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Northern company's Plowbrush innovating winter road maintenance - North Bay News (baytoday.ca)

Plowbrush helps sweep more snow from streets and is estimated to reduce the amount of salt needed on roads by approximately 40 per cent.

FALCONBRIDGE, Ont. — The white stuff has only recently melted from city streets, but an innovative company based in Falconbridge is ready to help clear (more of) the snow when the temperature drops below zero.

Plowbrush is a company approximately four years in the making, and the snowplow-mounted device it manufactures is simple at face value.

It’s like having a giant push broom behind a snowplow blade.

“It’s a flat blade, and our roads really aren’t that flat,” vice-president of operations Brennan Chaput told Sudbury.com during a recent tour of their facility.

The brush, which includes plastic bristles similar to what you’d see on a street sweeper, lowers and raises pneumatically by the operator.

“When the plow operator wants to use it to sweep, they flip a switch and it puts down pressure on the road and it sweeps,” Chaput said, adding that each brush lasts approximately 1,200 kilometres and is easily switched out for a fresh one.

Plowbrush is a product of Chaput and his father, Rob, who were inspired by friend and Emcon (snowplow contractor) employee Jay Jewett, who came up with the idea. 

The Chaput duo made a few modifications and created the product they have today. The latest, third version, is stronger than past versions, with more cylinders and stainless steel to help prevent rust. 

Last month, they received a $728,433 grant from the province as part of a broader funding announcement which saw $11 million injected into Greater Sudbury’s economy.

One of the selling points for receiving the funds is that Plowbrush is estimated to reduce the amount of salt needed on roads by approximately 40 per cent, by their estimate. More snow is removed by the brush/blade configuration than blades alone, which lessens the need for salt, Chaput said, noting it also helps clear roads more quickly so there’s less driving time required.

The provincial funding has allowed them to purchase a waterjet cutting machine, which will allow them to fabricate their own pieces in-house, including cutting the brush’s bristles to size.

The company had previously outsourced much of this work but came up against a wall when it came to people willing to do the brush work, which they can now do themselves.

The company is currently eyeballing an expansion, Chaput said, as there’s the potential to hire an in-house welder so their product can be fully made in-house at their Falconbridge shop.

A Plowbrush costs approximately $12,000, and they have been sold mainly to Emcon, which uses them in such places as Dryden, Manitoulin Island and Greater Sudbury. The City of Greater Sudbury has purchased one, and there’s one in use in Sault Ste. Marie. 

Their main hurdle now is getting people to give Plowbrush a try, Chaput said. 

“Ideally, we’ll get one on every plow out there, but it’ll take some time.”

Mild winter didn’t exactly save towns money for snow removal | News | journalinquirer.com

While the state saw a milder than usual winter this year, the increased price of salt, the timing of the storms in the region, and overtime expenses still ended up costing many towns roughly the same amount to keep roads clear.

Still, some municipalities did see some savings over previous years, but many already have plans for those funds.

In Tolland, Town Manager Brian Foley said the Department of Public Works had budgeted $146,416 for snow removal overtime for fiscal year 2022-23.

“We also budgeted $149,655 for treated salt and winter sand, as well as another $8,500 for contracted services for seasonal help with the clearing of snow from the Birch Grove Elementary School, as well as for supplemental snow plow drivers when needed,” Foley said.

“The sand and salt account has been completely depleted, while there is a balance of approximately $5,405 remaining in the contracted services line,” he said.

Foley said that the $5,405 along with the approximate $95,232 remaining in unspent overtime will be used to offset any shortfall for next season, as budget cuts are expected for the upcoming year.

Dwight Ryniewicz, director of Public Works in Vernon, said that town usually buys about 4,000 tons of salt a year, but had some left over from last year so only bought 3,000 tons for this past winter. About 500 tons of salt still remains of the stockpile, he said.

Ryniewicz said the town didn’t pre-treat roads as much as in previous years because most storms started out as just rain, which would have washed away the salt-brine liquid used to pre-treat roads.

Nonetheless, the town did exceed its overtime budget of $77,000 by 30% because the storms that the region did get were mostly overnight, he said.

When temperatures rose during the day and fell again after sunset, town workers also would have to treat parking lots and roads after the precipitation froze again, Ryniewicz said.

The town of Vernon budgeted about $100,000 for salt and spent all that was budgeted, using another $54,000 in Town Aid Road Grants that come from the state, he said.

Ryniewicz said the cost of salt increased in the last year, and there is only one supply contractor bid in the area through the Capitol Region Council of Governments, or CRCOG.

South Windsor Town Manager Michael Maniscalco said his town also did not receive much snow, but the duration and timing of precipitation coupled with sharply falling temperatures caused the town to use more salt than usual.

South Windsor’s remaining salt, which is stored in a shed under a cover, will be saved for next winter, he said.

Maniscalco said the town has spent $147,245 of the current snow removal budget, which originally started at $430,630.

The remaining $283,385 will be transferred to cover overages in other budget line items, he said.

Maniscalco added that any money still leftover would be swept into the town’s general fund balance.

Suffield Public Works Director Chris Matejek said the mild winter ended up saving his department about $100,000 compared to last year. The savings came in the form of less overtime and less money spent on outside contractors.

This winter the department spent about $67,000 on overtime for employees, compared to $100,000 last winter, and spent about $77,000 on contractors, compared to $147,000 last winter.

Matejek said the milder weather meant the department didn’t need to purchase as much salt or use as much fuel, but the savings were offset by inflation.

Although the department saved money, he doesn’t see the situation as leading to “extra” money. He’s not going to take that $100,000 and buy something else. However, the department does need some new equipment, such as a dump truck, to keep the fleet from growing too old, and any savings now could help obtain that down the road when town leaders analyze the budget, Matejek said.

While the figures aren’t tabulated yet in East Hartford, Mayor Mike Walsh said his town likely spent less money for snow-related costs this season compared to last. Overtime savings are difficult to track because the costs would be shifted to other tasks, he said.

“We house all overtime as one number, so that includes leaf collection, cleaning up parks in the spring, and snow removal,” Walsh said.

Walsh said any surplus in road salt means savings, since the town can buy less next season.

East Windsor Finance Director Amy O’Toole said that town doesn’t have a separate snow removal fund. Money used for snow removal is allocated under road maintenance.

There is currently $185,000 remaining in the original $300,000 road maintenance account, O’Toole said. East Windsor also has $130,000 allocated for salt and sand, and $126,000 of that was spent this winter.

“What we don’t spend in the salt and sand line, we spend out of the road maintenance for either drainage projects or road maintenance,” O’Toole said.

Coventry Town Manager, John Elsesser said he is not clear yet on how much money they may have left over, but he knows that next year there will be a full shed to start out with.

“Between three-quarters and a full shed is standard,” Elsesser said.

“I talked with our public works director, and we have some obligations for purchasing additional salt,” he said. “You have to commit to a certain amount, so we’ve ordered that.”

Elsesser said the town would use any excess money to purchase items requested for next year to get them out of the budget proposed for next fiscal year and minimize any potential increase.

“We’re looking at having a good use of funds for necessary things to save taxpayers money in future,” he said. “We’re buying as much salt as possible because we expect prices will continue to go up. Kind of like keeping your oil tank full.”

Somers also contracts annually for road salt through CRCOG and has a special revenue account for road maintenance.

Public Works Director Todd Rolland said the town’s expenses from that account includes winter road salt, tree trimming and removal, road patching, crack sealing, guide rail repairs, road line stripping, sign repair and replacement, drainage structure and catch basin repair work, catch basin cleaning, and engineering for larger projects.

For years when winters aren’t too bad, he said, Somers uses the money it didn’t spend on road salt for road maintenance projects, as there is always more work to be done.

Rolland said the town does not break out separately what is left over in snow removal expenses.

Windsor Town Manager Peter Souza said his town appropriated $397,000 for snow removal this past winter between two accounts.

A state grant funded $145,000 and the remaining $252,000 was budgeted in the general fund balance.

Between the two accounts, $156,000 remains. Souza said the $61,000 left in the general fund would be transferred to the town’s unassigned fund balance.

The $95,000 in state funds could be used to replenish salt supplies for the upcoming year.

Salt that wasn’t used this winter will also be stockpiled for the next season.

Journal Inquirer Staff Writers Collin Atwood, Susan Danseyar, Matthew P. Knox, Joseph Villanova, and Jamila Young contributed to this story.

Atlas Salt drill results point towards impressive economics (thearmchairtrader.com)

Atlas Salt [TSXV:SALT] has drilled 305.5 metres of a massive salt deposit which sits in an eastern step-out at its Great Atlantic project. This is grading at 95.56% of sodium chloride. The drill hole is being hailed as "truly extraordinary" by CEO Roland Howe, both in terms of shallowness, thickness and grade profile. There is very high purity salt near the bottom of the drill hole.

Atlas Salt owns 100% of the Great Atlantic salt deposit strategically located in western Newfoundland in the middle of the robust eastern North America road salt market, a market which STILL amazingly imports expensive salt from South America for winter road gritting.

The project features a large homogeneous high-grade resource located immediately next to a deep-water port. Atlas is also the largest shareholder in Triple Point Resources as it pursues development of the Fischell’s Brook Salt Dome approximately 15 kilometres south of Great Atlantic in the heart of an emerging clean energy hub.

At the end of January Atlas Salt released a PEA which includes a pre-tax internal rate of return (IRR) of 22%; NPV of $909 million and payback in 4.2 years after commencement of operations. The base case is for a 2.5 million tonnes per year (Mtpa) production for a 30-year mine life with a mine and processing design to accommodate expansion up to 4 million tonnes per year and capable of extending the mine life beyond the 30-year standard production model.

The stock has already been one of the best-performing picks in The Armchair Trader's small cap venture portfolio.

Freshwater ecosystems are becoming increasingly salty. Here's why this is a concern (theconversation.com)

Freshwater ecosystems around the world are becoming saltier and saltier. Many human-driven factors contribute to freshwater salinization, including: irrigation, oil extraction, potash mining, and road de-icing.

As a result, salts enter waterways. But as bad news never comes alone, the salts are often accompanied by a toxic cocktail of other pollutants, whose combined toxicological effects are largely unknown.

Although the problem of rising freshwater salinization went largely unaddressed for many decades, it has gained considerable attention during the last 20 years.

Scientists around the world are working together to understand the ecological impacts of increasing salinization on aquatic biodiversity and food webs. Our ultimate goal? To examine the adequacy of water quality toxicity thresholds for the protection of aquatic life.

Salinization, a major problem

Canada is home to a majority of the world’s freshwater resources, mostly concentrated in the provinces of Ontario and Québec, where close to 5 million tons of road salt are applied annually to de-ice roads.

Combined with climate change and increasing frequency and duration of drought in many regions of the world, the problem is getting worse. This is a major concern. Why? Because the availability of freshwater resources will become a critical factor for humanity over the next 50 years.

Researchers from around the world mobilized

We recently presented a series of articles in a special issue on freshwater salinization in the journal Limnology and Oceanography Letters, published last February.

In this special issue, we focus on sodium chloride (NaCl), the same molecule found in table salt, as a key agent of freshwater salinization. We highlight a series of co-ordinated field experiments, conducted by researchers in North America and Europe, that have addressed the impacts of freshwater salinization on zooplankton (microscopic crustaceans) at a regional scale.

Zooplankton are an ecologically critical group in aquatic food webs and are often used as indicators to detect environmental change due to their sensitive ecological tolerances.

The main conclusions of these experiments are as follows:

• Water quality guidelines in Canada and the United States (standards) do not adequately protect freshwater zooplankton, which could lead to an increase in the abundance of algae, which the zooplankton feed on. This is because when zooplankton abundance decreases, especially for large grazers such as Daphnia, phytoplankton can proliferate under conditions of reduced predation;
• Salinization of freshwater systematically leads to a loss of abundance and diversity of zooplankton in all regions; and
• Individuals of the same zooplankton species do not all exhibit the same tolerance to salinity. Thus, this variation may interfere with our ability to predict community-level responses. Water quality guidelines may therefore need to be adjusted to become more region-specific.

A matter of regulation

Many questions remain unanswered. However, what we do now know is that long-term water quality guidelines (Canada: 120 mg Cl⁻¹L⁻¹; United States: 230 mg Cl⁻¹L⁻¹) and in the short term (Canada: 640 mg Cl⁻¹L⁻¹; United States: 860 mg Cl⁻¹L⁻¹) for chloride concentrations are too high to protect aquatic life in Canada and in the United States. For reference, a pinch of salt in a pot of water corresponds to approximately 0.3 mg of Cl⁻¹/L⁻¹. In other words, adverse effects are observed at much lower concentrations. Regulations in Canada and the United States should therefore be reviewed. In Europe, the water quality standards for salinity for the protection of aquatic life in freshwater ecosystems are mostly absent.

The importance of taking concrete action

Water quality guidelines for the protection of aquatic life are generally established using laboratory tests (called toxicological tests) on a single species.

However, aquatic habitats harbour a complex array of predators, prey, competitors, and pathogens, the interactions of which can limit our ability to predict the responses of communities and species to pollutants .

Thus, the collective research published in this special issue also highlights the importance of understanding ecological responses in multi-species communities in natural settings to assess the responses of freshwater life to human impacts.

Overall, we should develop alternative applications and technologies that are more sustainable and efficient.

We also need to establish more appropriate water quality guidelines to improve controls on salts entering our freshwater environments to reduce adverse effects on aquatic life and the quality of our freshwater resources.

Can sugar melt snow like salt? Which other substances can? » Science ABC

Going sledding, making snowmen, and having snowball fights are some ideal ways to enjoy winter weather. However, you might not feel the same way when that snow covers your driveway, roads, and roofs. It is frustrating and time-consuming to clear out all that snow!

Salts can help us tackle these problems.

Rock salt, also known as Sodium chloride or Brine, and other anhydrous salts like magnesium chloride and calcium chloride, are used in bulk quantities by the government to melt road snow during winter. The salts used for melting snow on pavement are commonly known as ‘Deicers’ or ‘Road Salts’. They cannot be consumed like edible salts.

Water freezes at 0⁰C, and at this temperature, ice and water, i.e., the solid and liquid states, are in equilibrium with each other. When we add salt (any salt) to water, it dissolves in it and causes a phenomenon called ‘Depression in Freezing point’.

This is a colligative property shown by solvents like water. Hence, the water that was supposed to freeze at 0⁰C  will now freeze at a lower temperature (say -10⁰C), depending on the salt concentration. So, if the atmospheric temperature is 0⁰C, snow will melt instead of remaining in its solid form.

The snow during winter storms is not 100% solid. It is soft to the touch, which signifies that the water has not completely frozen. The deicers get dissolved in these small water cavities and melt the snow. A small concentration of salt is enough to melt a large chunk of snow. Road salts form a major commercial product in countries with annual snowy winters, like the USA, Canada, United Kingdom, etc. The United States annually utilizes NaCl and other Chloride-based road salts worth roughly 24 million dollars.

Can Sugar Melt Snow?

At the freezing point of water, molecules of water lose their kinetic energy and solidify, forming a crystalline structure. As more and more molecules are attracted, they become compact and develop a strong attraction due to Hydrogen bonding. As seen in the figure, there is a relative decrease in the intermolecular distance when water goes from liquid to ice.

This intermolecular distance is disrupted when we add any soluble solutes, like salts. Molecules that dissolve in water overcome the attraction between water molecules and get squeezed between them. As a result, the attraction between like molecules decreases, and it takes even lower temperatures to solidify.

Sugar, i.e., sucrose, readily dissolves in water, so it can also cause a depression in the freezing point of water. However, sucrose doesn’t dissociate into its constituent ions, but instead remains as an uncharged disaccharide. On the other hand, salts ionize into their constituent ions, e.g., MgCl2 –> Mg²⁺ + 2Cl^–, and easily displace themselves between water molecules.

Depression in the freezing point depends on the number of solutes present in the solvent: the more solute particles, the greater the lowering of the freezing point.

Therefore, although sugar can melt snow, it cannot do it as effectively as salts.

Why Are We Looking For Alternatives?

After the snow melts, it is cleared either by the steady stream of vehicles or the flow of water into the nearest drainage system. However, the problem is that the salt on the road can negatively impact the environment.

Most road salts are chloride-based salts. Chloride is a nemesis for vehicles, as it initiates corrosion-induced degradation. Chloride absorbs moisture, thus speeding up the rate of corrosion.

The salts that remain in the water enter nearby water bodies and can disrupt aquatic ecosystems. Water bodies near cities are usually freshwater resources like rivers, lakes, and ponds; if salts enter these reservoirs, they reduce dissolved oxygen (DO) and endanger aquatic life. Increased salinity results in a toxic algal bloom by killing algae-eating zooplankton.

One might think that salts are everywhere in the environment, especially chloride salts, which are essential for living cells. Yes, this is true, but to give you some perspective, these salts are used by the millions of tons each year. Hence, the amount of salt entering the environment untreated is beyond permissible levels. Therefore, we need to look for alternative salts or snow-melting systems that cause less harm to the environment.

What Are Some Other Alternatives?

Commonly used chloride alternatives are:

• Beet sugar
• Glycols
• Molasses
• Corn-derived polyols like mannitol, sorbitol, maltitol
• Hydronic, electric and infrared lamps.

Brine salt is found naturally, while other chloride salts can easily be extracted from minerals. Hence, to minimize the effects of these salts, additives are added instead of bulk-producing new salts.

These additives are bio-based, so they degrade easily in the environment. Beet sugar, glycols, and molasses have been proven to show good deicing properties. Agro-based additives, especially corn-derived polyols like mannitol, sorbitol, and maltitol, have proven to be suitable additives to brine salt, which bring about a good depression in the freezing point of water.

Apart from chemicals, machines can also melt snow. Spraying steam and hot water on accumulated snow proves to be effective and eliminates the manual task of removing snow. Hydronic, electric and infrared lamps are found to do the same for pavement surfaces, sidewalks, and bridge decks.

Finding alternatives for chloride salts has been challenging researchers, mainly for 2 reasons: cost and energy. The additives mentioned above are costly to produce in such bulk quantities and machines are energy-intensive tools. Thus, finding a perfect alternative that ticks all the boxes is an ongoing challenge.

A Final Word

Snow is melted by manipulating its freezing point depression, often through the use of soluble solutes like salts and sugars. The concentration and atmospheric temperature also play an essential role in the effectiveness of these deicers. Commercial NaCl deicer can’t melt ice below -10⁰C. Hence, various salts and additives are added to melt snow in extreme temperatures, while having a less harmful environmental impact.

These hidden dangers lurk in massive snow piles left by plows | Watch (msn.com)

Having trouble finding road salt on the Avalon Peninsula? Here's why | CBC News

Winter hasn't slipped away just yet, but some living on Newfoundland and Labrador's Avalon Peninsula have found it difficult to locate one of the season's hottest commodities — road salt.

The culprit? Tens of thousands of faulty road salt bags, says Morgan Winter, vice-president of Avalon Coal Salt and Oil.

The Bay Roberts company provides a lot of the province's salt, typically found at gas stations and grocery stores in large, bright orange bags.

This year, Winter says, he thought he had his business's inventory in the bag. But it turns out he was sandbagged by the company's manufacturer.

He says the company discovered in the fall that it had been supplied tens of thousands of faulty 10-kilogram bags. Winter estimates the faulty bags made up about 50 per cent of what the company ideally likes to have in its inventory.

When the company went back to its supplier, says Winter, it discovered the lead time to get new salt bags would be longer than anticipated. Although the company also sells five-kilogram and 20-kilogram salt bags, Winter says the 10-kilogram bags are their best seller.

"If I don't have a bag to put the salt in, that slows down everything," said Winter. "We pretty much sold through everything we had in inventory, I want to say, two or three weeks ago."

"We don't operate that way. Normally we would have a 50 to 75 per cent cushion on what we would sell."

For those on the hunt for salt, Winter says 20-kilogram salt bags may be available at large retailers and hardware stores, and he even suggests seeking salt from his competitors.

The best places to go for salt are large building centres like Home Hardware, Kent and Home Depot, he said, as salt is likely in low supply at many gas stations.

Winter looks at this year's supply shortage as a learning lesson, one that can help prevent future slip-ups.

"We will be pre-ordering in April, and I would think we'll start ordering a two years' worth of inventory at a time just to get ahead of this problem."

Road salt impacts groundwater year-round - Canada News - Castanet.net

To reduce hazardous winter driving conditions, highway departments turn to salt de-icers.

Does road salt affect groundwater? If so, is there a lasting impact that can be measured?

The Delaware Geological Survey is taking an in-depth look at groundwater quality.

Rachel McQuiggan, a researcher at the University of Delaware, is monitoring storm water and groundwater at infiltration basins — large, shallow roadside pools that allow water to infiltrate the groundwater.

Her research was published in the Journal of Environmental Quality, a publication of the American Society of Agronomy, Crop Science Society of America and Soil Science Society of America.

“Groundwater provides almost half of all drinking water worldwide,” says McQuiggan.

“In central and southern Delaware, groundwater is the only source of potable drinking water. The results of our research should encourage best management practices for de-icer to protect groundwater resources.

“Most storm water management practices are designed to protect surface waters,” says McQuiggan. “Infiltration basins, and even some types of green infrastructure, are designed with the idea that storm water benefits from a natural filtering of contaminants as it infiltrates through soil, and contaminants dilute as that recharge mixes with existing groundwater.”

She adds these basins are used to prevent contaminants like salt from being discharged straight into surface water. But in states like Delaware, groundwater contributes up to 80 percent of the water in rivers and streams. This means that salt will eventually reach rivers and streams.

To evaluate the impact road salt had on groundwater quality, McQuiggan monitored the target infiltration basin from mid-May 2019 to mid-February 2022. Her team saw that geological complexity, such as differences in subsurface soil properties, influenced how salty storm water moved through groundwater.

The team found that groundwater is impacted by road salt throughout the year, not just during winter. Salt is retained in the soil in the infiltration basin. Road salt is made of sodium and chlorine atoms and chloride, which moves easily in water. Sodium more latches onto soil particles.

Chlorine is found deep within the Earth’s crust. It is known for forming neutral salts such as potassium chloride, calcium chloride and sodium chloride, also known as table salt.

Outside of winter, storm water doesn’t contain much salt. It enters the basin and flushes sodium from the soil into the water. The study suggests a higher salt content can cause radium to enter the groundwater.

“Climate can really impact the timing of how this all plays out. For example, if it’s a particularly dry spring and summer, the sodium takes longer to reach groundwater. In Delaware, snowfall typically melts and runs off the roads within a few days of falling. In colder climates, it can stay frozen for months.”

There are other de-icers available, but they are not as effective as road salt. Each has its drawbacks. Sand is a popular option to increase traction and minimally affect groundwater, but it requires extra maintenance like street sweeping.

“There are even carbohydrate de-icers like beet juice. However, most alternatives are used in conjunction with salt or acetate because those are so effective. Road safety is incredibly important.”

No salt brine on roads - Letters - Castanet.net

n the last two weeks, we have had comparatively dry weather.

There have been only a couple of light-snow days in the last week. So, why are the roads being heavily sprayed with toxic brine? What is the criteria for spraying this destructive (liquid)? Who makes the call? Was that person’s name on my municipal ballot?

I certainly did not vote to have my driving curtailed by the threat of my personal vehicle being damaged by this stuff.

The “safety” aspect of salt application doesn’t wash. Proper winter tires (not all-seasons) and slower driving will work without salt. It seems like the general public has it’s collective head in the sand when it comes to this issue.

One’s vehicle is a large investment, whether you pay the price for a new vehicle or spend the time and money to maintain an older vehicle. I can understand there is a certain, large demographic in this valley that never keeps a “daily-driver” (vehicle) for more than three years, so the concern for vehicular salt damage is irrelevant. For the rest of us, this amounts to an unauthorized destruction of a personal asset.

The spraying of brine has become extreme. The excuse trotted out is that brine application is a “prophylactic” measure, to reduce the ice/snow adhering to the pavement. Almost any dry day, those tankers are spraying brine on the roads in anticipation of ice. There is no snow. They get the same weather forecasts that we do. The next day, they are out again, spraying. Is it a quota system?

There is a document from a partnership of the federal government, the provinces and municipalities, the Transport Association of Canada. The article is called Synthesis of Best Practices Road Salt Management, 1.0 Salt Management Plans. It is large and goes on at length about the appropriate application of salt, whether it’s rock salt or the more destructive cal/mag liquid de-icers.

The article goes into depth about the destructiveness to the environment, bridges and road infrastructure. Of course, because it is a government initiative, there is no mention of the proven damage to personal vehicles. It also does touch on the damage to commercial vehicles.

This document includes an education aspect for people who authorize, and operate the salt-application machinery.

“Understand that chemical should not be applied to dry pavement where drifting snow is not sticking, unless it is necessary as part of a storm response strategy,” it states.

We rarely get the conditions that qualify as a snow storm. What would normally be a dry road surface is wet with concentrated salt water.

“Understand when to use, and not use specific chemicals, taking into account pavement temperatures, forecasts, time of day, traffic volumes etc.,” says the article.

This situation came to a head last week, under sunny, dry skies on a dry road midday, while I was driving my 104-year-old Ford Model T into the Stevens Road roundabout at Westlake Road in West Kelowna.

The salt truck entered the roundabout ahead of me to my right, and started spraying heavily right in front of me as it exited the roundabout to go south on Stevens Road. There was no snow or ice in the forecast for the next three to four days. I had to perform a fairly drastic maneuver to avoid the salt spray and drove over the roundabout, up the hill to Highway 97 and the perfectly dry pavement to finish my errands.

Fortunately, the Model T’s high clearance made the manoeuvre easy. I insure this car year-round, but a large part of the winter, the salt-brine sprayers ruin what would be an otherwise enjoyable drive.

There are considerable studies and documentation about the rapid destruction of vehicle systems, resulting from liquid-salting. Because it is a continuous “bath” of concentrated salt water, vehicles pick it up with their tires and completely soak every surface underneath.

This stuff goes airborne and kills the effectiveness of windshield wipers and washer fluid. It gets into every crevice on the body (of vehicles).

Windshield replacement shops are finding dangerous deterioration of the windshield recess and pinch weld areas. Comprehensive insurance does not cover the expensive repairs and resulting loss of vehicle use, while the damaged area is cut out, and replaced. The salt undermines the sealant under the windshield, and can result in the sudden detachment of the windshield.

Because modern vehicles depend so much on the integrity of the windshield, the hidden damage compromises the structural integrity of the roof and can cause the airbags to deploy outward, instead of protecting the passengers.

So much for safety, when the so-called safety initiatives that justify salt use cause such damage to vehicle structure, safety, electrical systems and visibility while driving.

Andrew Kiesewetter, West Kelowna.

Scientific test kits give Muskoka volunteers tools to study road salt (muskokaregion.com)

Volunteers are testing to see how much road salt or chloride is draining as runoff into some Gravenhurst-area lakes.

The volunteers, Citizen Scientist from the Gull and Silver Lake Residents Association and Probus Gravenhurst, are working with the Friends of the Muskoka Watershed to determine how road salt is impacting the Gravenhurst-area watershed. They are using scientific water quality testing kits provided by Friends of the Muskoka Watershed.

Studies show that Gravenhurst Bay in Lake Muskoka and Jevins Lake have some of the highest chloride levels of the lakes tested in Muskoka. The low calcium levels in Muskoka’s recreational lakes means that all animal life is sensitive to road salt, and animal life in 20 per cent of the lakes is suffering from road salt.

Neil Hutchinson, a volunteer director with FOTMW, has been studying local chloride levels and working with volunteers to determine how the chloride is entering the lakes. FOTMW has selected areas where water flows or drains into the lakes and has volunteers testing the chloride level.

As there are no natural local marine salt deposits in Muskoka, and the lakes with elevated chloride levels all have major winter-maintained highways in their immediate catchments, road salt is the only logical salt source, according to an FOTMW report by Norman Yan.

This is a pilot project, but FOTMW plans to roll out a larger program across Muskoka starting in the fall. Once data is gathered, to determine how chloride enters the lakes, the next step is to find solutions and modifications that can involve the whole community.

“We couldn’t do this work without our volunteers,” said Hutchinson. “It is so important to have the community involved, and helping to make a difference.”

Friends of the Muskoka Watershed is a charity that pairs action-based approaches with innovative science-based solutions to protect Muskoka watersheds.