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Austin officials outline sidewalk and urban‑trails progress, remaining gaps and project timelines
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Summary
City staff told the Mobility Committee Austin now has just over 2,900 miles of sidewalk and roughly 690–700 miles of planned gaps; staff outlined near‑term bids and construction for sections of the Bergstrom Spur, a new urban trail maintenance crew, and expedited delivery strategies funded largely by bonds and the transportation user fee.
City staff on Feb. 12 told the Mobility Committee that Austin has made measurable progress filling sidewalk and urban‑trail gaps but still faces hundreds of miles of work and funding choices.
John Eastman, division manager for sidewalks and urban trails at Austin Transportation and Public Works, said the city’s sidewalk network has grown from below 50% coverage two decades ago to just over 80% today. He gave a current total of 2,909 miles of sidewalk and said roughly 690–700 miles remain in planning as gaps. He also said about 40% of the network is now classified as “functionally acceptable,” up from 16% 10 years ago.
The presentation tied delivery to a mix of funding sources. Eastman described rehabilitation funding drawn largely from the Transportation User Fee (which he said currently provides just under $8 million annually for sidewalk rehab) and new sidewalk construction funded primarily through voter‑approved bonds. He said the department also uses contributions from parking and transportation management districts and fee‑in‑lieu funds where appropriate.
Eastman highlighted recent projects — Coronado Hills (sidewalks, crossings and shared streets) and the recently opened Wishbone Bridge — as examples of design, engagement and expedited delivery. He said the city completed the sidewalk portion of the 2020 bond program earlier than planned and that the department delivered $25–30 million a year in recent practice, while noting that 2024 represented a peak delivery year at about $45 million.
On the Bergstrom Spur Trail, Eastman described three construction phases: a western section near Vincent Drive already constructed; a central, federally‑funded section that staff expect to go to bid in late summer/early fall after TxDOT plan approvals (he said that federal portion is being administered by TxDOT and includes community project funding); and an eastern section scheduled to move to construction in late March using existing city contracts. He noted a $500,000 earmark from Congressman Casar funding an I‑35 crossing that TxDOT will build.
Staff said most remaining bond funds for urban trails will be encumbered within a year and spent within two years, though some federal match items may extend beyond that window. The department also announced a dedicated urban‑trail maintenance crew funded in the FY26 budget and new construction materials (FlexiPave) that reduced costs and helped protect heritage trees on some projects.
Committee members pressed staff on funding sustainability, balancing new miles versus maintenance, and how to pay for sidewalks if a future bond fails. Eastman and other staff cited transportation user fees, grant opportunities and creative use of multiple funding sources as options, while acknowledging capacity limits in delivery staff and equipment.
The committee also discussed program delivery tools such as general permits for city right‑of‑way projects (a compliance mechanism that can speed approvals while maintaining environmental standards) and clarified the differences and overlaps between bikeways and urban trails.
The committee took no formal policy vote on program changes during the briefing; members requested follow‑up details on specific project timelines and funding options, including which portions of Bergstrom Spur will go to bid and when.
