years? Same 39. Do you report winter road conditions? N Y Y b. If yes, who manages it and how is it communicated to the public? Report to local radio stations and council Through media c. Do you collaborate or share data with adjacent districts or states? Y N 40. Do you utilize plow routes? Y Y N b. If yes, how do you determine them? Based on traffic volumes and speed and bus service Determined by location of emergency services such as.… c. Are they dynamically alterable once the storm begins? N N d. What governs the change? Road class change … bus service

66 41. Who realistically decides the applications rate for chemical deicers or abrasive/deicer mixtures in a given storm? Maintenance staff based on our weather conditions to meet road safety and balance environmental concerns Supervisor in charge of snow storm b. What reference is used to determine or change the rates? 42. Please describe your storm clean-up plans? Plow to bare, stack and remove to snow sites, sweep all paved roads in the spring, and recycle sand Load and haul in downtown area. Blow back subdivisions and main drags. Some drags have to be hauled if buildings are too close to the street 43. In your winter maintenance toolbox, which tools are well used? Too many to list Weather reports, snow storm reports, salt analysis spreadsheet 44. What tools have broken or been thrown away in the past 10 years? None None 49. Do you utilize snow fences? N Y b. Type Fixed Living i. Temporary ii. Y iii. e. Do you have an annual maintenance/repair plan and budget for snow fence? Y Y 50. Do you have any fixed deicing spray installations? Y N N b. If yes, please describe the length, lane coverage, whether it is for a bridge, curve, etc. Bridge c. What type of chemical do you use with the system? Calcium chloride same as road material d. How is the operation of the system integrated into your snow and ice control program? Just installed this summer 51. Are any of your routes subject to snow avalanche hazard? N N N b. If yes, please describe your method of hazard reduction. 52. Does your agency utilize or operate any visibility, fog, flooded road, or other severe weather warning systems? N Y N b. If yes, please describe. Local radio and TV 53. Does your agency actively address reduced visibility or fog? N N b. If yes, please describe. 55. Please comment on your greatest and least problems as well as areas you feel the greatest improvements can be made relative to winter highway operations during the next 5 years. By-law strengthening & enforcement; contractors plowing snow onto sidewalks that have been opened; salt classified toxic—reducing salt consumption using methods such as anti-icing & pre-wetting; Public education needs more explanation by way of various media Abbreviations: MMS = maintenance management system; RWIS = Road Weather Information System; LOS = levels of service; SHA = state highway agency; N/C = not computed; ITS = intelligent transportation system; S/A = single axle; T/A = tandem axle; EOC = emergency operations center; AVL = automatic vehicle location; GPS = global positioning system; CMA = calcium magnesium acetate; ESS = Environmental Sensor Stations; VAMS = Value Added Meteorology Service; NWS = National Weather Service; SR = state route; EORS = emergency operations reporting system; EB = eastbound; WB = westbound; N/A = not available; UHMW = ultra-high molecular weight (polyethylene); GPM = gallons per minute; ADT = average daily traffic; AADT = average annual daily traffic; TOCs = traffic operations centers; HAR = highway advisory radio; GUI = graphic user interface; I/R = infrared.

Next: Abbreviations used without definitions in TRB publications »
Winter Highway Operations Get This Book
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TRB’s National Cooperative Highway Research Program (NCHRP) Synthesis 344: Winter Highway Operations examines changes that occurred between 1994 and 2004 to practices and strategies used to control the impacts of winter weather on the safe and efficient movement of traffic.

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