Gateway Operations Limited is ISO 9001 and 14001 certified and is recognized by the New Brunswick Construction Safety Association (NBCSA)
Frequently Asked Questions
Gateway Operations, in partnership with the Province of New Brunswick, is responsible for the operation, maintenance and rehabilitation (OMR) of the Route 1 highway limits and its affiliated roadside assets based on following defined project specifications and . Gateway’s responsibility extends from the periods of June 01, 2011 and June 30, 2040.
The Route 1 limits operated, maintained and rehabilitated by Gateway Operations, extend from km marker 0 in St. Stephen to km marker 239* in River Glade and includes:
*The following areas are operated, maintained and rehabilitated by others:
o Eastbound on ramp at Exit 120 (Market Place)
o Ramps at Exit 121 (Chesley Drive)
o Ramps at Exit 122 (Market Square)
The levels of services for snow and ice control on the Route 1 highway are detailed , and are scheduled between the periods of October 15th and April 15th, annually.
Gateway’s primary methods for achieving the levels of services for snow and ice control include the following:
24/7. In general, the highway receives regular patrols by trained highway supervisors for monitoring condition of highway as needed to;
o ensure road and road side assets are free of any immediate hazards or defects
o dispatch work crews for snow and ice control services, and/or other services as warranted.
o report road conditions for the
This service involves the direct application of liquids, either liquid sodium chloride
(salt brine) or salt brine blended with beet juice, applied to the road surfaces
in advance of a forecasted winter storm or frost event. This service is only scheduled
when conditions warrant. The performance of this service depends largely on pavement
temperatures, climatic conditions and the material of choice. In general, materials
lose effectiveness as temperatures fall below freezing. Salt brine is the general
choice of material when pavement temperatures are -
This service generally begins when snow accumulations reach a depth of 2cms on the
roadway. Plowing is continuous during the storm event with brief interruptions for
fueling and/or reloading of snow and ice control materials for de-
This service is the application of snow and ice control materials during plowing operations. There are a variety of snow and ice control materials, each having various performance characteristics and limitations.
o Liquid sodium chloride (referred to as salt brine) – becomes ineffective below
o Salt brine blended with liquid Beet Juice – becomes ineffective below -
o Liquid calcium chloride – becomes ineffective below -
When pavement temperatures fall below -
Yes, pavement temperatures influence the performance expectations of SNIC materials,
as do other conditions such as cloud cover, humidity, wind, traffic and moisture.
Each SNIC material, either intended for anti-
In the absence of anti-
Road Salt is sodium chloride, an inorganic material spread on road surfaces during
Road salt is an efficient snow and ice control material for melting snow and ice
from road surfaces and is particularly effective when the pavement temperatures are
near or slightly below freezing. However, road salt becomes less effective as pavement
temperatures drop and ineffective when pavement temperatures fall below -
Salt brine is liquid sodium chloride, comprised of road salt and clean water blended at a 23% concentration by weight. Salt brine can be applied to the road surfaces via one or more of the following:
The primary reasons for pre-
There are a variety of snow and ice control (SNIC) materials in the market as listed in Table 1 below, all having specific characteristics, properties, performance, availability, cost and impact. The selection of SNIC materials will primarily depend on availability, environmental constraints and performance.
The SNIC materials chosen for Route 1 will consist of the following:
o Sodium chloride in form of solids and liquids for de-
o Calcium chloride in the form of liquids for de-
o Agriculture bi-
Sand is an abrasive material that offers no melting capability and is technically not considered a snow and ice control material. Roads with a high level of service, such as Route 1, will restrict the use of sand as it has negative environmental impacts and no melting capacity. Sand is generally only applied to slippery sections on Route 1 when pavement temperatures are too cold for snow and ice control materials to remain effective.
Each plow truck has a designated plow route to follow during a winter storm event. A plow cycle is the time calculated for a plow truck to complete its full plow route. Plow routes are designed based on a theoretical plowing speed, generally 42 km/hr, and calculated by a distance resulting in a set plow cycle time. This cycle time excludes brief interruptions for refueling and replenishing plow trucks. Plow cycle times are generally less than 2 hours for a high level of service and greater than 2 hours for lower levels of service.
Route 1 is comprised of 8 plow routes assigned to multi-
A safe travelling speed for a plow truck during a winter storm is approximately 42 km/hr. This speed is also considered a theoretical plowing speed for determining . This is considered industry standard. Plowing speeds greater than 50km/hr are generally not permitted due to the increased risk of accidents and damages to road side assets. Plow speeds less than 42 km/hr are required during extreme conditions and reduced visibility.
The plowing configurations designed for Route 1 incorporate both and plowing based on specific routes and cycle times as outlined in the . The preferred configuration is independent plowing which is intended to accommodate traffic flow more effectively than tandem plowing. However, independent plowing is generally restricted to day time hours and cannot be deployed in areas containing insufficient median space for snow storage capacity or where concrete median walls/barrier devices are present. In these cases, the tandem plowing configuration will be deployed. Regardless of the plowing configuration, each plow truck will work in unison of each other moving snow from the roadway in one pass.
Independent plowing is when two or more plow trucks, separated by a safe distance
to accommodate traffic flow (preferably at least 1-
Tandem plowing is when two or more plow trucks, working with little separation, are
moving snow across a multi-
It is safer to remain behind plow trucks during winter operations; however, motorists will have an opportunity to pass plow trucks during the following:
It is not advisable to pass plow trucks when they are working in a and/or during nighttime operations. During tandem plowing operations, snow windrows develop between the lead and rear plow trucks resulting in a hazard should motorists attempt to pass between the plows.
An will be adopted for all areas of the Route 1 highway with the exception of the following areas that contain median barrier walls and/or median continuous guiderails requiring a :
In general, plows will begin transitioning from independent plowing to tandem plowing in advance of median barrier walls and/or median continuous guiderail locations. Further, plows will begin transitioning from tandem plowing to independent plowing as soon as reasonably possible following the departure of median barrier walls and/or median continuous guiderail locations.
In the case of the Route 1 multi-
In the case of Route 1, all sections of highway receive the same with plow trucks continuously plowing their assigned routes throughout a winter storm. The condition of Route 1 extending from St. Stephen to River Glade will vary depending on:
As Route 1 incorporates 8 separate plow routes for multi-
To understand the designated plow route(s) in your area, visit:
To view the location of our plow trucks during a winter storm, in real-
Road conditions are illustrated on the . The information included on the NB511 site for Route 1 is as reported by the Highway Supervisors responsible for road patrolling. The schedule for Road Patrolling is as follows:
During the winter season, road conditions on Route 1 are reported a minimum of 3 times daily (generally at 6am, 10am and 2pm) and additionally when road conditions change. Descriptions of the terminology adopted for reporting road conditions are as defined in the provincial NB web site under ‘Definitions’ ().
Travel advisories and/or construction activities for Route 1 are also posted on NB 511, as warranted and reported by the Highway Supervisors during both summer and winter seasons. The descriptions of the terminology adopted for travel advisories are as defined in the provincial NB web site under ‘Frequently Asked Questions’ ().