CITY OF POMONA
COUNCIL REPORT
September 14, 2026
To: Honorable Mayor and Members of the City Council
From: Anita D. Scott, City Manager
Submitted By: Meg McWade, Public Works Director
SUBJECT: RECEIVE AND FILE A PAVEMENT MANAGEMENT PROGRAM (PMP) PRESENTATION UPDATE RECOMMENDATION:
It is recommended that the City Council receive and file a Pavement Management Program presentation update.
EXECUTIVE SUMMARY:
The last update to the City of Pomona’s (City) Pavement Management Program (PMP) was in May 2023. The PMP Update is critical to assess current pavement conditions, to guide future maintenance/rehabilitation strategies, and to comply with transportation funding requirements. The PMP identifies Pomona’s current overall roadway pavement condition, including alleys, as 55.7 (on a scale of 0 to 100) with an investment need of $25.2M per year to maintain that PCI rating. To increase pavement conditions to 61.4, the investment need increases to $42.1M/yr. Given fiscal constraints and a significant funding gap between current investment levels ($8M per year) and the amount needed to maintain or improve pavement conditions, this PMP Update helps prioritize street infrastructure projects.
SB1439/GOVERNMENT CODE §84308 APPLICABILITY:
☐ When this box is checked, it indicates the agenda item is subject to the Levine Act SB1439 requirements. Councilmembers are reminded to check their campaign contributions and determine whether they have received a campaign contribution of $500 or more that would require disclosure and/or recusal from discussing or acting on this agenda item. Campaign contributions of $500 or more made 1) by any person or entity who is identified in the agenda report as the applicant or proposer or 2) on behalf of the applicant or participant, including a parent, subsidiary or otherwise related business entity, or 3) by any person who has a financial interest in the agenda item requires a councilmember to comply with SB1439.
FISCAL IMPACT:
No fiscal impact is associated with receiving and filing the PMP Program Update. The PMP indicates the City has an overall Pavement Condition Index (PCI) of 57.2 for all classification of roadways excluding alleys. The City requires an investment of $23.8 M per year to keep the roads in that condition. To improve the PCI from 57.2 to 61.5, the investment needed is $36.4M per year for construction only. When the condition of alleys is included in the overall road picture, the investment needed to maintain current conditions at a PCI of 55.7 increases to $25.2M per year and increases to $42.1M per year to improve the condition to 61.4 across the pavement network.
The City’s ability to fund street rehabilitation changes from year to year but has been approximately $8M annually available over the last several years. The PMP provided investment scenarios and related pavement conditions over a five-year period for roadways (excluding alleys) as shown in Figure 19 from the report.
PREVIOUS RELATED ACTION:
On November 17, 2025, the City Council awarded a professional consultant services agreement to ICC-IMS to develop an update to the City’s PMP Program.
On May 15, 2023, the City Council Received and Filed the 2023 PMP Program Update.
On July 18, 2022, City Council awarded a one-year contract to Bucknam Infrastructure Group, Inc. (Bucknam) to develop a Pavement Management Survey to be utilized to update the City’s PMP, at a price not-to-exceed $97,521.
On July 1, 2019, City Council awarded a one-year contract to Bucknam for Pavement Management Survey services to be utilized to update the City’s PMP, at a price not-to-exceed $96,119.
On October 15, 2012, City Council awarded a one-time contract to Bucknam to perform a citywide update of the MicroPaver PMP.
On March 17, 2008, the City Council awarded a one-time contract to Harris & Associates for the installation of the MicroPaver PMP and to conduct the citywide PMP update.
DISCUSSION:
The PMP serves as the City’s long-range planning tool for evaluating pavement conditions, identifying cost-effective maintenance strategies, and prioritizing future street rehabilitation projects. The PMP provides a comprehensive assessment of the City’s roadway network using the Pavement Condition Index (PCI), a standardized engineering measure ranging from 0 (failed) to 100 (excellent). By regularly updating the pavement inventory and condition data, the City can make informed decisions regarding capital investments and maximize the effectiveness of limited transportation funding. The following chart indicates the inputs considered and resulting condition ratings and scale.
The 2026 PMP Presentation Update evaluated the City’s arterial, collector, and residential street network, including alleys, and established an overall weighted average PCI of 55. This is the first time the City has included alleys in the PMP update. The average PCI for the City’s roadways, excluding alleys, has decreased to 55.7; this is compared to 68.1 reported in the 2022 update. A PCI within the range of 41 to 55 is generally considered to be in “Poor” condition, while a PCI within the range of 56 to 70 is considered in “Fair” condition. While streets in this range remain serviceable, pavement deterioration accelerates as conditions decline, making timely preventive maintenance critical to preserving roadway assets and minimizing long-term rehabilitation costs. This is why increasing funding now for street rehabilitation is imperative. The following chart from the report shows the percentage of roads by condition rating.
The 2026 PMP update utilized an enhanced pavement assessment methodology incorporating automated roadway imaging and analysis technology. Previous PMP updates relied primarily on human visual observations of a representative sample of streets with pavement conditions extrapolated across the roadway network. In contrast, the 2026 assessment evaluated the City’s entire street and alley network using automated imaging and analytical tools. This updated methodology was used to provide a more comprehensive and consistent assessment by reducing subjectivity associated with visual inspections and documenting actual pavement conditions throughout the network. Accordingly, the reduction in the City’s overall PCI compared to the 2022 PMP reflects both the implementation of this enhanced assessment methodology and continued pavement deterioration resulting from funding levels that have not kept pace with long-term pavement preservation needs. Regardless of the assessment methodology used, the PMP demonstrates that without sustained increases in pavement rehabilitation funding, the City’s overall PCI is expected to continue declining over time.
In general, the cost of roadway repairs increases significantly as pavement conditions worsen. Preventive maintenance treatments applied while streets remain in fair or good condition are substantially more cost-effective than major rehabilitation or full reconstruction after pavement failure occurs. For this reason, pavement management best practices emphasize preserving streets before they reach poor condition rather than deferring maintenance until reconstruction becomes necessary. The chart on the following page are examples of the costs and associated type of street rehabilitation.
The 2026 PMP also evaluates future investment scenarios based on varying funding levels. According to the updated analysis, maintaining the City’s current pavement condition would require an estimated annual investment of approximately $25.2 million per year (including alleys) or approximately $23.8 million per year (excluding alleys).
Improving the overall network condition (including alleys) to a target PCI of approximately 61.4 would require an estimated annual investment of $42.1 million per year. Excluding alleys, improving the overall network condition to a target PCI of approximately 61.5 would require an estimated annual investment of $36.4 million per year. Current annual funding available for pavement rehabilitation through the Capital Improvement Program (CIP) is approximately $8 to $9 million, resulting in an ongoing funding gap between available revenues and the investment needed to preserve and improve the City’s roadway network. This funding level reflects the portion of the City’s restricted transportation revenues that remains available for capital pavement projects after operational needs are funded. Continued investment at $8 to $9 million per year is projected to result in a decrease in PCI to 49.6 (including alleys) and a PCI decrease to 51.6 (excluding alleys) after five years.
Historically, available funding has not kept pace with the City’s long-term pavement preservation needs. As a result, portions of the street network have continued to deteriorate, increasing the backlog of deferred maintenance and the number of roadway segments requiring more extensive rehabilitation or reconstruction. The PMP demonstrates that sustained investment in preventive maintenance extends pavement service life, reduces lifecycle costs, and allows limited funding to be applied more efficiently.
The City’s PMP is funded primarily through restricted transportation revenues, including Measure R, Measure M, Prop A, Prop C, Senate Bill 1 (SB 1), and other eligible transportation funding sources. The City receives approximately $4.5 million annually from Gas Tax, $2.6 million from Measure R, $3 million from Measure M, $4.1 million from Prop A, $3.6 million from Prop C, and $4.2 million from SB 1 for a total of approximately $22.6 million annually. However, these revenues primarily support ongoing operations and limited maintenance activities. No significant Gas Tax funds are part of the FY 2026-27 CIP funding appropriation for streets rehabilitation. Approximately $14.5 million of the approximately $22.6 million in annual transportation revenues are allocated to operations, leaving only $8 million available each year for pavement rehabilitation through the CIP. As a result, available funding remains insufficient to fully meet the investment levels identified in the PMP Update.
While Staff will continue to pursue grant opportunities and other external funding sources to supplement available revenues, these sources are generally competitive, often require local matching funds, and cannot be relied upon as a consistent or sustainable funding source. Grant funds are also primarily one-time funds, and grant funds typically do not match up with PMP recommended street improvements (timelines, nature of improvements, etc.) since grant criteria does not typically emphasize pavement conditions and has other objectives, such as more bicycle facilities or other objectives. Achieving the funding levels identified in the PMP will require a stable, ongoing, and increased source of dedicated pavement rehabilitation funding.
The funding estimates contained in the 2026 PMP Update demonstrate that existing transportation revenues are insufficient to maintain, let alone improve, the City’s pavement network. Existing funding levels are substantially below the investment required to preserve the City’s roadway network, and continued reliance on current revenues will result in ongoing deterioration of street conditions and significantly higher future rehabilitation costs. Without a new and dedicated source of revenue, the City’s pavement network will continue to decline, more streets will fall into poor and failed condition, and the cost to restore the system will continue to increase. If the City intends to preserve and improve its roadway network, it will need to pursue a dedicated street investment funding measure or another comparable long-term funding solution capable of closing the identified funding gap.
The City often uses innovative and cost saving pavement rehabilitation treatment types. These cost-saving treatments stretch the City’s available funding to rehabilitate as many streets as possible. Some of these types include but are not limited to rubberized slurry seals, cape seals, ARAMI’s (asphalt rubber aggregate membrane interlayers), other ARAM systems, cold in-place recycling, cement stabilized in-place recycling, concrete approaches at intersections, ARHM (asphalt rubber hot mix), and others (micro-milling, etc.).
The City is also currently working on development of a Complete Streets Amendment to the City Code that is anticipated to help with pavement improvements as developments occur throughout the City and as an upgraded tool that should enhance future grant applications; however, this is a long-term effort and developments as well as grants do not impact the City’s entire street network. Therefore, consistent and sustainable increased funding sources are still needed for the City to improve the conditions of the City’s streets and alleys.
The 2026 PMP Update will serve as the foundation for future CIP street projects, pavement preservation activities, and grant funding applications. Staff will continue to utilize the PMP Update to prioritize roadway improvements for City selected projects based on pavement condition, treatment timing, available funding, other factors (neighborhood areas, economies of scale, other utility/development projects, etc.), and overall network performance. Future updates to the PMP will continue to monitor pavement conditions and assist the City Council in making informed infrastructure investment decisions.
COUNCIL PRIORITIES & GOALS:
This item supports the FY 2026-27 City Council Priority #2: Dedication to Infrastructure and Enhancement of Community Assets – Goal #E: Enhance streetscapes and public spaces.
Prepared by:
Lindsay McElwain
Acting Public Works Fiscal and Project Manager
Matt Pilarz, P.E.
Principal Civil Engineer
ATTACHMENT(S):
Attachment No. 1 – Pavement Management Report 2026
Attachment No. 2 – ICC IMS PMP Presentation
Attachment No. 3 – Pavement Revenue Slides
Receive and File Pavement Management Program Presentation Update