Increasing numbers of DOTs are evaluating the levels of chlorides in streams adjacent to highways to ensure no impacts to water quality from deicing liquids. Several state DOTs have undertaken strategic planning efforts to reduce salt usage; examples are provided below.

Caltrans implemented a reduced salt-use policy starting in October 1989 that required transportation districts to develop specific route-by-route plans. That policy mandated that “Snow removal and ice control should be performed as necessary in order to facilitate the movement and safety of public traffic and should be done in accordance with the best management practices outlined herein with particular emphasis given to environmentally sensitive areas.” [N] During the first winter, Caltrans reduced salt usage by 62 percent statewide as compared to the previous winter, helped by improved control of the application frequency of deicing salt.[N]

NYSDOT’s salt reduction strategy has revolved around “right application at the right time with the right chemical.” NYSDOT has employed thorough management controls, keeping track of amount of salt delivered to sheds and the salt used on each beat, and doing calculations afterward to see if the agency is within established guidelines. If not, the first thing they check is the truck; if calibrations are on target, a supervisor has a discussion with the operator. With this system, NYSDOT does not have a problem with operator over-application. Computerized on-board systems allow application at any rate and take into account weather information.[N]

PENNDOT is among the DOTs that have taken the lead in the U.S. in reducing salt usage. PENNDOT District 1 relies on precise application rates to minimize contamination in runoff from anti-icing and deicing operations. All trucks are equipped with thermometers for informed decisions on application rates; equipment operators can make informed decisions on when to spread material because each truck has a thermometer that displays both air and road surface temperature. After every snow event and every shift, PENNDOT operators complete tracking forms and turn those in to the foreman; such “after action reviews” utilize automatic data downloads from spreaders. The foreman and the operator check the application rate and discuss any variances. Summaries are prepared with regard to stockpiles. PENNDOT’s universal database from each snow event allows them to evaluate and compare application rates by district and by truck. Information from spreader controllers can be downloaded to a computer or output directly to a printer through a data port on the controller at the end of each shift. This information includes:

• Types and amount of material spread
• Miles spread

Each operator keeps a written log of:

• Routes spread at what time
• Air and road temperatures
• Type of storm

From this database, many different reports can be run. The district has established application rate goals for different types of storms and different temperature ranges. PENNDOT’s District 10’s Strategic Environmental Management Program Manual details the process and the roles of various stakeholders. [N] Listed in the Appendix is PENNDOT’s Post-Storm Salt Management Tracking.

PENNDOT District 10 updates their Salt Management Plan annually, including the following activities: [N]

• Analysis of previous year’s winter data.
• Revision of materials application charts and tracking sheets to improve application rates.
• Update of target application rates by snow lane miles by truck and charts to collect actual results.
• Equipment evaluation, calibration, repair, and purchasing plan.
• Update of winter training plan.
• Training of Equipment Operators on application rates.

Ohio DOT has a statewide initiative to reduce the amount of salt used to treat snow and ice conditions expanding anti-icing pre-treatment to a statewide level starting in 2002. Storm tracking with the aid of pavement sensors and mini weather stations placed strategically around the state give vital information to the counties to maximize their resources of time and materials. Advances in equipment monitors enable the snowplow truck drivers to be more effective in treating the roads. Optimizing truck routing can save time and money for districts through reduction in the “dead-head time” where a truck must return empty to a yard to refill. The initiative has received high level leadership in the department, from ODOT’s Assistant Director and Deputy Director, and affecting District Highway Management, Equipment, and Facilities areas. To date, the initiative has: [N]

• Implemented a material matrix expressing the relationship between pavement temperature and precipitation.
• Determined critical information for operational decision including: surface condition, material freeze point, precipitation type/amount, wind direction/speed, and air temperature.
• Developed a plan to deploy pavement sensors along the interstate system and weather systems at county garages not along interstate system.
• Drafted a plan to display information from weather and pavement sensor on statewide maps.
• Performed research to determine most appropriate pavement sensors to measure freeze point.
• Evaluated computer truck routing software for route optimization. Software modification needed to handle multiple salt locations.
• Established base line parameters for application rates, travel speed, and cycle time for evaluation.
• Developed draft process for long-range planning from the computer truck routing parameters.
• Snow and ice procedures will be included in the new Maintenance Manual being developed.
• Developed equipment evaluation forms and process.
• Developed an equipment matrix listing basic units and auxiliary equipment.
• Testing friction device to monitor surface conditions.
• Purchasing a salinity device to mount on truck to determine surface freeze conditions.
• Evaluating Automated Vehicle Location (AVL) device to track vehicle location, monitor material application, and record operational information.

Remaining goals of the initiative are to:

• Validate material matrix and pre-treatment plan including research for pre-treatment effectiveness.
• Deploy pavement sensors and weather devices statewide.
• Develop enhanced application to display pavement and weather information.
• Coordinate snow and ice operations through Central Radio Center for weather bulletins and condition alerts.
• Implement computer truck routing process and resource planning procedure for equipment and facility location, and staffing.

Canada Recommended Practices for Developing Salt Management Plans

Given the increased emphasis on salt discharges to the environment in Canada, the Transportation Association of Canada has identified best practices in planning for salt management.[N] Good plans for reducing salt usage and associated environmental impacts should include: [N]

Current baseline/metrics for salt managementpractice and progress. A situational analysis may include the following to allow the DOT to measure and track progress in managing the amount of road salt being placed into the environment:

- Examination of On-Road Salt Use:

• Type and amount of chloride freeze point depressant used (all sources including solids, liquids, and abrasive mixes).
• Type and amount of non-chloride freeze point depressant used (all sources including solids, liquids, and abrasive mixes).
• Current application rate for each type of material.
• Percentage of fleet with pre-wetting.
• Percentage of fleet with liquid only applications.
• Percentage of fleet with electronic spreader controls.
• Number of road weather information systems (RWIS) installations.
• Number of other surface temperature measuring devices (hand-held or vehicle mounted).
• Use of dedicated pavement and/or atmospheric forecasting

- Identification of Salt Vulnerable Areas:

• Locations of salt vulnerable areas
• Description of winter maintenance practices in the vicinity of salt vulnerable areas (e.g. alternate treatment). Examples of possible salt vulnerable areas include:
  - Groundwater recharge areas
  - Areas with exposed or shallow water tables with medium to high permeability soils
  - Sources of drinking water
  - Salt-sensitive vegetative communities
  - Salt-sensitive wetlands
  - Small ponds and lakes
  - Rivers with low flows
  - Salt-sensitive agricultural areas
  - Salt-sensitive habitats for species at risk

- Evaluation of Sand and Salt Storage Sites:

• Number and capacity of storage sites
• Percentage of sand/salt piles covered and type of cover
• Percentage of indoor loading
• Management of drainage from sand/salt mix piles
• Levels of environmental indicators (e.g. chloride levels)
• Percentage of salt in winter sand
• Percentage of sites with washwater treatment
• Existence of a good housekeeping policy, and adherence to the policy

- Snow Disposal Sites:(only necessary in the most snowy regions of the U.S.

• Number and capacity of disposal sites (permanent and/or temporary)
• Levels of environmental indicators (e.g. chloride levels)
• Percentage of disposal sites with water management systems
• Conformance with existing environmental standards for snow disposal sites
• Existence of a good housekeeping policy and adherence to the policy

-Training:

• Training includes such on-the-job elements as preseason “dry runs.” Drainage facilities, wildlife crossing structures and other facilities requiring delineation or special treatment in plowing operations should be noted by foremen and equipment operators during dry runs of routes in the fall along with possible obstructions.
• Percentage and frequency of staff receiving training in best salt management practices broken down into categories (e.g. managers, supervisors and operators)

Comparison of current practices to best management practices and document the gaps. The salt management plan should then focus on closing these gaps. The plan should include preseason, in-season, and post-season actions to be taken to reduce the adverse impacts of road salts. It should also include consideration of equipment, labor, materials, and the local climate.

How general road use of salt, salt use in salt vulnerable areas, and salt storage will be addressed. Snow storage and disposal sites should be dealt with in regions where this is an issue.

Clear tasks, schedules with milestones, budget considerations, and assigned responsibilities for implementing best salt management practices. The plan will involve prioritizing in many cases. For example, spreaders on the highest salt routes or in proximity to vulnerable areas can be targeted first for replacement, and the most versatile mechanical removal equipment can be stationed where it will help lessen salt loadings.

Documented policies, procedures, and guidelines in the following areas, aimed at introducing best salt management practices with both in-house and outsourced operations.

• Level of service for each roadway type
• Salt and sand application rates
• Managed sand and salt storage
• Good housekeeping practices for maintenance yards consistent with TAC’s Design and Operation of Road Maintenance Yards Synthesis of Best Practices
• Equipment calibration & re-calibration
• Training
• Snow disposal
• Incorporation of salt management consideration into road design and construction
• Salt vulnerable areas

Monitoring, Record Keeping, Reporting & Analysis

• Progress on implementation of the salt management plan can only be confirmed by tracking specific indicators and comparing these to the baseline that was benchmarked at the outset of the program.
• Each salt management plan should assign responsibility for monitoring and reporting on implementation of the plan. These results should be reported annually to the senior executive responsible for the salt management plan.
• The monitoring and record keeping system should document and assess the indicators identified in the situational analysis. Where there are new issues or activities being implemented as part of the salt management plan, new monitoring initiatives may be required.
• Any changes from the baseline established in the situational analysis need to be analyzed to assess the degree of progress being made. The analysis should also take into account the type of winter experienced to ensure that realistic conclusions are being drawn. For example, an increase in salt use may be due to an unusually severe winter rather than the failure of a plan.
• Similarly, a reduction in salt use may be due to a milder than normal winter rather than the successful implementation of a plan. Therefore the analysis must be sufficiently in-depth to account for these variances. Where there are known releases to the environment being monitored (e.g. stormwater outfalls, water intakes, water treatment plants, monitoring wells, material storage sites or snow disposal sites), then these data should be included in the annual progress report.

Management Review

• Each year, senior management within each administration should review the results of the previous year’s salt management actions to confirm that the plan is achieving the desired results and to adjust the next year’s salt management plan to respond to shortcomings and new opportunities. Policies and procedures should be updated prior to the next snow and ice control season and communicated to management and operational personnel.
• This review should be integrated into the budgetary process to permit timely acquisitions of new equipment and to identify other funding needs, including:
• Personnel commitments.
• Review of organizational equipment needs and fleet management strategy, staying current with changes in the business.
• A transition strategy to shift from the existing fleet to a new fleet that incorporates available technology. To gain experience in new methodology, new equipment may be assigned to preferred “champions” in the organization for demonstrated use on less significant roadways until there is confidence in the new practices.