Towplow:  Below are my responses to an engineering student from Western Michigan University who was looking for Towplow information as he was doing a term paper on the economics of using A Towplow on I-94 and US-131 in the Kalamazoo, Michigan area.  I doubt my response was what he anticipated. 

 Michigan Department of Transportation has already proven the most economical and efficient method(s) for snow & ice control:  lower speeds for salt applications, prewet material,use anti-icing when possible, higher payload trucks equipped with mid-mount wing plows and underbody scrapers, ground speed oriented salting systems,  concentrate salt application on centerline (band application compared to broadcasting), allow salt enough time to "work", and continuous operator training.

1.)  Except for a very short section of I-94, both US-131 and I-94 are four lane interstate (two lanes per side).  If you plow with a TowPlow, you will block both lanes.  What speed do you suppose they plow using the TowPlow?  35 m.p.h?    So all traffic behind the TowPlow is held to 35 miles per hour during the entire plow route?  What about "user delay costs" (and there have been studies that do provide a cost for user delay)?  

Someone (or ones) will attempt to pass the TowPlow on the shoulder of the road creating a hazardous situation.

2.)  Does TowPlow have a trip mechanism in case it hits something (manhole cover, raised joint)?   So what gets damaged? 

3.)  If TowPlow hydraulic system fails or truck hydraulic system fails or truck engine stalls, the road is blocked until help arrives.

4.)  TowPlow is constructed of mild steel.  It is equipped with hydraulic cylinders with chrome rods.  Mild steel is prone to corrosion when used around chlorides.  You can purchase a TowPlow with a liquid application system or granular, both of which spread chlorides.   Life expectancy will depend largely on after storm clean-up.  Point to ponder, ever wonder why most agencies purchase stainless steel salt hoppers and in some cases, dump bodies?

5.)  Indiana DOT has a TowPlow evaluation underway in the Fort Wayne area on the bypass.  I traveled down there and visited with their forces and scrutinized their TowPLow.  It is equipped with a salt hopper.  The hopper on the TowPlow distributes material off a spinner (broadcast).  The frame of the TowPLow was covered in salt.  That means the plow frame is being attacked by salt that never made it to the trunkline, neither scenario a good situation.

6.)  The truck towing the TowPlow had a hopper and was distributing salt directly on tongue of TowPlow.  Once again, the TowPlow was being attacked by salt that never made it to the trunkline.  Plus the salt that did hit the road surface was "bounced and scattered" by hitting  tongue first.  How much does salt usage increase because of the inefficient method of distribution?  Anyone tracking that?

7.)  Michigan DOT applies salt in a band (windrow) application on the centerline or high spot of road (outside shoulder on banked ramps).  Their equipment is designed for that type of application.  Their MAXIMUM salt application rate, controlled by a microprocessor in each truck) is 450# per lane mile.  Their salt application equipment is not compatible on a TowPlow or the towing truck.  And, in Indiana DOT they were only controlling output of one hopper with their microprocessor, the other hopper was being ran at a preset hydraulic flow rate (no control over application really).  There is only one company that manufacturers a salt control system (microprocessor) that can control two separate hoppers in a ground speed oriented operation and it is Bosch RexRoth.

8.)  InDot employees told me they had to install double cutting edges on TowPlow because they kept breaking out sections because the TowPlow would "chatter".(remember the No-trip feature).  A flame hardened cutting edge (most economical style you can purchase)  3/4" thick by 6" wide cost $14.00 a foot.  TowPlow is 22' wide.  One set of cutting edges is $308.00 plus plowbolts plus labor (or downtime) and if you have to double them up then you are talking $616.00.

How often do they break?  That makes a huge difference when you figure cutting edge costs. 

9.)  InDot operator did share with me they had a truck breakdown on ramp while towing TowPLow and the ramp was blocked off until a mechanic got the truck back in service.

10.)  TowPlow use on any MDOT trunkline is in violation of MDOT policy which forbids the use of a wing plow in a driving lane (shoulders only).  Why do you suppose that policy was created?  Because motorists ran into them.  Of course they run into the rear end of plow trucks too.

The manufacturer of TowPlow makes a claim that you can "plow faster".  And maybe you can, although it would be pretty difficult to plow any faster with a plow than one can with an underbody scraper.  My concern is:  so you plow faster; what about salting at higher speed?  MDOT has just posted a study that proves applying salt at higher speed causes more salt to bounce and scatter which puts more salt into the ditch and less on the slab.  Not only does that waster salt (which costs in excess of $60.00 a ton) but it also causes an environmental issue.

The manufacturer of TowPlow makes a claim that you will save fuel by using one less truck:  On the surface this does seem logical and you probably will save some fuel.  The truth is, the truck pulling the TowPlow will use significantly more fuel than an identical truck equipped with just a mid-mount 9' wing plow.  The deeper the snow the more fuel it will consume.  

.

Monroe Accuplace Zero Velocity Salt Distributor Video

https://dl.dropbox.com/u/58638059/AccuplaceVideo/AccuplaceVideo.m4v

Wing Plow training video produced by Michigan Department of Transportation.  Very well done! 

  http://vimeo.com/8310293

http://vimeo.com/8310293 )    

Review the photo:  

4 plow trucks/one equipped with TowPlow.  Total swath for each pass by all 4 trucks = 50 feet.

4 plow trucks/if all were equipped with wing plows:
Total swath for each pass by all 4 trucks = 56 feet.

Total Costs:  

1 Towplow:  $100,000.00+
4 Wingplows:  $40,000.00

Towplow versus WingPlows:

TowPlow requires dedicated truck; if it goes down the Towplow cannot be utilized.
Towplow can only be used on multi-lane roadway.
Towplow equipped with liquid or granular distribution system requires a salt distribution control system capable of operating two different hoppers simultaneously.

If all 4 trucks are equipped with wing plow, one truck out of service results in loss of ability to plow 14' swath only.  You retain ability to plow 28' swath with other two trucks.
Wing plow equipped trucks can be used on any type of roadway:  single lane or multi-lane.
No special salt distribution control system required.
Trucks with wing plows can cover separate routes when not gang plowing.

Front Plow with midmount Patrol Wing:
Total Swath:  14'
Wing Cost:  $10,000.00


Front Plow with TowPlow:
Total Swath:  22'
TowPlow cost:  $100,000.00+

Towplow requires special truck set-up.  Towplow requires special salt application control system if equipped with hopper as one controller is needed to operate two different salt hoppers.  If not set-up correctly, salt usage will increase.  Towplow can only be used on multi-lane roads.  

Can be used on single lane roads, multiple lane roads.  Each wing plow equipped truck has 14' snow removal capability and can cover different plow routes..  No special salt application control system required for salt applications.  You need to DO THE MATH!

Joint Initiative with Spaulding Manufacturing

I visited the home of Spaulding Manufacturing in Saginaw this past week to inspect the 4 ton R.M.V. Road Saver apshalt storage heater & recycler which they manufactured specifically to be mounted on Truck & Trailer Specialties hook loader equipped demo truck.  For those unfamiliar with Spaulding Manufacturing, they are a first class manufacturer of asphalt patch heaters, recyclers, and crack sealers under the capable leadership of Linda Kwapis.  I was a Spaulding customer for many years and will attest that they build quality equipment, and even better, provide excellent customer service.  If  you encounter a problem with one of their machines, they  absolutely make it right and use your experience to improve their products during the design phase.  For more information, visit their website @ http://www.spauldingmfg.com/.  The unit I inspected was a 4 ton asphalt patch heater & recycler mounted on a hookloader subframe for use on a hookloader equipped work truck, which in our case is a 2011 Ford F-550, 19,500# GVWR.  This asphalt heater is oil jacketed (uses heating oil to heat the product rather than just air), diesel fired, has hydraulicly operated hopper door & loading doors, fully self-contained, and is equipped with fold down shovel pan.  The unit can be loaded with product while still setting on the ground prior to loading onto hook truck and the hook loader provides the dumping capability.  Loading height is not an issue.   Just "rough numbers", I was informed that this same unit, trailer mounted with dumping feature, would cost the customer about $4,000.00 more than a hookloader unit.  Think about it, $4,000.00 upfront savings on purchase price and no trailer maintenance (tires, hitch, wiring, lights) ever and no trailer licensing!  And on top of all that, the hook loader addition to a standard work truck chassis transforms that truck into a multi-functional work truck capable of any task you can envision for which you can mount the tool on a subframe.  You have the ability to replace the truck chassis and the attachments separately and on different replacement schedules.  You can adjust your depreciations schedules, rental rates, etc. to accomodate replacement and usage flexibility.  Hook trucks are "transformers".................
Think about it!!!                 www.ttspec.com.    "Home of the transformers"

You can learn more about our demo trucks under the demo truck section on our website,  We would love to sell the Ford F-550 hook loader truck complete with the new Spaulding R.M.V. Road Saver unit.

Contact us to arrange for a demo.

Truck And Trailer Specialties - Wing Comparison

New exciting project at Truck & Trailer Specialties!!  We have been collaborating with Spaulding Mfg. from Saginaw, MI on joint venture whereby they are incorporating one of their 4 ton Asphalt Reclaimer/Storage Heater units on a hookloader subframe for use on our hookloader equipped Ford F-550 demo truck.  This asphalt unit is diesel fired and uses oil jacket for heat transfer from burners to product rather than transferring heat via air which is totally more efficient and causes less damage to metal structure.  Just for comparision purposes, MDOT had two crack sealer units purchased in late 1980's equipped with oil jacket for heating that were still in the fleet and still operational when I left in 2011.  Spaulding is installing a fold up shovel tray beneath the door on the unit for easier pothole patching operations.  And of course, with the hook loader, the unit has dumping capability.  Even better yet, the unit can be loaded with asphalt will setting on the ground and then loaded on the truck by use of the hook loader feature on Ford demo truck.  The ground loading feature will allow the use of smaller skid steer loader or tractor mount loader for material loading.  We are anxious to calculate the final cost figures but believe there could be $2,500.00 to $3,500.00 savings when compared with the same unit on a mounted trailer with dumping capability. 

We are now scheduling demonstrations on this unit combining Sapulding Mfg. personnel and Truck & Trailer personnel whereby we can demonstrate the features & benefits of the Spaulding Asphalt unit and the hookloader combination.  Visit the website at"  www.ttspec.com.

The 2012 Truck & Trailer Specialties sponsored bus trip to Monroe, Wisconsin to tour the Monroe Truck Equipment plant is in the "history books".  We had over 90 customers participate in the trip, plant tour, and seminars.  There were excellent presenters including Travis Bartholomew; Superintendent of Kalamazoo County Road Commission, Dave Budd; 32 years MDOT Maintenance Superintendent now retired and representing Great Lakes Chloride, Mark Helbach;  Monroe Truck/Snow & Ice Equipment Division,  Dan Bouwman; President of Truck & Trailer Specialties, Bob Slocum; 30+ years as Fleet Manager at Barry County Road Commission now retired and employed by Truck & Trailer Specialties, myself, Mark Lester; 29 years MDOT Southwest Region Fleet Manager, now retired and employed by Truck & Trailer Specialties plus we were joined by Mark DeVries; Maintenance Superintendent of McHenry County, Illinois and very active in Clear Roads initiatives and APWA and recognized leader in liquid chloride blends anti-ice, prewet, and direct liquid applications.  Travis Bartholomew shared successful  effective cost cutting efficiencies developed and implemented at Kalamazoo County Road Commisssion involving better inventory control, some equipment innovations, use of liquid chlorides, more effective staffing and shift times, all resulting in substantial reduction in salt use and huge cost savings while maintaining service levels.  Dave shared liquid chloride products, use, application rates, testing, specification compliance assurance, and "do's" and don'ts" and then shared Clear Roads Direct Liquid Application initiative.  Mark DeVries shared his experience and his knowledge with liquids, equipment, etc.  Monroe Snow & Ice equipment offerings and technological advances were shared. I shared a presentation on acquisition of "Multi-Functional" trucks in public fleets to increase utilization and decrease "fleet creep".  We are in the process of providing access to PDF versions of the presentations on our website:  www.ttspec.com. under the "Education" header.  Please, take the opportunity to check them out.      

Just got back from APWA Snow & Ice Conference in Milwaukee.  Had a great time seeing old friends while exploring new technologies and some "old ones" recycled.  Highlight of my trip was visit to Harley Davidson museum and the opportunity to ride a Harley "soft tail".  Now I have the "fever".  ha ha   Robin was with me and unfortunately, she doesn't share my enthusiasm, unless she gets her own Harley, of course.
This week I travel to Monroe, Wisconsin on the Truck & Trailer charter bus for factory tour at Monroe Truck, plus we are conducting "educational" seminars.   Our focus this year is efficiencies with an emphasis on use of liquid chlorides as prewet, anti-ice, and direct liquid applications for de-icing.  We have two excellent presenters scheduled:  Dave Budd, MDOT maintenance superintendent retired and presently employed by Great Lakes Chloride plus Travis Barthlomew, Superintendent of Kalamazoo County Road Comission.  Travis is doing some really innovative things at the county involving equipment, operations, and increased use of liquids to increase efficiencies.   Kalamazoo County Road Commission has reduced salt usage down to an average of 150# per road mile without sacrificing service level.  We are also focusing on "hook loader" equipped trucks to increase fleet efficiencies by increasing utilization of individual trucks, reducing truck staffing, and putting the "brakes on fleet creep".   I heard a speaker from a city in North Carolina at APWA Snow & Ice Conference speak on "fleet creep" and how their city fleet incorporated "hook loader" equipped trucks in their city fleet to reduce "fleet creep".  They purchased 7 new trucks equipped with "hook loaders, Swaploader brand, and disposed of 10 older trucks.  They have 25 attachments and actually offer more services to city residents due to increased versatilty and functionality obtainable by different attachments that can be used on the hook trucks.  I recently submitted an article on "fleet creep" and how hook loader trucks can help reduce fleet size to the "The Bridge" publication from LTAP at Michigan Technological University which will be in either the June or September issue.  This article is similar to the one on this Blog except longer and includes more detail.
The "hook loader" concept is "picking up steam" in Michigan amongst various public agencies.  Truck & Trailer is currently setting up an F-550 equipped with Swaploader SL-105 hookloader for city of Coldwater, Livonia is bidding the same unit,  there is a larger unit for city of Walker at the shop awaiting installation, Wixom has one, as well as Traverse City and the city of Ludington.  There is a place for a "hook loader" equipped truck in every public fleet.  Stay tuned for more..................

Multi-Functional Trucks Reduce Fleet Creep

One hot topic in fleet management circles, especially governmental units, is "fleet creep", or in layman's terms the tendency for fleets to gradually increase equipment inventory over time.  Fleet creep often happens when employee staffing is on the decrease.  There are many factors that contribute to fleet creep and no one single solution.  There are several types of equipment that are "mission critical" and not readily available as a short term rental.  Many times "mission critical" equipment is low usage and, if truck mounted, ties up a truck chassis.  Some examples could be:  water tanker trucks and/or liquid chloride tankers used for anti-ice applications (see photo),  flatbeds and/or beavertails used to transport equipment to a job site, core drilling equipment, tool vans or tool trucks, crane trucks, salt spreaders, pothole patchers or bituminous distributor units, and many more.  My point is:  one truck chassis spec'd for your specific needs equipped with the correctly spec'd hook loader becomes a multi-functional truck which can carry multiple different types of attachments.  Mount your water tank or anti-ice tank, your salt spreader (auger type are best choice for this application), tool van body, truck crane, pothole patcher, bit distributor, flat bed, dump body, you name it, on a subframe and you are ready to go to work.  One truck can be capable of all these functions.  Truck chassis wears out, no problem, transfer hook loader assembly to new truck chassis and retain existing equipment attachments and you are still in business.  You can virtually eliminate all low usage, mission critical, job specific type truck chassis without compromising your ability to perform these mission critical maintenance obligations.  I challenge you to evaluate your fleet and see where a multi-functional hook loader equipped chassis could reduce your inventory of low usage truck chassis and save your constituents money.  

Use of Liquid Chlorides compared to Granular

Various agencies are researching the use of liquid chlorides for direct applications as a deicer agent in snow removal operations as opposed to use of granular materials.  As in most things, there are "pluses and minuses" in both processes.  One complaint I consistently hear is the "refreeze" of liquid applications is much quicker than granular.  At the risk of being "coined a smart ass"; "DUH".  Think about what you are saying for just a minute:  "Liquid chlorides are effective as a melting agent as soon as the hit the pavement".   Remember:  all chlorides work the same:  they effectively lower the freezing point, just like the glycol in your car radiator (ethylene or polypropylene).  The lowered freezing (euthetic) temperature stays constant as long as the percentage of anti-freeze to water or chloride to water remains consistent.  It is at this point that the deicing process and the engine radiator analogy differ.  The radiator solution will stay relatively the same unless there is a leak and more coolant has to be added.  The liquid chloride solution applied to the road starts diluting as soon as it is applied and initiates the melting process.  Once the solution becomes diluted to the point whereby it's freeze protection is higher than the pavement temperature, you get a refreeze.  This science remains the same whether you apply straight granular sodium chloride, prewetted granular using sodium, calcium, or magnesium liquid chlorides, or straight liquid chlorides.  So why the potential for quicker refreeze when using liquids?  Because the liquids go to work much faster in the deicing process.  Granular salt does not become an effective deicer until it melts enough snow to form a brine.  Until that point, it really isn't doing much for you.  If one would record the time from the liquid brine formation when it reaches the same chloride to liquid concentration versus a straight liquid chloride application until there is a refreeze............you would find the time difference to be inconsequential.   The huge advantage to a straight liquid application is it provides is a safer driving surface for the motoring public much quicker than the 100% granular applications and it does not "bounce into the ditch".  So, what do you do about the refreeze?  Couple of things:  match your application rate to temperature and amount of snowfall.   Warmer temperatures are great for liquid applications.  28 degrees +.  If you apply at lower temperatures, raise the application rate to delay any refreeze.  If there is a heavy snowfall........you may need a higher application rate for liquid chloride or maybe you should use prewetted granular.  Prewetted granular and liquid chlorides both have a place in the snowfighters arsenal.  The exception could be very cold areas with huge amounts of snowfall, Upper Peninsula of Michigan being one example, where liquids might not be an option except as prewet agent.

Proof of effectiveness of rear mounted air foils & air puffers on snow plow trucks

Van Buren County Road Commission:  1/13/2012 approximately 10:00 a.m.;  east of Paw Paw, Michigan.  Both trucks on snow routes since 4:00 a.m.:

Top picture:  Truck equipped with rear mounted air foil and timed air "puffers" on tail lights.  Driver had not brushed any snow off rear of tuck all morning.

Bottom Picture:  Truck has no rear mounted air foil and no air "puffers" on tail lights.  Driver brushes snow off tail lights every hour. 

I have more pictures available.  If you are interested in more pictures or more information:  email:  mlester@ttspec.com.  Or visit:  http://www.ttspec.com/.

Rear Mounted Air Foils on Snow Plow trucks are effective in improving visibility

Dissertation done by University of Nevada Grad Student

aerodynamic approach to improve visibility during high speed snow plowing

by Dur, Onur, M.S., University of Nevada, Reno, 2007, 229 pages; AAT 1447628

Abstract (Summary)

The snow particles entrained in the wake of the snowplow (i.e. snow cloud) and the subsequent snow accumulation on the warning lights appear as the most pronounced visibility problems behind the snowplow truck. Computational fluid dynamics (CFD) methods are employed with detailed 2D and 3D models of the snowplow trucks (1) to evaluate the performance of the add-on devices (airfoils) available in the market which improve the rear visibility of truck by the public; (2) to gain more insight over the snow cloud pattern. Considering the low density of snow particles and high drag coefficient, they are assumed to follow air flow and their effect on the flow pattern is neglected. The effect of airfoil on the snow accumulation behind the truck is quantified by pressure and shear stress distribution. The airfoil selected based on the numerical studies is implemented on the back of the truck and tested in the field. The results confirmed the rear visibility performance increase by the airfoil over the base configuration. Three dimensional velocity and pressure measurements at twelve different locations on the rear surface of the truck are performed to validate the computational model. The calibration and design of the instruments used for the field test are done with extensive wind tunnel experiments. The error analysis is performed and the computational predictions are compared with the with field test results.

http://proquest.umi.com/pqdlink?did=1445045581&Fmt=2&VType=PQD&VInst=PROD&RQT=309&VName=PQD&TS=1326295854&clientId=79356.

Hub Piloted Wheels; Cracks

Are the trucks in your fleet equipped with hub piloted wheels?  Is your fleet used off road or in vocational application, i.e.; snow & ice control, dump body equipped, etc.?  Any issues with wheels cracking?  At Michigan DOT, we upgraded from open center wheels to hub piloted to eliminate wheel slippage and wheel "wobble" from incorrectly installed tire & wheel assemblies.  The hub piloted wheels solved those two issues very well.  But, another issue arose, cracking.  Not all wheels cracked but we had several failures that could have been tragic.  We had centers break completely out of the wheel, we had wheels that broke and wore into the hub, but we were fortunate to never have a wheel leave the truck.  However, we did find numerous wheels along the highway that had cracked and broken and came off the vehicle.  This is serious stuff.  You don't believe this is serious, Google the internet for cracked truck wheels, there are numerous attorneys advertising to represent motorists who have suffered an unfortunate encounter with a truck wheel that cracked and departed the truck.  So what can you do?  First of all, you need to develop a wheel inspection program.  I mean you need to remove all hub piloted truck wheels, clean them up with wire brush so you can perform a visual inspection for cracks.  Most cracks emanate from the wheel stud holes.  The cracks will travel between wheel stud holes until the entire wheel center is broken loose.  If you find any cracks, replace the wheel.  If the wheel is in good condition, prime and paint it.  Then  purchase Accuride Wheel Guards P/N  5903 from your local truck parts supplier.  See picture above.  Install an Accuride Wheel Guard between the hub and wheel (and between the wheels in dual application).  Torque the lug nuts (retrorque after use).  Document your inspection process, truck unit number, truck mileage, date, etc., in  case there is ever a failure and litigation.  These Accuride Wheel Guards are nothing more than big plastic gaskets.  They provide a seal between wheels and wheels/hubs to prevent corrosion, rust, and rust jacking.  In order to be effective, you must provide a good sealing surface.  Make it policy to replace the Wheel Guard everytime a tire & wheeel assembly is removed from a truck.   Make this wheel inspection a permanent part of your fleet preventative maintenance process.  How often do you inspect? I would recommend starting out annually and adjust frequency based upon your findings.   Like I stated; this is serious stuff..........loose wheels rolling down the highway are very dangerous.  64,000 GVWR trucks that lose a front wheel are guaranteed to make the newspaper headlines.  These scenarios are easily preventable.

It's the little things that count: Plus, change is good>you go first!

Happy New Year:  To start the year I would like to share a true story.  One year ago I retired from Michigan Department of Transportation vacating the Southwest Region Fleet Manager position.  I was fortunate in initiating several positive changes with the assistance and support of several "like minded" and talented co-workers.  How did this opportunity to affect change come about?  Like most things in life, there are several different situations that arise offering the window of opportunity but the one action I attribute to give me the most opportunity is this;   MDOT underwent transition in the early to mid-90's including a reorganization that converted the old "Districts' to Regions with some being combined.  District 7 became Southwest Region although structurely remained the same.  Along with the new name came a new head engineer (Region Engineer).  District 7, especially the maintenance division, had became "stagnant" and was in need of some "new blood".  Michigan DOT is rather unique, as most state trunkline maintenance is contracted to county road commissions with the major exception being District 7 (Southwest Region) where MDOT forces maintain the state trunkline.  One would think with this amount of direct involvement by MDOT forces new equipment and operational innovations would abound.   But, alas, that just wasn't the case.  Things were about too change.  As I stated previously, along with our new name, Southwest Region, came a new leader.  Tom Maki was appointed the new Southwest Region engineer with the task to redesign and renergize Southwest Region.  Now, finally, you have enough background information to hear my story.  In those days, MDOT, participated in APWA Snowplow Roadeo and held their own in-house roadeos to select particpants for the APWA Roadeo.  I first met Tom Maki at one of these in-house snowplow roadeos at the Plainwell MDOT Maintenance Garage.  Tom made a point of introducing himself to me and requested a locking gas cap for his state provided automobile as a preventative measure once he began instituting change.  To me, his request was "no big deal" and rather than risk my forgetting to fulfill his request, I asked a Plainwell employee, (Robin Sutton who later became my wife) to run down to the parts store and pick up the gas cap.  Within about twenty minutes I handed the gas cap to Tom.  Imagine my surprise when he stopped the proceedings to point out the gas cap to everyone in attendance and announce that in his "over twenty years in state employment, this was the quickest service he had ever received".  That one small action on my part proved to Tom Maki that I was a "go to" person and opened many doors and opportunities.  I will share all those opportunities and changes with you in an upcoming post.  For now, my goal is for everyone to take notice of the seemingly small things that can have a huge pay back.  Tom did make many changes in Southwest Region which did not always make him popular.  There are those who were required to change their processes in the name of efficiency and increased productivity who have some very strong opinions concerning Tom Maki and Mark Lester, and not all positive.  Like I said "Change is good> you go first". 

"Holy Snowplow Batman"; What is wrong with this picture?

What do you see in this picture that shouldn't be?   Want a hint?  Look at the shoulder of the road, look at it all the way to the horizon.  What do you notice?  In many places it is completely free of snow.  Now look at the driving lane, what do you see?  There is melting activity taking place but it is not as clean as the shoulder.  In fact, on my first trip down this road, the driving lane was still snow covered but the shoulder was melted.  How does this happen?  Could be several reasons, maybe equipment related but more likely driver error; i.e. traveling too fast when applying material, salt distributing device (Y-chute, spinner, etc.)) at wrong setting.  With decreasing revenues for governmental agencies resulting in tight budgets & the rising costs of labor and materials; i.e. salt at over $60.00 per ton,  prewet agents at $0.80 per gallon or more, diesel fuel at $3.50 to $3.75 per gallon, and the driver wages at over $20.00 per hour & more with benefits, you should not be applying deicing agents to the shoulder of the road as it offers zero return on the investment.   This should not happen, agencies have spent countless hours and dollars in training employees on proper salting techniques, including the expectation of the end result when performing snow & ice removal operations.   Sometimes folks need to be reminded that paying attention to detail is a good thing and "the little things really do count".  At the end of the day, what you do really does matter.  Happy New Year!