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The PerfecT PavemenT

Mobile sensor MARWIS improves road safety

flying highCanadian airports demonstrate excellence in snow and ice removal

WheTher you like iT or noTThe last two winters have been tough. What can we expect this winter?

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TABLE OF conTenTS

prOducT ShoWcaSe

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Published by: DEL Communications Inc.

Suite 300, 6 Roslyn Road, Winnipeg, Manitoba R3L 0G5 Fax: (204) 668-4641

President David Langstaff

Publisher Jason Stefanik

Managing Editor Carly Peters

[email protected]

Sales Manager Dayna Oulion

Advertising Sales Cheryl Ezinicki | Jennifer Hebert

Gladwyn Nickel

Magazine Consultant Gladwyn Nickel

Production services provided by S.G. Bennett Marketing Services

www.sgbennett.com

Art Director Kathy Cable

Layout/Design Joel Gunter

Advertising Art Sheri Kidd | Dana Jensen

Cover photo courtesy of

Bonnell Industries

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While every effort has been made to ensure the accuracy of the information contained herein and the reliability of the source, the publisher in no way guarantees nor warrants the information and is not responsible for errors, omissions or statements made by advertisers. Opinions and recommendations made by contribu-tors or advertisers are not necessarily those of the publisher, its directors, officers or employees.

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Printed in Canada 08/2015

ISSUE 2 - 2015 | SNOW MANAGER

a Balancing acTNavigating the perfect storm with road salt 6

WheTher you like iT or noTThe last two winters have been tough – what can we expect this winter? 10

flying highcanadian airports demonstrate excellence in snow and ice removal 12

Save your SalTcalhoun Super Structures provide a better way to store sand and salt 16

emPirical Proof Idaho Transportation department implements key systems to evaluate and improve the effectiveness of its snow and ice control operations 18

The PerfecT PavemenTMobile sensor MArWIS improves road safety 22

Plow ThroughrEIST “power Bonus” turns compact tractors into industrial-strength snow throwers 26

Taking conTrolBonnell Industries Inc. introduces commander series dump bodies 28

Push overArctic Snow and Ice products launches a unique line of snow pushers 30

viking cives lTd.Towplow saving time and money 32

ounce of PrevenTionAnti-icing mitigates risk for big retailers 34

leT iT droPVentrac introduces new sidewalk drop spreader 36

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6 ISSUE 2 - 2015 | SNOW MANAGER

a Balancing act

By Colleen Biondi

Navigating the perfect storm with road salt

D oug Freer loves the objectivity of the snow and ice removal business. “You either did or didn’t clear the snow. It is down to pavement or it is not,” says the president and owner of

Cleveland-based Blue Moose Company Inc. “There are no grey ar-eas.”

Unless you take into account what happens when the critical material you need to clear that pavement – salt – is in short supply. Then, you get fifty shades of grey.

It is not a matter of the raw supply. Salt considered to be abun-dant with approximately 30 million tonnes a year being mined in North America alone.

“Salt is a mineral that can’t be destroyed. It doesn’t leave the earth. It is always around,” says Freer, but he adds, he and his col-leagues must pay attention to the domino-like factors influencing the supply chain in order to keep their companies afloat and their customers safe.

And those factors are forever changing. In the winter of 2008, for example, key U.S. waterways froze so salt deliveries to service providers in the midwest were restricted. When Cleveland subse-quently experienced two relatively mild winters, the Department of Transportation (DOT), which uses 90 per cent of road salt sup-plies, didn’t order as much. So the mines cut back on producing and bidding on contracts and the plants cut back on processing (Mor-ton Salt actually laid off staff due to reduced demand), making the situation tenuous for the time when serious winter conditions would re-appear and that salt would be needed again.

In light of these kinds of uncertainties, snow and ice removal companies need to be proactive in determining how much salt they can afford to buy in advance (last winter’s prices were 50 to 100 per cent higher than the previous season) while balanc-ing other business expenses like rent and payroll, and how much storage capacity they have (a midwest farmer might need a whop-

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ping 20,000 tonnes of product per season and, ideally, a gargan-tuan storage bin). It is a complex balancing act; after all, service providers need to be prepared for any snow event. “And nobody is a fortune teller,” says Freer. “We are all guessing about what will happen.”

One thing that is guaranteed is snow will continue to fly. Cleve-land Hopkins International Airport records an average of 68 inch-es of snowfall each winter (35-year average) and, on the east side of the city where Freer works, there is usually about 25 to 40 per cent more accumulation. The moisture and wind coming off the lake can complicate existing storms or even create new ones.

Despite that likelihood, in the 2013/2014 season, the DOTs didn’t make their salt orders until the last minute as they were hedging their bets due to those previously-mentioned mild spells. But this caused a pinch in the supply, with less available for the remaining 10 per cent segment of snow and ice removers. As a result, there was barely enough salt to make it through and no carry-over to the next winter. And since the mines and processing plants were still not fully functional, there was also a shortage in the 2014/2015 season.

“It had a significant impact on the industry,” says Freer.So how do service providers prepare for an industry that relies

so heavily on Mother Nature’s whims? Freer has some ideas:• Consider cheaper, foreign salt from places like Egypt or Brazil.

Mind you, there are complex logistics in getting this kind of salt to service providers, such as offloading the product from large, ocean vessels onto smaller barges for delivery through water systems. This may not be the most viable option for smaller companies.

• Talk to your supplier early about product for the upcoming sea-son and learn to overstock. “We try to keep a year’s worth of inventory on hand,” adds Freer. He buys a bit extra every year (relying on dollar-cost averaging to make it financially viable), stockpiles his salt in a warehouse, and re-supplies in the off sea-son – a cheaper option than a frantic, last-minute order.

• Communicate with your customers. Can they flex their expec-tations? For example, can they use a little less product or fewer applications and still ensure safety? Assess your customers’ risk profile and their tolerance for snow and ice accumulations. Nobody wants a “slip and fall” situation, but in some cases you may be able to use less product and still get a satisfying result.

• Do some creative mixing. Freer will mix his salt with liquid chlo-ride or an organic product (some service providers use sugary beet juice) to make it more effective at lower temperatures and to extend the product. A liquid brine can also be used to pre-treat pavement before the snow flies to reduce the likelihood of build-up and bonding to the pavement, therefore requiring less salt to de-ice later.With these tips in mind, snow and ice removal companies should

be in a good position for what winter will bring this year. And a little bit of optimism never hurts, recommends Freer. “No matter what happens, we will always get through the storm.” ❆

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Whether you like it or not

By Emily Pike

The last two winters have been tough – what can we expect this winter?

B eing in Canada means two certain things: there’s a lot of weather and it’s a hot topic of conversation. The

last two winters have been hard for most of Canada, even though the world as a whole had the warmest winter on record last year. It has left many people worried about what to expect this year: from end-less sidewalk shovelling to frozen water pipes to record snowfalls that shut people in, it’s not hard to see why.

“We’ve had two tough winters in a row and people are worried that this will be a ‘three-peat,’” states Dave Phillips, senior climatologist with Environment Canada.

For most of us, the weather is some-thing that effects us but we don’t under-stand it very well. Chris Scott, chief me-

teorologist with The Weather Network gives an overview of what has happened over the past two years.

“The last couple winters we’ve had ei-ther weak or neutral El Niño conditions which has allowed the jet stream to bring cold weather, freeze-thaw cycles, and of course it has brought some big snow,” he states.

Part of the reasoning behind this is what’s going on in the Pacific Ocean.

“When we have an El Niño it means the water temperatures off the coast of South America and through the Central Pacific Ocean are warmer than normal and La Niña means those waters are below normal. Depending on how warm or cool those waters are, it effects the jet stream,”

explains Scott, adding he likens the Pacific Ocean to a car’s engine. “If the engine is running hot or is running cool, you’re going to have an impact on the rest of the car and how it drives. That’s why the Pacific is so important – because it really is the en-gine of our weather.”

The Pacific Ocean is the biggest ocean in the world, and the part of it that defines an El Niño or La Niña is massive, meaning the effect that it can have on the weather is major.

“Depending on whether that area is a half degree above normal or two degrees above normal has a massive impact. A de-gree or two when it’s that size puts a lot more heat and a lot more moisture in to the air and that has to have an impact on the weather,” says Scott. “It changes our storm track, which is our jet stream, and that changes our weather. That’s what we have to monitor.”

What brings about an El Niño is just as mysterious, continues Scott, “Roughly ev-ery two to seven years in the Pacific Ocean there’s a switch in whether the waters are warmer or cooler, and why that happens is a combination of what’s happening in the air above and how that’s linked to what’s happening in the ocean. It tends to hap-pen when the trade winds blowing from east to west across the Pacific weaken, which allows warmer water to pool up, which changes the air above it, so you get this feedback that allows an El Niño to develop. Exactly why that happens isn’t fully understood, because we don’t really understand all the physics involved.”

11 SNOW MANAGER | www.snowmanager.ca

What this winter will be like is hard to predict this far out, however what’s hap-pening in the Pacific Ocean is key to mak-ing that prediction.

“I’m more confident about telling you what this winter is going to be like than what this summer is going to be like and that’s because of El Niño. With El Niño and La Niña, those episodes of water being too warm or too cool, does improve the ac-curacy of long-lead or seasonal forecasts,” explains Phillips.

Meteorologists are seeing a trend to-wards a stronger El Niño developing but even that isn’t guaranteed. Scott shares what winter could look like with and with-out an El Niño effect, “If it becomes a strong El Niño then that will tend to make a warmer, milder pattern across most of Canada – less cold, bitter, arctic air, and probably below-normal snow fall. How-ever, if that developing El Niño halts and doesn’t become stronger, then we may end up with more of a winter like we had last year. Those are two pretty different scenarios and it all depends on how the Pacific Ocean behaves in the next three to six months.”

Weather predictions dictate how many of us plan for our day – whether that means grabbing an umbrella, a hat, or a bottle of sunscreen, but how much can we rely on a prediction of weather that’s many months away?

“An analogy I use is ‘it’s as accurate as a 10-day forecast’. You’d never plan an outdoor social engagement based on the tenth day’s outlook. It’s just giving you an indication of what the weather might be,” says Phillips.

Scott agrees the details can be hard to nail down.

“There are different levels of confi-dence we have with different parts of the forecast. Sometimes we can guarantee a snowstorm is going to happen for a spe-cific place, but other times it’s less certain if a location is on the edge of the storm. Sometimes we know we’re going to get a really messy storm and we know exactly when it’s going to hit but it’s difficult to predict how much of it will be ice pellets versus freezing rain versus snowfall, “ he states.

One thing meteorologists have to help them with weather forecasting is weather modelling technology. For Environment Canada that is a super computer in Mon-treal. Phillips explains how it does its job, “The computer looks at water tempera-tures and snow and ice boundaries, and stored heat and water in the ground and runs the information, giving us a forecast out to seven or nine months ahead. We then take that information and analyze what it’s telling us.”

Whether you want a tonne of ski-wor-thy snow this winter, or you’d rather have clear roads to drive on, one thing is clear right now: we just can’t say for sure what the weather will be like.

“That’s the ‘stay-tuned’ hook-line – lets wait and see how strong this El Niño is. If it’s a strong one its probably a winter that’s not quite as bad, if it’s a weaker one then we may be looking at a winter that’s similar to the last two,” concludes Scott. ❆

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o ur national airports are sophisticat-ed transportation hubs designed to get us safely and seamlessly to and

from our destinations. But each winter they face a particular challenge - making sure that snow and ice is removed from airfields so planes can fly unencumbered. Check out the following dedicated opera-tions, taking place from east to west.

Montreal-Pierre Elliott Trudeau International Airport

This place sees its share of the white stuff. On average, it gets 220 centime-tres of snow per year and about 57 snow events (accumulations on the airfield that need to be cleared). But last year’s winter was particularly long and hard with 80 snow events. Snow removal personnel kicked into super-high gear, for which Don Desrosiers, director of Airport Infrastruc-tures, was extremely grateful. “We have a great team,” he says.

This team consists of 20 regular main-tenance workers and 70 winter staff. The turnover of seasonal personnel is very

low; many work summer jobs as farmers or in construction and appreciate regular winter work. Plus, at this location, season-al workers are guaranteed 720 hours per season and get paid extra for overtime.

Seasonal workers return in advance of the season, get trained regarding any new equipment and re-oriented to any con-struction changes on the airfield. When the first snowfall hits (occasionally it has been on the first day of the season which is November 15th), the crew is prepared and ready to roll.

They work with plows, sweepers, and blowers in a moving formation. Three plows, each with its own sweeper and blower, go forward down the runway and three other plows (with the same accom-paniments) go backward. It takes 12 min-utes for one clearance to take place; 22 minutes when you add in peripheral areas.

Transport Canada provides the guide-lines and regulations for snow and ice re-moval maintenance at airports. A special document (TP 312) highlights optimal fric-tion rates (more than a .25 index is need-

ed), when snow removal teams should intervene, when planes can land and when they can’t. Daily reports of ice and snow accumulation and friction rate statuses on the airfields are disseminated to the pilots.

When the season is over, maintenance begins. After a full mechanical work-up is done on all the machines and any acute repairs are completed, preventive work begins on transmissions, hoses, engines, hydraulics, and sensors.

“The more we do in the summer, the less we will need to do as winter approaches,” says Desrosiers. In September and Octo-ber, the annual snow plan is reviewed with the airport departments to ensure com-plete coordination and collaboration is in place.

Closures or service delays are rare, but take place when safety is at risk. And com-ing back from a delay is just as complex as day-to-day operations – every task needs to be integrated in a timely and sequential fashion with all the players (the tower, handlers, airline personnel) on the same

Flying High canadian airports demonstrate excellence in snow and ice removal


page so that planes can re-exit and re-enter smoothly.

Experienced staff make all the differ-ence. They know each event is unique, are prepared to expect the unexpected and switch up a plan of operation, if necessary, in a matter of minutes.

“I have been here for 10 years,” says Des-rosiers. “There is always a new strategy, new timing, and interventions. We contin-ue to learn and improve every year.”

Toronto Pearson International Airport

If you are a numbers person, you will love Kevin Lacey, associate director of Air-field Operations. In an average winter in Toronto, the airport sees 110 centimetres of snow, he explains, but that snow falls on 1.9 million square meters of roads and parkades and 4.2 million square meters of runways, taxiways, aprons, and service roads.

“That is a little bit of concrete to clear,” he quips.

The job of clearing falls to 163 directly-related personnel, but mechanics, airport operations control staff, electricians, and managers are involved in the planning and execution phases, as well.

The team works with over 100 pieces of equipment. There are plow, sweeper, and high-speed blower combos which conduct three applications at once – the plow component clears the surface snow, the sweeper component gets rid of any residual snow in the macro texture, and the blower brings up the rear, eliminating anything left behind. There are trucks lay-ing down liquid and solid chemical prod-uct, front-mounted agricultural tractors, loaders with ramp hogs, and specialized sweepers that work tight spaces on the apron. In 2013, the airport purchased a Rai-ko Icebreaker, manufactured in Finland.

“It looks like a porcupine, explains Lacey. “It is a roller with a bunch of metal spikes cut in a special way to break up the ice.”

For Lacey and his group, winter is never really over; the seasons simply shift to be-fore-winter and after-winter operations. During these off-seasons, equipment is fully inspected and repaired, plans are reviewed and tweaked, return staff are brought back and re-oriented. New em-ployees are fully trained and operate only one or two pieces of equipment in their first year. “You want them to focus and to be able to operate them well, before mov-ing on to the rest of the inventory.”

They are also well outfitted, donning insulated coveralls, thermal parkas, bala-clavas, and toques. That apparel plan ap-pears to be doing the trick; in the 15 years since Lacey has been employed at the air-port there has not been one case of frost-bite. Mind you, the emphasis on safety, deeply embedded in airfield operations, is also clear. “Everyone looks out for one another,” he says.

And this crew is in constant-learning mode. For example, from season to sea-son, staff review what is being cleared and how long it takes. “Maybe we went a little too far on that runway circuit,” adds Lacey. “Can we clear a bit less, save 40 seconds, and still have a completely safe result for customers?”

Because every moment of time saved

on the airfield is amplified when you con-sider that 39 million people per year fly in and out of Toronto. Although this is a daunting task compared to snow removal operations in the community, Lacey and his crew are clearly up for the challenge.

Last year, for example, there were no closures at Toronto Pearson, he explains. “Our biggest reward is when the snow has minimal impact on the schedule and op-erations.”

Winnipeg Richardson International Airport

There is nothing better than a sense of humour to get you through a long, cold winter of removing snow and ice at Win-nipeg’s new airport. “We get dry, powdery snow which is subject to drifting,” explains Richard Griffith, airfield maintenance foreman. “And if things are compounded, with one snow event after another, the situation really snowballs.”

Despite moments of levity, getting snow cleared from this airport is serious business. When big snow events occur, Griffith and his crew – who are glued to the weather channel in the winter season – take out the big guns. There are eight snow maulers – with brooms and high-speed runway sweepers attached – and two, 1500-horsepower snow blowers. A truck deposits potassium acetate from a 1700-gallon tank to keep ice from forming on the runway; a granular chemical appli-cation also helps melt compacted snow. Winnipeg is also a short distance from Airport Technologies Inc. (ATI), a manu-facturer of some of these large machines, and airport staff have been able to work closely with the company in research and development and in testing prototypes.

When it comes to a clearing session, an experienced staff takes the first posi-tion on the equipment line; a foreman, who


sits at the end spot, is in constant radio contact with the lead operator. “I’m in the half-tonne after the plows go by making sure everything is acceptable and meet-ing standards,” adds Griffith. Any status updates about snow and ice conditions and changes are delivered to the pilots in real time.

Not only is this practice critical for regular airlines flying in and out of Win-nipeg, but the campus is also home to the headquarters for the RCAF 1 Canadian Air Division (CAD) and 17 Wing Air Force Base, whose staff use the same airfield space to dispatch their aircraft for search and res-cue. Emergency flying adds an additional dimension to the importance of smooth-running machines and operations.

Transport Canada regulates airport standards, including those affecting run-way conditions. They also provide guid-ance in the form of advisory circulars, but they “don’t get into the nitty gritty about tactics,” explains Darryl Dowd, director of operations. “That is our own homegrown expertise.”

Winnipeg airport personnel also speak frequently to the staff at other airport venues about best practices, strategies, and new technologies.

During the off season, the same due dili-gence is in place. Tear-down inspections and full-boar maintenance is provided on all equipment in the spring and summer-time and seasonal staff are called back into work for re-orientation in the fall. All medicals are updated and statuses for specialized (airside) drivers’ licenses are reviewed. Changes in construction are discussed; in 2011, for example, a new ter-minal opened in Winnipeg which increased the amount of pavement by 25 per cent.

What wraps around this year-round,

comprehensive work plan is the focus on safety – safe equipment, safe operations and, ultimately, a safe flying experience, adds Dowd. “It pervades everything that we do.”

Vancouver International AirportIt is true that Vancouver is milder than

many Canadian cities, but when the snow flies the airport needs to be as prepared as any located in a snow belt, explains Brett Patterson, director of Airside Oper-ations, Vancouver Airport Authority. And that is one of his biggest challenges, since this is not an everyday occurrence on the coast. “We’ll get a big dump of snow com-ing in fast and furious and then nothing for weeks,” he explains.

In order to make sure staff are fully pre-pared for whatever Mother Nature brings, Patterson and his team focus on four key areas – training, top-of-the-line equip-ment, monitoring, and communication.

Training and retraining is a fundamental part of the basic supervision structure; this way, staff remain current, knowl-edgeable and comfortable with roles and equipment even if the snow is on tempo-rary hiatus.

Vancouver’s $60-million equipment fleet is modern and powerful (most of the large equipment pieces are manufactured by Oshkosh out of Wisconsin; this compa-ny also provides for the military and fire-fighting communities). When a machine comes to the end of its service life, it is switched out for a new version with more capacity; case in point, two large chemical spreaders were put out to pasture this year and replaced with higher-end ones.

With the right training and equipment, staff can be super-efficient. “We clear our runways full length and full width within

20 minutes or less,” says Patterson. On the aprons, teams also use three high-tech snow melting machines (known as “hot tubs”) which have the capacity to melt up to 20 truckloads of snow every hour.

In-house employees are responsible for clearing runways and taxiways. One person, placed at the back end of the equipment line, monitors the initiative and reports minute-by-minute condition changes to air traffic controllers who feed that data to airlines and pilots. Contrac-tors manage the apron areas (loading and off-loading sections) and are monitored by a safety officer.

A critical dispatch function flows from what is commonly called the “Snow Desk”. Here, a snow and ice director works with dedicated staff to make sure taxiways and aprons are being cleared properly. A communications co-ordinator updates the community about snow and ice clear-ing activities (chemicals going down, ac-tive clearances taking place).

Vancouver airfield crews also meet with stakeholders – groups like airlines, ground handlers, air traffic control - every fall to discuss the annual snow plan and to review operational and communications capabilities. Typically changes to the snow plan would involve how to integrate new gates or taxiways. Since there has been no such construction in Vancouver this year, the plan will remain similar to last year’s.

Instituting such a well-rounded plan is all in a day’s work, says Patterson. And despite seeing only five to seven snow events per year, his team is second to none when it comes to clearing that pave-ment for safe flying. “We meet the same performance standard as any other air-port in the world.” ❆

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Save Your Salt

calhoun Super Structures provide a better way to store sand and salt

W hen it comes to Canadian win-ters, sand and salt plays a vital part in keeping the roads and

highways safe and drivers on the road. With millions of tonnes of sand and salt used in Canada each year, it’s no wonder we see countless sand and salt domes in our towns, cities, and on the side of our highways.

Municipalities are often faced with ex-ceptionally high investments and main-tenance costs to operate the traditional sand and salt dome. These domes have no natural light and are accompanied with substantial costs to replace shingles. An excellent alternative to the sand and salt dome is a fabric building.

Calhoun Super Structure has been a leader in the fabric building industry since its inception. With over 20 years of experience, Calhoun’s detailed engi-neering process will assure customers that their structures are reliable and safe. Calhoun’s hot dip galvanized (HDG) structures have a free-span interior and can reach up to 200 feet in width, leaving plenty of room for machinery and work-ers to move effortlessly. The fabric allows natural light to shine through, omitting the need for interior lights to be used on a sunny day, resulting in lower operational costs. In addition, worker safety is im-proved because of fewer shadows casted with fabric roofing.

One of the challenges when storing salt is the corrosive damage it causes to a building. Calhoun understood this prob-lem and found a solution. Their Super Shield rubberized coating spray is ap-plied to all trusses including the concrete and block wall foundation. This will create a moisture barrier protection layer, seal cracks, and ensure that your structure stays standing. It lengthens the life ex-pectancy of the trusses and base plates by guarding against deterioration and cor-rosion. Super Shield has over a 1,000 psi tensile strength, and is applied after the HDG process. In addition, its elasticity will move with the expansion and contraction of concrete as the weather changes.


Calhoun’s Super Shield rubberized coating spray is resistant to most water-borne chemicals including most concen-trated acids and bases, such a fertilizer chemicals. The rubber is UV and weather-resistant, non-toxic, non-carcinogenic, and asphalt-free, so your structure will be economically and environmentally sustainable.

All of Calhoun’s structures are engi-neered and stamped, so their structures are superior in safety and quality in com-parison to numerous other companies in the fabric building industry. Calhoun is one of the only fabric building manu-facturers to use a 3D finite element non-linear analysis during the engineering of each of their buildings. That is, they determine the exact points of pressure or stress that falls on every inch of your building. Knowing this information, Cal-houn is able to customize its design and engineering for each building to ensure that the structure is safe and strong.

These are the type of details that municipalities should focus on when choosing a salt and sand storage solu-tion. Not only will a fabric building save you hundreds of thousands of dollars in comparison to a traditional building, it will be a safer, brighter environment for your employees. With its unsurpassed engineering and experience, a Calhoun structure is an obvious choice for your next sand and salt storage building. With their head office in Tara, Ontario, and knowledgeable dealers located across North America, Calhoun’s strength is cer-tainly in their structure. Visit their web-site at www.calhounsuperstructure.com for more information. ❆

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Easily remove the corrosive salt contamination from your entire fleet.

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Extremely economical protection – dilutes 1 to 8 with cold water and only takes a few gallons of diluted product to treat a tandem axel truck.

No added workload for your staff – it just take 2 to 3 minutes to neutralize the salt so you can rinse it away.

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empirical ProofIdaho Transportation department implements key systems to evaluate and improve the effectiveness of its snow and ice control operations

ITD has installed the new spreader con-trol system on 224 of its snow plow trucks. The cost for each unit is roughly $3,500 to $4,500. ITD anticipates having its entire fleet equipped within the next two years.

To obtain empirical proof of the effec-tiveness of its snow and ice control opera-tions, ITD is depending on its spreader control systems along with weather and road surface information provided by its road weather information system (RWIS) monitoring sites. Funding for the new spreader control systems and RWIS sites has been provided by pilot and statewide program funding sources.

Technologies enable calibrated performance measurement

“Calibrated performance measurement is an integral part of our winter opera-tions,” says Dennis Jensen, mobility servic-es−winter maintenance coordinator for ITD. “This measurement is made possible by the RWIS monitoring sites supplied by Vaisala and the spreader control systems from Cirus Controls.”

Each of the 106 RWIS sites located throughout the state use sensors to mea-sure air temperature, wind speed and di-rection, and precipitation. The sites also use pavement sensors and optical camer-as and lasers to measure the thickness of individual layers of ice, snow, or water on road surfaces. The cost of each site along with installation is $60,000.

“The RWIS technology has allowed us to compare events across the state and pin-point storm event similarities,” adds Jensen. “And the integration of spreader

T he Idaho Transportation Department (ITD) mission is clear-cut: “Your Safety. Your Mobility. Your Economic Opportunity”. Its charge is to keep Idaho’s highway system safe each snow sea-

son and ensure the movement of interstate commerce, out-of-state visitors and Idaho’s 1.6 million population. Challenges faced by ITD in-clude conducting winter maintenance operations on over 12,000 lane

miles of largely remote highways in a sparsely populated state with diverse terrain. Recently, ITD also challenged itself to set up sys-

tems to empirically verify the effectiveness of its snow and ice control operations.

To tackle the challenge of collecting accurate data on materials applied to road surfaces, ITD is installing a

new spreader control system on its fleet of 450 snow plow trucks. The electronic spreader control system provides two critical functions: regulat-ing the rate of salt and other deicing materials applied to road surfaces based on a snow plow

truck’s speed, location, and road surface tem-perature, and providing accurate data on

the amount and type of materials applied to road surfaces, enhanced with GPS

location data and nearly real-time reporting.


controllers and GPS-based spreading data along with RWIS data gives ITD a window into our operations that didn’t ex-ist before.”

In addition, ITD can now see exactly what treatment its snow plow trucks ex-ecuted at RWIS locations and match that specific material application data and tim-ing to the RWIS road surface data, before and after treatment, to evaluate the effec-tiveness of its winter road maintenance operations.

“Bottom line we can see how well we’re doing at preventing and removing ice from roadways,” says Jensen.

Fleet-wide expansion with fast payback

“Our pilot programs demonstrated we could save $600,000 a year by using the new Cirus spreader control system, if implemented statewide,” says Jensen. “Based on our projected ROI – that the new system would pay for itself in two to three years – we received a special appro-priation to equip all ITD snow plows with the spreader control system.”

Mobility up, accidents downITD defines its mobility index as the

percentage of time a traveller’s mobil-ity is not significantly impeded during winter storms. ITD’s goal is 55 per cent. Of ITD’s six operating districts, District Two (D2), was the first to fully implement snow plow trucks equipped with the new spreader control system. Reviewing its snow and ice control treatment effec-tiveness along with timing, D2 realized it needed to modify its practices to meet ITD’s mobility index goal. D2 critiqued its operations by evaluating data from both the new spreader control system and from the RWIS monitoring sites and then compared effort against accomplishment. In the 2014-2015 winter season, D2 made significant changes in product selection, timing, and material application rates based primarily on the data supplied by two systems.

“Without the Cirus and Vaisala RWIS databases and matching those together for critiques, I am confident to say that D2 would not have achieved a 70 per cent mo-bility index,” says Jensen. “The technology

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has made a huge difference in our opera-tional planning and accomplishments.”

The combination of RWIS sites and snow plow truck spreader control sys-tems result in measurable data, and more importantly, safer roads and fewer acci-dents.

“With data from the RWIS monitoring sites, we can analyze how we did to pre-vent or remove ice from the roads. Based on our first small samples of data, we’ve seen our mobility index going up and the number of road accidents going down. The evidence is from a small sample size right now, but the trend is definitely in the right direction,” said Steve Spoor, ITD mainte-nance services manager.

During the coming snow seasons, ITD will continue to analyze the data supplied by its snow plow truck spreader control and RWIS systems to evaluate and im-prove its snow and ice control operations and fulfill its mission of keeping winter travellers safe, mobile, and economically available.

About Cirus ControlsCirus Controls designs, engineers, and

manufactures central hydraulic systems, electronic spreader controls, advanced plow controls, and innovative telematics-based data management systems for snowplow trucks. The company’s award-winning winter road maintenance system provides fleet managers with additional tools for making snow and ice control services more cost-effective and environ-mentally friendly. For more information, contact Cirus Controls at 763.493.9380 or [email protected]. Learn more at www.ciruscontrols.com. ❆

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The Perfect PavementMobile sensor MArWIS improves road safety

S ince its introduction in October 2014, the Mobile Advanced Road Weather Information Sensor, or

MARWIS, has revolutionized winter road maintenance data collection. Two months after the product launch, more than 200 MARWIS are already in use around the world.

What makes the MARWIS so innova-tive and useful? The MARWIS improves road safety with the help of real-time road weather data collection, especially dur-ing the winter season when the days get colder and the roads tend to be below 4°C. The sensor measures road weather condi-tions, such as road surface temperature, relative humidity above the road surface,

dew point temperature, water-film height, ice percentage, friction, and various road surface conditions (dry, damp, wet, criti-cally wet, ice, snow and chemically wet). The MARWIS collects data at a rate of 100 times per second. Within this time frame different road conditions can occur, which need to be analyzed during every measur-ing cycle.

For example, a speed of 80km/h results in a measurement at every 20 centime-tres. If there are, for example, different water-film heights within one measure-ment, it is necessary to determine the out-put values of these numerous measuring points. In order to solve this task, three values are available (minimum, maximum,

or average) over the entire distance within one measuring period. The default setting upon delivery is set to “average value”, however, it is user selectable.

Product ShowcaSe

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MARWIS.www.lufft.com/wondermadeingermany

Forget the black holes in your weather forecast.

You waste too much.

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MARWIS converts your vehicle fl eets into rapid response weather stations.

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The MARWIS can be mounted horizontally on a roof top, either in the front, rear, or the side of the vehicle. The minimum installa-tion height for the one metre sensor version is 75 centimetres and 150 centimetres for the two metre version respectively. A vertical installation with the same restrictions is also possible.

The sensor data by itself is of great value; however, without pro-cessing/visualizing the same, it’s rather useless. For this purpose, LUFFT created an iOS app for Apple devices with an Android app

being released shortly. The app shows all measured data and at the same time transfers all information to a server. Various config-uration settings, as well as the sensors’ calibration can be handled directly through the application.

The back-end process can be accomplished through a LUFFT software solution called SmartView/Glance, which allows the vi-sualization of different mobile sensors on one map, showing the collected data of each sensor in operation. The entire information system behind MARWIS updates itself automatically and is thus highly user friendly. Moreover, it is quite robust against interfer-ences such as power loss etc. The data transferred from the MAR-WIS to the collection device (Apple/Android device) is being car-ried out via Bluetooth and onwards through a cellular connection to a data server.

A specific production process leads to a sensor with an ap-proved protection class of IP68 (NEMA 6P), as well as having passed vibration and shock tests under the European EMC (Elec-tromagnetic compatibility) standards.

Additional information and latest news about the LUFFT mo-bile road sensor MARWIS is available on the following website: www.lufft-marwis.com/en_US/features ❆

Product ShowcaSe

Out of the measurement of weather-related parameters on the road or airfield (such as ice percentage, water film height, and surface temperature), the MARWIS calculates which average friction arises.

The term friction can be translated into traction or friction coefficient between tire and road surface. The friction coef-ficient is defined as, “the ratio between the brake force and the normal force affecting the tire surface area in physical terms (through the weight of the vehicle loading the tire)”. This definition is equivalent to another definition which may be better applicable in practice: “The ‘friction’ is the ratio of the average braking deceleration (at full braking) to the acceleration due to gravity (gravitational acceleration mea-sures very roughly 10 m/s2)”. The braking deceleration is a negative acceleration (therefore a change of velocity per time unit) and also expressed in “m/s2”. The relation is a di-mensionless number.

If you know these connections, the change of the friction value can help to estimate the impact on traffic, because it allows specifying the extension of the stopping distance for a given initial speed. Friction is thus a measure of how slip-pery the road is.

Figures based on experience showed, that an average road surface, which has been exposed to the traffic for a longer time, has a friction value of at least 0.82 in dry conditions. In wet weather the value can be reduced down to 0.55. A snow-packed road can have values between 0.5 and 0.2. Black ice values between 0.3 and 0.1 can occur, according to the type of black ice.

A friction reduction from 0.8 to 0.4 or from 0.6 to 0.3 means a doubling of the braking distance. From 0.8 to 0.2 a four time longer braking distance must be reckoned.

The winter services should try to avoid weather-related friction values dropping below 0.6 – if possible.

Friction and Stopping Distances

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For the last 20 years HLA Snow has been committed to providing our customers with innovative equipment. With a comprehensive line up of snow and ice management tools HLA Snow has the right blade, bucket, or spreader for your team. HLA Snow products are engineered and field tested by our dedicated staff. They bear the cold and scrape their knuckles in real world environments to ensure that when you receive your HLA product, it performs as promised.

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Available for most makes, the HLA Snow undercarriage mount includes all hardware and hose kits allowing for easy installation.


Plow ThroughrEIST “power Bonus” turns compact tractors into industrial-strength snow throwers

J eff Mitchell, owner of Mitchell Prop-erty Maintenance in Millbank, On-tario, is beyond pleased with a cus-

tomized REIST 2000 series snow thrower he has mounted on a fleet of ultra-compact Steiner tractors.

“We got them last year and survived the winter. The year before, we didn’t and it was a nightmare. This year, it’s down to a fine science,” he states.

Two years ago, Mitchell won the snow removal contract for the sidewalks of the Town of Elmira. Located near Kitchener-Waterloo, Elmira is in the heart of southern Ontario’s snowbelt. Mitchell was tasked with winter maintenance for 62 kilometres (about 35 miles) of sidewalks for the town of 10,000 people.

He recalls the winter of 2012/13 painfully, “We owned two blowers for every tractor and it was non-stop welding on a daily basis to try to honour the contract. This year, we go out for a nice eight-hour shift and we’re done. But the years before, it was more like 25 hours, and we still weren’t done.”

Downsizing for tight walksThe customized single-stage thrower

that’s making life so much better for Jeff Mitchell is the latest development from REIST Industries. It’s no coincidence that REIST is also based in Elmira. Mitchell has been working with REIST equipment for many years. He and Brian Reist, the manu-facturer’s third-generation owner, have also worked together for many years.

The challenge of Elmira’s sidewalks con-tract was not the volume of work required, but the nature of the sidewalks in this his-toric rural community.

“About 50 per cent of the sidewalks are 42 inches in the old part of town,” Mitchell explains. “In the newer parts you can do a 48-inch machine but you don’t want to have two separate machines for one contract.”

Mitchell needed a unique solution for the job – a tractor small enough to fit the side-walks, plus a snow thrower that would work efficiently and reliably on such a small ma-chine. Mitchell put together the right pack-age with a REIST 2000 series snow thrower

sized down to 42 inches on a Steiner 440 tractor.

“There are only a couple of machines that will fit,” continues Mitchell. “Everything is 48 inches and bigger. They just don’t fit between guy-wires and poles, around the wheelchair ramps and mailboxes.”

“They don’t break”He asked REIST for help, knowing the

company’s history in snow blower engi-neering.

“It’s common knowledge in the industry: if you want to put on a snow blower that works, it’s a REIST,” claims Mitchell. “REIST had a front-mounted snow blower on trac-tors before tractors had a front PTO. They have mastered the big blowers – they don’t break. There’s other kinds of blowers out there, and I’ve had them all.”

With its new line of snow throwers, RE-IST introduced an innovative single-stage system that can generate the power to throw snow efficiently. According to Brian Reist, “Whether you prefer PTO power

Product ShowcaSe


or hy-draulic, our latest single-stage throwers require 20 per cent less horse-power than conventional two stage snow blowers. That 20 per cent power bonus makes it possible for us to offer hydraulic drive kits for compact loaders and skid steers as small as 15 HP.”

Right-sizing the equipment was just part of the job. But could such a small unit stand up to the work?

“When we go out to work, we’re not nice to our equipment,” admits Mitchell. “I’ve tried to clog; tried to kill them – I’ve piled up windrows deliberately four feet high and I just drove right through them. Clogging is not a problem anymore.”

Mitchell especially appreciates hav-ing his nights off without welding his snow machines back together. Side-walks, he feels, are the most demand-ing snow removal application, “It’s just continuous banging – every crack in the sidewalk is like a shock. The machine never stops getting beaten up, and ev-ery hundred feet, you’re driving over a curb. It’s a huge load on the tractors and, if I didn’t’ have those blowers, I couldn’t do it.”

Cutting a smoother pathTo reduce the impact on both the snow

thrower and the tractor, REIST equipped Mitchell’s small throwers with a cutting edge designed to provide a snow plow-quality scrape. These single-stage units come with a carbon-fibre cutting edge that’s set on an angle, plus carbon fibre feet to help it glide over the cracks in the sidewalk.

Mitchell’s sidewalk fleet is filled out with a Bobcat 110, also fitted with a RE-IST single-stage snow thrower, “It’s the smallest skid steer they made with a cab, but it’s still too big for 50 per cent of the Elmira sidewalks. We only use it in the newer areas. That 62 kilometres is more like double the distance you ac-tually have to drive. But now, we do the entire town with a couple of machines in just a normal shift.”

About REIST IndustriesFounded in 1947, REIST Industries is a

leader in manufacturing landscaping and snow removal equipment. The compa-

ny’s state-of-the-art engineering and manufacturing facilities are located in Elmira, Ontario, where its technical design and engineering departments work towards creating new, innova-tive products in an ongoing pursuit to better serve the needs of its custom-ers. A dedicated staff has made REIST Industries the number one choice for landscaping and snow management equipment. ❆

Product ShowcaSe

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c ommander” evokes visions of a leader, authority, and control. A commander gives you the support

you need with the reliability of a trusted friend. Additionally, integrity is a word that is often associated with Bonnell In-dustries, Inc. Integrity in the time spent on their manufacturing process, integrity in the way the sales staff interacts with cus-tomers, and integrity in the long-standing relationships held with vendors and busi-ness partners.

Combine commander and integrity and these two concepts result in the new Commander Series of dump bodies ex-clusive to Bonnell Industries. This innova-tive design features a unique prism shape that tapers both toward the middle of the

body and toward the back of the unit. The distinctive body design efficiently directs material to the centre of the dump body for quick dispersal without the need to raise it.

Joe Bonnell, president of Bonnell Indus-tries explains, “The Bonnell Commander Series bodies have been engineered as a money-saving, game-changing municipal body. These units will allow your organiza-tion to run it as a salt truck in the winter months, and then convert easily to gravel, sand, dirt, etc. in the warmer months. The unique tailgate and spinner assembly were designed to give the truck operator maximum ease of use.”

A multi-purpose dump body is able to complete a variety of tasks such as gen-

eral hauling and dumping, spreading, and berming. Commander Series features in-clude:• Unique prism-shaped body design ef-

ficiently unloads a variety of materials without lodging

• Body available in carbon steel, stainless steel or other materials upon request

• 30.5-inch wide conveyor width utilizing 667xh stainless pintle chain and belt-over chain

• Rear discharge centre conveyor pow-ered by motor/planetary gearbox com-bination

• Dual auger system available – conveyor system

• Body sidewall shape provides ideal loca-tion for optional pre-wet tank system

”

Product ShowcaSe

Bonnell Industries Inc. introduces commander Series dump Bodies

Mary Mahan-Deatherage, Marketing Director

Taking Control


• Fully-welded body compliant to AWS welding standards

• Zero to eight-inch infinite rear slide gate opening

• Twin pneumatic cylinders lock tailgate into position with over-centre latches

• Reinforced longsill and cross mem-ber design provides superior body strength

• Removable .25 inch conveyor floor• Grease manifolds ensure all critical lu-

brication points are serviced• Double-acting trunnion hoist cylinder

with nitrided shaft• 1.5-inch diameter tailgate pins on dou-

ble-acting, six panel tailgate• Manually adjusted conveyor chain take-

up bearings• Stainless steel subfloor protects truck

chassis from contamination“Municipalities benefit by running this

multipurpose truck throughout the year, which translates to savings all year long. The integrity is in our Bonnell name. Put your trust in Bonnell’s guaranteed qual-ity and craftsmanship,” states Bonnell.

Today, Bonnell Industries is one of the leading truck equipment distributors in northern Illinois. Through a nationwide distributor network, they are also a ma-jor supplier of snowplows, spreaders, leaf vacuums, and road maintenance equipment for municipalities through-out the country.

Currently, Bonnell Industries is af-filiated with numerous organizations within the industry such as the National Truck Equipment Association and the American Public Works Association. Bonnell regularly attends product shows and seminars with these organi-zations to maintain their involvement in the industry. Bonnell also shares work-ing relationships with multiple manu-facturers within the industry holding valuable partnerships with the likes of the Knapheide, Western, and Duraclass companies.

Located in northern Illinois just 90 miles west of Chicago, Bonnell’s current facilities includes 46,000 square feet of floor space and is one of the most mod-ern within the industry.

“We take great pride in the quality of products and services we offer to our

customers. The dedication and loyalty of our employees is a major factor in our past success and will ultimately pave the way for continued growth and expansion in the future,” states Bonnell.

For more information on the Commander Series or to join the Bonnell team as a distributor, visit our website at www.bonnell.com or contact 815-284-3819. ❆

Product ShowcaSe

Call today to have a conversation about your organization’s work truck needs.

800-851-9664 www.bonnell.com

Scan to see Commander in action!

Bonnell Commander Series Rugged - Reliable - RIGHT!

Bonnell Commander Series bodies are an all-new design that features a unique polygonal shape that tapers both toward the middle of the body and toward the back of the unit. This design efficiently directs material to the center of the dump body for quick dispersal.

The Commander is designed to be used during the winter as a salt spreader and during warmer months as a dump body. The Commander Series is a cost-efficient, multipurpose truck solution for municipalities.

Put your trust in Bonnell’s guaranteed quality and craftsmanship!


Arctic Snow and Ice products launches a unique line of snow pushers

“We make Safety our Business”

Learn more at kleysen.com, or call 888-452-9929.

Specializing in the supply and delivery of medium and coarse road salt that meets all government specifications in British Columbia, Alberta, Saskatchewan, Manitoba, Ontario & the Northern U.S.A. Our supply chain features a cost effective combination of truck and rail transportation ensuring efficient & reliable delivery of our product to your door.

S ectional Sno-Pusher, a division of Arctic Snow and Ice Products Brad-ley IL, offers three lines of unique

snow pushers, the HD, LD, and CD models.

They are compatible with wheel loaders, back-hoes, skid steers, compact loaders, and tractors.

Incorporating several unique features,

the Sectional Sno-Pusher increases snow re-moval efficiency and reduces fuel costs. The patented steel moldboard design is made of 32, 30, and 24-inch-wide individual sec-tions depending on the model, each featur-ing spring-loaded trip edges. The exclusive moldboard design combines the precision of a small plow with the capacity of a large pusher.

The separate sections move independent-ly of one another, allowing the unit to contour to the surface and scrape snow and ice out of dips and recessions, all while moving over raised objects. This enhances plowing effi-ciency and protects operators from impact injuries and minimizes property damage.

Each moldboard section features an AR-400 hardened-steel trip-cutting edge de-signed to scrape snow and ice down to the pavement. In addition to removing compact-ed ice and snow, the cutting edge’s sectional design is also more economical. On a typical one-piece moldboard plow or pusher, the entire cutting edge must be replaced when damaged. In the event that a Sectional Sno-Pusher’s cutting edge is damaged, only the individual section needs to be replaced.

The pusher operates independently of the machine and automatically adjusts to the pavement grade, resulting in fewer missed areas and less follow-up plowing. Addition-ally, the patented Slip Hitch ensures all four tires remain on the pavement at all times. As a result, the machine is able to achieve full traction, and eliminate drag and loss of horsepower.

Our customers have reported salt sav-ings as high as 50 per cent and fuel savings exceeding 30 per cent easily out performing any other pusher on the market today and designed for equipment weighing 5,000 to 60,000 the Sectional Sno-Pushers are avail-able to accommodate all your snow removal needs.

For more information go to www.sectionalsnopusher.com ❆

Push overProduct ShowcaSe


dem steer axles are controlled by the chassis operator from the cab with air or electric controls. The operator uses the cab mirrors to monitor the towplow clear path although there is available laser guides and remote mounted cameras used to help the operator to safely operate the towplow. The clear path can be changed from three feet to 14 feet while moving depending on the situation and what type of road is being plowed. Typically used in conjunction with a front mounted plow, this combination can create an overall clear path of close to 25 feet. The cost savings make this a very appealing option for snow removal contractors, as well as reduc-ing time spent covering roads which increase service levels to the driving public.

At its most effective the towplow is used on multilane highways and in echelon plowing situations. It can be and is used very heavily on single-lane highways that have multiple passing lanes or turn-ing lanes. The towplow when deployed for these lanes eliminates the need for repeat passes, saving time and money while increas-ing service.

Options available on the towplow include an eight-yard, three-hopper sander which is controlled from the cab by the operator using a split screen spreader controller allowing both chassis and towplow hoppers to be controlled independently. A safety arm,

Product ShowcaSe

Viking cives Ltd.

T he towplow concept had been discussed for a few years pri-or but became a working project from a Viking Cives Group sales/engineering meeting in 2003. From this it rapidly took

shape at Viking Research & Development with a prototype built and tested during 2004 and 2005. The first production model came off line in 2006, and sold to the Missouri DOT. The first tow-plow sold in Canada was to Ontario’s 407ETR in 2006. Production has increased steadily to where production unit # 368 was com-pleted in the spring of 2015 for Vehicles and Equipment Manage-ment Agency (VEMA) in Manitoba.

Ontario is the biggest users of the towplow in Canada with over 100 units working across the province, while the Missouri DOT is the biggest user in the U.S. with 76 units in their fleet. There are only three Canadian provinces that do not use the towplow and fewer than six states without a towplow. The quick acceptance of the towplow into North American fleets speaks to its ease of use and effectiveness at doing its intended job.

A single towplow effectively replaces the use of one plow truck in winter maintenance fleets. Using a standard pintle hook to con-nect chassis and towplow, the 26-foot towplow moldboard, which is mounted on a 34-foot trailer frame, steers out to create a maxi-mum clear path of 14 feet when fully deployed. The hydraulic tan-

Towplow saving time and money


that auto deploys to the left, prevents drivers from potentially pulling up behind the tow chassis and beside the towplow while it is deployed. The 26-foot moldboard is comprised of a 14-foot and 12-foot poly-moldboard pinned together for the ability to form to the crown of the road and improve plowing flexibility. A DLA op-tion is available on the towplow that allows the ballast tank liquid to be used while in straight trailer mode. This feature also can be used for bridge washing in summer operations.

Manufactured in both Mount Forest, Ontario, and Morley, Mis-

souri the towplow has found a market with snow movers that look for innovative and effective ways to clear snow.

Viking Cives Ltd. is the Canadian manufacturing, distribution, and installation centre of Viking Snow and Ice control equipment. Our main manufacturing/installation plant is located in Mount Forest, Ontario with a dealer network across Canada including Ap-plied Pressure in St John; Gin-Cor Industries in Mattawa, Ontario; Cubex Municipal in Winnipeg; and Prairie Hydraulic Equipment in Calgary. ❆

• C A N A D A’ S I N N O VAT I V E L E A D E R I N S N O W A N D I C E C O N T R O L E Q U I P M E N T• M A N U FA C T U R I N G I N C A N A D A F O R C A N A D I A N W I N T E R S F O R 3 0 Y E A R S

VIKING-CIVES LTD.Mount Forest, OntarioBill ReevesPH# 519-323-4433

GIN-COR IND.Mattawa Ont.Rob KentPH# 1 705 744 5543

PRAIRIE HYDRAULICSCalgary, AlbertaEarl FarmerPH# 403-279-2070

CUBEX MUNICIPALWinnipeg, ManitobaRob EmesPH# 204-336-0008

I S O 9 0 0 1 : 2 0 0 8

With an extensive network of dealers and distribution centres across Canada, Viking can deliver f o r all your snow and ice equipment requirements.

Contact any one of our branches or dealers for more information on any of our products, speci�cations or for a quotation.

The Viking TP26 towplow is transforming the contract snow plow business as well as becoming an essential

From rugged one way plows to innovative hydraulically extendable speciality plows Viking

systems to combination sander/dumps. Viking builds all

lengths and sizes to suit your chassis.

Product ShowcaSe


it’s the middle of winter and a blizzard has hit the night before. Snow is cov-ering the ground and the temperature

outside is -10C. You’ve parked your car out-side a big retail store to do some shopping and are pushing a shopping cart from the kiosk towards the entrance. At this point do you stop to notice if the parking lot sur-face is easy to walk on? Is it clear of snow and ice? Or do you need a team of huskies to get the cart over the snow drifts? Many customers may not really appreciate how much retailers and property managers do to maintain a hazard free parking area and entrance to their buildings, especially in the Canadian climate.

Just ask Gerald Grona, country service manager for Green Drop in Edmonton, Alberta. For over six years he has been in charge of keeping the parking areas free of snow and ice for Costco, one of the larg-est retailers in North America.

“It’s all about being proactive,” says Gro-na. “Our process is to spray the road sur-face before a snow event with RoadGuard Plus 8™, a liquid calcium chloride product from Tiger Calcium.”

Why spray before the snow falls? If an

area is left untreated snow and ice will quickly bond to the road surface making it difficult to remove. Spraying with calcium chloride (called anti-icing) creates a chem-ical layer that prevents surface bonding and allows for much easier removal of snow and ice.

“Anti-icing is quite a science,” explains Steven Plamondon, accounts manager, Tiger Calcium Services. “Calcium chloride is effective because it is hygroscopic in na-ture, meaning it draws moisture to it. So as snow falls calcium chloride may need to be re-applied to keep the concentration high, prevent refreezing, and ensure a clear sur-face.”

Plamondon works closely with prop-erty managers and retailers who use cal-cium chloride and have questions like: “the parking lot is frozen. How do I get to bare surface when it’s snowing,” or “the surface keeps on refreezing. What can I do now?”

Today it is even more critical that com-mercial properties be kept free of snow and ice. The main reason, of course, is safety of customers and public. However, the even larger reason is liability. Slip-and-fall accidents are some of the most com-mon reasons people file lawsuits against property or business owners. These ac-cidents can represent a significant cost, both to retailers and to their insurance companies. In fact, slip-and-fall accidents are a primary source of risk, resulting in millions of dollars of liability losses, increases in insurance premiums, lost productivity, increased administrative activity, and potential negative publicity within the community. All of these costs are largely preventable.

Rui Rodriques, national loss prevention manager for Best Buy Canada and a mem-ber of the Retail Council of Canada’s (RCC) Safety Group program, advises all retail-ers to treat health and safety as another metric to measure their business’ success.

The RCC Retailer’s Guide, Health and Safety Checklist recommends retailers keep their entrance clear of ice, snow, and other slip and trip hazards. Parking lots, walkways, stairs, and other high-traffic areas should be monitored frequently for any of the identified hazards and control measures should be put in place to re-move/eliminate these hazards.

Many retailers have risk management programs. But how many retailers have a “preventative” snow and ice removal pro-gram in place; one that is proactive and helps mitigate foreseeable risks? As the saying goes: “an ounce of prevention is worth a pound of cure”, and Grona of Green Drop can attest to that.

“By us putting down RoadGuard Plus 8™ the owners of the property are covered, they are doing their due diligence, mak-ing it safe for vehicles to stop, as well as pedestrian traffic walking in and through the parking lots,” he comments. “Property owners also notice less damage to their buildings from the tracking of dust and grit that often goes with using sand and salt.”

RoadGuard Plus 8™ is Tiger Calcium’s premium anti-icing product. It contains eight per cent corrosion inhibitor which makes it 85 per cent less corrosive than rock salt. Discover the benefits of incorporating RoadGuard Plus 8™ into your winter maintenance program by call-ing Tiger Calcium at 1-800-661-4298 or visit www.tigercalcium.com.

Based in Nisku, Alberta, Tiger Calcium is an industry leader supplying North America with calcium chloride products for over 45 years. From manufacturing, research, and development to product application of premium calcium chloride, Tiger Calcium specializes in road de-icing, anti-icing and ice melting. ❆

ounce of PreventionAnti-icing mitigates risk for big retailersBy Taryn Brady

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Product ShowcaSe


Product ShowcaSe

let it DropVentrac introduces new sidewalk drop spreader

c ontinuing their commitment to pro-vide industry leading solutions for snow contractors, Ventrac is pleased

to unveil the new Sidewalk Drop Spreader.This patent pending Drop Spreader is de-

signed for the commercial snow contractor who needs the ultimate tool for spreading a variety of deicing materials with precise flow control. With a narrow frame and a 40-inch drop pattern, this spreader is ideal for spreading material on sidewalks and other narrow walkways. The stainless steel con-struction prevents premature failure due to rust and corrosion.

Increases Salt SavingsPrecision Drop-Rate ControlConsistent Drop Pattern

Minimal MaintenanceQuick Return on InvestmentEasy Flow Adjustments

Innovative Agitation System12V Electric Drive/TransmissionCapacity 2.5 ft3/200 lbs

Request More Info or Schedule a Demo 1-877-933-SNOW (7669) www.ventrac.com/spreader

NEWINTRODUCING THE SIDEWALK DROP SPREADERSpreader Features

Fits Sidewalks Precise Application Low Vibration Stainless Steel Made In USA


Product ShowcaSe

• Compression Roller System• Precision Drop-Rate Control• Wireless Controller• Innovative Agitation System• Stainless Steel Construction• Accurately Spreads Coarse

and Free-flowing Material

• Universal Mounting Options• Minimal Maintenance• Built for Sidewalks• Consistent Material Flow• Increased Salt Savings• Low Vibration

• Optional High-Capacity Extensions

• Quick Return on Investment• Material Safety Grate• 12V Electric Drive/

Transmission

Standard Features and Benefits include:

SALT & SAND STORAGE

LONG SERVICE LIFE.COVERED.

Our hot dip galvanized structures and optional Super Shield rubberized coating

protect against corrosion associatedwith salt and sand storage.

With no reshingling required, and lowoperational and maintenance costs in

comparison to the traditional dark salt & salt dome, a Calhoun structure will assure

you that your investment is protected.

Our free-span interiors reach up to200 ft. wide and have an overhead

clearance space that easilyaccomodates your large machinery.

Our Strength is in our Structure.

calhounsuperstructure.com

1-800-265-3994

Calhoun expertly engineers and manufactures corrosion resistant, fabric-covered structures to provide

protection for your road salt and sand stock.

Our naturally bright, hot dip galvanized

structures have an exceptional returnon investment and are built to last.

The innovative compression roller system allows operators to accurately spread both coarse and free flowing ma-terials. An easy gate adjustment allows for fine tuning flow rates based on the type of material being spread and the desired quantity being applied. The wire-less remote control regulates five motor speeds for quick flow adjustments from the operator seat. A state-of-the-art agi-tation system prevents material bridging and eliminates the need for a traditional, noisy vibration motor.

Product CompatibilityUnique to this products’ design is the

ability to be universally mounted to other power unit platforms. With mounting op-tions for a two-inch receiver hitch or a category one three-point hitch, the Ven-trac Sidewalk Drop Spreader can be easily attached to other sub-compact tractors, ATVs or UTVs, making this a very versatile unit.

The Sidewalk Drop Spreader can be mounted on all Ventrac tractor models. While applying deicing material, a Ventrac Snow Blower or V-Blade can be mounted on the front of the tractor for more effi-cient snow and ice management. ❆

Unique to this products’ design is the ability to be universally mounted to other power unit platforms.


unmatched mineralsNSc Minerals Ltd. brings their distinctive product to customers across canada

u nlimited salt supply, a solid logistics network, supply of quality product with strong cus-tomer support” sums up NSC Minerals.

NSC mineral crystals are brought to the surface in their natural rock form untouched al-lowing all of the natural trace minerals to remain intact. These trace minerals - which in-clude calcium, mag-nesium, and potassium - increase the melting power to a lower tem-perature.

This unique combination of high-soluble chloride and enhancing

trace minerals encapsu-lated within each crystal gives the crystal its pinkish colour, making NSC’s products truly distinctive.

NSC Minerals operates two production facilities in Saskatch-ewan, along with a transload facility in Alberta, handling various products at this location in addition to 40,000 metric tonnes of covered storage. With several strategically located distribution facilities, combined with a large private railcar fleet and solid trucking network, NSC is poised to provide all customers bulk and packaged salt requirements. ❆

”

INdEX TO aDverTiSerSArctic Snow & Ice Control Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5Ariens Company . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3Bonnell Industries, Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29Calhoun Super Structure Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37Cirus Controls Co Creative Communications . . . . . . . . . . . . . . . . . . . . . . . 11Del Equipment Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .IFCDrive Products . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31FallLine Corporation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8Fort Garry Industries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20Henderson Products, Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27Henke Manufacturing Corporation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9Horst Welding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

John Deere . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IBCKleysen Group LP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30Machinability Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21MacLean Engineering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19NSC Minerals Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OBCREISt Industries Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7Rhomar Industries, Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17Snow Wheel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15tiger Calcium Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35traffic technology 2000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23Ventrac By Venture Products Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36Viking-Cives Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

JohnDeere.ca

3:02 AM on a snowy winter morning? It’s time to go to work. In this business, you need equipment that’s ready to take on tough tasks in any weather, any time of day. Tractor won’t start in the middle of the night? Guess what. Your client just found someone else to do the job.

That’s what makes the new 4R Series Compact Utility Tractors such a smart investment. How do we make sure they’ll start in freezing condi-tions? Simple. We test them in freezing conditions. We make sure that the legendary reliability you’ve come to expect from John Deere is not just a buzz word. Add in all the premium features in the new 4R Series – hydrostatic or PowrReverser™ Transmission options, our exclusive Hitch Assist for easy implement hookup, and a plush climate-controlled cab – and you’ve got the right tools to keep your operators happy, and more importantly, your clients.

See your John Deere dealer today and while you’re there, ask about discounts and other benefits your business could receive as a John Deere GreenFleet™ member.

Need fewer clients?Tell them your tractor wouldn’t start.

60024_4R Snow Ad_1p_CA.indd 1 2/17/15 3:37 PM

snow manager issue # 2015

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