PAVEMENT MANAGEMENT PRACTICES IN OUR CITY

PUBLIC WORKS COMMISSION PAVEMENT MANAGEMENT PRACTICES IN OUR CITY 'PAVEMENT MANAGEMENT PRACTICES IN OUR CITY' - SLIDE 1 The purpose of this presenta...
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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!