SANRAL ASSET MANAGEMENT OVERVIEW - AAPA Q · SANRAL Routine Maintenance Cost -Crack Sealing,...
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SANRAL ASSET MANAGEMENT OVERVIEW Louw Kannemeyer
Transcript of SANRAL ASSET MANAGEMENT OVERVIEW - AAPA Q · SANRAL Routine Maintenance Cost -Crack Sealing,...
SANRAL ASSET MANAGEMENT OVERVIEW
Louw Kannemeyer
South African Road Network
Un-Proclaimed Roads = Public roads not formally maintained by any Authority
Authority Paved Gravel Total
SANRAL 16,170 0 16,170
Provinces - 9 48,176 136,640 184,816
Metros - 9 51,682 14,461 66,143
Municipalities 37,691 302,158 339,849
Total 153,719 453,259 606,978
Un-Proclaimed (Estimate) 140,000 140,000
Estimated Total 153,719 593,259 746,978
Major culverts and bridges = 8 000
Description Non Toll Agency Toll
BOT Total
Dual Carriageway
610
520 443 1 573
4-Lane Undivided
11 299 240 550
2-Lane Single
12 429 1013
605 14 047
Total 13 050 1 832 1 288 16 170 % of SANRAL Network 81% 11% 8%
NATIONAL ROAD NETWORK (km)
Total RSA Road Network Estimated to be 750,000 km
Sunninghill
Houghton
Eish !!! How Did This Happen ?
Available Condition Data
Authority Paved Gravel Total
Length Data Length Data Length Data % Data
SANRAL 16,170 16,170 0 0 16,170 16,170 100
Provinces - 9 48,176 47,088 136,640 103,733 184,816 150,820 82
Metros - 9 51,682 40,737 14,461 1,789 66,143 42,527 64
Municipalities 37,691 10,866 302,158 2,124 339,849 12,990 4
Total 153,719 114,861 453,259 107,646 606,978 222,507
% Data 75 24 37
If the extend and condition of your network is not known, how do you make sound road investment decisions.
Paved – Provincial + SANRAL
Type Year V-Good Good Fair Poor V-Poor Length 2004-08 5,303 24,220 21,570 8,399 3,766
% 2004-08 8.38% 38.29% 34.10% 13.28% 5.95%
Gravel – Provincial
Type Year V-Good Good Fair Poor V-Poor Length 2004-08 1,981 13,863 35,344 33,219 19,327
% 2004-08 1.91% 13.36% 34.07% 32.02% 18.63%
CONDITION SUMMARY
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
SANRAL - Paved
Provinces - Paved
Metros - Paved
Municipalities - Paved
Provinces - Gravel
Metros - Gravel
Municipalities - GravelA
uth
ori
ty
Percentage of Network
Very Poor (km)Poor (km)Fair (km)Good (km)Very Good (km)
As they say in the movies – “Houston we have a problem”
Why is it Happening – Pavement Design ?
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2008 2013 2018 2023 2028
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Fair
Poor
Very Poor
Maintenance Actions
No Maintenance
Moisture Ingress
(Typically Designed for Traffic Expected over 20-30 Years)
Road Deterioration due to Traffic Loading & Environment
SA Pavement Design Requires Performance of Preventative Maintenance
Northern Hemisphere
Waterproof Layer
Local Street
Farm To Market
Typical National / Interstate Road
Increased Number of Heavy Axles Repetitions over 20-30 year Design
Life
South Africa
Why is it Happening – Pavement Design ?
Presenter
Presentation Notes
It is important to understand the major difference between Pavement design in South Africa and the Northern Hemisphere. Due to extensive use of natural materials and thins water proofing surfaces, our pavements are very moisture susceptible, and thus needs to be closely monitored and managed.
Why is it Happening – Pavement Age
Please Note: 75% of Network Older than Original 20 Year Design Life
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011Natio
nal R
oad
Netw
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Leng
th (C
arria
gew
ay k
m)
Year
Pavement Age Trend
>25 yrs 21-25 yrs 16-20 yrs 11-15 yrs 6-10 yrs 0-5 yrs
Why is it Happening – Axle Loads
Increased Axle Load
Decreasing Layer Strength
Damage Located in Weaker Layers Deeper Down in the Pavement Structure
Why is it Happening – Tire Pressure
Increased Tire Pressure
Decreasing Layer Strength
Damage Located in Surface Layers
New Tire Technology
Increased Tire Pressure
PORT SHEPSTONE
CHIPINGE
DURBAN
BEIRA
FRANCISTOWN
GABORONE
WINDHOEK
WALVISBAY
KEETMANSHOOP
BLOEMFONTEIN
ROUXVILLE
WEPENER
KLERKSDORP
ZEERUST JOHANNESBURG
MAPUTO
LADYSMITH
VOLKSRUST
EAST LONDON
PORT ELIZABETH MOSSEL BAY
OUDTSHOORN
CERES
CAPE TOWN
MESSINA
TZANEEN
SOMERSET WEST
PRETORIA
Wet (>1000 mm/yr)
Moderate (500 – 1000)
Dry (< 500 mm/yr)
Where is it Happening – Rainfall Zones
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What Is The Price We Pay – Government
Repair Cost = X / km
Good
Fair
Poor
Very Poor
3-5 Years
Repair Cost = 6X / km
5-8 Years
Repair Cost = 18X / km
(Ratio 1:6)
(Ratio 1:18)
Please Note: Typical Costs for 11.4m Wide Road in Flat Terrain
Presenter
Presentation Notes
This slides indicates the primary reason for why SANRAL is in the process of incorporating roads that is part of the strategic national road network currently under Provincial government control, under its jurisdiction. Due to no or very little preventative maintenance being performed by provincial governments as a result of severe budget and capacity constraints, the strategic road network has entered a phase of accelerated deterioration. As seen the cost impact of delaying maintenance on a road maintenance delayed by 3 years will result in an additional cost of six (6) times the original amount. And should commencement of maintenance be delayed a further 2 years the funding requirement will increase dramatically – eighteen (18) times the original amount.
Very Poor Condition Poor Condition Good Condition
Good Poor
R 0
R 2
R 4
R 6
R 8
R 10
R 12
R 14
R 16
R 18
R 20
0 2 4 6 8 10 12 14 16
International Roughness Index (m/km)
Roa
d U
ser C
ost (
R/k
m)
Toll Class 1Toll Class 2Toll Class 3Toll Class 4
Based on HDM-4 Modeling
What Is The Price We Pay – Road User
Presenter
Presentation Notes
As seen from this slide the impact of a deteriorating road network is primarily on the road user, with road user costs increasing more than 100 % from good to very poor road. Although this cost increase is not directly felt by government, the economy is severely impacted.
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Vehi
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R/km
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Road Roughness [m/km]
6th Logistics Survey -2009
Coal Haulage Network
What Is The Price We Pay – Road User
Please Note: Costs exclude fuel, travel time, cargo damage, etc components
Birth/Rebirth of a Pothole ?
New Road - Deterioration over time due to Traffic Loading &
Environment
NO Preventative Maintenance - Crack Sealing - Cleaning Drainage Structures - Cutting of Grass
Presenter
Presentation Notes
Asset Management “101” We typically structurally design roads for the traffic loading expected over 20 to 30 year period, so a road is not necessarily designed for 20 calendar years, but the traffic expected in 20 calendar years. Let say we have two roads today, call them A & B, as seen they are both in the exact same condition, and have the exact same traffic, but only have funding for one of them, what do you do ? Well if I told you that I had historic condition data, and from this data the following trends can be observed, then one can with more certainness go for option B, why, because the consequences of maintenance delay is the highest, or in other words it deteriorates the fastest. If we now add the further ability to predict future anticipated performance, the decision is even easier.
What Is The Solution – Automatic Pothole Patching?
Nooooooo…. Potholes are the symptom
not the cause… If we strive to become best pothole repairers in
the world .. Then we have lost the plot ...
n Axle Loads – Legal Limits – Effective Enforcement
n Network of Traffic Control Centers
n Operated 24 hours 365 days a year
n Zero Tolerance to offenders
n RTMC
Mantsole TCC – N1 North of Pretoria
9,0 Tons
7,7 Tons
What Is The Solution: Axle Loads - Control
n Tire Pressure – Not Practical to Specify Legal
Limits n Technology Improvements
Driven by Quest for Economic Efficiency
– Improved Design Procedures & Materials Through Research n Heavy-Vehicle-Simulator (HVS)
– 20 Years Traffic in 3 Months – USA, Finland, Sweden, China,
India n Stress-In-Motion (SIM)
Stress-In-Motion
HVS VI+
What Is The Solution: Tire Pressure - Research
Presenter
Presentation Notes
This slide shows typical field data collected for a complete truck in the field. Red indicates contact stresses in excess of 1MPa. Please note that none of the contact areas are a circular uniform distributally load as commonly assumed in pavement design models. Also note the distribution in load carried by wheels on the same axle. This is real life. In South Africa we are currently using the above information to move away completely from the E80 concept within the next 3 years.
www.sapdm.co.za
n Process initiated at RPF -May 2005 n R&R framework - November 2005 n Pavement Performance Information System (LTPP)
– Material Classification Concept – Pavement Number Concept (PN) – 50 Projects Completed – February 2008 – 15 Stabilized Projects Added – February 2008
n Mechanistic-Empirical Analysis System (MEAS) – Phase 1 – Develop Detailed Project Briefs – November 2006 – Phase 2 - Inception Phase (22 Projects) – July 2007 – Peer Review – Phase 2 Reports – November 2007 – Additional SANRAL Requirements – December 2007 – Appointment of Main Service Providers – September 2008
– CSIR Built Environment – Pavement Modelling Corporation – SC Van As Traffic Engineering
n SAPDM Website (www.sapdm.co.za) – May 2009
Historical Overview – SAPDM Revision
n Appointment of Main Service Providers – September 2008
SAPDM Revision – Current Status
Input data: Operating conditions Geometry Pavement structure Materials Traffic Mechanical Visual condition
Data validation and processing: Analysis sections Uniform sections
Data analysis: DCP analysis Deflection analysis Pavement Number
Uniform section report
Network level Project level
PMS/available data: Operating conditions Geometry Pavement structure Materials Traffic Mechanical survey Visual condition
Problem fully characterised?
Graphical user interface (data import): Direct from PMS Import templates
Statistical test frequency criteria: Prescribed list of tests
Satisfied? Additional testing
Remedial action if required
Performance simulation input data
Å
No
No Yes
Yes
Information systems: Traffic volume and axle load Contact stress Environment Materials
SAPDM – Investigation Process Flow
Deterioration models (empirical): Cracking Rutting Ravelling Potholes Edge-break Roughness Texture/skid resistance
Intervention criteria and
works effects
Initialise parameters for recursive analysis
Pavement model: HDM-4 type (SN or PN) and Mechanistic (MLLE or FEM)
Recursive increment step Adjust parameters for: • Operational conditions • Deterioration • Works effects
Å
Output: Condition and deterioration for recursive increment
Output: Maintenance and rehabilitation interventions
SAPDM – Performance Simulation Process Flow
Life-Cycle Economic Analysis: Maintenance Cost, Road User Costs, etc
Progress To Date
• Reports • Nov 2009 = 8 Reports • May 2010 = 21 Reports • Nov 2010 = 30 Reports • May 2011 = 44 Reports
• Field Trials – Ongoing • Environmental Nov 2010 = 41 Sites • Environmental May 2011 = 40 Sites • Material Bulk Samples Nov 2010 = 3 • Material Bulk Samples May 2011 = 3
• Lab Testing – Ongoing • Nov 2010 = 6 Asphalt Mixes - Complete • May 2011 = 1 of 3 Mixes
• Surface Seals – Work Started at TUDELFT FEM 2D/3D
• Concrete / Block Pavement Integration – Work Started
What Is The Solution – Preventative Maintenance !
SANRAL Routine Maintenance Cost - Crack Sealing, Cleaning Drainage Structures, Cutting of Grass - R 4.50 m2 / per km / year SANRAL Reseal Cost - R70 – R130 m2 / 10 year
SANRAL Pothole Repair Cost -R 700 – R1500 / m2
-SANRAL In-situ Recycle -R 250 – R500 / m2
Presenter
Presentation Notes
Asset Management “101” We typically structurally design roads for the traffic loading expected over 20 to 30 year period, so a road is not necessarily designed for 20 calendar years, but the traffic expected in 20 calendar years. Let say we have two roads today, call them A & B, as seen they are both in the exact same condition, and have the exact same traffic, but only have funding for one of them, what do you do ? Well if I told you that I had historic condition data, and from this data the following trends can be observed, then one can with more certainness go for option B, why, because the consequences of maintenance delay is the highest, or in other words it deteriorates the fastest. If we now add the further ability to predict future anticipated performance, the decision is even easier.
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2008 2013 2018 2023 2028
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Poor
Very Poor (Typically Designed for Traffic Expected over 20-30 Years)
Two Roads, same condition & traffic – but only budget for one ?
A B
What is Asset Management ?
Presenter
Presentation Notes
Asset Management “101” We typically structurally design roads for the traffic loading expected over 20 to 30 year period, so a road is not necessarily designed for 20 calendar years, but the traffic expected in 20 calendar years. Let say we have two roads today, call them A & B, as seen they are both in the exact same condition, and have the exact same traffic, but only have funding for one of them, what do you do ? Well if I told you that I had historic condition data, and from this data the following trends can be observed, then one can with more certainness go for option B, why, because the consequences of maintenance delay is the highest, or in other words it deteriorates the fastest. If we now add the further ability to predict future anticipated performance, the decision is even easier.
Asset Management = Planning
Degree of Planning
Rou
tine
Mai
nten
ance
Cos
ts P
er Y
ear (
R/m
2 )
Preventative Maintenance Reactive Maintenance Total Maintenance
Optimal Zone
At SANRAL = R 4.50 / m2 per year
Option 1 - Employee Mr Bones
… but eish! – he was not big on roads
Option 2 - Asset Management System Building Blocks/Puzzle Pieces of AMS
• Policy/Procedures – Principles/Rules to Guide Decisions and achieve rational outcomes – what, where, when, how.
• Funding – Financial resources for operation and results implementation. • People - People make decisions, the rest are just to support the process. • Hardware – Road Survey Equipment + IT Infrastructure. • Software – Computer based data Analysis and Storage Tools. • Data – Knowing what you have, its condition and performance Trend.
Hardware Software
Data
People Funding
Policy/ Procedures
Presenter
Presentation Notes
Development of test tyres in cooperation with industry Standardization of measurement conditions (speed, reference temperature, principle) Innovation: Real time car sensor monitoring
• For asset management to be successful all the “pieces of the puzzle” need to be in place in a “balanced equilibrium”
• It does not help you have the most advance survey vehicle but no means to effectively store and analyse the data, or
• Have the most sophisticate software, but the quality of your data is suspect !
• Without Funding and People – Nothing will happen !!!
Hardware
Software
Data
People
Funding
Policy/ Procedures
Option 2: Asset Management System - Success
Presenter
Presentation Notes
Development of test tyres in cooperation with industry Standardization of measurement conditions (speed, reference temperature, principle) Innovation: Real time car sensor monitoring
35 yrs of Pavement Management – All
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1970 1975 1980 1985 1990 1995 2000 2005 2010 2015
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Presenter
Presentation Notes
Development of test tyres in cooperation with industry Standardization of measurement conditions (speed, reference temperature, principle) Innovation: Real time car sensor monitoring
AMS Hardware - Pavement Data n Various condition parameters collected using SANRAL
Road Survey Vehicle: – Roughness – how bumpy is the road – speed, wear, etc – Rut Depth – how much water pond on surface - safety – Macro Texture – assist vehicle tire to drain water – safety,
noise – Cracking – how much water will get in - deterioration – Alignment (DGPS) – Speed, Fuel Consumption, etc – ROW Video – Road Signs, Section Measurements, etc – Annual Surveys at 100 km/h
AMS Software – Road Inventory
Semi-Automated Data Analysis for data extraction
AMS Software - Real-Time Crack Analysis
n Real-time analysis during recording !!!
Micro-Texture (mm) – Micro-texture is associated with the gritty sandpaper
feeling or lack thereof when touching the pavement surface. It affects the level of surface friction at all speeds for dry and wet conditions.
– Measured using SCRIM or Griptester
– 3-8 Year Surveys, Low Macro Texture Areas
Macrotexture Microtexture
AMS Hardware - Pavement Data
n Structural Strength (Surface Deflection (mm)) – Measured using Falling Weight Deflectometer (FWD) – Simulates
truck wheel traveling at 80 km/h over road pavement surface – Surface deflection bowl is analyzed to establish the structural
strength and remaining life of a pavement – 100 % of the Network @ 200 m intervals every 5 years
AMS Hardware - Pavement Data
Traffic Speed Deflectometer (TSD)
Coming 1st Quarter 2012
3D Laser Point Cloud 3D Pavement Imaging
AMS Data - Bridges
n Visual Assessments (DER) – Bridge condition is assessed through a standardized
procedure to determine the Degree, Extent and Relevancy. – Bridge repairs are prioritised according to severity and
Relevancy of defects – 3 to 5 year cycle – 8000 Bridges & Major Culverts
0
AMS Data – Traffic
n Traffic Event Logger (TEL) – Inductive Loop Based Technology (1000)
Ø + Piezo (200) Ø + WIM (45)
– Cluster Monitoring – 1 to 3 year for Secondary Stations
AMS Data -Vehicles Operating Costs
– Up to 90 % of Total Transportation Costs – Vehicle Operating Costs (Fuel, Tires, etc)
– Standard Vehicles (i.e. HDM-4 √ )
– Congestion (i.e. HDM-4 √ ) – Accident Costs – Value of Time (Congestion)
n And Then !!!
AMS Software - Data Management
Roughness Rut Depth Macro Texture Cracking Ravelling Video
Surface Friction
Structural Strength
Centralised Database
Traffic
Bridge
DGPS
Unit Costs
Presenter
Presentation Notes
To ensure accurate decision making, accurate data is required. The data collected on SA National Roads include, visual assessment, I.e. cracking, potholes, patching, ravelling etc, roughness in IRI, HRI, rut depth, texture depth in MPD, surface friction using SCRIM and structural strength using FWD. The calibration/validation procedures and detail and frequency of data collection is all contained within our paper. Two other important data items collected is also traffic data, including WIM, and bridge condition data. All data is collected using GPS, we use Omnistar network enabling realtime differential data accuracy of less than 2m at speeds of 100 km/h.
Economic Analysis & Optimisation
Road Deterioration & Maintenance Effects
Road User Effects
Centralised Database
Dynamic Segmentation
Uniform Sections
AMS Software - Life Cycle Modelling
Condition Surveys
Presenter
Presentation Notes
Using dynamic segmentation the network data is broken up into uniform sections, which is then analysed using our PMS Decision Support Software. The process consists of modeling the Road deterioration, followed by the effects of maintenance, then calculating the effects on user costs for the various treatments. Finally the economic analysis is performed followed by budget optimisation to produced the recommended works programme.
SANRAL AMS Budgeting Procedure
Instrumental Data
CBA
Priority List
PMS RDME
RUE
Bridge Inspections
BMS BDME
RUE
CBA
Priority List
Traffic
Projected Total Volume (Sites)No. America Europe Asia-Pacific Government Total
Sm. Systems 12,000 6,600 2,100 3,000 23,700Med. Systems 6,200 3100 560 950 10,810Lg. Systems 2,650 1850 180 400 5,080Total 20,850 11,550 2,840 4,350 39,590
Projected Total Revenue (billions of $)No. America Europe Asia-Pacific Government Total
Sm. Systems $1.12 $0.62 $0.20 $0.28 $2.21Med. Systems $1.59 $0.80 $0.14 $0.24 $2.78Lg. Systems $1.80 $1.26 $0.12 $0.27 $3.46Total $4.52 $2.67 $0.46 $0.80 $8.45
Super Project List
Budget Optimisation Projected Total Volume (Sites)
No. America Europe Asia-Pacific Government TotalSm. Systems 12,000 6,600 2,100 3,000 23,700Med. Systems 6,200 3100 560 950 10,810Lg. Systems 2,650 1850 180 400 5,080Total 20,850 11,550 2,840 4,350 39,590
Projected Total Revenue (billions of $)No. America Europe Asia-Pacific Government Total
Sm. Systems $1.12 $0.62 $0.20 $0.28 $2.21Med. Systems $1.59 $0.80 $0.14 $0.24 $2.78Lg. Systems $1.80 $1.26 $0.12 $0.27 $3.46Total $4.52 $2.67 $0.46 $0.80 $8.45
Eastern Projected Total Volume (Sites)
No. America Europe Asia-Pacific Government TotalSm. Systems 12,000 6,600 2,100 3,000 23,700Med. Systems 6,200 3100 560 950 10,810Lg. Systems 2,650 1850 180 400 5,080Total 20,850 11,550 2,840 4,350 39,590
Projected Total Revenue (billions of $)No. America Europe Asia-Pacific Government Total
Sm. Systems $1.12 $0.62 $0.20 $0.28 $2.21Med. Systems $1.59 $0.80 $0.14 $0.24 $2.78Lg. Systems $1.80 $1.26 $0.12 $0.27 $3.46Total $4.52 $2.67 $0.46 $0.80 $8.45
Southern Projected Total Volume (Sites)
No. America Europe Asia-Pacific Government TotalSm. Systems 12,000 6,600 2,100 3,000 23,700Med. Systems 6,200 3100 560 950 10,810Lg. Systems 2,650 1850 180 400 5,080Total 20,850 11,550 2,840 4,350 39,590
Projected Total Revenue (billions of $)No. America Europe Asia-Pacific Government Total
Sm. Systems $1.12 $0.62 $0.20 $0.28 $2.21Med. Systems $1.59 $0.80 $0.14 $0.24 $2.78Lg. Systems $1.80 $1.26 $0.12 $0.27 $3.46Total $4.52 $2.67 $0.46 $0.80 $8.45
Northern Projected Total Volume (Sites)
No. America Europe Asia-Pacific Government TotalSm. Systems 12,000 6,600 2,100 3,000 23,700Med. Systems 6,200 3100 560 950 10,810Lg. Systems 2,650 1850 180 400 5,080Total 20,850 11,550 2,840 4,350 39,590
Projected Total Revenue (billions of $)No. America Europe Asia-Pacific Government Total
Sm. Systems $1.12 $0.62 $0.20 $0.28 $2.21Med. Systems $1.59 $0.80 $0.14 $0.24 $2.78Lg. Systems $1.80 $1.26 $0.12 $0.27 $3.46Total $4.52 $2.67 $0.46 $0.80 $8.45
Western
Programming Programming Programming Programming
Pavement Management System Bridge Management System
Presenter
Presentation Notes
To ensure accurate decision making, accurate data is required. The data collected on SA National Roads include, visual assessment, I.e. cracking, potholes, patching, ravelling etc, roughness in IRI, HRI, rut depth, texture depth in MPD, surface friction using SCRIM and structural strength using FWD. The calibration/validation procedures and detail and frequency of data collection is all contained within our paper. Two other important data items collected is also traffic data, including WIM, and bridge condition data. All data is collected using GPS, we use Omnistar network enabling realtime differential data accuracy of less than 2m at speeds of 100 km/h.
AMS - Information Sharing
1,000s
Data Creators
Data Users
Data Viewers 100s
10s
Information Management Technology
Applications (GIS, CAD, PMS)
Presenter
Presentation Notes
This ability to manage data is becoming more important the further we move in the pyramid from the data creator to the data viewer. It is for that reason when supporting the data viewer the IT infrastructure is of significant importance. In most organisations, a relatively small number of people actually creates data. But for every data creator, there are perhaps ten data users. They need easy access to current, correct data. And there’s perhaps another ten-fold increase in the number of people inside and outside the organisation who simply need to view the data (not manipulate the data). In order to make the reuse of technical data it is important that the information flow all the way up to the viewer. As a user can be a viewer, as well as a doer the next moment, we believe that it is of great importance that all of this can happen through a common user interface in a transparent way. This ability to manage data is becoming extremely important.
Central Oracle 11G
RDBMS
Regional Office Users/Viewers
Public Viewers
Consultants/Contractors Users/Viewers
HQ Office Doers/Users/Viewers
Extranet
Internet Intranet
PMS Data Analysis dTIMS/PERS/HDM-4
Data Load IT IS Admin
Data View ITIS
PMS Data View IT IS Pavement
AMS Software - Information Access
Presenter
Presentation Notes
The slide indicates how the PMS information is distributed through the Agency, as seen the PMS are managed from Head Office, but all information (raw data as well as modeled data from PMS) is available to the various user groups via internet through a web enabled front end. The PMS analysis/modeling function can however only be performed in head office.
SANRAL: Touching Peoples Lives
“Where a road passes,
development follows right on
its heels”
THANK YOU!
