PUBLIC WORKS COMMISSION
PAVEMENT MANAGEMENT PRACTICES IN OUR CITY
'PAVEMENT MANAGEMENT PRACTICES IN OUR CITY' - SLIDE 1
The purpose of this presentation is to communicate to Council and the public in a more
transparent manner, what is being done about our pavement management practices; why it's
being done, and to show that we are working towards improving our decision making based
on our experiences. In the past few years more money is being put towards road projects,
and this greater work exposure throughout the City has opened us up to wider scrutiny and
created a need for greater accountability for our choices. Today's variety of social media
options provides greater convenience for public input and feedback, both positive and
negative. Viewing this as an opportunity for positive change will help improve our practices.
This presentation examines the methods by which we preserve our road infrastructure and
carry out due diligence in deciding how and where we spend the funds to ensure safety for
the driving public.
'OUR GOAL AND RIDEABILITY' – SLIDE 2
One of our primary goals is to manage the maintenance of City roads, balancing cost effective
solutions, with the public’s expectations about rideability.
You can expect, that the rideability of a road, defined as being the smoothness and quality of
the ride, will vary, depending on the method selected. In most cases, rideability is improved,
with the more costly options.
'GENERAL METHODS OF REHABILITATING ROADS' – SLIDE 3
Our general approach to pavement management is to use the funding available, to extend the
useful life of as many roads as possible, using a selection of rehabilitation methods. There are
three general methods of rehabilitating roads; Pavement Maintenance Activities, Road
Resurfacing and Complete Road Reconstruction. A wide range of treatments are available for
each method. The analysis in choosing the most appropriate method for upgrading a
particular road, includes consideration of the pavement condition, the type of road
classification, the structural condition of underground infrastructure, the areas where Utilities
have projects planned, traffic volumes, desired rideability, desired service life and related
costs.
'CENTRELINE KILOMETRE' – SLIDE 4
The terms centerline kilometer, and, lane kilometer, are both used to describe the length of
roads. A centerline kilometer is the length of one kilometer of road, regardless of the number
of traffic lanes. A lane kilometer is the number of lanes in one centreline kilometer of road.
For example, for a road four 4 lanes wide, there are 4 lane kilometers in one kilometer of
road. The City has approximately 460 centreline kilometers of roadway, of which there are
approximately 1,041 lane kilometers.
'ANNUAL FUNDING AND COST COMPARISONS' – SLIDE 5
Work activities are managed by personnel in the Engineering Services and Operational
Services Departments, and carried out, by either City crews or specialized contractors,
depending on the type of method used. As outlined in the pie chart, funding comes from
three primary sources which total $7.8 million annually: The Operating Budget, the Capital
Budget, and Federal Gas Tax Funding. The $3 million allocated from Federal Gas Tax for
resurfacing projects started in 2010. Prior to that, only $500,000 was budgeted annually for
road resurfacing.
It is important that we maintain our roads at optimal time. If we let them deteriorate, we are
faced with total reconstruction, the cost of which could be up to 3.4 times more than
resurfacing a road. A balanced management plan that recognizes the cost effectiveness of the
resurfacing option, allows for a larger number of roads to be upgraded, by up to 3.6 times
more than reconstruction. Drivers will then notice that more of our roads are smoother to
ride on. Road condition surveys are performed annually to evaluate the existing pavement
conditions and to help allocate the maintenance and construction funds. This pavement
survey is one aspect of a larger asset management program not only for pavements but for all
infrastructures in the City. Only 2.2% of our road network is being rehabilitated annually by
resurfacing or reconstruction.
'ANNUAL RESURFACING BUDGET BEFORE AND AFTER FEDERAL GAS TAX FUNDING' – SLIDE 6
Since 2010, the impact of gas tax funding on our annual resurfacing program has been
significant in the amount of roads that we are now able to rehabilitate.
Spending 6 times more money per year over the last 2 years has translated into a total of 32
more lane kilometers of roadway being upgraded. Each year when selecting specific projects
consideration must be given to coordinate the timing and locations of the streets to minimize
disruptions and maintain mobility within the neighbourhoods and business areas.
'LIFE CURVE OF A ROAD' – SLIDE 7
This is the life path of a road. When left alone with no maintenance, a road will deteriorate
over time and fall into the orange area of the curve where it will need to be replaced, likely
within 25 years. However, if we introduce maintenance activities early on in the life curve,
such as in the green area, we can restore the condition of a road and extend its useful life. As
we neglect to carry out ongoing maintenance activities on a road, the condition will
deteriorate and require more extensive rehabilitation treatments such as those in the blue
areas of the curve.
It is also important to note that a road may need to undergo several cycles of rehabilitation
over the lifespan of the infrastructure beneath it such as sewers and water mains.
'PAVEMENT MAINTENANCE ACTIVITIES' – SLIDE 8
1. Pavement Maintenance Activities
Maintenance activities are the least costly methods, and are intended, to preserve or extend
the service life of a road, until an asphalt surface replacement or a complete reconstruction is
required. A typical maintenance activity will extend the service life of a road from 1 to 5 years
and costs can range from $0.50 per m2 to $90 per m2 to complete the repairs, depending on
the type of treatment used. A pothole is like a tooth cavity. Left untreated it decays and costs
us more time and money to care for.
Refer to the following slides for the types of pavement maintenance treatments:
'CRACK SEALING' – SLIDE 9
'POTHOLE REPAIRS' – SLIDE 10
'SLURRY SEAL' – SLIDE 11
'PATCHING LOCALIZED AREAS' – SLIDE 12
'ROAD RESURFACING' – SLIDE 13
2. Road Resurfacing
Roads in fair condition can still be upgraded to good condition with cost-effective resurfacing
treatments. As a road condition deteriorates, and maintenance activities are no longer cost
effective, replacement of the road surface can extend the useful life of a road for 5 to 15
years. The goal is to keep good roads in good condition. An analogy would be that of a
wooden window frame that needs to be scraped down and repainted, to prevent it from
having to be replaced before its time. The costs for resurfacing a road range from $87,500 to
$500,000 per lane-km depending on the treatment used. Resurfacing is also the most cost
effective rehabilitation method to select when the condition of the underground
infrastructure such as sewers and water mains, do not warrant full replacement. It is possible
that road cuts into the new asphalt may be required over its service life in order to carry out
unforeseen repairs or upgrades to underground infrastructure or if new servicing is required
to adjacent properties.
Refer to the slides for the following types of road resurfacing treatments:
‘ASPHALT OVERLAY’ – SLIDE 14
‘PARTIAL DEPTH RESURFACING (SHAVE & PAVE)’ – SLIDE 15
‘FULL DEPTH RESURFACING’ – SLIDE 16
'ROAD RECONSTRUCTION' – SLIDE 17
3.
Road Reconstruction
Reconstruction is the most extreme type of treatment required when road maintenance or a
surface replacement has not been undertaken, or is no longer effective. A new road has the
expected service life of up to 25 years. Reconstruction is the most costly to complete and
includes new base and surface asphalt layers, granular base materials, new concrete curb and
sidewalk. Typically, reconstruction is coordinated with underground infrastructure needing
replacement or upgrading such as sewers and water main.
'COMPLETE ROAD RECONSTRUCTION' – SLIDE 18
'LESSONS LEARNED' – SLIDE 19
Lessons Learned
Since 2010, an extra 3 million dollars annually has been available to go towards road
resurfacing funded by Federal Gas Tax. With more construction projects on the go, inherently
comes more disruption city-wide and the potential for more complaints, but it also presents
opportunities to investigate alternative solutions on future projects. There have been lessons
learned that will help us improve our ways of designing and managing projects moving
forward. Here are some of the ways we will be improving our practices:
In some cases, public complaints outweighed the benefits of the rehabilitation method
chosen such as the extensive crack sealing completed on Wayne Gretzky Parkway.
Alternative options some of which may be at a higher cost such as resurfacing will be
considered more closely to better satisfy public expectations or perceptions and
provide a better finished surface.
Streets with multiple problem areas will be reviewed first against the priority
schedules for resurfacing before any costly maintenance repairs are carried out. An
example is the extensive road patching completed on North Park Street.
Ongoing communication between the Utility companies and the City will help schedule
planned utility cuts before road work is completed. As well, better communication
between the two will help expedite repairs of private service disruptions during
construction and improve customer service to the affected residents and businesses.
Manhole and water valve adjustment units and installation methods will be improved
to minimize the settlements of manhole and water covers after paving. Staffs from
Engineering Services and Water Operations have collaborated on improving the
existing design of water valve adjustment units by retrofitting hard plastic or steel rings
to raise elevations to final grades and prevent major settlements of these after paving.
More costly resurfacing options will be considered to improve rideability where
warranted such as the complete replacement of curbs on Brantwood Park Road
scheduled for this year.
We are now doing more intensive analysis of underground infrastructure before
undertaking a resurfacing project. In addition to sewer video inspections, the water
department is now doing condition assessments on existing water mains using acoustic
sensor techniques to test for leaks and wall thicknesses.
When planning future projects we will need to better coordinate and stage
construction to minimize disruption and maintain mobility within the community.
'NOTIFICATION PROCESS' – SLIDE 20
A more detailed notification process is being instituted to improve customer service
with the affected residents and businesses and Ward Councilors before and during the
construction.
Meetings with Ward Councillors: staff is now meeting with Ward Councillors before
tendering to review upcoming projects in detail.
Survey Field Work Notice to Residents and Businesses: Pre-engineering surveys for projects
are sometimes carried out up to a year in advance of construction. This notice will provide
residents and businesses with information about why surveyors are on their street,
measuring on or near their properties. Staff contact names will also be provided for any
general questions about the project.
Pre-Construction Notice to Residents and Businesses: We are now in the process of
delivering preliminary construction notices to affected residents and businesses for upcoming
work in 2012. This provides advance notice of the work and will give residents an opportunity
to call us with any questions, or alternatively, it may help a resident or business better
schedule any private work such as driveway paving or sodding.
Detailed Construction Notice to Residents and Businesses: This notice will be delivered
approx. 1 to 2 weeks before the start of construction and will provide more specific details
relating to the scope of work, schedules and contact information.
Door Tag: At the start of construction our inspectors will place a door tag with their business
card attached to it at each of the abutting properties. This will provide more convenient
access for residents and businesses to contact on-site inspectors to resolve any issues they
may have during the construction activities.
'SUMMARY' - SLIDE 21
Summary
We need to continue to manage our money by keeping good roads in good condition. It is
more cost effective to maintain a resurfacing program to avoid the high costs and disruptions
associated with total reconstruction.
REFER TO 'TABLE OF DISRUPTION PERIODS, SERVICE LIFE AND COSTS' ON THIS SLIDE
A typical road reconstruction project can last all summer.
Service life and cost are related to the type of rehabilitation that is carried.
Regular maintenance when applied can extend the service life of a road treatment,
i.e. 15 years for a reconstructed road.
Maintaining a balance of spending on pavement maintenance, resurfacing and reconstruction
requires that we also evaluate public expectations in our decision making to arrive at the
most optimal solution in each case.
'2012 ROAD CONSTRUCTION PROGRAM' – SLIDES 22, 23 AND 24
'END CONSTRUCTION' – SLIDE 25
- END OF PRESENTATION -
PREPARED BY:
VIC BOHDANOW, P. ENG., DESIGN ENGINEER, ENGINEERING SERVICES
(WITH ASSISTANCE FOR SLIDE PRESENTATION BY RACHEL CAVIN, COMMISSION MARKETING CO-ORDINATOR)
(APRIL 2012)
PAVEMENT
MANAGEMENT
PRACTICES
in our City
Slide 1
Ride.abil.i.ty of a road:
Defined as being
the smoothness
and quality of the ride
Slide 2
PAVEMENT MANAGEMENT PRACTICES IN THE CITY OF BRANTFORD
One of the primary roles of the Public Works Commission is to
manage the maintenance of City roads balancing cost-effective solutions
with the public’s expectations for rideability.
General Methods of Rehabilitating Roads:
$
Resurfacing
$$
Reconstruction
Criteria for choosing a method:
•pavement condition
•type of road classification
•condition of underground infrastructure
•areas where Utilities have projects planned
•traffic volumes
•desired rideability of the road
•desired service life and related costs
Slide 3
$$$
PAVEMENT MANAGEMENT PRACTICES IN THE CITY OF BRANTFORD
Maintenance
1
2
One Centreline Kilometre
3
4
Example,
For a road 4 lanes wide, one centreline kilometre = 4 lane kilometres
Brantford has 460 centreline kilometres of road
or 1041 lane kilometres
Slide 4
Annual Funding and Cost Comparisons:
Resurfacing
$3.7M From Capital
$3M From Federal Gas Tax
47.5%
38.5%
14%
Maintenance
$1.1M From Operating
Reconstruction
Resurfacing
Δ
Average Cost
$750,000 per
one lane▪km
$220,000 per
one lane▪km
3.4 Times
Length per year
5 lane▪kms
18 lane▪kms
3.6 Times
Only 2.2% of our road network is being rehabilitated annually
by resurfacing or reconstruction.
Slide 5
PAVEMENT MANAGEMENT PRACTICES IN THE CITY OF BRANTFORD
Reconstruction
Funding per Year
$3,000,000
Average 18 lane kms
per year
$500,000
Average 2.2 lane kms
per year
Before Gas Tax
2010
With Gas Tax
*The impact of Gas Tax Funding (2010-2011) has resulted in the resurfacing of
32 more lane kilometres of our roadways during this period.
Slide 6
PAVEMENT MANAGEMENT PRACTICES IN THE CITY OF BRANTFORD
Annual Resurfacing Budget Before and After Federal Gas Tax Funding
Pothole/Road Patching
Partial Depth
Resurfacing/Overlay
Full Depth
Resurfacing
Road, Curb,
Sidewalk and
Storm Drainage
0
LIFE
Slide 7
MAINTENANCE
Slurry Seal
REHAB
Crack Sealing
RECONSTRUCTION
CONDITION
Life Curve of a Road
PAVEMENT
MAINTENANCE
ACTIVITIES
Treatments can preserve the
service life for up to 5 years.
Slide 8
CRACK SEALING:
Asphalt sealer is applied to
roadway cracks to prevent water
penetration.
Cost:
•
$0.50 per m2 of road or
$1.50 per lineal metre
What to expect during construction:
•
•
•
WAYNE GRETZKY PARKWAY
2010
Moving lane closures
Cleaning cracks causes blowing dust
Typically carried out on arterial & collector
roads
What have we learned?
•
•
•
Slide 9
Less complaints when using method
of filling cracks level with asphalt
versus method of overfilling cracks
Areas with several cracks should be
repaired by patching or resurfacing
Increased traffic control is required in
high pedestrian areas
PAVEMENT MANAGEMENT PRACTICES IN THE CITY OF BRANTFORD
Pavement Maintenance Activities:
A routine road surface maintenance activity
required to preserve road base and rideability.
Cost:
•
$20 EACH
What to expect with finished product:
•
•
Repairs may settle
Typically appear during freeze/thaw cycles
TWELFTH AVENUE
2011
What have we learned?
•
•
Wayne Gretzky Parkway
2010
Slide 10
Repairs decreasing with
more resurfacing being done
Better grade cold patch results in
longer lasting repair
PAVEMENT MANAGEMENT PRACTICES IN THE CITY OF BRANTFORD
POTHOLE REPAIRS:
A single thin layer of liquid asphalt
that seals the road from water
penetration. Typically applied on
streets with tar and chip surface
and without curb and gutter.
Cost:
•
$3.50 per m2
COLLINGDON DRIVE
2007
What to expect with finished product:
•
•
•
Only slightly improves smoothness of ride
Most cracks likely to reappear within a year
New surface can be marked by stationary tires
turning
What have we learned?
•
•
Slide 11
Some residents perceive the finished
surface as a cheap fix that resembles
driveway sealer. Need to re-evaluate
the effectiveness on residential
streets.
Consider resurfacing options which
will provide longer service life and
fewer complaints
PAVEMENT MANAGEMENT PRACTICES IN THE CITY OF BRANTFORD
SLURRY SEAL:
Repairs are done in localized areas
with major cracks, potholes or at
utility cuts.
Cost:
•
$90 per m2
NORTH PARK STREET 2011
What to expect with finished product:
•
Does not always improve ride quality
Patching extends the life of a road and removes
road hazards.
What have we learned?
•
•
Wayne Gretzky Parkway
2010
Slide 12
Public reaction is negative where
extensive repairs are done
Consider resurfacing where streets
have multiple problem areas
PAVEMENT MANAGEMENT PRACTICES IN THE CITY OF BRANTFORD
PATCHING LOCALIZED AREAS:
ROAD
RESURFACING
Extends the useful life
for 5 to 15 years
Slide 13
Cost:
•
•
A new asphalt layer is placed
on top of the existing road surface.
Typically applied on streets without
curb and gutter. Average service
life of 5 years.
$87,500 per one lane-km
Overlays represent an average of 10% of the annual
resurfacing budget.
ELM STREET 2011
What to expect with finished product:
Fills in cracks and potholes
Cracks typically reappear within one year
Driveway approaches may need to be repaved.
What have we learned?
•
•
Wayne Gretzky Parkway
2010
Slide 14
Used on streets with watermain
types sensitive to vibration and
loading
Provides a suitable roadway until
the underground utilities warrant
replacement
PAVEMENT MANAGEMENT PRACTICES IN THE CITY OF BRANTFORD
ASPHALT OVERLAY:
Cost:
•
•
The existing surface asphalt layer is
removed by milling and replaced with
new hot mix asphalt. Average service
life of 10 years.
$125,000 per one lane-km
Shave and Paves represent an average of 20% of the
annual resurfacing budget.
What to expect with finished product:
ERIE AVENUE 2011
Only limited curb repairs are completed
Paving machines follow existing curb grades which may contribute
to an uneven ride
Underlying cracks can appear within
one year and may need to be crack sealed
Some minor ponding will remain at curbs
What have we learned?
•
•
•
Wayne Gretzky Parkway
2010
Slide 15
Manhole tops need to be replaced to
ensure smoother transitions
Repairing major cracks on existing base
asphalt layer extends life of new surface
Water valve adjustment method needs
to improve to avoid settlements
PAVEMENT MANAGEMENT PRACTICES IN THE CITY OF BRANTFORD
PARTIAL DEPTH RESURFACING (SHAVE & PAVE):
All existing asphalt layers are
removed and replaced with new
base and surface layers. Average service
life of 15 years.
Cost:
•
•
$200,000 per one lane-km with existing curbs
$500,000 per one lane-km with new curb construction including removals,
BALMORAL DRIVE 2011
excavation, restorations, catchbasin work and engineering survey and design
What to expect during construction:
•
•
•
Gravel ramping is installed during construction to access adjacent properties
Dust
Many trades to complete various stages of construction including milling, curb repairs or a new curb,
grading of granular material, manhole adjustments, asphalt placement, line painting, sod repairs and
driveway restorations as required
What to expect with finished product:
•
•
•
•
Only limited curb repairs are done
Paving machines follow existing curb grades which may contribute to an uneven ride
Clay based sub soils under roadway may contribute to settlements over time resulting in an uneven ride
Some utility covers may not be adjustable to meet new road surface
What have we learned?
Wayne Gretzky Parkway
2010
•
•
All manhole and water valve covers need to be replaced
More full depth asphalt removal projects are required because roads
have deteriorated too far down the curve to use other method
Slide 16
PAVEMENT MANAGEMENT PRACTICES IN THE CITY OF BRANTFORD
FULL DEPTH RESURFACING:
ROAD
RECONSTRUCTION
A new road has the expected service
life of up to 25 years. Reconstruction
is typically coordinated with
underground infrastructure that
needs replacement.
Slide 17
The existing roadway, curb and sidewalks
are completely removed and reconstructed.
This process requires engineering survey and
design work and addresses underlying
sub grade and drainage issues.
Cost:
•
$750,000 per one lane-km
What to expect during construction:
LINCOLN AVENUE 2003
Longest disruption period
Private driveways are not accessible during some stages of construction
Private utility services (bell or cable) cannot always be located and service repairs can take days
What to expect with finished product:
•
Improved road drainage
Manhole and water valve covers can be set level with new road surface
Surface asphalt typically deferred for one year when underground utilities replaced
What have we learned?
•
•
•
City and Utility companies will work to improve response time for
repairs
Residents will be advised of possible service interruptions in pre construction notices
Feedback provided on post construction surveys reveals that
residents are generally satisfied with the reconstruction process
Slide 18
PAVEMENT MANAGEMENT PRACTICES IN THE CITY OF BRANTFORD
COMPLETE ROAD RECONSTRUCTION:
• In some cases, public complaints outweighed the benefits of the rehabilitation method chosen
such as the extensive crack sealing completed on Wayne Gretzky Parkway. Alternative options
some of which may be at a higher cost such as resurfacing will be considered more closely to
better satisfy public expectations or perceptions and provide a better finished surface.
• Streets with multiple problem areas will be reviewed first against the priority schedules for
resurfacing before any costly maintenance repairs are carried out. An example is the extensive
road patching completed on North Park Street.
• Ongoing communication between the Utility companies and the City will help schedule planned
utility cuts before road work is completed. As well, better communication between the two will
help expedite repairs of service disruptions during construction and improve customer service to
the affected residents and businesses.
• Manhole and water valve adjustment units and installation methods will be improved to
minimize the settlements of manhole and water covers after paving.
• More costly resurfacing options will be considered to improve rideability where warranted such
as the complete replacement of curbs on Brantwood Park Road scheduled for this year.
• More intensive analysis of underground infrastructure will be carried out before undertaking
a resurfacing project.
• Coordinate and stage construction projects to minimize disruption and maintain mobility
within the community.
Slide 19
PAVEMENT MANAGEMENT PRACTICES IN THE CITY OF BRANTFORD
Lessons Learned
PAVEMENT MANAGEMENT PRACTICES IN THE CITY OF BRANTFORD
Lessons Learned
A more detailed notification process is being instituted to
improve customer service with the affected residents,
businesses and Ward Councillors before and during the
construction.
Slide 20
We need to continue to manage our program by keeping good roads in good condition. It is more
cost-effective to maintain a resurfacing program and minimize disruptions associated with total
road reconstruction.
Typical Disruption Period
IN WORKING DAYS
(2-Lane Roadway 0.5 Km Long)
Types of Construction
Service Life
(Pavement Life Can Be Extended
With Regular Maintenance)
Typical Cost
(Per Lane Km)
Asphalt Overlay
10
5 years
$87,500
Partial Depth Resurfacing
15
10 years
$125,000
15 years
$200,000 to $500,000
25 years
$750,000
Full Depth Resurfacing
25
Reconstruction
60
Road programming requires a balance of:
• investment
• public expectation
• best solution (asset management)
Slide 21
PAVEMENT MANAGEMENT PRACTICES IN THE CITY OF BRANTFORD
Summary
Pavement Maintenance Activities
Type of Work
Crack Sealing
Pothole Repairs
Slurry Sealing
Patching Localized Areas
Streets
St. Paul Avenue, Colborne Street,
King George Road (N of Hwy 403),
West Street, James Avenue and others
TBD
As Required
None (under review for 2013)
As Required
Slide 22
PAVEMENT MANAGEMENT PRACTICES IN THE CITY OF BRANTFORD
2012
Road
Construction
ProgramProgram:
2012
Road
Construction
2012 Road Construction Program:
Road Resurfacing
Type of Work
Asphalt Overlay
Partial Depth Resurfacing
Streets (Limits)
The Strand Avenue (St. George/Queensway)
Forest Road (Colborne/Glenwood) – Including Water Main
Coachwood Road (Dunsdon/Brier Park)
Sprucehill Drive (Coachwood/Winding Way)
Clarence Street (Colborne/Nelson)
Brisbane Boulevard (Linden/Grey)
Townsville Court (Complete)
Mitchell Court (Complete)
Melbourne Crescent (Complete)
Adelaide Avenue (Brisbane/40m E Townsville)
With Existing Curbs
Canberra Court (Complete)
Hillcrest Avenue (Shellard/Bell)
Full Depth Resurfacing
King's Hill Lane (N End/Hillcrest)
Sandy Row (Strawberry/Hillcrest)
Strawberry Lane (King's Hill/Hillcrest)
Clench Avenue (Mt. Pleasant/Gilkison)
Dundas Street (West/Clarence)
Oakhill Drive (Elderwood/East of Madison)
Henry Street (160m west of Stanley to Earl)
Garden Avenue (Elgin to #180 Garden)
Slide 23
Includes New Curb
Forest Road (Glenwood/Hickory) - Including Water Main
Brantwood Park Road (Powerline/Dunsdon) - Including Water Main
PAVEMENT MANAGEMENT PRACTICES IN THE CITY OF BRANTFORD
2012 Road Construction Program
Complete Reconstruction
Type of Work
Streets (Limits)
Leonard Street (Wilkes/Burwell)
Murray Street (Alice/Grey)
Grey Street (Clarence/CN Tracks)
William Street (Waterloo/West)
Road, Curb, Sidewalk, Sewers
and Water Main
Dorothy Street (Erie/Lida)
Arthur Street (Murray/Rawdon)
Lansdowne Avenue (Devonshire/Morrell)
Devonshire Avenue (Burwell/Lincoln)
Main Street (Buffalo/Terrace Hill)
Slide 24
PAVEMENT MANAGEMENT PRACTICES IN THE CITY OF BRANTFORD
2012
Road
Construction
ProgramProgram:
2012
Road
Construction
FINALLY!
Slide 25
PAVEMENT MANAGEMENT PRACTICES IN THE CITY OF BRANTFORD
Thank You!