All roads should be included in an agency's winter maintenance program. Primary routes often have higher priority and possibly a higher standard of treatment than secondary roads.

Management must assign levels of service and set performance objectives for each roadway. Local traffic patterns, traffic volume, access for emergency services, the needs of local industry and business and special problems created by topography or climate must be considered.

However, here are a few guidelines for determining required levels of service:

• Many agencies determine levels of service based on average daily traffic (ADT)
• Give priority to important local arterials, including school bus routes, access roads to industrial parks or major plants, mail delivery routes and streets leading to hospitals, fire stations and maintenance garages
• Provide safe pavement on all truck routes that carry heavy vehicles around a city or through selected sections. Remember that these routes require around-the-clock attention
• Carry geographic levels of service classifications to logical stopping points such as traffic signals, intersections or slow speed zones. This priority gives motorists time to adjust to the shift in maintenance levels
• Make sure maintenance sections link or overlap. Leaving a gap between sections or major changes in level of service at agency borders can present potentially hazardous conditions.

Interstate and expressway routes that pass through or near cities carry increased traffic volumes onto city arterials. Ramps and other approaches to major city routes need special attention. A bare street or road is worthless unless traffic can get on and off. Plow and salt ramps of major arterials early in storm.

After thorough planning has been done, post a master-map showing routes, snowplowing and salting schedules and equipment and operator assignments. For added control, give each driver an individual map of his route or area. Be sure to update maps each year to show new roads, interchanges, streets, bridges and governmental boundary lines.

For top efficiency in scheduling operations, aim for maximum equipment and manpower utilization. Try setting up routes that bring spreaders back to storage sites as they empty. It may be desirable to stockpile salt at several locations so spreaders won't waste time "deadheading."

Spreading rates differ based on types of storm, weather conditions and operational procedures. Application rates generally range from 300 to 800 pounds per two-lane mile. For convenience in estimating your season needs, the following chart is based on four 500-lb. applications per storm.

Tons of Salt Required Per Season

(Based on four applications of 500 lbs. per 2-lane mile per storm)

Note:  Recommended storage requirement is estimated annual salt usage (minimum, half annual usage).  This chart is computed on the basis of one ton of salt per 2-lane mile per storm, or four 500-lb. applications per storm.  These are average figures.  Conditions in some areas require several time the salt needed in some other areas.

Mark the spots that won’t be visible. Before winter, mark all structures, such as drop inlets, catch basins, ends of curbing, bridge railings and guardrail and fire hydrants. Once covered with snow, they will be difficult or impossible to see from a plowing or spreading vehicle. Use special markers to pinpoint locations of drains and waterways that must be opened after each storm. Reflective paint or tape on the top portion of these markers helps the snowplow operator see them at night when most storms occur.

Where does snow fencing go? Only practical experience and analysis can tell where to erect snow fencing. Where it is placed depends entirely upon topography, prevailing winds, fence design and existing vegetation. Fencing should never be erected nearer than 100 feet from the edge of the roadway. It always is placed on the side of the roadway from which prevailing winter winds blow and should be as close to perpendicular to wind direction as practical, not necessarily parallel to the road.. Use current technical publications such as SHRP reports for additional guidance.

Notify property owners. Remember to contact property owners before erecting snow fence outside rights-of-way. In long fence sections, leave an occasional gap so livestock can go through. It is good community relations and will prevent damage to fencing as well.  In spots where unusual drifting is expected, place one or more rows of fence, with the second line parallel to and adequately spaced from the first.

What about "self-help" barrels? Many public works agencies place "self-help" salt or sand barrels at critical points where motorists are likely to have tough going during winter.

Eliminate runoff from stored salt. Improper stockpiling of salt can be responsible for the major portion of environmental problems sometimes associated with salt use. Rain and melting snow can carry salt from uncovered piles into the ground and nearby bodies of water and possibly cause chloride build-up. Clean up of such contamination, should it occur, can cost millions of dollars.  Salt piles must be covered. Salt users usually prefer permanent structures on asphalt pads with proper drainage. Temporary waterproof coverings can be effective if tended carefully. Covering salt also helps avoid loss of material through leaching and caking. Also, salt without cakes and lumps is easier to spread.