Snow Manager Magazine Issue #1 2014

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Think Change Sidewalk snow equipment selection can make all the difference

gassing UpFuel efficiency for snow companies

geTTing OUT FrOm UnderSt. John’s International Airport battles the elements

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EQUIPMENT SHOWCASE

Table of CONTENTS

4

Published by: DEL Communications Inc.

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

President David Langstaff

Publisher Jason Stefanik

Managing Editor Carly Peters

[email protected]

Sales Manager Dayna Oulion

Advertising Sales Cheryl Ezinicki | Jennifer Hebert Gladwyn Nickel | Michelle Raike

Magazine Consultant Gladwyn Nickel

Cover Photo Courtesy of

Ventrac

Production services provided by S.G. Bennett Marketing Services

www.sgbennett.com

Art Director Kathy Cable

Layout/ Design Dana Jensen

Advertising Art Caitlyn Haier | Joel Gunter

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All rights reserved. The contents of this publication may not be reproduced by any means, in whole or in part,

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

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Printed in Canada 02/2014

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ISSUE 1 - 2014 | SNOW MANAGER

make YOUr mOneY WOrkTracking, invoicing timely, and cash flow 32

make snOW YOUr FOe 35An underbody scraper that works year round

rOlling OnViking’s RollerPro system looks to change the municipal

landscape 36

rWis gOes mObileThe future of non-contact sensors 38

ChOsen FOr YOUSmart loader selection puts more pay in work

and play 40

gassing UpFuel efficiency for snow companies 6

saFe pUmpFuel safety for snow and ice equipment 10

geTTing OUT FrOm UnderSt. John’s International Airport battles the elements 12

The greaT and snOWY divideSidewalk snow-removal policies in Canada dependent on jurisdiction 18

Think ChangeSidewalk snow equipment selection can make all the difference 20

melTing WaYsMaintaining the Anthony Henday with liquid calcium chloride 22

“smarT” salT-spreadingControlling its use of salt on city streets and compiling performance data help the Lowell Department of Public Works save money and improve effectiveness 25

lOOking baCk and lOOking ahead in The snOW indUsTrY 28

saFeTY #1Make snow removal safety training a priority for your business 30

6 ISSUE 1 - 2014 | SNOW MANAGER

In August 2013, the Energy Information Administration (EIA) released interna-tional energy production data for April,

and for the sixth straight month the U.S. was the world’s leading oil producer. The country is now producing more oil than it is importing, further reducing its dependence on foreign oil.

With increased supply, we might expect lower prices at the pump, but it’s not quite so simple. Inadequate refinery capacity, in-creasing global demand, weather, war, and civil unrest in other parts of the world, polit-ical instability, taxes, and government regu-lations all place an easy fix out of reach.

What does this mean for snow and ice management professionals who must bud-get for the upcoming winter knowing that fuel prices are more likely to increase? We cannot affect the price at the pump [in the U.S. or Canada}; instead, we must work at becoming more fuel efficient to save every dollar possible.

Increase fuel efficiencyTaking a close look at your operations

can help you identify necessary adjust-

ments that can have a positive impact on your fuel efficiency.

Eliminate quick starts. Train drivers on the proper use of equipment to minimize wear and tear and to improve efficiency. Quick or “jackrabbit” starts consumes extra fuel, reduces fuel efficiency, and doesn’t get the work done any more quick-ly or effectively. Drivers who tend to make quick starts may also make hard stops. Save your brakes by using the truck’s weight and transmission to slow before braking.

Reduce idling time. Set a company standard to reduce idling time. Shut off trucks when not in use for more than four to five minutes. Measure how much fuel your trucks burn in one hour. If you save a half-gallon per hour of idle time, this will equate to a defined savings over the num-ber of operating vehicles in your fleet.

Perform preventive maintenance. Check tire pressure before and after every storm. Deflated tires pose a danger under load, shorten tire life, and decrease fuel ef-ficiency. Ensure air filters are clean and check for leaking fluids, which are an en-

vironmental hazard, waste fluid, and may indicate an issue that requires repair.

Limit 4-wheel drive. When possible, drive and plow in two-wheel drive. Leav-ing 4WD engaged burns excess fuel and shortens tire life.

Lighten your load. Hauling extra weight reduces fuel efficiency. Look at how much ballast you carry on your truck. Would switching from a stainless steel to a poly spreader reduce the weight? Could you still effectively perform the work with less weight? If your route requires three tonnes of salt but you’re hauling five, you’re con-suming more fuel than necessary. Accord-ing to BrandFX Body Co., one of the largest producers of advanced composite utility bodies in the world, a 10 per cent decrease in weight will improve fuel savings by 6.8 per cent. Contact your equipment manu-facturer for a ballast calculator.

Fuel management Who is using fuel, how much, and when

are important pieces of information to gather so you can job cost and manage fuel consumption.

Fuel efficiency for snow companiesBy Douglas Freer, CSP

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Charge it. Fleet cards are an inexpen-sive method of tracking fuel consumption while providing control measures. Wheth-

er you have five or 50 trucks, you can set purchase limits and types of materials or service that can be charged. You can track

date/time/location/operator information and receive detailed reports about con-sumption.

Is on-site fuelling an option? Fueling directly in your yard may be an option de-pending on local ordinances, size of prop-erty, and other considerations for above ground fuel storage. Fueling in your yard provides oversight that you do not have with fuelling on the road. You can reduce labour costs since the crew is not stopping for coffee and conversation at the local minimart. Consider setting up fuel depots at larger equipment/material hubs. This will reduce having to drive the equipment off-site or send a driver with a transfer tank.

Designate a fueller. Use a designated yardman to fuel the trucks, which gets your drivers off the road sooner. The yard-man can fuel the vehicles and perform preventive maintenance checks more cost effectively and with increased account-ability.

Measure consumption for each storm event. Ideally you would track consump-tion by property, truck, and route. While some events will require more or less de-pending on the storm, you can develop an average or expected burn rate; and if fuel consumption falls out of the expected norm, you can look into what is causing the variance. Is your driver idling, stealing, per-forming side work, overworking on your contracted site, driving improperly, etc...

Provide specific routing instructions for your crew. Allowing drivers who are unfamiliar with the area to make decisions about their route may result in added windshield time and reduced capacity dur-ing a storm event. Determine whether you can reduce driving time for one or multiple crews that may service a location. Would

State of the Industry ResultsFuel prices were the top business challenge related to providing snow and ice management services in 2012-13, yet only 11 per cent see it as the single trend that will have the most impact on their business for the coming season.

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you be better off having one vehicle per-form all service on-site (plow, deice, and sidewalk work) versus having a plow truck, salt truck, and sidewalk crew all driving to the same location?

Implement theft controls. What con-trols do you have in place for preventing or mitigating the potential for theft? Your internal processes should account for fuel consumption and tracking back to the job so you can see if fuel goes missing.

Budgets and contracts If you are not measuring fuel consump-

tion, you cannot effectively budget and es-tablish proper pricing. Did you factor in a certain fuel price for your contract prices? If prices rise, are you absorbing the price increase or do you have a mechanism for dealing with this in your budget or con-tracts?

Overhead or direct expense. Do you budget fuel as an operating overhead ex-pense or is it a direct job cost? You need to be able to measure it so that you know how fuel costs impact your business. If you have $250,000 in sales and spend two per cent on fuel, keep your processes simple and appropriate for the size of your op-eration. If your $1 million company spends seven per cent on fuel, it might be worth investing in additional systems to reduce the $70,000 expense or ensure it doesn’t grow larger.

Budget. Determine your fuel con-sumption and costs for the business you planned for the coming season. What if fuel goes up 25 per cent or 50 per cent? What will this do to your bottom line if you are not prepared to make other changes? Six years ago, if you set pricing based on $4 per gallon you may have thought it nev-er possible, but at least your pricing didn’t change because fuel went up 100 per cent. Should you budget now assuming $6 per gallon? You can’t predict the future of the global oil and refinery markets, but you can protect yourself by adjusting your budget and having a contingency plan in place.

Fuel surcharge. I don’t know a cus-tomer who likes or appreciates a fuel sur-charge. But ask your client (or yourself) how you can offer a long-term contract without putting in a fuel surcharge clause if the price of fuel rises dramatically. Set a predetermined pricing formula for a fuel surcharge if the cost of fuel exceeds

a certain threshold. Let your client know in advance how you intend on billing for it should it occur.

We can’t expect to buy fuel for less than market price, it is what it is. But we can ad-just and tighten our operations to reduce expenses. Increasing revenue to spread the added overhead is an option, but your company will take longer to respond to raising revenue than you can to cut costs. While every additional dollar earned drops a percentage to your bottom line after related direct costs, every dollar saved drops directly to the bottom line. Look

for improved fuel efficiency and improved fuel management to increase your bottom line this winter.

Douglas Freer, CSP, owns Blue Moose Snow in Cleveland. Contact him at [email protected].

This article is reprinted with permission from Snow Business Magazine, the official publication of the Snow & Ice Management Association. Learn more about SIMA at www.sima.org and visit GoPlow.com for

additional resources. ❆

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The snow and ice management in-dustry depends on the use of fuel to carry out winter operations; it is

the lifeblood of any company using heavy equipment. We fuel vehicles almost every day, but that routine often causes proper fuel handling protocol to be overlooked. Do not assume your employees know how to properly handle fuel. The safety and well-being of the operators within the industry depends on the fuel safety and related educational procedures each com-pany practices internally.

Portable fuel can safety One of the most overlooked topics in

fuel safety is the container itself. That red plastic gas container, which probably came from a local retailer, is most likely not legal for use by a snow and ice management operation. According to OSHA Standard

29 CFR 1926.152(a)(1) only containers that are approved by the Department of Trans-portation shall be used for the handling of flammable liquids in quantities of five gal-lons or less.

According to OSHA, a safety can is “a closed container, having a flash arresting screen, spring closing lid and spout cover and so designed that it will safely relieve internal pressure when subjected to fire exposure.” State and local regulations may also apply, so learn and follow the specific regulations for your area.

Another important consideration is how the fuel containers will be secured to the truck, trailer, or equipment. It is important to ensure that the fuel container is se-cured properly, and make sure the vehicle is clear of loose items that may slide and strike the container.

Static electricity Static electricity can be a major con-

cern when fuelling a vehicle, piece of equipment or a portable fuel container. The mitigation of static electricity will generally be easily achieved through proper fuelling procedures.

The formation of static electricity will generally start as an operator exits the vehicle, when clothing slides against

Fuel safety for snow and ice equipmentBy Collin Corso

Safe Pump


the seat. It is important that the opera-tor discharges the static electricity by touching an exposed metal part of the vehicle or equipment prior to starting fuelling operations. Static electricity can also be created from the fuel pass-ing through the fuel hose and nozzle. By maintaining contact between the fuel-ling hose nozzle and the rim around the opening of the filling hole, there will be a constant source of grounding. If you’re filling a portable fuel container, remove the can from the truck or trailer and place it on the ground prior to filling.

Fuel safety trainingBy creating a formalized fuel safety

procedure that fits your company, and following federal, state, and local regu-lations, fuel safety can become an inte-gral part of the overall training program presented to employees. Fuel safety practices should be ingrained in the daily practices of any company, regularly en-forced, and disciplinary measures taken when they are not followed properly.

General fuel rules:• Donotsmokewhilefuelling.• Shutoffthevehiclebeforefuelling.• Keepfuelstoragecontainersasclose

to room temperature as possible. Do not store in direct sunlight.

• Do not use gasoline as a cleaningagent. This can cause harmful and dangerous vapor buildup in the work area.

• Donotsiphonfuelbymouth.Iffuelisingested, immediately call the poison control center that is noted in your safety manual.

Portable container tips:• Ensure you are using an approved

portable fuel container.• Use one type of container and train

staff in its proper use and handling.• Secure portable fuel containers

properly. Clear the storage area of loose items to prevent them from sliding into fuel containers.

• Do not overfill fuel containers. Allowat least five per cent of the container to remain empty for expansion that may occur.

Fuelling tips:• After exiting the vehicle, discharge

static electricity by touching an exposed metal area on the vehicle prior to beginning fuelling.

• Maintain contact of the fuellingnozzle with the filling hole to deter the formation of static electricity.

• Placethefuelcontaineronthegroundwhile fuelling. Leaving it in the bed of a pickup truck will break the ground, allowing potential static electricity to build.

Collin Corso is CEO of of Driveway

Snow Blowing, Inc. Contact him at

[email protected].

This article is reprinted with permission

from Snow Business Magazine, the official

publication of the Snow & Ice Management

Association. Learn more about SIMA at

www.sima.org and visit GoPlow.com for

additional resources. ❆

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St. John’s International Airport may be ranked as one of the busiest air-ports in the country, but it is also

recognized as one of the airports faced with some of the harshest weather con-ditions. During an average winter, the airport is bombarded with some 350 cen-itmetres of snow. But this isn’t the only worry for those individuals charged with keeping the runways clear.

“Most of our grief is caused from a combination of weather conditions,” explains Randy Mahon, director of op-erations, St. John’s International Airport Authority. “The combined effects of the larger amounts of snow along with our typical weather systems result in a pat-tern of snow changing to freezing rain changing to rain. That means we need to have a lot more equipment mobilized at any one time.”

The Little Airport That CouldSt. John’s International Airport handles

close to 1.5 million passengers annu-ally via more than 40,000 aircraft move-ments. This includes a large percentage of commercial traffic. On average, there are 80 flights arriving and departing daily to and from St. John’s International Air-port. These are serviced by six airlines (Air Canada, WestJet, Porter, United, Provincial Airlines, and Air Saint Pierre), along with seasonal flights from Sunwing and Air Transat.

During the winter months, the airport crew relies upon some 25 to 30 pieces of equipment. At the heart of this arsenal are six MB Sweepers and five Oshkosh plows.

“These are the units that are dedicated to our Priority One runway, our Priority One taxi routes, our Priority One aprons

and our Central De-Icing Facility,” explains Mahon.

St. John’s International Airport has three runways at its disposal. The Prior-ity One or “1129” runway measures 8,500 feet long; the Priority Two or “1634” run-way measures 7,000 feet; and the VFR or “0220” runway is 5,000 feet long. The lat-ter is primarily used by non-commercial aircraft.

“We will opt to use our primary or sec-ondary runway depending on the wind speed and direction,” adds Mahon.

Other equipment at the airport’s dis-posal includes a wide variety of John Deere loaders.

“We run our winter operations 24/7,” states Mahon, who adds the season be-gins no later than December 1 and runs until at least March 31. The airport em-ploys four crews of snow removal teams,

St. John’s International Airport battles the elements By Melanie Franner

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each of which consists of nine people. There is always an airport duty manager present as well.

To help keep the equipment in top condi-tion, the airport has its own mobile equip-ment maintenance shop, which houses three mechanics and a supervisor. The crew works year round, using the summer

months to conduct preventative mainte-nance and overhaul on the winter fleet.

Coping with Freezing Rain and IceIn addition to the equipment and crew

needed to keep the runways clear, St. John’s International Airport also relies heavily upon its Central De-Icing Facility (CDF).

“We built the facility in 2006 and its first season of operation was in 2007,” explains Mahon. “It’s a 45,000 square-metre facility that can accommodate three Code Three-sized aircraft simultaneously for de-icing operations.”

The facility also features an eight million-litre storage tank to contain the

ISSUE 1 - 2014 | SNOW MANAGER

During the winter months, the airport crew relies upon some 25 to 30 pieces of equipment.

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waste glycol used in the airport’s de-icing operations. The waste fluid is eventually collected, concentrated, and then taken to an off-site recycling facility.

The cost of the CDF was $12 million back in 2006.

“The facility is more than adequate for us,” states Mahon. “It meets all of our operational needs in terms of size and throughput. Plus, it is very effective in containing and collecting the waste gly-col fluid.”

Prior to the CDF, St. John’s Internation-al Airport used smaller de-icing opera-tions strategically placed throughout the grounds. The system was not as efficient as the current one and posed some envi-ronmental concerns.

“We are probably one of the smallest airports to have a CDF,” notes Mahon. “But our weather patterns of freezing rain make it central to our winter opera-tions.”

Mahon estimates that the airport uses approximately 750,000 litres of glycol per season.


The Airport Authority at St. John’s International Airport is well equipped to handle anything that Mother Nature may throw their way.


Hard Work Creates Big PayoffDespite having access to an effec-

tive range of equipment and an efficient, state-of-the-art de-icing facility, Mahon is quick to emphasize that the airport’s continuous operation is due to more than just capital assets.

“The biggest part of our winter opera-tions here is the maintenance crew,” he states. “We have 32 heavy-equipment operators and four lead hands, along with a supervisor of airport maintenance. This group of people, along with a team of heavy equipment mechanics, is what makes it happen. It is the dedication of these employees that keep this airport operational.”

And with an expansion underway at the airport’s terminal, this core group of people could find even more work coming

their way in the future. An airport expan-sion project that will cost approximately $200 million, will double the size of the existing terminal. The work is expected to take place over two phases beginning in the spring of 2014 and will be complet-ed by 2020.

Other work underway includes equip-ping the Primary One runway with a Cat-egory Three Landing System.

“This would allow aircraft to land in the most severe weather conditions where extreme storms or extreme fog severely reduce visibility,” explains Mahon, who adds that the airport can now operate to a Category Two level (which calls for a ceil-ing limit of 100 feet and forward visibility of 1,200 feet versus the Category Three level which has a ceiling height limit of 50 feet and forward visibility of 600 feet).

The Category Three upgrade is a multi-year project being done in partnership with Nav Canada. The project began in No-vember 2013 and is expected to be com-pleted in 2016.

All in a Day’s WorkThe Airport Authority at St. John’s Inter-

national Airport is well equipped to handle anything that Mother Nature may throw their way. Mahon credits the Airport Author-ity’s dedicated crew of people and its winter maintenance equipment and technology to helping keep the airport operational – even during the toughest of conditions.

“In my time here, I think I have seen it all,” he concludes. “The worst winter yet was in 2000/2001. It was a 100-year record of snowfall that dumped 628 centimetres of snow on us. And we survived.” ❆


For many Canadians, the first snowfall foreshadows the coming of a win-ter wonderland. But for others, the

weather outside brings about something a bit more frightful - the prospect of an-other snow-shovelling season. A closer look at the nation’s protocol for sidewalk snow-removal uncovers a divided answer to the “who is responsible” question.

Don Ye Now Your Shovelling Apparel?Larger centres such as Vancouver, Sas-

katoon, Edmonton, Windsor, Hamilton, Kitchener, Waterloo, and Calgary haveeach off-handed this wintertime task to residents. In the city of Calgary, for in-stance, property owners or their tenants must clear snow and ice to the bare pave-ment (both front and back paths) within 24 hours of a snowfall’s end or be subject to its removal at the property owners’ ex-pense. It is a policy that Abdul Rafih, op-erations coordinator at Calgary Animal & Bylaw Services, deems efficient.

“No one can get to those sidewalks faster than the property owners and their neighbours, so we work with our citizens to ensure they understand the importance of clearing snow and ice,” says Rafih. “This is a safety issue. Walking down your street shouldn’t be an obstacle course. With ev-eryone doing his or her part to clean the sidewalks, communities can be made that much safer for everyone.”

For those Calgarians unable to com-plete the task, the citywide Snow Angel campaign proves a viable option. In its

tenth season, the campaign run by The City of Calgary Community & Neighbour-hood Services and supported by Animal & Bylaw Services connects residents citing physical limitations with good-willed Sa-maritans able to lend a hand.

Similarly, the City of Edmonton has adopted a comparable Community Stan-dards Bylaw for its 4,600 kilometres of sidewalk (1,100 kilometres of total is cleared by the city), this time with a 48-hour window. A Snow Angel program is also available to those requiring of the service.

“We’ve looked at what the residents can do for themselves so they’re not paying through their tax dollars,” says Bob Dun-ford, director of Roadway Maintenance, City of Edmonton. “Every once in awhile the issue comes up; it came up in our 2013 election. But when you hear it in real terms, there is a significant cost impact - we’re talking another $20 million. I don’t think there’s an appetite.”

As Dunford adds, logistics also played a part in the decision.

“How you maintain your city depends on how it’s built. The vast majority of side-walks in Edmonton are curb-side side-walks. You can’t run a sidewalk plow down there unless you ban all the parking, and in Edmonton, there’s a great dependency on parking.”

The Fire is So Delightful - Stay InsideInterestingly, Canadian centres such as

Ottawa, Montreal, Quebec City, Freder-

Sidewalk snow-removal policies in Canada dependent on jurisdictionBy Jillian Mitchell

The Great and Snowy Divide


icton, and Winnipeg offer sidewalk snow-clearing as a basic municipal service. For instance, the City of Winnipeg has offered sidewalk-clearing to a compacted snow service level (as opposed to bare pave-ment) since 1993; its annual budget esti-mated at $2 million. And all three of the city’s priority networks operate an inter-nal maintenance team.

Priority one and two streets, which consists of regional expressway-type streets and collector bus routes, are cleared upon inspection of a five-cen-timetre snowfall accumulation or local drifting, and completion is expected within 36 hours following the end of the storm. Priority three, which includes resi-dential neighbourhoods, may take up to

five days, shares Jim Berezowsky, man-ager of Streets Maintenance, City of Win-nipeg Public Works Department.

“When you do provide a service, there’s an expectation that the service will be provided within that given time,” says Ber-ezowsky. “If we’re waiting till the end of a snow event or we’ve have breakdowns with our equipment, we may not have a residen-tial neighbourhood completed within five working days of an event.”

Independent contractors operate 20 of the total 50 plows during the clearing process. Securing these temporary con-tractors, Berezowsky adds, can present a challenge as work is weather dependent. Additional challenges include significant maintenance and repair costs to equip-ment each year and the occasional costs incurred through damages to physical property damage (i.e. sod or fence dam-age).

The More the Merrier? Since 2001, the City of Toronto has pro-

vided mechanical sidewalk snow-clearing to the majority of the city’s sidewalks - an estimated 6,000 of the total 8,000 kilo-metres. Totalling $12 million, the service is activated whenever accumulation has reached five to eight centimetres and is completed within 13 to 16 hours. The city’s core area, however, with its narrower streets, sidewalks and on-street parking, presents a cost-prohibitive challenge.

Consequently, residents and business owners in the core area are asked to clear respective walks within a 12-hour window after snowfalls. In these areas, assistance applications are available for senior or disabled citizens in core area that require snow clearing; this service can take up to 72 hours after the snowfall’s completion.

“The policy is such that it’s consistent in where we apply it. If it’s possible for us to clear the sidewalks, we will; if it’s not pos-sible, we won’t,” says Peter Noehammer, director of Transportation Services, Scar-borough District, City of Toronto. “This is-sue does come up from time to time. The challenge is clearly messaging that out to homeowners. We try and extend that mes-sage through media releases at the begin-ning of winter, through media interviews during the winter season, and through our 311 system and website.” ❆


Sidewalk snow management is one of the most difficult as-pects of operating a snow removal business. When the work entails harsh weather conditions coupled with long,

cold hours in the midst of a storm, it becomes extremely taxing on employees and management alike. It is labour intensive work and most sidewalks are still done the old fashioned way - by hand. Even with progress in developing bigger and better snow removal equipment, cleaning sidewalks remains one of the last to advance.

Challenging Sidewalks Ask any snow professional what their biggest challenge is con-

cerning sidewalk management and they will tell you, it is retaining sidewalk crew members. Employees are a key element to any side-walkmanagementoperation.Keepingthoseemployeeseventaf-ter event is one of the biggest issues faced by snow professionals.

Upgrading equipment can provide more comfortable condi-tions for operators and help prevent burn out and fatigue.

“By offering workers a tractor with a cab, like a Ventrac, you are providing them a pristine work environment,” states Chris Marino, owner of Xtreme Snow Pros in New Jersey.

Marino estimates he will increase production and add more

sidewalk business because workers are not burned out and physi-cally spent due to labour-intensive sidewalk snow removal.

By Hand or Machine - The Ventrac Difference Over the past several years, the use of sub-compact tractors for

snow removal has increased. Some compact units are multi-func-tional and offer multiple attachments for use on one power unit. Many snow and ice professionals find that sub-compact tractors with attachments are very useful to keep ahead of the competi-tion and manage labour costs.

Attachments like brooms, angle blades, spreaders, and snow blowers allow the Ventrac compact machines to kick up productiv-ity without the need to haul multiple machines to the job site.

Bob St. Jacques, owner of Four Seasons Landscaping, Inc., operates six Ventrac tractors at his business in Connecticut. St. Jacques tells other snow professionals, “If you are managing side-walks in a snow operation, you definitely want to look at Ventrac.”

“Ventrac sub-compact tractors offer contractors the ability to run a broom or v-blade on the front and a spreader on the back, which really pumps up production,” says Isaac Roth, Snow and Ice Specialist at Ventrac. “The articulating frame allows the unit to

Sidewalk snow equipment selection can make all the difference

Think Change


move on, off and around sidewalks easily and efficiently, and the heated cabs really keep drivers protected.”

Comfort and Safety ATVs and other quad-type vehicles equipped with plows, blades,

or brooms, remain popular choices for sidewalks. They have their benefits when cleaning larger areas, but don’t offer operators pro-tection from the elements. Many snow professionals do not like the idea their workers are unprotected from the elements, but are challenged with finding a sidewalk machine that improves ef-ficiency and provides operator protection.

Units with simple controls that are easy to operate and do not require days of training are a plus for any company. If workers are comfortable with the equipment, more hours can be devoted to production. Most come equipped with a cab as an added bonus to eliminate operator fatigue and exposure to the harsh elements.

Finding the Perfect Match Snow professionals know that managing sidewalks is not an

easy service, but it can be a profitable portion of any snow con-tracting business if the right processes are in place. Worker com-fort and safety should be high on the list. Once you find that per-fect synergy of equipment that offers productivity, comfort, and safety for sidewalk crews, you have half the battle won.

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It’s a few hours into the first big storm of the winter, one that will bring 10 inches of snowfall in less than three days.

Graeme Douglas, operations manager of Carmacks Maintenance Services, heads the 30 year maintenance contract for the North West portion of the provincially owned Anthony Henday Drive in Edmon-ton. Here traffic volume averages 35,000 vehicles a day so safety is paramount.

“We have five hours to hit bare pave-ment from the end of a storm event,” ex-plains Douglas. “In preparation, we anti-ice the day before by applying Road Guard Plus 8, a liquid calcium chloride product from Tiger Calcium. This product works excellent for us because it breaks the bond that snow and ice has, essentially we can push the snow and ice off the road.”

How does it work?

Normally snow and ice falling on the road will bond to the surface making it difficult to remove. But spraying Road Guard Plus 8 on the surface before snow provides a chemical layer that prevents bonding and allows for much easier re-moval of snow and ice.

Carmacks is the first highway main-tenance company in Alberta to use spe-cialized liquid-applying tow ploughs.

“The cost to treat the entire road with liquid calcium chloride is made up by the

fast, easy clean-up time,” says Douglas. “We get to the pavement faster without fighting an ice pack. And the Road Guard Plus 8 can be applied up to 10 days be-fore a snow event. If the forecast chang-es the product still lasts.”Keeping a road or parking surface

clear of snow and ice can become quite a science. Many variables come into play such as weather, road temperature, dew points, and humidity so it’s no wonder it’s challenging to find the right prod-uct. This is where the experts at Tiger Calcium help in understanding calcium chloride and its properties for anti-icing, de-icing, and ice melting.

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tions. “Understanding the characteristics of calcium chloride is the key in developing an effective winter maintenance pro-gram.”

Douglas at Carmacks explains, “We are still researching the hydroscopic nature of calcium chloride to understand what happens when the temperature is up and humidity down. We know with fluctuations in temperatures it is much safer to use liquid calcium chloride on the road surface rather than salt and sand.”

The use of calcium chloride as an anti-icing product is rather new in the industry. The traditional approach has been apply-ing salt brine which only works up to -15°C compared to calcium chloride which is effective up to -35°C and works best in ex-tremely cold temperatures.

Others may use a mix of salt brine and Road Guard Plus 8. “We work extensively with the Minnesota Department of

Transportation, as well as the city and county,” explains Matt Friedrich, president of Green Touch Systems based in the U.S. “Road Guard Plus 8 burns the snow off and as the temperature drops we increase the percentage of Road Guard.”

Pre-wetting sand and salt is another way calcium chloride is used. Douglas comments, “Keeping the anti-icing product

on the road is a real challenge for Carmacks. Pre-wetting with Road Guard Plus 8 reduces drift and makes the material drop where we need it, stay in place, and burn into the ice on the road surface creating a sandpaper effect.”

Tiger Calcium’s Road Guard Plus 8 also contains a corrosion inhibitor which makes it 85 per cent less corrosive then rock salt and it’s PNS approved (a recognized leader in establishing acceptable standards for chemical products used in snow and ice control).

In Minnesota, counties and cities add Road Guard to stock-piles of salt reducing salt usage by 15-30 per cent especially in cold temperatures – a significant cost savings. And that means less cost for road cleanup come spring. Mike Dressel, City of Wacoma, Minnesota says, “Road Guard burns the snow off without having to go out and put salt on top. Snow comes off the street so much better.”

Many property managers are also seeing the benefits of Ti-ger Calcium’s Clear Guard, a liquid calcium chloride product.

“It is a lot better than sand and salt in the parking areas. There is no clean up needed with automatic doors in malls. That is a costly nightmare for retail property management,” says Gerald Grona, Service Manager, Green Drop.

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

The use of calcium chloride as an anti-icing product is rather new in the industry. Calcium chloride is effective

up to -35°C and works best in extremely cold temperatures.


Located northwest of Boston near the New Hampshire border, Lowell, Massachusetts, gets more than its fair share of snow and ice during the winter. Severe cold can cause black ice to

form on the city’s streets and the infamous Nor’easters can bring freezing rain followed by periods of blowing snow. Mitigating the effects of winter’s wrath and making driving safer is the job of the Lowell Department of Public Works and its fleet of snowfighting equipment. For the past two seasons, snow removal trucks in the city have been using new salt-spreading and GPS tracking systems from Cirus Controls to improve the performance of snow and ice removal equipment while substantially cutting salt use to save money. These systems have not only reduced operating costs, but they provide truck location and performance data that improve de-partment reporting to the city government.

Before installing Cirus SpreadSmart Rx™ control systems on its fleet of snowfighting equipment, Lowell was applying upwards of 1,000 tonnes of salt on city streets during a typical storm, accord-ingtoBrandonKelly,LowellStreetDivisiongeneralforeman.

“Our operators would typically set their existing manual spread-ers to maximum and go, putting down about 1,000 pounds of salt per lane mile. As a result, our streets were often covered in salt af-terastorm,”saysKelly.

Not only was that practice wasting money, it left a lot of salt dust on the roads and raised both aesthetic and environmental con-cerns.

Lowell Gets SmartTo get control over the amount of salt the city was applying to its

streets, the DPW appealed to the city council to purchase nine new snow removal trucks equipped with spreader controls from Cirus Controls. The purchase of the SpreadSmart-equipped units was justified on the basis of potential material savings, and the results did not disappoint,.

“We used to put down about 1,000 tonnes of salt per storm as a general rule. Now, with better spreading controls, we’re down to about 400 tonnes per storm - a reduction of 60 per cent,” states Kelly.“Beforeitwas‘turntheaugerandthespinnerallthewayupand let it fly.’ Now we apply just the right amount for the conditions.”

According to Paul Mortell, president of Cirus Controls, each SpreadSmart Rx™ system consists of a controller (CPU), an opera-tor keypad, and a display unit.

“The controller’s job is to precisely drive the hydraulic spreader unit and track how much material is being applied to the road sur-

face per mile,” says Mortell. “The controller sets the deicing appli-cation prescription and records the amount of salt being applied per mile, while its built-in GPS captures geographic location, direc-tion and speed. A sensor also captures road surface temperature, a critical element in determining how much salt to apply.”

Using a Cirus Drive-by Download™ system, all of this data is downloaded to Lowell’s computer network automatically when the trucks come within range of a Wi-Fi communication hub at the cen-tral facility.

In addition, all SpreadSmart Rx™ units are equipped for AVL (au-tomatic vehicle location). This means that if in the future Lowell is interested in collecting data in real time, performance and location information can be transmitted to headquarters on a continuous basis.

Controlling its use of salt on city streets and compiling performance data on its fleet of snowfighting trucks have combined to help the Lowell Department of Public Works save money and improve effectiveness

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Data Helps Financial Control and MoreThe SpreadSmart Rx™ system controls

salt applications and collects data on ma-terials applied per mile, as well as vehicle location, speed, and direction, time of day and other factors that can not only help control costs, but also provide meaningful information for governing bodies.

“Obviously, a big thing nowadays is re-porting,”saysKelly.“Ourcitycouncilwantsto know how much we are spending and what we’re spending it on, so that’s where the data collection advantage comes in. Thanks to the savings we generated with the first nine trucks equipped with spread-er controls, we were able to justify pur-chasing the equipment for the rest of our trucks. This year we’re getting three more trucks that are all spec’d out with the Cirus spreader controls.

“We are also using the Cirus reporting function that is built in to the software. That allows me to call up any of the data I want in the report. I understand that new software is coming out that will be web-based and has reports already designed,” addsKelly.

Not only are the city’s trucks spreading salt more effectively, they are also getting the job done more efficiently.

“One thing we’ve found is that now a truckload of salt lasts longer, so our trucks can actually be on the road three times as long before they have to come in and refill,” says Kelly. “Operators thatused to fill up with salt 10-12 times dur-ing a storm, are now refilling about three times. This helps keep trucks out on the road instead of driving back and forth to get more salt.”

The GPS-derived information on loca-tion, speed, and direction has turned out to be more valuable than first thought, according toKelly.Thecityhasbeenableto use location information several times when individuals have accused city trucks of hitting their cars during plowing.

“Now we can look back at the GPS data to determine if, in fact, that truck was at a specific location at a specific time,” says Kelly. “Sometimes we find out the com-plaint is false. We even instruct operators to keep the Cirus systems on even while they are not spreading salt for the simple purpose of being able to identify where the truck has been.”

New Liquid Systems ComingThe next step in improving Lowell’s

snow removal fleet is to equip a number of


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the trucks with tanks for liquid brine appli-cations, which can also be controlled with the SpreadSmart Rx™ system. Adding liq-uid brine to the granular material as it’s ap-plied activates the dry material making it melt ice faster and lowering the effective ice melting temperature range below that of dry salt alone.

“By adding brine capability to our fleet, it gives us the flexibility to handle a wider range of temperature conditions,” says Kelly.

Getting control of salt applications for winter road maintenance has yielded many advantages for the city of Lowell. City supervisors are getting more accu-rate and detailed data, less salt is being applied to city streets, and the savings in materials is being used to continually upgrade the city’s fleet of snow removal trucks. Best of all, the entire fleet opera-tion is more efficient and effective, mak-ing Lowell’s streets safer no matter what the Nor’easters blow in.

About Cirus ControlsCirus Controls designs, engineers

and manufactures central hydraulic systems, electronic spreader controls, advanced plow controls and innovative data management systems for road maintenance vehicles. The company’s hydraulics, controls, telematics and related accessories for the snow removal industry offer solutions that make providing winter maintenance services easier and more cost-effective for municipalities and commercial operations. For more information, contact Cirus Controls at 763.493.9380 or [email protected]. ❆


Back in 1996, when a handful of con-tractors sat in the basement of John Allin’s house and hammered

out the details of what would become the Snow & Ice Management Associa-tion (SIMA), it is easy to surmise none of them had a clue as to the changes which would occur in the industry because of what they were doing that weekend. Sure, they wanted to see some organiza-tion come to the industry; they wanted to put snow plow contractors together so that they could learn from one another; and they even thought about how the ideas of those actually using the equip-ment might help manufacturers meet the needs of snow and ice management contractors. Even though the members of this group were obviously forward thinking contractors, none of them, at the time, used the words “risk manager” to describe themselves. It is also doubt-ful they discussed meeting with state representatives and congressmen and women to discuss frivolous lawsuits. None of them realized the impact that they would have on this industry.

Plow Jockey to Risk ManagerWhile we may still hear the term ”plow

jockey” to describe a snow contractor, it is no longer the norm, nor is it acceptable in today’s society. Individuals can still buy a plow, throw it on their pickup truck, and hang out their shingle - and that is not a bad thing. However, it doesn’t take long for that individual to realize that there is so much more to being successful in this industry. The industry has grown way

beyond the plow jockey moniker. Today’s snow and ice management contractor must stay abreast of ongoing changes in this ever changing industry. They must be cognoscente of the liabilities associated with the white industry. Professional snow and ice management contractors look at each property to ascertain which areas need special attention in order to help the property manager/owner to mitigate risk. They must understand the concept of thaw and refreeze; know where snow should and should not be piled; have a good understanding of the various chemicals and when and how they should be applied; and they must take ad-vantage of the many forms of education that is available to stay abreast of the in-dustry. Risk managers in the snow indus-try are professionals who take their jobs keeping the public safe seriously.

This evolutionary change has been necessary, due in part, to the litigious society that we live in. There was a time when if an individual slipped and fell on some ice, they looked around to make sure no one saw them (as they were em-barrassed for wearing the wrong shoe or not watching where they were walking). They stood up, wiped themselves off, and went on with their day. Today, the em-barrassment is gone, and while they still look around to see if someone saw them it is because they want a witness to their fall. They no longer scold themselves for not wearing their boots, but instead see dollar signs flash before their eyes as they consider how much this slip and fall might rake in.

Our legal system is there for those that are genuinely hurt because of neg-ligence, but unfortunately the number of frivolous law suits has been on the rise. So much so that the Lawsuit Abuse Re-duction Act was recently re-introduced to congress after it failed to leave the subcommittee during their previous ses-sion. In an effort to get this law passed, the Accredited Snow Contractors Asso-ciation (ASCA) rallied in Washington in late July. Thirty professional snow and ice management contractors met with House representatives to discuss the impact of these frivolous lawsuits on the snow and ice management industry. These individuals represented the en-tire industry that day, standing together to battle the bureaucracy that is our government. Only time will tell how big their efforts will pay off.

ASCA has introduced industry stan-dards and used those standards to bring ISO Certification to the snow and ice management industry. While it is still very much in its infancy, the true profes-sionals in this industry will pursue this certification thus pushing themselves to even higher standards. Eventually prop-erty owners and managers will begin to demand their snow and ice management contractors are certified in some fash-ion, whether it is through the SIMA CSP program, the ASCA accreditation, or the ISO Certification. Property owners and managers want professionals, they want risk managers and soon they will realize they can make a difference in this indus-try simply by holding their snow and ice

By Tammy Johnson, Executive Director, Snowfighters Institute, Inc.

Looking back and looking ahead IN THE SNOW INDUSTry


management contractor to high stan-dards.

The founders of SIMA, sitting in that basement back in 1996, may not have considered themselves “risk managers.” They may not have thought about meet-ing with House representatives and they may not have realized the impact they would have on this industry; but they were risk managers. Their efforts brought about changes that have had a BIG impact on the industry.

Just like the founders of SIMA, those ASCA members that recently visited

Washington, DC, met with House rep-resentatives and pushed for legislative reform, are industry leaders. Their vi-sion of a better tomorrow is pushing them to become involved today. Change does not occur overnight. Oftentimes it takes years. While that first meeting back in 1996 brought about big changes to the industry, the biggest changes are yet to come. As Margaret Mead once said, “Never doubt that a small group of thoughtful, committed, citizens can change the world. Indeed, it is the only thing that ever has.”

Formerly the Executive Director of the Snow & Ice Management Association (SIMA) from

1996-2006, Tammy Johnson, MBA, CAE, is the Executive Director of the Snowfighters Institute located in Erie, PA. She can be reached at 814-455-1991 or by email at [email protected] ❆

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As anyone who has been in the industry for a while knows the business of snow and ice removal isn’t for the faint of heart. Snowplow operators working long hours in the worst condi-

tions can encounter hidden obstacles that can damage their equip-ment. Other weather conditions can also make the job tough, such as low visibility from blowing snow or ice-covered surfaces. That’s why creating a culture of safety is so important and conducting regular safety training is critical to business owners and operators.

Team SafetyEstablishing a company culture and work ethic that embraces

safety and teaches accountability starts at the top and finishes on the assembly line. At BOSS Snowplow, our safety initiatives include employee training both on the plant floor and out in the field. We believe in empowering our employees so they can make the tough calls about what’s working and what isn’t to promote a culture of continuous improvement. Making the snowplow pro-fessional’s job easier and more efficient is our ultimate goal, and safety is a key part of that commitment.

Here are a few safety reminders to keep in mind as the snow season winds down:• When transporting a snowplow, angle the blade to the right

(toward the curb). This will reduce the chance of catching a curb or a snow bank that could pull your vehicle into it.

• Lookout forhiddenobstacles.Before it snows,walkaroundthe area you will be plowing to check for obstacles that will become hidden when snow is on the ground. To prevent damage to the area being plowed, as well as to your snowplow and truck, mark any obstructions that will be hard to see when there’s snow on the ground.

• Alwayswearaseatbeltwhenoperatingamotorvehicleandnever plow with your head out the window.

• Whenmovinginreverse,don’trelyonthevehiclemirrors.Turnaround and look where you’re going.

• Lowertheplowshoeswhenplowingindirtorgravel.Thiswillraise the blade so you don’t scrape the surface away. When plowing on asphalt or concrete, raise or remove the plow shoes so that you scrape as close to the surface as possible.

• Whenyou’refinishedplowing, lower theblade to thegroundand turn the plow control off for safety.

• Just as you do with the other areas of your snow removalbusiness, treat safety as a top priority. Following these and other safety tips will help prepare you and your team for even the worst weather conditions. ❆

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The effect of cash flow management on profitability cannot be over-stated. It is not the lack of profit

that sends snow contractors “under” - it is a lack of CASH. But how can any snow contractor manage cash flow if they don’t know for sure if it is going to snow or not? It does take diligence and paying atten-tion to detail. For many that “detail” is tracking what your crews, plowers, side-walk crews, and salt trucks are doing so that information is gathered timely and accurately.

There are many ways to accomplish this. Paper tracking is what most snow contractors do in the early stages of their careers. One makes up some forms and dictates to employees and service pro-viders to write down what they do. Then, once the snow or ice event is over they get these people to “turn in” the paper-work to the office or a field supervisor. Then all the data is entered into spread-sheets, tally up the totals, and then gen-erate invoices. If a parade of snow storms happens to befall this contractor, some-times paperwork gets lost or not turned in for (sometimes) weeks at a time. Then, invoices are generated as soon as human-

ly possible, generally within a few weeks of the end of the series of storms.

Nowadays, this is not good business. Turnover of cash can take months. And, if you are one of those contractors who invoice at the end of the month, then this sometimes means you are actually collect-ing your money in 90 days. You do the work on the third or fourth day of the month, bill it out on the thirtieth, give customers 30 days to pay, they stretch it out to 45 days before cutting your cheque, then put it into the outbound mail for the end of the week, it takes a week to get to your desk and you deposit the money, wait another couple days for the check to clear – and bingo, you have your money just under 90 days from the date you actually did the work. Again, this is not good business.

Then what are the alternatives to this tried and true paper system? Technology is the answer. There are a number of soft-ware alternatives on the market that can make it so you can invoice for services ren-dered with in (literally) hours of comple-tion of the work. Software applications for your smart phone can GPS track when crews or individuals are at a site. You can gather pertinent data electronically at the

time the service is completed and have in-voices generated within minutes of gath-ering this necessary data.

CrewTracker Software is on such tech-nology solution. There are others on the market, but CrewTracker is simple to op-erate and marries up with Quick Books®. Invoices are generated through Quick Books® and can be sent electronically to your customer.

A few years back, one consulting client of mine called me mid-winter and was very concerned about his financial state. He had

Make your Money WorkTracking, invoicing timely, and cash flowBy John Allin, snow industry consultant


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some payables and a large amount of re-ceivables. He gave his customers a “net 30 day” term to pay him, but found most were paying in just under 60 days. He was invoic-ing at the end of each month. He could not figure out why he never had any money even

though his accounting package told him he was making a very viable profit. Once we introduced a technology solution he began invoicing weekly and changed terms to “net 10 days.” Inside of two months he was cash flush and a very happy camper.

Snow contractors, like any other busi-ness person, need to project cash flow so they know where and when the money will be coming into their operation. This is also needed to determine when they can pay their own bills. Learning how to project cash flows can be challenging at the begin-ning. However, without it one is not really working “at” their business, but “in” their business.

To project cash flow you need to look at when you realistically expect money to flow into the business. Look at all out-standing receivables and think about how each customer pays you. This information should be historically available to you and should be easy to determine by reviewing when each customer paid you in relation to when you invoiced them. Then try to figure out how to shorten up the time pe-riod from when you did the work to when you are getting the money in your office. It is paramount that this timeframe be as short as you can make it, and it may mean looking introspectively at how you are handling such things. Consider a tech-nology solution and reap the benefits of proper and timely cash flow.

John Allin is a full time consultant to the snow industry. He is the founder of SIMA, serves on the Board of ASCA, is Chairman of Snowfighters Institute and hosts the internet radio show Managing Snow and Ice. He has written two books about snow contracting, the most recent Managing Snow and Ice having been published in 2012. John can be reached via email at [email protected] ❆

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“We make our customer’s (and their customer’s) Safety our Business”For over four decades, we have been supplying road deicer to customers in British Columbia, Alberta, Saskatchewan, Manitoba and the Northern U.S.A. Our products meet all government specifications for medium and coarse salt.


Product ShowcaSe

Countless municipalities and state agencies rely on snow plows, wings, and underbody scrapers to clear

roads during the winter. As winter passes these pieces of equipment are removed from the trucks and lie dormant until the next winter event arrives. One of Hender-son’s initiatives is a deliberate focus on de-veloping equipment capable of year round service.

Henderson is proud to announce the im-mediate availability of the Oscillating Un-derbody Scraper. Designed for year round use, this underbody scraper may never be removedfromthetruckonceinstalled.Keyfeatures include: dual lifting cylinders, full reversing action, and now dual oscillating cylinders. During the winter months cus-tomers will enjoy the industry’s finest in snow and ice control. However, it’s the non-winter months that are about to change forever, for the better.

The oscillating cylinders provide the driver a way to control the blade’s pitch (up to six degrees of tilt) and apply downward pressure at the same time. With all three functions working in unison this underbody scraper becomes a true road grader during non-winter months. Rebuild a road’s crown, reshape its shoulders, fill in potholes, cor-rect washboarding, or simply address ir-regularities in the road’s surface. ❆

EQUIPMENT & SYSTEMSSNOW PLOWS & WINGS n SNOW PLOW SQUEE-G n HITCHES (ALL STYLES) n SAND & SALT SPREADERSUNDERBODY SCRAPERS n ANTI-ICE SYSTEMS n DEICING SYSTEMS n SALT SLURRY SYSTEMS n PRE-WET SYSTEMSWEDGE TANKS n PRECISION SPINNERS n COMBINATION BODIES n DUMP BODIES n LIVE BOTTOM TRAILERS HOOKLIFT HOISTS n PROFESSIONAL BRINE MAKING, BLENDING & TRUCK LOADING SYSTEMS n TARP SYSTEMS & MORE

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DUMP BODIES

SPREADERS

SNOW PLOWS

COMBINATION BODIES

WINGS

An underbody scraper that works year round

Make Snow your Foe


Product ShowcaSe

Larry Van Wyck, Public Works Super-intendent for Town of Erin, first ap-proached Viking R&D with an idea

for a multipurpose, quick change system specifically designed for the municipal market five years ago. Today, it has grown into a full lineup of attachments and gain-ing traction in the market. The roll off con-cept is not a new one but the idea to build a quick change system specifically geared towards the municipal market is. The main driving force behind the idea was to better utilize the same chassis for year round use by the owner.

Through extensive market analysis, Van Wyck’s valuable input and Viking’s R&D design work, the prototype unit was man-ufactured and installed on a consignment chassis from Altruck International Guelph in 2010.

The engineering challenges were many, not the least of which was to design a front discharge spreader that was able to switch attachments and be operational (i.e. spreading material) within minutes. The hopper spreader attachment is a key piece to the RollerPro line up. Viking has been able to design this spreader with

front discharge option available with ei-ther LH or RH discharge or dual auger cross conveyor for LH and RH discharge simultaneously. This is available with only a 10 centimetre increase to the centre of gravity over a standard frame mounted spreader. The ability to use the roll off and a wing harness on the same chassis is a first in the industry and adds to the chas-sis versatility for the end user.

The base unit uses a reaving system that can pull up to 22,680 kilograms onto the chassis. This allows end users to pull on loaded dump boxes, flatbeds that have

Viking’s RollerPro system looks to change the municipal landscape

rolling On


Product ShowcaSe

utility vehicles already strapped on or hop-pers that are preloaded with granular and/or liquid pre wet material. It is all about al-lowing end users quicker response times and optimizing budget dollars.

The result has been a system that is gaining popularity in the municipal world, allowing the year round use of a chassis. This helps fleet and operations coordinate much quicker with a much more efficient payback on capital expenditures.

Operations now have a more versatile chassis at their disposal with the ability to switch between a sander, flatbed, dump box, water tank, or DLA unit within min-utes. This versatility makes a RollerPro chassis a valuable addition to any fleet.

The scope of attachments is limited only to the end users imagination. Plans are in the works for a utility box, leaf box, chipper box, waste transfer bins, and even an enclosed work unit that can be dropped at job site to act as a mobile coordinating hub which can be moved once remote job is complete. There is even interest in an EMS multi function unit to even further

utilize the chassis for Fire and Rescue De-partments.

Viking Cives Ltd has been manufactur-ing innovative and quality snow and ice control equipment in Mount Forest, On-

tario since 1985. Employing over 110 peo-ple, Viking is an employee owned company with dealerships located across Canada in Calgary, Regina, Winnipeg, Mattawa, On-tario, and Halifax. ❆

V IK IN G - C I V ES LT D.Y O U R I N N O VAT I V E L E A D E R I N S N O W A N D I C E C O N T R O L

European technology for North American roads with the Expandable Assaloni Plow.

VIKING-CIVES LTD.

Mount Forest, OntarioGerald SimpsonPH# 519-323-4433

GIN-COR IND.

Mattawa Ont.Rob KentPH# 1 705 744 5543

PRAIRIE HYDRAULICS

Calgary, AlbertaEarl FarmerPH# 403-279-2070

MAXIM INTERNATIONAL

Winnipeg, ManitobaTroy GordingPH# 204-790-6507

REDHEAD EQUIPMENT

Regina, SaskatchewanRon DudaPH# 800-667-7710

Let one of the Viking Tow Plows do the work of two trucks.

The Viking Proline Combination Spreader Dump Body is essential to snow and ice removal.

Plow more snow. Spread less salt with the Viking Under-body Salt Saver.

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


Product ShowcaSe

With the aid of “Road Weather Information Systems” by Lufft, road surface temperature, low

temperatures, water film height, road conditions, freezing temperature, grip, and environmental data are measured and through intelligent software linking make a decisive contribution to road traffic safety. This takes place by means of both built-in and non-contact sensors.

Whereas installation in the case of built-in sensors is relatively complicated, non-contact sensors such as the NIRS31-UMB measure all data using spectroscopy or optics and are mounted on the roadside or on road bridges. Both sensors are fixed and only evaluate the conditions at the re-spective location. These applications are selected for road sections with particu-larly high traffic levels and high accident-risk locations that are sensitive to micro-climatic conditions.

Road conditions can change quickly,

sometimes even after only a few miles. Hence, mobile non-contact sensors mounted on vehicles are set to deliver comprehensive data. They will measure the road conditions while driving and send all the information to the driver or a cen-tral station.

Mobile weather information systems of this kind bring huge benefits. Winter grit-ting services will be able to determine the need for salt, as well as the route in real time and therefore work more efficiently and more economically.

With the aid of mobile information, it will be possible for public transport ser-vices such as buses and taxis to be navi-gated safely on the roads and to deter-mine the exact travel time. The same is true for trucks and private use, because judging the weather conditions and calcu-lating the journey time will no longer be at the driver’s discretion; they will be based on data.

By using mobile weather stations, meteorological services will be able to systematically eliminate the black holes on the map and finally produce compre-hensive forecasts. In a nutshell, there are almost no limits to the potential applica-tions of the new mobile road and climate measurement technology.

Lufft now plans to introduce a world first that will meet all these requirements. Here, the weather data - measured from the vehicle - is transmitted directly via Bluetooth, for example to an iPad, which then evaluates all measurement data in real time and sends it to the cloud. Mobile measurement of meteorological and road condition information - while driving, 400 times per second - with Lufft this is a real-ity without compromise.

For more information, please contact Traffic Technology 2000 at [email protected]. ❆

rWIS Goes MobileThe future of non-contact sensors

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adapts well to changing conditions.

just like you.now that’s smart.No matter how much snow falls, the Boomer™ 3000 rises to the

occasion thanks to:

• EasyDrive™ Series II Continuously Variable Transmission (CVT)

for seamless speed changes

• Single-pedal control to manage travel and engine speed

• Cruise control to hold, fine tune or resume working speed

• Four-wheel drive at the flip of a switch for improved handling

©2014 CNH America LLC. New Holland is a registered trademark of CNH America LLC. NHB02149111

Find out about the latest offers from your New Holland dealer at newholland.com

1109111_NHB02149111_8-375x10-875_r2.indd 1 1/31/14 10:35 AM


Product ShowcaSe

Whether Murray Lord is on the play-ground or wheel-deep in Mani-toba snow he’s piling money onto

his bottom line about 10 per cent faster with his New Holland L220 skid steer load-er than he could with other brands, accord-ing to the Winnipeg landscaper.

During five summer months Lord builds or renovates city parks from start to fin-ish, from demolition to landscaping, and installing playground equipment. When the winter sun sets, Lord earns about 20 per cent of his annual income removing snow, and his loader delivers financial benefits that other machines can’t match, he says.

“One of the reasons I chose the L220 is because it has two speeds and it moves snow much faster,” explains Lord. That’s a benefit most winters, but 2014 has brought more cold and snow than usual, and speed and mobility bring extra value this year.

“It’s snowing every other day and I’m working the loader between 10 and 20 hours a day,” says Lord. “If the L220 didn’t have two speeds, plus agility, those days would be 12 or 24 hours long. Less time moving snow means about 10 per cent more revenue from less work, compared to loaders that can’t move as fast.”

Seven Years on Playground Pays OffLord launched his family business sev-

en years ago, after a stint at a lumber yard and then a job running heavy equipment for a playground company. That experi-ence included site work for playground installation and park buildings, he says, and equipped him to set out on his own.

Park projects range from five to low six

figures which allows Lord to take on up to six employees to help during summer months. Lord is the only person who runs the loader.

The L220 is Lord’s third New Holland loader, and two gears weren’t the only reason steering him toward the brand. “An-other factor was because it’s small enough at 6 feet wide that it can weave between playground safety zones while pivoting tightly around slides and swings. It also has enough reach to fully load a dump truck, which reduces hauling time and costs.”

Despite his brand loyalty, Lord looked at other manufacturers too. The one alter-native that came closest lost out on ergo-nomics, Lord explains.

“I find the whole setup of the L220 is better suited to me than anything else,” he continues. “The seating position in the cab feels better because the height is just right.” The lower seating also helps main-tain a low centre of gravity, improving sta-bility.

He says that speed and agility counts most in summer work when taking out a couple of hundred yards of material and bringing in 100 yards of clean soil and sand.

Bench StrengthLord finds that dealer support also is a

crucial part of the purchase decision. “It’s a skid steer so it’s pretty bullet proof,” ob-serves Lord. “They don’t break down, and maintenance on a New Holland is very simple.

“My New Holland dealer, Mazer Group, has been extremely good with me,” he re-ports. “Any problems I have, they move mountains to get me rolling again.”

Whether Lord is on the playground or

Chosen For youSmart loader selection puts more pay in work and play

adapts well to changing conditions.

just like you.now that’s smart.No matter how much snow falls, the Boomer™ 3000 rises to the

occasion thanks to:

• EasyDrive™ Series II Continuously Variable Transmission (CVT)

for seamless speed changes

• Single-pedal control to manage travel and engine speed

• Cruise control to hold, fine tune or resume working speed

• Four-wheel drive at the flip of a switch for improved handling

©2014 CNH America LLC. New Holland is a registered trademark of CNH America LLC. NHB02149111

Find out about the latest offers from your New Holland dealer at newholland.com

1109111_NHB02149111_8-375x10-875_r2.indd 1 1/31/14 10:35 AM

Smart iSup to thetaSk.

every time.

Find out about the latest offers from your New Holland

dealer at newholland.com

©2014 CNH America LLC. New Holland is a registered trademark of CNH America LLC. NHB02149111FT


Product ShowcaSe

fighting snow, superior work efficiency is his primary equipment goal.

“I feel like I get work done quicker and I can I load full size end dumps. I don’t just load little tandems, I load trailers,” says Lord. “Compared to other machines I can

load faster than they can. It’s a proven fact.”

Beating the CompetitionLord adds that the loader helps make

his company more competitive. “There are a few other people doing this

and they use larger equipment to do the

same job that we’re doing,” explains Lord.

“We’re using smaller equipment that’s less

damaging and we’re getting the job done

more efficiently.” ❆

INDEX TO ADVErTISErS

What Lord Looks for in a loader:Speed – Two gears means more money in less time.

Manoeuvrability – New Holland skid steers have great performance in tight spaces.

Agility – Moving between tightly spaced play-ground equipment takes less time than going around.

Reach – Being able to load a full trailer with a smaller machine is an unsurpassed benefit.

Time-saving – Getting the job done faster means being able to generate the same revenue in less time,

freeing up time to take on another job.

Ariens Company . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3Bonnell Industries Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34Cirus Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9Crewtracker Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33Cubex . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29Del Equipment Ltd. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .IFCFort Garry Industries Ltd. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8Henderson Products, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35Horst Welding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31John Deere . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IBCKage Innovation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24Kleysen Group LP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

MacLean Engineering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11New Holland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40, 41NSC Minerals Ltd. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OBCREISt Industries Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7Rhomar Industries, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27Snow Wheel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25Snowfighters Institute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5the Boss Snow Plows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13, 15tiger Calcium Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23traffic technology 2000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39Ventrac By Venture Products Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21Viking Cives Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

When storms come, you only get one shot. And downtime can mean losing a

contract. Don’t risk your business with equipment that isn’t up to the task. Make

a smart investment with John Deere quality equipment. And get equipment that

delivers the uptime and dependable performance you demand in your business,

and gives you peace of mind, day and night.

Visit your John Deere dealership today for a closer look at the full lineup of

rugged, reliable tractors and snow removal implements. JohnDeere.ca/snowremoval

Downtime isn’t an option

58808-1CA_SnowRemoval_1p.indd 1 2/5/14 1:50 PM

Documents

Snow Manager Magazine Issue #1 2014