Pearland outlines $197 million transportation CIP, sidewalk bond progress and traffic staffing needs

Pearland city staff told the March 24 special council meeting that the transportation portion of the FY25–29 CIP is projected at roughly $197,000,000 and includes a mix of federally funded intersections, locally funded widening projects and TIRZ‑funded work.

The update matters because it lays out timing for major projects, identifies near‑term procurement and staffing needs, and details the city’s sidewalk and pavement repair plans tied to a 2023 bond program.

Eric Hammond and Yossi Ramirez led the transportation presentation. Ramirez, the city’s traffic engineer, said the Traffic Operations Department manages about 115 traffic signals (including 10 maintained under a Brazoria County interlocal) and is overseeing short‑, mid‑ and long‑term programs including traffic calming, replacement of outdated signal equipment and phase 2 of an ITS operations study funded in part by the Houston‑Galveston Area Council.

"The City Of Pearland's Traffic Operation Department plays a crucial role in maintaining and improving the safety, efficiency, and mobility of our transportation system," Ramirez said, noting the department’s current staff levels and the ITS study’s finding that Pearland has more signals with fewer staff than comparable cities.

Major project highlights included:

- Makawa Road extension: design and right‑of‑way coordinated with Brookside Village and an advanced funding agreement (AFA) described as an 80/20 split; staff said construction is expected to start January 2028 and complete in January 2030.

- Pearland Parkway at Berry Rose intersection: under design, with federal funding being pursued through TxDOT/H‑GAC and an advance funding agreement expected; staff estimated completion by fall 2026 once agreements are executed.

- Smith Ranch Road extension and Bailey Road expansion: both under construction, with Smith Ranch expected later this year and Bailey Road showing substantial completion scheduled for September 2025 and final completion by December 2025.

Staff reviewed other projects under design, some of which carry federal funding and TIRZ contributions (staff said about $17,000,000 of CIP funding is expected from the city’s TIRZ). The presentation also corrected a design budget item: the Pearland Parkway at Broadway intersection improvements design budget is $180,000.

Sidewalks and pedestrian work featured prominently. Staff reviewed the $15,000,000 bond for sidewalk gap mitigation and repair: since award, the city reported about $1,600,000 invested, more than 425 work orders completed and slightly more than 6 miles of sidewalk replaced. Staff said operations will invest roughly $2,000,000 in year one and about $4,000,000 in subsequent years from bond and operating allocations.

Hammond said the city has 980 lane miles of roadway (about 82% concrete) and 617 miles of sidewalk. He described recent increases in street maintenance staffing (five positions funded mid‑year and expected to onboard in April) to expand pothole response, crack sealing and localized patches. The city’s pavement condition assessment suggests an annual investment of about $5,900,000 is needed to maintain a steady‑state pavement condition index (PCI) of 74; staff said current multi‑year investments are intended to improve the network and that converting asphalt streets to concrete changes long‑term maintenance needs.

Ramirez and Hammond told council that the traffic division also seeks additional staff recommended by phase 1 of the ITS study: a traffic signal supervisor, two traffic signal technicians, and two traffic sign technicians to meet response and monitoring needs as the city’s network grows and new detection and AI‑enabled systems are deployed.

Council asked clarifying questions about funding timing (which years are funded vs. proposed in future bond scenarios), construction schedules and the relationship between the operating maintenance budget and capital projects. Staff emphasized the difference between operating maintenance (routine pothole and overlay preservation) and capital reconstruction (major widening, bridge or full rehabilitation) and said CIP projects can alter the PCI trajectory incrementally but not in a simple one‑for‑one way.

The transportation segment closed with staff offering to provide additional schedule and budget detail in follow‑up memos and with an explanation that several projects require advance funding agreements, federal program approvals or interlocal coordination before construction contracts are brought to council.