Winter Maintenance Concept

1. The Municipal Council of the Municipality of Glarus Nord hereby issues a municipal winter maintenance concept with the following definitions

a) Municipal services in winter maintenance

b) Documentation of the winter maintenance organization and regulation of responsibilities

c) Basis for informing the public

1. Winter services include snow clearance and black ice control on all roads and footpaths in inhabited areas, provided their necessity is demonstrated and the condition allows for an efficient method of operation. Public parking lots are to be included in the winter services.

2. Winter services are also carried out outside inhabited areas, provided there is a public interest (in the area of inhabited mountain properties, access roads to transformer stations, reservoirs, groundwater pumping stations, wastewater pumping stations, and other technical facilities of the municipality).

3. Winter services on private roads and paths are undertaken voluntarily and without recognition of a legal obligation. Any liability arising from winter services on private roads is disclaimed and transferred to the property owners.

1. The winter service operations manager's task is to keep roads, squares, paths, etc., as safe as possible for pedestrians and vehicles, even in winter, using appropriate means.

2. For reasons of safety for pedestrian and vehicular traffic, a differentiated winter service is carried out in villages on collector roads, roads with bus traffic, and residential streets. Under the motto

a) as little de-icing agent as possible;

b) as much de-icing agent as necessary.

3. Snow-covered roads must be mechanically cleared before de-icing agents are used. It is also defined that preventive salting is only permitted in critical weather conditions and at exposed locations.

4. The same principles apply to pavements and road crossings, whereby jurisprudence places lower demands on the duty of care of pedestrians than on vehicle drivers. Accordingly, the municipality's liability can be affirmed more quickly in these cases.

5. For toboggan runs, the Swiss Council for Accident Prevention (Bfu) recommends that they be designated and published by the police.

6. Toboggan runs should be signposted with a general driving ban in at least both directions. If, exceptionally, access for service vehicles must be guaranteed, the toboggan run must be signposted as a one-way street with a prohibited direction of travel from bottom to top. In this case, the road owner retains strict liability (Werkhaftung).

1. **Setting the Standard for Winter Maintenance is the Implementation of Federal and Cantonal Laws, Ordinances, as well as Norms and Recommendations of Professional Associations. (detailed in the annex)**

1. The establishment of standards is intended to guarantee continuous operational readiness and safety.

a) Mechanical / manual snow removal;

b) Preventing / combating winter slipperiness on roadways;

c) Operational readiness of personnel and equipment;

d) Preventive measures such as signage, snow markers, on-call organization.

2. Points requiring special attention are

a) Mountain roads;

b) Sledding paths, bicycle paths;

c) Special structures such as bridges and underpasses, shaded areas;

d) Railway crossings;

e) Intersections, stop streets, turn-offs, bus stops, pedestrian crossings, traffic islands;

f) Snowfall from bridges onto lower-lying objects.

1. Environmental pollution caused by winter road maintenance, such as snow removal and the fight against winter slipperiness / black ice, is kept as low as possible through appropriate measures.

a) To combat winter slipperiness and black ice, road salt is generally used on village streets. (Standard B).

b) The use of sand to combat black ice and icy snow is avoided.

c) When removing heavily contaminated snow, environmental regulations must be observed (snow is to be treated analogously to water).

d) On mountain roads, the use of road salt is generally avoided. (Standard C, white plowing/clearing).

e) Exception: on black ice and where grit shows no effect.

1. The standard setting contributes to cost minimization or cost reduction. The standard defines the scope and intensity of winter maintenance measures. It is chosen in such a way that operational readiness and operational safety can be guaranteed.

1. The Civil Engineering Department is responsible for the deployment and organization of winter road maintenance services.

1. The organization of winter road maintenance operations is based on a classification of the road network to be serviced into urgency levels and standards (SN 640 756). When establishing the route plans, attention is paid to the length of the route, the climatic conditions, the topography, the connecting structures, and so forth.

1. The technique and timing of snow removal, as well as de-icing, depend not only on the current weather situation and road conditions but also on the characteristics of the various road sections. Criteria such as traffic density, traffic volume, and time of day are taken into account.

1. Every driver is responsible for ensuring the operational readiness of their vehicle, including the loading of the salt/grit spreader. They are also obliged – where possible – to assist their colleagues with these tasks. Assistance for these tasks will not be separately budgeted for in the winter maintenance personnel requirements. Third-party drivers are responsible for their own organisation. Exceptions must be recorded in the Winter Maintenance Handbook.

2. Passengers are not permitted during spreading and path clearance operations. Exception: Spreading runs on mountain roads.

3. Human effort underpins every winter maintenance activity. Efficient, cost-conscious winter maintenance is only possible with a well-trained and motivated team. The regular pre-winter training includes the following topics and instructions

a) Instruction on the on-call organisation and expected operational situations;

b) Route plans, identification of obstacles and hazards;

c) Instruction on equipment use, assembly, and operation of equipment.

1. The necessity of an on-call service arises from the legal bases that require continuous operational readiness, even outside the normal working hours of the road maintenance yard staff. The on-call service serves to react to events at short notice.

2. The on-call schedule lasts from the beginning of November until the end of March.

3. The winter on-call service is called out for the following operations

a) Road condition monitoring, combating black ice;

b) Snow removal, removal of icicles, etc. Signalling and/or clean-up work following traffic accidents; clean-up work following natural events;

c) Restoration of barriers and signage; securing damaged facilities.

4. The winter on-call service consists of

a) Operations Manager (OM)

b) 1 driver per vehicle used for clearing operations (according to urgency level, clearing standard, and route plan)

5. The Operations Manager is responsible for organizing the necessary, short-term rectification of failures/damages to vehicles and equipment. Persons on call are responsible for notifying the OM in case of absences. In cases of absence such as illness or accident, the OM arranges for a replacement.

6. The on-call service covers a full deployment for snow removal in the entire operational area falling under urgency level 1. It can be divided into a salt on-call service and a path on-call service. Depending on the weather situation, the on-call service (applies only to internal personnel) can be dissolved or reintroduced by the OM at short notice.

1. The Standby Organization is recorded in the Winter Service Handbook.

a) Required Personnel Establishment

1. Operations Manager, Deputy Operations Manager

2. 2-3 Foremen / Employees

3. 2 Drivers per proprietary winter service vehicle

4. The personnel establishment is documented in the Winter Service Handbook.

b) Working Hours: The Working Hours Ordinance, Articles 5 (maximum weekly working hours), 6 (overtime work), 7 (maximum daily and weekly driving time), 8 (breaks), 9 (daily rest period), and 20 (emergencies), does not apply to road maintenance services and those deployed for road maintenance services – and therefore also not to winter service. Nevertheless, the ARV (Working Hours Ordinance) should be observed as a guideline, as the risk of accidents increases with fatigued personnel on duty.

c) Vehicles and Equipment: The existing equipment (movable assets) must be continuously reviewed for optimal deployment with regard to snow type, snow quantity, frequency of snowfall, road characteristics (gradients, connections, etc.), frequency and extent of winter slipperiness, and length of the road network. The following criteria apply to the deployment of vehicles and equipment

1. As complete as possible snow removal with mechanical means;

2. As low as possible use of de-icing agents.

d) Infrastructure, Equipment, and Aids: The following aids are available for forecasting and assessing road conditions

1. Weather report, weather forecast;

2. Information from the SMA (Swiss Meteorological Agency);

3. In the event of special occurrences, the operations manager commits to personally assessing the situation on site.

1. Even with winter maintenance work, the goal should be achieved with as few resources as possible.

2. As a rule, no snow is cleared between 10:00 PM and 4:00 AM.

3. Cities and municipalities are not required by law to maintain 24-hour operational readiness.

1. According to the Chemical Risk Reduction Ordinance (ChemRRV) and Standard 640 761, snow removal operations on roads classified as Standard A are commenced immediately upon the onset of snowfall, with the aim of minimizing the use of de-icing agents. In practice, this necessitates compromises, for instance, during the commencement of snowfall at night.

1. On roads with standard white clearing (e.g., mountain roads), the norm defines 5 cm of snow as the minimum height for deployment.

2. The route plans specify which standard is aimed for where, with which vehicles and gritting materials.

1. Standards

a) Standard A: Black Road Policy (clear of snow and ice);

b) Standard B: Avoid snow-slipperiness on the carriageway and, in the longer term, also aim for a Black Road Policy by utilizing climatic conditions;

c) Standard C: White Road Policy - Keep the carriageway open at all times without the use of de-icing agents;

d) Standard D: No winter service.

1. The operation will be carried out within the following times, starting from departure from the depot

a) Urgency Level 1: within the first three hours;

b) Urgency Level 2: within the subsequent four hours.

2. The first pass of snow clearing is generally completed within 3 hours after departure.

3. Widening sections, turning lanes, as well as bus and lay-by bays are generally not cleared during the first pass.

1. The deployment shall be carried out from the time of departure from the depot within the following periods

a) Urgency level 1: Two hours;

b) Urgency levels 2 and 3: One additional hour each.

1. Snow removal, depending on the importance of the cycle paths (e.g., school routes), falls under urgency level 1-2.

1. On public parking lots, clearance work will only commence after the completion of clearance work on municipal roads and cycle paths. Winter services will be carried out to a maximum according to Standard B.

2. Parked vehicles obstructed / trapped by snow piles must be cleared by the respective vehicle owners themselves and at their own expense (this also applies along roads).

3. Natural areas, i.e., areas without bituminous or concrete surfaces, will be treated according to Standard C or D.

1. No winter maintenance is provided on hiking trails.

1. Winter maintenance on the sidewalks is carried out by the municipality.

1. At intersections, junctions, connecting structures, etc., the entire road surface must be cleared of snow. Snow deposits at track crossings must be avoided by correct plow positioning.

2. Snow windrows created by clearing operations must be removed by the respective parties affected themselves and at their own expense.

1. Pedestrian passages to bus bays, pedestrian crossings, and through central islands will be carried out by the municipality along with the clearing of sidewalks.

2. Drainage gullies: Manual clearing will be scheduled to avoid standing rainwater or meltwater on traffic areas.

1. If snow or ice is unlawfully deposited from private properties (forecourts, driveways, yards, etc.) onto public ground, and this necessitates additional clearing work, the extra costs will be charged to the respective property owners in the event of a repeat offense.

1. Unless otherwise agreed, the building contractor is obliged to clear the construction site.

1. These works will only be commenced after the winter service operations.

2. Exceptions: If the snow storage area is filled and therefore no further clearing of traffic routes is possible.

3. The deployment of snow removal machines will only take place where traffic safety urgently requires it (e.g., narrowing of traffic routes, bridges from which meltwater can flow onto the roadways, within urban areas where no snow storage space is available; this also applies to important pedestrian connections).

1. Principle: Snow removal is to be limited to the bare essentials. Snow will only be removed where snow piles and windrows

a) Cause traffic and visibility obstructions at intersections, pedestrian crossings, bus stops, and sidewalks;

b) Make further plowing impossible, or would impede water drainage during thawing weather.

1. The deposition of snow and ice must comply with water protection regulations.

2. Clean snow may be stored on designated unpaved deposition sites.

3. After the snowmelt, the deposition sites must be cleaned.

1. Vehicles in winter service operations do not provide towing services. In the event of traffic accidents, "First Aid" must be rendered if necessary. The driver is obliged to report such interruptions immediately to the operations manager.

1. **Timing of Spreading Operations**

The timing of spreading operations shall be determined with due consideration of temperature and weather developments. Deployment shall take place no later than ½ hour after the call-out by the on-call supervisor or operations manager. Spreading shall occur after snowfall, preferably in conjunction with the last plowing pass. During the operation, attention must be paid to achieving a clean spreading pattern. In the event of continuous snowfall, spreading operations shall – if necessary – be repeated or carried out immediately after plowing the roadways and paths (exception for thaw).

2. **Prohibitions**

Salting or gritting loose snow exceeding 3 cm is prohibited (exception: preventive salting during continuous snowfall).

1. Measures

| Type of Winter Black Ice | Traffic Surfaces with Black Clearing | Traffic Surfaces with Reduced Winter Service |

| :--- | :--- | :--- |

| Black ice | salt | grit |

| Freezing rain | salt | salt |

| Hoarfrost | salt | grit |

| Snow slipperiness | during snowfall or immediately after snow clearing, salt | after snow clearing or compacted snow, possibly grit |

1. Richtwerte gemäss SN 640 772 a, Dosierung in g/m²[[1]](#paragraphtext_content_fn_3498_2_1_c).

2. Streumittel Salz

| Witterung / Mischverhältnis | Temp. 0 bis -10°C | Temp. -7 ° bis -15°C | Temp. -15°c und tiefer | | --- | --- | --- | --- | | Glatteis | 10-15 | 15-25 | 25-40 | | präventiv | 5-15 | 15-25 | 25-30 | | bei Beginn und während Schneefall | 10-20 | 10-20 | 15-30 | | Mischverhältnisse | 100% NaCI[[2]](#enumeration_itemtext_content_right_fn_3929_2_2_c) (in der Regel) | ½ NaCl / ½ CaCl₂[[3]](#enumeration_itemtext_content_right_fn_3930_2_3_c) | ½ NaCl / ½ CaCl₂[[4]](#enumeration_itemtext_content_right_fn_3931_2_4_c) |

3. Splitt wird bei allen Temperaturen zwischen 100 g bis 300 g dosiert.

1. All forest roads, hiking trails, toboggan runs and paths will generally only be plowed.

2. The use of de-icing agents will be refrained from.

1. After each deployment, vehicles, machines, and equipment must be defrosted and maintained in accordance with operating regulations.

2. All fuel tanks must be refilled after each deployment according to the daily parking service.

3. At the end of winter service, all spreaders must be emptied and all equipment thoroughly cleaned.

1. The Operations Manager is responsible for ensuring that the necessary reports are correctly completed and forwarded.

2. The report must be designed in such a way that, even in the event of queries, especially from insurance companies, several months after the winter service, it can be proven whether and how a road was serviced during a specific period.

1. In all official duties, employees must observe accident prevention regulations. They must pay attention to their own protection from road traffic and wear the provided warning clothing in accordance with SN 640 710e (Warning clothing in road areas).

2. If traffic regulations cannot be complied with, work must be carried out with signaling or manual traffic control, if necessary with the assistance of the traffic police.

3. During clearing and gritting work, in addition to the prescribed vehicle lighting day and night, the mandatory yellow hazard lights according to the Construction and Equipment of Road Vehicles (BAV) must be activated.

1. If an employee is involved in an accident or damage event, the superior and the case handler or the operations manager must be notified immediately. In more serious cases (bodily injury and death of persons), the police must be called in. At the same time, the names and addresses of any witnesses to the event must be recorded. All information regarding the course of the accident must be provided truthfully and accurately.

1. After the conclusion of the winter service period, an exchange of experiences will take place among all participants, so that the foundation for planning the next winter service can be laid.

1. Data Evaluation

a) Consumption of de-icing agents (in tonnes and in kg per square meter of road surface);

b) Number of winter maintenance operations;

c) Costs (absolute and per square meter of road surface).

1. For reasons of optimal resource management, it is necessary to pursue and continuously review the following measures

a) Reduction of personnel costs, i.e., improve personnel-intensive and time-intensive processes;

b) Reduction of material costs, i.e., for example, less de-icing agent.

2. The methods applied, the equipment available, and the resources used are to be continuously reviewed in practice for their expediency and efficiency. New procedures and aids must be examined. The experiences from previous years should be incorporated into the planning and preparation phases for the coming winters.

3. The operations manager should be able to review the road layout already in the construction project planning phase with regard to cost-effective winter maintenance (e.g., crossfall, manholes, radii of entrances and exits, traffic islands, space for snow removal).

4. In connection with cost reduction, the personal responsibility of road users should not be disregarded.