Road Kill Are liquid de-icers killing our cars? By Michael Fern edge staff writer mfern@themaineedge.com When Bion Sanborn took his 2002 Dodge Ram truck to a local auto body mechanic, he was looking to simply shore up a few pinhole-sized rust spots that were appearing at various locations. When the mechanic began working on it, however, the corrosion problems were more extensive than he originally thought. "The truck is only eight years old, seven when I had it fixed, and when he dug in there, he found it had been repaired before," the 40-year-old Brewer resident said. Rust was not only affecting the bottom side of the door panels, but also the rear quarter panels, the area around the wheel wells and the entire bottom portion of the tailgate area. Estimated cost to fix: $1,800. "It was one of those things that if I didn't do it now, I'd be paying twice as much down the road," Sanborn said, noting that possibly cheaper metal, the truck's proximity to the coastline and the state's use of road salt were all contributing factors. "All the rust locations were up and under things," he added. Cold weather states have traditionally used a mixture of rock salt and sand to keep roadways clear. However, as more vehicles are traveling the roads than ever before, even in the worst of weather conditions, many states in New England and across the nation have ditched sand use and moved to a combination of salt and chemicals to aid snow removal efforts. These combinations, sometimes called supermixes, keep precipitation from sticking to road surfaces through "pre-wetting," and allow road crews to clear snow and ice much faster. But for many area auto mechanics and dealers, such chemicals are also having a faster effect on something more ominous – vehicle corrosion. Like a cancer For years now, Maine's state and municipal governments have been using traditional rock salt, or sodium chloride, pretreated with water to make the salt "stickier." This reduces salt consumption, as the pellets aren't easily pushed to the shoulders by traffic, especially when snow has yet to fall. In recent years, the state and some municipalities took the concept further by introducing brine, a liquid form of rock salt dissolved in water that is sprayed directly on the roads to prevent snow from accumulating during the initial stages of snowstorms. In addition, chemicals including calcium chloride and magnesium chloride – the latter of which is often called "mag" – are used in conjunction with traditional salt in creating anti-icing supermixes that work at lower temperatures, with usage depending on the timing of storms, temperature and traffic conditions. And it is cost-effective, as many roadways stay clear even in the midst of a heavy snowfall and trucks outfitted with liquid sprayers can travel longer routes than traditional salt trucks. But area mechanics say the savings enjoyed by state and municipal governments through using such chemicals are costing consumers by corroding parts like brake lines, backing plates, gas tanks, spare tire carriers, strut towers and even the frames themselves, leading to increased auto repairs and shorter vehicle lives. Liquid de-icers aren't new, as they have been used in the aviation industry for years. However, such de-icers are glycol-based – think of the fluid in your vehicle's radiator – as chloride-based solvents are prohibited from use on aircraft due to the very same problem afflicting vehicles – its corrosiveness. Such glycol-based de-icers, including propylene and ethylene glycol, are also used on airport runways to minimize the risk of damage to aircraft equipment and landing gear. Such is not the case for roadways, as environmental concerns – glycols are highly toxic – prevent its use whereas chlorides break down much easier. But it's the corrosive nature of these supermix chloride solutions that has area auto dealers and mechanics concerned, as many report seeing an increase in vehicles that are, to put it plainly, falling apart. "It's definitely made a difference," said Bob Filanowski, manager of Downeast Auto Body. "Standard salt rusts over a longer period of time, but I see [vehicles] rusting out twice as fast, and it's happening on a lot of newer cars." From minor fender benders to major collisions, Filanowski has seen his share of vehicles over the years, but the Brewer-based auto body shop, which handles over 2,000 repairs a year, has noticed an increase in corrosion with both body and mechanical parts in newer models since municipalities began using brine and magnesium/calcium chloride mixes to treat the roads. "The bottom lips of the doors are rusting more, and anywhere there's a seal," he said, referring to the crevices where such chemicals tend to build up over the winter. "It never seems to dry out – it's always wet under there." Filanowski added that the increased use of plastic and rubber molding on vehicles, including decorative paneling and running boards on minivans and SUVs, has led to more spots under the body where corrosive agents can collect. While typical salt dries out, often leading to the familiar white coating seen on vehicles during the winter, the brine and chloride mixes present a different challenge as it stays wet, gets into more places, sticks there and continues to eat away at the base metal. Citing not only body concerns but also underlying mechanical parts, including brake and gas lines that "look terrible," Filanowski said this has led to an increase in overall repair prices, as vehicles coming in for collision work often need additional repairs to pass essential safety standards. For him, leaving rusted-through panels or doors on the vehicle is not an option. "It's like finding cancer in somebody and operating and leaving it there," he said. It's not just the salt Contributing to the problem may be the age of the vehicles traveling Maine's roads and changes in the way vehicle parts are made. As the economy has slid downward the past few years, the average age of vehicles has moved in the opposite direction – many consumers unable to buy a new vehicle are keeping older cars on the road. According to Sgt. Brian Scott, a supervisor with the Maine State Police's Motor Vehicle Inspection Unit, the department has seen an increase in feedback concerning corrosion issues the past four or five years, but he attributes it to a combination of factors that don't necessarily point to the use of brine or supermixes. "We are hearing a lot of comments from garage owners and technicians out on the road that they're seeing more rust and brake lines that are failing after two years," he said, adding that the department has fielded similar concerns about copper-based brake lines on commercial vehicles showing earlier than normal corrosion. "I also think we're seeing a lot of older vehicles on the road." Scott said a hearing last year in front of the state legislature's Transportation Committee about moving to two-year vehicle inspections vetted similar concerns regarding the use of such roadway chemicals – citing Maine's harsh weather, lawmakers voted down the bill last March. But details that emerged during the hearing focused on the way vehicle parts are made rather than the chemicals themselves. "They found that car makers were using an inferior quality metal at the manufacturer level," he said, adding that a ban on the rust inhibitor hexavalent chromium has also led to increased corrosion problems. Its use was discontinued by automakers amid new Occupational Safety Hazard Administration guidelines in 2006. In addition, recent crackdowns in vehicle inspection standards have also brought the issue of rust to the forefront. Gary Chapman, an inspector in Scott's unit, said that while the Inspection Unit has fielded more complaints about rust, it's a combination of factors that has led to the overall perception that the chemicals are the culprit. "Everybody in our unit has been seeing this sort of thing. There's a lot more rust than there used to be," he said. "But the biggest thing is our department has been more vigilant with vehicle inspections the last few years. If somebody gets hurt on a vehicle you've inspected, you're liable for it." In addition to tighter standards and more oversight, Chapman says the aging cars traveling the state's roadways are a contributing factor. "There's a lot more older cars on the road now than there used to be," he said. "It's unfortunately due to the state of the economy." This has led to motorists taking "alternative" measures to keep their cars on the road, such as using false inspection stickers and even stealing real ones, which Chapman said is a continuing concern. "That's been happening a lot more the last four or five years, and when they get caught, it ends up costing them a lot more money than if they fixed their vehicle to begin with," he said. You live in a northern climate Seawater has a salinity rate of about 3.5 percent. The brine used on the state's roadways measure much more than that, with solutions often reaching a salinity of 23 to 26 percent. While ocean-bordering areas like Florida often top the list as the most corrosive in the country, the fact that such concentrated solutions may be detrimental to vehicles is not lost on some municipal personnel who try to reduce the amount of salt they use. While not having any experience with the use of brine, Rob Yerxa, Orono's director of public works, has heard about some of the issues. "We don't have the equipment for the mixing of the brine, but just from what I've seen out there with other municipalities and the state using it, I can see it not drying out," he said. "There's a definite correlation that can't be denied that the use of salt mixtures with other chemicals is corroding the cars." While it's not used on the roadways, Yerxa said Orono does purchase about 3,000 gallons of mag chloride a year to help the town's salt spreaders stay free of ice during snowstorms – the town uses straight rock salt for roads and sidewalks. However, keeping salt to a minimum helps reduce the reaction with metals, which not only includes cars but also bridges, sewer systems and the concrete roads themselves. "When sodium or any of the chlorides break down in water, it reacts really well with metals and reacts really well with concrete," he said. "Whether you're using straight salt, a salt/sand mixture or the chemicals, it all tends to wear on the storm drain systems." Yet the anecdotal corrosion complaints surrounding mag chloride hasn't deterred state or local officials, as these alternatives do help reduce sediment reaching the state's lakes, streams and storm systems, and also keep airborne particulates caused by sand and dry salt to EPA minimums. For Brian Burne, the highway maintenance engineer for the Maine Department of Transportation, the complaints he's heard about corrosion haven't borne out in observations he's made while traveling around the state. "Personally, I haven't seen it, but I've had a lot of mechanics telling me they're replacing more brake lines, and I do get calls that a car that is only three or four years old needs to have them replaced," he said. "There is something different going on." Instead, he also attributes the change made by automakers in eliminating the use of hexavalent chromium, as newer models may not be as resistant to corrosion as before. But even then, it depends on the make and model and, in the case of auto parts, the quality of the manufacturer. "Anything that can be reached by a liquid and is not treated is going to have issues. When you put down more materials, you're going to have more corrosive agents on the roadway," he said. "You have corrosive conditions in a northern climate." However, he agrees that the rock salt alternatives have different chemical properties that make them last longer in a wet state than traditional sodium chloride, and vehicle exposure to it is all a matter of timing depending on where you are during the application cycle. "Both your calcium chloride and magnesium chloride will draw moisture from the air, which is why they use it as a dust suppressant," he said, referring to both chemicals' longtime, traditional use in keeping dust down on dirt roads. "I'm not denying the science of the whole thing, but it's used in quantities that can't be responsible enough to cause the major change we're seeing. We have our budget issues, we have our materials cost and we have environmental issues, and we have to find the best mix between all of them." Last year, the state used 300,000 gallons of mag chloride, sold under the brand name Ice-B-Gone. While this winter is on par with the average Maine winter, Burne said the DOT used heavier amounts in 2008, which was one of the worst winters ever recorded in the state. Plus, the use of such alternatives has led to a dramatic decrease in sand – the half million yards used previously by DOT is now reduced to only thousands – and has improved traffic safety, as preliminary research that will soon be released by the University of Maine's Margaret Chase Center has shown a reduction in winter weather-based fatalities. "We are returning to bare pavement faster, and by the next morning roads are clear," he said. "I certainly believe our roads are much better, much quicker, and that has improved the safety of our roadways." Scott agrees, as saving lives is an incalculable tradeoff. "We cover dozens and dozens of accidents when it snows, and it's not uncommon to have five or six troopers working and have them all tied up with accidents, but sometimes the roads are clear so quick that by the time we get there, [the accident's] already cleared up," he said. A looming problem Still, auto dealers and mechanics insist the chemicals are damaging vehicles at a faster pace. Timothy Oversmith, general manager for Rawcliffe's Auto in Hampden, sees it as a three-part problem that is only getting worse. "The first is the brine, which is attacking the metal from the underside and accelerating the rust more than we've ever seen before," he said, adding the second element affecting corrosion is how often such chemicals are washed from underneath the chassis in the spring as warmer weather breaks. The third issue has to do with the metals involved, and he notes that many co-joining parts are often aluminum and steel, elements that are naturally conductive to each other when chlorides are introduced. "It's like [the part] is its own little battery that creates a charge, and it's going to corrode between the metals," he said. In response, Oversmith said the repair center has switched to a copper-nickel hybrid when replacing brake lines, but it doesn't solve the issue of what he sees as a decrease in the average lives of vehicles, even with good maintenance. "It almost makes vehicles disposable," he said. "Not to pick on a particular model, but how many 20-year-old Tauruses are still on the road?" And when it comes to trading your vehicle in for a new one, where you live can make all the difference in determining its value. If you live in cold weather states like Maine, Vermont, Minnesota or even Montana, you might be surprised to learn there's an unwritten rule in the valuation process – where the vehicle is from. As the largest used vehicle dealer in the state, Bangor Car Care sells about 2,500 vehicles per year. With so many cars, trucks and minivans passing through its lots, owner Glen Geiser used to see vehicles that were 10 to 20 years old in good condition. Now, vehicles half those ages are showing up with signs of corrosion that, in some cases, renders the vehicle worthless. "When the state began using [the mixes] about five years ago, they said it was no worse than using traditional salt," Geiser said of the switch to liquid de-icers. "The problem with this material is it sticks to the cars." Most cars, minivans and SUVs outfitted with decorative molding are the worst culprits, and Geiser said corrosive agents get into these areas and just sit, eating away at the metal over longer periods. "This stuff sticks to the underside year round, and the normal cycle of a vehicle showing rust in 10 years is down to four to six years," he said. "Once it gets into these areas, it literally devours the vehicle – it cuts the metal life in half." Citing instances where the removal of plastic molding led to the discovery of entire panels and seams that were completely gone, Geiser said his dealership won't even touch models older than 2001, and even then vehicles often need repair to ready them for sale. What this means is an overall increase in vehicle prices, as some require $1,500 to $2,000 in remedial repairs simply to pass inspection. And some vehicles just can't be saved. "Some of these are second generation owners, and you'd have to spend thousands to rebuild it, even if you can find the parts for it," he said. In some cases, he's seen engine cradles – the brace that holds the heaviest of all parts – completely rusted to the point that it could no longer hold the engine in place. "We even had an engine and tranny fall out of one when we put it on the lift," he added. Due to the heavier corrosion, many auto dealers outside the state won't buy Maine-originated vehicles at the wholesale auctions, an issue Geiser said was already cropping up with Vermont-based trade-ins after that state began using similar liquid de-icers. "People in their own state wouldn't even buy them after five years," he said. Oversmith agrees, saying vehicles originating from the Mid-Atlantic region and southward often lack advanced corrosion. "We call them 'Pennsylvania-fresh," he added.