Rod R. Blagojevich, Governor Bureau of Local Roads and ... · PDF fileThe Technology Transfer...

The Technology Transfer (T2) Program is a nationwide effort financed jointly bythe Federal Highway Administration and individual state departments of trans-portation. Its purpose is to transfer the latest state-of-the-art technology in theareas of roads and bridges by translating the technology into terms understood

by local and state highway or transportation personnel.

The Illinois Interchange is published quarterly by the Illinois Technology Transfer Center at the Illinois Department of Transportation. Any opinions, findings, conclusions, or

recommendations presented in this newsletter are those of the authors and do not necessarilyreflect views of the Illinois Department of Transportation, or the Federal Highway

Administration. Any product mentioned in the Illinois Interchange is for informational purposes only and should not be considered a product endorsement.

Illinois Technology Transfer CenterIllinois Department of Transportation

2300 South Dirksen Parkway - Room 205, Springfield, IL 62764Fax (217) 785-7296

E-mail us at [email protected]

Local Policy & Technology EngineerKEVIN BURKE

[email protected] • (217) 785-5048

Training and Graphics SpecialistAMY NEALE


Training Development TechnicianROY WILLIAMSON


Visit our website at www.dot.il.gov/blr/t2center.html

IllinoisInterchange

I l l i n o i s T e c h n o l o g y T r a n s f e r C e n t e r

Vol. 14 No. 4 Winter 2006

Please pass this on to otherinterested parties in your office.

INSIDE:From the Desk of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2

New Videos & Publications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2

New Research & Technology Engineer. . . . . . . . . . . . . . . . . . . . . . .3

Salt Applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4

APWA’s Top Ten Public Works Leader . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6

Snowfighter Roadeo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7

Plowing/Salting Tips at Railroad Crossings . . . . . . . . . . . . . . . . . . . . . . . . . . .8

Winter Safety Tips. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9

Join the Midwestern PavementPreservation Partnership. . . . . . . . . . . . . .10

State of IllinoisRod R. Blagojevich, Governor

Illinois Department of TransportationBureau of Local Roads and Streets

T2 ADVISORY COMMITTEEDuane Ratermann (Chairman)

County Engineer, Knox County1214 U.S. Highway 150 East, Knoxville, IL 61448

(309) 289-2514

Douglas BishopCounty Engineer, Perry County

3698 State Route 13/127, Pinckneyville, IL 62274(618) 357-6556

Eldon StahlHighway Commissioner

Medina Township (Peoria County)R.R.#1, Dunlap, IL 61525

(309) 579-3101

Olen KiblerHighway Commissioner

Newman Township (Douglas County)608 North Howard, Newman, IL 61942

(217) 837-2723

Ed ReederDirector of Public Works

City of CarbondaleP.O. Box 2047, Carbondale, IL 62901

(618) 549-5302

Lynn KraussDirector of Public Works

Village of Oak Lawn9446 S. Raymond Ave., Oak Lawn, IL 60453

(708) 499-7816

Heidi LiskeResearch & Technology Transfer Engineer

Federal Highway Administration 3250 Executive Park Drive, Springfield, IL 62703

(217) 492-4637

Presort StandardMAIL

U.S. PostagePaid

Springfield, ILPermit No. 880

2300 South Dirksen ParkwaySpringfield, Illinois 62764

ADDRESS SERVICE REQUESTED

Printed by authority of the State of Illinois, 12/06, 4,325

Illinois InterchangeWinter 2006 11

FROM THE DESK OF...

As winter approaches, local andstate highway agencies begin gearingup for snow and ice removal. Saltdomes are filled, equipment is pre-pared and additional temporary helpmay be hired. Part of the preparationshould also include mentally prepar-ing the plow operators. The IL

Technology Transfer Center’s videoand publication library is an excellentresource to assist with this preparation.

Currently, the Center has 6 publi-cations, 16 videos, and 2 CD-ROMscovering winter operations. All of thematerial is available at no charge.The CD-ROMs are the newest addi-tion to the library and are describedbelow. To place an order, completethe order form at www.dot.il.gov/blr/vpform.pdf.

The Salt Institute is a partner ofthe Local Technology AssistanceProgram. Their website contains

valuable information on snow fight-ing techniques. Please visit their siteat www.saltinstitute.org.

Please encourage your snowremoval crews to plan ahead toensure the safety of the traveling public this winter season.

Kevin Burke III, P.E.Local Policy & Technology Engineer

Illinois Interchange2 Winter 2006

NEW ADDITIONS TO THE VIDEO/PUBLICATION LIBRARYC003 - Snowfighting Training Materials - Vol. 1, Salt Institute

The materials are designed to help local governments across the United States and Canada become more proficient in all aspects of winter operations. The programs were developed by winter operations specialists andunderwent a thorough review by five LTAP centers for content and presentation effectiveness.

The total package is broken into two programs and was developed on the basis of each program being capableof standing alone or presented in conjunction with each other as a half-day session to inform and prepare localgovernment officials for winter operations. Two technical information sheets are provided as handouts or as stand-alone articles of flyers. Each aspect of the package offers valuable information and provides recommendations thatparticipants can take back with them and implement.

C004 - Winter Maintenance Training Materials - Vol. 2, Salt InstituteThe Salt Institute, working with an LTAP winter maintenance advisory committee, has provided these materials

to you. The materials are designed to help local governments across the United States and Canada become moreproficient in all aspects of winter operations. The programs were developed by winter operations specialists and underwent a thorough review by multiple LTAP centers for content and presentation effectiveness.

This CD (Winter Maintenance Training Materials, Volume-2) compliments the previous winter maintenanceCD from 2002 (Snowfighting Training Materials, Volume-1). This new CD adds afifth training presentation and another technical information sheet. BothCDs together provide you with five (5) presentation programs.The programs were developed so each could stand-alone orget presented consecutively. Each presentation providesenough material for a half-day session. The sessions aredesigned to inform and prepare local government officials forwinter operations.

For a complete list of all videos, publications, and CDs, please visit our web site at http://www.dot.il.gov/blr/t2center.html.

solid application of deicers may providemore rapid results. Adding moisture tothe salt either at loading or at the spinnerwhen applied will jump start the deicingprocess by providing more moisture tobegin the melting process.

Spraying liquids is not recommendedfor packed snow as the liquid destroyssurface friction and the brine maybecome so diluted before meltingaction is completed that refreezingcould occur. Application of brine is aneffective treatment for “black ice” con-ditions. Although salt can melt ice attemperatures as slow as -6°F, the prac-

tical limitation of brine application isconsidered by the Federal HighwayAdministration to be around 15°F.Below that temperature, pre-wet withcalcium chloride or calcium magnesiumchloride mixed with sodium chloride.

Deicers should be applied close tothe crown or high point of the road.The resulting brine will run downhillfrom the crown to the rest of the sur-face. Spinner speed should be lowenough to ensure that deicing materialsremain on the road surface. Spinnerspeed and application rates should behigher at intersections and other hightraffic areas to spread deicing material

over a larger area or in higher concen-trations as required by the condition.However, use of the “BLAST” overrideon automatic controls while stopped ata stop sign or light is not appropriate.

Road conditions, temperature,amount of snow and ice cover, stormprogress, and traffic conditions allaffect deicing application rate.

SummaryUse of salt is a proven snowfight-

ing technique with many advantages:• Returns roadway surfaces to bare

pavement conditions more quickly,thereby reducing the number of acci-dents and property damage, and sav-ing lives. Research has shown that useof salt as a deicer more than pays foritself

• Lowers manpower costs by reducingthe time necessary to restore drypavement conditions

• Eliminates or greatly reduces cleanupcosts

• Compared to alternatives, salt is saferto handle, and kinder to the environ-ment when properly used.

Prewetting may enhance salt use:• Salt can be spread more uniformly

with less waste on shoulders and inditches because wetted salt sticks tothe pavement

• The amount of dry materials used canbe cut by 20-30% because of the dualaction of added brine and more mate-rials remain on roadway

• Works faster because more brine ispresent

• Driving/spreading speeds can beincreased because salt stays on theroadway.

Courtesy of Salt Institute - More info at: http://www.saltinstitute.org/30.html and/or http://www.saltinsti-tute.org/snowfighting

(Salt Applications from p.5)

STORMFIGHTING GUIDELINESThe following chart is a guideline to combat various types of storms.

Local conditions and policies will be the final determining factor.

Note: The light, 200-lb. application called for in Condition 1 and 2 must be repeated often for the duration of the condition.

CONDITION 1Temperature

Near 30Precipitation

Snow, sleet or freezing rainRoad Surface

Wet

If snow or sleet, apply salt at 500 lbs. per two-lanemile. If snow or sleet continues and accumulates,plow and salt simultaneously. If freezing rain,apply salt at 200 lbs. per two-lane mile. If raincontinues to freeze, re-apply salt at 200 lbs. pertwo-lane mile. Consider anti-icing procedures.

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

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

Apply salt at 600-800 lbs. per two-lane mile, asrequired. If snow or sleet continues and accumu-lates, plow and salt simultaneously. If temperaturestarts to rise, apply salt at 500-600 lbs. per two-lane mile, wait for salt to react before plowing.Continue until safe pavement is obtained.

Apply salt at rate of 800 lbs. per two-lane mile orsalt-treated abrasives at rate of 1500 to 2000 lbs.per two-lane mile. When snow or ice becomesmealy or slushy, plow. Repeat application andplowing as necessary.


Below 30 or fallingPrecipitation

Snow, sleet or freezing rainRoad SurfaceWet or Sticky


Below 20 and fallingPrecipitation

Dry SnowRoad Surface

Dry


Below 20Precipitation


Wet



Snow or freezing rainRoad Surface

Accumulation of packed snow or ice


JOIN THE MIDWESTERN PAVEMENTPRESERVATION PARTNERSHIPBy Ken Baker, Township Engineer, McHenry County

NEW RESEARCH & TECHNOLOGY ENGINEERBy Heidi Liske, Research & Technology Engineer, Federal Highway Administration


form the Midwestern PavementPreservation Partnership (MPPP).

The MPPP is a regional consor-tium of pavement professionals fromState and Provincial Agencies, Localand Federal Government Officials,Contractors, Suppliers, and Academia,all working together to take advantageof the synergy to be gained from shar-ing information and identifying com-mon issues for furthering the practiceof transportation system preservation.The MPPP provides a forum throughwhich information can be shared andpublicized in research, design, specifi-cations, materials and constructionpractices, and to promote the benefitsof Pavement Preservation through edu-cation, experience, and application.

The MPPP has recently enteredinto negotiations to form a partnershipwith the National Association ofCounty Executives (NACE) in an effort

Road agencies throughout theUnited States are being confronted byincreasing demands on their road net-work, while often facing diminishingresources (people, equipment and fund-ing). As a consequence, pavements fre-quently fall victim to today’s realityand condition levels spiral downward.Pavement preservation is a provenstrategy used to improve the highwaynetwork condition with the existingresources available. To further theadvancement of pavement preservationtechnology and best practices, agenciesin the Midwest have come together to

to significantly increase the participa-tion of county and municipal roadwayagencies interested in furthering theadvancement and development of theirpavement preservation programs. Anylocal or county roadway agency canjoin the MPPP for the price of $800 peryear. Membership includes; paid regis-tration to the annual meeting for fourparticipants who will also be eligible toserve as officers, and one vote on issuesbeing considered at the MPPP businessmeeting. The next MPPP meeting willbe held in the Fall 2007 in Montana.

Partnership descriptions can befound at www.pavementpreservation.org/partnerships . For further informa-tion on the MPPP or to inquire aboutmembership, contact Ken Baker,Township Engineer, McHenry Countyat 815-334-4966, or Patte Hahn at theNational Center for PavementPreservation at 517-432-8220.

and innovations fall into a wide rangeof categories and are as follows:

• Hyper-fix solutions• ACS Lite• CORSIM software• Photogrammetry• Travel demand modeling software• Highway Economic

Requirements System (HERS-ST) software

• Land use assessment software• Scour Watch program• Portable scour monitoring

equipment• Expanded polystyrene (EPS)

geofoam, and• Road Safety Assessments (RSAs).

A Division contact identified foreach technology and innovation willdevelop a marketing plan to outlinestrategies and steps for the deploymentprocess.

Of the eleven identified technolo-gies and innovations, RSAs are particu-larly applicable to local transportationagencies. RSAs are tools that can beeffectively utilized to identify specificsafety hazards, points of concern, andneeds. An RSA is a formal safety per-formance examination of an existing,or future, roadway segment or intersec-tion conducted by an independentteam. The location is examined solelyfrom a safety standpoint in an effort tomove from nominal safety (meetingstandards) to substantive safety (meet-ing data-driven and site-specific needs).An assessment also enables safetyneeds to be quantified.

Three items are key to the successfuldeployment of RSAs at the local level:

My name is Heidi Liske and I amthe new Research and TechnologyTransfer Engineer at FHWA’s IllinoisDivision office. I graduated from theUniversity of Wisconsin in 2004 with adegree in civil engineering and beganFHWA’s two-year rotationalProfessional Development Programshortly thereafter. During those short24 months, I worked with multipleFHWA Division offices, stateDepartments of Transportation, andAASHTO. Furthermore, I relocatedbetween Illinois, Missouri, Colorado,Florida, and Washington D.C. severaltimes. Last year I carried out a nine-month assignment with IDOT’s Bureauof Safety Engineering where I gainedvaluable experience in the highwaysafety arena and took a liking to theSpringfield area.

Upon completion of the rotationalprogram, I began work as a permanentfixture in the Illinois Division office.As the job title suggests, my dutiesinclude involvement in and monitoringof IDOT’s research program, imple-mentation of the technology transferprogram, coordination of the“Highways for Life” program, and gen-eral collaboration with the IllinoisTechnology Transfer Center.

In addition, I am heading theDivision’s Technology and InnovationDeployment Team, which recentlydeveloped Technologies andInnovations for Strategic Marketingand Implementation in Illinois, a listingof eleven promising technologies andinnovations worthy of promotion totransportation counterparts throughoutthe state. The identified technologies

1) RSA training – An RSA workshopis in development and will be rolledout upon completion. This workshopwill teach the theory behind RSAs,outline the step-by-step process, andidentify best practices and benefits.

2) Highway Safety ImprovementProgram (HSIP) – Aligning withthe soon to be completed HSIP policy,RSAs can be used as a tool to effec-tively identify safety improvementopportunities at problem locationseligible to receive HSIP funds.

3) Data – It is crucial to have accuratecrash data when preparing for andperforming an RSA. This informa-tion paints a clearer picture of whatis truly happening at the site andprovides great insight to locationsthat are in need of attention but fly-ing under the radar.

Be on the lookout for the RSAlocal rollout, as this is a powerful toolto store in your toolbox for makingdirect safety impacts and potentiallysaving lives. If you would like addition-al information about RSAs, or othertechnologies and innovations of inter-est, I may be contacted by telephone at(217) 492-4637 or email [email protected]. I look forward to futureinvolvement with the local transporta-tion community and collaboration withthe Illinois Technology Transfer Center.

Illinois InterchangeWinter 2006 9Illinois Interchange4 Winter 2006

(Continued on p.5)

GUIDELINES FOR SALT APPLICATIONAs temperatures drop, either the quantityof salt or the frequency of applicationmust be increased.

Ideally, with a deicer, at the end ofthe storm all material should be com-pletely used. Since storm forecasting isnot precise, some residue may remainon the surface after some storms. Thatresidue, if not blown off or washedaway, will be effective in helping pre-vent bonding of ice and snow in thenext storm. A deicer only has residualeffect if too much was applied for thestorm condition.

Many agencies in the NorthAmerican snowbelt have found thatprewetting salt with brine speeds thereaction time of salt and also providesmelting action at lower temperatures.Although most agencies agree thatprewetting provides a faster, higherlevel of service at all temperatures, theydo not agree on method of application.

There may also be a combinationof applications of any of the above.

Spreading can be done full-widthor windrow. Both have strengthsdepending on conditions. Pay specialattention to spinner speeds. A spinnerthat revolves too fast will throw saltover a wide area, possibly wastingmaterials. You may correct “overthrow”by adjusting the drop location on thespinner by using your directional baf-fles or reducing spinner speed. Trafficdensity and highway design largelydetermine the spreading pattern required.

A windrow of salt applied in a 4-8foot strip along the centerline is effec-tive on two-lane pavements with a lowto medium traffic count. Less salt iswasted with this pattern and quicklygives vehicles clear pavement under atleast two wheels. Traffic will soonmove some salt off the centerline andthe salt brine will move toward both

Timing is crucial in applying salt.Ideally, salt should be spread as soon asa storm begins in order to prevent bond-ing of snow or ice to the pavement. Thesalt will quickly produce a brine or keepsnow mealy, allowing for efficient plowing.

The melting action of salt appliedearly in a storm works from the pave-ment surface up so snow and ice do notform hardpack.

There are times and storm condi-tions where salt alone is the onlyanswer to keeping the pavements clear.For example, freezing rain cannot beplowed and salt is the only solution forclearing the road when it occurs.

Anti-icing, or applying salt beforethe storm actually begins is practiced inEuropean countries and by a few agen-cies in North America. Since MotherNature and storm forecasting are notalways precise, this can be tricky. But,done successfully, presalting is the bestmeans to prevent ice-pavement bonding.

The best advice would be to beprepared to mobilize all forces as soonas a winter storm approaches.

There are no easy answers or solu-tions with snow and ice controlbecause there are too many variables. Ithas been estimated there are over66,666 different storm conditions –pavement temperature, ambient tem-perature, pavement type, solar radia-tion, traffic volume, traffic speed, winddirection and velocity, type of precipi-tation, topography, lake or ocean effect,shaded areas (by mountains, trees orbuildings) and wind chill factor, toname a few variables.

Snow and ice control is a verycomplex issue and those people on thefront line need the best informationpossible.

Salt is usually applied at the rate of300 to 800 pounds per two-lane mile.

shoulders for added melting across theentire road width.

The full-width spreading pattern isused most often on multiple-lane pave-ments with medium to high traffic vol-umes. Melting action is obtained overthe full pavement width. Vehicles tendto stay in line to clear wheel paths inthe lanes.

Often the full width pattern is usedwhen trying to get salt down “under astorm.” But be careful not to waste saltwhen using this pattern.

Play the wind in spreading. Astrong wind blowing across a street orhighway can cause salt to “drift” as itcomes out of the spreader, pushing itonto the shoulder or into a gutter. Thisis particularly true in rural areas wherethere are few “windbreaks.” How thewind affects spreading depends on bothwind velocity and pavement condition.Spreader operators should “play thewind” to put salt where it will do themost good.

Give salt time to work. Timeplowing operations to allow maximummelting by salt. When you plow salt off the pavement you waste the deicingmaterial and increase the cost of snow removal.

Know when to plow and reapplysalt. The need for another salt applicationcan be determined by watching meltingsnow kicked out behind vehicle tires. Ifthe slush is soft and “fans” out likewater, the salt is still working. Once theslush begins to stiffen and is throwndirectly to the rear of vehicle tires, it istime to plow and spread more salt.

Has the weather changed?Remember that salt application ratesmay have to be increased at night, onsunless days and when the temperature

WINTER SAFETY TIPS Material Safety• Materials Safety Data Sheet for

chemical information with emergencyprocedures

• Remain in truck cab when truck is being loaded (unless you’re theloader operator)

Vehicles and Equipment Safety• Pre-trip inspection of truck - check

fluid levels, tire tread & inflation,brakes, windshield wipers & blades,heater, defroster

• Clean windows and mirrors• Check all lights• Back-up alarm, plow flags

& warning signs on rear of truck• Radio communications• Full fuel tank• Final walk around inspection• Safety belt

Facilities Safety• Good housekeeping• Well-lit facility

Operations Safety• Know your truck & equipment• Know safe backing rules; circle of

safety (Note: backing accidents numbermore than any other type of accidentin our road maintenance operations.)

• Backup alarm standard equipment

One of LTAP’s partners is the SaltInstitute. On their website: www.saltin-stitute.org, there are a variety of infor-mational pages that will help withupcoming “winter operations for pro-fessional snowfighters.” Good commonsense with the right attitude keep snow-fighters safe. They are the ones whoclear the roads of snow and ice duringwinter months, not only for emergencysituations, but also for those travelingthe roadways.

BEFORE THE SNOWPreparations before the snow flies

keeps the snowfighters aware of anychanges that may have occurred on theroute. New driveways or culverts, lowhanging wires or tree branches, newcurbs or guardrails, all need to be notedbecause they won’t be as identifiablewhen covered with snow.

Another item on the dry run thatwill help with the safety factor is to markall obstacles with the idea of being ableto see them during a snowstorm. Thosetrees that have grown may need a fewbranches taken off also.

WHEN WINTER ARRIVESThe following checklists are good

reminders for snowfighters:

Crew Safety • Adequate sleep or rest• Multi-layers of warm clothing• Hard hat, safety vest, safety

shoes/boots, gloves• First Aid Kit• Thermos/lunch box• Survival kit: flashlight/extra batteries,

ice scraper/snow brush, jumper cables• Tool kit, flares/reflectors, traffic control

flags, shovel, sand, fire extinguisher

• When spreading material & runningwith truck bed up, the bottom of thetruck bed should not be higher thanthe top of the cab

• When changing plow blades, raise theplow and block it securely

• To unclog a spreader, turn off engineand all power to the spreader

• Relieve all pressure in the hydraulicsand then use a tool to unclog (Eventhough all power is off, the reservepressure in the hydraulic lines canstill turn the augur as it is freed. Usinga tool to unclog prevents the habit ofsticking your hands in hazardousplaces.)

• Defensive driving & obey traffic laws

• Wear your safety belt• Do not speed• Keep adequate stopping distance• Be aware of fatigue• Know your own limitations• Keep cool-Anger clouds judgment

Winning combination to winteroperation safety: Professional snow-fighters provide the vital service tomaintain a safe transportation system,think safe and act safe to be safe.

Permission granted to reprint Winter Safety Tips – MontanaLTAP MATTERS, Fall 2006; from Safety Winter Operationsfor Professional Snowfighters, Courtesy of Salt Institute -More info at: http://www.saltinstitute.org/30.html and/orhttp://www.saltinstitute.org/snowfighting


drops sharply. Without the sun, theeffect of solar radiation and warmth islost. At night, traffic usually diminishes,minimizing another heat source thathelps melt ice and snow. Also, pave-ment temperature is not always thesame as air temperature.

Don’t overlook salt’s anti-skidvalue. For years, maintenance peoplehave observed that salt, applied as anice melter, also gives anti-skid protec-tion. Tests conducted in cooperationwith the National Safety Council showthat salt, applied at normal deicing rates,gives as much anti-skid protection asabrasives. The anti-skid effect of salt isimmediate as it starts melting snow or ice.

Safeguard the environment. Theway salt is spread can make the differ-ence between whether the public appre-ciates or condemns snowfighters’ efforts.Overuse and misuse ignore concern forthe environment. Proper calibration ofspreading equipment and good storagecan avoid most problems.

There is no correlation betweenyearly snowfall and the total quantityof salt used. The type of storm dictatesfrequency of application and totalamount of salt necessary. A freezingrain or ice storm may require enormousamounts of salt, perhaps even morethan a prolonged snowstorm. There isno way to combat freezing rain otherthan salt use.

DEICING-PREWETTINGOnce snow has accumulated and

bonded to the road or an ice storm hasglazed road surfaces, deicing operationsmust begin to restore safe driving con-ditions. The bond between snow and/orice and the pavement surface must bedestroyed by chemical or physicalmeans or a combination of the two.

More than a dozen chemicals havebeen tested for deicing use. The most

common products used are sodiumchloride, calcium chloride and magne-sium chloride. Sodium chloride in theform of rock salt or brine is by far themost commonly used chemical in deic-ing operations due to its lower cost andproven effectiveness. Therefore, in thewords of the Transportation ResearchBoard in its 1992 analysis of deicerssays salt remains the “deicer of choice.”

Abrasives have no melting effectfor deicing operations, in fact researchby the Strategic Highway ResearchProgram (SHRP) and the University ofWisconsin suggests that sand inhibitsthe melting process of deicing materials.

Choosing the Proper ApplicationSalt can be applied in solid, pre-

wetted solid, or liquid form. Applicationmethods are determined by weatherand road conditions as well as equip-ment available. Salt needs moisture toprovide melting action. Deicing rocksalt or solar salt dissolves in road sur-face moisture to form a brine whichmelts snow and ice to form more brinewhich continues the process. Once salthas penetrated the packed snow and iceto make brine on the pavement surface,

the bond will be broken and removaloperations can be successful in restor-ing bare pavement conditions.

Forecasted conditions and roadsurface temperatures at the time oftreatment determine whether wintermaintenance materials should be appliedin sold, prewetted solid or liquid form.The type of precipitation event, drysnow, wet snow, ice, sleet, freezingrain, etc. must be considered. Keep inmind that changing conditions willaffect operations. Falling temperaturescan cause refreezing. Additional precip-itation can dilute winter maintenancematerials, rendering them ineffective.

If the road surface is wet and tem-peratures will not cause refreezing, thenapplication of dry salt is appropriate.Necessary moisture is already presentso brine will be formed immediatelyand melting action can begin. Theapplication rate will be determined bythe amount of snow and ice coverage.Keep in mind the reduced mobilityeffect as dilution of deicing salt occurs.

If snow pack and ice is solid, ortemperatures will fall to the point thatrefreezing will take place, then prewetted

PLOWING/SALTING TIPSBy Rick Ray, Norfolk Southern Railway Company



(Continued on p.11)

The railroads serving your stateand local community request you use special care when plowing/saltingroads this upcoming winter season.

Never dump salt or chemicalsdirectly on or near any highway/railroad crossing at grade. Salt orchemicals reduce the resistant proper-ties of timber and ballast, which cancause the electrical signals carriedthrough the rails to short out resultingin activation of Flashing Light warningdevices or malfunction of Train Signals.

While this may not be apparent atfirst, over the years a build up ofthese snow melting agents can causeareas of low resistance on the track.The only solution for this problem is

to remove the crossing surface, tiesand ballast and install with new cleanmaterials.

Snow management at or within15 feet either side of Highway/Railroad crossings should consist of(when possible) removal with plowsand sand or light gravel applied.

Where possible, avoid “piling”snow on or near RR Crossings, undergate arms or mechanisms and onaccess roads parallel and adjacent totracks.

Snow and Ice removal usingsalt/chemical or gravel on approaches(up to 15 feet from tracks) of gradecrossings assists the motorist greatlyin maintaining braking ability when

approaching a grade crossing.When possible “clear” Railroad pave-ment markings on the approaches.

Once again, plow and use sand orlight gravel on and within 15 feet oneither side of highway/railroad cross-ings. This should be done at allcrossings whether signaled or non-signaled alike.

The railroads, your friends andneighbors who must deal with saltinducted grade crossing signal activa-tions thank you, the plow truck/saltdrivers, for this extra care aroundhighway/railroad crossings and formaking our roads safe for all thiswinter driving season.


2006 APWA TOP 10 PUBLIC WORKS LEADER


Robert (Bob) Wraight, P.E., is theSuperintendent of Public Works forthe Village of Morton, Ill. He isresponsible for planning and imple-menting a capital improvement pro-gram with an average annual budgetof $6 million; generating and imple-menting programs and policies forthe department’s sewer, water, build-ing and zoning, gas and streets divi-sions; preparing and reviewing engi-neering plans for Village projects;and serving as liaison between theDepartment of Public Works, plan-ning commission, and the electedVillage Board.

In 1980, when Wraight assumedthe position of Superintendent ofPublic Works, the Village of Morton

suffered from serious infrastructuredeficiencies, particularly in the areasof stormwater and wastewater treat-ment. Through Wraight’s efforts, sig-nificant plans were developed toaddress these needs. In particular,Morton’s comprehensive stormwaterdrainage plan was the largest publicworks project ever undertaken in theVillage. It involved miles of creekimprovements, numerous bridges,thousands of feet of sewer construc-tion and several ancillary facilitiesand structures.

Wraight has been very active incommunity service. He prepared anine-part public information seriesdescribing the Morton Department ofPublic Works which was published inthe Morton Times News, November1995–June 1996, and he has been afeatured speaker at meetings of localcivic organizations including RotaryClub, Pastoral Alliance, KiwanisClub, Board of Realtors and MortonChamber of Commerce LeadershipSchool. Wraight is a director in theAPWA Illinois Chapter’s CentralBranch, and was a member of the2006 North American SnowConference committee.

“The single word that bestdescribes him is ‘effective,’ whetherit involves solving a citizen’s prob-lem, generating budgets with thevillage board, or working with othergovernmental officials on regulatoryand other issues.” – James G. Roth,P.E., Manager of Water Resourcesand Development Dept., Crawford,Murphy & Tilly, Inc., Springfield,Illinois

Bob WraightSuperintendent of Public Works,Morton, Illinois• Bob has 28 years of service in the

public works field• He is the Superintendent of Public

Works for the Village of Morton.Morton is a suburb of Peoria whichhas a population of 15,400 people.

• Morton’s Public Works Departmenthas an annual budget of $28 million and has 34 employees.

• In his spare time, Bob flies airplanes.

The Technology Transfer Centerwould like to congratulate Bob forthis outstanding accomplishment.

(Reprinted with permission from the APWA Reporter May 2006)

2006 APWA SNOW FIGHTERS

been used as a tie-breaker in the written test or the circle of safety.

Circle of SafetyTeams were tested by correctly identi-

fying as many as possible of the 20operational defects in the allotted 4minutes. The defects were located onthe plow, hitch, spreader and on thetruck itself. As a team effort, eachdefect was worth five points for a totalscore of 100 points.

Obstacle CourseTeams were tested by their maneu-

vering through nine obstacles. A teameffort was worth a maximum of 340points. The obstacles included: plowingaround a parked vehicle, inside curve,offset alley, serpentine, driver exchange(no points), backing, straight line, out-side curve, stopping accuracy and time.

The Nineteenth Annual IllinoisChapter APWA Snow Fighters Roadeotook place on September 29th at TheTri Township Park in Troy, Illinois.There were 24 teams participating from16 local agencies. The Roadeo consist-ed of testing the skills of a two-personteam in a three-part exercise consistingof a Written Test, The Circle of Safetyand The Obstacle Course.

Written TestTeams were tested on technical

snow and ice control questions, rules of the road and safety related questions.The tests consist of 50 questions witha point value of 2 points each for atotal of 100 points. Combined a per-fect team score would be 200 points.In addition, there were five bonusquestions which were not counted inthe overall score, but would have

Overall Grand Total Winners1st Place

City of Highland Bugger/Daiber

2nd PlaceCounty of Madison

McCormick/Kuehner

3rd PlaceCity of Fairview Heights

Rujawitz/Vollmer

Written Test WinnersSangamon County

Warrington/Richmond

Circle of Safety WinnersCity of Fairview Heights

Rujawitz/Vollmer

Obstacle Course WinnersCity of HighlandBugger/Daiber

Photos and article courtesy of Gary Stahlhut, Madison County

Highway Department

ILLINOIS’ TOP THREE Top Three Videos1. V003 Motorgrader2. V077 Snow & Ice Control3. V517 Snow Removal Techniques-Plowing Tips From the Pros

For more information on our video library, visit our website at http://www.dot.il.gov/blr/lib.html (reproducible tapes)

and http://www.dot.il.gov/blr/lib3.html (copyrighted tapes)

Top Three Publications1. P005 Work Zone Traffic Control2. P018 General Administrative Duties of the Township Highway Commissioner3. P034 Jurisdictional Transfer Guidelines for Highway and Street Systems

For more information on our publication library, visit our website at http://www.dot.il.gov/blr/publication.html


drops sharply. Without the sun, theeffect of solar radiation and warmth islost. At night, traffic usually diminishes,minimizing another heat source thathelps melt ice and snow. Also, pave-ment temperature is not always thesame as air temperature.

Don’t overlook salt’s anti-skidvalue. For years, maintenance peoplehave observed that salt, applied as anice melter, also gives anti-skid protec-tion. Tests conducted in cooperationwith the National Safety Council showthat salt, applied at normal deicing rates,gives as much anti-skid protection asabrasives. The anti-skid effect of salt isimmediate as it starts melting snow or ice.

Safeguard the environment. Theway salt is spread can make the differ-ence between whether the public appre-ciates or condemns snowfighters’ efforts.Overuse and misuse ignore concern forthe environment. Proper calibration ofspreading equipment and good storagecan avoid most problems.

There is no correlation betweenyearly snowfall and the total quantityof salt used. The type of storm dictatesfrequency of application and totalamount of salt necessary. A freezingrain or ice storm may require enormousamounts of salt, perhaps even morethan a prolonged snowstorm. There isno way to combat freezing rain otherthan salt use.

DEICING-PREWETTINGOnce snow has accumulated and

bonded to the road or an ice storm hasglazed road surfaces, deicing operationsmust begin to restore safe driving con-ditions. The bond between snow and/orice and the pavement surface must bedestroyed by chemical or physicalmeans or a combination of the two.

More than a dozen chemicals havebeen tested for deicing use. The most

common products used are sodiumchloride, calcium chloride and magne-sium chloride. Sodium chloride in theform of rock salt or brine is by far themost commonly used chemical in deic-ing operations due to its lower cost andproven effectiveness. Therefore, in thewords of the Transportation ResearchBoard in its 1992 analysis of deicerssays salt remains the “deicer of choice.”

Abrasives have no melting effectfor deicing operations, in fact researchby the Strategic Highway ResearchProgram (SHRP) and the University ofWisconsin suggests that sand inhibitsthe melting process of deicing materials.

Choosing the Proper ApplicationSalt can be applied in solid, pre-

wetted solid, or liquid form. Applicationmethods are determined by weatherand road conditions as well as equip-ment available. Salt needs moisture toprovide melting action. Deicing rocksalt or solar salt dissolves in road sur-face moisture to form a brine whichmelts snow and ice to form more brinewhich continues the process. Once salthas penetrated the packed snow and iceto make brine on the pavement surface,

the bond will be broken and removaloperations can be successful in restor-ing bare pavement conditions.

Forecasted conditions and roadsurface temperatures at the time oftreatment determine whether wintermaintenance materials should be appliedin sold, prewetted solid or liquid form.The type of precipitation event, drysnow, wet snow, ice, sleet, freezingrain, etc. must be considered. Keep inmind that changing conditions willaffect operations. Falling temperaturescan cause refreezing. Additional precip-itation can dilute winter maintenancematerials, rendering them ineffective.

If the road surface is wet and tem-peratures will not cause refreezing, thenapplication of dry salt is appropriate.Necessary moisture is already presentso brine will be formed immediatelyand melting action can begin. Theapplication rate will be determined bythe amount of snow and ice coverage.Keep in mind the reduced mobilityeffect as dilution of deicing salt occurs.

If snow pack and ice is solid, ortemperatures will fall to the point thatrefreezing will take place, then prewetted

PLOWING/SALTING TIPSBy Rick Ray, Norfolk Southern Railway Company



(Continued on p.11)

The railroads serving your stateand local community request you use special care when plowing/saltingroads this upcoming winter season.

Never dump salt or chemicalsdirectly on or near any highway/railroad crossing at grade. Salt orchemicals reduce the resistant proper-ties of timber and ballast, which cancause the electrical signals carriedthrough the rails to short out resultingin activation of Flashing Light warningdevices or malfunction of Train Signals.

While this may not be apparent atfirst, over the years a build up ofthese snow melting agents can causeareas of low resistance on the track.The only solution for this problem is

to remove the crossing surface, tiesand ballast and install with new cleanmaterials.

Snow management at or within15 feet either side of Highway/Railroad crossings should consist of(when possible) removal with plowsand sand or light gravel applied.

Where possible, avoid “piling”snow on or near RR Crossings, undergate arms or mechanisms and onaccess roads parallel and adjacent totracks.

Snow and Ice removal usingsalt/chemical or gravel on approaches(up to 15 feet from tracks) of gradecrossings assists the motorist greatlyin maintaining braking ability when

approaching a grade crossing.When possible “clear” Railroad pave-ment markings on the approaches.

Once again, plow and use sand orlight gravel on and within 15 feet oneither side of highway/railroad cross-ings. This should be done at allcrossings whether signaled or non-signaled alike.

The railroads, your friends andneighbors who must deal with saltinducted grade crossing signal activa-tions thank you, the plow truck/saltdrivers, for this extra care aroundhighway/railroad crossings and formaking our roads safe for all thiswinter driving season.

Illinois InterchangeWinter 2006 9Illinois Interchange4 Winter 2006

(Continued on p.5)

GUIDELINES FOR SALT APPLICATIONAs temperatures drop, either the quantityof salt or the frequency of applicationmust be increased.

Ideally, with a deicer, at the end ofthe storm all material should be com-pletely used. Since storm forecasting isnot precise, some residue may remainon the surface after some storms. Thatresidue, if not blown off or washedaway, will be effective in helping pre-vent bonding of ice and snow in thenext storm. A deicer only has residualeffect if too much was applied for thestorm condition.

Many agencies in the NorthAmerican snowbelt have found thatprewetting salt with brine speeds thereaction time of salt and also providesmelting action at lower temperatures.Although most agencies agree thatprewetting provides a faster, higherlevel of service at all temperatures, theydo not agree on method of application.

There may also be a combinationof applications of any of the above.

Spreading can be done full-widthor windrow. Both have strengthsdepending on conditions. Pay specialattention to spinner speeds. A spinnerthat revolves too fast will throw saltover a wide area, possibly wastingmaterials. You may correct “overthrow”by adjusting the drop location on thespinner by using your directional baf-fles or reducing spinner speed. Trafficdensity and highway design largelydetermine the spreading pattern required.

A windrow of salt applied in a 4-8foot strip along the centerline is effec-tive on two-lane pavements with a lowto medium traffic count. Less salt iswasted with this pattern and quicklygives vehicles clear pavement under atleast two wheels. Traffic will soonmove some salt off the centerline andthe salt brine will move toward both

Timing is crucial in applying salt.Ideally, salt should be spread as soon asa storm begins in order to prevent bond-ing of snow or ice to the pavement. Thesalt will quickly produce a brine or keepsnow mealy, allowing for efficient plowing.

The melting action of salt appliedearly in a storm works from the pave-ment surface up so snow and ice do notform hardpack.

There are times and storm condi-tions where salt alone is the onlyanswer to keeping the pavements clear.For example, freezing rain cannot beplowed and salt is the only solution forclearing the road when it occurs.

Anti-icing, or applying salt beforethe storm actually begins is practiced inEuropean countries and by a few agen-cies in North America. Since MotherNature and storm forecasting are notalways precise, this can be tricky. But,done successfully, presalting is the bestmeans to prevent ice-pavement bonding.

The best advice would be to beprepared to mobilize all forces as soonas a winter storm approaches.

There are no easy answers or solu-tions with snow and ice controlbecause there are too many variables. Ithas been estimated there are over66,666 different storm conditions –pavement temperature, ambient tem-perature, pavement type, solar radia-tion, traffic volume, traffic speed, winddirection and velocity, type of precipi-tation, topography, lake or ocean effect,shaded areas (by mountains, trees orbuildings) and wind chill factor, toname a few variables.

Snow and ice control is a verycomplex issue and those people on thefront line need the best informationpossible.

Salt is usually applied at the rate of300 to 800 pounds per two-lane mile.

shoulders for added melting across theentire road width.

The full-width spreading pattern isused most often on multiple-lane pave-ments with medium to high traffic vol-umes. Melting action is obtained overthe full pavement width. Vehicles tendto stay in line to clear wheel paths inthe lanes.

Often the full width pattern is usedwhen trying to get salt down “under astorm.” But be careful not to waste saltwhen using this pattern.

Play the wind in spreading. Astrong wind blowing across a street orhighway can cause salt to “drift” as itcomes out of the spreader, pushing itonto the shoulder or into a gutter. Thisis particularly true in rural areas wherethere are few “windbreaks.” How thewind affects spreading depends on bothwind velocity and pavement condition.Spreader operators should “play thewind” to put salt where it will do themost good.

Give salt time to work. Timeplowing operations to allow maximummelting by salt. When you plow salt off the pavement you waste the deicingmaterial and increase the cost of snow removal.

Know when to plow and reapplysalt. The need for another salt applicationcan be determined by watching meltingsnow kicked out behind vehicle tires. Ifthe slush is soft and “fans” out likewater, the salt is still working. Once theslush begins to stiffen and is throwndirectly to the rear of vehicle tires, it istime to plow and spread more salt.

Has the weather changed?Remember that salt application ratesmay have to be increased at night, onsunless days and when the temperature

WINTER SAFETY TIPS Material Safety• Materials Safety Data Sheet for

chemical information with emergencyprocedures

• Remain in truck cab when truck is being loaded (unless you’re theloader operator)

Vehicles and Equipment Safety• Pre-trip inspection of truck - check

fluid levels, tire tread & inflation,brakes, windshield wipers & blades,heater, defroster

• Clean windows and mirrors• Check all lights• Back-up alarm, plow flags

& warning signs on rear of truck• Radio communications• Full fuel tank• Final walk around inspection• Safety belt

Facilities Safety• Good housekeeping• Well-lit facility

Operations Safety• Know your truck & equipment• Know safe backing rules; circle of

safety (Note: backing accidents numbermore than any other type of accidentin our road maintenance operations.)

• Backup alarm standard equipment

One of LTAP’s partners is the SaltInstitute. On their website: www.saltin-stitute.org, there are a variety of infor-mational pages that will help withupcoming “winter operations for pro-fessional snowfighters.” Good commonsense with the right attitude keep snow-fighters safe. They are the ones whoclear the roads of snow and ice duringwinter months, not only for emergencysituations, but also for those travelingthe roadways.

BEFORE THE SNOWPreparations before the snow flies

keeps the snowfighters aware of anychanges that may have occurred on theroute. New driveways or culverts, lowhanging wires or tree branches, newcurbs or guardrails, all need to be notedbecause they won’t be as identifiablewhen covered with snow.

Another item on the dry run thatwill help with the safety factor is to markall obstacles with the idea of being ableto see them during a snowstorm. Thosetrees that have grown may need a fewbranches taken off also.

WHEN WINTER ARRIVESThe following checklists are good

reminders for snowfighters:

Crew Safety • Adequate sleep or rest• Multi-layers of warm clothing• Hard hat, safety vest, safety

shoes/boots, gloves• First Aid Kit• Thermos/lunch box• Survival kit: flashlight/extra batteries,

ice scraper/snow brush, jumper cables• Tool kit, flares/reflectors, traffic control

flags, shovel, sand, fire extinguisher

• When spreading material & runningwith truck bed up, the bottom of thetruck bed should not be higher thanthe top of the cab

• When changing plow blades, raise theplow and block it securely

• To unclog a spreader, turn off engineand all power to the spreader

• Relieve all pressure in the hydraulicsand then use a tool to unclog (Eventhough all power is off, the reservepressure in the hydraulic lines canstill turn the augur as it is freed. Usinga tool to unclog prevents the habit ofsticking your hands in hazardousplaces.)

• Defensive driving & obey traffic laws

• Wear your safety belt• Do not speed• Keep adequate stopping distance• Be aware of fatigue• Know your own limitations• Keep cool-Anger clouds judgment

Winning combination to winteroperation safety: Professional snow-fighters provide the vital service tomaintain a safe transportation system,think safe and act safe to be safe.

Permission granted to reprint Winter Safety Tips – MontanaLTAP MATTERS, Fall 2006; from Safety Winter Operationsfor Professional Snowfighters, Courtesy of Salt Institute -More info at: http://www.saltinstitute.org/30.html and/orhttp://www.saltinstitute.org/snowfighting


JOIN THE MIDWESTERN PAVEMENTPRESERVATION PARTNERSHIPBy Ken Baker, Township Engineer, McHenry County

NEW RESEARCH & TECHNOLOGY ENGINEERBy Heidi Liske, Research & Technology Engineer, Federal Highway Administration


form the Midwestern PavementPreservation Partnership (MPPP).

The MPPP is a regional consor-tium of pavement professionals fromState and Provincial Agencies, Localand Federal Government Officials,Contractors, Suppliers, and Academia,all working together to take advantageof the synergy to be gained from shar-ing information and identifying com-mon issues for furthering the practiceof transportation system preservation.The MPPP provides a forum throughwhich information can be shared andpublicized in research, design, specifi-cations, materials and constructionpractices, and to promote the benefitsof Pavement Preservation through edu-cation, experience, and application.

The MPPP has recently enteredinto negotiations to form a partnershipwith the National Association ofCounty Executives (NACE) in an effort

Road agencies throughout theUnited States are being confronted byincreasing demands on their road net-work, while often facing diminishingresources (people, equipment and fund-ing). As a consequence, pavements fre-quently fall victim to today’s realityand condition levels spiral downward.Pavement preservation is a provenstrategy used to improve the highwaynetwork condition with the existingresources available. To further theadvancement of pavement preservationtechnology and best practices, agenciesin the Midwest have come together to

to significantly increase the participa-tion of county and municipal roadwayagencies interested in furthering theadvancement and development of theirpavement preservation programs. Anylocal or county roadway agency canjoin the MPPP for the price of $800 peryear. Membership includes; paid regis-tration to the annual meeting for fourparticipants who will also be eligible toserve as officers, and one vote on issuesbeing considered at the MPPP businessmeeting. The next MPPP meeting willbe held in the Fall 2007 in Montana.

Partnership descriptions can befound at www.pavementpreservation.org/partnerships . For further informa-tion on the MPPP or to inquire aboutmembership, contact Ken Baker,Township Engineer, McHenry Countyat 815-334-4966, or Patte Hahn at theNational Center for PavementPreservation at 517-432-8220.

and innovations fall into a wide rangeof categories and are as follows:

• Hyper-fix solutions• ACS Lite• CORSIM software• Photogrammetry• Travel demand modeling software• Highway Economic

Requirements System (HERS-ST) software

• Land use assessment software• Scour Watch program• Portable scour monitoring

equipment• Expanded polystyrene (EPS)

geofoam, and• Road Safety Assessments (RSAs).

A Division contact identified foreach technology and innovation willdevelop a marketing plan to outlinestrategies and steps for the deploymentprocess.

Of the eleven identified technolo-gies and innovations, RSAs are particu-larly applicable to local transportationagencies. RSAs are tools that can beeffectively utilized to identify specificsafety hazards, points of concern, andneeds. An RSA is a formal safety per-formance examination of an existing,or future, roadway segment or intersec-tion conducted by an independentteam. The location is examined solelyfrom a safety standpoint in an effort tomove from nominal safety (meetingstandards) to substantive safety (meet-ing data-driven and site-specific needs).An assessment also enables safetyneeds to be quantified.

Three items are key to the successfuldeployment of RSAs at the local level:

My name is Heidi Liske and I amthe new Research and TechnologyTransfer Engineer at FHWA’s IllinoisDivision office. I graduated from theUniversity of Wisconsin in 2004 with adegree in civil engineering and beganFHWA’s two-year rotationalProfessional Development Programshortly thereafter. During those short24 months, I worked with multipleFHWA Division offices, stateDepartments of Transportation, andAASHTO. Furthermore, I relocatedbetween Illinois, Missouri, Colorado,Florida, and Washington D.C. severaltimes. Last year I carried out a nine-month assignment with IDOT’s Bureauof Safety Engineering where I gainedvaluable experience in the highwaysafety arena and took a liking to theSpringfield area.

Upon completion of the rotationalprogram, I began work as a permanentfixture in the Illinois Division office.As the job title suggests, my dutiesinclude involvement in and monitoringof IDOT’s research program, imple-mentation of the technology transferprogram, coordination of the“Highways for Life” program, and gen-eral collaboration with the IllinoisTechnology Transfer Center.

In addition, I am heading theDivision’s Technology and InnovationDeployment Team, which recentlydeveloped Technologies andInnovations for Strategic Marketingand Implementation in Illinois, a listingof eleven promising technologies andinnovations worthy of promotion totransportation counterparts throughoutthe state. The identified technologies

1) RSA training – An RSA workshopis in development and will be rolledout upon completion. This workshopwill teach the theory behind RSAs,outline the step-by-step process, andidentify best practices and benefits.

2) Highway Safety ImprovementProgram (HSIP) – Aligning withthe soon to be completed HSIP policy,RSAs can be used as a tool to effec-tively identify safety improvementopportunities at problem locationseligible to receive HSIP funds.

3) Data – It is crucial to have accuratecrash data when preparing for andperforming an RSA. This informa-tion paints a clearer picture of whatis truly happening at the site andprovides great insight to locationsthat are in need of attention but fly-ing under the radar.

Be on the lookout for the RSAlocal rollout, as this is a powerful toolto store in your toolbox for makingdirect safety impacts and potentiallysaving lives. If you would like addition-al information about RSAs, or othertechnologies and innovations of inter-est, I may be contacted by telephone at(217) 492-4637 or email [email protected]. I look forward to futureinvolvement with the local transporta-tion community and collaboration withthe Illinois Technology Transfer Center.


FROM THE DESK OF...

As winter approaches, local andstate highway agencies begin gearingup for snow and ice removal. Saltdomes are filled, equipment is pre-pared and additional temporary helpmay be hired. Part of the preparationshould also include mentally prepar-ing the plow operators. The IL

Technology Transfer Center’s videoand publication library is an excellentresource to assist with this preparation.

Currently, the Center has 6 publi-cations, 16 videos, and 2 CD-ROMscovering winter operations. All of thematerial is available at no charge.The CD-ROMs are the newest addi-tion to the library and are describedbelow. To place an order, completethe order form at www.dot.il.gov/blr/vpform.pdf.

The Salt Institute is a partner ofthe Local Technology AssistanceProgram. Their website contains

valuable information on snow fight-ing techniques. Please visit their siteat www.saltinstitute.org.

Please encourage your snowremoval crews to plan ahead toensure the safety of the traveling public this winter season.

Kevin Burke III, P.E.Local Policy & Technology Engineer


NEW ADDITIONS TO THE VIDEO/PUBLICATION LIBRARYC003 - Snowfighting Training Materials - Vol. 1, Salt Institute

The materials are designed to help local governments across the United States and Canada become more proficient in all aspects of winter operations. The programs were developed by winter operations specialists andunderwent a thorough review by five LTAP centers for content and presentation effectiveness.

The total package is broken into two programs and was developed on the basis of each program being capableof standing alone or presented in conjunction with each other as a half-day session to inform and prepare localgovernment officials for winter operations. Two technical information sheets are provided as handouts or as stand-alone articles of flyers. Each aspect of the package offers valuable information and provides recommendations thatparticipants can take back with them and implement.

C004 - Winter Maintenance Training Materials - Vol. 2, Salt InstituteThe Salt Institute, working with an LTAP winter maintenance advisory committee, has provided these materials

to you. The materials are designed to help local governments across the United States and Canada become moreproficient in all aspects of winter operations. The programs were developed by winter operations specialists and underwent a thorough review by multiple LTAP centers for content and presentation effectiveness.

This CD (Winter Maintenance Training Materials, Volume-2) compliments the previous winter maintenanceCD from 2002 (Snowfighting Training Materials, Volume-1). This new CD adds afifth training presentation and another technical information sheet. BothCDs together provide you with five (5) presentation programs.The programs were developed so each could stand-alone orget presented consecutively. Each presentation providesenough material for a half-day session. The sessions aredesigned to inform and prepare local government officials forwinter operations.

For a complete list of all videos, publications, and CDs, please visit our web site at http://www.dot.il.gov/blr/t2center.html.

solid application of deicers may providemore rapid results. Adding moisture tothe salt either at loading or at the spinnerwhen applied will jump start the deicingprocess by providing more moisture tobegin the melting process.

Spraying liquids is not recommendedfor packed snow as the liquid destroyssurface friction and the brine maybecome so diluted before meltingaction is completed that refreezingcould occur. Application of brine is aneffective treatment for “black ice” con-ditions. Although salt can melt ice attemperatures as slow as -6°F, the prac-

tical limitation of brine application isconsidered by the Federal HighwayAdministration to be around 15°F.Below that temperature, pre-wet withcalcium chloride or calcium magnesiumchloride mixed with sodium chloride.

Deicers should be applied close tothe crown or high point of the road.The resulting brine will run downhillfrom the crown to the rest of the sur-face. Spinner speed should be lowenough to ensure that deicing materialsremain on the road surface. Spinnerspeed and application rates should behigher at intersections and other hightraffic areas to spread deicing material

over a larger area or in higher concen-trations as required by the condition.However, use of the “BLAST” overrideon automatic controls while stopped ata stop sign or light is not appropriate.

Road conditions, temperature,amount of snow and ice cover, stormprogress, and traffic conditions allaffect deicing application rate.

SummaryUse of salt is a proven snowfight-

ing technique with many advantages:• Returns roadway surfaces to bare

pavement conditions more quickly,thereby reducing the number of acci-dents and property damage, and sav-ing lives. Research has shown that useof salt as a deicer more than pays foritself

• Lowers manpower costs by reducingthe time necessary to restore drypavement conditions

• Eliminates or greatly reduces cleanupcosts

• Compared to alternatives, salt is saferto handle, and kinder to the environ-ment when properly used.

Prewetting may enhance salt use:• Salt can be spread more uniformly

with less waste on shoulders and inditches because wetted salt sticks tothe pavement

• The amount of dry materials used canbe cut by 20-30% because of the dualaction of added brine and more mate-rials remain on roadway

• Works faster because more brine ispresent

• Driving/spreading speeds can beincreased because salt stays on theroadway.

Courtesy of Salt Institute - More info at: http://www.saltinstitute.org/30.html and/or http://www.saltinsti-tute.org/snowfighting


STORMFIGHTING GUIDELINESThe following chart is a guideline to combat various types of storms.

Local conditions and policies will be the final determining factor.

Note: The light, 200-lb. application called for in Condition 1 and 2 must be repeated often for the duration of the condition.


Near 30Precipitation


Wet

If snow or sleet, apply salt at 500 lbs. per two-lanemile. If snow or sleet continues and accumulates,plow and salt simultaneously. If freezing rain,apply salt at 200 lbs. per two-lane mile. If raincontinues to freeze, re-apply salt at 200 lbs. pertwo-lane mile. Consider anti-icing procedures.

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

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

Apply salt at 600-800 lbs. per two-lane mile, asrequired. If snow or sleet continues and accumu-lates, plow and salt simultaneously. If temperaturestarts to rise, apply salt at 500-600 lbs. per two-lane mile, wait for salt to react before plowing.Continue until safe pavement is obtained.

Apply salt at rate of 800 lbs. per two-lane mile orsalt-treated abrasives at rate of 1500 to 2000 lbs.per two-lane mile. When snow or ice becomesmealy or slushy, plow. Repeat application andplowing as necessary.


Below 30 or fallingPrecipitation

Snow, sleet or freezing rainRoad SurfaceWet or Sticky


Below 20 and fallingPrecipitation

Dry SnowRoad Surface

Dry




Wet



Snow or freezing rainRoad Surface

Accumulation of packed snow or ice

The Technology Transfer (T2) Program is a nationwide effort financed jointly bythe Federal Highway Administration and individual state departments of trans-portation. Its purpose is to transfer the latest state-of-the-art technology in theareas of roads and bridges by translating the technology into terms understood

by local and state highway or transportation personnel.

The Illinois Interchange is published quarterly by the Illinois Technology Transfer Center at the Illinois Department of Transportation. Any opinions, findings, conclusions, or

recommendations presented in this newsletter are those of the authors and do not necessarilyreflect views of the Illinois Department of Transportation, or the Federal Highway

Administration. Any product mentioned in the Illinois Interchange is for informational purposes only and should not be considered a product endorsement.

Illinois Technology Transfer CenterIllinois Department of Transportation

2300 South Dirksen Parkway - Room 205, Springfield, IL 62764Fax (217) 785-7296

E-mail us at [email protected]

Local Policy & Technology EngineerKEVIN BURKE


Training and Graphics SpecialistAMY NEALE


Training Development TechnicianROY WILLIAMSON


Visit our website at www.dot.il.gov/blr/t2center.html

IllinoisInterchange

I l l i n o i s T e c h n o l o g y T r a n s f e r C e n t e r

Vol. 14 No. 4 Winter 2006

Please pass this on to otherinterested parties in your office.

INSIDE:From the Desk of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2

New Videos & Publications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2

New Research & Technology Engineer. . . . . . . . . . . . . . . . . . . . . . .3

Salt Applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4

APWA’s Top Ten Public Works Leader . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6

Snowfighter Roadeo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7

Plowing/Salting Tips at Railroad Crossings . . . . . . . . . . . . . . . . . . . . . . . . . . .8

Winter Safety Tips. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9

Join the Midwestern PavementPreservation Partnership. . . . . . . . . . . . . .10

State of IllinoisRod R. Blagojevich, Governor

Illinois Department of TransportationBureau of Local Roads and Streets

T2 ADVISORY COMMITTEEDuane Ratermann (Chairman)

County Engineer, Knox County1214 U.S. Highway 150 East, Knoxville, IL 61448

(309) 289-2514

Douglas BishopCounty Engineer, Perry County

3698 State Route 13/127, Pinckneyville, IL 62274(618) 357-6556

Eldon StahlHighway Commissioner

Medina Township (Peoria County)R.R.#1, Dunlap, IL 61525

(309) 579-3101

Olen KiblerHighway Commissioner

Newman Township (Douglas County)608 North Howard, Newman, IL 61942

(217) 837-2723

Ed ReederDirector of Public Works

City of CarbondaleP.O. Box 2047, Carbondale, IL 62901

(618) 549-5302

Lynn KraussDirector of Public Works

Village of Oak Lawn9446 S. Raymond Ave., Oak Lawn, IL 60453

(708) 499-7816

Heidi LiskeResearch & Technology Transfer Engineer

Federal Highway Administration 3250 Executive Park Drive, Springfield, IL 62703

(217) 492-4637

Presort StandardMAIL

U.S. PostagePaid

Springfield, ILPermit No. 880

2300 South Dirksen ParkwaySpringfield, Illinois 62764

ADDRESS SERVICE REQUESTED

Printed by authority of the State of Illinois, 12/06, 4,325

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