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HomeMy WebLinkAboutA001 - proof of publication, December 1, 1982 (2) � Ze PUBLIC • WORKS DEPARTMENT CITY OF AMES OCTOBER, 1982 SNOW AND ICE CONTROL FIELD PRACTICES • FO R THE CITY OF AMES I. Ice Control. Alert The first alert of an approaching winter storm is usually from a weather report provided to the department. If the condition occurs when personnel are not normally on duty, astreet supervisor is called by the Police Department. Following a notification or observation that a storm is in progress, the streets are checked by the supervisor on duty. Conditions Prevalent The normal conditions that occur during a snow and ice storm that require attention are at a point where cars are not able to stop or start up at stop intersections, not able to make inclines on major streets or other slippery conditions such as on bridge decks that result in accidents. Mobilization of Equipment Used Normal usage is six sanders and one loader which requires seven personnel and a supervisor. Less equipment and personnel may be used for limited operations. Procedure in Coverage • First Priority - All signalized or four-way stop intersections or hills on major thoroughfares. Level of application may be intermittent depending on severity of conditions (amount of ice) , but normally limited to hills and intersections. Second Priority - All school stops (if applicable) ; all other signalized and stop intersections; hills and curves on collector streets; all hills, tee intersections, and sharp curves on local streets. Third Priority - Downtown and campustown business districts in areas of heavy pedestrian traffic or where excessive vehicle stopping or turning is required; problems created by special events. Material Selection Material selection depends on temperature at time of application, whether the temperature is rising or falling, the amount of wind in open areas, and the expected temperature for the next 24 hours. Temperature Material 250 F and rising. . . . . . . . Salt and salt-sand mix 250 F or above and falling. . . Sand and salt mix* 200 F or below and falling. . . Sand mix * * The lower the temperature the less chemical used but minimum of 5% calcium chloride should be used to keep mix from freezing and assist aggregate penetration. Rate of Application • The application is placed at a rate of 250 lb. of salt, 300-350 lbs. of salt-sand mix or 600 lbs. of sand per mile. Rate of application depends on the road conditions (the amount of ice) , the volume of traffic, the wind in open area; whether the application is ahead or after peak traffic volumes; whether the application is ahead or after a snow plowing operation; and the predicted weather in the next 12 to 24 hours. Where the sand-salt mix is applied in lower temperatures, the operation is repeated 2 to 3 times daily until road conditions are cleared, or traffic has decreased for the day, then operations are started again the next day. Typical Ice Control Scenario. Conditions 3/4" snow, temperature between 250 - 300 - little wind. Procedure Police call Street Supervisor at 3:00 a.m. , Street Supervisor checks the con- dition of the streets and decides how many units need to be called out. This takes about 10 to 20 minutes. Supervisor then goes to a phone and calls crew. Crews start reporting 20 minutes to an hour after word is received depending on their proximity to work area. Normally trucks should start hitting the street in about an hour from original call. Sanding streets will take about 4 hours from time they start sanding, since this example is at night and traffic would be substantially reduced. • This is about double the time it takes to cover the town with salt, since about four times as much sand is used. In the case of a call out during working hours and an expected storm where we are standing by, we would be on the street in 15 minutes. If unexpected we would have to come in, unload tools, etc. , and put on spreaders and then start. Time with normal work day traffic is six hours. This example does not allow for 2nd or 3rd time coverage, which is usual for most storms. II. Snow Plowing. Alert The first alert of an approaching winter storm is usually from a weather report provided to the department. If the condition occurs when personnel are not normally on duty, a street supervisor is called by the Police Department. Following a notification or observation that a storm is in progress, the streets are checked by the supervisor on duty. Conditions Prevalent • The normal conditions that occur during a snow storm that require plowing are at a point where cars are having difficulties changing lanes and sanding operations are no longer effective. This usually occurs with 2 inches or more of snow on the street, or when drifting is taking place. Mobilization of Equipment Used Normal equipment used is two front-end loaders, three motor graders, eight truck plows, outside rental of one loader if available, and rental of one outside motor grader if available. This requires fifteen personnel and three supervisors. Less equipment and personnel would be used for limited operations. One tractor with blade is sent out to clear sidewalks. Total personnel required are nineteen. Snow Plowing Priorities First priority. All highways and major four lane thoroughfares, when street coverage of snow exceeds two inches or as needed. Second priority. All collectors, other arterials, bus routes, and residential streets by district route system when snow coverage exceeds three inches. Third priority. Plow all alleys, widen out streets, clear high drifts, improve intersections, etc. on straight time only. Typical Snow Plowing Scenario Conditions 4" snow, dry, moderate temperature, and on a weekday, snowing from 3:00 p.m. to midnight. Procedure Crews instructed to report at 11:00 p.m. Plows would be put on spreader trucks since they were already out spreading sand. Circle plows and motor graders would all be equipped and ready to go. Each unit would start as soon as it was ready. With no more than minor break downs, they should finish by 3: 30 p.m. the next day. (12-16 hours) . Parking lots would be cleaned as loaders became available, usually after 1:00 a.m. Day following the storm. Main Street and college business area would be posted at 2:00 p.m. for no parking so that snow removal operations can start after midnight. Business district, downtown, and college would be either blown and loaded, or pushed and piled. Any parking lots not cleaned or needing more attention would also be done. • Next day following storm alternate side parking streets would be plowed. Alleys would be plowed then, this usually takes about 5 hours. As trucks and loaders become available, snow would be hauled away from lots. This work would all be performed on regular working hours, during the next several days following storm. III. Snow Removal Mobilization of Equipment Used. If business areas are to be blown and hauled out that night, two motor graders, one front-end loader with snow blower, and eight to ten rented trucks are used. This requires five City personnel and one supervisor. If business areas are to be pushed into piles, one motor grader, and two front-end loaders are used, this requires three personnel and one supervisor. Snow will be hauled later, on straight (regular) time using whatever trucks and loaders are available at that time. Procedure Remove down town and college town business areas and all public parking lots, with snow accumulations of three inches or more. Work to be performed primarily at night, after businesses have had an opportunity • to clear walks and no parking notices have been posted. Pile snow for hauling later, on straight time when practical (usually 5"-6" or less) ; otherwise use blowing and hauling procedure. IV. Judgement Through the use of operating procedures, the establishing of priorities and appropriate use of chemicals and abrasives, the Public Works Depart- ment tries to maximize the results to provide a reasonably safe road for the motorist with reasonable use of abrasives and thus minimizing the cost of .the operation. A great deal of judgment has to be involved since no two winter storms are identical. The following is quoted from EPA Publication No. 670/2-74-045: "During each winter storm, the optimum chemical application rate is a combination of many factors including the level of service, weather conditions changing with time, the state and characteristics of the chemicals used, the time of application relative to both changing traffic and weather conditions, and the topography and type of road surface. The actual determination of an application rate by a main- tenance manager is a matter of his best judgment. Usually the rate is chosen that will reasonably cover as many of the uncontrollable variables as possible." i m M 00 7 P. H Oa7 Ln'.�4 o v� �°++ a °c m o o a.� o d o b m in m ppppo � .- ab ao d .4 u 1-1 d r. 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O O 00 O O O O a 0 ►z F q u u .t O M 0 Ln LA d 0 to-4 1A to .-1 •-4 N N N en 1-� 0 4 x ('. m m m u m Y to Y m L/ .� cd co go to A cai G� S S ro u � u ma,l 0u w ,O-I H m u en N .1 m •d to +4 a •4 CO O u .] 1 11 u d u d u d u d $ 1-4 d. 3 7 ++ CL ++ P. .+ W ++ m O O m ..� MC H +4 H �4 H vd H W Ln C1 O cG d' r1 m u 'n C M .ddi \ ' E-4 Aiw v '{ d ep H O p r u w .-I OG -+ rn m :R d a u O N O N to to V1 'z to CL N dI C H G N LT N zo ti In w N w q 3 A O H m 4-J u H V. O fa I u u u u T u T E)i > 3 3 3 A 3 A;4 °. u x 04 {aH] 3 H ° a u O L W m e w w w1.4 Ln CD H m y o o g 0 d w Ao M N N 3 Ln -4 A 52 .k 0 w crJ X w O Lj Lj ~ uw w w j J � a U Q Z o Y cp — 3 Q = ZW a cr 4. Lie) f , Lai o ° J 4 W J/" h l + '� N r-- 1. ��,,�;� �.�'�b :.,,.` �� ` y•� Z cr 0 fi4P Q z w O w m a cr > Q O X � F- J 3 ..�. O Fw 0 - 0 O Q pC 0 Z x 1 Sec. 18.22. PARKING IS PROHIBITED AT CERTAIN TIMES AT CER- TAIN LOCATIONS. Parking is prohibited at the indicated times on the indicated days on the following streets or portions of streets: (1) Between 2:00 a.m. and 6:00 a.m. on Mondays on (a) Burnett Avenue from Main Street to Sixth Street. (b) Chamberlain Street from Stanton Avenue to Hayward Avenue. (c) Clark Street from the Chicago and Northwestern Railroad right-o -way to Fifth Street. (d) Douglas Avenue from Main Street to Sixth Street. (e) East Second Street from Des Moines Avenue to East Ave- nue. (f) Fifth Street from Duff Avenue to Grand Avenue. (g) Hayward Avenue from Lincoln Way to Chamberlain Street. (h) Kellogg Avenue from Lincoln Way to Sixth Street. (i) Lincoln Way from Lynn Avenue to Sheldon Avenue. • (j) Main Street from a point one hundred for ' P forty feet (140 ) east of the east line of Duff Avenue to Allan Drive. (k) Welch Avenue from Lincoln Way to Chamberlain Street. (Ord. No. 843, Sections 206--206.9; Code 1956, Sections 25-1.06--25-106.9; Ord. No. 2017, Sec. 1 , 1-21-64; Ord. No. 2237, Sections 1, 2, 3-19-68; Ord. No. 2328, Sections 1, 2, 2-17-70; Ord. No. 2449, Sections 1, 2, 7-21-73) Q 3 W cr- • Q W • O ---- l a. - •cn WO W cr- U F— >- OCD cr Q zp? O W v' Q Q I ' W _ - CL W FI - O :- - --- z I rl M • �J ;Ate i � _ .� � � i! I •1 - -- ; ` \ Am XIL a _ � • � - __��- - ter.• f — a 1 1 SNOW AND ICE CONTROL SURVEY • In accordance with Ames City Council request, a survey of various communities and jurisdictions within the State of Iowa or nearby jurisdictions has been contacted by telephone to determine their common practices, written programs, or policies if any. The jurisdictions were asked four questions with regard to their snow and ice control practices. First was whether or not they used salt or calcium chloride; the second one was whether they had a written program for their operations; the third one was whether they had any restrictions for the use or non-use of chemicals; and the final questions was who made the decisions on the snow and ice control operations. With regard to the use of chemicals in some manner, all jurisdictions reported such use with five jurisdictions having some restrictions on the use of chemicals. Those communities were Atlantic, who has a policy of using straight salt in the business district, Cherokee who has a policy of no use of salt unless authorized by the City administration; Dubuque, which has a policy of using straight salt in their severely steep streets; the Iowa Department of Transportation who has a written program on salt and sand usage; and Webster City, who does not use salt on bridges. Only the Iowa Department of Transportation has a written program. A copy of that program is attached herewith. On the questions of who makes the decisions • when and how much sand or chemicals to spread, all of the jurisdictions answered that the decision was made by the supervisors in the field. In addition to the usual use of sand, salt, or calcium chloride, two jurisdictions also used washed limestone chips, and one jurisdiction used boiler slag. 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C) w N _ a b N 3 4- r Q O 3 r N a) I— 0 > (, a) m i C •- N r r •r a) r O •r a) S (O U •O U +� -her CL C O U C CT C L C > N -0 i O 3 r i Ln 4 t O (O O O O O r- R7 5 Q U U M m LL. ►r r-i (--( • is 46 of T R4�s A Op acay • C �O �, HIGHWAY .DIVISION sown 800 .Lincoln Way,, Ames, Iowa 50010 515-239-1519 REF.NO. 620 March 4 , 1982 Mr. Don Keltner Street Department City Hall Ames, Iowa 50010 . Dear Mr. Keltner: Thank you for your inquiry regarding the DOT's policies on snow and ice removal. As requested we are forwarding copies of our Maintenance Standards, instructions and priority maps which govern snow and ice removal operations on the State' s Interstate and • Primary Road Systems. It will be noted that these instruc- tions are quite explicit with respect to operational pro- cedures and chemical usage. This we have found to be necessary in order to provide uniformity and to control our expenditures. As you know the State contracts with the City of Ames for routine maintenance including snow removal on Primary road extensions within the city. In line with that contract, we would expect that the city provide snow and ice removal ser- vices as provided for by the standards and instructions. Specific questions regarding the contract and policies should be directed to District Engineer R. L. Humphrey or Resident Maintenance Engineer Don Schumann. Please advise if the Department can be of further assistance. Very truly yours, B. H. O tgi s Maintenance Engineer BHO:cmw Attached cc: D. A. Anderson, Deputy Director Operations, Iowa DOT R. L. Humphrey, District 1 Engr. , Iowa DOT, Ames . . `��" � .11 \►J 1 1 l U u 1 �'�.J'1 r �-11 . 111 L' 111(�`I�A_I�'.LIA IOWA DEPARTMENT OE TRANSPORTATION HIGHWAY DIVISION OFFICE OF MAINTENANCE CHAPTER SNOW 9 ICE CONTROL TITLE SALTING PROGRAM NO 8.110 APPROVED DATE DECEMBER 15, 1980 I. Program 1. Priority A-B To assist in the prevention and removal of packed snow and ice, a mixture of 50b rock salt and 50% abrasives may be applied to all Priority A-B highways. Under certain conditions of temperature, ice, packed snow, etc. , rock salt may be used without abrasives. 2. Priority C • To assist in the removal of packed snow and ice from the inside wheel path of Priority C highways, a mixture of 59b rock salt and 50% abrasives may be used if application is limited to the inside wheel path. Under certain conditions of temperature, ice, packed snow, etc. , rock salt without abrasive may be used if application is limited to the inside wheel path. 3. Priority D Priority D roads are not in the salting program. This instruction does not preclude the use of straight abrasives at hazardous locations, such as, stop signs , railroad crossings, hills, curves, and bridges, on all Priority highways. 4. Where authorized, liquid calcium chloride may be added to the salt or mixture, and used as shown in- the Chart on Page 7 of No. 14 , Section XVI. II. Temperature restrictions 1. Priority A-B The general guideline on Priority A-B highways is that salt or mixture should not be used below 23' F. with • falling temperatures. 2. Priority C The general guideline on Priority C highways is that salt or mixture should be used only when .temperature conditions are such that one or at the most two • applications applied directly to the inside wheel path will significantly reduce time and effort necessary to establish a sufficiently bare inside wheel path as to provide traction. III. Application Restrictions 1. Priority A-B Mixture may be applied at the maximum rate of 600#/2-lane mile. Salt should be applied within the range of 200 to 500 pounds per 2-lane mile. The application rate within these limits must be determined locally for each application dependent upon terrain, alignment, temperature, and type of storm or surface condition. The number of applications must be kept to a minimum. 2. Priority C Mixture may be applied to the inside wheel path at a maximum rate of 200 pounds per lane mile. . Salt may be applied only to the inside wheel path at a maximum rate of 100 pounds per lane mile. No more than two - applications may be placed within any 24 hour period, and will not be used until the storm is finished. 3. Priority D Priority D highways are not in the salting program. IV. Methods Salt or mixture should be applied using spreaders equipped with spinners, chutes, or auger attachments. Whether the spinner, chute, or auger is used will be dependent upon weather conditions, terrain, traffic volume and Priority of the highway. V. Salt Delivery and Orders Resident Engineers and Supervisors should take the following steps to assist in the prompt delivery of salt and receipt of delivery data: 1. When a bin is down 20 ton, reorder salt immediately. 2. Make submittal of delivery receipts with exact delivery dates. 3. Request priority on delivery if necessary. Page 3 VI. Sampling of Salt... Salt delivered which does not meet specifications should be rejected. The District Materials Engineer should be • contacted if the material is questionable. VII. Area Restrictions The use of salt or mixture is to be restricted to the roads designated in the priority program. The termini for salt applications will be pre-determined to fall within cities or at intersections where possible. Each Resident Maintenance Engineer should set up a system to provide the necessary coordination between crew assignments. VIII. Procedure 1. Priority A-B highways The determination of when to use a mixture or salt and how much to apply for the most part is a matter of judgment. 2. Priority C highways On Priority C highways, salt and mixture is to be used only during the clean-up operation, after the storm is over, and only when it will significantly reduce the time and effort in establishing a suffi- ciently bare inside wheel path as to provide traction. As stated above, the decision is a judgment decision based on the existing conditions and the weather forecasts. The burden of decision is on the supervisor with the best knowledge of conditions on the road. The information furnished by the weather consultants should be used by the supervisor in his decision making. Supervisors are cautioned not to use salt when weather conditions are marginal. = INSTRUCTIONAL MEMORANDA IOWA DEPARTMENT OF TRANSPORTATION HIGHWAY DIVISION OFFICE OF MAINTENANCE C HA PTE R SiNOW & ICE CONTROL TITLE SNOW AND ICE CONTROL OPERATIONS NO 00 ,02n APPROVED DATE NOVEMBER 20, 1031 Snow and Ice Control operations are to be organized and structured to provide service to the traveling public on the basis of the criteria and priorities described in this Instructional Memorandum. It is the objective to sustain a work force capable of achieving the following for the normal range of storm and highway conditions: Priority No. Description of Work 1A. A reasonably near normal bridge deck surface condition within the hour after first notice of frost on all • primary highways . 1B. A reasonably near normal surface condition within 10 hours after a storm ends, on Priority A-B highways . 2. A sufficiently bare inside wheel path as to provide traction, within 24 hours after a storm ends , on Priority C highways . 3 . A sufficiently bare inside wheel path as to provide traction on Priority D highways after Priority A-B and C highways have been returned to their specified surface condition. No plowing on these Priority D highways will be done between the hours of 9 :00 P.M. and 5: 00 a.m. , except for emergencies and blockages . 4. Blockages will be cleared on the basis of the priorities assigned to each segment of the system. 5. Plow shoulders as determined necessary on Priority A-B highways within 3 working days after a reasonably near normal surface is attained , working regular hours . 6. Plow shoulders as determined necessary on Priority C highways as time permits during regular working hours . 7 . Shoulders on Priority D highways will not be plowed until at least 4" of snow has accumulated . Only critical sections will normally be winged and then only when snow depth and winds indicate a possible road blockage. 8 . Remove accumulated snow from each side of bridges . This work should be done during regular work hours . • Page 2 9 . Remove snow from raised medians and islands as necessary to delineate traffic lanes . This work should be done • during regular work hours. 10. Remove snow from in front of the traffic side of traffic barriers to expose the barriers. This work should be done during regular work hours. A reasonably near normal pavement is one that is sufficiently free of loose snow and slush as to permit maintaining reasonable vehicular control when the vehicle is operated within the framework of existing laws and regulations. Some isolated spots or strips of packed snow or ice may be present. For staffing and equipping purposes the variables to be considered normal storm conditions will range as follows: Variable Range of Conditions 1. Rate Snow Fall � to one inch per hour 2. Total Snow Fall 2" to 6" 3 . Wind Speed 15 to 20 mph 4. Temperature 20 ' to 35' F. 5. Terrain Open Rolling Cropland • 6. Snow Storage 10 to 25% of the longitudinal ditches inadequate for snow storage or subject to drifting through cut sections. It is expected that field maintenance garage locations will be staffed, equipped, trained, and organized to fulfill the capability of treating the normal range of storm conditions within the time frame outlined above. It is further anticipated that this work force will be adequate to treat freezing rain and sleet conditions that may occur independently of any other storm. Work hours have been established to allow a maximum of 12 continuous hours of work, except that an employee may work 16 hours on the first shift going into a storm which has been forecast to be of long duration. When the consulting meteorologist forecasts a prolonged storm moving into the area, consideration should be given to splitting the shift. The District Maintenance Engineer is expected to review the impending conditions with the Resident Maintenance Engineers and jointly decide whether or not to split the shift. If it is decided to use a split shift, part of the crew will be sent home to rest, with the antici- pation that they will be called back to work later in the day to complete their daily work period . • During clean-up operations, the State is not required to load or haul snow from urban primary roads, but may do so if considered necessary by the engineer to maintain traffic flow. Some loading or hauling snow may be necessary at bridges, interchanges or other locations where snow storage capacity is limited . 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