Michael Brown Infrastructure Program Engineer 705-739-4220 ext 4300Michael.Brown@barrie.ca
The City plans for the maintenance and repair of roadways to optimize road pavement conditions across Barrie. The City’s pavement assets have a replacement cost of over $690 Million.
To look after this valuable asset portfolio the City employs a range of programs and strategies, from regular
road patrols ensuring compliance with Provincial minimum maintenance standards to full reconstruction projects, and maintains a database of the City’s roads and their condition. On this page:
Roads are constructed in
multiple layers, each placed in several courses. The thickness and requirements of each layer and the total number of layers is dependent on factors such as weather, traffic volumes, and the native subgrade material on which the road is built. In general, Barrie's roads are constructed in 3 layers:
The wearing surface of most roads in Barrie is asphalt, however roads can have a concrete surface. Asphalt is typically placed in multiple layers, referred to as binder course (bottom layer) and surface course asphalt (top layer).
The wearing course, generally asphalt, acts as a “cap” on top of the pavement structure. The asphalt is used to not only provide a smooth riding surface for vehicles but also to prevent excessive amounts of water from entering into the pavement structure.
Placed in multiple layers, the aggregate base normally has larger sized granular material on the bottom and granular material with smaller particle sizes on top. This material is considered “free-draining” material, which means that it allows water to permeate through the layers and absorb into the subgrade.
Subgrade is typically naturally occurring material or may be imported fill on which the road is built.
All layers act together and allow water to move from one layer to another until it reaches the subgrade where it's absorbed. Preservation activities completed on roads early in their life prevent water from seeping into the pavement structure through cracks and holes in the wearing surface. By taking care of the asphalt the City maintains the semi-impervious “cap” on the road.
Many defects and road deterioration can be caused by excessive and continual water seepage into a pavement structure. When water is allowed to move through the asphalt and into the aggregate base, it weakens the structural integrity of the road and the normally harmless traffic will cause damage to the road over time.
Because Canada experiences cold and warm seasons, Barrie's roads are exposed to freezing and thawing cycles. When water seeps through the cracks of the asphalt and freezes, the water expands and causes new cracks to form and the already existing cracks to become larger.
In between a road’s initial construction and when it needs full replacement (reconstruction), there are several options that can reduce the total amount needed to be spent on roads to keep them in good condition and meet desired levels of service.
Preservation strategies, used earlier in the life of pavement when the road is still in good condition, are less expensive and faster to complete compared to strategies applied later in the life of the pavement, when the road has deteriorated more.
These include techniques such as reclamite, micro surfacing, slurry sealing and fog sealing to extend the life of pavement surface assets that are in the early stages of deterioration. Pavement preservation techniques typically involve application of thin, bituminous-based products to existing pavement. They differ from resurfacing techniques because they:
The City is completing a pilot project, which started in 2018 and is anticipated to finish in 2021, to test some of these techniques.
Resurfacing is also considered preservation as it is a proactive approach. Timely application of partial depth resurfacing preserves and protects the road structure, preventing rapid deterioration in pavement and risks due to unsafe driving conditions.
Resurfacing addresses problems on the roadway surface by replacing all or part of the top layer of asphalt pavement. It addresses issues like potholes, cracking, hummocks, bumps, and patches of street cuts (created by utility or other underground work).
Construction typically involves a milling machine that grinds off all, or a portion of the existing asphalt and then placement of a new asphalt surface. This work can usually be completed within a few days and is
substantially less expensive than full road reconstruction.
Candidates for the Road Resurfacing Program typically include pavement
in fair to good condition, where the subsurface infrastructure (sewers and watermains) do not require any rehabilitation. Geotechnical investigation is undertaken to confirm specific treatment recommendations.
In contrast with the Road Resurfacing Program, the End of Life Pavement Replacement Program is a reactive technique. Some roads in Barrie have failed and are not delivering the expected or desired level of service, but they aren’t planned to be reconstructed in the short term. A holding strategy is a relatively minor investment to achieve a short term service improvement until more permanent improvements are made. Candidate roads would be those where reactive maintenance activities (like
pothole filling) and associated costs, are unusually high.
Candidates for the End of Life Pavement Replacement Program are in
very poor to poor condition (the road has stopped providing an adequate level of service to the public). The subsurface infrastructure can range in condition from good to poor. Geotechnical investigation is undertaken to confirm specific treatment recommendations.
Reconstruction involves removal and replacement of the asphalt surface of a road and the granular base and sub-base material (Aggregate Base). Typically, reconstruction is required when the road base has failed and reached the end of its life, when subsurface pipes require replacement or the road is being widened.
Reconstruction is the most expensive way to treat a road and usually requires at least one full season for construction to complete. While this work is necessary in some circumstances, it can be deferred by investing in proactive treatments like those described above.
Pavement preservation activities are often equated to fixing the roof on your house. Replacing the shingles at regular intervals prevents water from getting into the house structure, which could cause expensive structural damage. Appropriately timed preventative investment in roads keeps water out of the pavement layers preventing cracks and defects from forming.
The candidate lists below are not final lists of roads that will be rehabilitated. Candidates meet the initial criteria for the
Road Resurfacing or End of Life programs and, based on current data, are considered the most critical.
AAdam – Puget St to Johnson StAlexander Ave – Johnson St to Oliver StAnne St N – Cundles Road to Austen LaneAnne St N – Valley Dr to Shelley LaneAnne St N – Castle Dr to Edgehill DrAnne St S – Tiffin St to Essa RoadArdagh Road – Essa Road to Ferndale Dr SArdagh Road – Wright Road to Hwy 27Armstrong Blvd – Springhome Road to Leacock DrAusten Lane – Anne St N to Leacock DrBBayfield St – Simcoe St to Wellington St EBayfield St – Dalton St to Grove St EBayview Dr – Little Ave to Springhome RoadBayview Dr – Lockhart Road to Churchill DrBerczy St – Dunlop St E to Collier StBig Bay Point Dr – Huronia Road to Grand Forest DrBig Bay Point Dr – Hurst Dr to Britannic LaneBlake St – Collier St to Cook StBlake St – Nelson Sq E to Puget StBradford St – Tiffin St to Dunlop StBroadfoot Road – Leacock Dr to Fox RunBurton Ave – Essa Road to Milburn StCCaplan Ave – Bryne Dr to Hunter RoadCedar Pointe Dr – Dunlop St to Edgehill DrClapperton St – Dunlop St W to Collier StCollier St – Bayfield St to Blake StCundles St E – Lion’s Gate Blvd to Duckworth StCundles St W – Coulter St to Bayfield StDDonald St – Wellington St W to Anne St NDoris Dr – Ridgeway Ave to Highcroft RoadDownsview Dr – Blake St to Steel StDunlop St E – Poyntz St to Sampson StDunlop St E – Berczy St to Collier StDunlop St W – Miller Dr to Sarjeant DrEEccles St S – Dunlop St to Innisfil StEden Dr – Leacock Dr to Fox RunEssa Road – Gowan St to Bradford StEssa Road – Anne St S to 100m N of Anne St SFFerndale Dr N – Ferndale Industrial Dr to Edgehill DrFerndale Dr S – Greenwich St to Hawthorne Cres (south)Farris Lane – Collete Cres to Cundles St EFox Run – Edgehill Dr to Leacock DrGGeorgian Dr – Duckworth St to Gallie CourtGlen Court – Springhome Road to Glen CourtGrand Forest Dr – Big Bay Point Road to Golden Meadow RoadGrove St E – Fletcher Dr to Penetanguishine RoadHHamilton Road – Welham Road to Truman RoadHanmer St E – Bayfield St to St. VincentHart Drive – Dunlop St W to Tiffin StHemingway Cres – Fox Run to Fox RunHigh St – Bradford St to Dunlop St WHighcroft Road – Broadmoor Ave to Little AveHooper Road – Saunders Road to Welham RoadHunter Road – Caplan Ave to EndHuronia Road – Big Bay Point Road to Mapleview Drive EIInnisfil St – Perry St to Vespra StLLakeshore Drive – Victoria St to Lakeshore Drive/TiffinLittle Ave – Carol Road to Broadmoor AveLivingstone St W – Ferndale Drive N to Bayfield StLorena St – John St to Brock StMMaple Ave – Simcoe St to Dunlop St WMapleview Drive W – County Road 27 to Essa RoadMeadowland Ave – Broadmoor Ave to Springhome RoadMiller Drive – 255m NW of Dunlop St W to Sproule DriveMinet’s Point Road – Yonge St to Hurst DriveNNapier St – Puget St to Johnson StOOliver St – Alexander Ave to Steel StPPatterson Road – Ardagh Road to Tiffin StPenetanguishene Road – Steel St to End
Perry St – End to Dunlop St WPuget St – Blake St to Steel StRRawson Ave – Lockhart Road to Saunders RoadRobin Court – St Vincent St to EndRose St – St. Vincent St to Duckworth StRoss St – Toronto St to Bayfield StSSampson St – Dunlop St E to Berczy StShanty Bay Road – Blake St to EndSimcoe St – Bradford St to Dunlop St ESperling Dr – St Vincent St to Cundles Road ESpringhome Road – Joanne Court to Armstrong BlvdSt Vincent St – Hanmer St E to EndTTiffin St – Essa Road to Anne St STiffin St – Boulton Court to Ferndale Dr NTollendal Mill Road – Hurst to Tollendal Village EntranceTollendal Mill Road – Royal Oak Dr to Cox Mill RoadToronto St – Lakeshore Dr to Simcoe StTruman Road – Huronia Road to Hamilton RoadVVarden Ave – Napier St to Steel StVarden Cres – End to Napier StVeteran’s Dr – Mapleton Ave to Essa RoadVeteran’s Lane – Veteran’s Dr to 25m S of Montserrand StVine St – Shirley Ave to Letitia StWWeldon Cres – Weldon St to Weldon StWellington St E – Berczy St to St Vincent StWellington St E – Wellington St E to Wellington St EWellington St W – Donald St to Bayfield StYYonge St – Ashford Dr to Big Bay Point Road
There is a window of opportunity in the life of a pavement where some treatments are suitable and others are not. For example:
By completing treatments at the appropriate time within the recommended window of opportunity, the City can extend the life of a road, and reduce the total investment over the long term.
In an attempt to mitigate the effects of freeze-thaw cycles and other pavement deterioration, the City is currently (2018 to 2021) piloting an Early-life Pavement Preservation Program in addition to continuing the Pavement Resurfacing Program. These programs aim to align the window of opportunity for each road with the appropriate pavement management treatment.
The cost to reconstruct a road is 8 times that of pavement preservation. That means that
by investing $1 in proactive pavement preservation, we can defer $8 worth of reconstruction.
Asbestos was used as an additive to asphalt from the 1960s to mid-1980s, added to asphalt mix to provide greater strength and performance. It is not used in asphalt anymore, but in many municipalities roads that were built between the 1960s and early 1980s could contain asbestos.
Asbestos is bound within the pavement, so there is very low risk to the public. Even when asphalt containing asbestos breaks down, it’s still bound within the asphalt. It does not pose a risk until it’s airborne, which happens when it’s cut into during the construction process.
road construction or maintenance begins, the City first tests the asphalt for asbestos. If the asphalt contains asbestos, special precautions are taken by workers removing the asphalt. These
provincially legislated precautions include wetting the asphalt to prevent the dust from becoming airborne, and workers are required to wear proper protective equipment.
The City reviews road conditions and determines rehabilitation locations every year based on need and available funding. When the repaving of any roads containing asbestos is scheduled, the work will take place in accordance with the practices described above.
Road pavement resurfacing needs are identified using condition assessment data that is collected for the City’s entire road network and best practices for asset management as outlined in the City’s
Asset Management Plan. These studies generate condition ratings on the City's roads and provide tools to prioritize the required work. Criteria that are used include traffic volumes, road classification, where the road is in its lifecycle, the value for money that the work could provide and needs of subsurface infrastructure within the roadway.
Asphalt containing asbestos is taken to a provincially approved disposal site. It is not discarded at the Barrie
Yes, if it is a City of Barrie
road construction project and staff test for asbestos and find it present, residents/businesses in the area will be informed. This will be done via an Information Bulletins that are delivered to homes/businesses.
Although there is very low risk to the public, residents can choose to keep their doors and windows closed and avoid the area during the time asphalt removal/cutting is taking place (usually one or two days during the overall asphalt repaving project). If the asphalt contains asbestos, special precautions are taken by the workers when removing the asphalt. These precautions include wetting the asphalt to prevent the dust from becoming airborne and workers are required to wear proper protective equipment. As well, you should not pick up loose pieces of asphalt from the roadway.
Additional general information can be found on the
Government of Canada‘s website, the
Government of Ontario’s website and at the
Canadian Centre for Occupational Health & Safety.
Generally, yes. In 2019, Barrie’s road network had an average Pavement Condition Index of 75, which is considered to be in Good condition. The City is fortunate to have a relatively young road network, the majority of which was constructed over the last 30 years. However, the road network is reaching the age at which it will start to deteriorate more rapidly if we don’t look after them and invest appropriately.
Yes, the City maintains a database of the City’s roads and their condition. Pavement condition is described using a Pavement Condition Index (PCI), measured out of 100, where 100 is new pavement. The City typically hires a contractor to undertake a pavement condition assessment of every road in Barrie every four years. The last pavement condition assessment was completed in 2019. During the time between the pavement condition assessments, the City degrades the PCI (which was obtained from the most recent assessment) annually until a new PCI can be obtained through a new pavement condition assessment. The
2020 Pavement Condition Map includes the most recent condition ratings for roads throughout Barrie.
Some roads in poor condition require complete reconstruction along with replacement of aging, deteriorated sewers and watermains that are beneath the road surface. In other situations, we schedule appropriately timed lifecycle activities, which we often equate with fixing the roof on your home or changing the oil in your car – periodic investment in preventative maintenance extends the lives of roads and other assets and defers more costly investment.
The pavement resurfacing needs are identified using condition assessment data that is collected for the City’s entire road network and best practices for asset management as outlined in the City’s
Asset Management Plan. These studies generate condition ratings on the City's roads and provide tools to prioritize the required work. Criteria that are used include traffic volumes, road classification, where the road is in its lifecycle, the value for money that the work could provide and needs of subsurface infrastructure.
Although the road may not have appeared to be in poor condition relative to other road surfaces in the City, it would likely have been showing early signs of deterioration such as longitudinal and transverse cracking with localized depressions at service crossings and catch basin. Chances are, this work was part of the City’s road resurfacing program. Roads that are candidates for this program are generally newer and in better condition than those that require full reconstruction. This type of work is often equated with changing the oil in your car – periodic investment in preventative maintenance, which extends the lives of roads and other assets and defers more costly investment. The cost of this type of activity is significantly less expensive than full reconstruction.
By undertaking resurfacing or other pavement preservation activities, we will have extended the life of the remaining road structure (base asphalt and granular material), maintained the level of service to the public and prevented the road from slipping to the next level of deterioration, where rehabilitation would have been more costly and disruptive.
Timely application of road resurfacing activities preserves and protects the road structure, thereby preventing rapid deterioration in pavement condition and the need for costly reconstruction. Risks due to unsafe driving conditions are also reduced. Resurfacing has been demonstrated to be effective in reducing the life-cycle cost of roads when applied at the right time as a part of a comprehensive pavement preservation approach. Every $1 invested in road resurfacing can defer up to $8 in road reconstruction.
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