Transportation Network
The County maintains a diverse transportation network to provide safe and effective means to keep our communities moving and connected.
The County’s transportation network is categorized into various components, due to differing life spans and maintenance strategies. They are arterial, collector and local roads, equipment, trails, facilities and road appurtenances which include guide rails, traffic signals, pedestrian crossings, street lights, beacons, and retaining walls.
Inventory
| Asset Component | Unit | Current Inventory | Replacement Cost |
|---|---|---|---|
| Arterial Road | lane-km | 224.81 | $174,253,239 |
| Collector Road | lane-km | 1,084.91 | 805,408,993 |
| Local Road | lane-km | 0.40 | 273,266 |
| Retaining Wall | square meter | 1,432 | 4,081,023 |
| Guide Rails | meter | 12,404 | 5,168,083 |
| Pedestrian Crossover | each crossing | 13 | 1,109,247 |
| Traffic Signals | intersection | 39 | 9,381,773 |
| Beacon | each | 21 | 170,748 |
| Street Light | each | 75 | 360,772 |
| Equipment | total | N/A | 689,344 |
| Facilities | works yard | 4 | 9,171,707 |
| Trails | km | 21 | 1,112,473 |
| Total Replacement Cost | $1,011,180,668 | ||
The replacement cost valuation for the assets in our transportation network are based on current tender prices, where available. The replacement cost valuation for our works yards is based on the latest information available, which includes current replacement costs, insurance valuations, and valuations from studies and assessments completed in prior years.
Through ongoing improvements to our data confidence, staff have identified and incorporated additional retaining walls and guide rails. The lengths identified for arterial, collector and local roads reflect only the County’s share of boundary roads.
Condition
The assessment approach for our transportation network assets utilizes a combination of physical assessments, asset attributes, such as material, as well as established anticipated useful lives.
The percentage of assets in poor or critical condition has increased from 2% as reported in the 2022 AMP to 15%. The percentage of assets in good or excellent condition has decreased from 94% as reported in the 2022 AMP to 57%, which is partially due to a change in condition groupings.
Key Performance
| Key Service Attribute | LOS Statement | Performance Measure | 2022 | 2023 | Target |
| Quality | Maintaining transportation network in a state of good repair | Average Pavement Condition Index (for arterial paved roads) | 70.9 | 68.2 | TBD |
| Average Pavement Condition Index (for collector paved roads) | 74.3 | 72.2 | TBD | ||
| Average Pavement Condition Index (for local paved roads) | 74.2 | 65.7 | TBD |
Funding Gap Analysis
This portfolio is currently funded through an annual levy contribution to the Roads reserve, the use of Canada Community-Building Funds (CCBF), an annual allocation of interest earned, along with an allocation resulting from the consolidated County operating surplus.
The graph illustrates the anticipated asset management needs (expenditures) and anticipated funding for the 10-year period of 2024-2033, reflecting an approximate $110.2 million deficit in funding availability over the period.
Through the 2025 budget process staff will update the 10-year capital plan to align with the projects and funding sources identified in the 2024 Development Charges Background Study. Staff will also collaborate with our partners to ensure that the lifecycle needs targeted reflect the best overall value, which may include deferring projects beyond the 2024 to 2033 period to reduce the funding deficit.
As required through O.Reg. 588/17, proposed levels of service will be included in the 2025 Asset Management Plan. This will include reviewing target level of service provided (such as the average pavement condition index) to determine a sustainable balance between cost and risk in providing transportation services. Subsequently, impacts to the funding gap will be reviewed and additional funding strategies recommended as required. For the 2025 budget the contribution to the roads reserve should increase by the amount of inflation, along with an increase to work towards bringing the current investment in-line with the annual required investment.