ML20108D881

Affidavit of Mc Adams Re Contention EPJ-1 Concerning Emergency Planning

ML20108D881
Person / Time
Site:	Harris
Issue date:	12/06/1984
From:	Adams M CAROLINA POWER & LIGHT CO., NORTH CAROLINA, STATE OF
To:
Shared Package
ML20108D846	List: ML20108D843 ML20108D860 ML20108D869 ML20108D881 ML20108D884
References
OL, NUDOCS 8412130453
Download: ML20108D881 (28)

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UNITED STATES OF AMERICA NUCLEAR REGULATORY COMMISSION Nf[8 BEFORE THE ATOMIC SAFETY AND LICENSING BOARJ

.9 DEC 12 Att :[)5 In the Matter of

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. CAROLINA POWER & LIGHT COMPANY

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shacq AND NORTH CAROLINA EASTERN

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Docket No. 50-400 OL L

MUNICIPAL POWER AGENCY

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(Shearon' Harris Nuclear Power Plant)

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AFFIDAVIT OF M.C. ADAMS ON EPJ-1 County of Wake

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State of North Carolina

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M. C. Adams, being duly sworn, deposes and says:

1.

I am M. C. Adams, Manager of Maintenance and Eaulpment Branch, Division of Highways, North Carolina Department of Transportation, liighway Building, Raleigh, l.

North Carolina 27601.

2.

I have been with the North Carolina Department of Transportation (NCDOT) for 22 1/2 years and in my current position for 4 1/2 years. As Manager of the Maintenance and Equipment Branch, I am responsible for overseeing and malataining roadways throughout 'the state of North Carolina including Harnett, Wake, Chathrun and Lee Counties. A statement of my experience and qualifications is attached hereto as 3.

Contention EPJ-1 states in pertinent part:

Insufficient consideration has been given in the off-site emergency plans to the effects of severe snow and ice conditiocs cn... capabilities to clear evacuation routes.

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Specifically, it is stated:

Section IV.E.8 of the State plan (at 50) is deficient because the State does not have enough snowplows in this area to effectively clear the roads of snow or ice in a reasonable amount of time.

4.

The NCDOT is one of the primary response organizations listed in the North Carolina Emergency Response Plan (ERP). It is the responsibility of the NCDOT to keep roadways in our state clear of hazards. It la the purpose of my affidavit to demonstrate the road clearing capabilities of the NCDOT both within the plume exposure Emergency-

' Planning Zone (EPZ) and on the evacuation routes outside that area.

5.

Departmental policies, standard operating procedures, and general information regarding NCDOT snow removal operations are contained in." Maintenance Bulletin,.

Function 431, Snow & Ice Control" (" Maintenance Bulletin") attached hereto as.

As indicated in the Affidavit of Brian D. McFeaters and in our Maintenance Bulletin at page 431-8, instances of adverse weather requiring snow or ice removal are relatively rare - occurring in the four counties within the EPZ on the 7

average of two to three times per year. Snowfalls are not usually heavy but generally will meet the Intervenors' definition of " severe snow and ice conditions" as being

'"anything more than 1/2 inch of snow in a 24-hour period."

6.

Prior to considering the specifies of snow removalin the event of an accident at the Shearon Harris Nuclear Power Plant,it should be kept in mind that the timing of any emergency situation at the plant in regard to the current weather conditions is very important. Only a Edw days, if any, during each year may require snow or ice removal.

In addition,' the NCDOT works closely with the National Weather Service to track all i-possible adverse weather conditions which may affect roadways in North Carolins. The 1

Department stays abreast of all weather events through a National Oceanographic &

Atmospheric Administration (NOAA) weather wire which transmits weather forecasts for each of North Carolina's seventeen weather zones to the Department's Central Office

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~ located in Raleigh'.

Via computer terminals these forecasts can be simultaneously transmitted to each of the NCDOT's 35 district offices and 14 division offices.

7.

Whenever a snow situation becomes imminent, at least a minimum crew is maintained at county DOT offices, and DOT vehicles for clearing roads are dispatched to pre-assigned points along major transportation routes where clearing is to begin. Thus, tandem trucks are scheduled to be in the field ready to salt the roads as snow first begins to fall. Should an accident take place at the Harris Plant while snow is falling, work would have already begun to salt and scrape the roads. This would be true whether the j

situation arose during normal working hours or after hours since DOT maintenance employees are always "on call" for such work.

8.

The plume exposure EPZ contains portions of Harnett, Wake, Chatham and Lee Counties. The North Carolina Department of Transportation has a separate office in each of those counties. The responsibility for clearing roads within each county is under the jurisdiction of that county's DOT office, and equipment for snow and ice removal is maintained at each such office. In snow and ice removal operations, each county office follows procedures set forth by the Maintenance and Equipment Branch in Raleigh. (See, i

for example, the Departmental policies and standard operating procedures contained in.)

9.

The following is a current listing of the NCDOT's snow-removal equipment in u

l each of the four counties:

e Wake County Chatham County Lee County Harnett County l

. (Raleigh)

(Siler City)

(Sanford)

(Lillington)

Tandem Trucks

• 13 2

1 3

Motor Graders 12 6

2 6

Dump Trucks **

33 8

7 17

• Tandem trucks include plows and salt spreaders.

• • Equipped with snow plows.

10.

In the event of snow or ice, the NCDOT uses the above equipment to clear all state maintained roads in each of the four counties. This is normally done according to a i

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priceit'y system whereby highways of the U.S. Interstatd System asd other four-lane div'ded highways are cleared first, followed by other. primary routes, paved secondary routes, and finally unpaved recondary routes.

I 11.

However, -if an accideat.should tske place at the Harris Plant during 'a

. snowfall, the NCDOT has already assigned 50 pieces of the above-listed snow plowing equipment to perform snow removal solely within the 10 mile EPZ and on primary evacuation routes outside the EPZ.

12.

In addition, the entire EPZ and the primary evacuation routes outside the EPZ

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have been designated as a priority area for snow removal. Roads will not be cleared in a

- certain order but rather all routes will be cleared simultaneously.

13.

'Also, the DOT will begin plowing and salting immediately - with tandem trucks. In this way, the snow will be cleared in the most exped,itious manner possible,

. with the trucks plowing the snow in front while spreading sait behind.

14.

The NCDOT has more than sufficient personnel to operate all the necessary equipment for snow and ice removal operstions in the event of a Harris Plant e nergency. Wake County has 95 snow removal personnel, ChathardCounty 50, Lee 21 and Harnett 51. In most instances, there will be two persons assigned to each snow plow

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for the priority clearing discussed above.

.15.

Employing these emergency procedures,will greatly fqcilitate snow and ice

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removal and, accordingly, evacuation throughout the EPZ and on major routes outside the 10 mile zone. The.50 pieces of snow removal equipment constitute approximately one i

unit for each 12 miles of road. This ratio will enable the roads in the EPZ and major

. transportation routes outside the zone to be cleared within the following time frames:

I Roads in Chatham County ' -

4 hours4.62963e-5 days <br />0.00111 hours <br />6.613757e-6 weeks <br />1.522e-6 months <br /> Roads in Lee County

' 4 hours4.62963e-5 days <br />0.00111 hours <br />6.613757e-6 weeks <br />1.522e-6 months <br /> Roads in Wake County 3 hours3.472222e-5 days <br />8.333333e-4 hours <br />4.960317e-6 weeks <br />1.1415e-6 months <br /> Roads in Harnett County 2.5 hours5.787037e-5 days <br />0.00139 hours <br />8.267196e-6 weeks <br />1.9025e-6 months <br />

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This means that within a maximum of four hours, the roadway system of the entire EPZ and other major routes leading from the zone will have been cleared.

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16.

By use of the term " cleared," it is meant that every road within the 10 mile EPZ vrill be scraped once, and that primary U.S. and N.C. routes (including evacuation routes to the evacuation shelters) will be scraped twice.

17.

These clearing times are based on an assumption of average snowfalls as discussed in the affidavit of Mr. Bryan McFeaters. These times are accurate for clearing up to 6 inches of fallen snow. However, if the weather is expected to be more severe or if the situation warrants, the equipment and manpower assigned to the priority clearing can easily be substantially increased.

18.

In conclusion, the NCDOT is responsible for keeping the roadways in North Carolina clear of hazards -including snow and ice. If an emergency situation were to occur at the Harris Plant, its timing in relation to the status of any snow or ice storm would be important. ' However, because of the excellent communications between the National Weather Service and the NCDOT, the DOT is usually very well prepared for any adverse weather condition. In snow alert situations, the DOT has scheduled tandem trucks which include both plows and salt spreaders to be in the field ready to begin clearing operations as soon as snow begins to fall. For any plant emergency, the NCDOT has assigned 50 pieces of snow removal equipment and sufficient operating personnel to clear all evacuation routes and other state-maintained roads within the 10 mile EPZ and 7

all major evacuation _ routes outside the EPZ. The NCDOT will have all those routes cleared (secondary routes scraped once, major U.S. and N.C. routes including primary evacuation routes outside the zone scraped twice) within a maximum of four hours. If more equipment and personnel are needed to meet this time limit, they will be made available.

This day of 390em[6^

,1984.

M M. C. ADAMS Sworn to and subscribed before me, this [N day D@embFr

,1984.

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Attachmint-1(

s MORRIS CLIFTON ADAMS 4

BRANCH MANAGER-MAINTENANCE & EQUIPMENT BRANCH

-NORTH ~ CAROLINA DEPARTMENT OF TRANSPORTATION-DIVISION OF HIGHWAYS

' EDUCATION:

North Carolina State University - BSCE June, 1951

-PROFESSIONAL STATUF:-

Registered Professional Engineer - 1966 North Carolina EXPERIENCE:

1951-1961 Worked as project engineer and general

' superintendent for' highway contractors, constructing bridges and highways in Virginia,; North Carolina, and South Carolina..

During 1953-1957 worked as field engineer for the Calcium Chloride Institute, Washington, D.

C.

This involved con-sultant work with highway departments in Tennessee, Virginia, West Virginia, and North Carolina developing methods, procedures, and specifications for the

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use of calcium chloride for snow removal operations.

'1961-Present Working with the North Carolina Depart-ment of Transportation with construction engineer responsibilities (ll' years) and maintenance and administrative responsi-bilities (12 years).

Current responsi-bilities include'overall Statewide responsibility for management of bridge

[L maintenance, highway maintenance, and

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equipment operations.

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MAINTENANCE BULLETIN FUNCTION 431 SNOW & ICE CONTROL DEFINITION.

Mobilization; removal of ice and snow from a roadway, bridge,

. drainage inlet or channel; placement and removal of deicing

- chemicals or~ abrasives; removal of trees and limbs as a result of snow and ice.. Installation, maintenance, or removal of snow fences; also includes the cost of equipment calibration and " dry runs".

All work accomplished is reported in units.of man hours.

OBJECTIVES Insofar as possible and practical, it is the objective of all

. snow and ice removal activities.to:

(1) keep traffic moving; (2) keep commerce and industry going at a near normal pace; (3). reduce the possibility of accidents, injuries, and deaths; and (4) provide n' ear normal movement of emergency vehicles such as ambulances, fire trucks, etc.

RELATED POLICIES AND/OR STATUTES AFFECTING THE ACTIVITY

'_J (1)

G.S. 116(g)

Loaded. trucks shall be~ covered, or the

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. load.against the. walls shall'not extendEabove a-horizcntal line six inches below the sides,.and the truck.shall not

. exceed the legal weight li6its.

.(2)

Policy for Maintenance of

• System Streets within t

Municipalities,.section SB -

It is the policy ~of the Division' of Highways not to remove-snow and ice from sidewalks, nor is it the-policy to clear driveways and/or driveway entrances of.snew and ice.

.(3)

• It -is. the policy of the Division'of Highways to provide

.- -for the' removal of snow and ice in the following order of i

priority:

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.(a). ;Those routes included in the. Bare Pavement System (See page 5).

(b)

Other US S NC Routes not included in the Bare Pavement.

System.

(c)

Other ' paved Secondary Routes not included in the Bare Pavement System, (d)

. Unpaved Secondary Routes.

(4)

The Bare Pavement Policy provides for the direct application of deicing chemicals to those routes included in the Bare Pavement System.

This policy also requires that these routes will be the first cleared of snow and ice following a

storm.

Insofar as is possible and MAINTENANCE MANUAL, VOL II 431-1

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MAINTENANCE BULLETIN FUNCTION 431 SNOW & ICE CONTROL practical. traffic will be kept moving on these routes during a storm; however, it is not the policy to maintain a " bare pavement" throughout the course of all storms.

Those' routes not on the Bare Pavement System will be -

cleared by plowing operations and without direct application of deicing chemicals except in cases of extreme emergency.

These emergencies will normally be limited to specific locations (shaded areas on hills, superelevated

curves, etc.)

where extremely hazardous conditions exist.

(5)

It is the policy of the Division of Highways that,all sites used for the storage of deicing chemicals will be located so as to avoid contamination of local wells and to minimize the possibility of damage to the environment.

At all' storage locations, precautions.will be taken to see that-they are properly covered and that drainage in and around these facilities prevents runoff into adjacent streams and properties.

(See Appendix I.)

(6)

It is the policy of the Division of Highways that the application of chlorides to the trave 1 ways of the system shall be consistent with our objectives'to protect the environment.

The recommended application rates (see page

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9) are considered to be correct and proper for the various

. A' weather and highway conditions indicated and heavier applications are discouraged.

Road Maintenance Supervisors should identify environmentally sensitive areas within their individual areas of responsibility that may require alternative application rates and devise special instructions for snow and ice removal techniques for roads adjacent to these locations.

CONDITIO!!S WHICII WARRANT SCIIEDULING THE ACTIVITY Anytime the prevailing weather conditions or forecasts indicate highways and bridges may become slippery and/or obstructed by and ice, maintenance forces will be mobilized in accordance snow with prescribed plans and policies.

SAFETY PROCEDURES The purpose of snow and ice removal is to provide for the safe j

travel' of motorists. 'In doing this, maintenance forces should endeavor to protect themselves as well as the traveling public by following proper safety procedures.

'tAINTEMA!!CE !!AMUAL, VOL II 431-2 e

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MAINTENANCE BULLETIN FUNCTION 431 SNOW S. ICE CONTROL (1)

The North Carolina Sign Supp3ement t'o the MUTCD should be periodically reviewed for proper implementation.

(2)

All. equipment should be checked before and after each storm to insure the operational status of lights,

brakes,

~ windshield

wipers, exhaust systems,. tires,

chains, steering, and other preventive maintenance items.

(3). operators should resist the urge to "get the job done in a-

-hurry".

-(4) operators should obey all traffic laws while performing i

snow and ice removal duties.

(5)

Operators should provide assistance to stranded motorists when at all

possible, especially in situations where stranded vehicles pose a traffic hazard to other moving

vehicles, Operators should use their best judgment when aiding stranded motorists, always being careful to prevent damage to other vehicles.

The maintenance vehicle - should i

be kept clear of the trave 1way whenever possible.

(6)' During extended storm

periods, Road Maintenance Supervisors should take measures to avoid extreme fatigue among operators.

When it becomes obvious that storms will continue for long periods of. time, steps should be taken l

.tas divide. maintenance forces into shifts for 24-hour surveillance of the roadways.

If necessary, all available f.

personnel resources within the Division may be utilized by i

the Division Engineer in order to provide sufficient manpower for shifts, i_

PRE-WINTER PLANNING In preparation for each winter season, the Division Engineer, l

District Engineers, and the Road Maintenance Supervisors should l.

review,-

develop, coordinate, and/or conduct the following l

activities and operations:

(1)

A complete inventory of deicing chemicals and abrasives should be completed in order to assure an adequate supply

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of materials will be available at the beginning of the-season.

(2)

A thorough inspection should be made of all salt storage facilities to determine their adequacy for storage of materials and protection of the surrounding environment from runoff.

Guidelines for the design and location of i

starage facilities are contained in Appendix I.

f (3)

A review of those routes included in the Bare Pavement system should be conducted.

Additions or deletions to the MAINTENANCE MANUAL, VOL II 431-3

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FUNCTION 431

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SNOW & ICE CONTROL u-Bare Pavement System should be coordinated from county to county and district to district in order to insure the continuity of the bare pavement routes.

These bare pavement routes constitute Phase I of the total snow and

' ice control plan, Those paved routes not included in the Bare Pavement System should constitute Phase II and the unpaved routes should constitute' Phase III.

All equipment that is not allotted to the Bare Pavement System will be assigned to operators and areas of responsibility for snow and ice control on Phase II and III routes.

Once the Bare

, Pavement System is clear, personnel and equipment can be transferred to Phase II and III routes to assist in plowing operations.

(4)

Snow and ice removal shall be performed on State System roads only, with the exception of' school drives, drives to hospital emergency rooms, and public cemetery drives when e

necessary, Snow and ice removal within municipalities should be reviewed by municipal officials.

-(5)

Appropriately sized segments of bare pavement routes e

should be assigned to specific individuals and ' pieces, of, i

equipment,

-Each segment should be sized to the capacity (i

of its assigned truck based on a

maximum chemical application _ rate plus contingency allowances.

(See page 16 ).

Assignments should be designed to allow the' driver to

^txe as near a stockpile as possible after ccmpletion of his route.

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segments, with individual assignments and vehicle equipment

numbers, should be marked on county maps, then posted at the maintenance yard and the District

office, Periodic reviews of assignments should be conducted to make needed corrections for personnel turnover and truck transfers.

.(6)

Consistent with'the overall personnel resources available,

'Essignments should include someone riding " shotgun" in a

single-vehicle operation, and one

" shotgun" rider in a multivehicle operation.

(7)

Plans for the erection and location of snow fences are an important part of the pre-winter planning' operation.

Proper placement of snow fences can eliminate or reduce drif ting in problem areas, thereby saving time and effort when storms occur.

When it is necessary to erect snow fences off the right of way, the permission of property owners must be obtained.

MAINTENANCE MANUAL, VOL II 431 4 6

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FUNCTION 431 SNOW & ICE CONTROL (8)

Plans should be developed to effect the efficient flow of information to and from maintenance forces during storm periods.

These plans should include dissemination of weather report information as it is received from Iccal radio

stations, independent weether forecasters, the National Weather Service, and the Maintenance Unit Central Administration.

Steps should be taken to insure a smooth flow of information from the individual operator by assigning individuals with radio-equipped vehicles to pre-established sections of the Bare Pavement System.

These

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persons will be responsible for mak!.ng periodic contact with each operator in his assigned area to provide assistance, and to report road and traffic conditions.

(9)

Each District Engineer should develop a list of fully-operated privately-owned equipment that is available for rent during periods of extreme weather.

(10)

Accurate calibration of all chemical spreaders should be completed each fall in accordance with the guidelines and instructions shown in Appendix II-This effort will conserve materials, protect the environment, and provide the operator with the information required to comply with the application recommendations.

Spreaders should be s,

checked to be sure they are equipped with side shields or

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baffles in order to retain the spread within approximately 12',

(11)

Training sessions fo'r all employees should be conducted to insure that they understands (a) the operation and maintenance of snow removal equipment.

(b) each individual's assigned area of responsibility.with respect to Phase I,.II, and III operations.

(c) the use and application of deicing chemicals.

(d) when and under what conditions the' roads should'be

plowed, (e) the. safety procedures related to snow and ice removal.

(12)

All employees and equipment should be mobilized and

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participate in a

" dry run" to insure that plans are understood and complete.

This should be done immediately after completion of training activities.

BARE PAVEMENT SYSTEM The Dare Pavement System should consist of all Interstate and four-lane divided Primary routes and o,the,r primary and secondary f

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PtAINTENANCE BULLETIN FUNCTION 431 SNOW & ICE CONTROL

-routes ' considered' to be essential to the fulfillment of the overall objectives of snow and ice renoval the movement of intrastatc-traffic.

The routes included in the Bare Pavement Staten shottid be reviewed annually by the Division Engineer.

He will iniclude new-routes and delete old. routes as deemed necessary.

He will assure continuity of the bare pavement routes from. county to county and district to district within the division.

Once the Bare Pavement System is finalized, it will be subnitted to the Maintenanco Unit - Central Administration.

The

• 1aintenanno Unit will assure the continuity of bare pavement ermten f ron-d2 vision to division.

IW1E PAVInCNT SYSTEM EQUIPP1EMT REQUIREMENTS i.quipment support for the Baro Pavement System is extremely ilm> octant.. Effective chemical application must be done as soon au :thero is enough accumulation to hold the chemicals on the re.:id, prcf orably before the accumulation of 1/8 inch, and always before tha accumulation of 1/2 inch.

To assist in planning eqiiviment requirements, the following criteria is offered:

(1) rtaximun Salt Application Rate / Lane Mile.

The maximum rocomnond'e~d application rati T ' salt'is 2505/ Lane Mile.

If timely applications are made, it is estimated that two

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applications per storm will be required; therefore, 500#

of salt por lane mile per storm represents an adequate

.pinrning base.

(2)

Unt inated Chemical Capacity of Equipment.

It is estimated that the average salt payload zor' the" following co.b2 nations of equipment will be:

QL) 24c000 GVW. Dump with Tailgate Spreader - 4,5 tons / Load i

00 24,000 GVW Dump with 5 cu. yd. Drop-in Spreader - 5 i

Lons/ Load (c) 50.000 GVW Dump with 8-10 cu. yd. Drop-in Spreader - 8 t:ons/ Load (3) gD Pavement

- Segment Lengths.

Based on the preceding o

data,~the assigned segment lengths for the various

. combinations of equipment used on'the Bare Pavement System should be (a) 24,000 GVW Dump with Tailgate Spreader 36' Lane Miles

=

250 / ane title

.(b) 24,000 GVW Dump with 5 cu. yd. Drop-in Spreader 0 Lane Miles

=

i 250 / ane ttile i

'1AINTENANCE ftANUAL. VOL II 431-6 i'

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MAINTENANCE BULLETIN FUNCTION 431

' SNOW & ICE CONTROL (c) 50,000 GVW Dump with 8-10 cu. yd Spreader

= 64 Lane Miles 250 /La e Mile By using the preceding data to determine.the required equipment for the -Bare Pavement

System, the District Engineers will be assured that sufficient spreader capacity is available to cover the entire Bare Pavement System at-the maximum application rate without interruption for reloading.

i There 'is another major concern for the District Engineer l

and that relates to his available storage capacity for salt.

It is recommended that each county have a' minimum

. salt storage capacity equaling one-half its anticipated-annual requirement.

The illustration on page 8 depicts

• the average number of snow storms for each county in the state.

This information, together with the previously '

' discussed assumptions and recommendations, can be used to estimate the required storage requirements.- It is also recommended that salt storage capacity planning include a

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255 contingency to cover multiple applications that might be necessary on. bridges,. hills, intersections, and etc.

For example, 'a county with a Bare Pavement System of 265 lane miles with an annual storm frequency of 6

would require 248 tons of salt storage capacity.

(265 lane miles of bare pavement x (2505 salt / lane mile x 1.25) x 2

applications / storm x 3 storms = 248 tons of salt storage capacity.)

APPLICATION OF DEICING CHEMICALS l

The chart on page 9

represents the recommended application rates for the various weather conditions that might be j.

encountered.

Applied as recommended, deicing chemicals will enhance the safe movement of traffic during adverse winter wea ther.

In order that full advantage may be taken of chemical applications, the following actions should be. taken:.

i (1)

Spreader trucks and operators should be mobilized prior to L

the commencement of frozen precipitation.

Motor grader and plow operators may be mobilized after precipitation has begun.

(2)

Bridges should be treated early.

Normally, bridges will i

freeze before the roadway and prompt trnatment of bridge decks will avoid many accidents.

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.t Svetas Instrucciwas i6Above the slush begins to stiffen, plow and re-apply 30*F. (-1 C.)

Het Snow,

- 300 lbs.'of Salt Do not plew as long as the salt is werking. When at 2006 salt as required.

30*F. (-1*C.).

Het Sleet or

.200 lbs. of Salt Re-apply salt at 200f as required.

& Above Freezing Rain

"' 25* co 30*F.

Het Snow or Sleet

. 500 lbs. of Salt Do not plow uncti slush begins to stiffen. After g (-4*to -1*C.)

I plowing, re-apply salt at 200f /two-lane mile.

25* to 30*F.

_ Uet Freezing Rain 300 lbs. of Salt If subsequent applications are required, re-apply y (-4*to -1*C.)

at 200f per two-lane mile.

- 20* to 25*F.

Het Sauw or Sleet 500 lbs. of. Salt Flav only when the slush begins to stiffen. Re-apply -

(-7 to -4*C.)

salt as required at a rate of 250f per two-lane mile.

15* to 20 F.

Dry Dry Snow Ptaf CIELY t!!

Ib not apply chemicals. Treat hazardmas areas with

(-9'to -7 C.)

L200 lbs. of 20:1 sand / salt or calcium chloride.

15* to 20*F.

Het Wet Snow e-

- 500 lbs. of 3:1 Do not plow until slush begins to. stiffen. If roads

(-9*to -7'C.)

Sleet salt / calcium chloride become packed, treat hazardous areas with 1200$ of-mixture or salt moist-20:1 sand / salt or calcium chloride.

ened with calcium.

chloride Relow 15*F.

Dry Dry Snow or FIAU WLYt!!

Do not apply chemicals. Treat hazardous areas with

(-9"C. )

Sleet IXDiof 20:1 sand / salt or calcium chloride.

CIENICAL AFFLICATIM MrH005 PfafING MTHODS -

1.

Tsao-Lane Facility - Spread salt from the center of 1.

Theo-Laae Facility - Plow all two-lane facilities with the road with offset tailgate spreader.

a right-hand plow.

2 Suoerelevated Curves - Apply salt on the high side 2.

Dhaltt-1.ane Divided Facility with Roof-Tvee Crown - Flow to allow brine solutimo to flow acecas the roadway.

3.

Four-Lane Divided Facility with Roef-Trae Crewr* -e.-

, 1 cit lane with a left-hand plow or a actor grader in11oneed by a truck with a right-hand plow and 'a Spread salt from the center of.the road, spreader.

4 Four-Lane Divided Facility with Slope from Median -

3.

Multi-h Divided Facility with Stoee from Median -

Spread salt from a point slightly left of. center-l Same as roof-type croun, with an additional pass with lir.s except where superelevated cutves dictate the left-hand plow on the median shoulder, otmerwin.

5.

Multi-Lane Facilities - Spread salt en the high side and work doun the slope by making sufficient passes s.*

to caver all travel lanes.

{ (s.

Operators should " play the wind" alien applying chemi-cats ductog streng winds in order to put salt where'

~

l It will do the meet goed.

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N MAINTENANCE BULLETIN FUNCTION-431 SNOW & ICE CONTROL (3)

Early treatment of busy intersections and interchanges will help to keep traffic moving and avoid accidents.

(4)

Once chemicals have been applied, always allow sufficient time before plowing (See next section).

(5)

Stay aware of anticipated changes in weather conditions.

Operators should be informed as soon as information on "new" weather is received.

Often times, materials can be saved if weather conditions are improving or a

needed

" jump" on additional snow can be gained if the weather is worsening.

Chemical Application Methods ares (1)

Two-Lane Facility Spread salt from the center of the road with an offset tailgate spreader.

(2)

Superelevated curves Spread salt on the high side to allow brine to flow across the roadway.

(3)

Four-Lane Divided Facility (Roof-type crown) - Spread salt trom the center.or road.

(4)

Four-Lane Divided Facility (Slope from Median) - Spread

,'............4., 1..... salt from' the lef t-hand lane except where supe'Eslevated curves dictate otherwise.

(5)

Multi-Lane Facilities Spread salt on the high side and wore"3Bwn the slope'by making sufficient passes to cover all travel lanes.

i (6)

Operators

'should

" play the wind" when applying chemicals during strong winds in order to put salt where it will do the most good.

i

-Each Road Maintenance Supervisor should report road conditions and chloride usage to his respective District Engineer each morning a'fter a

storm.

It is imperative that these reports be made prenptly so that chemical replacement orders can be issued for the proper amounts.

The District ' Engineer will in turn notify the Maintenance Unit - Central Administration via computer

-terminal of salt inventory status by stockpile. location after each storm activity.

PLOWING SNOW AND ICE snow occurs when water vapor in an air mass is cooled below freezing.

The density of snow varies.

Some storms produce " wet" snow, others " dry" snow.

liet or heavy snow seals to the pavement quickly under traffic and, normally, requires chemical treatment before plowing.

Dry or powdery snow.can usually be plowed away if the plowing operations begin soon enough.

Dry snow occurs

(

MAINTENANCE MAMUAL, VOL II 431-10 m.

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1 j/ wi MAINTENANCE BULLETIN FUNCTION-431 SNOW & ICE CONTROL t

during very cold weather conditions (below 25'F. or -4'C.) and as long as-the pavement remains dry, plowing operations can keep the i

surface of the road. clear.

The secret is knowing when to plow and once chemicals have been I

amplied, the operator can tell when to plow by watching the i

p' hind the tires of passing vehicles, the salt ssing

traffic, As long as the slush is soft and fans out w

is

working, but i

when the slush begins to stiffen and is thrown directly.to the i

rear 'of the tires, it is time to plow and spread more chemicals.

o Never-apoly chemicals followed immediately b

a plowinq

' operation.

Salt is or no benefit on the shoulder o e road.

~

Reconmended metEo~dEfEthe varies'"Eypes or roaWaFares (1)

Two-Lane Facility Plow all two-lane facilities with a right-hand plow.

.(2)

Multi-Lane Divided Facility (Roof-type crown) - Plow left 1ane with a left-hand. plow or motor grader followed by truck with a right-hand plow.

The following truck (R.H.

plow) is the vehicle equipped with the spreader.

(3) f f ^. -

"' Multi-Lane Divided Facility (Slope from Median) - Same as i

roor-type crown, with an additional pass with the left-j (<a hand plow on the median. shoulder :1n order to move the windrew over far enough so that it does not. drain back' across the roadway.

It is important-that plowing patterns in and around i

I

interchanges conform to the needs and physical characteristics of the.indiv.idual location.

Pavement obstructions such as curbs, 4

raised button delineators, rumble strips, and the like must be considered when establishing the plowing patterns on j

interchanges.

The most prevalent problem on interchanges is the lack of adequate area. for storing snow.

For this reason, specific plowing patterns-for each interchange should be j-

' developed. and the assigned operators thoroughly indoctrinated in

.-the plowing sequence.

I Other considerations and special attention should be given j

(1)

Drainage of melting snow.

(2)

Removal of Windrows from ramps entrances and exits.

i (3)

. Loss.of plow path width on sharp curves.

i (4)

Sight distance when.using gore areas for snow storage.

USE OF ABRASIVES The most prevalent and effective use.of abrasives takes place when the temperature is 20'r.(-7'C.) or below and falling.-

This

. is due to the fact that direct chemical applications icse most of MAINTENANCE MANUAL, VOL II 431-11

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MAINTENANCE BULLETIN FUNCTION 431 SNOW & ICE CONTROL their effectiveness under these. conditions and can sometimes create a

hazard by virtue of the fact that the weak brine solution created by the limited melting action will refreeze.

The purpose of abrasive application is to provide traction, and is not intended primarily to remove snow and ice.

Abrasives are to be applied only to ice and/or packed snow and are not to be applied routinely during the course of a storm.

In order to provide for adhesion of the abrasives to the hazardous areas, they shall always be mixed with either calcium or -sodium chloride.

Preferably they should be premixed in order that the abrasives will have developed a mpist coating prior to being applied.

The recommended mix ratio is 20 parts abrasives to 1 part chloride.

An application of 1200 pounds per two-lane mile is generally sufficient.

Once the abrasives have been applied, the treated areas should not be plowed until they become slushy.

Sufficient mixing can take place by constructing the stockpile of alternate layers of abrasives and chemicals in the appropriate

^

quantities, with the first layer always consisting of abrasives.

[

The subsequent loading, hauling, and spreading of the components

\\;

will provide'a reasonably uniform mixture.

h-'

Chemically-treated abrasive stockpiles should alweys be kept

covered, and the same precautions taken as with chemical stockpiles.

CLEAN-UP AFTER'A STORM Immediately after a snow or ice storm and the pavement is bare, there still' remains very much for maintenance forces to do (1)

Shoulders should be winged back to get the snow as far from the trave 1way as possible.

l (2)

Shoulders in front of mailboxes should be plowed.

t l

(3)

Drainage structures should be cleared of obstructions so that melting unow will not be trapped on or near the j

trave 1way.

(

(4)

Windrows of snow on bridges should be removed.

l (5)

Traffic medians and barriers should be cleared of snow and ice as required to avoid melting and refreezing on the l

pavement.

l (6)

Tree limbs and other debris should no removed from the right of way as soon as possible.

Immediately after each storm, all equipment should be inspected and scheduled for repairs as required.

These preventive measures l

should includes l

t MAINTENANCE MANUAL, VOL II 431-12 l"

-1 MAINTENANCE BULLETIN FUNCTION 431 SNOW 5 ICE CONTROL (1)

Inspection of all spreader pumps, hosing,. fittings, spinners,. augers, engines, controls, and attachments.

(2)

Inspection of plows for blade wear.

(3)

Inspection of.all

flashers, lights, lenses, lamps, and other safety equipment.

-(4)

Replacement of needed flashlight batteries ~, flags, flares, and other consumable safety equipment.

(5). Removal of salt from all. vulnerable surfaces of equipment and the application of fuel oil or other appropriate

. lubricants to these surfaces for protective coating.

SUPERVISOR'S CHECKLIST Prior to the beginning of each winter

season, the Road

. Maintenance Supervisor should be able

.to answer.each of the

- 'following questions.in.the affirmativ9:

(1). Have. all employees received training in snow and ice i

removal procedures?

( 2 )'

Has all

~ 2now. removal. equipment been inspected and spreaders calibrated?

j Cf.

(3).1sas. a " dry run" been; conducted?

..c;

.(it)

Itas 'a schedule of assignments been: develop 3d?

'^

' ( 5)..Are-all highway : segments sized to the equipment assigned?

.- 'After a storm-and all routes are open, the Road Maintenance Supervisor should be able to ~ answer all of. the following

,, questions in-the affirmative:

61 )

Has the chloride usage been.- reported'. to the District Office?

(2)

Have shoulders been winged back?

- (3)

Eave shoulders in front of mailboxes been cleared?

.(4).Are.all drainage structures clear?

(5)

Have windrows on bridges been removed?

(6 ).

Ilas all snow removal equipment been.' inspected and needed 8

i

= repairs scheduled?

(7) -Have all vulnerable surfaces on equipment been washed and j

treated"with a protective coating?

sw V

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MAINTENA!!CE MANUAL, VOL II 431-13

-l i

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-l si APPENDIX I SALT STORAGE i

S.torages should. protect' chemicals from direct precipitation at all times, and keep the material within prescribed bounds.

Storages should be large enough to hold 50-100% of seasonal requirements without overflowing, not require special handling procedures for rapid loading, allow enough vertical clearance for delivery trucks and raised loader buckets, allow maneuvering room for loaders, and be reinforced or protected at key points.

1 caution should be exercised in locating storage sites.

They should not be built near wells or water sources since chlorides

. ill seep into the ground and contaminate water supplies.

w Storage sites should be located higher than the surrounding area

.to prevent water run-in.

In areas with particularly vulnerable water supplies, all brine runoff must be contained in - a lined collection basin from which brine is pumped out for removal to a t

nonsensitive' area.

Storage facilities should meet all requirements in the most economic' manner, and be kept in satisfactory condition.

These

~

~ facilities can be one of several ' types:

elevated bins, cribs with covers, sliding-roof'eribs, buildings, sheds, or a

covered stockpile on a pad.

.. crib floors sh'ould be paved with bituminous materials with at least 8 inches of slope from the center to each end.

There j --

should be

.a full apron extending ten feet beyond the end of the i

walls.

The pavement should be a minimum of 2

1/2 inches' of bituminous concrete over.. 6 inches of compacted ABC material.

Covers should be of vinyl-coated nylon or reinforced polyethylene 4, ' ~

with ' grommets or eyelets for lash-down, or should be of a

- sliding-roof type construction.

Storage areas-should be adequately lighted for night operation.

f ^~

They should also be adequately ventilated, particularly for indoor loading and unloading operations.

Arrangements 'should be made for chlorides to be delivered for

?

storage by early October.

A premixed supply of calcium chloride / salt and abrasives should be kept in stock under shelters or protected from moisture, and ready at all times for imm'diato use during the winter season.

Mixing should be done

)

e well in advance of the winter season.

Precautions should be taken that these premixed materials are never stored in elevated or gra'vity-type bins.

i When the temperature is 20*F.(-7'O.) or below, a mixture of calcium chloride and salt may be necessary.

Adequate mixing of calcium chloride with the sodium chloride can be obtained by J

using a force-feed loader fitted with a hcpper-positioned over j

the belt in the loading operation.

Another method is to apply

(

MAINTENANCE MANUAL,~VOL II 431-14 s

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APPENDIX I SALT STORAGE calcium chloride in solution to the top of the load of salt in each truck.

Sodium ~ chloride shall meet ASTM Standard Specification D632-72,

~

. Type 1, Grade 1 for ice and snow removal.

The moisture content shall not be greater than 25 (delivered),

and shall contain a non-caking additive.

When a

delivery is

~

received, the District Engineer shall notify the Division's Materials and Tests representative to secure samples for testing.

Calcium chloride shall meet all requirements of the Division of Highways Standard Specifications.

Gradation requirements for Type I sodium chloride are:

SIEVE

% PASSING 1/2 in.

100 3/8 in.

95 - 100

1. 4 20 -

90 i8 10 -

60

1. 30 0-10

/

The.following are some properties of stockpiled materials used'

(

for snow and ice control:

Sodium Chloride Calcium chloride,

Sand Bulk Density

'(ton /cu. yd.)

1,08 0.74-0.88 1.2-1.4 Angle of Repose

.(from horizontal) 32*

25-30' 34' NOTE:

Rain will reduce an uhcovered salt pile at a rate of 1/4% per annual inch of precipitation.

(Example:

40 inches of precipitation per year on a 500-ton salt pile for six ~ months will lose 25 tons of salt.)

. Trucks and spreaders should be loaded, if possible, inside the storage shed in order to reduce spillage and clean-up problems.

i Before the spreader truck leaves the shed or loading area, all parts of the truck body should be cleaned off, including

catwalks, top edges, tanks, roof, and fendors.

The loading area should be kept clean by immediately cleaning up any salt lying on the loading pad, and then getting it back under cover.

The salt should be kept dry by keeping it under cover as long as possible before loading it onto trucks.

The area surrounding a stockpile PtAINTENANCE MANUAL, VOL II 431-15

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APPENDIX'I SALT STORAGE s

should always. remain clean, with no foreign materials allowed to be disposed of in the area.

Salt should be handled as little as possible.. Excessive handling causes. segregation of the different particle

sizes, as well as causing.the large particles to break down into finer particle's which reduces their effectiveness for clearing snow.

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b MAINTENANCE MANUAL, VOL II 431-16 e

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APPENDIX II CALIBRATION OF SALT SPREADERS Calibration of all chemical spreaders is the most ir.portant action that the Division of Highways can take to control and reduce the amount of deicing chemicals that enter the environment and could be harmful.

Calibration of spreaders not only controls and reduces the amount of material used but it also saves money by providing the desired level of service with less deicing chemicals.

The objectives of a thorough calibration program are very accurate knowledge of the amount of chemicals delivered by all units at each spreader setting, and identification and repair of all spreader units that cannot be controlled within the range of prescribed spreading.

Spreaders should be calibrated annually before the winter season begins, and no la':er than October 15.

The calibration should be rechecked duling the winter if any of the major parts of the hydraulic system are replaced, if the moving mechanical 4

parts of the spreader are damaged or replaced, or if for any,

reason the spreading rate becomes questionable.

The calibration technique described in this section is 4

applicable to both drop-in body spreaders and tailgate spreaders, both of which rely upon the rotation of a mechanical clement (an

/

auger shaf t or flite-chain sprocket shaft) for feeding chemicals

( w, to the spreader mechanism, EQUIPf TENT REQUIRED (a)

A scale for weighing the amount of salt up to 100 lbs.

.(b)

A.means for collecting the salt to be weighed, either by using a canvas, sack, or a large bucket.

(c)

A stopwatch or. watch with a second hand for timing shaft revolutions.

(d)

A shaft tachometer (if unable-to count the shaft revolutions).

(e)

A marking pen, paint brush, or other means for marking the end of the auger or shaft.

(f)

Calibration worksheets and a clipboard.

(See page 21 for the worksheet.)

CALIBRATION PROCEDURE The following procedure is recommended for the calibration of spreaders that do not have ground-speed controllers:

(1)

Clean the shaf t end of the auger or flite-chain aprocket shaft.

Place an index mark on the end of the shaft so that the number of revolutions per minute can be counted at each dial setting.

If the shaft end is not

exposed, mark the auger flite sprocket, s

'1AINTENANCE ftANUAL, VOL II 431-17

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' APPENDIX II

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(2)

Remove the spinner disc, or bypass the spinner motor with l

a hydraulic line. -If.the spinner cannot be removed, and a

~

bypass is not feasible,

use extreme caution with the rotating spinners.

t (3)

With the. spreader system running and empty, let the truck i

a idle =1ong enough to warm the hydraulic oil to normal I

working temperature.

t (4)

Place a half' load of salt in the truck body to put a load on the spreader.

This partial load will simulate actuali working conditions.

(5)

Open the throttle so the engine is running constantly at approximately working speed.

If the truck is equipped

' wi th a

tachometer, set the throttle at the engine speed

~

normally used during salting.

[

(6)

For hopper-type spreaders, open the gate to approximately 1 1/4 inches.

(Note:

Trial and error adjustments may 1

have -to be made in the gate opening in order to get the desired spread rate.

Once this rate is

achieved, the procedures may continue.)

(7)

Fill the spreader auger or conveyor with salt by' rotating '

it' a few turns.-

f 1

!(.

(9)

When the auger is full, place the canvas or the bag under (8)

Set-the spinner. motor control to its usual level.

(

t the discharge opening so that all of the salt discharged is caught..

~

Allow the auger or the sprocket to make five

' full turns at a low setting and collect the salt that is discharged.

- (10)

Weigh the salt, deducting the weight of the canvas square, r

bag, or other collector.

Accuracy is important because this factor is used repeatedly in the calculations.

Then

[

determine the average weight per revolution by divi 62ng the not weight by

five, and enter in Column 3 of the f

wo rksheet..

Once the weight per revolution has been established, that weight will remain constant throughout the calculating procedure.

l (11)

To determine the number of revolutions per minute (RPM),

use a stopwatch or a watch with a second hand; count the number of RPM's of the auger or flite-chain sprocket shaft at each control setting.

If necessary, use a

hand t

j tachometer.

Record these in Column 2 of the worksheet.

2 CALCULATIONS l'

The worksheet now contains two pieces of data needed for

(

[

calculation of the amount of salt that will be discharged in one t

y NAINTENAllCE MANUAL, VOL II 431-18 t

i l

1-

,_,.n e..-._n n.m _wn, _ _

i j

APPE11 DIX II minuto.

Multiply Column 2

by Column 3 anc? onter the result (dischargo rato in Ib/ min) in Column 4

.To complete the calculation, you need to know the number of ninutes required for the truck to travel one mile at various road speeds.

Those are tabulated in Tablo 1 and shown in Columns 6-9 of the workshoot.

To calculate the amount spread por milo when the truck is traveling at 15

mph, multiply Column 4 by the constant shown at the head of Column 5 and enter the result in the proper place.

Likewise, to datormino the amount.cpread at 20, 25, 30, and 35 mph multiply Column 4 by the constants at the to, of Columns 6-9, respectively, and ontor the results in the nronor spaces.

Perform those calculations for ovary control sotting.

An an illustration of how the tablo is used, assumo, for o::anplo, that the auger or flite-chain sprockot dischargos 0 lb.

of salt (Column 3) each timo it makes cno full revolution at control.cotting number 3 and that the auger turned 10 timos por ninuto (Column 2).

Obviously, the spreador will put out 80 lb.

por minuto at that rotting (Column 2

timos Column 3

and the result ontored in Column 4).

At ' a spood of 15 mph.as shown in Tablo 1 the truck moves one

(,

nile overy 4 minutos.

Thorofore, 80 lb./ min.

multiplied by 4

minutos equals.320 lb./mi.

This value is ontored in Column 5 for control setting number 3.

This proceduro should be repeated for each control.sotting.and at the variouc spoods at which the natorial is cpread.

Record all data on the workshoot.

Tho next set of calculations datorminen the distanco that the aprendor: truck will.. travel for various control settings and vehicle spoods before tha comploto load is exhausted.

Thoso values aro useful for checking the calibration and overall perfornanco of tho spreador.

In Column 11 of the calibration vorkshoot, ontor the sizo of the load in pounds for the material (nalt and sand or mixtures thoroof).

This should ho tho wolght of the matorial when it is loaded icvol with the top of tho scroons or the top of tho spreador.hoppar (providad this doon not oxcood tho vehiclo's legal gross weight).

This value can bo obtained either from the spreador manufacturer or by weighing a truck full of matorial and ontoring the anount in the lino provided in Column 11.

To calculato tho timo required to empty the anrondor for various control sottings divido Column 11 by Colunn 4,

and ontor the results in Column 12.

The milos that a truck will travol at 15 mph before the load is exhaustad in datorminod by the division of Column 12 by the constant given at the top of Column 13.

Likewinn the miles a

truck will travel before its loads are oxhausted at 20-35 mph are calculated in itAIllTC!lA!!CC f tA!!UAL, VOL II 431-19 qs

s\\

APPENDIX II Columns 14 through 17, respectively, on

.the calibration trorksheet.

Results should be entered in these columns to the nearest 0.1 mile.

Table 1 VE!!ICLE SPEED CONVERSION FOR SPREADER CALIBrtATION v hicle speed Time to travel e

(nph) one mile (min) 10 6.00 15 4.00 20 3.00 25 2.40 30 2.00 35 1.71 40 1.50 45 1.33 1.20 50 1.09 55 60 1.00

(

4 TTttfCl* CALIDRATIO!! CARD The last step in the calibration of spreaders is to transfar

'the results of the calculation onto a calibration

card, which trill be carried in the cab of the truch.

The calibration worksheet should he placed on filo either in the maintonance record for the truck or in the district office.

The truck calibration card should be placed in a convenient location in the truck so that it is available for quick reference during a. storm, 8

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9 8

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• APPENDIX II N. C. DIVISION OF HIGHWAYS s

SALT SPREADER - CALIBRATION WORKSHEET (THUCKEQUIPMENT4 DIVISION COUNTY DATE BY:

SPREADER EQUIPMENT #

,A, (1)

(2)

(3)_

(4)

(5)

(6)

(7)

(8)

(9)

Control loaded Dischg.

Dischg.

---

AMOUNT SPREAD PER HILE TRAVELED--------

Setting RPM Rate Rate 15 HPH 20 MPH 25 HPH 30 HPH 35 HPH (Lb/Rev)

(Lb/ Min)

X 4.00 X 3.00 X 2.40 X 2.00 X 1.71 1

_ 25

• i 4

5 6

7 f5 9

10

-$h.

_.::a.

(10)

(11)

(12)

(13)

(14)

(15)

(16)

(17)

Control Sf:e of

Hin,

---

MILES TRAVELED PER LOAD-----------

Eetting Load (Lb)

Paquired 20 HPH 20 HPH 25 HPH 30 HPH 35 HPH to Emoty

+ 4.00

+ 3.00

+ 2.40 4 2.00 4 1.71 I

4 2

. _3 5

6 7

,,,_ 8 9

,,_10

,, _1 1 HAINTENANCE MANUAL, VOL II 431 21

.