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How a century-old Montreal invention changed snow removal in the city | CBC News

A snowblower by Montreal inventor Arthur Sicard, purchased by the City of Montreal in 1928. (City of Montreal archives)

The challenge facing Montreal snow-removal crews this week is without precedent: two big storms back to back have left more than 70 centimetres of snow to clear.

It's the most in a four-day period on record, according to Environment and Climate Change Canada. A city official marvelled recently that the size of the snowbanks means the blower will need to pass two or even three times to fully clear one side of a street.

Still, the city crews are equipped with far more powerful machines than they were in the past.

Until the early 20th century, the city had to rely on horse-drawn plows, and often solely people and their shovels, to clear away the snow. In some cases, snow wasn't removed at all, as archival photos show. 

Smaller city streets and roads in rural areas were often closed to traffic through the winter months throughout the late 1920s and beyond, said Yves Laberge, a historian and sociologist who teaches at the University of Ottawa.

Saint-Philippe Street in Montreal's Saint-Henri neighbourhood in 1972, when smaller streets regularly went unplowed for days. (City of Montreal archives)

"It was a big issue back then, and it took days after a big snowstorm to return to a normal life," said Laberge, who has documented the history of snow removal in Quebec in the history journal Cap-aux-Diamants.

"In rural Quebec, there were places or villages that were very much isolated from the other ones."

From shovels and horses to the snowblower

From the middle of the 1800s to the turn of the century, residents in Montreal were responsible for clearing the sidewalk in front of their house — and often the road as well, according to the city.

That changed in 1905, when the city took charge. At that time, labourers were hired to shovel snow for 25 cents an hour. The snow was taken away in horse-drawn carts.

A horse-drawn plow is seen in this undated photo. Horses were gradually phased out of snow removal with the rise of the automobile. (McCord Museum)

The first snowblower to clear the streets was purchased by the City of Montreal nearly 100 years ago, in 1928.

The inventor, Arthur Sicard, was born in 1876 in Saint-Léonard-de-Port-Maurice, which is now the Montreal borough of Saint-Léonard. At the time, it was mostly farmland, and Sicard was reportedly inspired by watching a grain thresher at work in a wheat field.

He wondered if a similar device could be used to clear snow, according to the entry on the snowblower in the Canadian Encyclopedia.

In 1925, he completed his first machine and called it "la déneigeuse et souffleuse à neige Sicard," which translates to "the Sicard snowplow and snowblower."

Attached to the front of a truck, the original design featured a scooper with an auger and a fan capable of blowing snow more than 25 metres.

People shovel snow into a truck in Montreal in 1939. Starting in the early 1900s, the city took over management of snow clearing. (Bibliothèque et Archives nationales du Québec)

The rise of the machine

Sicard sold his first snowblowers to the cities of Outrement and Montreal in 1927 for $13,000 each.

By then, Montreal had also begun using more motorized plows to clear snow from the streets.

The City of Montreal acquired two more snowblowers from Sicard's firm in 1938.

The machines included "a combined scraper, conveyor, blower, loading pipe with appropriate hydraulically driven mechanism," according to city archives.

One pamphlet from the Quebec government from the same year described the machine as an "insatiable monster" that could send snow 23 metres into the distance.

A Sicard snowblower in the 1950s. (George A. Driscoll/Bibliothèque et Archives nationales du Québec)

The design proved effective. Sicard "was hailed as a genius who changed the city's relationship with winter," the Canadian Encyclopedia entry said.

Following his death in 1946, Sicard Street was named after him, near the factory where the snowblowers were manufactured.

"His team who built the snow machine, they are in my view great Canadian heroes and they should be celebrated," Laberge said, pointing out that the invention was borne out of necessity as Montreal modernized.

"It's because you need something that you have to invent something."

An undated brochure advertises a Sicard snow remover that "load or throws away the snow rapidly." (City of Montreal archives)

Great expectations

The rise of the automobile, though, also put increased pressure on crews to clear the streets more quickly.

Decades later, in 1962, Montreal city director J.-V. Arpin remarked that the challenge for city workers had become immense, with more than one million people in the city centre each day, including 350,000 in automobiles.

"Motorists expect to drive to work in the morning on a bare pavement after a night storm," he said during a presentation.

These days, that challenge has multiplied, with roughly 800,000 personal vehicles registered on the island and an even greater expectation we should be able to get around quickly after rough weather.

A fleet of Montreal snowblowers in 1974. (City of Montreal archives)

On Wednesday, Mayor Valérie Plante, whose administration has faced criticism for its handling of the cleanup, urged patience.

"We want you to know that everyone is working extremely hard," she said. "We're making good progress, I'd like to say, in the midst of an historic storm."

• 'Be patient,' Montreal mayor says, as snow-removal operation lags

• How Montreal takes 300,000 truckloads of snow off the street every winter

Laberge, for his part, said it's important to remember how much we struggled in the face of snow storms of the past.

"Winters have always been an issue and we and Canadians have always been able to deal with snow storms, the ice, the cold, the winters," he said. "It's part of us."

Constant wintry weather has Ontario snow contractors scrambling for salt | Globalnews.ca

There has been one constant in Ontario this winter: a non-stop amount of snow falling across many areas of the province.

The plethora of snowfalls, both large and small, has left those responsible for clearing roads and parking lots scrambling to keep up.

It has also left private snow contractors with the unenviable task of trying to keep their salt stocks high, as unusually high amount of inclement weather is causing “massive strain,” said Joe Salemi, executive director of Landscape Ontario.

“There’s already a shortage of snow and ice contractors in Ontario because of the liability pressures that are on them,” said, whose association represents landscapers and private snow removal companies.

“So when you have all of these snowfalls all at once, it just puts massive strain on the capacity and the bandwidth of these contractors to make sure that our parking lots and roadways and walkways are clear.”

Global News meteorologist Ross Hull said Wednesday that Toronto had received about triple the average snowfall in February, while Ottawa had also seen more than double than usual.

“Average snowfall at YYZ for the month of February is 24.3 cm (YYZ has received 71.6 cm so far this month),” he explained.

“The average snowfall for the entire winter weather season is 108.5 cm (YYZ has received 125.8 cm so far this season).”

Meanwhile Ottawa, which tends to see more snow in the winter than their southern cousins, has seen 93.4 cm by February 19, while it historically averages 43.3 cm, according to Hill. He said that Canada’s capital will generally see around 223 cm but it had already seen 193 cm by Wednesday.

“All of these small snow events require a salt application,” Salemi said.

“But when we saw this bigger snowfall, it’s the plow crew that goes out, clears all the snow, and then at the very end, there’s a salt application. So all of these smaller snow events actually eat up a lot more salt than one big snowfall.”

Among the companies feeling the pinch is Draglam Salt, which posted a warning on their website noting that prices could be affected by the salts shortage.

The world’s largest salt mine is located in Goderich, Ont. Salemi said the wintry weather has forced Compass Minerals, the mine’s owner, to ration its salt supply as it provides much of his members with their salt.

“The salt mines base their production off the last couple of winters snowfall and you know in the GTA and southern Ontario are snowfalls in the last two winters have been pretty light,” Salemi said.

“So getting ready for this winter we’ve seen a ton of snow already and we still have a lot of winter to go.”

The Compass Minterals website says the company ships salt from Goderich to hundreds of communities around the Great Lakes and along the St. Lawrence Seaway.

“The salt mines are actually prioritizing government organizations, the municipalities, the provinces,” Salemi explained.

“So the private contractors are at the back of the line and, you know, they’re able to get salt, but it’s few and far between.”

'A no-win situation'

He said one of his group’s members was forced to send pictures to get a restock after his supplies had run low.

“I was talking to a snow and ice contractor (Thursday) morning, and he said he was down to his last five yards,” Salemi recalled.

“And when he contacted the mine, they asked him to send photo evidence that he was actually down that low. And once he was able to do that, they sent one load of salt where normally he would be able to get two or three at any given time.”

In normal winters, contractors will be able to get a load at a moment’s notice, but it is now a three-to-five day waiting period to get a restock. But Salemi says Mother Nature is to blame.

“It’s a no-win situation for anyone,” he offered.

“No one really wants to be where we’re at right now. it’s the unpredictability and the nature of our weather.”

The lack of salt has forced some of the contractors to exercise a little more caution as they apply their trade.

“They’re servicing all of their clients, but they have to ration the salt,” Salemi said.

“They have to make sure that they’ve got enough supply for everybody.”

Difference between road brine and salt during winter weather | wcnc.com

CHARLOTTE, N.C. — When winter weather hits, it’s important for crews to keep snow and ice off the roads. While there are two ways to do it, there’s a big difference between the two, according to an AccuWeather report. 

Have you ever wondered why road crews sometimes use brine instead of salt?

For years, road crews have used rock salt to melt ice and snow. But, traditional ice only works well when temperatures stay above 15 degrees.

That’s why departments are turning to new methods.

One of the biggest improvements is brine.

It’s a liquid solution applied to roads before a storm. Unlike rock salt, it starts working immediately and is effective at lower temperatures.

Some states even mix in beet juice or other natural additives to improve performance.

So, why do crews put out salt and brine before the snow comes, instead of after? That’s because studies show it takes four times less salt to prevent ice buildup than it would take to remove the snow later.

Pre-wetting roads with brine also helps salt last longer, meaning fewer applications are needed.

With better weather forecasts and proactive strategies, crews are keeping roads safer while saving more money.

Ontario snow and ice customers warned of challenges from possible road salt shortage - Turf & RecTurf & Rec

Ontario faces road salt shortage

PressReader.com - Digital Newspaper & Magazine Subscriptions

Citizens and municipalities are increasingly navigating complicated territory when it comes to the go-to remedy for snowy conditions.

German citizens and municipalities are increasingly navigating complicated territory when it comes to the go-to remedy for snowy conditions — road salts.

As Basic Tutorials explains, as we learn more about the substance, it's becoming clear "road salt is harmful to plants, animals, soil and even infrastructure." Despite the growing evidence, the allure remains strong, with over 1.5 million tons of road salt ending up on German roads and paths annually.

There is no uniform ban on road salts, although there is a complete ban in Leipzig and frequent bans in large cities like Berlin and Munich, per Basic Tutorials. Some states only allow road salts to be used during extreme weather events. Municipal organizations, but rarely households, often receive exceptions for stairs or treacherous situations like black ice.

Breaking these bans is viewed as an administrative offense and can be met with a mere warning or fines of up to €10,000 ($10,500) for egregious violations. That's apt, considering the environmental and infrastructural carnage.

Basic Tutorials notes that road salts cause long-term damage to trees by dehydrating them, and the runoff into soil harms plant growth. Domestic and wild animals are also prone to harm, with the publication citing 16 animals in Paderborn, including 13 deer, that died after road salt exposure. In Canada, researchers linked road salts to the deaths of fertilized coho salmon eggs.

The road salts also go into groundwater, affecting the quality of water with higher chloride levels and even causing algal blooms. Road salts also damage vehicles, bridges, and roads, leading to expensive repairs.

For all these reasons, alternatives are coming to the fore.

Natural alternatives like sand and wood chips are better for the environment as long as they get properly cleaned up and reused. Another route is mineral gritting agents and granulates. One option, lava granules, is preferable for bike tires and animals. Expanded clay can be deployed to increase adhesion. Road salts should be used minimally to reduce runoff. Cleaning them up and disposing of them afterward is also a must.

Germany is far from the only part of the world trying to rein in road salt usage. Boston is regulating the runoff of road salts as part of a larger campaign. Meanwhile, researchers in Canada are proposing an innovative alternative called Borehole Thermal Energy Storage that leverages heat pumps and stored solar heat to literally heat roads from below.

Amid winter storm, the Salt City has a road salt shortage (Good Morning CNY for Feb. 14) - syracuse.com

Regional Salt Shortage Affecting Cayuga County – Finger Lakes Daily News

How is the shortage of road salt affecting Cayuga County this winter?

Highway Superintendent Brian Soper addressed the county’s Public Works Committee at its Tuesday meeting saying that the county is just one of many facing a shortage of road salt amid a high demand for the product.

“It is getting really serious, but we still have quite a bit [of salt], enough for a few more storms anyways, but the deliveries are slower than slow. We have everything ordered that we can order right now,” said Soper.

Soper added that salt will need to be rationed and he is discussing with the state the possibility of cutting the salt with sand.

Municipalities across the northeastern United States and Canada are grappling with a shortage of road salt as salt companies struggle to keep up with the demand caused by prolonged cold and icy conditions.

Reducing road salt usage protects the environment and trees - The Washington Informer

Landscape plants, especially trees lining sidewalks, are the most in danger of experiencing salt damage following winter weather. Urban canopies are crucial to a city’s environmental health, so they must be considered when deicing roads. (Mya Trujillo/The Washington Informer)

Since 1938, U.S. residents have used rock salt to prevent roads from freezing after winter storms, and while it is necessary to ensure public safety in icy conditions, homeowners and winter maintenance staff must be mindful of the amount they use.  

Although rock salt is an effective tool, causing ice to melt and creating friction between car tires and the pavement, the excessive application of sodium chloride on roads can adversely affect the environment, leaving roadside and landscape plants vulnerable to damage. 

According to the Rutgers Cooperative Extension, sodium-chloride-based ice melt can easily weaken a tree, making it more susceptible to losing branches or contracting diseases. Further, 35% of Washington’s 1.9 million trees account for the city’s urban tree canopy, the most imperiled as they grow adjacent to areas where road salt is most commonly distributed.

If too many trees are weakened due to salt use, the city’s air quality is at risk of decreasing, while pollution could increase. Being reckless with deicers, jeopardizes both the climate control and the amount of oxygen trees offer.

“We have to find that balance of protecting the public while also protecting our green infrastructure,” said Lou Meyer, an arborist with Davey Tree. 

Negative effects are more immediately visible in evergreen trees, as their green color quickly pales when exposed to excessive salt. 

However, signs of distress due to ice melt are less obvious in deciduous trees since they lose their leaves during the winter months. When they sprout anew in the spring, the trees’ leaves will often be yellow rather than green. 

“As the leaves pale out, they don’t have as much chlorophyll, so they don’t photosynthesize as much, [and] they don’t create as much food,”  Meyer said. “If they don’t create as much food, it weakens the tree, and it has less energy to put into reproductive systems, health systems [and] growth systems.” 

Aside from changes in leaf color, other negative effects on trees from salt include bark discoloration caused by residual salt on the trunk, and canopy dieback– the death of twigs and branches. This deicing method dries out the soil, disrupting reproduction and growth as water cannot easily reach the plant’s roots. 

A few preventative measures can be taken to protect trees and shrubbery from rock salt damage. Constantly watering trees is already an essential caretaking procedure, especially in the winter, but also helps flush out and disperse surplus salt. 

Meyer has discovered a sustainable way of watering his trees. 

“I have a dehumidifier running in my basement all the time, [so] I pour that water into a five-gallon bucket,” he told The Informer. “It takes three full dehumidifiers to fill that bucket, and then I’ve got five gallons of water that has to go somewhere, so instead of throwing it down the storm drain I take it out and put it on my plants.”

How to Decrease Road Salt Usage

While eliminating road salt might not be possible while working to stay safe this winter, being mindful of climate-friendly practices can protect the environment for the future.  

For instance, when using road salt, 12 ounces is enough to cover a 20-foot-long driveway or approximately 10 sidewalk squares. 

If the snow melts and salt is still visible, too much has been applied, putting landscape plants at risk.

In addition, residents can use alternatives to sodium chloride such as calcium chloride, which is less harmful to landscapes. If salt must be used, mixing it with sawdust or sand can help dilute it and reduce the amount applied in an area. This intentional reduction in usage is integral to plant health and water quality, as only one teaspoon of salt can pollute five gallons of water.

To decrease the amount of road salt used in the city, the D.C. Snow Team applies a beet juice and brine mixture ahead of snowfall. The beet juice allows the brine to stick to the road, making ice removal easier after a storm, resulting in minimal salt waste. 

“The way it’s mixed and applied ends up being about a 20 to 25% reduction in salt compared to a granular application,” said coordinator for the Chesapeake Bay Landscape Professional Program Jason Swope during a Wisconsin Salt Wise presentation. “It makes removal easier and will also help us decrease the amount of ice melters that we need… for that final cleanup.”

To reduce chloride’s harmful effects on the environment and human health, the Center for Watershed Protection (CWP) is developing a “Smart Salting” training program, with materials including anti-icing, pre-wetting, application rates and equipment handling. This program covers effective application strategies, equipment calibration and deicer storage practices. 

“Currently, there are no regulations on salt,” said CWP water resource engineer Allison Lee to Wisconsin Salt Wise’s audience members, “so developing a ‘Smart Salting’ training for winter maintenance staff is a proactive effort.”