Highway crews see a “beautiful” mid-winter snowfall a little bit differently than the average person.  To children it might mean a day off from school.  To skiers it could mean a great day on the slopes.  To office workers it might mean a rough drive to work.  But, to highway folks it means work!

 First, there is information to be gathered.  When will the storm get here?  How much snowfall is expected?  How long will it last?  And, during the storm, information is needed on the current road conditions.

 People expect their roads to be plowed.  There are trucks to fill with salt, drivers to round up, and plow routes to be driven.  The planning for all this begins months earlier, long before the snow starts to fall.  Purchasing and stock-
piling salt, equipment maintenance, and personnel training are all part of the annual routine of getting ready for winter.

Planning Decisions

     Early in the planning process there are a number of important decisions to be made:

¨ What kind of truck will you use, outfitted with a front-end plow, or under-body plow?
¨ What kind of spreader will you use?¨ How many plows do you need?
¨ How will you organize plowing routes to be efficient and effective?
¨ What level of service should you provide?
¨ Where are the high priority roads?
¨ When will you use abrasives and when straight salt?
¨ Will you add some calcium chloride, in liquid or solid form, and under what circumstances?

Operational Decisions

 In addition to planning decisions, there are operational decisions to be made after you learn that a storm is coming.  One of them is how you will “handle” the storm.  Some might say that the storm handles you, you do not handle it.  But in fact, you can decide whether you will be proactive or reactive.  Over the years most local highway agencies have been reactive.  That is, they wait until the snow starts to accumulate, and then they go to work to remove it.  The public has come to expect this approach.

Proactive Approach

 A growing number of local highway agencies are adopting the proactive approach.  They get out shortly before the storm arrives, and try to stay ahead of it.  In doing so they find they can provide a higher level of service, use less chemicals and maybe even save money, in the process. 

 To be successful with this approach you need to hone your management skills.  You must have a good understanding of the materials and equipment you are using.  And, you need to tailor your attack for the several different types of storms that may occur.

Deicing vs. Anti-icing

 The reactive approach uses deicing, while the proactive approach uses anti-icing.  With the reactive approach snow often packs into ice.  It bonds to the pavement due to traffic on the road.  Plows cannot easily break this bond, so chemicals are used to deice the road surface.  The overall objective of anti-icing is to prevent the ice from ever forming a bond with the pavement.  Anti-icing involves strategically placing small amounts of chemicals on the road ahead of the storm, and during the storm, to deter the bonding of the ice.

Understanding How Salt Works

 Do you understand why road salt (sodium chloride) and related chemicals are able to melt ice?  Whether you are doing deicing or anti-icing, it is vitally important to know about the limitations of the materials you are using and how they work.

 Everyone knows that water freezes at 32°F.  But this is true only for pure water.  In order for water to freeze, heat has to be removed from it.  In order to melt the ice, the same amount of heat has to be put back in.  The amount of heat needed to change ice into water could raise the temperature of the water from 32°F to 108°F.

 That is a lot of heat, and it mainly comes from the air.  If the air temperature over a road is close to 32°F it takes a long time to transfer the necessary heat.  If the sun is out, the radiant heat from the sun supplements the limited amount of heat in the cool air.  The melting process speeds up.  Warm air, combined with the wind and a sunny day, will melt snow and ice fairly quickly.

 In late fall the materials beneath the road will be above 32°F, and they can contribute some heat to help melt the ice.  But in mid-winter the materials under the road will be frozen to a considerable depth, thus eliminating this source of heat.

 When salt is added to water it dissolves to form a brine.  This lowers the freezing/melting temperature.  Thus when salt is placed on ice it has the same effect as if the air were warmer.  The graph shows that as the salt concentration goes from zero to 23 percent, the freezing temperature steadily goes down to minus 6°F.  This is called freezing point depression.  At temperatures below the freezing line but about -6°F, and at salt concentrations less that 23 percent, a viscous slush is formed.  It consists of a mixture of ice crystals and brine.  The mixture will freeze solid at -6°F regardless of the salt concentration.

The concentration is the amount of salt in the solution.  For instance, a ten percent brine would have 10 pounds of salt for every 90 pounds of water, making 100 pounds of solution.  At concentrations greater than 23 percent the brine is saturated with salt, and any additional salt remains in crystalline form.  If water or ice is added to this mix the excess salt goes into solution to keep the brine at 23 percent concentration and the freezing point at -6°F.

 Freezing point depression is the reason why salt melts the compacted snow (i.e., ice) on the road.  If the air temperature is above -6°F, when salt is spread on the road it causes ice to melt, forming a small amount of brine at 23 percent concentration around the salt crystal.   Additional salt is used to make more brine.  This process continues until either the salt is used up or the ice is all melted.

 With some help from vehicle tires, the brine is mixed with the compacted snow.  If the ice is bonded to the pavement it can take a lot of salt to loosen the bond.  The plow comes along and pushes the slush aside, additional salt is spread, and the cycle continues until the end of the storm.

 Even though the air temperature is below 32°F, the ice is melted.  In fact, the salt makes it “hot” for the snow and ice!  But as the air temperature gets close to -6°F the effectiveness of the salt diminishes.  When the air temperature gets close to zero, abrasives can be used to enhance traction, or calcium chloride (which depresses the freezing point down to -60°F) can be mixed into the salt or used alone.  You need to decide beforehand on the approach you will take for each set of circumstances, and train your crew accordingly.

 Anti-icing is a management strategy that places a small amount of chemical on the road surface, either as a liquid brine or in solid form, before the storm begins.  A new booklet, Manual of Practice for an Effective Anti-icing Program, published by the Federal Highway Administration, describes the recommended strategies.
 
 

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Making it Hot for  Snow and Ice

Meet the Advisory Board

Prepare Compactor   for Winter

Can you Imagine   Life Without a Telephone?
 
 
 

Basil A. Barna 

 Basil A. Barna, Manager of Transportation Infrastructure with Idaho National Engineering & Environmental Laboratory (INEEL), has been an Advisory Board member for the Idaho Technology Transfer Center since 1996.  Basil has a Master of Science degree in Physics from Ohio State University.  His resume includes seven years with Bell and Howell, and twenty-one years experience with INEEL.

  In addition to being a valuable member of the T2 Advisory Board, Basil has also been involved with many other transportation activities, such as:  DOE’s Partnership for a New Generation of Vehicle (PNGV), Joint Army, Navy, NASA, Air Force (JANNAF) Space Propulsion Subcommittee, and DOE’s program for Sustainable Development-Transportation Greater Yellowstone Rural ITS Steering Committee.

  According to Basil, the goal for the T2 Advisory Board is “to help expand the dialog and resources available to develop the future of transportation.”

 Basil is not only involved with many transportation activities he also enjoys kayaking, backpacking and skiing.

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Now that winter has arrived, it is time to prepare your compactor for the long cold months ahead.  Follow this advice.  It inevitably will add longevity to your compactor and help reduce the machine’s downtime.

Cleaning

     Before the harsh weather hits, it’s a good idea to thoroughly clean and inspect your compactor.  Make sure all electrical connections are completely covered before you begin.  A comprehensive cleaning with garden hose or high pressure wash system is the most efficient procedure.
However, this method can force water or other contaminants into the machine’s bearings, seals and other critical components, ultimately causing excessive wear.
     To prevent wear you should immediately lubricate the entire machine.  As you lubricate, pay particular attention to those areas where water or contaminants may have entered, including the articulation and swivel point pins and bushings, console bearing and unit linkages.

Troubleshooting

     After it is cleaned, start and run the compactor until its engine is warm.  This will helpdry vital engine parts and electrical connections, eliminating the chance of unnecessary wear.

     This process may seem pointless because you know the machine is working well.  However, while cleaning the rollers, you should examine some of the components you don’t have access to on a daily basis.  You may identify problems that otherwise might go undetected.

     If you find any problems, now is the best time to make necessary repairs.  If you don’t deal with even the smallest problems at once, you may forget them over the winter or-worse-the problem may intensify during the cold weather and cause greater, possibly more expensive repairs later.  Immediately repairing the machine also eliminates the mad rush to order parts and fix problems at the start of your busy season in the spring.

Maintenance

     Now is also the best time to perform yearly maintenance on your compactor.  It’s critical that you follow manufacturer’s guidelines regarding winterizing your unit.  Information specific to your machine can be found in your operation and maintenance manual.  Additional information and recommendations also can be found on the maintenance and lubrication decal on your compactor.

     Pay particular attention to oil level procedures and oil-type specifications.  If you have questions on what type of oil to use, ask the manufacturer’s field technician or sales representative.  Using the proper oil will have a direct effect on sustaining bearing and component life.

     Take the offense in preparing your compactor against the severe cold of winter.
¨ Start the equipment every 30 days and warm   it up to operating temperatures.
¨ Cycle all the hydraulic and electrical functions. This is especially important in vibratory
 machines.
¨ Use No.1 diesel fuel to eliminate gelling during freezing conditions.
¨ Maintain the engine coolant with a 50/50 antifreeze and clean water mixture.  A separate lubricant and corrosion inhibitor can be added to help with water pump lubrication and to guard against internal corrosion and freezing.
¨ Top off all fluids in the fuel and hydraulic tanks to prevent condensation.
¨ Check all battery connections.  Make sure they are tight and free of corrosion.  Use a small amount of grease on the terminals to keep them free of corrosion.  Keep the battery clean at all times and disconnect the ground terminal.
¨ Drain the water from the compactor’s water sprayer system.
¨ If water is used as a ballast in your static unit’s drums, it is extremely important that you
 drain this water.  Otherwise if the water freezes, serious and costly damage to the drums will result.
¨ Items not equipped with grease fittings, such as linkages, pins and levers, should be lubricated with oil.

Storage

     Although it’s best to store your compactor indoors during the winter to reduce the harmful effects of the cold, frost and snow, most contractors do not have the space.  The most cost effective way to protect your machine outside is to cover it with a strong tarpaulin.  If it’s not possible to cover the entire unit with a tarp, at least cover the engine air intake and exhaust outlet securely to keep out dirt and water.  Remember to remove and replace these covers during periodic machine start ups.
 

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What would people say if you took the telephones in your office and highway garage and threw them away?  What if you also took down your mailbox and asked the Post office to stop delivering your mail?

 Life was like that 100 years ago.  No telephone.  No postal delivery.  But there were town and county highway departments and city and village public works departments.  How do you suppose they survived?

 Not having to deal with frequent telephone calls and shedding the burden of dealing with the daily mail may seem mighty attractive today.  But after careful thought you will probably decide not to rip out the phone or take down the mailbox.

Part of Our Lives

 Simply put, telephone calls and mail have become regular parts of our daily lives.  Taxpayers expect to have access to government offices via telephone and mail.  If we were to deny them that access by removing these instruments of communication, all heck would soon break loose.

 You also need the phone and mail service to run your department, for communication outward.  We use the phone to order things and arrange for work to be done.  And we use the mail for a variety of reasons.  We would not want to lose either of these handy services.

Adapting  To Coming Changes

 Mail service has been available for more than 80 years, and telephones have been a common item since the end of World War II.  Prior to that you had to go to the corner store to make a phone call.

 Times are changing, and you will need to change with them.  Portable telephones (cellular phones) and pagers are catching on.  Soon the public will be less willing to accept, “The superintendent is out of the office, may I take a message?”  They will expect you to be available!

 A cellular phone is easy to get and easy to carry around.  Many service providers will give you the phone if you subscribe to their service.  Learning to use it is easy.  Electronic mail, however, is a little more complicated.

Preparing for E-Mail

 One of the biggest changes affecting our communications is electronic mail (e-mail).  E-mail is such an improvement that once you have used it, it is difficult to envision life without it.  Before long, it will be unacceptable to not have an e-mail address.  It will be like not having a telephone number.  The need to be accessible via e-mail is going to be as common as having a mailbox is today.  If you don’t have e-mail services already, you need to start planning to get them.

 First you need a computer with a modem.  The price of a really good computer has come down a lot in recent months. 

Accessing the Internet

 Next you need to access the Internet.  One choice is to go with a national company like America OnLine or CompuServe.  The basic monthly charge is modest, around $20, but it does not end there.  You also must pay hourly charges for access, and those costs can build up quickly.

 An alternative approach is to use a local Internet service provider (ISP).  You will find them advertised in your Yellow Pages
under Internet Service.  The cost may be less than $20 per month, there should be no additional hourly charges, and transmission speeds should be faster than the national companies.  Further, the local ISP will typically provide free e-mail, net browser software, and technical assistance.

 To select an ISP, phone around, speak to a technical assistance person, and ask how the service works.  You can also seek advice from librarians at your county library.  They will most likely have Internet access, and they could be a good source of what is available in your local area.

Using the Services

 The best part of giving people access to you via the Internet is the access it gives you in return.  Replying to an e-mail message is simple.  E-mail is not hard to learn, and local ISP services usually provide free “how-to” seminars.

 Browsing the World Wide Web is amazing.  First you will need  browser software, such as Netscape Navigator or Microsoft Internet Explorer.  Then try the “search engines” they make easily available by clicking on the Net Search button.  Try Yahoo and Alta Vista.  Type in “Idaho Technology Transfer Center” (include the quotes) and see what comes up.

 Want to find a replacement part?  Search for “Thomas Register.”  Select it by double clicking.  They provide an index of more than 155,000 manufacturers.  Want to find a book?  Type in http://www.amazon.com in the Location window.  They have around 2,000,000 books in stock.

 Someone in your community may be willing to volunteer to create and maintain a web page for you.  Then you can post bulletins about upcoming road improvements, your budget, and related matters.  More and more local communities are developing web pages.  Soon the public is going to expect it. 

Don’t Throw Away your Telephone

 Resist the temptation to oust the telephone.  You  are going to need to plug your modem into it.  And the public expects you to be available.

 Equally important get ready to deal with e-mail.  It is fast becoming part of our daily lives, as common as snail mail (the ordinary variety of mail via the Post Office).  And hang on to your old postage stamp collection.  It may become a really valuable antique someday!
 

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