HomeMy WebLinkAboutAgenda Packet 6.1.21
CITY OF AUBURN
TRANSPORTATION
ADVISORY BOARD
June 1, 2021
MEETING AGENDA
I. CALL TO ORDER
Transportation Advisory Board June 1, 2021
Page 2
A. TAB Rules and Procedures (Malik)*
Vote on the proposed Transportation Advisory Board Rules and Procedures, which were
discussed at the last meeting and edited following TAB comments.
B. General Update (Malik)
Overview of ongoing transportation projects and programs.
C. 2020 State Of Our Streets (SOS) Report (Webb)*
Present the 2020 year end summary of the City’s Arterial/Collector and Local Street Pavement
Preservation Programs.
D. 2022-2027 TIP and 2022 Traffic Impact Fee Update (Webb)*
Discussion about the proposed update to the Transportation Improvement Program (TIP) for the
years 2022-2027 and resulting 2022 Traffic Impact Fee rates. The full version of the 2021-2026
TIP is available here:
https://www.auburnwa.gov/UserFiles/Servers/Server_11470554/File/City%20Hall/Public%20Wo
rks/Publications%20and%20Forms/Final-TIP%202021-2026.pdf
E. Discussion Topic: Non-Motorized Facilities (Malik)*
Discussion with TAB members related to non-motorized facilities planning. What have they
heard from the community? What is working? What is not working? Any comments on the Non-
Motorized Facilities Chapter of the Comprehensive Transportation Plan? A time for each TAB
member to share.
F. Other Discussion Items / Roundtable.
VII. ADJOURNMENT
Next meeting will be held on Tuesday, September 14, 2021 at 5:30 PM.
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CITY OF AUBURN
TRANSPORTATION
ADVISORY BOARD
March 9, 2021
DRAFT MINUTES
I. CALL TO ORDER
Chairman Waylon Menzia called the meeting to order at 5:30 p.m. held virtually and
telephonically.
Per Governor Inslee's Emergency Proclamation 20-05 and 20-28 et. seq. and Stay Safe-Stay
Healthy, the City of Auburn is prohibited from holding in-person meetings at this time.
City of Auburn Resolution No. 5581, designates City of Auburn meeting locations for all Regular,
Special and Study Session Meetings of the City Council and of the Committees, Boards and
Commissions of the City as Virtual Locations until Washington’s Governor authorizes local
governments to conduct in-person meetings.
The link to the Virtual Meeting or phone number to listen to the Transportation Advisory Board
Meeting is below. Join from a PC, Mac, iPad, iPhone or Android device.
https://zoom.us/j/97460289635
II. ROLL CALL (Sherwin)
Committee members present were Dennis Grad, Sarah Shaw, Pamela Gunderson (unexcused),
Waylon Menzia, Peter Di Turi, Janette Miller, Michael Harbin, Steve Carstens, Riley Patterson,
David Jensen. Also present during the meeting were: Public Works Director Ingrid Gaub, Assistant
Director/City Engineer Jacob Sweeting, Senior Traffic Engineer James Webb, Senior
Transportation Planner, Cecile Malik, and Office Assistant, Angie Sherwin.
III. MEETING PROTOCOLS (Malik)
Board Meeting Protocols for Zoom
Please keep you microphones muted.
Please keep your cameras turned on.
If you have questions or comments, or for motions, please use the raise hand feature.
II. CONSENT AGENDA
A. It was moved by David Jensen, and seconded Michael Harbin, that the Committee approve the
Transportation Advisory Board minutes for December 08, 2020. Motion carried.
III. DISCUSSION AND INFORMATION
A. General Update (Malik)
An overview of ongoing transportation projects and programs.
• The City updated streetlights with LED lights providing cost effectiveness and additional
capability to control and monitor the system.
• The City is being considered for a grant by the WSDOT to add sidewalks on Auburn
Way South from Howard Street to approximately the Muckleshoot Plaza Signal.
• There will be a new round a bout for the new Chinook Elementary being built on Auburn
Way South. A coordination with the City, WSDOT and the Auburn School District.
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Transportation Advisory Board MARCH 9, 2021
DRAFT MINUTES
Page 2
• A new signal at 49th and Auburn Way North is now in operation. The signal was
constructed by the developer for the Coopergate multi-family unit located south of 277th
and east of Auburn Way North.
• Currently there are requests for vendor proposals for photo enforcement. Photo
enforcement is subject to City Council approval. A vendor will be selected by the end of
March 2021. The program would start approximately by the end of 2021 or at the
beginning of 2022.
• Three vacant Transportation Advisory Board positions have been filled.
o Christian Faltenberger, Chamber of Commerce – The Outlet Collection
o Cheryl Rakes, Downtown Auburn Cooperative, formerly the Downtown Business
Association
o Cynthia Rapier, Green River Community College
B. Annual Workplan and future discussion topics (Malik)*
Each year the Transportation Division will develop an annual work plan for the upcoming year
that will be utilized in the Transportation Advisory Board agenda setting. An overview of the
items which will be presented to the board in 2021.
Discussion Topics:
▪ Transportation issues for transit riders (include Metro recent efforts and updates) (March)
▪ Transportation issues for disabled residents (include ADA transition plan & ADA projects
prioritization/funding overview) (TBD)
▪ Transportation issues for pedestrians & bicyclists (include overview of Comprehensive
Transportation Plan and Maps, projects prioritization and funding, other related programs)
(TBD)
▪ Transportation issues for elementary, middle, and high school students + college students
(include overview of safe routes to school efforts, and projects prioritization and funding)
(TBD)
Staff Presentations:
▪ TIP update (March & June)
▪ Transit Update (March)
▪ Comprehensive Transportation Plan Update (June & September)
▪ SOS program and Arterial Preservation Program, funding, projects, and prioritization
(June)
▪ Featured Capital Project (TBD)
▪ Significant other projects which include community events (TBD)
Additional Items:
▪ Rules of Procedure (June)
▪ TAB City Code update (September)
▪ Board Annual Report to the City Council (December)
C. Transportation Group Overview (Malik)*
A PowerPoint presentation reviewed the transportation programs and services.
• System Needs, Regulations, Policies
• Comprehensive Plan
• Transportation Improvement Program (TIP) and Capital Facilities Program (CFP)
• Bi-Annual Budget
• Local Street Preservation
• Arterial and Collector Street Preservation
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Transportation Advisory Board MARCH 9, 2021
DRAFT MINUTES
Page 3
D. Metro Transit Updates (Metro)*
Jeremy Fichter presented Metro’s updates on the services changes, the future RapidRide I Line,
COVID impacts, and recovery plan.
• Mobility Plan
o New frequent routes
o Other changes and services investments
• RapidRide I Line Update
o Tier stations
• Service Restoration Planning
o COVID impacts
o COVID response
o Service changes during COVID
E. Discussion Topic: Transit (Malik)*
Board member Shaw moderated the discussion with TAB members related to transit ridership.
Topics that board members brought forward in the open discussion.
• Sound Transit parking garage status
• Regional express bus service/ Park and Ride
• High school students’ public safety
F. 2022-2027 TIP Update (Webb)*
Discussion about the proposed update to the Transportation Improvement Program (TIP) for the
years 2022-2027.
• Background Summary
• Summary of proposed amendments
• Additions
• Other modifications
Current status and next steps:
Staff will continue to develop the 2022-2027 TIP update. The Transportation Advisory Board
and City Council comments will be addressed, and adoption is anticipated as follow the
schedule below.
• March 9, 2021: First Transportation Advisory Board Discussion
• May 10, 2021: First Council Study Session
• June 1, 2021: Second Transportation Advisory Board Discussion
• June 7, 2021: Resolution to Schedule Public Hearing
• June 14, 2021: Second Council Study Session (If Required)
• June 21, 2021: Public Hearing & Resolution for Adoption
G. TAB Rules and Procedures (Malik)*
A discussion about the need for rules and procedures for the board. The draft was discussed,
and the final document will be brought to the board for adoption at the June meeting.
H. Other Discussion Items
No items were brought forward.
IV. ADJOURNMENT –
There being no further business to come before the Transportation Advisory Board, the meeting
was adjourned at 8:04 p.m.
Approved this 1st day of June 2021.
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Transportation Advisory Board MARCH 9, 2021
DRAFT MINUTES
Page 4
Waylon Menzia Angie Sherwin
Chairman Engineering Services Office Assistant
Page 6 of 45
CITY OF AUBURN
AUBURN TRANSPORTATION ADVISORY BOARD
RULES OF PROCEDURE
ADOPTED JUNE 1, 2021
Page 7 of 45
AUBURN TRANSPORTATION ADVISORY BOARD
RULES OF PROCEDURE
Table of Contents
1. BOARD NAME AND RULES
2. BOARD MEMBERS AND OFFICERS
3. BOARD MEETINGS
Page 8 of 45
AUBURN TRANSPORTATION ADVISORY BOARD
RULES OF PROCEDURE
We, the members of the City of Auburn Transportation Advisory Board (Board), hereby adopt, publish,
and declare the following Rules of Procedure:
1. BOARD NAME AND RULES:
1.1. The Board’s official name is the “Transportation Advisory Board.” The Board adopts these rules
pursuant to its powers under Auburn City Code (ACC) 2.94. These rules may be referred to as
the Rules of Procedure.
1.2. Purpose of Rules: The Board adopts these rules in furtherance of its powers to advise the City
Council and/or its committees regarding the matters specified in ACC 2.94.060.
1.3. Effective Date of Rules: These rules shall take effect upon their adoption by majority Board
vote.
1.4. Amendment of the Rules: The Board may amend these Rules at any regular Board meeting by
majority vote. The proposed amendment should be presented in writing at a preceding regular
meeting.
1.5. Suspension of the Rules: The Board may suspend the rules as authorized in Robert’s Rules of
Order by majority vote, except when such suspension would conflict with state law or city
ordinances.
2. BOARD MEMBERS AND OFFICERS:
2.1. BOARD MEMBERS:
2.1.1. Number and appointment: The Board shall have up to fifteen (15) members meeting the
requirements of ACC 2.94.020 and 2.94.030. Members shall serve for a term as indicated
in ACC 2.94 without remuneration and shall be appointed by the Mayor and confirmed by
the City Council.
2.1.2. Rules applicable to all Board members:
Any member of the Board who, in their opinion, has an interest in any matter before the
Board that would tend to prejudice their actions shall publicly indicate, step down and
leave the meeting room until the matter is disposed. A member need only be excused
from legislative or organizational action if the potential conflict of interest is direct and
substantial, or as otherwise required by these rules or other applicable law.
No member of the Board may use their position to secure special privileges or exemptions
for themselves or others.
No member of the Board may, directly or indirectly, give or receive or agree to receive any
compensation, gift, reward, or gratuity from a source except the City, for a matter
connected with or related to the board member’s services unless otherwise provided for
by law.
No member of the Board may accept employment or engage in business or professional
activity that might reasonably be expected to require or induce them to disclose
confidential information acquired by reason of their official position.
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AUBURN TRANSPORTATION ADVISORY BOARD
RULES OF PROCEDURE
No member of the Board may disclose confidential information gained by reason of the
board member’s position, nor may the board member otherwise use such information for
their personal gain or benefit.
2.1.3. Board member conflicts of interest and remote interests
2.1.3.1. Conflicts of interest. No Board member may wholly, partly, directly or indirectly
benefit from any contract made by, through, or under their supervision on the
Board. No Board member may directly or indirectly accept any compensation,
gratuity or reward in connection with such a contract. Any Board member with
such a conflict of interest may not vote on such contract’s authorization, approval
or ratification. If such a contract comes before the Board for consideration, the
member shall disclose their conflict of interest to the Board and abstain from
voting according to the procedure in Rule 3.9.4.
2.1.3.2. Remote interests. Rule 2.1.3.1 does not apply to remote interests held by Board
members. Remote interests are those defined by RCW 42.23.040.
2.2. OFFICERS:
2.2.1. Election and terms of officers: Board Officers shall be Board members, and shall consist of
a Chair and Vice Chair, elected by majority Board vote.
Officer elections shall take place once every two years at the Board’s last regular meeting
of each calendar year, or as soon thereafter as possible. The term of office for each officer
shall run until the subsequent election.
If an officer resigns or is removed from their position before the end of their term, the
Board will elect new officers at its next regular meeting. The Vice-Chair will administer the
election of a vacant Chair position.
2.2.2. CHAIR AND VICE CHAIR. The Board shall have the following officers
2.2.2.1. Chair. The Chair shall preside over Board meetings, and may exercise all the
powers usually incident of the office. The Chair shall be a member of the Board
and except as otherwise provided in these rules shall have the right to cast a
recorded vote in all Board deliberations. Unless stated otherwise by abstention or
nay, the Chair’s vote shall be considered to be affirmative for the motion.
2.2.2.2. Vice Chair. The Vice Chair shall perform the Chair’s duties in the Chair’s
absence. If both the Chair and Vice Chair are absent from a meeting, the Senior
present Board member shall act as the meeting Chair, or may delegate the
responsibility to another member.
2.2.2.3. The Board Chair and/or Vice Chair shall annually provide the City Council with a
progress report in carrying out Board responsibilities, as required by ACC 2.94.080.
2.2.3. SECRETARY:
A member of City Staff shall act as the Board’s Secretary and shall keep record of all Board
meetings and perform the other functions and duties described in these rules. Records
created by the Secretary shall include any disclosed Board member interests pursuant to
Rule 3.9.4., and shall be retained at the City Clerk’s Office.
2.2.4. Removal and resignation of Members and Officers.
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AUBURN TRANSPORTATION ADVISORY BOARD
RULES OF PROCEDURE
Any Board member or officer may submit written resignation to the Board for
consideration. Such resignation is effective upon majority Board vote.
By majority vote, the Board may recommend to the Mayor the removal of any Member or
officer:
Who is absent from a total of 2 Board meetings in a calendar year without excuse and
following a discussion with the Chair regarding this consideration for removal;
Who willfully violates any provision of these Rules of Procedure in the conduct of their
functions or duties as a Board member;
Who willfully violates any provision of the ACC 2.94, RCW 42.23.070, or any other
applicable law in the performance of Board duties.
Who willfully commits any act defined by law as a criminal offense in the performance of
Board duties.
Following a removal or resignation, the Board shall fill vacant Board member positions
pursuant to Rule 2.1.1, and vacant officer positions pursuant to Rule 2.2.1.
3. BOARD MEETINGS:
3.1. Board meeting date, time and place. All Board meetings will be held in the Auburn Council
Chambers at 25 West Main Street, Auburn, WA 98002, unless otherwise directed by the Chair.
The Board will set meeting dates and times on or before December 31st of the preceding year.
3.2. Number of Board meetings. Pursuant to ACC 2.94.050, the Board shall meet a minimum of
quarterly each calendar year. The Board may set additional regular or special meetings as
needed to properly conduct Board business.
3.3. City personnel at Board meetings. All Board meetings shall be staffed by City personnel to
support and assist the Board, and to perform the role of Board Secretary pursuant to Rule
2.2.3.
3.4. Meeting agendas. Unless the Chair directs otherwise, the Secretary shall prepare a meeting
agenda for Board meetings and provide it to the Board members not less than five (5) days in
advance of the meeting. Meeting agendas shall list the items the Board will address at the
meeting and shall include any corresponding materials necessary for the Board’s consideration.
Agenda items shall be determined through coordination of the Board Chair and City staff
members, but shall generally consist of the following outline:
A. CALL TO ORDER/ROLL CALL
B. CONSENT AGENDA
C. ACTION ITEMS
D. DISCUSSION AND INFORMATION
E. ADJOURNMENT
3.5. Meeting minutes. The Secretary shall keep minutes of all Board meetings. Meeting minutes
shall be kept on file at the City Clerk’s Office pursuant to the City’s document retention
schedule.
3.6. Meeting Procedure:
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AUBURN TRANSPORTATION ADVISORY BOARD
RULES OF PROCEDURE
3.6.1. Rules of Order. The most current version of Robert’s Rules of Order shall govern Board
member meetings procedure unless otherwise provided in these Rules.
3.6.2. Open Public Meetings Act. Board meetings are subject to the Washington State Open
Public Meetings Act, RCW 42.30. The Board may hold executive sessions to consider the
matters identified in RCW 42.30.110.
3.7. Meeting interruptions.
3.7.1. Removal of interrupting individuals or groups. The Board meeting presiding officer may
direct the removal any individual or group that interrupts a Board meeting to render the
meeting’s orderly conduct unfeasible. A removed individual or group may only be
readmitted to the meeting by majority Board vote.
3.7.2. Continued meeting disruption after removal. If removal of such individuals or groups
does not restore order to the meeting, the Board may clear the meeting location of
observers/participants and either: (1) continue in session, or (2) adjourn the meeting and
reconvene it at a stated date, time and location selected by majority Board vote. In either
instance, the Board may only take action on items appearing on its agenda for that
meeting, and must allow media/press members to attend unless they too were involved in
the meeting disturbance.
3.7.3. Illustration of interruptions warranting Board action pursuant to this rule. By way of
illustration, interruptions may include (but are not limited to) any of the following that
interrupts a meeting’s orderly conduct:
Making personal, impertinent or slanderous remarks or noises;
The use of speech intended to incite fear of violence;
Failing to limit public comments to an established allotted time;
Yelling or screaming in a manner that prevents the Board from conducting the meeting;
Making irrelevant, distracting, or offensive comments or noises;
Demonstrations, disruptive applause, other disruptive behavior.
3.8. Member meeting quorum. A simple majority of the appointed Board members shall constitute
a quorum for the transaction of business.
A simple majority vote of the quorum present shall be sufficient to take action on the matters
before the Board. Any meeting lacking a quorum may only continue to: fix a time for
adjournment, adjourn, recess or take measures to obtain a quorum.
3.9. Voting.
3.9.1. Voting generally. Board member votes shall generally be given audibly, with “yes” being
an affirmative vote, and “no” a negative vote.
3.9.2. Roll call voting. The Secretary shall conduct a “roll call” or “show of hands” vote if any
Rule 3.9.1 voting is inaudible. The Secretary may also conduct a “roll call” or “show of
hands” vote at the request of the Chair or another Board member, or on their own
initiative to ensure an accurate vote record.
3.9.3. Tie Votes. Any motion resulting in a tie vote fails. A denial motion resulting in a tie shall
not be considered an approval of the motion subject.
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AUBURN TRANSPORTATION ADVISORY BOARD
RULES OF PROCEDURE
3.9.4. Abstention for conflicts of interest.
3.9.4.1. If the Board considers an issue involving conflict of interest for a Board member
as defined in Rule 2.1.3.1, the Board member shall disclose the conflict to the
Board before any Board action is taken on the matter, and shall abstain from
discussion and voting on the issue.
3.9.4.2. Abstention procedure. The Board member shall advise the Chair of their intent
to abstain before the Board discusses or considers the subject matter, and shall
remove themselves from the deliberation and consideration of the matter. A
member may confer with the City Attorney to determine if their intended
abstention conforms to this rule. The City Attorney’s role in such a conference is
limited to advising the Board member in their capacity as a member, and shall not
include advice or recommendations regarding the member’s personal or business
interests. If an intended abstention cannot be anticipated in advance, the
member should advise the Chair that they have an “abstention question.” A brief
recess would then be given to permit the member to consult regarding their
intended abstention as may be necessary.
3.9.4.3. A Board member may also abstain from voting on any matter to otherwise
ensure the appearance of fairness.
3.9.4.4. Procedure for remote Board member interests. Any Board member with a
remote interest in a contract before the Board as defined by Rule 2.1.3.2 shall
disclose the interest to the Board before the Board takes any action. The secretary
shall record the member’s disclosed remote interest in the Board’s meeting
minutes. Once disclosed, the Board may authorize, approve or ratify the contract
in good faith by majority Board vote (without counting any vote cast by the
member holding the remote interest).
3.10. Member meeting absences. To be excused, members must inform the Board’s
Secretary or Senior Transportation Planner a minimum of one day in advance of the meeting
date if they cannot attend a scheduled meeting unless it is an emergency situation and the
board chair agrees to waive the late notice of the absence.
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2020 STATE OF OUR STREETS DASHBOARD
Overall Assessment: The paving projects completed in 2020 improved approximately 6.7 equivalent
lane miles of roadway. Despite the impact of those projects, the overall condition of streets in the city
degraded slightly from 2019 to 2020. The last physical inspection for pavement condition was
performed in the summer of 2019. 2020 PCI values have been estimated by applying approximated
deterioration rates, derived using actual historical condition data from past pavement condition
surveys, and accounting for actual improvements from completed projects. The next physical
inspection will take place this summer (summer 2021) and the pavement ratings and the predictive
deterioration rates adjusted accordingly. Pavement projects for 2021 will improve another estimated
15 equivalent lane miles of road. Additional projects through 2024 are in varied stages of planning
and design. Accounting for the predicted impact of these current and upcoming projects, modeling
indicates a slow decline of the overall average roadway PCI over the coming years at the current
anticipated funding amounts. The data suggests that additional funding is needed to prevent overall
roadway conditions from declining further and to get the roadways back to the overall 70 PCI target
and keep it there.
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2020 STATE OF OUR STREETS DASHBOARD
Arterial and Collector Streets
Arterial and collector streets make up just over half of the total
equivalent lane miles of roadways throughout the City. There
are approximately 92 lane miles of collector streets that
together have an overall average PCI of 64 (compared to 68 in
2019). There are roughly 224 lane miles of arterial streets that
together have an overall average PCI of 59 (compared to 62 in
2019). The average condition rating for arterial and collector
streets combined is 61 (compared to 63 in 2019). The average
PCI for collector and arterials has been hovering around 60
since about 2015. This indicates that re-building and
preservation efforts have been relatively successful at
maintaining the status quo but are not yet sufficient to reach
the target of 70 PCI. Over the next five years an estimated 60
lane miles of road are expected to deteriorate beyond the point where preservation treatments can
restore them and they would require a more expensive full re-build. Based on the current funding
levels shown in the City’s Transportation Improvement Plan (TIP) and anticipated grant funding,
there is only funding available to preserve approximately 15 lane miles. This leaves approximately 45
lane miles of arterial and collector road that will deteriorate past the point for preservation treatments
These roadways will eventually require reconstruction at a cost that is over 4 times higher than
preservation treatments. Simulations indicate that approximately $5 million per year for 15 years
would be required to bring the overall PCI for arterials and collectors up to an average of 70 PCI.
Funding Note: The arterial and collector
preservation programs rely heavily on grant
funding. Currently, no grant funding has
been secured beyond 2024. Additionally,
arterial streets are further classified as either
principal or minor arterials. Typically,
principal arterials are much more competitive
in grant applications than minor arterials. As
a result of this, principal arterials are in an
overall better condition (63 PCI) than minor
arterials (57 PCI). The city anticipates that
many of the remaining streets that require
preservation treatments now will not compete
well for future grant funding. Over time it is
likely that it will become increasingly difficult
to depend on grant funding and additional
funding sources would be needed.
The planned 2021 and 2022 projects also include rebuilds of 2 streets (4th Street SE and 2nd Street
SE), which is we see a predicted decline in the PCI despite the funding level in 2022 being higher.
This is due to the greater expense of rebuilding streets rather than preserving them.
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2020 STATE OF OUR STREETS DASHBOARD
Local Streets
There are currently approximately 314 equivalent lane miles of
local streets in the city, which is 1 more lane mile than in 2019
due to new roads constructed by development activity. Local
streets have an overall average PCI of 75 (compared to 77 in
2019). Despite the City’s target of 70 PCI being achieved there
are still many local roads in need of repair and replacement.
Roughly 69% of local roads are in good condition, 27% are in
fair condition, and 4% are in need of a full re-build. Since
2015, the overall average PCI for local streets has increased
from 69, due to the City’s preservation and re-building projects
as well as the addition of new local roads from development
activity.
Funding Note: From 2013 to 2019, the local streets program was funded by new construction sales
tax. Since 2019 the program has been spending down the fund balance, with some supplemental
funding from Real Estate Excise Tax (REET) funds. The program has been funded at $1.65M per
year with the current biennial budget, but at
this time no sustainable funding source has
been identified beyond 2022. Simulations
indicate that maintaining current funding
levels results in the average PCI holding
stable in the low 70’s (assuming no other
changes), but dropping below 70 in 10 years.
If a sustainable funding source is not
identified for 2023 and beyond, it is predicted
that the average PCI for local streets will drop
to the low 40’s by 2040. Changes that may
impact the average PCI (to be higher or lower
than currently forecasted) include more or
less of the development and utility work that
build new roadways and restore existing
roadways and refinement of the parameters
used to predict PCI values based on
additional data being collected.
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PCI Further Explained:
Pavement Condition Index (PCI) is a 0 to 100 score that reflects the overall condition of roadway
pavement and what types and degrees of maintenance and repair (or preservation activities) are
needed to maximize the pavement's overall service life. A PCI of 100 is brand new pavement and a
PCI of 0 is a roadway where the pavement has turned into gravel and dirt. The most efficient
approach towards prolonging the life of a roadway is to keep the PCI at 70 or above (considered to be
"good condition") for as long as possible. This is achieved through good pavement design and
periodic light maintenance activities like patching and crack sealing. Once the PCI of a roadway has
dropped below 70 (or from "good condition" to "fair condition"), additional patching and replacement
of the top layer of pavement (overlay or grind and overlay) is needed to bring the pavement back into
"good condition" and extend the life of the pavement. Without these pavement preservation efforts,
the PCI continues to decrease and the costs to bring the pavement back into "good condition"
increases. Additionally, as the PCI decreases, more and more potholes form on the roadway which
requires more and more temporary and permanent pothole repairs (by the City's Maintenance and
Operations Street crew). Eventually, without preservation activities, the PCI will drop below 40 and
the roadway is considered to be in "poor condition" and in need of a very expensive full re-build. With
these considerations, the City targets an overall PCI of 70 in order to maximize pavement life and
minimize maintenance and preservation costs. Periodically, the City performs citywide inspections to
determine the pavement condition index (PCI) for each roadway it maintains. The PCI inspections
were completed in 2013, 2017, and most recently in the summer of 2019. The PCI inspection data is
used to plan pavement preservation activities and as a gauge to measure how overall roadway
conditions have, and will, respond to different funding levels and other factors that impact roadway
conditions such as new development, City and non-City utility work in roadways, truck traffic,
pavement design (past and present), and weather conditions.
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Page 1 of 5
Memorandum
To: Transportation Advisory Board
From: James Webb, Senior Traffic Engineer, PE, PTOE
Date: May 18, 2021
Re: 2022-2027 Transportation Improvement Program and Transportation Impact
Fees – Annual Update
ANNUAL TIP UPDATE
RCW 35.77.010 requires that the Six-Year Transportation Improvement Program (TIP) be
amended annually by June 30.
The TIP is a multiyear planning tool and document for the near-term development of
transportation facilities within the City. The TIP is proposed to be financially constrained for the
entire six years of the TIP based on known and anticipated revenue and expenditure forecasts.
Once the TIP is approved, projects are budgeted and funded through the City’s biennial budget.
The TIP sets priorities for the acquisition of project funding and is a prerequisite of most grant
programs. Staff also uses the TIP to coordinate future transportation projects with needed utility
improvements.
SUMMARY OF PROPOSED AMENDMENTS TO THE TIP
Removal of Projects
Projects anticipated to be complete in 2021 will be removed from the TIP and their TIP project
numbers recycled. Projects are sometimes removed from the TIP for other reasons such as
being combined with other projects or changing priorities and needs. The following projects are
proposed to be removed from the TIP:
▪ TIP I-17: Citywide LED Street Lighting and Controls ($2.7M) (Nearing Completion, will
be complete in 2021)
▪ TIP N-3: Arterial Bicycle and Safety Improvement Program ($0.1M) – Combined with
N-1 Non-Motorized Safety Program, as described under Other Modifications
▪ TIP N-10: M Street SE Sidewalk Improvements ($0.71M) (Beginning construction, will
be complete in 2021)
▪ TIP P-7: 2021 Local Street Preservation Project ($2.5M) (Beginning Construction, will
be complete in 2021)
Page 18 of 45
Page 2 of 5
▪ TIP P-8: 2022 Local Street Preservation ($1.65M) – The 2022 program funding is
included with TIP P-1 Local Street Preservation. A stand-alone local street
preservation project will not be pursued in 2022. Instead, local street preservation work
will be incorporated into other projects such as the Water Utility’s Lead Service Line
Replacement Project (CP1922).
▪ TIP P-9: Lea Hill Bridge Deck Preservation ($1.65M) (Beginning Construction, will be
complete in 2021)
▪ TIP P-12: Lakeland Hills Way Preservation ($0.65M) (Beginning Construction, will be
complete in 2021)
▪ TIP P-13: 3rd Street SW Bridge Deck Preservation ($1.45M) (Beginning Construction,
will be complete in 2021)
Grant Awards and New Project
The annual TIP update provides an opportunity to add projects to the TIP or to modify existing
projects to reflect recent grant awards and other revenues. It also provides an opportunity to add
new projects based on emerging needs. The 2022-2027 TIP includes the following proposed
project additions:
▪ TIP R-4: A Street Loop – the project finances were updated to show $1,125,000 of
Federal grant funds awarded to the project in April 2021
▪ TIP R-6: AWS Widening (Hemlock to Poplar) - the project finances were updated to
show $3,608,232 of Federal grant funds awarded to the project in April of 2021
▪ TIP N-7: AWS Southside Sidewalk – the project finances were updated to show
$600,000 of State grant funds anticipated to be awarded to the project
▪ TIP I-9: Lea Hill ITS Expansion ($0.60M) (Emerging Need)
▪ TIP N-5: Sidewalk and ADA Inventory ($0.20M) (Emerging Need)
Other Modifications
Other changes proposed to be made as part of the annual update are to revise certain project
descriptions, cost estimates, and anticipated funding sources to be more representative of project
scopes and available funding sources, and to match the adopted Capital Facilities Plan. The
most significant changes are listed below:
▪ TIP I-2: Annual Traffic Signal Improvement – No changes are proposed to the 2022
funding of $100k. The current TIP shows alternating funding between $200k and
$100k each year starting in 2023. The proposed TIP shows a funding level that starts
at $180k in 2023 and gradually increases to $200k by 2027. Actual annual needs for
the program have typically ranged from $150k to $200k.
▪ TIP N-1: Non-Motorized Safety Program – this is a new name for the program and is a
combination of the Pedestrian Accessibility and Safety Program (N-1) and Arterial
Bicycle and Safety Improvement Program (N-3). These programs were combined to
provide more flexibility in how the funding can be used, and to combine the funding to
allow more extensive improvements to be funded. Overall funding levels remain
unchanged from the previous programs.
▪ TIP N-8: Evergreen SRTS – the scope of the project was revised to include the
extension of the sidewalk to the west of Evergreen Heights Elementary to 51st Avenue
S. The previously proposed roundabout and roadway realignment at 56th Avenue S
will be added to the comprehensive plan as a long-range project need. This change
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will allow the project to be more competitive for Safe Routes to Schools grant funding
in 2022.
▪ TIP P-2: Local Street Preservation Program – From 2023 and beyond, annual
expenditures were increased from $1.65M to $2.0M to reflect the program needs
identified in the annual state of our streets report. The additional expenditure comes
from spending down the existing fund balance. The program also anticipates that the
program will continue to be funded beyond the 2021/22 budget, although the source of
the anticipated $1.5M annually that is currently funded by REET2 revenues is
unknown at this time.
▪ TIP R-1: Neighborhood Traffic Calming Program – The current TIP has this program
funded at $10k per year through 2023 and at $50k per year from 2024 and beyond.
The proposed TIP shows funding the program at $150k per year starting in 2022. The
revised funding reflects the need for a modified and expanded program that is currently
under development and will be presented in more detail later. The program shows an
increase in annual funding to reflect the anticipated needs of the program and to
provide the ability to fund a wider variety of traffic calming measures.
CURRENT STATUS AND NEXT STEPS:
Staff will continue to develop the 2022-2027 TIP update. Input from the Transportation Advisory
Board and City Council will be incorporated, and adoption is anticipated to follow the schedule
below.
• JUNE 1, 2021: SECOND TRANSPORTATION ADVISORY BOARD DISCUSSION
• JUNE 7, 2021: RESOLUTION TO SCHEDULE PUBLIC HEARING
• JUNE 14, 2021: SECOND COUNCIL STUDY SESSION (IF REQUIRED)
• JUNE 21, 2021: PUBLIC HEARING & RESOLUTION FOR ADOPTION
ANNUAL TRANSPORTATION FEE UPDATE
The most recent update to the City’s transportation impact fee occurred on January 1, 2021 and
was based on the funding needs identified in the current TIP (2021-2026). Transportation impact
fees are generally updated annually with adoption of the City’s fee schedule. The updates are
required to stay current with the need to fund transportation projects which add capacity to
accommodate current and forecast growth. A description of the updated transportation impact fee
that is proposed to be included in the 2022 fee schedule follows:
TIP Funding Need
The proposed 2022-2027 TIP requires $22.5M of transportation impact fee funding which
reflects a 15% increase from the 2021-2026 TIP which required $19.5M of transportation
impact fee funding A portion of this funding will be provided by previously collected traffic
impact fees (approximately $6.1M). The remaining portion (approximately $16.4M) needs
to be collected during the six years between 2022 and 2027 to fully fund the capacity
projects proposed to be included in the TIP. This increase is the result of a combination of
factors including the addition of new projects to the TIP, changes in funding needs for
existing projects, and adjusting the TIP to maintain a positive balance in the traffic impact
fee fund at the end of the six-year period cover by the TIP.
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Number of Growth Trips
The proposed 2022 fee is based on the additional vehicle trips anticipated to be generated
by growth within the City forecast during the six-year period covered by the TIP. This is
based on the 2015 Comprehensive Transportation Plan, and the estimated number of trips
generated by growth within the City in recent years. An annual average of 436 trips are
forecast to be generated by growth occurring during the 2022-2027 TIP for a total of 2,616
trips. This represents a small reduction from the 2,634 total trips forecast during the 2021-
2026 TIP.
Proposed Citywide Transportation Impact Fees
The current per trip fee is $4,894.00. The proposal is to implement a gradual increase throughout
the TIP period of 7% per year that would generate the revenue needed to fully fund the TIP.
A per trip fee of $5,237 is proposed for 2022, a 7% increase from 2021 ($4,894).
The updated PM peak hour trip amount will be utilized to adjust the detailed traffic impact fees
included in the proposed 2022 fee schedule. The updated fee would be applicable to all new
uses citywide except in the Lakeland Hills PUD and the Downtown Urban Center (DUC) zone.
Downtown Urban Center Zone Rate
To acknowledge the trip generation characteristics of the downtown urban center, the City added
a second zone to the transportation impact fee program. The program charges reduced impact
fees for development occurring in the downtown urban center. The applicable downtown area in
which fees are reduced is shown in Figure 1.
Reduced impact fees for the downtown urban center account for anticipated reduced trip
generation resulting from the availability of transit service (both bus and rail), the completeness of
non-motorized facilities, and the proximity of complementary land-uses (retail, commercial,
medical, etc.). This provides a better nexus between transportation impact fees and the impacts
of development in the downtown urban center.
The following reductions are used for each land use category in the downtown urban center:
• Residential, Lodging, and Medical -19%
• Recreation, Institutional, Retail, and Service -26%
• Office -32%
National and local data was used to estimate the reductions for downtown land-uses in Auburn.
This approach is consistent with other local jurisdictions, including Federal Way and Kent.
Lakeland Hills PUD Rate
Transportation mitigation fees for Lakeland Hills were established in 1998 by Resolution 2955. At
that time, the initial impact fees were identified for detached single-family units, attached single-
family and multi-family units, senior family residential units, and commercial and retail space. The
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fees are updated annually based on the Consumer Price Index (CPI) for the Seattle-Metropolitan
area. These fees will be updated closer to the end of the year when the CPI data is available.
TIF Comparison by Agency
Below is a comparison of the traffic impact fee for a single-family residential unit in several local
cities in Puget Sound (listed from lowest to highest) compared with the proposed 2022 rate for
Auburn :
Covington - $4,461 (2021)
Puyallup, $4,547.41 (unchanged from 2007)
Kent - $4,938.19 (2022)
Kirkland - $5,888 (2021)
Auburn - $6,048.74 (2022 proposed)
Federal Way– $7,054 (2021)
Bellevue - $7,271 (2022)
Bothell - $9,606 (2021)
Renton - $10,861.69 (2021/22)
The single-family residential rate presented above for Auburn is based on, but differs from the per
trip fee presented in the traffic impact fee calculations. This is because the fees for individual land
uses include adjustments for the number of new trips generated, average vehicle trip length, and
the proportion of truck trips generated (for commercial developments). The list includes a mix of
2021 and 2022 rates because not all agencies have developed and published their 2022 rates.
For previous annual traffic impact fee updates, a chart showing the comparison of the basic
transportation impact fee for 60 Western Washington Cities and five Counties was provided.
However, this chart is not currently available.
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CHAPTER 3 - NON-MOTORIZED TRANSPORTATION
Riding on the Interurban Trail
Non-motorized transportation is an integral component of Auburn’s transportation system.
Non-motorized travel includes walking and bicycling. The City seeks to enhance the non-
motorized travel environment both for recreational t ravel and trips that might otherwise be
taken via a car or bus in order to improve mobility and environmental health.
The City recognizes that the evolution of the transportation system has prioritized the
automobile as the primary travel mode. A side effect of this process has been the erosion of
conditions favorable to non-motorized travel. This chapter seeks to redress the balance by
enhancing conditions in which non-motorized modes are a realistic and attractive travel option.
Planning and developing a strong non-motorized network supports several state and national
acts including Washington’s Growth Management Act, Commute Trip Reduction Act, the
federal Clean Air Act, the Americans with Disabilities Act (ADA), MAP 21 (Federal Surface
Transportation Bill) and its successors. Supporting the non-motorized system helps ensure
compliance with these initiatives and the healthy community principles espoused by PSRC
through Vision 2040. It also increases funding opportunities for City projects. Improving the
non-motorized system also helps address the findings of the citywide Health Impact
Assessment process, which recommended that the City improve sidewalk connectivity, improve
the pedestrian environment, eliminate natural and man-made mobility barriers for pedestrian
and bicyclists, improve transit access, improve traffic safety, pedestrian safety and personal
security.
This chapter is divided into two subsections: pedestrian travel and bicycle travel. Each
subsection contains an assessment of existing conditions and needs, followed by guidelines for
development of the future system.
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2020 Comprehensive Transportation Plan - Page 46
3.1 PEDESTRIAN TRAVEL
Pedestrian Crossing at Green River College on S. 320th Street
As a Regional Growth Center, the City encourages transportation planning that emerge s from a
clear land-use plan based on a community vision and the values expressed in Imagine Auburn.
In this vision, Auburn supports higher density housing in the downtown; neig hborhood
commercial districts; and landscaped, pedestrian-oriented street and sidewalk design. This
pattern of development reinforces a positive pedestrian environment.
NEEDS ASSESSMENT
Auburn has many assets, which contribute to a welcoming pedestrian environment, most
notably a pedestrian-scaled downtown and an extensive network of trails. The needs
assessment highlights these existing assets and identifies improvement needs.
EXISTING PEDESTRIAN ENVIRONMENT
As a whole, Auburn’s urban fabric in the downtown has remained intact and supports a positive
pedestrian environment. Businesses, shops, and single-family homes front streets with
sidewalks and street trees. However, some of the older sections of sidewalks need repair or
replacement.
Since adoption of the 2009 Transportation Plan, there have been sidewalk, ADA and lighting
improvements to Main Street, S Division Street Promenade, City Hall Plaza and Plaza Park and
behind the shops on East Main Street. New growth in the downtown core has or will result in
the development of multi - story residential and office buildings and senior housing, helping
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2020 Comprehensive Transportation Plan - Page 47
renew the pedestrian infrastructure and creating a need for continued effort to maintain and
improve the sidewalk system. In addition, the Sounder commuter rail station and transit hub at
West Main Street and C Street SW provide pedestrians more options for connecting to regional
destinations. These improvements contribute to a more hospitable environment for
pedestrians. The city has an annual sidewalk repair program which focuses on ADA
improvements, responding to complaints, repairing identified hazards, and improving areas
with high pedestrian use.
Commercial development outside the downtown exists primarily along arterials and is
dominated by strip development and auto-oriented businesses. Although sidewalks are
provided on most arterials, pedestrians may feel exposed to the traffic. Surface parking lots
border the sidewalks, and driveways interrupt the continuity of the sidewalk system. The heavy
volumes of vehicular traffic and wide streets along arterials, such as Auburn Way, pose a b arrier
for pedestrians walking along or crossing the roadway.
Sidewalk Inventory
The City’s GIS base map shows the approximate locations of sidewalks throughout the City.
Most of this information was generated as part of the Plan update in 2005 using aerial
photography and other GIS data. The base map was updated in 2008 to show sidewalks on the
West Hill and Lea Hill where a large scale annexation into the City took place in 2007. The GIS
base map is continuously updated based on updated aerial photography and as-built plans as
improvements are completed. The City is currently developing a plan to create a
comprehensive sidewalk inventory that would support the City’s ADA Transition Plan, help
identify needed improvements, and assist in overall asset management and maintenance of the
City’s sidewalk infrastructure.
The older residential neighborhoods tend to have sidewalks on both sides of the street, but
they vary widely in condition and construction standards. Some residential areas, such as
southwest Lea Hill, were built under King County’s jurisdiction and sidewalk construction was
not required.
Breaks in the sidewalk network require pedestrians to maneuver around parked cars, into
private yards, or into the street. In newer neighborhoods such as Lakeland Hills, sidewalks built
to the city standards applicable at the time of their construction are provided on both sides of
the street.
The sidewalk survey of the Lea Hill and West Hill annexation areas revealed a sporadic and
often disconnected sidewalk system. Several of the newer residential developments have
sidewalks, but many of the older residential areas and arterial streets are missing large
segments of sidewalk, resulting in an inconsistent pedestrian environment.
Trail Network
Auburn’s developing trail network provides local and regional connections for both recreational
use and commuting. The regional trails that have been developed include the Interurban Trail
and portions of the Green River and White River Trails. The Lakeland Hills Trail networ k
provides connections to neighborhood parks, community center, and to the City of Sumner via
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a tunnel under the BNSF railway. Map 3-2 illustrates the existing and proposed trail network
within the City.
SCHOOL ACCESSIBILITY
School safety is a major concern for parents, students, the school districts, and the City alike.
The Auburn School District, working with an advisory committee, has established a safe walking
area for each elementary and middle school based on the presence of sidewalks, walking paths,
and safe neighborhood streets, as well as the availability of safe street crossings and the traf fic
conditions in the surrounding neighborhoods. All routes within the safe walking areas are
designated as ‘Safe Routes to School’. Occasionally, individual schools will notify parents and
students of preferred walking routes within each area.
Since the last major update of the comprehensive plan the following Safe Walking Routes
improvements have been made throughout Auburn;
Some of these improvements were made possible by a Safe Routes to School grant. The
flashing beacons have been funded through a combination of grant programs and City
resources.
Despite the progress that has been made over the past several years, there are still areas of
need. The following needs were identified to enhance and improve the safety for school
children in and around the school safe walking areas.
The City will continue to work with the School District to identify gaps in the walking boundaries
around each schools.
Lakeland Hills Elementary
Encouraging increased walking and biking to this school would provide the greatest benefit for
easing traffic congestion and safety concerns. Additionally an onsite parking and access
redesign would further reduce school pick up and drop off related congestion.
Chinook Elementary
Sidewalks along Auburn Way South between Hemlock St SE and Academy Dr SE. Additionally
intersection improvements have been identified to reduce conflicts and improve circulation for
buses.
Accessible Routes of Travel
The Americans with Disabilities Act (ADA) requires that all new public, commercial, and
institutional developments meet ADA standards. Furthermore, existing public buildings, public
outdoor facilities, and public rights-of-way shall be retrofitted to achieve accessibility. An
accessible route of travel is designated to accommodate the needs of many different people,
including those who are blind, using wheelchairs, pushing a stroller or cart, or injured. The law
requires that municipalities have a transition plan in place to address ADA issues. The City of
Auburn completed an ADA Transition Plan for facilities in the Public Right-of-Way in 2020, with
associated new policies that is published on the City’s website. The City’s Engineering Design
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and Construction standards are also published on the City’s website and include design and
construction specifications that support ADA compliance.
Site Design
Pedestrian conditions should be evaluated at the earliest stage of new development. The zone
between the development and the public right-of-way needs to contribute to pedestrian
network connectivity and continuity. In addition to the public right-of-way, the interior of the
site ought to be examined for suitable pedestrian circulation, and how the two are connect ed.
Wherever possible, walkways should be placed along the most direct routes to connect
buildings, parking, bus stops, and other attractions. In some cases, walking trails that link
residential streets to collectors or arterials can provide a more direct pedestrian connection
than travel along the sidewalk network, particularly in neighborhoods without a street grid
system, specifically those with cul-de-sacs.
FUTURE SYSTEM
This section describes the City’s vision for the future pedestrian system, and identifies programs
and initiatives that will enable it to achieve this vision.
Downtown
The downtown is historically the social heart of the community, a place for people to interact. It is
considered one of the primary pedestrian-oriented areas in the City. Important existing
pedestrian downtown linkages include connections from W Main Street to the transit hub and
commuter rail station, and between W Main Street and the Multicare Auburn Medical Center.
The Downtown Plan, a special area plan adopted in 2001 a s part of the City’s Comprehensive
Plan, anticipates high pedestrian oriented developments in this area, particularly around the
Auburn Station. The Downtown Plan also identifies W Main Street, A Street SW, Division Street,
and the alley south of
Main Street as high priority pedestrian corridors. In addition, several recently completed
projects have helped improve non-motorized access to the downtown and transit station,
including the City Hall Plaza and Plaza Park project completed in 2010, the Division St reet
Promenade Project completed in 2012 and the A Street NW Extension project, opened in June
2013.
Auburn Station has created demand for new mixed-use development, including commercial
and residential elements. The City is committed to focusing new commercial and residential
development adjacent to the Auburn Station and has been working on partnerships to bring
several mixed-use developments to Downtown. These developments include pedestrian
friendly design and streetscape improvements.
A vital pedestrian network that extends beyond downtown is a key element in the revitalization
of the downtown core.
Commercial Corridors
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The City encourages major employers to locate near transit routes and stops. Furthermore,
pedestrian connections from residential areas to commercial corridors can be enhanced
through site design policies that encourage more direct non-motorized connections to major
retail locations.
Future planning along commercial corridors should also include amenities such as landscaping
adjacent to the sidewalk, improved pedestrian crossings, and enhanced bus stops at high use
locations.
Auburn has several commercial corridors, most notably Auburn Way North and South, that are
frequently traveled by pedestrians. While most of these areas have sidewalks, there is the
opportunity to enhance the pedestrian environment by providing additional protected
crossings, making improvements to lighting, completing remaining sidewalk gaps and
eliminating ADA accessibility barriers. For instance, pedestrian crossing issues arise because
pedestrians often cross at uncontrolled or mid-block locations rather than walking to the
nearest signalized crossing. This dynamic is partially attributable to the location of bus stops in
relation to employment centers.
Hence, efforts should be made to locate bus stops so commuters crossin g to the opposite side
of the road are dropped off and picked up near a signalized intersection.
Residential Neighborhoods
Investment in Auburn’s neighborhoods is an essential component of providing a comprehensive
and functional pedestrian network. As noted in the needs assessment, sidewalk conditions vary
throughout the City. This plan acknowledges the need to retrofit the pedestrian network in
many areas of the City and incorporate pedestrian facilities into new development. Financial
mechanisms to help accomplish this goal are described later in this chapter.
High Priority Pedestrian Corridors and Locations
Map 3-1 identifies High Priority Pedestrian Corridors and locations such as schools, parks, and
the Downtown Urban Center where providing pedestrian facilities is vital to safety, mobility,
economic development, and accessibility in the City. The map distinguishes between corridor
segments with complete existing pedestrian facilities and corridor segments that are not yet
complete (lacking sidewalks on one or both sides of the corridor). While some corridors need
sidewalk on both sides of the roadway, some will meet the needs of pedestrians with sidewalk
on one side only. The map identifies where sidewalk exists and where sidewalk is needed. The
map does not distinguish where sidewalks meet the City’s current standards, and where the
City expects to have sidewalk on both sides in the future. The High Priority Pedestrian Corridors
were selected based on the following criteria: pedestrian volumes; proximity to schools, parks,
transit routes, downtown center, commercial areas, and connections between pedestrian
facilities to provide a network throughout the city.
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The City’s current half street policy requires sidewalk to be constructed by developers
whenever significant improvements are made to a property. This has proven to be an effective
means of building out the sidewalk network. However, it is a slow process because it relies on
new development or redevelopment to occur, making it difficult to complete whole corridors.
By programming specific pedestrian corridors for investment, the City can leverage grant dollars
and other resources to more strategically complete gaps in key pedestrian corridors.
NON-MOTORIZED TRAILS
Auburn Multi-Use Trail
The Auburn Parks, Recreation & Open Space Plan was updated in 2015 and identifies specific
projects for the development of local and regional trails. The long term list includes:
The Auburn-Pacific Trail provides a multi-use path that improves access from the White River to
the Interurban Trail. A planned pedestrian crossing, under the BNSF railroad tracks just north of
the BNSF Stuck River Bridge (over the White River), will improve the regional trail system by
providing a connection between the City of Pacific and Auburn’s White River Trail connection to
A Street SE.
Funding is still needed for the Auburn section of the Green River Trail. King County, which is the
lead agency for this trail, published a new alignment study for the Green River Trail in
December 2019. Planning efforts are also focused on the Auburn Environmental Park and
connecting the park to the Interurban Trail. This unique park project shows residents the
diversity of the ecosystem along the Mill Creek corridor.
Additional trail planning is underway for connecting the Fenster Natural Park to the Green
Valley Road area.
An important component of Auburn’s trail system includes trailheads. Trailheads should be
inviting to users and provide amenities such as parking, bicycle racks, information kiosks,
restroom facilities, water fountains, trash receptacles, and seating facilities. Trailheads should
be constructed and improved as Auburn’s trail system further develops. See Map 3-2 for
existing and proposed trails and trailhead locations.
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FUNDING MECHANISMS
Sidewalk Improvement Program
The City of Auburn has an Annual Citywide Sidewalk Repair and Improvement Program to repair
damaged sidewalks, tripping hazards, and to complete small missing links in the sidewalk
network.
These funds are essential for promoting non-motorized travel and can be used to leverage
other funding sources, such as state and federal grants or other city capital projects.
Auburn has identified three principal areas in which sidewalk improvements should be
prioritized: corridors that provide access to and within the downtown, school zones, and parks
with a focus on addressing potential hazards and areas of known complaints. Additional criteria
for priority access improvement could include, but are not limited to, areas with high
concentrations of senior citizens or disabled citizens, areas with high volumes of pedestrian -
transit interaction, areas where private improvements such as trees have damaged the public
infrastructure, and areas where property owners are willing to financially participate in the
construction of sidewalk improvements through a local improvement district (LID). In
considering projects, staff also review existing street deferral agreements to determine if the
improvements previously allowed to be deferred are now needed and should be completed by
the private party.
“Save Our Streets” Program
In November 2004, Auburn residents approved Proposition 1, “Save Our Street” Program,
which created a dedicated local street fund. This money was set aside for repair and
maintenance of local roadways which can sometimes also include sidewalk repair and rebuild.
In 2013, the city council modified the funding source for this program to be from Constr uction
Sales Tax revenues and no longer from property taxes. In 2018, City Council modified the funds
for this program, which are currently provided by Real Estate Excise Tax (REET) for 2019 and
2020.
• Sidewalks will be prioritized:
• Where hazardous conditions are present;
• On school walk routes;
• Where extensive improvements are needed in a single neighborhood;
• Along streets with curb and gutter;
• Along Downtown pedestrian corridors;
• Where curb ramps are missing; and
• Where they will complete a missing link in a pedestrian network.
• Where property owners are willing to financially participate in the construction of
sidewalk improvements through an LID.
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“Arterial Preservation” Program
The City also currently implements the annual arterial street preservation program funded by a
1% utility tax. Pedestrian, ADA, and safety improvements are included in many of the arterial
improvement projects funded by this program.
Arterial Bicycle and Safety Improvement Program
The City implements this bi-annual program to fund bicycle and pedestrian improvements on
classified roadways.
Local Improvement Districts
Local Improvement Districts (LID) enable city investment in a specified area by leveraging city
funds with contributions from property owners in the district. LID’s use limited city resources to
improve neighborhood quality and can be used to finance new sidewalks.
Safety Education and Enforcement
Awareness of pedestrian safety issues should be promoted through educational programs and
enforcement efforts. This combination helps reinforce key safety issues such as safe pedestrian
crossings and speeding. The City will proactively work to identify problem areas and issues. The
following list contains examples of some techniques that can be employed in these efforts.
• Maintaining non-motorized travel information kiosks at key City destinations (e.g. Main
Street, Outlet Collection, Emerald Downs, trails).
• Displaying educational information in City publications, on the website, and on TV.
• Maintaining and expanding wayfinding signage to direct pedestrians and bicyclists.
• Partnering with the School District to teach children safe walking and biking behaviors.
• Launching public information campaigns for problematic locations and partnering with
the Police Department to provide enforcement.
• Increasing driver awareness of vehicle speeds through the presence of radar speed signs
where appropriate. Enforcing pedestrian, bicyclist, and driver infractions.
3.2 BICYCLE TRAVEL
Bicycle facilities are an important component of Auburn’s transport ation and recreational
infrastructure. Bicycling provides an environmentally friendly travel mode and helps citizens to
maintain a healthy lifestyle. It also helps improve traffic congestion and air qua lity by providing
an alternative to driving. Increasingly, bicycle commuting is becoming a more popular
alternative, and the City is taking steps to provide a more functional and attractive network for
commute cyclists, in addition to recreational cyclists.
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NEEDS ASSESSMENT
Existing Conditions
The topography in the Auburn Valley is flat and conducive to cycling for a range of skill levels.
Areas along the Green and White Rivers provide recreational opportunities for multi -use trails
that accommodate bicyclists and pedestrians. The Interurban Trail is part of a major north-
south regional trail system. The Green River trail is also an extension of a north-south regional
trail. Therefore, Auburn has a good network of existing or planned north -south recreational
trails.
However, there are few existing cross-town connections, and new connections onto the West
Hill and Lea Hill are needed.
Cross-town bike connections to the West Hill and Lea Hill areas of Auburn are more challenging
due to steep topography. Yet investing in these connections is important because a significant
number of Auburn residents live in these areas. Building these connections would improve
bicycle access to regional transit, local employment, the regional trail system, and to downtown
Auburn.
Recreational and commuter cyclists travel along the Interurban Trail to areas north and south of
Auburn. Cyclists also frequently ride along S 277th Street to the east side of Green River Road,
and down along the Green River to 8th Street NE, or down R Street NE to SE Auburn Black
Diamond Road. SE Auburn Black Diamond Road and SE Green Valley Road are popular routes
for accessing areas east of Auburn. However, these roads are characterized by challenging
cycling conditions and are not suitable for inexperienced cyclists. Once in Auburn, there is
especially a need to increase the number of east-west bicycle facilities. Investing in trail
connections to improve bicycle access in these areas should also be a priority.
Bicycle lanes are limited on city arterials and collectors, making it difficult both for regional and
local riders to navigate for any reasonable distance through the City. Limited bicycle storage is
also a hindrance to cyclists. Map 3-2 identifies existing and planned trails and bike facilities in
the City.
Auburn Bicycle Task Force
In March 2010, the city formed the City of Auburn Bicycle Task Force. This task force dissolved
upon completion of their goals. It was intended that the Bicycle Task Force would further refine
the City’s goals and policies for its bicycle transportation system. The Task Force was comprised
of a broad cross section of community members and interested parties that were charged to
develop recommendations on bicycle facilities, issues and opportunities centered on the
following three principles:
• Connections – for example, how do bicycle riders get from the north end to the south
end of the City or from Lakeland to Lea Hill?
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• Recreation Opportunities – for example, how does the City further build and capitalize on
a bicycle network to support and enhance the recreation options for its citizens?
• Economic Development – for example, how does the City capitalize on the Interurban
Trail as a conduit of customers for existing and new businesses?
Bike Improvements Completed and Planned in the Near - Term Future
The work of the task force has informed and guided city decisions on future bike lane and trail
improvements and connections. Its work is directly reflected in improvements already made as
well as the future bike lanes and trail improvements shown in Map 3-2.
Since 2009 bike lanes were added to 124th Ave SE, and SE 320th Street near Green River
College on Lea Hill, a new bike lane connection was created by the construction of the new A
Street NW corridor. Bikes lanes were added as part of the new M Street SE BNSF underpass
project and sharrows (share the road with bike symbols) were added to East Main Street.
Bike lanes are part of the new planned West Main Street project and the F Street SE project
includes development of a Bicycle Boulevard and Bike Share Program.
Bicycle Facility Classification
The American Association of State Highway Transportation Officials (AASHTO) has developed
classifications for bicycle facilities and parking. Bicycle classification is based on the design and
exclusivity of use.
Bicycle Facility Classification
▪ Separate Facility (Class I) – A non- motorized two-way paved facility, that is physically
separated from motorized vehicular traffic by an open space or barrier.
▪ Bike Lane (Class II) – An exclusive on street one way lane for bicyclists delineated
with signing and striping
▪ Shared Lanes (Class III) – A lane shared by vehicles and bicycles. Wider lanes that
may be delineated with shared use markings and signage.
▪ Bicycle Boulevard– A bicycle focused roadway designated with enhanced signage and
special pavement markings and bicycle friendly design standards such as wide curb
lanes and bicycle safe drain grates. Typically designed to connect key bicycle
destinations.
Existing Class I multi-use trails in the City include S 277th St from Interurban Trail to L St NE,
Interurban Trail, White River Trail, and Green River Trails.
Class II bicycle lanes added since 2009 include;
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2020 Comprehensive Transportation Plan - Page 56
• Terrace Drive NW (15th to W St)
• A ST NW/B ST NW (3rd to 30th)
• 14th St NW (A NW to A NE)
• R St SE (17th to White River)
• M St SE (3rd to 8th)
• 116th Ave SE (SE 304th to SE 312th)
• SE 312th St, 132nd Ave SE, SE
Class III shared facilities were tested on R St NE/SE, Auburn Black Diamond Road and E Main St.
They were well received by the cycling community and continue to be maintained. Shared
facilities will continue to be implemented on other appropriate roadways. The F Street Bike
Boulevard is scheduled to be completed in 2020.
Bike parking facilities are classified by length of use: long term, and short term. The longer bikes
are to be stored, the more durable the facility’s design must be.
Long term bike storage facilities are available at Auburn Station. The City currently provides
short term bike storage throughout the downtown core.
Improvement Needs
Cyclists desire safe routes that make con nections throughout the City and to regional points of
interests. The existing facilities, while being continuously improved, still fall short of creating a
well- connected bicycle network in Auburn. The City plans to build out the bicycle network
shown in Map 3-2 and provide better east-west connections. Upgrading bicycle facilities on city
streets is an important component of this plan.
Auburn shall make greater efforts in the future to encourage bicycle use, particularly for
commuting purposes, as a form of transportation demand management (TDM). One
mechanism of doing so is to ensure that bike lanes and trails that serve major employers are
prioritized. The City needs to take a more aggressive role in programming implementation of
the future bicycle network identified in this chapter, ensuring that eventually all residents of
and employees in Auburn feel comfortable commuting on bike. In addition, Auburn should seek
outlets, including the City’s website, to provide up-to-date information on bicycling options
within the City and to regional destinations.
The Commute Trip Reduction (CTR) program provides a formal mechanism for encouraging
these practices, and is required by state law for employers with 100 or more employees arriving
at a single location during the AM peak travel time. Auburn’s CTR program calls out bicycle
storage facilities, lockers, changing areas, and showers as measures employers can take to meet
their CTR goals. In addition, Auburn can use the SEPA process to encourage development of
these facilities at the time of new development or tenant improvements.
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2020 Comprehensive Transportation Plan - Page 57
The Downtown Plan also discusses the need for improving bicycle facilities in the area. On-
street bicycle facilities will be sought in association with planned roadway improvements. In
addition, the City should investigate providing bicycle storage and other amenities on City
owned properties.
FUTURE TRAVEL
The work is easier when shared
The future bicycle network includes corridors for regional, recreational, and cross-town
connections. The regional corridors will provide connections to the Valley communities as well
other areas of King and Pierce Counties. Local biking groups have identified the Interurban Trail
and Green River Trail as important regional connections. Other planned regional connections
will link Auburn to attractions around the Puget Sound.
The Green and White River corridors are multi-functional, providing recreational opportunities
for regional and local bicycle trips. Therefore, the City has prioriti zed the completion of both
these trail systems. Also, Auburn will seek to enhance portions of City trail systems whenever
possible, by providing amenities for non-motorized travelers such as rest areas, as well as safety
improvements including warning signage and grade separated trails. As shown in Map 3-2, the
bicycle routes identified for future development will consist of a mix of interconnected local
trails and on- street bike facilities linking Auburn's neighborhoods.
The future Bonneville Power Trail will be a separated, hard surfaced trail crossing the Lea Hill
area and connecting to the Interurban Trail and West Hill via on-street bicycle facilities. This
new bike route is planned from Lea Hill through Isaac Evans and Dykstra Park to connect to
downtown Auburn via the new A Street NW corridor. Numerous other on -street bicycle
facilities and trails are planned.
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2020 Comprehensive Transportation Plan - Page 58
The selection of bike facility projects will be based upon safety, route continuity, and
connectivity. In addition to new bicycle corridors, sp ot safety improvements are an important
component of the City’s future bicycle network. Improvements including flashing beacons have
already been made at the Interurban Trail crossing of 15th Street SW, and are planned at the
Interurban Trail crossing of West Main Street and C Street SW and Ellingson. In addition, safe
access to downtown Auburn and onto West Hill, Lea Hill and Lakeland are a priority for the City.
Typical bicycle route improvements along a Class I facility include purchasing the right-of-way,
designing the trail, and constructing the trail and trailhead. For a Class II pathway,
improvements include striping lanes, installing warning and directional signa ge, and painting
bike symbols on the pavement. For a roadway where bikes will share the lane with vehicles, it
may include the installation of shared use markings and signage.
As this plan is updated in the future, emphasis should continue to be placed on developing a
safe and convenient bicycling environment for both recreational and commuter cyclists of all
experience levels.
3.3 FUTURE NON-MOTORIZED SYSTEM
Auburn’s future non-motorized system consists of an interconnected network of sidewalks, bike
lanes, and multi-use trails. The list of proposed projects in Table 3-2 is developed for planning
purposes. Map 3-2 identifies the location of the trail projects identified in Table 3 -2 and maps
the future trail and bicycle network.
Trail Name Description Potential Users
Green River
Trail
This paved trail will be part of a regional recreational corridor. King County is the lead
administrator of the project but will work in collaboration with the City for the portion of the trail
in Auburn. The trail alignment will extend along the west bank of the Green River from S. 277th
St., south to Brannan Park. From Brannan Park, the trail will then run south along M Street SE to
22nd Street NE, where it will turn east towards Dykstra Park. It will then cross the river at the
Dykstra foot bridge to the east bank of the river. It will then parallel Green River Road and 104th
Ave SE. Once across Lea Hill Road SE the trail will follow 104th PL. SE to the dead end. From the
dead end the trail will follow the wooded bluff until it reaches a point opposite of Fenster Nature
Park. At the alignment of 2nd St. SE the trail will cross at a future bridge location to the west side
of the river and into Fenster Nature Park. The trail will continue south through the park and into
the King County owned Auburn Narrows area where it will end near the intersection of Auburn
Black Diamond Rd. and Green Valley Road.
Bicyclists
Pedestrians
Auburn
Environment
al Park Loop
This looped recreational path spurs off the Interurban Trail and will go through the Auburn
Environmental Park.
Off-road Cyclists
Pedestrians
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2020 Comprehensive Transportation Plan - Page 59
White River
Trail
The White River Trail runs along the south side of the White River from Roegner Park to the
eastern edge of Game Farm Wilderness Park. Future extensions of the trail are planned from A
Street SE to Roegner Park, across the White River via the future BNSF Railroad underpass, on the
south side of the river within the City of Pacific, and from Game Farm Wilderness Park to
southeast Auburn along the White River.
Bicyclists
Off-road Cyclists
Pedestrians
Williams Trail These recreational trails are intended to use public or quasi-public lands, including utility
corridors. A variety of loop trails may be possible within this large area.
Bicyclists
Off-road Cyclists
Pedestrians
Bonneville
Power Trail
This east-west trail will extend from Lea Hill to Dykstra Park Street, where it will connect to
downtown Auburn and West Hill via an existing and planned series of bike lanes. There are
topographical and environmental challenges that will need to be addressed during the design
phase.
Bicyclists
Pedestrians
Academy Trail The portion of Academy Drive from SR 164 to Green Valley Road is currently closed due to slope
failures. However, it has the potential to be re-opened as a multi-use recreational trail.
Bicyclists
Pedestrians
Lakeland Hills
Trail
This trail serves the Lakeland community and links Sunset Park and Dorothy Bothell Park via a
meandering sidewalk path along Lakeland Hills Way SE.
Pedestrians
A Street SE
Trail
This mixed use trail would be along the BNSF tracks to the west of A St SE, from 6th St SE to 41st St
SE / Ellingson Rd.
Bicyclists
Pedestrians
This network will provide local and regional connections for a variety of non -motorized modes.
The completed portions of the Interurban and Green River Trails connect pedestrians and
cyclists to areas north and south of Auburn, while the White River Trail provides for east -west
travel. Additional bike lanes and completion of the paved trail network will guide cyclists safely
to points of interests, and through congested areas of the City.
Pedestrians will be able to travel more safely and comfortably with upgrades and expansion of
the sidewalk network, new crossings and street lighting, and better street design near schools
and frequently traveled pedestrian locations. The addition of a BNSF undercrossing, just north
of the White River and west of A Street SE, will provide safe passage for pedestrians. A new trail
connection along C Street SW will provide pedestrians and cyclists with a safer connection to
downtown and the Auburn Station.
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2020 Comprehensive Transportation Plan - Page 60
PROMOTING HEALTHY COMMUNITIES
White River Trail – Multi-Use Path
The City of Auburn envisions a transportation system that will help promote healthy community
principles by coordinating land use, the non-motorized transportation system, and transit in a
manner that encourages walking and bicycling. The Puget Sound Regional Council has identified
several elements, which contribute to the desirability of walking, bicycling, and transit use, in
their Vision 2040 “Update Paper on Health”.
• Concentrating complementary uses such as restaurants, retail and grocery stores
proximate to residences and employment.
• Linking neighborhoods by connecting streets, sidewalks, and trails.
• Designing for safe and welcoming pedestrian and bicycle facilities.
• Enhancing transit opportunities and non-motorized connections to transit facilities.
• Reducing and mitigating the effects of parking.
These principles, many of which can be promoted by thoughtful transportation systems
planning, encourage healthier communities by increasing physical activity and decreasing air
pollution caused by vehicle emissions. Auburn has historically planned for a transportation
system that incorporates many healthy community principles, such as transit facility planning
and regional trail planning. In addition, the Downtown Plan calls for a mixed-use, high density,
pedestrian oriented downtown. Improving the non-motorized system also helps address the
findings of the citywide Health Impact Assessment process, which recommended that the City
improve sidewalk connectivity, improve the pedestrian environment, eliminate natural and
man-made mobility barriers for pedestrian and bicyclists, improve transit access, improve
traffic safety, pedestrian safety, and personal security.
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2020 Comprehensive Transportation Plan - Page 61
In the future, Auburn shall continue to promote these principles through long-range planning
efforts, capital facility improvements, development review, and community activities involving
active lifestyle elements.
IMPLEMENTATION TOOLS
The City developed policies and identified funding strategies that will help implement the
future non-motorized network. They can be found in Chapters 5 and 6, consecutively, of this
plan. The planning direction outlined in this chapter shall be used as the foundation for
implementing the non-motorized policies and securing funding.
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5.3 NON-MOTORIZED SYSTEM
OBJECTIVE: PLANNING THE NON-MOTORIZED SYSTEM
To plan a coordinated, interconnected network of non-motorized transportation facilities that
effectively provide access to local and regional destinations, improve overall quality of life, and
support healthy community and environmental principles.
NM-01: Implement land use regulations and encourage site design that promotes non-
motorized forms of transportation.
NM-02: Include the role of non-motorized transportation in all transportation planning,
programming, and if suitable, capital improvement projects.
NM-03: Plan for continuous non-motorized circulation routes within and between existing, new
or redeveloping commercial, residential, and industrial developments. Transportation planning
shall seek to allow pedestrians and bicyclists the ability to cross or avoid barriers in a manner
that is safe and convenient.
NM-04: Actively seek to acquire land along corridors identified for future trail development in
the current Comprehensive Transportation Plan and Auburn Parks, Recreation, & Open Space
Plan.
NM-05: Schedule, plan and co-sponsor events that support recreational walking and bicycling.
These events should emphasize their recreational and health values and introduce people to
the transportation capabilities of bicycling and walking.
NM-06: Improve and protect the non-motorized transportation system through the
establishment of level-of-service goals for non-motorized facilities.
OBJECTIVE: DEVELOPING THE NON-MOTORIZED SYSTEM
To build a safe, attractive, and inter-connected non-motorized transportation system.
NM-06: Develop and maintain the non-motorized system, including bike routes and walkways,
to encourage significant recreational use.
NM-07: Develop and maintain the non-motorized system, including bike routes, sidewalks, and
multi-use paths in a manner that promotes non-motorized travel as a viable mode of
transportation.
NM-08: Develop the non-motorized system to accommodate appropriate alternative forms of
non- motorized transport, as well as medically necessary motorized transport.
NM-09: Appropriate street furniture, lighting, signage, and landscaping should be installed
along non-motorized routes to increase safety and to ensure that facilities are inviting to users.
NM-10: Clearly sign and mark major non-motorized routes to guide travelers and improve
safety. NM-11: Non-motorized routes shall be constructed to accommodate emergency vehicle
access and be amenable to law enforcement.
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NM-12: Locate and design non-motorized transportation systems so that they contribute to the
safety, efficiency, enjoyment and convenience of residential neighborhoods.
NM-13: The development of facilities supporting non-motorized transportation should be
provided as a regular element of new construction projects. Improvements shall be secured
through the development review process.
NM-14: Minimize hazards and obstructions on the non-motorized transportation system by
properly designing, constructing, managing, and maintaining designated routes in the system.
OBJECTIVE:
PEDESTRIAN TRAVEL
To enhance and encourage pedestrian travel in Auburn.
Ped-01: Promote pedestrian travel within the city and connections to adjacent communities
with emphasis placed on safety and on connectivity to priority destinations such as schools,
parks, the downtown, and other pedestrian-oriented areas. Pedestrian-oriented areas are
those areas with high pedestrian traffic or potential and are identified in this plan. These areas
and streets shall encourage pedestrian travel by providing enhanced pedestrian improvements
or controls on motorized traffic.
Ped-02: Focus investments on and aggressively seek funding for the high priority pedestrian
corridors, identified in Map 3-2.
Ped-03: Require developers to incorporate pedestrian facilities into new development and
redevelopment in conformance with the Auburn City Code.
Ped-04: Continue to construct new and rehabilitate existing sidewalks through a sidewalk
improvement program.
Ped-05: Seek ways to provide pedestrian amenities such as streetlights, trees, seating areas,
signage, and public art along all major pedestrian travel routes.
Ped-06: Work towards buffering pedestrian walkways from moving traffic, particularly in areas
with high levels of pedestrian movements, such as near schools and commercial areas, and
along corridors with heavy vehicular traffic.
Ped-07: Pedestrian crossings shall be developed at locations with significant pedestrian traffic
and designed to match pedestrian desire lines.
Ped-08: Encourage the formation of LIDs to develop pedestrian pathways and other non-
motorized amenities throughout the City. Partner with the local school districts to improve Safe
Walking Routes to School.
OBJECTIVE: BICYCLE TRAVEL
To improve Auburn's bicycling network.
Bike-01: Develop programs and publications, and work with local employers to encourage
Page 41 of 45
citywide bicycle commuting.
Bike-02: Designate, develop, and maintain high priority bicycle routes, in conformance with
Map 3- 4, that create an interconnected system of bike facilities for local and regional travel,
including on- street bike routes, and multi-purpose trails.
Bike-03: During the development review process, ensure projects are consistent with the Non-
motorized chapter of the Comprehensive Transportation Plan by requiring right-of-way
dedications and other improvements as needed to develop the bicycle network.
Bike-04: Focus investments on and aggressively seek funding for the high priority future bicycle
corridors, identified in Map 3-4 and corridors and connectors, as applicable, specified in Map 3-
5.
Bike-05: Encourage the inclusion of convenient and secure bicycle storage facilities in all large
public and private developments.
Bike-06: Continue to develop and implement Sharrows and associated Share the Road signage
in residential and some non-residential areas of City.
Bike-07: Continue installation of bike lanes in parts of City where there is existing/adequate
right- of-way.
Bike-08: Develop an Auburn specific bicycle signage program to highlight corridors, connectors
and in-city/out of city destinations.
Bike-09: Make improvements to existing Interurban Trail – signage, pavement conditions,
vegetation maintenance, grade crossings, and upgrades to user facilities at Main Street
crossing.
Bike-10: Develop a capital improvement program project with cost estimate for the design and
construction of bicycle/pedestrian bridge at southern terminus of M St. west of existing Stuck
River Vehicle Bridge.
Bike-11: Develop a capital improvement program project with cost estimate for the design and
construction of innovative and safe pedestrian/bicycle crossing at M St./Auburn Way South
intersection.
Bike-12: Install one or more bike boxes through a pilot program approach to test effectiveness
and public response. Focus pilot program efforts at key intersections such as the West Main
Street and C Street intersection, the M Street and Auburn Way South intersection and the
Ellingson Road and A Street intersection.
Bike-13: Continue to install bicycle/pedestrian crossing warning systems along Interurban Trail
at all crossing locations consisting of S 277th Street, 37th Street NW, and W Main Street.
Bike-14: Develop and maintain an official Auburn Bicycling Guide Map.
Bike-15: In coordination with the City Council, Mayor’s Office, Auburn Area Chamber of
Commerce, Auburn Tourism Board and appropriate City departments develop strategies and
actions for the implementation of the bicycle oriented economic development
recommendations of the Auburn Bicycle Task Force.
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Page 43 of 45
TS18
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A ST SEB ST NWI ST NEAUBURN W
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C O L L E C T I O N
Auburn Transportation Plan
Map ID: 4604Printed On: 7/27/2020
°0 1
Miles
Existing Trailheads
Future Trailheads
Bike Facility
Future Bike Facility
Trail
Future Trail
Existing and Future Bicycle Facilities and Multi-Use Trails
Map 3-2
Source: City of Auburn GIS DepartmentPage 44 of 45
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Map ID: 4593Printed On: 10/6/2015
°0 1
Miles
Connectors
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City of Auburn
Bicycle Corridors and Connectors
Map 3-3
Source: City of Auburn GIS Department
Focus Area
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