Pavement Management

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.

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:

• do not involve the removal of existing surface material.
• are less costly.
• are applied earlier in the pavement life.
• can be applied in a short amount of time, resulting in minimal disruption.

 In 2022, the City completed a pilot program that started in 2018.

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, end of life pavement replacement and holding strategies are reactive. They involve relatively minor investments to achieve a service improvement until more permanent improvements can be made. One of the below techniques is implemented, depending on the pavement condition:

• Pulverizing of existing asphalt and placement of base and top asphalt.
• Partial depth asphalt removal, concrete curb and sidewalk removal and replacement, base and top asphalt.
• Full depth asphalt removal, concrete curb and sidewalk removal and replacement, base and top asphalt.

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. Candidate roads would be those where reactive maintenance activities (like pothole filling) and associated costs, are unusually high. 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.

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 Landfill.

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. 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. During the time between the pavement condition assessments, the City degrades the PCI (obtained from the most recent assessment) annually until a new PCI can be obtained through a new assessment. 

Based on the last pavement condition assessment project (2019), the average condition of the City’s roads, as of January 2023, is 77 out of 100, where 100 is considered new pavement. The breakdown is:

• Very Good: 40.5%
• Good: 30.5%
• Fair: 17%
• Poor: 7.6%
• Very Poor: 4.4%

A Pavement Condition Assessment is taking place in 2023 and the results will be available late 2023 or early 2024.

The City has a relatively young road network, the majority of which was constructed over the last 40 years. However, the road network is reaching the age at which it will start to deteriorate more rapidly if we don’t look after the roads and invest appropriately.

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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. During the time between the pavement condition assessments, the City degrades the PCI (obtained from the most recent assessment) annually until a new PCI can be obtained through a new assessment. 

The last pavement condition assessment was completed in 2019. The 2023 Pavement Condition Map includes the most recent condition ratings for roads throughout Barrie.

A new Pavement Condition Assessment is taking place in 2023. This work involves a StreetScan vehicle with sensors that measures road conditions, including recording any potholes, bumps, and pavement cracks. The field work portion of the assessment was completed in July and the results will be available late 2023 or early 2024. 

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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.